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Could this be the best daily driver of all time?

Depending on your preferences and needs, it very well could be.

I know a lot of our buyer’s guides are centered around exotic cars, but ever since the release of our Mercedes-Benz G55/G63 Buyers Guide, a lot of you have been emailing me about featuring another hackable SUV.

Though we now live in a world were now ALL exotic/luxury brands seem to be building SUV’s (Lamborghini URUS, Bentley Bentayga, Rolls Royce Cullinan, etc) there was a company who started this luxury SUV wave long before all others, and that is Porsche.

If you know me you know I have a true love for the brand of Porsche.

My first exotic was a 911 Turbo, and now in my garage sits a beautiful Miami Blue 2019 GT3RS.

The brand is rock solid in its craftsmanship, performance, and heritage, they never really seem to disappoint. The birth of Porsche Cayenne followed suit with their reputation.

Though the first ever Cayenne model was introduced to the world back in 2002, we are going to only be talking about the “hackable” Cayenne’s which fall under the Second Generation time table: 2011-2017.

The second generation of the Porsche Cayenne was released in 2010 at the Geneva Auto Show. The Second Gen already had it’s trims laid out for it thanks to its predecessor: Base, S, GTS, Turbo,  and Turbo S. However the Second Gen got a much needed modern upgrade making it larger than it’s first gen brothers and more sleek and stylish to reflect the turn the brand had taken with the earlier released Panamera.

Though the second generation was made lighter and more agile than ever before, it’s off-road capabilities were never compromised in the name of design.

What makes the Cayenne so revolutionary to talk about is that throughout its second generational span it was offered in 3 fuel consumption variations: Gasoline (most common), Diesel, and in 2015 there came the plug-in Hybrid!

This comes at a time where Porsche was being cautious of emissions scandals both in the US and the UK. So instead of turning a blind eye, different variations were built to give the consumer options.

The second gen of the Porsche Cayenne is larger than its predecessors, as I said before.

In its figure you’ll see that it features a more slanted rear window, more body contorted front windshield, a more slanted roof, door-mounted mirrors, smaller windows at the rear of the vehicle, Carrera GT inspire headlights, new taillights that extend onto the car’s rear trunk, day time running headlights, and a more luxurious redesigned interior that takes after it’s sedan cousin: The Panamera.

Otherwise the overall exterior structure of the vehicle remained untouched by Porsche, because if there is one thing they know best: and that’s if it ain’t broke, don’t fix it!

Driving Experience

One of the things I love about writing buyers guides is the fact that I have owned all the cars I write about so I can give you impressions based on experience, which in my opinion is more valuable than any column written by some guy who only drove the car half a mile.

For a few months, I owned a 2014 Porsche Cayenne Turbo that was fully built by Prior Design. This was one of the highest sticker Turbo’s ever built, with full carbon interior, two-toned tan-saddle interior, rear entertainment, Porsche branding package and more.

Then on top of it, it had a tune, downpipes, exhaust, ADV1 wheels, and the full body kit to match. This thing turned heads wherever I went, so it was a great attention-getting daily for me.

However, that Cayenne was a diamond in the rough, hard to find one as well optioned and built these days…makes me kind of miss her.

What is truly enjoyable about the Porsche Cayenne is the fact that it is an SUV that handles like a luxury sedan.

While some SUV’s like the G63 make you feel like you are on a rough and tough safari-like drive when just going to the grocery store, the Cayenne gives you a calm and luxurious driving experience.

Though all Base Cayennes are built off the 3.6 L V6 engine which produces about 300 horsepower, the Cayenne S is based off the Panamera S engine that is 4.8 L V8 and produces almost 400 horsepower.

While the mac daddy Cayenne Turbo follows suit with the Panamera guidelines: 4.8 L V8 Twin Turbo that produces an additional 100 horsepower on top of what the S could produce on its best day.

The Hybrid version, however, uses a Volkswagen-sourced 3.0 L V6 engine producing 328 horsepower, paired with a nickel metal hydride battery capable of 46 horsepower for around 375 horsepower.

Then in 2016-2018 Porsche Cayenne GTS models were updated to a V6 Twin Turbo engine as well.

If these variations interest you more, see below of the different trim models and what they house in their engine bays.

The Porsche Cayenne is a perfect size SUV as well. What I mean by this is that it isn’t overly large like a Hummer, but isn’t a crossover either.

You are able to enjoy the space inside the Porsche Cayenne if you are a petite mom with 2 kids or a 6’3 basketball star. With an easy to use and basic interface, there won’t be any unnecessary struggle to try and change the radio station or put your address into the Navi.

Though this car is indeed an SUV it has no business being taken off-roading. This truck is NOT a more elegant G63, OK? This is a luxury SUV with a delicate suspension that can’t take climbing up a mountain. And this SUV should also NOT be taken to the track, unless you are towing your race car behind it.

With a Cayenne Turbo S, you may very well be able to put some people to shame, the car is just not race driven like some of the other Porsche models. You may think I am pointing out the obvious here, but believe it or not I have seen both instances take place and the end results are usually never good.

I enjoyed being able to use my Porsche Cayenne as my daily driver for a few months, and I can tell you the drive is just what you would expect from Porsche.

Smooth handling, quick acceleration, enjoyable interior atmosphere, and an overall joy to get in and out of whether its for a trip to Home Depot or a night out on the town.

Porsche Cayenne Common Problems

Luckily, overall problems reported with the second generation Cayenne’s are few and far between. One common complaint is about pre-mature brake wear, but reports have been a bit inconclusive as to whether it is wimpy factory pads or user error.

Another issue that seems to be more common between then 2013-2014 GTS/Turbo models is a Transfer Case problem inside the power train, usually noticeable by noises when shifting gears, jerking when shifting, and loss of power. So ensure that when you are purchasing your Cayenne you get a PPI done (no matter what year or trim) to help avoid this becoming a potential issue during your ownership cycle.

The trim with the most reported issues is in fact the Diesel, with people reporting multiple engine failures at different points of ownership. However, as we are located in the U.S this isn’t an issue we have to deal with on the daily. As for our European friends, our deepest sympathies are with you.

Some recalls have been put out for the second generation Cayenne and they are recorded for you below. If you are purchasing a Cayenne within the 2011-2017 years, be sure to check with the dealer/owner that these recalls have indeed been addressed.

  • Brake Pedal ( Recall # 16V169000)

Porsche Cars North America, Inc. recalled certain model year 2011-2016 Cayenne vehicles manufactured April 28, 2010, to January 11, 2016. The brake pedal pivot pin may be missing a clip, allowing the pivot pin to move and the brake pedal to dislodge. This could result in an increased risk of a crash.

  • Headlights ( Recall # 12V065000)

Porsche recalled certain model year 2011-2012 Cayenne, Cayenne S, Cayenne S Hybrid, and Cayenne Turbo vehicles manufactured from March 8, 2010, through January 31, 2012, because the headlamps may come loose and detach from the fender. This could lead to loss of visibility and increased risk of a crash.

  • Engine ( Recall # 17V368000)

Porsche Cars North America recalled certain 2011 Cayenne S and Cayenne Turbo vehicles. The affected vehicles have camshaft controllers that may come loose inside the engine, potentially resulting in an engine stall, that increase the risk of a crash.

  • Electrical System: Instrument Panel ( Recall # 13V506000)

Porsche Cars North America, Inc. recalled certain model year 2013-2014 Cayenne and Cayenne GTS, the model year 2013 Cayenne Diesel and model year 2014 Cayenne S, S Hybrid, Turbo, and Turbo S vehicles manufactured May 27, 2013, through July 10, 2013. In the affected vehicles, the calculated range of the remaining fuel displayed on the instrument cluster may be higher than the actual range. Additionally, the fuel level indicated by the fuel gauge may also be higher than the actual amount in the tank. This inaccuracy may result in the vehicle unexpectedly running out of fuel and stalling, increasing the risk of a crash.

  • Suspension ( Recall # 14V824000)

Porsche Cars North America, Inc. recalled certain model year 2015 Cayenne Diesel and Cayenne S vehicles manufactured November 26, 2014, to November 27, 2014. Due to a manufacturing error, the suspension alignment on the front and rear axles may not have been performed correctly and the screw connections of the camber, toe, and caster may not have been tightened with the specified torque. If alignment was performed incorrectly, vehicle handling could be reduced and increase the risk of a crash.

  • Equipment ( Recall # 18V844000)

Porsche Cars North America, Inc. recalled certain 2017 Porsche Cayenne Turbo S, Cayenne Turbo, Cayenne Plug-in Hybrid, Cayenne GTS, Cayenne Plug-in Hybrid Platinum Edition, 2017-2018 Cayenne S, Cayenne Platinum Edition vehicles and 2018 Cayenne vehicles equipped with the optional ski bag. The ski bag fastening strap may have been sewn with incorrect thread, possibly resulting in the strap seams tearing and the ski bag being unsecured in the event of a crash, increasing risk of injury.

Porsche Cayenne Cost of Ownership/Maintenance

While it is Porsche built, it doesn’t require the assumed “Porsche” dollar to maintain. The Porsche Cayenne of the second generation comes with a 4 year, 50,000 mile basic warranty and same time/miles for the powertrain.

Now I had no service done with my Porsche when I had it, since it was so well maintained before and I only owned it for a short time. But others who have owned the car all say the same thing.

If you stick to the recommended service time table that Porsche lays out for you…without actually taking it TO Porsche for everything, the car will run forever and won’t cost you an arm and a leg every 10K miles.

Oil changes are what varies most, with Porsche dealers charging usually upwards of $350 to do one, not including taxes and fees. However, at a trusted independent shop, an oil change for the Cayenne should only cost you the regular $100-$200 all said and done.

Tires for the Porsche Cayenne can range depending on your needs, since this is an SUV some people tend to put all season tires on this bad boy, and those are the higher dollar tires.

Brake pads on the Porsche are another area you will have to visit if you are buying second hand and the previous owner didn’t keep up with them before. While a dealer may try and charge you $1,000+ for the service (without rotors) you can very easily find an independent shop, or do it yourself for less than half of the dealer quoted price.

A lot of the reason complain about the maintenance of..

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I needed a daily, plain and simple.

And to be honest I didn’t go looking for this car, it found me.

Our car was heavily modified by the dealership and listed at $79,000 for a few months.

It was listed as silver instead of moonstone metallic and was also showing issues in photos such as check engine lights etc…

The listing was so bad that probably was the main reason the car never sold. It was further reduced to $57K and then to $55K.

While there seemed to be issues, since the car was local I decided to go investigate.

While the car needed some work at first sight (as you’ll see below), it was also listed without the $25,000 in modifications that were included.

This find was the result of correctly understanding the values and strategies in getting small fixes done to a car and increasing its marketability. Even better, our car was a full CPO car despite mods. While the dealer didn’t want to invest time and effort, I did and the results were fantastic.

Read below to find out how I was able to make over $1,000 a month on this BMW M5.

Buying Short Cuts

2015 BMW M5 Individual “Moonstone Metallic”

MSRP NEW: $128,000 (very loaded) AVG MSRP $100K-$105K

Depreciated Estimated 5 year Retail value: $60,000

Depreciated 5 year Auction value: $45,000-$50,000

Average Mileage allowance for 6 month ownership: 5,000

Good Mileage for 6 month ownership: Under 30,000

Options Preferred: Great Color, Convenience & Competition Spec

Nice options (Not mandatory): Carbon fiber, Ceramic brakes, Soft close doors

Warranty: 4 year/ 50,000 miles, CPO 6 years/unlimited miles.

Cost Breakdown

Purchase price: $51,500 + 7% tax and fees = $55.960 all said and done

Financing: Was cash deal, but if financed: would’ve done $2,000 down and had about a $600-$700/month payment

Total payments: N/A

Other expenses:

  • Maintenance: NONE
  • Customizations & Repairs:
    • Raise Suspension: Made dealer handle at purchase.
    • Remove Cat Bypass are Re-Install Cats: Made dealer handle at purchase.
    • Dinan Stage 2 Tune Adjustment: Free by Dinan Support
    • Repaint gold ceramic calipers, faded color: $750 for front only.
    • Blend mirrors and front bumper for minor scrapes: $500
    • Re-Apply Tint: $100
    • Add Spacers: $200

Total Invested in car through 4 months of ownership: $57,510

Sold Privately with 2,000 miles added on odometer: for $63,000

Total GAIN during ownership: $5,490

GAIN Divided into Monthly ownership: Made $1,400/month driving a 675HP Dinan Stage 2 M5 for 4 months.

Conclusion

While some will argue that a BMW M5 based on auction data was worth just that, I argue that auctions don’t have 130K loaded one of kind color M5 that are clean under CPO warranty and again part of the reason I often speak against buying auction cars.  This car was poorly advertised, and was not made to be appealing to all, it was overly loud, was also too low ( while adjustable, no one raised the car) and was not clearly stated to be under warranty. While you may wonder how a super highly modded car retained its warranty.

Partly due to Dinan parts and partly due to getting a letter from the dealer that they had applied for CPO with the mods and that they would cover any repairs that fall under warranty should it be declined by another dealer or BMW.

These tricks are all part of the negotiation process that allow you to not only get the most loaded M5 out there for the price of the cheapest but also see the value in sometimes not buying cars to own forever but rather to enjoy while turning a profit.

While exotic car hacks focused mainly on exotics, its principles as seen here can be applied to any luxury and specialty car like the M5 and provide opportunity to MAKE MONEY while driving other than paying.

If you want to see my indepth Youtube review on this gorgeous BMW F10 M5, click here!
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This car was by far one of my most favorite I have ever owned.

Not only did I acquire it almost overnight on a fluke chance, but it was the only one of its kind IN THE WORLD at the time of delivery.

Lamborghini has a Ad Persona program that is an option to be used with it’s spec’d to order cars: like my Lamborghini Performante.

You can customize your car in almost any way you can imagine, and lucky for me this car just happened to be the ONLY car spec’d in Blu Glauco that came out of production for almost A YEAR.

Then as you can imagine, after rounds of posting it almost everywhere on social media, other guys caught wind and started ordering Performantes in the same color so come time of sale she was 1 of 3 in the world.

But this car completely changed the way I view Lamborghini’s. After a terrible expierence with the cheaply made and full of plastic Huracan, I had almost sworn off the brand for good, until the Perfs arrived.

Now I am convinced that Lamborghini has created one of the most ultimate driving machines out there, I even sold this coupe to get into a Spyder just to enjoy the driving expierence with the option of having the top down, but that is another case study…

The expierence of owning this Performante I dubbed “Project Medusa” was only made better by the incredible financial situation I was able to find myself in with this car.

Now please remember that this was a BRAND NEW 1 of 1 car at my time of purchase, so when you check out the video and see the numbers for yourself, try to be sitting down…

Enjoy!

THE ONLY HURACAN PERFORMANTE VIDEO YOU NEED TO SEE - YouTube

Buying Short Cuts

2018 Lamborghini Huracan Performante: “Blu Glauco” 1st in the WORLD!

MSRP NEW: $322,000

Depreciated Estimated 5 year Retail value: $220,000

Depreciated 5 year Auction value: $195,000

Average Mileage allowance for 6 month ownership: 2,000

Good Mileage for 6 month ownership: Under 3,000

Options Preferred: 5 Lug Mesh Wheels, Ad Persona paint, Comfort Seats, MAG Ride

Nice options (Not mandatory): Dynamic Steering

Warranty: 3year/ Unlimited miles

Cost Breakdown

Purchase price: $318,000

Financing: $50,000 Down. Financed at 4.79% a month/84 months

Total payments: $3,900 X 7 months = $27,300 of actual payments made

Other expenses during 7 months:

  • Maintenance: NONE
  • Customizations:
    • ClearBra: $1,000

Total Invested in car through 7 months of ownership: $78,300

Sold Privately with 3,000 miles: for $314,000

Total LOSS of ownership: $5,000

LOSS Divided into Monthly ownership: Lost $715/month driving a BRAND NEW 1 of 1 Performante Coupe and was able to put the entire mileage allowance on the car that a typical 3 year lease would allow for.

Conclusion

This car really relit the flame I had for Lamborghini’s. The flame was put out after I owned a base ass Huracan back in 2016 and completely HATED it. Though the drive was fine, the fact that every single piece on this quarter million dollar car was plastic just left a horrible taste in my mouth for Lamborghini.

But they did more than redeem themselves with this beautiful all forged carbon monster.

Now I have not only sold Blu Glauco, but I also purchased (and now sold as of April 2019) a Spyder version of the Performante right after! Yes that is how much I loved this car, regardless of the fact I lost money on both. It was worth every single dollar being able to fall in love with the brand all over again while I sat behind the wheel of what I think to be the ultimate driving machine: The Lamborghini Huracan Performate.

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Exotic Car Hacks by Ghadimi Pejman - 3M ago

The McLaren 570S has quickly become one of the hottest cars on the planet. It took the world by storm with its release at the 2015 New York International AutoShow, branded by many as the “Baby P1”. McLaren that this model and its variants will help to nearly triple the company’s sales volume by 2020, and being just a year away from that goal we can say the 570S has surely done just that.

As McLaren is a relatively new member to the Exotic Car world we see a lot of faults in their first-year designs (remember the MP4-12C?), however, the 570S has seen little to NO issues in the way of mechanics or customer complaints.

With the first models rolling into showroom floors in 2016, 570Ss can now be spotted everywhere from suburban streets, to rap music videos, to car shows of enthusiasts and fanatics alike. This car hits almost every talking point when you think of a “hot exotic”: doors go up, comes with loads of carbon options, looks good in almost any color, sleek lines, aggressive exhaust, and a spaceship-like design that only McLaren can seem to successfully pull off with every car it creates.

The 570S was the first car to take on a new platform after the era of the MP4, 650S, 675LT came about. It was born to be the entry-level supercar from the brand that redefined supercars all together. Believe it or not, the 570S was made to directly compete with the Porsche 911 Turbo: same performance, same power, and about the same price. However, in the eyes of true supercar enthusiasts, that’s about all the two have in common.

While the Porsche 911 Turbo goes for a more refined look with excellent handling on the streets and the track, the 570S was created to not only perform like a beast but look like one as well.

The front of the 570S is incredibly sleek with almost a half circle with rigid edge design. At the bottom of the front bumper, you can find air vents that sweep up seamlessly behind the heritage McLaren logo shaped headlights. All the front space is of course taken up by a “frunk” that can fit about a carry on bag in its hollow bucket shape. The 570S is an incredibly low car, and the design of the roof reflects that – coasting ever so slightly above the height of the windshield and not much more.

Along the sides, you get a sense of the lines that make the 570S so beautiful and aggressive. Panels with sills (we prefer them to be carbon of course) hide the butterfly doors that the 570S is famous for having. Behind those doors hide another set of air vents that help bring more air back into the rear mid-engine. The wheels of the McLaren 570S are staggered, as most good supercars are, with 19 inches in the front and 20 in the back. While the designs of the 570S wheels are beautiful, you know me, I am always a fan of adding some dope HRE’s or ADV1’s on there for a little added “FU” effect.

Along the back of the McLaren, you see the inspiration of the P1 at every turn.  A rear deck lid bonnet (that again should also try to be completely carbon) that covers the beautiful V8 twin turbo engine with of course air vents coming out of the top. A little duckbill of a drop off comes before the rear bumper. This piece (PLEASE PLEASE TRY TO GET CARBON) houses the skinny LED taillights and similar diffuser style of the mothership.

The car itself, when compared to the 650S series, seems to be a bit smaller, but like many of those and myself can attest: good things come in small packages.

Truly a sight unlike any other, the McLaren 570S has something about it that just makes kids, adults, novices, enthusiasts, dreamers, and racers alike all turn their heads in appreciation as this beauty passes them by.

Driving Experience

I am happy to be able to write this buyer’s guide for you as I have owned two 570S’s, one I bought used completely stock but with every carbon option in the book and the other I bought brand new and turned it into Project Nemesis: the world’s first fully built 570S (thanks of course to Vorsteiner and Velocity AP). And if you know anything about me, it’s that I never buy a car twice unless I absolutely LOVE IT.

The 570S still bears the same carbon fiber chassis to make it lightweight and durable like it’s past relatives, but has a tweaked version of the same 3.8 liter twin turbo V8 that is used in the 650S/P1, sitting as a rear mid-engine and delivers 562 horsepower and 443 pounds of torque with the help of a 7-speed dual clutch transmission. The car goes 0-60 in 3.2 seconds and has a top speed of 204mph. But even with all this power, the McLaren handles more like a sports car than a supercar. What I mean by that is that this car is easy to get in and out of, easy to maneuver in a crowded parking lot, a breeze to park with, and just simple to drive even if you have never owned one before.

The 570S comes equipped with numerous features that make it incredible to drive almost anywhere, at any time, with any driver behind the wheel.

For one it has Brake Steer: a McLaren F1 creation that further enhances handling and safety of the 570S. This mechanism applies braking force to the inside of the wheels during tight cornering, leaving very little room for error out on the track. This brake steer is also helped by the highly sought after Carbon Ceramic Brakes (which we should ALL strive to have on our exotics).

Like the 650S generation, the 570S comes with the IRIS interface… which, sadly, isn’t my favorite. It truly is one of my only complaints with the car itself. You think paying $200K for one of these would result in an easy to use and manageable while driving interface (much like it’s competition: The 911 Porsche Turbo) but no. It has gotten better over the years with the new software updates, but the electrical component of the IRIS system just isn’t for me. In all fairness, it does come with some cool features for those who are interested in the track readiness of the 570S, such as lap times, GPS circuit mapping, and even track cameras as an added bonus!

The Active Dynamics Panel is still alive and well in the 570S and is perhaps one of the most innovative of all the supercars. Allowing you to toggle not only between power but suspension characteristics as well: Normal, Sport, or Track is available for both components allowing the driver to truly customize their experience with the car.

Now as I mentioned before I have owned two of these cars, one I left completely stock but the other I built out. This build did in fact feature tune, downpipes, and exhaust all from Velocity AP that not only enhanced our performance specs past a 650S, but also added a sound that would remind people of the incredible power the car had (nothing sounds better than a good turbo spool). A perfect addition that is honestly far from pricey and yet creates a very enjoyable driving experience. If you are looking to get in and out of the 570S as a quick flip, then I don’t recommend going through a tuning process, but if you are looking to add a beautiful monster in your garage as a weekend warrior that you want to be a neck-breaker everywhere she goes: do the tune!

McLaren 570S Cost of Ownership/Maintenance

Now I have one other complaint about McLarens… the maintenance.

McLaren’s are spaceships, as I stated earlier, and while spaceships are beyond sexy to look at and drive, there are only so many people who can fix them when they are broken, and those few people want money.

Being one big computer means when a light goes off in your McLaren there is a certain code needed to reset that light: check engine, oil change, maintenance required, etc. Guess who are the only people who have access to those codes: McLaren.

McLarens as of now can really only be serviced BY McLaren, which means when it comes time to get something routine such an oil change you are shlepping to the nearest dealership and paying whatever they tell you because you honestly have no other choice.

All McLaren’s come with a 3 year/unlimited mile warranty on the vehicle which covers most generic work that needs to be done to the McLaren at any time, or so one would think. Software updates come with the warranty so your IRIS system is safe for 3 years. After that upgrades are sold to customers at cost, which is still $1,800. No joke.

The warranty agreement on the McLaren’s is no laughing matter either, any missed 1yr/10k mile service interval will result in a voided warranty almost automatically. All service work must also be performed by a McLaren dealership at their disclosure of time: taking anywhere up to 6 hours for a simple oil change and inspection to 3 weeks to fly a tech out to look at a broken seal effecting transmission leakage.

The simple service consisting of an oil change, windshield wiper replacement, and a thorough inspection will cost you upwards of $1,500-$2,000. Tires and brakes are no small charge either, tires are going to cost you about $2,000 as well when replacing all four and if you went all in for the carbon ceramic brakes, you’ll dish out about another $2,000 when replacing all four as well.

Though expensive, McLaren stands by their work and if any issues arise they are quick to resolve them. Luckily enough for 570 series owners, these cars have seen little to NO mechanical/electrical issues in the past 3-4 years of production and ownership.

McLaren 570S Model Year Changes

While the 570S has only been out since 2019, not too much has been done in the way of altering the Baby P1, but new variants and additions have been made none the less.

2016

The McLaren 570S is seen on showrooms and is seen as the shiny new toy that almost everyone wants to play with… however, playtime doesn’t come cheap at a $184,900 base model price point.

I should also mention, just to be a good sport, a cheaper, less powerful, more “slimmed-down” version of the 570S is available internationally but not in the U.S and it is known as the McLaren 540C. It never came to the states as we generally lacked interest in a slower, slightly cheaper model because this is America and we like our cars fast, damnit!

2017

The McLaren 570GT was released onto the roads after its debut at the 2016 Geneva Motor Show. The GT is simply less track focused and a more daily driver worthy version of the 570S. The GT, for example, has more cargo space in the back (resulting in a loss of the deck lid from the 570S which gives the car more of a hatchback look), better sound insulation to cut out wind/road noise, and a softer suspension.

The 570S Spider also began to roam about in the later months of 2017. Keeping the same mechanism, the two-piece hardtop aluminum roof falls into the back of the car and remains hidden until called upon again. Though the better parts of the 570S remained unchanged with the Spiders release, three new colors were given (Vega Blue, Sicilian Yellow, and Ventura Orange) and new forged aluminum wheels entered the spectrum of usage.

2018

No major changes to the model.

2019

This is the year that will see new chic, and sporty upgrades for the  570S, 570S Spider, and the 570GT across the board.

The 570GT has been given more of the favorited hand here as it will now have the option to have Sport Pack, giving the once comfortable cruiser the ability to perform just as well as the 570S with upgraded steering and suspension.

Custom colors and the lightweight 10 spoke wheels of the Spider will now be available for all three models, as well as a slightly taller rear spoiler, if that makes a difference for you.

Perhaps these slight adjustments are occurring because a new beast has been awoken and the others are trembling in fear at the almighty 600LT.

Much like how the 650S evolved into the 675LT, history has repeated itself. The 600LT is longer than the rest of the 570 line it was built off of, but the 600LT also features enhanced aerodynamic elements such as an extended front splitter and rear diffuser, new side sills, and an aero-enhancing fixed rear wing for increased downforce. Major weight is reduced in the 600LT thanks to increased use of carbon fiber along the interior of the car, shaving off 212 pounds. But perhaps one of the most distinguishable and jaw-dropping features of the 600LT is its exhaust placement…right smack dab in the middle of the top of the rear of the car, sticking out like two smokestacks on a ship. The 3.8 twin-turbo engine is still a staple of usage but has been tuned to produce more horsepower and torque than the 570 line and this beast shaves .3 seconds off the 0-60 time, now getting up to snuff in just 2.9 seconds. While still early in the first months of delivery, the 600LT Spider was released, it holds the same mechanism to close and open the roof as the 570, but only being released a few months after it’s coupe version didn’t call for any other mass changes to be made to body or style.

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Wrapping a car seems to be the latest and hottest new trend for exotic car owners.

It’s affordable, it is reversible, it allows you to experience a new feel to your car without adding an insanely high expense.

When approaching a deal as an exotic car investor, sometimes you don’t get the exact color you love because the objective is to buy the right car for the right money, rather than lose money on a car (as described in my free training HERE).

Wrapping it in the color you really want may make sense, but what are the drawbacks and issues when wrapping a car?

I have wrapped only 6 cars in my lifetime because I am usually not a fan of the quality of wraps. They take away the essence & the shine of real paint unless you go with matte or satin finishes. Recently, my white Lamborghini Performante felt a bit boring so I decided wrapping it may be the right solution.

My experience this time was a good example of why not all wraps are created equal and why you need to be very careful about who you trust to wrap a car for you.

Without further adieu, here are 5 things you should know before you wrap your car.

1. Not all shops are created equal:

Selecting the right person or shop to do your wrap is VERY important. The installation itself is often what determines a good or bad looking wrap, and also the most important outcome which is how healthy your paint remains under the wrap.

Most of my wraps were done by reputable shops like Premier in CA, Morpheus Wraps in FL and Excell Auto Sport in FL… but my last one was done by a horrible shop named Wrap Society Palm Beach. They destroyed my car.

The lack of professional experience led to an unusually high level of debris under the wrap. Worst of all was the excessive amount of glue used to secure the corners of the wrap, which ended up damaging the car’s paint upon removal.

Stay away from that place or any place a guy named Vinn Winn works. Instead, do yourself a favor and rank shops based on 3 easy criteria:

Is this a full time business with real working hours, or simply a hobby for the owner of the shop? Do they have previous examples or references of their work on customers cars that were done over 6 months ago? (do not accept photos as proof) And finally, ask them if they are insured and bonded as the majority of the small shops are not and you will have to pursue legal action in order to get anything done for them to correct or reimburse you for damages.

2. Pricing:

Most wraps costs between $2000-$6000 for a regular exotic car wrap job but keep in mind that based on the shop’s experience it may fluctuate quite a bit.

While you want to make sure you select the right shop, you also want to make sure you negotiate to a reasonable price. The cost for the materials are roughly about $1000 to do a full car so anything else is pretty much labor and that is where the negotiations begin. You typically do not want to negotiate down to what i call a bare bone deal as the majority of these guys need to get paid for their efforts and pushing them to a $1500 deal for 5 days of work will usually result in sub par work and should be a sign of caution if one accepts. The average cost is about 3-3500 for a normal colored car. Chrome or gold chrome wraps will cost more.

3. Material:

There are really 3 main wrap material companies dominating the space: 3M, Avery, and APA. While all shops will sell you colors more than material, you should know the pros and cons of each of these.

Avery has by far the more superior quality film and the more rich color. As a rule, if your desired color is available, I would always recommend them first especially for satin cars.

3M on the other hand is also very good with little orange peel that is noticeable and also a good assortment of colors.

APA while the newest and of lowest quality as it pertains to film, also features incredibly hard-to-find colors, giving you a range of specialty options not previously found in most conventional films.

4. Safety:

Wraps are generally safe if installed properly as the material is sticky in its own right and as described above, the right shop will not need much glue.

Bad shops like Wrap Society of Palm Beach (Owned and operate by Vinn Winn) will use a ton of glue to compensate for their inability to install film, and that is the only time having a wrap can be damaging to your car.

The film in itself is harmless and actually less harsh than even clear shield.

The other issue of safety is assembling and disassembling the car. Most shops will at least remove mirrors, headlights and front and rear bumpers to allow the film to be hidden. As a result, you could be asking unqualified people to remove and place back items that they may or may not be familiar with.

I personally always opt to not remove anything that requires major unassembly.

5. Understand the 3 Types of wraps:

There are essentially three main wrap install types. Basic, which covers the entire paint of the car on the outside. Premium, which includes door jams and areas you may see when you open the doors, and Extreme, which is total makeover as in every panel inside out to ensure the car can fool just about anyone.

The more extreme, the more expensive and the more disassembly.

In conclusion, here are some general tips:

Do not wrap your car if you are OCD like me as a wrap is never as good as paint, it will never shine like paint and it shouldn’t be expected to.

Also keep in mind that you need to stay within colors that align to your car if you want to really create as close as real experience for the color change. A simple example is to know that converting a bright blue car to white will be more difficult than converting a white car to matte white.

While wraps are exciting temporary, I feel that they are just that: a fun temporary opportunity at creating short term excitement.

Last but not least, wraps have never helped sell a car because the next buyer has to assume the responsibility of the prev installer without having any reference to the paint quality under the wrap narrowing down the buyer pool significantly.

Please visit our resource center for any specific shops to avoid or places that have our seal of approval: https://www.exoticcarhacks.com/resources/

Photo Cred: Marcel Lech
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As an exotic car investor and teacher of the trade, my students always ask me about cars I am keeping my eyes on.

Every year I look at the mostly underserved exotic car investor market and identify cars that I believe will start trending upwards as we move forward.

Keep in mind that I am not saying these cars will triple or quadruple in value in the next year, but that the depreciation curve will start favoring investors and not trend downward.

As covered in the training, everything from mileage, condition and color combos will impact the pricing model but in general the model in itself holds the majority of the weight.

1. The Mercedes SLS Coupe:

The gullwings say it all, and the configuration that has enabled Mercedes to find so much success with the AMG GT is going further and further away from the rebirth of any future SLS, giving us indication that this could be the only gullwing for the next 30 years with no plans in sight for another one.

We have seen values plummet into the 150K range after its initial debut at near 260K for well-optioned units. This means that the most this car has depreciated is about 40% in 8 years giving it a much stronger investor curve than other cars in that range.

We are seeing values now still maintain at the $150K mark giving us an indication that the bottom curve has now been reached and lower mileage, premium models are starting to command a much higher premium from investors and enthusiasts alike.

Don’t ask about convertibles again – the gullwings are what make this car an investment.

2. The 2013-2014 Shelby GT500:

A Mustang? Yes.

With the rise of popularity of the new Shelby GT350R as a true driver’s car and one that is admired and respected by most exotic car owners, Ford has increased its brand image significantly with better interiors and a great driving experience, especially as more manufacturers are starting to complete shy away from the 6 speed market as a whole ( as it pertains to performance models).

Ford announced what looks to be an incredible GT500 rebirth in 2020… but they also mentioned that no plans exist for a 6-speed version, only the DCT based platform, meaning that is very possible that the 13-14 GT500 will be the final Shelby GT500 with a proper 6-speed transmission.

3. 2017 Acura NSX:

In a short time frame, the NSX has become one of the highest depreciated exotics in a 12-month lifespan. It’s a $200K Honda that flopped VERY badly since its introduction into the market and dropped as low as $120K in some cases.

While part of that is due to their poor dealer network, terrible marketing, and the inability to really win hearts based on those two first things, the NSX is an extraordinary machine that very few have experienced and has been maintaining solid numbers around the 120-130K range with older first-gen units as high as 100K.

With no plans of making units past the 2020 model year and units only being available on order, we believe the NSX will also make a comeback with pricing increasing – not decreasing – in the next few years.

We also expect that the market will give this car even more life in the 120K range by making demand exceed the lower supply left, especially new cars on the ground.

4. 2005 Ford GT:

The Ford GT has always been looked at as a collector car for so many reasons and with the rebirth of the newer Ford GT we can expect pricing on the older one to keep rising. Pricing recently fell due to an excess of inventory on the market with owners trading up their cars but this short-term fall provides a good opportunity to buy a collector-grade car under 300K.

Keep in mind that mileage matters a LOT on cars as such and should never be taken for granted. When purchasing a car, ensure you follow the training step by step to prevent any huge long terms mistakes that could leave you stuck.

5. 2014 R8 V10 Plus 6-speed:

Another 6-speed and one of the best final editions of the first Gen R8.

While the R8 Line continues to grow as an acceptable supercar (especially now that it shares its entire platform with the Lamborghini Huracan), the first gen continues to grow in popularity as an affordable supercar, which is why it hasn’t started to go back up yet.

We are seeing stable numbers from the 11-13 R8 V10 6-speeds, but rare 14 Plus models in 6-speeds seem to only last 10 minutes on the market when they go up for sale and bring in 125-135k.

Significantly more than the older model primarily due to the super-limited production numbers.

Highly consider one if you cannot escape the tax burden of a state like California. Others have access to tax credit loopholes as found here and shouldn’t worry.

6. 2007 GT3RS:

Porsche fever is everywhere with some older 993 Turbo S models selling for over 600K right on eBay, there is a large following for all types of rare Porsches. I promise you there will be a following for the last GT3RS available in a manual 6-speed transmission.  Preferably in orange or signal green will bring the highest future values and are way undervalued compared to the market currently.

There you have it, 6 cars to keep an eye on and scoop in 2019 or you might regret it forever, especially when you look at pricing in 2-3 years an wonder, what if I wouldn’t have hesitated then?

Don’t miss out and take training on how to become an exotic car investor without using any of your own capital

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If you know anything about us here at Exotic Car Hacks, it’s the fact that we are keen on the Aston Martin brand. Having almost half a dozen personal case studies done on the Aston Martin DB9, DBS, and Vantage, it’s not hard to see that Aston Martins are some of the best cars to use with the methods we teach. With most of these models already hitting their bottom out dollar as far as depreciation goes in price, the only way to lessen the values of these cars now is by condition and mileage, making them optimal buys and resales if done properly.

Some of the most striking cars in the fleet of Aston Martin’s though have to be the DB series, with phenomenal power and design, they are perfect cars for the dollar they are placed at now that don’t require much maintenance and are the perfect combination of luxury and sport.

The DBS/DB9s are different cars from their counterparts, but also each other. When considering the DB9 or the DBS keep in mind that the two are separate vehicles with contrasting components only sharing frame build, transmission, and the first two letters DB given to them by the first time buyer of Aston Martin (after the British automotive company fell on hard times after World Ward II) Sir David Brown. You want to be sure before purchasing either one of these two cars you know the distinctions and similarities that may make a world of difference when buying and potentially reselling for a profit.

The DB9 was designed to drive a wedge between luxury vehicles such as the Bentley Continental and the Ferrari 360. And it did just that, being released for the first time at the Frankfurt Auto Show in 2003. One unique thing Aston did with the DB9 is they released the coupe and convertible at the same time, avoiding depreciation of one model versus the other in the years to come. Aston wanted to give this car a performance edge, keeping weight distribution at 50/50 by pulling the 444hp 6.0 liter V-12 further back into the engine bay, gave it a ZF six-speed automatic transmission with a transaxle layout, and built the frame out of aluminum. Staying a optimal model for production, the DB9 only recently seized production in 2016, exiting with the GT and Bond editions that trumped the base 2004 models by outputting 540hp with the same 6.0 liter V-12. Quite a way to go.

The DBS was actually first introduced in the 2006 movie Casino Royale as James Bond’s beauty. Still keeping the V-12 6.0 liter, the DBS is tuned to 510hp and features the full aluminum frame as the DB9 but continues to reduce weight and improve performance with the addition of carbon fiber to the fender, hood, and trunk. The rear subframe is solidly mounted with the trunk and door frame molds being significantly lighter. Specific to the DBS thought is the cross-car dashboard supporting beam made of cast that improves stiffness and steering-column shake.

While these two may be different beasts under the hood, on the surface they are siblings for sure. The iconic front of the Aston Martin has only evolved slightly through it’s years. Remember the DBS/DB9 share many common features especially aesthetically so the body style isn’t all that different. The face of the DB series is made up of the iconic multi-slate split grill, with air intakes hugging at three spots on the front fender. The DBS has the optional carbon splitter under the front frame to give a more aggressive look. Above sits the two eyes made of the HID xenon headlamps that only evolved with the rest of the technology inside the Aston Martin brand to make them brighter and better as the years went on. Hiding under the hood is the mid-engine design of Aston Martin that also got better with age, becoming more light-weight and with a better differential, allowing for the best possible driving experience. Two slits on the side of the hood covered with mesh-metal allow for more airflow out of the engine bay to let the 6.0 V12 breathe. The DBS however has the upgraded hood, adding two more air vents directly in the center of the hood at an angle to sit wide and deep, giving it that sportier edge over the DB9. A wide and angled dash slops low and down so you can see the road ahead of you without craning your neck or feeling any fear of loss of visibility.

Along the sides, you are greeted with the curves that Aston Martin is known for. Elegance and performance are two things this brand has learned to graciously marry. The elongated angular headlights curve back into the side panels that house the multi-spoke 20 inch alloy aluminum wheels. The doors were upgraded from the DB9 to the DBS with a light weight base to give a more aerodynamic feel to the car itself. Simplicity is the name of the game when it comes to the DB style along the body, not too many lines or curves to take away from the simplistic beauty.

A squarish hump comes along the back quarter panel to mold into the trunk/cargo space. The body gains more of a “hotness” once looking from behind. The curvature of the upward spoiler allows for a performance addition of downforce to the aerodynamics. The dual slotted lines of tail lights run on top with red for night time distinction and both light up once pressed for the brake, with an option to take out the center line of body color to opt for a clear or even carbon fiber piece. The bumper sits with a center cutout with more airflow vents along the center and on the sides sit the dual chrome tip exhaust pipes that emit a sound unlike any other, stock or not.

The Aston Martin DB series takes on an uncomplicated approach when discussing exotic or luxury cars. Rather than taking on the flashy or over the top design that is famous to Ferrari’s or Lamborghini’s, Aston brings the sense of total refinement to your supercar experience. With a car with such a rich history and a stalemate of 007 perfection, it is easy to see why Aston Martin has too the test of time.

Aston Martin DB Series Driving Experience

The DB series comes in many different options ad far as driving experience goes, keep that in mind when purchasing one of your very own.

In 2004 at the launch of the DB9, the only transmission available was the automatic ZF transmission that sat with paddle shifters to control gears when in the correct mode. After 2005 the Graziano manual six speed transmission became an option, but only about five percent of DB9s were ordered with a stick shift, making these models exceedingly rare and more valuable than the rest.

The DB9 then got its performance upgrade after 2009, tuned up to 470 horse power and toque from 420lbs to 443lbs. Aston upgraded the transmission as well, allowing for quicker and smoother shifts. In 2010 a performance option package came out for the DB9, the Premium Sports Pack, with a heightened differential, suspension, handling, and feel. More than half of the DB9’s are suspected to be spec’d with the Sports Pack option making it easy to find and better t drive than its base model brothers…if you’re a fan of the heightened driving experience.

The DBS had a shorter run with less room for improvements, but why fix something if it isn’t broken. Being released in 2008 with the same transmission methodology of it’s older brother, the DBS was introduced with the ZF gear box and paddle shifting. Some special editions were made between 09-10 to be six speed manual, but after that from 2010-2012 they were all automatics. There is no clutch in the DBS taking away sticky clutch issues that these gearboxes are known for in the early Ferrari’s and Lamborghini’s.

When comparing driving experience take the later models of the DB9 to the DBS, anything without a Sports Pack on a DB9 simply doesn’t compare to the driving experience you get with the DBS. 85% of the weight of the car is kept between the wheels which increased the handling and responsiveness. Making tight corners any easy feet for the DBS. The Adaptive Damping System that came standard with all DBS models alters the suspension in order for the car to match the drivers desired driving experience in different road or weather conditions. When turned on, the ADS is in complete automatic control of altering the suspension to ensure the driver is in control at all times. The DBS also holds an increased brake and throttle response compared to the DB9, along with sharper steering and stiffer suspension. The carbon fiber integrated throughout the DBS allows for a light-weight and aerodynamic feel, as apposed to the DB9 that has little to no carbon, taking almost 70 pounds from the DB9. The carbon ceramic brakes are also to thank for the more intense driving experience, making stopping on a dime both easy and sometimes even fun to do.

The interior of the Aston Martin DB series are close to identical. Made up with a blend of alcantara, leather, optional wood or carbon fiber, stainless steel, and aluminum surfaces. The elegance carries on from the outside in. While the styling options for interior design are not as vast as the Italian competition, sometimes less is more. With few color options to chose from, always ensure the stitching is quality and complimentary, it is one of the most striking options these cars possess. Capable of being a four passenger car doesn’t necessarily mean it is ideal to be a four passenger car. The back seats while luxurious in design are fit for midgets only. If you’re lucky enough to be sitting behind the wheel you feel the sense of total control right away. Aston likes it’s historic roots and that is evident with the simple style of the steering wheel, having the necessary controls for radio volume, menu options, trunk latch, the ’S’ sport mode, and paddle shifters all a fingers grasp away. The dash itself is not LCD like many others, keeping the gauges classic and mechanical, with gas gauge, speedometer, odometer, RPM, and oil pressure all visible to see. The center console is where the timeless crystal key goes, right in the center in between the P R N D gear buttons, a classier and $2,000 version of the ‘push to start’. The key is a Swarovski crystal key that Aston Martin likes to refer to as the “Emotional Control Unit”. They made this key to be the heart of the car, not letting it be some key fob that simply sits in your pocket but the actual instrument for engaging the car itself. Above the key slot sits the standard 7inch LCD screen that houses the navigation, radio, bluetooth, and possible rear reverse camera display. The toggle for this LCD screen sits in the center of the console between the buttons and knobs for climate control, seat heaters, and AC temperature. Below those buttons sit your standard traction control, parking brake, hazard lights, and USB port. Nothing compares when driving an Aston Martin, it’s part of the reason we have owned so many here at Exotic Car Hacks. They offer both power and prestige, something that is hard to come by in the supercar world. It is both a daily driver and a race car. It is a car that any one of any age could drive with confidence and control. Through the years Aston has only improved on the way its vehicles are made, with the driver of the car specifically in mind, the DB series show that with ever turn of the wheel.

Aston Martin DB Series Common Problems

It seems to be a common theme with cars in the six figure range that they come with more issues than cars we see out and about by the hundreds like Toyota Camry’s.

Aston Martin has done the best it can, however, to eliminate these problems and offer the most reliable ownership experience possible.

Unfortunately they did not succeed with the DB Series, while minuscule problems are few and far between, the recalls on these cars are tremendous and need to be preformed before any purchase is made.

  • Seat Assembly: Front Seat Heater/Cooler (Recall ID: 14V753000)

Effecting certain 2006-2014 DB9/DBS models, the electronic control module for the seat heaters may fail, overheating and smoldering the seat, increasing the risk of injury to the seated occupant.

  • Latches: Locks (Recall ID: 15V846000)

Effecting certain DB9 models from 2010-2015 and certain DBS models from 2010-2012, faulty locks have been reported when the vehicle has been locked from the outside and when these locks don’t properly function the occupants of the vehicle may become trapped inside.

  • Speed: Accelerator Pedal (Recall ID: 14V010000)

Effecting certain DB9 models from 2008-2014, the accelerator pedal arm is weakened and may break, causing the engine to return to idle and the driver would be unable to maintain or increase speed resulting in a risk of crash.

  • Suspension: Front Lower Control Arm (Recall ID: 10V449000)

Effecting certain 2007-2008 DB9 models and DBS models. The front bottom suspension arm cam bolt could crack and allow movement to the suspension, losing steering control and increasing the risk of crash.

  • Power Train: Automatic Transmission (Recall ID: 14V425000)

Effecting only certain 2014 DB9 models, a faulty circuit board, the transmission may unexpectedly shift to neutral and the driver will be unable to maintain speed or move the vehicle out of traffic to avoid a crash.

Other common issues that present themselves in the DB Series are:

  • Carbon Ceramic Brake Squeal

After the evolution of the carbon breaks in the DBS, they seemed to be more keen on the squealing noises than usual, to the point where it can become unbearable

  • Battery Reliability

Some owners have reported that earlier versions of the DB9 tend to have a little bit of an issue with their batteries. Wether it not hold or charge or just a simple short in standard battery implementation, any issues that were had seemed to be resolved quickly by Aston Martin’s service department.

  • Convertible Wear

With an convertible there is going to be wear and tear in the mechanisms, the Volante’s are not excused from that. The more you open and close the top, the quicker the mechanism will begin to give out and stick in place wether up or down.

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Exotic Car Hacks by Pejman Ghadimi - 6M ago

“Porsche… There is no substitute.” -Ferdinand Porsche

If you have driven a Porsche, whether it be old, new, racecar or SUV, you know that above statement to be true. Porsche has done something most automotive industries fail to do, create a consistently amazing product throughout decades of advancement. The handling, drivability, design, and feeling given to you by the German-built beauty is something that just can’t be found anywhere else, no matter how hard you look.

Across the board the Porsche legacy has held weight in the hearts of men for its incredible performance on the track, women for it’s elegant yet bold design, and children for its strong presence at car shows or out in the wild.

In the first installment of this series, we talked about the 996/997 Porsche generations, specifically the Turbo and Turbo S models exclusively.

However in this edition, we will be talking about the Porsche of the modern era: The 991, with only the models best suited to hack in mind: Turbo, Turbo S, GT3, GT3RS, and the GT2RS.

The other models in this 991 generation are still beautiful cars and great to drive, just not what we look for when discussing “hacks”.

The 991 is the seventh generation of the Porsche 911 sports car, and we all know one thing is for sure about the number 7…it’s a lucky one. The 991’s came produced on the cusp of Porsche’ 50 year run of the 911 sports car family. All 991’s took on the same look and general design, but were improved greatly in terms of build quality and option choice. To keep up with the high demand that the entry level exotic market create, Porsche ensured the 991’s were built with a higher tune to performance but also built with attention to reduced fuel consumption and emissions.

In regards to alterations from the 997 to the 991, there aren’t that many to be found, intact looking at a picture of both models to find the differences may be like an adult version of Where’s Waldo?

A few changes were made to the height, width of the 991, making the car longer lengthwise than it’s older sisters, as well as shorter in terms of height, bringing the roofline down and shortening the bonnet. The headlights are a tad different too, more flowing to the cars design versus the 997 stuck to a more circular and outspoken design. The interiors still kept the same simplistic but elegant nature of it’s past, but this time around with more options to make the owner feel a more personalized touch overtime they sat behind the wheel. The car itself is larger overall than it’s past siblings, but it’s past generations weren’t battling 458’s, Gallardo’s, and Vantage’s for the title of King MidLevel Exotics.

Porsche 991 Model Year Changes

991:

With the Turbo, Turbo S, and GT3 all being introduced in the same year (2013) a lot of eyes were on Porsche. The Turbo came with the twin-turbocharged 3.8 liter V6 engine that could put out 513hp and 457 lbs of torque.

The Turbo S had the slightly modified engine that allowed for increased output with 552hp and 516 lbs of torque. Both the Turbo and Turbo S came with all wheel drive and a 7 speed dual clutch PDK transmission. Both the Turbo and the Turbo S featured Cabriolet versions the same year to allow their clients more options than before.

The GT3 however had the same 3.8 liter engine as the Turbo/Turbo S but the output is lower thanks to the lack of the twin turbos, with only 469 hp with 325 lbs of torque. The GT3 however does have an exciting feature, perhaps to make up for the car only coming with two pedals (that’s right, only a PDK transmission for this little lady).

The GT3 is rear wheel drive, with active rear-wheel steering, this is a computer controlled reader differential with torque vectoring, a science that came with the 918 but has now found it’s way into this daily driver. Also it’s got a pretty dope stock from factory wing, for all my big wang gang lovers out there.

Then in 2015 the RS version of the GT3 was introduced. Differences between the two include: front fenders equipped with louvers above the wheels, along with intakes in the rear fender, stolen from the 911 Turbo. The RS is the race car version of the GT3, so it’s main goal is to be faster and lighter, and Porsche succeeded.

The roof of the GT3RS is made up of the light-weight magnesium. The interior is made up of carbon fibre inserts, bucket seats from the 918, a botled-on roll cage, a six point safety harness for the driver, AND a fire extinguisher, ya know…just in case. And in the ways of performance, the GT3RS did away with the GT3’s 3.8 liter and now comes with a 4.0 liter unit that has a max power output of 493 hp and 339 lbs of torque.

The Porsche 991 GT3RS keeps the same rear wheel drive with the active rear wheel steering, it is a racer after all.

991.2:

Most recently in 2016-2017 the Porsche 991 went under the knife like a Orange County housewife and got all sorts of cosmetic work done to her.

The exterior only had minor changes, such as new bumpers, intakes, taillights, new middle pieces, headlights, and splitter. Interior only getting updated in the ways of a steering wheel thanks to the 918.

But mechanically Porsche has changed it’s 911 dynasty forever, creating all it’s models with the 3.8 liter V-6 turbocharged engine. Giving the Turbo model 540 hp and 523 lbs of torque and the Turbo S model 580 hp and 553 lbs of torque. Once more these models come ready with option for hardtop or soft top.

The GT3 models took the world by storm, giving the drivers of the world the option to own one of these beauties in a manual transmission. Also it is fair to note that some small aerodynamic upgrades were made. The GT3 was also gifted the same 4.0 liter from the GT3RS to match the power. Then in Sept 2017 the GT3 touring model was introduced that could be either manual or PDK but lacked the fixed wing of the regular GT3.

The GT3RS relaunched it’s 991.2 version just this year in 2018. The upgrades to the new GT3RS include more downforce thanks to the new diffuser, wider side skirts, new front lip, wing, and supports. The engine got tuned to deliver 20 more horsepower and an addition 7 pounds of torque. Cosmetic changes include new LED indicators at the front, new taillights, vents reshaped, and stickers labeling the GT3RS on it’s sides, just incase you didn’t already know.

But perhaps the biggest beast to come out of the 991.2 generations is intact the Porsche 911 GT2RS. This beautiful monster comes with the Turbo S’s 3.8 liter V-6 twin turbocharged engine, but with larger turbos, taking the car to 700 hp and 553 lbs of torque. The GT2RS took a massive weight loss before it’s unveil, making everything light weight and utilizing lots and lots of carbon fiber both in and out of the car. Along with a prime aerodynamic wing and a low deck lid, this car is lighter than the wind it breaks through.

Porsche 991 Common Problems and Cost of Maintenance

Being the newest kid on the block, you know the Porsche 991 is one that everyone looks at, dealers and sellers alike. In order to ensure that the 991 you are interested in is as clean as it looks, be sure to get a PPI before even thinking of putting a deposit down on the car. Porsche has always done it’s best to ensure it’s maintenance costs are lower than that of it[’s rivals in the exotic space and the 991 models are no exception.

When working in the GT3RS/ GT2RS realm you will want to be a little bit pickier and choosey as to who you let work on the car, especially if you are using them as track toys. But most Turbo/Turbo S models can have oil changes done for as little as $200. What gets costly is using these cars as track toys, then you’ll need new tires, fluid flush new brakes, and a nice clear bra…which could run you upwards of $3,000-$4,000 just for a fun hour or two at the track. We are also happy to report that the 991, like most Porsche’s have little to no issues that plague the generation, but any multiple issues are worth noting and we have done so below for you:

991 Common Problems:

  • PMS Failure: Perhaps the most common issue with the 991 generation is the Porsche’s new Porsche Stability Management problem. There are a variety of potential causes ranging from faulty brake switches to software malfunctions, with most of these models still being under warranty be sure to make this issue known to the dealer before purchasing.
  • GT3: as with any first year, you are bound to have some problems. The Porsche GT3 release got off to a rocky start when in 2014 the engines to multiple cars caught fire and forced all 785 already delivered units to have a total engine replacement.

Porsche 991 Preferred Options

The 991 generation is when the more fun and creative options came into play for Porsche. After watching Ferrari and Lamborghini dominate the creative space, they wanted to get in on the action too. Porsche began offering more “loud” colors on it’s models such as UltraViolet and Lava Orange on the GT3RS or Acid Green on the GT3, then you had the more notable colors such as Mexico/Miami Blue, Racing Green, and Chalk on the Porsche spectrum now. Manual is always preferred in the hacking value of these cars, if it can be in manual, get it. Porsche Sport Chrono package is also a nice addition along with Carbon Ceramic brakes ALL DAY LONG. The PSE (Porsche sport exhaust) is also a good option, but if you are going to be tuning/modifying your exhaust with aftermarket parts, you don’t necessarily need that.

Interior wise, the more carbon, the better. Seatbelts/dashboard gauges that match your brake calipers are also a hot aesthetic addition. Any Porsche emblem in the headrests is automatically an upgrade to say yes to.

Pricing For A Porsche 991 Models Now:

Keep in mind, we are still hackers at heart, and while I (PJ) like to play with new exotic cars, it isn’t always a safe bet. While the 991.2’s are beautiful machines, none of them have depreciated down to the point of calling them “hacks”. The GT2RS, in fact, is currently appreciating with some models going for almost $100K over sticker. With that being said, the below pricing will just be referred to for the 991 generation in terms of Turbo, Turbo S, GT3, and GT3RS.

With even the first round of the 991 just becoming hackable, you’ll need to pay close attention to miles. A good rule of thumb for hacking exotics like these is the 5k/year rule. So if it is 2018 and you are looking at a 2014 model, you’ll want that car to have no more than 20,000-23,000 miles on it. Porsche also tends to hold value extremely well as we saw with the 996 and 997, so risking the resale value later for a few extra thousand off now is not a wise idea.

Turbo:

Right now if you look at a clean 2014 Turbo, with 15-20K miles on it, you are looking at something in the in $100-$110K range, with coupes commanding a higher dollar than convertibles (Coupes are usually preferred on resale, but there is always a buyer at the right dollar for convertibles too). With your ECH hacking methods, you should be able to get that car down to somewhere in the $80-$90K range which allows for a good year or so for usable driving.

Turbo S:

Much like even the 996/997 versions, the Turbo S will always command a higher dollar than the Turbo. Like the Turbo, coupes will always hold a higher dollar than the convertible, but to each their own. Currently finding a 2014-2015 Turbo S on the market can be done at around $120-$140K depending on miles and options, but can be bought with our methods for somewhere in the $100-$115K range.

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As I gain more notoriety as a self-made entrepreneur on social media, my fans and followers question why I don’t always buy the latest and greatest exotics, asking questions like “why would you ever want to hack a 4-year-old exotic car instead of a brand new one?”

While you can hack new cars in some cases, very few would actually fit within the parameters of my Exotic Car Investor system.

Throughout my time spent owning well over 100 exotic cars, I have noticed that no matter how rare something seems, there are always dips in the depreciation curve at various times, even if at first it seems like everyone and their cousin wants what you have.

Exotic car sales are a very emotional process for the buyer, and all that emotion often the reason why people lose so much money in the process.

For me and my students its always been about the investment, not so much the immediate excitement or experience.

Our decisions are certainly based in logic and math. We focus on making money or driving cars for free rather than just buying whatever we want and enjoying them only to lose money later (something I did too often growing up).

So, what are my thoughts on Ferrari’s latest V12 masterpiece, the one that many are slating as perhaps the last of the V12 NA cars Ferrari will ever make?

Well, you don’t have to be a rocket scientist to figure out that I’m going to have a problem with the price tag.

I don’t like Ferrari cars if I am going to be completely honest. But it’s rarely the actual car that I ever have a problem with.

I don’t like Ferrari because I don’t like the way Ferrari at large treats their clients, nor how limiting and outdated their thinking is in terms of support and care for its devotees.

Over the years, Ferrari has become so complacent in this regard that it has lost massive market share to Lamborghini, Porsche and McLaren, forcing it to step up and make better products. Products, which, in my opinion, fall short on many levels.

The 812 is yet another example of a missed opportunity.

As an F12 owner (the model that was introduced prior to the 812 Superfast), I really like the V12 front-engine rear-wheel-drive platform.

That being said, I don’t think Ferrari cares one bit about anyone’s opinion because the 812 Superfast is so fast that no one is buying them.

One of the biggest complaints from everyone (including Jeremy Clarkson and other top media pundits) on the F12 was that it’s fast, but perhaps too fast to enjoy, and so the car in many aspects is undrivable.

Review after review, every single race car driver, journalist and owner said the exact same thing.

In true Ferrari fashion, instead of paying attention to customers, Ferrari made another car that is not only faster than the previous generation, but even more of a waste of time and power.

The question is, WHY?

The answer is, at best, boring. It’s simply a great marketing tool to say you have a 800HP car ready to be bought from the factory.

Great for press, but its horrible for loyalty. The 812 Superfast is once again a front- engine V12 Ferrari that is too fast… but there are other issues as well.

The price tag is now twice that of a used, low-mileage F12, making it an extremely bad investment as a collector and as an enthusiast. Cars are sitting for months, discounted over 50K and still not moving.

So that brings about the big question: was the marketing of the 800HP worth it, or simply a way for Ferrari to stroke its own ego?

I am going to declare once and for all that this was yet another move for Ferrari to stroke its own ego.

In fairnesss, the 812 Superfast does have some good qualities. In particular, the design and street presence is striking, and the sound is phenomenal. Whether you are willing to spend upwards of $500,000 fully optioned? At that level, the 812 opens itself up to the competition of arguably much better cars, like the new Aston DB11S or Bentley SuperSports which both can be had for a bit over half of what the 812 costs.

From an investment standpoint, stay away from the 812 Superfast until you start seeing a $250K used version show up at dealerships next year with under 5,000 miles. But this perhaps opens up an even greater opportunity to buy an F12 at a fraction of its original $400K+ price point

You can easily hack these cars now in the $200-$220K range and enjoy a proper sounding Ferrari motor. It’s still too fast, but you can have more fun than the one that’s even faster.

This is a perfect example that sometimes faster isn’t actually better.

Until next time…

PS: Don’t forget to register on my free training where I teach you how to become an Exotic Car Investor rather than consumer. CLICK HERE

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