The Taycan covered a staggering 17.503 kilometres in 132 controlled laps.  

Behind the wheel was Porsche Experience instructor Jens Richter, who had the unenviable task of keeping the Taycan in a perfect slide for 46 minutes straight. 

“Under the extreme continuous load of the drifting Taycan, the ice track deteriorated faster than expected,” Richter explained. “We therefore had to abort the first attempt after around 11 kilometres.”  

Not one to back down, the Porsche Experience team adjusted their approach. With nightfall bringing colder temperatures and better ice conditions, they made a second attempt.  

With shorter spikes on the tyres for optimal grip, Richter held the Taycan GTS in a controlled oversteer for the entire 17.503-kilometre drift, shattering the previous record of 14.809 kilometres.  

“With our new Guinness World Records title on ice, the Taycan has once again proven its sideways driving qualities,” Richter said. “And this time, even with all-wheel drive. The fact that the Taycan GTS can be controlled so well even under extreme conditions speaks volumes for its excellent chassis and balanced performance.”  

Unlike many record attempts that rely on specially modified cars, the Taycan GTS used for this drift was a standard production model, the same one you could (theoretically) drive home from a showroom.  

Of course, some crucial elements helped make the record possible:  

• Porsche’s active chassis system and perfectly balanced weight distribution allowed Richter to maintain a consistent slide without losing control.  
• The Taycan GTS was fitted with commercially available Michelin tyres with one-millimetre spikes, ensuring just the right amount of grip to maintain a drift while keeping control.  
• A professional GPS measuring device tracked the Taycan’s every movement, recording steering inputs, throttle control, braking pressure, and G-forces to ensure the attempt met Guinness World Records’ strict criteria.  

An official adjudicator from Guinness World Records, Carl Saville, was present to verify the longest drift on ice attempt. Immediately after the successful run, Richter and Porsche Arctic Center Managing Director Christian Lehwald were presented with the official record certificate.

“In the Porsche Arctic Center, we have exceptionally good conditions for drifting on ice,” said Lehwald. “With the new Taycan GTS, we have one of the most powerful electric vehicles on the market. So we were pretty confident that we could break the longest drift on ice world record with this combination—and we accepted the challenge.”

This isn’t the first time the Taycan has rewritten the record books. In fact, this latest achievement marks its fourth Guinness World Records title.  

2023 – Greatest Altitude Change by an EV  

A Taycan Cross Turismo tackled the Xinjiang-Tibet route, conquering an altitude change of 5,573 metres—from some of the world’s lowest valleys to the high-altitude peaks of Tibet.  

2021 – Fastest Speed in an Enclosed Building  

Racing driver Leh Keen piloted a Taycan to an insane 165.1 km/h inside an exhibition hall in New Orleans, Louisiana, setting a new record for the fastest speed achieved in an enclosed space.  

2020 – Longest Continuous Drift on Asphalt  

At the Porsche Experience Center Hockenheimring, instructor Dennis Retera drifted a Taycan for 55 minutes, covering 42.171 kilometres over 210 laps, setting the record for the longest drift by an EV on a dry track.  

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Wave goodbye to the McLaren GT and roll out the red carpet for the McLaren GTS. McLaren’s somewhat practical supercar has been rechristened; ready for a game of ‘spot the difference’?

At first glance, you might think, “What’s changed?”

The GTS boasts a new, more assertive front bumper, now sporting wider air intakes. Look over its shoulders, and you’ll spot taller and more pronounced air scoops. Subtle, yet significant. And for those who love a splash of newness, there are fresh paint colours, a snazzy wheel design, and of course, exclusive GTS badging.

Under the hood, the GTS’s 4.0-litre twin-turbo V8 is getting more air thanks to those larger intakes, and it’s making good use of it. Power has been dialled up to 626bhp.

How, you ask? Through “increased crankshaft torque enabled by more aggressive combustion phasing and revised ignition timing”. 

McLaren claims the century sprint remains a swift 3.2 seconds, and yes, it still maxes out at an exhilarating 326km/h. All this power is gracefully handled by the seven-speed gearbox.

Tthe GTS has also gone on a diet, shedding 10kg from the old GT, now weighing in at a respectable 1,520kg. Credit goes to the carbon tub.

The standard electro-hydraulic steering, adaptive dampers, and carbon ceramic brakes have also been specially tuned for the GTS, ensuring that it’s not just a supercar, but a supercar with finesse.

You might wonder, “Isn’t this supposed to be McLaren’s grand tourer?” Well, the GT always felt more like a supercar than its grand tourer rivals and the GTS seems to be continuing that trend.

You can amp up the supercar feel with an ‘underbody carbon pack’ for that extra sporty look. And yes, it still comes with Comfort, Sport, and Track modes for a tailored driving experience. For those moments you just so happen to be driving on a race track.

There is a nod to practicality, though. The upgraded nose lift system now raises ground clearance from 110mm to 130mm in just four seconds – more than twice as fast as before, making those pesky bumps less of a hassle.

Inside, comfort takes the front seat with standard comfort seats and familiar screens, including a 10.25-inch digital instrument display and a 7.0-inch central touchscreen.

The optional electrochromic glass panoramic roof remains, while new interior ‘schemes’ known as Performance and TechLux offer a range of materials and options.

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After a solid four years of vouching for that grunty turbocharged four-cylinder in the 718 Cayman, Stuttgart has had a bit of an epiphany and done a U-turn. They’ve gone and plonk in a slightly detuned version of the latest Cayman GT4’s 4.0-litre flat-six, and gave life to this – the new Cayman GTS. 

Wait, didn’t this name previously exist? You see, Porsche already introduced a ‘GTS’ version of the 982-generation 718 Cayman back in the spring of 2018. It had a 2.5-litre flat-four turbo engine, juiced up to 361bhp. It was fun, sure, but didn’t have the same kind of ferocity as other competitors.

This latest one though, launched back in 2020, dumps the flat-4-pot for a 6er, and my god it makes a ton of difference. So, if you were one of the proud owners of the first-gen 982-GTS, well, you might want to make yourself a cup of tea and sit this one out.

Because what we have here is so good that you might just find yourself considering a trade-in.

Quintessential sportscar essence

Once more, we find that beautifully balanced chassis dancing in perfect harmony with a glorious engine. And oh, what an engine it is! You’d never suspect this to be a detuned version of a hotter motor.

In some cars, you can almost sense the moment when the onboard computer taps the engine on the shoulder and tells it to tone it down. Not here. This one revs cleanly and sincerely all the way to an orgasmic 7,800rpm redline. By the time it gets there, you’ve probably startled every living soul within earshot.

In this version 2.0 GTS, Porsche’s GT4 transplant produces 394bhp; just a 20bhp drop from the top-of-the-range model. This means the GTS is merely 0.1 second slower in the century sprint, clocking it at 4 seconds with the 7-speed auto PDK.

If you’ve had a taste of turbocharged Caymans recently, you might initially find having to work for your performance a bit unfamiliar, even a tad inconvenient in this new GTS. The old 2.5-litre GTS thrust 421Nm your way at a mere 2,100rpm. With the 4.0-litre GTS, you’ve got to wait until 5,500rpm for that same peak torque.

But here’s the twist – this engine has an entirely different, and might I add, better character. Instead of mashing the throttle and waiting for a turbo to rescue you, you roll up your sleeves and actively seek that urgency. And boy, is it worth the effort.

We tend to forget just how ‘old-school’ naturally aspirated engines make every rev and throttle opening a symphony. Most modern speed demons only hit their high notes when they’re flat out.

This GTS, however, starts chatting at idle, grumbles moodily at low revs, and then ascends from a mournful, barrel-chested growl to a mournful howl as the needle climbs past 3 o’clock. It sounds amazing, all around the clock.

While I would’ve loved to get my hands on the manual variant, this one came with the 7-speed PDK gearbox. It’s a delight to operate, shifting gears with crisp precision, and you can rest easy knowing you won’t accidentally shift your precious engine into an early retirement.

Need a gear? Boom, there it is. Though, I’d have appreciated slightly shorter gearing. After all, who wants to break the national speed limit in second gear in a fun B-road car like this?

You can ramp up the engine response using the rotary selector on the steering wheel. The sporty damper setting is best reserved for racetracks, as the roads in Singapore are far too tame for it. Weighing in at 1,405kg, the GTS is, in fact, 15kg lighter than a Cayman GT4. It’s about as noticeable as the 20bhp power difference.

This is a superbly balanced car, and you can genuinely feel it working all four tyres equally hard.

It boosts your confidence too whilst driving. It’s not a hooligan unless you really provoke it, but it has that rare quality: absolute fun even at reasonable speeds. You’re not likely to push this mega, grippy chassis to its limits on the expressway, but you’ll adore the impeccably weighted steering, the precise turn-in, and its magnificent traction.

Ultimately, it’s very flattering, and who doesn’t want to get around feeling like they’re a great driver?

Plus, the Cayman GTS 4.0 is quite livable as a daily driver. Its adaptive suspension takes the sting out of most bumps, and it’s easy to manoeuvre around town despite being a low-slung sports car. You could easily make it your daily ride, with the Cayman’s only vice being road noise.

And that addictive note? Well, it serenades you even when you turn off the sporty exhaust to keep the peace with your neighbours.

Apart from the new engine, very little has changed, and that’s not a bad thing. As per the usual GTS treatment, Porsche drops the ride height by 20mm and the standard-fit adaptive dampers give it a sportier disposition. It also comes with active engine mounts, the Sport Chrono pack, and a locking rear differential.

Porsche says the Cayman GTS 4.0 will return approximately 9.3km/litre, which falls somewhere between “meh” and “ugh.” But it’s not like anyone buys these for their fuel economy anyway. I drove the way the car was designed for and got 6.9km/litre in mixed traffic, and a comical 4.6km/litre with the engine singing behind me. Nice.

Then our resident fuel economy tester decided to plonk himself into the driver’s seat and give it a shot. Vivek came back with almost double the fuel economy at 12.5km/litre averaged out over 167.2km; handily beating Porsche’s claimed figure. Here is proof.

Goes to show that one can get decent mileage if one engages zen-mode and drive smoothly.

Did anything change drastically?

There’s not much new to report in terms of the GTS’s appearance and interior – it was in 2016 when Porsche last updated the Cayman’s interior while transitioning to turbo engines and the ‘718’ label. That update brought rounded vents instead of squircles, a refreshed 7-inch PCM touchscreen with Apple CarPlay and Android Auto integration, and new steering wheels.

It’s a delightful place to be, with high-quality materials assembled with meticulous attention to detail. There’s plenty of storage for your bits and bobs, and hallelujah, Porsche still has those old-school pop-out cup holders. The multitude of buttons on the centre console is starting to feel outdated, and the sight of stacks of blanks, even in a GTS, is somewhat irksome. 

Having said that, pressing a tactile button to activate the sporty exhaust is more user-friendly than the touch-sensitive glossy consoles that Porsche has been infatuated with lately. Even after a day of heavy use, the Cayman’s cockpit isn’t a smudgy mess of fingerprints.

As always, you sit between two generous boots. The front compartment is surprisingly deep, and there’s a smaller cargo area behind the engine, concealed beneath a handy parcel shelf; more than enough for the occasional weekend getaway.

You can even stow extra bags on top of the engine if you’re going on a long journey, but be warned it may warm up your baggage slightly. Not great for rear visibility either since your view out the back becomes compromised, but at least the practical option is available to you.

Visually, the GTS is less ostentatious than a GT4. It boasts some smoked headlight lenses and black air intakes, a set of 20-inch rims, and a redesigned rear bumper.

It flies under the radar; you’ll have to tell folks you’ve got the six-cylinder version – at least until you turn the key.

Sure, some folks might take one look and say, “It’s just not a proper 911, y’know?” But who cares if it isn’t one? It’s not pretending to be a 911; it’s a bonafide dogfighter with a seductive facade and a raucous personality to boot. It offers space, style, and fun all bundled into one. 

This is why people sometimes find the Cayman a bit boring, y’know. It’s simply excellent at everything – even the sensible stuff.

Don’t discriminate just because it says “718”

Can we finally bury the old notion that people only buy Caymans because they can’t afford 911s? The new 718 GTS dispels that myth in a heartbeat.

It’s smaller than the current 911, it sounds better, it’s more enjoyable at reasonable road speeds, equally refined for non-hair-on-fire moments, and practical for daily use.

This is arguably the best car Porsche produces right now. It feels like a steal compared to a Cayman GT4 because it certainly doesn’t feel slightly cheaper, less special in the corners, or less attractive.

The other four-pot Caymans will live on, and they still serve a purpose. They offer a world-class chassis for your money, especially in Singapore, where tax laws favour a 2.0-litre engine. But to drive this GTS is to fall in love with it and rediscover what we’ve been missing.

Splurge more for the road tax, and relive your youth in this.

The sports car choice has always been a battle between your head and your heart. With the GTS, the Cayman marries both, ensuring that it climbs back to the top of your wish list.

The only question that remains now is, what colour would you like yours in?

Technical Specifications

Porsche 718 Cayman GTS

Engine: 3,995cc Flat-6
Power: 394bhp 
Torque: 430Nm
Gearbox: 7-Speed PDK (A)
0-100km/h: 4 seconds 
Top Speed: 293 km/h
Fuel Economy: 9.9km/litre
Price: POA (accurate at the time of this article)
Contact: Porsche Singapore

Photo Credits: Sean Loo (@auto.driven)

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This is the one everyone says is the ‘best real-world 911’, right?

But hey, let’s not get too hung up on titles because when it comes to 911s, the gaps between them are tiny. They are narrow, but they do matter.

So, what’s the deal with the 911 GTS? It’s like that friend who shows up at the party with just the right amount of pizzazz. Back in the day, it emerged to fill the void between the Carrera S and the Turbo.

When regular 911s were still rocking naturally aspirated engines, and Turbos were all about forced induction, the GTS came in as the middle child. It offered a bit more power, some cool options, and a price tag that didn’t break the bank. But it wasn’t exactly the bridge to the high-performance Turbos.

But, with the modern-day 992 lineup, things have certainly changed. Under the hood, all 911s these days, except the GT3, pack twin-turbo flat-six engines. The regular Carreras all share the same 3.0-litre engine, albeit with slight tweaks and adjustments. The base Carrera churns out 380bhp, the S takes it up to 444bhp, and then there’s this new GTS, boasting a solid 473bhp. 

The Turbo, equipped with a larger 3.7-litre motor, starts at a whopping 572bhp. Unfair advantage, so let’s keep our focus on this green machine here.

Now, what’s in a ‘GTS’ badge, you ask? Well, it’s more than just letters. The GTS comes with Turbo brakes and wheels, and even borrows the springs and dampers from the Turbo, albeit tweaked for a lighter touch. It’s got 10mm-lower PASM suspension as standard, and you can throw in a Lightweight Design package for a small additional fee.

This pack shaves off 25kg by ditching the rear seats, tossing in one-piece carbon bucket seats up front, fitting lightweight glass for the side and rear windows, and installing a lithium battery. They’ve even dialled down cabin insulation, tweaked the aero a bit, and added four-wheel steering to the mix.

That package is a tempting deal. Porsche is nudging GTS buyers in that direction, and who can blame them? Now, the car I got my hands on didn’t have that lightweight wizardry. Nevertheless, the GTS is no softie even without it. It’s got less sound deadening than other Carreras, more Race-Tex material inside, a standard sports exhaust, and offers choices like side stickers that give it a hefty dash of GT3 Touring vibes.

And guess what? It sounds fantastic. Stripping away some sound insulation has an intriguing effect. When you barrel through a tunnel with the windows down, it’s loud, but not quite the ear-splitting scream of a GT3. But roll those windows up, and you’ve got a good dose of in-cabin audio drama. This car likes to keep its voice to itself, projecting inward rather than shouting to the world.

And it gives you a reason to keep the pedal planted for its 7,400rpm redline. Power delivery is reminiscent of other Carreras, with a surge of torque from 3,000rpm, a dip past 4,000rpm, and then a hefty wallop at 5,000rpm that carries through to the redline.

In the GTS, those kicks are more pronounced and come with a delightful growl that crescendos in the final thousand revs. Porsche’s made sure this turbo engine doesn’t just shine in the mid-range; it’s a star at the top end too.

The GTS isn’t the quiet type, and it doesn’t back down easily. It’s got a work ethic, and it’s here to stay. The suspension is where it shines. Those adaptive dampers, borrowed from the Turbo, do a superb job of keeping you in touch with the road, smoothing out rough patches like a seasoned masseuse. It doesn’t jitter like a GT3; it flows, more like a Turbo. But without the body-slam power delivery.

Now, if there’s one thing I’d nudge a bit, it’s the steering. It’s a tad light when centered, and not quite as sharp on the turn-in as I’d like. But don’t get me wrong; it’s agile, especially with the optional four-wheel steering I had on the car. The brakes? Oh, they’re simply mega; firm underfoot and oh-so-lovely to use.

Now, here’s the conundrum – the GTS is obviously great, but how do you pick the right 911? It’s like choosing your favourite ice cream flavour when you know they’re all delicious. Some crave the Turbo’s thrust, others live for the GT3’s communication, some adore the Targa’s style, and some just want the plain Carrera for its daily-driver charm.

You might think that’s a problem, but that’s exactly what makes the 911 special – everyone can have their own cake and eat it too.

The GTS, parked comfortably in the middle of the price range and leaning towards spirited driving, is highly recommendable. However, at a premium over a base Carrera, some might argue that with a few well-picked options, that base Carrera is one heck of a sports car.

There’s no right or wrong in this selection chaos, but one thing’s for sure – the Porsche 911 GTS is a performer with character. It’s a sweet spot in the 911 lineup, hitting the high notes without breaking the bank.

Whether you go GTS or stick with a base Carrera, you’re in for a delightful ride.

Photo Credits: Sean Loo (@auto.driven)

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Porsche has unveiled a 911 Carrera GTS, dubbed the 30 Years Porsche Thailand Edition, in celebration of the marque’s 30-year presence in Thailand. The limited edition cars will be available in a total of seven iconic Paint to Sample colours, paying homage to every colour of the day in the week in Thai culture.

Prospective buyers can choose from Signalyellow, Rubystar, Signalgreen, Pastelorange, Rivierablue, Ultraviolet, and Firered.

To complement this assortment of colours, the 30 Years Porsche Thailand Edition cars also get their 20 and 21-inch Turbo S centre lock wheels finished in a unique black/exterior colour two-tone matching their respective body colour. The brake callipers are finished in a stealthy black, with a hint of colour on the Porsche crest located on coloured wheel centre caps at all four corners.

Various high-gloss black touches are used throughout the exterior as well, ranging from the SportDesign front apron, front intakes, side window sills, rear apron inlays, rear lid inlays and exterior mirrors.The B-pillars of the cars also sport a hand-applied plaque, highlighting the limited edition status of the car.

The cars will also sport the red, white and blue colours of the Thai flag on the slats of their rear decklids, while their standard model designation trim also get replaced with a more subtle and contemporary ‘911’ logo. A nice classy touch.

To commemorate the seven colours, a one-of-a-kind Inspiration Car was also made, seen here, bearing all seven options of the limited edition cars. This was revealed at a gala event at the Queen Sirikit National Convention Centre in Thailand. The paint was exquisitely hand-painted from body and paint specialists at Porsche Exclusive Manufaktur.

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