What impressed me more than its outright acceleration and potential for speed was the ease in which it took to the tight turns that
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| Turn-in was so immediate it made me feel like somehow its steering system was hooked up to the my brain via electrodes. (Photo: Trevor Hofmann, Canadian Auto Press) |
made up the inside track at the speedway. Turn-in was so immediate it made me feel like somehow it was hooked up to the my brain via electrodes, kind of an EEG to its ECU. I thought, it reacted; so effortlessly and so immediate that it was almost disconcerting. Much credit for its adhesion, mind you, has to go to the car's large 19-inch front and 20-inch rear ultra-light forged magnesium rims, encircled with 265/35 ZR 19 and 335/30 ZR 20 high-performance tires respectively.
The wheel and tire package complemented braking as well, which like handling was breathtakingly competent. The car is relatively lightweight at 1,380 kilos (3,042 lbs), which meant its ceramic composite binders didn't have as much work to do than if hooked up to a
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| From its suspension, steering rack, throttle, and of course, braking system, the Carrera GT speaks to its driver like few cars I've ever driven. (Photo: Trevor Hofmann, Canadian Auto Press) |
larger SUV like the Cayenne. Still, the pedal needed to be pressed with affirmative action, but when enough pressure was applied it responded with grip galore and more real-time feedback than I'm used to discerning. I suppose that last statement is true for the entire car. From its suspension, steering rack, throttle, and of course, braking system, the Carrera GT speaks to its driver like few cars I've ever driven. All Porsches are known for this trait, from the base Boxster right up to the 911 Turbo. They're very communicative cars, and the Carrera GT, being the running test bed for all of Porsche's newest technology and advanced driving aids, speaks the clearest of all.
