The Porsche 911 GT3 is one of the most gorgeous and powerful car from Porsche. It was introduced in 1999 as a high performance version of the first water-cooled version of the Porsche 911.

The 2010 GT3 sees a couple of significant upgrades over the previous GT3, but significantly does not get the direct injection technology found on nearly every other new Porsche model. The powerplant in the 911 GT3 does displace 3.8 liters, up .2 liters over the former GT3, and produces 435 bhp, a jump of 20 horses over the outgoing model.

The newly designed front air vents, ahead of the front hood, channel cooling air to the radiator and, in combination with the front lip spoiler, provide even more front end downforce. As is typical in motorsport, all of the cooling air inlets are protected by new air inlet grilles with a dark grey powder-coated finish.

Now included for the first time is the Porsche Stability Management, which can be completely disabled in the hands of a professional driver but will probably save many a driver with the chips for a 2009 911 GT3 without necessarily carrying the skills to take a rear-engined supercar to its limits.

Stability and traction control systems can also be disabled seperately, giving a discerning driver the ability to only employ the nannies he or she needs for a specific situation.

The low-slung front end, featuring a slew of minor changes to the lip spoiler and lower dams, will lift upon driver command by a full inch for use on bad roads or over bumps.

The lights on the new 911 GT3 have also been completely redesigned, with Bi-Xenon™ headlights fitted as standard. Indicators and LED daytime running lights are harmoniously integrated into the separate front light units over the outer air intakes.

At the rear, distinctive LED lights are drawn right into the fascia and taper outwards. Unmistakable – just like the new fixed bi-plane wing.

2010 Porsche 911 GT3 Specifications
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Drivetrain
Layout    Rear Engine, RWD
Transmission    6 Speed Conventional Manual
Differential    Active Limited Slip

Engine
Type:    Rear-Mounted Flat “Boxer” 6
Displacement    3.8 liters
Horsepower    435 bhp
Induction    Naturally Aspirated
Exterior
Body Type    2 Door, 2 Seat Sport Coupe
Performance
Acceleration 0-60 mph s:    4.0 seconds
0-100 mph    8.2 seconds
Top Speed    194 mph
Base Price: 2010 Porsche 911 GT3: $112,200

While talking about a real car, should talk about the BMW M3. Refinement is a word that best describes the 2008 BMW M3. Turn on the ignition and the engine is quiet, almost too quiet. Sure it delivers a lot more power than the previous version but it comes in a package that makes for a great daily driver. Push this car hard through a turn and you’ll feel safe knowing where the wheels are going. The car is a beast but unlike your average sports car, it’s a beast with manners. And should you get yourself in trouble, you can mash on the brakes and those massive rotors will get you out of it.

Instead of just raw power, the people at BMW decided to add precision, feedback and response. Approximately 80 percent of the parts in the new M3 are new. Highlights include a carbon fiber roof (a first for a production car), a suspension largely constructed of aluminum, and an aluminum hood/plastic front fenders.

The engine is a V-8 that weighs 33 pounds less than the previous generation’s straight six. It’s also a much higher revving engine. The experience is somewhat similar to the VTEC Honda sports coupe but with a lot more oomph.

The power-plant is constructed from aluminum silicon. In using this method, heavy steel liners can be discarded. The crankshaft weighs in at a feathery 44 pounds. Peak power comes once you hit the 8,000+ RPM range. The designers claim that a high revving engine makes for better control of the rear wheels.

Like its bigger sibling, the M3 can be tuned by the driver. The throttle sensitivity, shock rates, and stability control can be modified from the dashboard.

During a casual test, I found the normal mode to provide the best lap times. Control was neutral and easy to manage even during tight situations. The steering felt a bit disconnected at times. That’s due to a bit of electronic over engineering on the engineers part and the thick design of the steering wheel. There was also a tendency for a bit of understeer when the car was pushed to its limits on during private track time.

During extended testing, the brakes had a tendency to fade even when competition grade pads were installed. The manual transmission felt precise but the shift throws were a bit longer than I’d like.

In everyday use, the new M3 offers practicality. The M3 has great everyday road manners and the trunk space is plenty adequate. An energy recovery system is used to help power the electrics. The power comes from the energy released during braking.

This machine has evolved into something that’s approaching the performance of a 911 class car. It might look mild mannered but it delivers world class results. If you want a car that truly challenges your race driving skills, this is not the car for you. This is the kind of car that gives controlled feedback to the driver and even makes less skilled drivers look good.

But if I had to split hairs, this car doesn’t have the overall refinement of a true 911. The performance numbers are great but the overall driver feedback can feel a bit dead at times. People used to driving a Honda Accord will love this. More experienced drivers will expect a more tactile experience.