Character comparison · Porsche 911 (992.2) & Audi R8 V10

Porsche 911 GT3, GTS, Turbo S and Audi R8 V10 compared — how much power is the optimum, not the maximum?

GT3, Carrera GTS T-Hybrid, Turbo S and the last Audi R8 V10 — four characters, four answers to the question of the right measure between technical maximum and sensible optimum. With factory figures, 0–100 km/h and a philosophical investigation.

Michael Saupe · August 2026 · Reading time approx. 16 minutes

Porsche 911 GT3, GTS, Turbo S and Audi R8 V10: the comparison at a glance

Four high-performance engines, four temperaments — from the last naturally aspirated V10 to the most powerful series 911 ever built. The table sets the manufacturer figures side by side; the “Character” column anticipates what this piece is about: not the highest spec sheet, but the most coherent whole.

The short answer. On paper the Turbo S wins with 711 PS and 2.5 seconds to 100 km/h — the technical maximum. The sensible optimum for everyday driving and the open road, however, is the Carrera GTS T-Hybrid (541 PS), the only one that keeps the balance of the ancient pentathlete. The GT3 (510 PS, 9,000 rpm) is the most uncompromising driver’s car for those who value the journey over the destination; the Audi R8 V10 remains, as the last naturally aspirated V10, the most emotional argument against the raw number. Why that is so is what this piece sets out.

Optimum, not maximum: why the most beautiful athlete was no specialist

In ancient Greece the pentathlete was the ideal of the athlete. Not the fastest runner, not the longest thrower, not the strongest wrestler — but the one who mastered all of it at once. The pentathlos united five disciplines in a single body: the stadion sprint, long jump, discus, javelin and wrestling. Aristotle called his frame the most beautiful of all, because it was built for strength and speed alike. The ideal was not the maximisation of a single ability — it was their harmonious combination.

The Greeks had a word for it: the golden mean, the right measure between too little and too much. The Swedes have a related one — lagom, the balanced, the neither-too-much-nor-too-little, the just-enough. Both describe the same perfection: not as an extreme, but as balance.

There is an automotive emblem of this ideal, and of all cars it is the most modest that carries it most purely: the base model. The base 911 maximises nothing. It is not the fastest, not the loudest, not the one with the biggest number on the spec sheet. It is the balanced one, which does everything a little and nothing to excess — the pentathlete among sports cars. Precisely there lies its often-overlooked greatness. It is lagom on four wheels.

But what happens when the centre of gravity shifts?

Yet what happens when the core of this equilibrium shifts — when it is no longer harmony that sets the measure, but a single discipline that begins to dominate the others? That is exactly the case, and the discipline has a name: acceleration. It is no longer merely an automotive attribute, but the one that has begun to dominate our entire society — speed as the supreme value, to which work, communication, consumption and, in the end, even leisure are subordinated. We shall see that this society, as Hartmut Rosa shows, seems able to stabilise itself only in forward motion.

This raises the essay’s real question. It is not whether we can halt acceleration — we cannot. It is: how, in the midst of permanent acceleration, does one preserve the balance and the aesthetics of the pentathlon? That is the real feat — not abstinence, not excess, but both at once. A car that glides effortlessly through the city in the morning, everyday-usable and comfortable, and that at the push of a pedal unleashes an acceleration the journalist Mat Watson once summed up for the Porsche Turbo in three words: “utterly barking mad.” Everyday life and madness in the same body.

The graphic above shows four power curves — watts plotted against engine speed. But look long enough and you no longer read diagrams; you read four answers to the same question: how far may the centre of gravity shift before balance becomes fixation — and where exactly does the line run at which the cultivated pentathlete becomes a mere sprinter? Four engines make visible what the shift means for character; the Greek thinkers supply the map.

Zeno’s arrow, finally in flight

For the Greeks even simple motion was a scandal. Zeno of Elea built his famous paradoxes from it: the flying arrow, he said, is at rest in every single instant — for in each moment it occupies a space exactly its own size. But if it is at rest in every moment, when does it move? The Greeks lacked the calculus to dissolve the contradiction. Motion was a riddle for reason.

And acceleration is the harder riddle. It is not motion but the change of motion — the derivative of the derivative, the restlessness of restlessness itself. Parmenides, Zeno’s teacher, drew the radical conclusion: Being is one, indivisible, unmoved; motion is mere appearance. Heraclitus held the opposite — panta rhei, everything flows, only change is real. Between these poles, motionless Being and eternal flux, every reflection on speed has been stretched ever since.

The moment of real acceleration is precisely where this ancient quarrel becomes flesh. When the clutch closes and the horizon begins to tip, the body knows something the mind cannot compute: that Zeno’s resting arrow really does fly. You feel the derivative of the derivative as pressure in the chest. For two or three seconds, metaphysics becomes physiology — and that is exactly what the metaphysics of forward motion means.

Apollo and Dionysus, together at the wheel

Take Apollo away and a crash remains. Take Dionysus away and a commute remains.

From the Greeks, Nietzsche extracted the pair of concepts that captures conscious acceleration most precisely. Apollo is form, line, measure, the clear contour of the individual. Dionysus is rapture, dissolution, the vanishing of the self into something greater. Fascinating acceleration is the marriage of the two: the machine, the rules, the precision of the steering — pure Apollo. The surge that presses you into the seat and, for a heartbeat, erases the boundary between driver and car — Dionysus. And Apollo is nothing other than the awareness that encloses the rapture. Without that awareness the boundary experience would be not an experience but a loss.

The acceleration that possesses us — Hartmut Rosa

The sociologist Hartmut Rosa has described modernity as a history of acceleration, and his diagnosis is uncomfortable because it is true. He distinguishes three levels. Technical acceleration: transport, communication, production grow ever faster. The acceleration of social change: institutions, values, relationships hold for shorter spans, the present shrinks. And — the real point — the acceleration of the pace of life: although every technology saves us time, we have ever less of it.

Dynamic stabilisation — why we stand still only in motion

The engine behind it all is what Rosa calls dynamic stabilisation. Modern society can maintain itself only by growing, accelerating, forever innovating. It must run merely to stand still. Its equilibrium no longer lies in rest but solely in movement — and with that we are back to the pentathlete. The ancient ideal stabilised itself in the harmony of its disciplines. Our age stabilises itself, it seems, in only one: in forward motion. The centre of gravity has shifted, and no one has shifted it back.

The fatal part: we did not choose this acceleration, and we cannot stop it. It possesses us, not the other way round.

Alienation and the silent string

Its price is alienation — a mute, relationless bond with the world. We rush through spaces without entering them, consume things without touching them, complete days without living them. Rosa’s counter-concept is resonance: a responsive relationship to the world, a vibrating string between subject and world in which both are touched and changed. And resonance, he stresses, is fundamentally unavailable. It cannot be forced, manufactured or ordered. The more we try to make the world available, the more mute it becomes. This is exactly where it gets interesting.

Adrenaline, cortisol and the art of the dose

For now an uncomfortable question stands in the room. Is deliberate, longed-for acceleration pure resistance to Rosa’s alienating acceleration — or its purest symptom? The honest answer refuses the convenient resolution, and it begins in biochemistry.

Adrenaline is the fast messenger of the sympathetic nervous system — a matter of seconds, fight or flight, heart rate, pupils, blood sugar. It comes abruptly and it goes abruptly. Cortisol is the slower relative from the adrenal cortex, the actual stress hormone, which floods in and lingers. And here lies the decisive difference: an acute, self-limiting stress followed by recovery — the pulse falls, the parasympathetic system takes over, the body returns — is eustress, even hormesis: a dose of poison that strengthens. The chronic, diffuse, never-subsiding cortisol level, by contrast — precisely the level the accelerated life produces — is distress. The same molecule, the opposite meaning. What makes the difference is not intensity. It is limitation.

Why awareness makes the difference

And limitation is a question of awareness. Controlled acceleration is that rare form of stress with a return ticket built in: intense and over, with dopamine in the anticipation, endorphins in the after-glow and — when skill and challenge are balanced — that state Csíkszentmihályi called flow: complete presence, the vanishing of time. One might put it paradoxically: you accelerate the machine in order to decelerate the self, to force it into a single dense moment. The shrinking present Rosa laments expands, for a few seconds, into a now that fills the whole room.

That is boundary experience with awareness: not being driven, but choosing the limit; not fleeing from time, but pausing within it. Where Rosa’s everyday acceleration possesses us, the consciously dosed acceleration becomes that vibrating string — the road answers, the machine answers, the body answers. That, when it succeeds, is indeed resonance.

For the symptom, though, speaks the number. 711 PS. The urge for ever more, the arms race of spec sheets, the craving for the next, stronger hit — that is the logic of escalation, merely disguised as leisure. Whoever needs acceleration like a drug and must keep raising the dose has not overcome alienation but only refuelled it. The difference between resonance and addiction lies not in the car. It lies in the awareness with which one lifts one’s foot. And with that we arrive at the four characters.

The four engines compared: Audi R8 V10, Porsche 911 GT3, GTS and Turbo S

Each of the following four engines is a different shift away from the pentathlete’s centre. One almost holds the measure; the others specialise — towards fire, towards the rev limit, towards raw power. For each of these shifts Greek philosophy keeps a name ready.

Audi R8 V10 performance (620 PS): the last naturally aspirated V10 — Heraclitus’s fire

620 PS · 5.2 FSI naturally aspirated · 580 Nm · peak output at 8,000 rpm · limit 8,700 rpm

Heraclitus placed fire at the origin of all things — not water, not air, but pure, mutable combustion. Everything flows, nothing stays, and the same flame is a different flame in every moment. The R8 V10 is the automotive translation of that thought. Ten cylinders, each a small hearth in ceaseless flux, with no turbocharger interposing itself between combustion and experience. Its curve does not leap, it streams — steady, unstoppable, into a rev range where most engines have long since given up.

Its shift is not towards mere power but towards the sensuous. The sound is the logos, the audible order of that fire: whoever revs a V10 to its limit hears not volume but structure. The R8 is the elegiac character of the four — the last great naturally aspirated engine of its kind, a thinker who knows you cannot step into the same river twice, and that this is precisely its beauty.

Technically, the R8 V10 performance is the most uncompromising naturally aspirated engine in this comparison: a 5.2-litre V10 without any forced induction, 620 PS at 8,000 rpm, 580 Nm, 0–100 km/h in 3.1 seconds, up to 331 km/h, quattro all-wheel drive and a seven-speed dual-clutch gearbox. No turbos, no hybrid, no electric assistance — only displacement, revs and the immediate, linear response to the right foot. Exactly this directness, which a turbo engine inevitably blurs, has become rare today.

Historically, this engine weighs even heavier: with the end of R8 production in March 2024, Audi retired the last naturally aspirated V10 in its history — a direct successor has not been confirmed. The R8 V10 is therefore no longer a model but a full stop. Against the current 911 variants it plays the role of the emotional counter-argument: it wins no spec sheet, but it embodies a way of experiencing power that ends with it.

Porsche 911 GT3 (510 PS, 9,000 rpm): the pure driver’s car — Aristotle’s virtue

510 PS · 4.0 naturally aspirated · 470 Nm · peak output at 8,500 rpm · limit 9,000 rpm

For Aristotle, virtue — aretē — was no gift but an acquired disposition: excellence as the perfected exercise of what a thing is meant to do. He called it energeia: actualisation, being-at-work, as opposed to mere dormant potential. Happiness, eudaimonia, lies not in possession but in the doing.

No car embodies this more purely than the GT3. Its curve gives it away: it holds its best power back until just short of the nine-thousand mark. Low down it is polite, almost reticent — its nature reveals itself only to the one prepared to rev it, to demand of it, to exert himself. Its shift is towards the upper end, towards hard-won perfection: it gives nothing away, it rewards. Fittingly, it was Aristotle himself who praised the pentathlete; the GT3 shows what it looks like when that balance condenses into the peak performance of a single discipline — the most demanding teacher in the field, and the one that makes you a better driver.

Technically, the 911 GT3 (992.2) is the purist’s 911: a 4.0-litre naturally aspirated flat-six with 510 PS, 470 Nm, a 9,000 rpm redline, a seven-speed PDK or a manual six-speed, rear-wheel drive and 0–100 km/h in 3.2 seconds. Its DNA comes straight from motorsport; everything is tuned for precision, feedback and revving out the rev band — not for effortless force.

GT3 or GTS? This frequently asked question comes down to purpose. The GT3 is louder, harder, more uncompromising — demanding in everyday use, at home on the track. Anyone looking for daily usability is better served by the Carrera GTS; anyone who wants the most intense, most analogue driving experience, and is willing to trade comfort for it, finds in the GT3 the purest driver’s car in the current line-up. It gives no more speed than the GTS or Turbo S — it gives more feeling.

Porsche 911 Carrera GTS T-Hybrid (541 PS): the golden mean — the Stoa’s measure

541 PS · 610 Nm · T-Hybrid · broad torque plateau · peak output around 7,000 rpm

The Stoa taught sōphrosynē, temperance: to possess power without being possessed by it. The sage uses his means without being at their mercy, and amid all movement preserves an inner imperturbability — apatheia, freedom from being driven.

The GTS T-Hybrid is the Stoic of the four — and at the same time the one that stays closest to the pentathlete. The electric motor fills every gap, smooths every hesitation; turbo lag, the classic restlessness of the forced-induction engine, is gone. Its power lies broad and calm, available everywhere, never obtrusive. It needs neither the GT3’s nine thousand revs nor the Turbo’s excess. It has found its measure: enough for every day, enough for the track, unmoved by either. It is lagom in its most mature form — the balanced mean that shifts just as far as equilibrium permits, and not a millimetre further.

Technically, the Carrera GTS (992.2) marks a turning point: it is the first 911 with a T-Hybrid drivetrain. A 3.6-litre flat-six works together with an electrically assisted turbocharger and an electric motor — 541 PS system output, 610 Nm, 0–100 km/h in 3.0 seconds, up to 312 km/h. The classic turbo lag has effectively disappeared: the power is there instantly and across a broad band.

Why the GTS hits the optimum: it needs neither the nine thousand revs of the GT3 nor the 711 PS of the Turbo S to be complete. For everyday use, long distances and country roads it is the most balanced 911 in the range — fast enough for the track, comfortable enough for every day, and for many the best 911 as a daily driver. In the logic of this piece it is the pentathlete among the four: the sensible optimum, not the technical maximum.

Porsche 911 Turbo S (711 PS): the most powerful 911 ever — “utterly barking mad” and Callicles’s temptation

711 PS · 800 Nm · T-Hybrid, two eTurbos · peak output 6,500–7,000 rpm

In Plato’s Gorgias, Callicles appears and formulates the most dangerous thesis of ancient philosophy: that it is the natural right of the stronger to have more — pleonexia, the wanting-of-ever-more, is not a vice but a virtue. Whoever has the power should use it without limit. Socrates counters with a disturbing image: boundless desire is a leaking jar, a sieve that can never be filled. The more you pour in, the thirstier you become.

The Turbo S is the embodiment of the Callicles thesis — and of the warning Socrates built into it. Here the centre of gravity has migrated furthest towards acceleration: 711 PS, a flat plateau of maximum force, instant, everywhere, effortless, unconditional. It is exactly this acceleration that Mat Watson described for the Porsche Turbo in three words — “utterly barking mad.” And he is right: it is completely insane.

And yet it is precisely this car that pulls off the feat spoken of above. For it is at the same time perfectly everyday-usable — quiet, comfortable, in town as amenable as a well-behaved estate car. It keeps the aesthetics of the pentathlon formally intact while a single one of its disciplines has grown grotesque. That is its greatness — and in the same breath its danger. For it is exactly this effortlessness that tempts: it takes the demanding off your hands, it feels so much for you that you could stop feeling yourself. Boundless power remains that leaking jar which never fills — the more you pour in, the thirstier you become. The question the Turbo S poses is therefore not How fast? but When is it enough?

Technically, the 911 Turbo S (992.2) is the most powerful series 911 ever: a 3.6-litre twin-turbo flat-six with two electrically assisted turbochargers and a T-Hybrid system, 711 PS system output, 800 Nm, 0–100 km/h in 2.5 seconds, 322 km/h top speed, all-wheel drive and an eight-speed PDK. Around 71 PS come from the hybrid component alone — and make the acceleration so lag-free that it feels almost unreal.

Turbo S vs. GT3 — two worlds, one name: the Turbo S is the effortless everyday supercar, calm at 300 km/h and docile through town in the morning. The GT3 is the opposite: an experience that demands commitment. The Turbo S is technical perfection, the GT3 pure emotion. It is precisely this effortlessness that holds the temptation this piece is about — the limit disappears so completely that you no longer feel it.

Porsche 911 GT3 vs. GTS vs. Turbo S vs. Audi R8 V10: the six direct duels

Anyone comparing these four cars is usually looking for a direct duel — “GTS vs. Turbo S”, “GT3 vs. GTS”, “Audi R8 vs. Porsche 911”. Four models make six distinct pairings. Here is each one, to the point: the decisive difference in character, technology and purpose.

Porsche 911 Carrera GTS vs. Turbo S (992.2): optimum versus maximum

The Carrera GTS (541 PS, T-Hybrid) is the balanced all-rounder, the Turbo S (711 PS, T-Hybrid, all-wheel drive) the most powerful 911 ever. On the road the GTS is almost always the more sensible car — lighter on its feet, more direct, considerably cheaper. The Turbo S delivers an effortlessly accessible maximum you can barely use legally. In short: the GTS is the optimum, the Turbo S the maximum.

Porsche 911 GT3 vs. Carrera GTS (992.2): driver’s car versus all-rounder

The GT3 (510 PS, 4.0-litre naturally aspirated, 9,000 rpm) is the uncompromising driver’s car, the GTS the everyday-friendly hybrid all-rounder. Same pace, two souls: the GT3 gives more feeling, appetite for revs and feedback, the GTS more comfort and ease. If you drive daily, take the GTS; if you seek the track and the analogue experience, the GT3.

Porsche 911 GT3 vs. Turbo S (992.2): track tool versus autobahn weapon

Same name, two worlds. The Turbo S (711 PS, all-wheel drive, 2.5 s to 100) accelerates effortlessly and stays calm at 300 km/h; the GT3 (510 PS, rear-wheel drive, 9,000 rpm) demands the driver and rewards with precision. Technical perfection versus pure emotion — the GT3 offers no more speed, but more intensity.

Audi R8 V10 vs. Porsche 911 GT3: the great naturally aspirated duel

Two naturally aspirated engines, two philosophies: the 5.2-litre V10 of the Audi R8 (620 PS) against the 4.0-litre flat-six of the 911 GT3 (510 PS, 9,000 rpm). The R8 seduces with sound and linearity, the GT3 with feedback and track precision. It is the last great naturally aspirated duel of this class — the R8 as the last V10, the GT3 as the last uncompromising naturally aspirated 911.

Audi R8 V10 vs. Porsche 911 Turbo S: last V10 versus most powerful 911

Emotion versus force. The R8 (620 PS, naturally aspirated V10) is slower but more sensuous; the Turbo S (711 PS, T-Hybrid, all-wheel drive) is superior in every measurement and yet more clinical. The numbers clearly favour the Porsche, the character often the last Audi V10 — a comparison between the metric and the experience.

Audi R8 V10 vs. Porsche 911 Carrera GTS: naturally aspirated emotion versus hybrid reason

The R8 (620 PS, naturally aspirated V10) is the emotional statement, the Carrera GTS (541 PS, T-Hybrid) the more modern, more sensible choice with better everyday usability and current technology. Heart versus head — the R8 is the car you long for, the GTS the one you can live with longer.

The limit drawn with awareness

The pentathlete remains the finer ideal — the harmonious union of all disciplines, the right measure, lagom. Rosa is right: our age has largely abandoned that ideal. We no longer stabilise ourselves in balance but, it seems, only in forward motion; the centre of gravity has migrated to acceleration, and the diffuse, incessant variant of that acceleration alienates us.

And yet it would fall short to celebrate the most powerful of these cars — or to condemn it. The high-performance sports car of the Turbo type is neither hero nor villain; it is a mirror. Ever since the first Porsche 911 Turbo, the legendary 930, entered production in 1975 — more than half a century, fifty-one years ago — this type of car has embodied our society’s longing and drive for acceleration. It did not create that craving; it gave it a form, long before Hartmut Rosa turned it into the diagnosis of an entire age. The Turbo is, in other words, the accelerated society cast in metal — a rolling symptom we admire precisely because we recognise ourselves in it.

So the conclusion is not a hymn to a single model. It is the realisation that the urge to move forward is older than any current number on a spec sheet and will outlast every one of them. All the more, then, what decides in the end is not the power but the posture: not to refuse the shift but to know it — to seek the limit and at the same time to recognise where it lies. The curve is drawn. The awareness we bring ourselves.

Glossary

The thinkers, terms and vehicles used in this essay at a glance.

Philosophers & thinkers

Zeno of Elea

Pre-Socratic (5th c. BC), famous for his paradoxes of motion such as the “flying arrow,” meant to show that motion is logically contradictory.

Parmenides

Zeno’s teacher; held that Being is one, unchanging and unmoved — motion and change are mere appearance.

Heraclitus

Pre-Socratic and Parmenides’s opposite. His maxim “panta rhei” (everything flows) makes change the only reality; his primal element is fire.

Socrates

Athenian philosopher; in Plato’s “Gorgias” he refutes the praise of boundless desire with the image of the leaking jar.

Plato

Socrates’s pupil; the figure of Callicles appears in his dialogue “Gorgias.”

Aristotle

Plato’s pupil and founder of virtue ethics. He praised the pentathlete as the most beautiful athlete and coined terms such as aretē, energeia and eudaimonia.

Callicles

A figure in Plato’s “Gorgias”; argues that it is the natural right of the stronger to have more (pleonexia).

The Stoa

Ancient school of philosophy (from c. 300 BC); taught temperance (sōphrosynē) and composure (apatheia) — to possess power without being possessed by it.

Friedrich Nietzsche

German philosopher (1844–1900); in “The Birth of Tragedy” he coined the Apollonian/Dionysian dichotomy.

Hartmut Rosa

German sociologist (b. 1965); theorist of social acceleration and resonance. Key works: “Social Acceleration” (2005), “Resonance” (2016), “The Uncontrollability of the World” (2018).

Mihály Csíkszentmihályi

Hungarian-American psychologist (1934–2021); coined the concept of “flow,” the complete absorption in an activity.

Mat Watson

British motoring journalist (carwow); described the acceleration of the Porsche 911 Turbo as “utterly barking mad.”

Concepts & terms

Pentathlon (pentathlos)

Ancient five-event contest — stadion sprint, long jump, discus, javelin and wrestling; its ideal was harmonious balance rather than the maximisation of one discipline.

Golden mean

Aristotle’s principle of the right measure between two extremes — too little and too much.

Lagom

Swedish term for “just right”: the balanced, neither too much nor too little.

Panta rhei

“Everything flows” — Heraclitus’s core formula for the constant change of all things.

Logos

In Heraclitus, the rational order underlying the flux of the world.

Aretē

Greek for “virtue” or “excellence”: the perfected exercise of what a thing is meant to do.

Energeia

Aristotelian term for actualisation and being-at-work, as opposed to mere potential (dynamis).

Eudaimonia

The flourishing life, happiness; for Aristotle not possession but the active exercise of virtue.

Sōphrosynē

Temperance and moderation — a Platonic and Stoic cardinal virtue.

Apatheia

Stoic freedom from destructive passions; inner imperturbability, not indifference.

Pleonexia

The wanting-of-ever-more; a virtue for Callicles, a vice for Socrates.

Apollonian / Dionysian

Nietzsche’s dichotomy: form, measure and clarity (Apollo) versus rapture, dissolution and ecstasy (Dionysus).

Dynamic stabilisation

Rosa’s term for the fact that modern societies can maintain themselves only through continual growth, acceleration and innovation.

Resonance

Rosa’s counter-concept to alienation: a responsive, reciprocal relationship between human being and world.

Alienation

A mute, relationless bond with the world; for Rosa, the price of acceleration.

Unavailability (Unverfügbarkeit)

Rosa’s thesis that resonance cannot be forced — the more we make the world available, the more mute it becomes.

Eustress / distress

Positive, activating stress with subsequent recovery (eustress) versus chronic, harmful stress without recovery (distress).

Hormesis

The principle that a small, limited dose of a stressor strengthens the organism.

Flow

A state of complete absorption in which challenge and skill are balanced and the sense of time disappears (Csíkszentmihályi).

Adrenaline

Fast-acting hormone of the sympathetic nervous system; drives the acute fight-or-flight response and subsides quickly.

Cortisol

The slower-rising stress hormone of the adrenal cortex; activating in the short term, harmful when chronically elevated.

Vehicles & output

Audi R8 V10 performance

5.2-litre V10 naturally aspirated, 620 PS (456 kW) at 8,000 rpm, 580 Nm, rev limit 8,700 rpm — one of the last great naturally aspirated engines of its class.

Porsche 911 GT3 (992.2)

4.0-litre naturally aspirated flat-six, 510 PS (375 kW) at 8,500 rpm, 450 Nm, rev limit 9,000 rpm.

Porsche 911 Carrera GTS (992.2)

3.6-litre flat-six with T-Hybrid, 541 PS (398 kW) system output, 610 Nm — the first production 911 with electric assistance.

Porsche 911 Turbo S (992.2)

3.6-litre flat-six with T-Hybrid and two eTurbos, 711 PS (523 kW) at 6,500 rpm, 800 Nm — the most powerful production 911. The regular 992.2 Turbo without the “S” is not yet officially specified.

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Michael Saupe — writes about marketing, art and the ideas behind them. More essays at michaelsaupe.com.