In keeping with Porsche’s philosophy of producing genuine sports cars by applying track-proven technologies, the 911 GT2 is somewhere between a perfect track day car and the ultimate road car. Following the lead of the 73’ Carrera RS, minimum weight and maximum power are key ingredients. The GT2’s 3.6-liter, water-cooled, twin-turbo, flat-six makes upwards of 424 horsepower and its lightweight construction has kept both total weight and unsprung weight to a minimum. Fully adjustable suspension incorporates a unique spring and damper system which provides unmatched traction on any road surface. Supplementing the GT2’s handling precision and agility is a 60/40 differential lock that provides additional attraction to the pavement whether you’re on the gas or coasting. While embracing the classic 911’s curvaceous form, the GT2 adds an adjustable rear wing and a front spoiler that affords additional downforce at the front axle. So, whether you’re streaking at top speed or blasting through tight corners, you can count on the 911 GT2 making you look good while keeping the rubber side down.

In keeping with Porsche’s philosophy of producing genuine sports cars by applying track-proven technologies, the 911 GT2 is somewhere between a perfect track day car and the ultimate road car. Following the lead of the 73’ Carrera RS, minimum weight and maximum power are key ingredients. The GT2’s 3.6-liter, water-cooled, twin-turbo, flat-six makes upwards of 424 horsepower and its lightweight construction has kept both total weight and unsprung weight to a minimum. Fully adjustable suspension incorporates a unique spring and damper system which provides unmatched traction on any road surface. Supplementing the GT2’s handling precision and agility is a 60/40 differential lock that provides additional attraction to the pavement whether you’re on the gas or coasting. While embracing the classic 911’s curvaceous form, the GT2 adds an adjustable rear wing and a front spoiler that affords additional downforce at the front axle. So, whether you’re streaking at top speed or blasting through tight corners, you can count on the 911 GT2 making you look good while keeping the rubber side down.

With its distinctive snake head logo, the look of the #45 Flying Lizard GT3-RSR proves to be just as sharp as its on-track performance. The team has run versions of the 911 GTR-RSR continuously in GT racing since its first competition in 2004. In the 2011 ALMS campaign, the car was driven by Joerg Bergmeister and Patrick Long, who managed to bring the car to a third place overall finish in the ALMS GT Team Championship. The car’s 4.0 liter six-cylinder boxer engine is capable of 456 horsepower and 332 foot- pounds of torque. In other words, just like its mascot, the Flying Lizard GT3-RSR will take a bite out of you if you aren’t careful.

Sponsored by Battery Tender, the #23 Alex Job Racing 911 GT3 Cup car was an outstanding 2011 ALMS GTC class competitor. It was driven by Bill Sweedler, Leh Keen, and Brian Wong. By the end of the 2011 ALMS season the team posted three second-place finishes and were on the pole for the Twelve Hours of Sebring, where they finished eighth. The remainder of the season they placed fifth or better. The car also competed in the IMSA Porsche Cup, winning at Montreal with driver Cooper MacNeil. Based on the Porsche 911 GT3 RS, the engine produces a healthy 444hp with a redline of 8,500 RPMs. Alex Job Racing is one of the most winningest teams in ALMS history, with 42 wins and 102 podium finishes. The have won three championships and have won at Sebring seven times.

A 611-horsepower engine crossed with an elegant leather interior. The most powerful production car ever built by Porsche, coupled with looks that would cause a sailor to blush. The 2012 Porsche 911 GT2 RS is the top of the line version of Porsche’s latest 911 and features stunning looks along with twin turbos, an adjustable suspension, carbon-ceramic brakes, and the kind of power that demands attention. No wonder so many reviewers have referred to Porsche’s latest masterpiece as “Beauty & the Beast”—it’s at once a stunning piece of automotive eye candy, and objectively one of the most terrifyingly powerful cars to be released in years. Yet, despite its grunt, the GT2 RS manages its power well. A few turns in the GT2 RS in Forza 4 is all you need to be convinced: this is a smooth-driving and easy-to-handle car at low speeds and one that will peel your face off at the limit.

When Porsche left LMP racing in 1999 to pursue development of an SUV, the racing community missed the German innovator and dominant multi-year champion. It begged the question, “What is Porsche doing building an SUV?” Well, not only has the Cayenne been a profitable venture since its release, the SUV market has never been the same. Running errands and picking the kids up at soccer in a 500 horsepower twin-turbo driven 4.8 liter makes more than a statement. The Cayenne Turbo’s top speed is above 170 mph and its 0-60 time is just over four seconds. Coupled with an all-wheel drive system that keeps all that power under control on any road condition, it is now OK to use “SUV” and “performance” in the same sentence. Compare its ability on the track with any other SUV and you will see the Cayenne is still in a class by itself.

With the Cayman R, Porsche took weight reduction to the next level, and you need look no further than the interior door handle for proof. Instead of using a traditional metal handle, the Cayman R comes equipped with nylon straps. Aluminum and carbon fiber abounds, as the Cayman R is here to blow your doors off, figuratively speaking. That lightweight approach, coupled with a six cylinder, 3.4- liter engine producing 330 horsepower and north of 273 pound-feet of torque. It’s a remarkably well-balanced car, one that offers you advanced ceramic-composite brakes and a limited-slip differential, even though you may not need to make the most of them during a leisurely drive through the city. So forget that Sunday drive and put the Cayman R to work in Forza 4—you’ll be glad you did.

The Black Swan Racing #54 911 GT3 Cup car dominated the 2011 American Le Mans Series, a fitting follow-up to winning the 2010 ALMS championship. Driven by owner Tim Pappas and Jeroen Bleekemolen, the car won five of nine events and finished on the podium eight of nine times to win the 2011 championship by 14 points. Pappas also won the driver’s championship, closing an amazing year. Unfortunately for the GTC class, BSR has moved on to LMP2 class racing, so the only chance to see the #54 Porsche on the track going forward will be in Forza Motorsport 4. See if you can match Jereon’s record lap time 1:24.543 at Road Atlanta.

Marking a much-anticipated return to LMP racing since it left in 1999, Porsche left no stone unturned in the development of the new RS Spyder. The name is taken from the 550 Spyder owned by James Dean and features an upgraded chassis made of carbon fiber as well as a full carbon-fiber body which is both lightweight and utterly optimized for aero and thermodynamics. The car’s 3.4-liter 90˚ V8 makes 503 bhp at 10,000 rpm and is also a full load-bearing member. Porsche’s comeback took them to winning the ALMS LMP2 championships in 2006, 2007, and 2008. While 2009 ALMS restrictions retired the cars competitive edge, you can relive its glory anytime in Forza 4.

Achieving the title of “most successful racecar of all time” didn’t come easy. Even for Porsche, overcoming rule changes and remaining competitive was a tall order. The 962 is, in fact, only a slightly longer 956, lengthened to accommodate FISA rules requiring the driver’s feet to be aft of the front-axle centerline. For 1987, Porsche brought in a more reliable and powerful 3.0-liter, six-cylinder, water-cooled, twin- turbo motor which boosted the car to 41 wins in the World Sportscar Championship and six victories at the 24 Hours of Le Mans. It’s no surprise the 962 achieved as many championships as it did given its 710bhp yet well-behaved drivability. Several carmakers went on to produce a limited number of street legal versions, but more than likely the only seat time you will see is in Forza 4.

The #2 Gruppe Orange Racing 911 GT3 Cup car was sponsored by Microsoft in 2008 and adorned in a bold Xbox livery. Sporting more than 394 horsepower from its naturally aspirated 3.6-liter boxer engine and rolling with ceramic-composite brakes, it was a contender in the 2008-2009 IMSA Challenge series. Based on the street legal 911 GT3 and constructed exclusively for racing purposes, 265 cup cars were built at Stuttgart, a new record for this category of car.

It may have been monikered as a 911 but, in truth, the #26 AG 911 shared very little with that iconic model. It wasn’t even rear engine. The GT1 actually shares more in common with the 962, borrowing its water-cooled, twin-turbo flat-six and most of its rear end. It was also the first carbon-fiber chassis Porsche developed. These elements merged into a package that delivered a 0-60 time of 3.3 secs and 0-100 in six seconds flat. A top speed of 194 mph didn’t set any records but ranked it among the fastest of the era. Regardless, it was a blazing success from its inception, winning the GT1 class at its debut at Le Mans and delivering Porsche its record-breaking 16th overall triumph at Le Mans.

After a crash at Le Mans that destroyed their 2005 GT2 Class Champion Porsche GT3-RSR, the Petersen-White Lightning team took delivery of a new 2005 Porsche 911 GT3-RSR. They had one week to completely rebuild it to their specs, replacing almost every part except the fuel cell and some hoses. The team’s hard work paid off and they delivered a race-ready #31 for drivers Jörg Bergmeister and Patrick Long. The car’s race debut led to a win with more than 40 seconds between first and second place. The season led to Jörg Bergmeister winning the 2005 ALMS driver’s championship. Take a few laps around the American Le Mans Circuit tracks in Forza 4 and you will find yourself a fan both of the car and the team that built it.

Known as the “Giant Killer,” the 550 was Porsche’s first foray into building cars specifically designed for racing. Actor James Dean bought and intended to race his 550 at Salinas in the fall of 1955 but died in a car accident shortly after completing filming of the movie “Giant”. The 550 with a Type 547 1.5-liter, flat-four, air-cooled engine produced a little more than 100 horsepower. One of the biggest steps forward was the space-frame tubular chassis which made it immensely lighter than its racing competition, as well as rigid and stable. This car set in motion Porsche’s racing prominence and helped build a reputation that sparked global sales. The 550 is nimble, agile, well-balanced, and quick even bone stock. It generates a feeling of confidence and glory when being pushed through corners. Even when pitted against heavier, larger displacement cars, you will find that bigger is not always better.

The #66 AXA Racing 911 GT3 Cup claimed Porsche’s 54th class win and its 28th victory at Daytona. The car was driven by Americans Kevin Buckler and Michael Schrom, as well as Porsche racing stars Timo Bernhard and Jörg Bergmeister. The #66 911 GT3 Cup car lead the class for 14 of Daytona’s 24 hours, including the last seven. Sponsored by TRG and AXA, the car swept the GT Class podium at the Rolex 24 Hours of Daytona. While the car ran flawlessly it did suffer some body damage on both rear fenders, had a flat and had a cracked windshield during the last 10 hours. But, after all, scars like these are worth it when the battle is won.

Penske Racing helped bring Porsche back to the top of LMP2 racing with the #7 RS Spyder Evo. Porsche had left the class to others while it pursued development of the Cayenne SUV. With Penske as a US representative, competitors faced the harsh reality of Porsche’s return when it won its class at its debut at the 12 Hours of Sebring. 2008 also saw a return to Europe and the Le Mans series. During the series the bright yellow #7 proved its dominance by soundly beating the class-leading Audi R10 and Peugeot 908. At Le Mans the #7 proved its reliability despite doubts and took top honors. In the three years since its inception the Porsche RS Spyder has won nearly everything. Spend some time behind the wheel of this champion and you will find its track prowess worthy of its racing record.

Possibly one of the most elaborate GT3 liveries ever, the #80 Flying Lizard “art car” stands out among its peers. Troy Lee’s bold design turns almost as many heads as the beautiful form of the Porsche GT3-RSR. In the tradition of prior art cars, this livery only ran at the 24 Hours of Le Mans. In 2007 this new GT3 RSR (Type 997) was delivered to the team. Its lowered center of gravity, improved rigidity, and wider rear track contributed to the team’s success. Previously and later campaigned as the #45 Flying Lizard, the car took three victories in the 2007 ALMS and driver Johannes van Overbeek finished second in the driver’s championship. Without doubt the car is stunning but get behind the wheel and you will find while beauty fades, the GT3-RSR’s performance doesn’t.

All Porsche 911’s are special cars built with care and the utmost attention to detail. The Sport Classic however is the cream of the 911 crop. Just 250 were made and each one includes styling cues from the quintessential models of the past and an ultimately personalized approach. Right off the bat you’ll notice the ducktail rear spoiler taken from the 73’ 911 Carrera RS, the wide body rear arches from the Carrera 4, and the double-dome roofline behooving the Carrera GT. Under the hood you will find… ample storage space of course, but under the decklid is a naturally aspirated 3.8-liter boxer making better than 400 horsepower. The Sport Classic’s rear end is 1.73 inches wider, providing substantially improved lateral grip. All this and numerous other customizations are all put together by Porsche Exclusive, a factory specialist group whose sole purpose is personalization. Needless to say, this car is cast for a small audience; thankfully Forza 4 gives us all a chance to experience it.

The early 1980s were a challenging time for performance cars in the U.S. due to ever-increasing EPA regulations. So challenging, in fact, that the 911 Turbo--known as the 930 in America-- was withheld from the U.S. and Japanese markets until 1986. The flared wheelarches and whale-tail were definitive characteristics of the 911 Turbo. Despite its evident turbo-lag, the 296 horsepower, air-cooled, flat-six delivered aggressive performance and strong acceleration. Power was delivered through a four-speed, though a five-speed was available in the lesser, non-turbo Carrera. While 911’s have always been born--perhaps blessed--with oversteer, when coupled with the turbo-lag, the car could be more than a handful when accelerating through a corner. It’s hard to believe at this time some at Porsche considered letting the 928 replace the 911. Thanks to Peter W. Schultz, then CEO of Porsche, the 911’s future was ensured and thus the continued success of the iconic 911 line and the company maintained.

Conceived in collaboration with Volkswagen, the 914 was to be an economical sports car replacing the VW Karman Ghia and giving Porsche something to call entry-level. Most were produced with VW flat-four-cylinder motors and, in Europe; these were VW badged as well. Only 3,360 914/6’s were produced. The 2.0-liter, flat-six made significantly more (35) horsepower than the largest VW flat-four available in the other models. All had a five-speed transaxle. Porsche entered a 914/6 GT in the 1970 24 Hours of Le Mans endurance race and it took its class and sixth overall; not too shabby for an entry-level sports car. The 914’s mid-engine, rear-wheel drive and near perfect weight balance make it a confidence-inspiring driver through corners. It’s also an endearing starting point for those wishing to own a Porsche, with a combination of fine performance and elegant aesthetics.

The 1989 Porsche 944 Turbo represents the highest level of performance the 944 model line ever reached. For 1989, the 944 Turbo retained all the features of the 944 Turbo S, except the “S”. The ”S” model was built to the specifications of Porsche’s European Cup car. This included 30 more horsepower, larger brakes, larger sway bars, a limited-slip differential, and ABS. Many will attest to the 944 Turbo’s performance being that of a supercar at a sportscar price. Delivering almost 250 horsepower from its four-cylinder 8-valve 2.5-liter engine, it will do a quarter mile in about 14 seconds, 0-60 in 5.5 seconds, and reach a top speed of 162 mph. All of which beat a 911 Turbo in 1989. Even though quite affordable today and readily available, the experience you get in Forza 4 will give you a taste without having to sign paperwork.

Porsche’s deep pockets and never ending desire to explore possibilities drove the endless list of innovations that make up the Porsche 959. Some call the 959 Porsche’s supercar. Certainly it competes with anything that came out of Italy at the time. Technologically speaking the car was worlds away from any car of the era and, with only 230 built, the term “exotic” is fitting. The estimated build cost of each 959 was more than $500,000 but the cars sold for $225,000 each. Porsche called it an investment, hoping components could be used in future models. However, the only technology ever used was the four-wheel drive system that was part of the Carrera 4. Power was derived from the 962 Group C racecar and put out 450 horsepower, the highest on record at the time for a road car. The car used a sequential twin-turbo which aided responsiveness and efficiency in power delivery. The list of innovations goes on, leading to a slightly heavy curb weight. The 959’s race history is both on and off-road; it even won its class in the Paris to Dakar Rally; something the Italians cannot claim.

Developed for the track and adopted by some of the most successful GT3 race teams, the first year 911 GT3 was a purpose-built track car that tolerates the street. The long list of victories its Cup model cousin has delivered to its owners is a testament to what you can expect from the GT3’s performance. Out of the box, the GT3 produces 380 horsepower and 285 foot-pounds of smooth and precise torque. That’s enough to make 0-60 in less than five seconds and 0-100 in just under ten. Walter Rohrl, Porsche test driver, lapped the Nürburgring in 7 minutes 56 seconds, setting the fastest lap for a production car in 2004. Some say this model is a return to a less sedate 911, or that it’s capable of more than the average driver can handle. But when a racing class is part of the car’s name, shouldn’t that be notice enough?

Just when you think a car has reached a level of performance and perfection that cannot be surpassed, Porsche keeps refining and supplying a higher degree of excellence. Such is the case with the 2007 Porsche 911 GT3. More power, more tractability, more precision; in essence, more finely tuned performance. Four hundred and fifteen horsepower and 300 foot-pounds of torque are transferred to the wheels via an even shorter throw, than the previous model’s 6-speed. A totally new version of PASM (Porsche Active Suspension Management) provides options for comfortable street driving or enough rigidity to feel every surface nuance. The optional ceramic-composite brakes are a must-have and deliver 60-0 in just 125 feet. The car’s nimble reflexes are immediate and without brutality; in fact, it topped many reviewer’s slalom course ranks. Compare the 2007 GT3 with the 2004 model on any Forza 4 track and you will note the subtle refinements in a lower lap time.

RS stands for “rennsport” in German which translates to “racing sport”. The differences between the 911 GT3 RS and the GT3 are slight but the RS model provides the closest thing available to an actual cup car. Some carbon-fiber components, such as the hood and rear wing, and lighter glass give the RS a lift in the weight category and the 1.7-inch wider rear-end give it increased directional stability and better lateral grip. The gear ratios are slightly shorter for blasting out of corners and optimizing the 8,400 RPM redline. The beautiful and powerful resonance of this engine communicates with the driver from low RPM growl to a wailing roar at peak. While the RS only delivers the same horsepower than the GT3, the way it is transferred to the pavement will result is quicker lap times and shave increments off the car’s quarter-mile stats.

While faster and more powerful (and more costly) than its race-bred cousin the GT3, the 911 Turbo provides a different kind of performance. With 480 horsepower and 457 foot-pounds of torque, it is monster fast, pulling 11.7 in a quarter mile and jumping from 0-30 in 1.1 seconds, but the overall driving experience is more sedate. Perhaps this is the intent, since this car will see more commute time than a GT3 and will more likely be purchased by a wealth management specialist than a race team. It may also be related to the standard all-wheel drive or the adjustable vanes in the turbo that provide peak torque at just 2,000 RPM. These features deliver abundant traction and massive power through the RPM spectrum. With this level of power and these kind of features, “sedate” may be the wrong word to use when referring to the 911 Turbo. After all, when you hit its top speed of 193 mph, “riveting” may be more appropriate.

While not the quickest Porsche model available, what the Boxster S trades in raw power it makes up for in pure cool factor. The Boxster S is reminiscent of the 914 in design, being a two-seat, topless, mid-engine rear-wheel drive sportscar. The similarities end there. For 2010 we saw the introduction of direct injection, electronic handling refinements, and possibly the coolest cup holders ever. Fully equipped, its best 0-60 time is right around five seconds. In its “S” badging, the Boxster is propelled by a naturally aspirated 3.4-liter, flat-six that produces 310 horsepower and is mated to a six-speed gearbox. As an option, the seven-speed Doppelkupplungegetribe gets the shifting done for you using dual clutches. Don’t ask us how to pronounce that, but it keeps the Boxster S engaged in two gears at any one time, providing seamless, ultra smooth acceleration. With features like this, it’s little wonder the Boxster S is such a popular choice for Porsche fans.

Unveiled at the 2003 Geneva Auto Show, the 2003 Carrera GT was Porsche’s first concept car since the last 959 rolled off the line in 1988. The Carrera GT is astounding. Porsche has taken the use of lightweight materials to a new level with its carbon-fiber monocoque chassis, magnesium wheels, and titanium pushrods. Never before have such materials come together in a car. The result is a motor with almost zero rotational inertia, and a chassis that has nearly zero flex. And yes, it’s light. The 5.7-liter V10 creates 605 horsepower and throttle response likened to an F1 racing car. The Carrera GT will hit 124 miles per hour in less than 10 seconds and has a top speed of 205 mph. Only 1,270 were built. What sets this supercar apart is the lack of electronic aids. There is no traction or stability control; there are no paddle shifters or automatic rev matching. This is a driver’s supercar that is superbly engineered and puts the responsibility of reaching its performance potential firmly with the pilot. Unlike faster cars in its class, handling in corners was not compromised for top speed potential. These factors spell one thing: Porsche!

Among collectors and Porsche fans the 1973 Porsche 911 Carrera RS is a beloved icon. Upon its shoulders, the 911’s considerable racing history began in earnest. With the 917 Can-Am racer scheduled to retire due to rule changes, Porsche dove into GT Racing. Beginning with a 1972 911 S, engineers bored it out, raised the compression, and did everything imaginable to lighten it. Fiberglass replaced sheet metal, thin window glass was installed, and almost all amenities were removed. Even the Porsche badge was replaced with a sticker. To meet racing rule requirements Porsche had to produce at least 500 Carrera RS’s. They were so popular that 1,580 ended up being produced in 1973. Designed for the track, the Carrera RS has responsive, communicative handling and enough power to make it competitive against much newer, more technologically advanced models. It just goes to show that when Porsche puts its collective minds towards creating something new, the result is timeless.

The thought of a four-door Porsche is much easier to swallow since the release of the Cayenne SUV years ago, but it still seems slightly alien. The German performance powerhouse is wise and knows that selling more things to more people means more money for racing development. Despite its extra doors, the Panamera is pure Porsche and, whether you love it at first sight or let it grow on you, there is no doubt it is an amazing piece of design. Its 4.8-liter, twin-turbo, 4-cam motor unleashes 500 horsepower and a face- warping 568 foot-pounds of torque. Don’t even try and reach to change the station under full acceleration, it’s just not possible. The Panamera Turbo is a 4,343 pound car, that’s almost 700 pounds more than a 911. Yet, despite its bulk, it will do 0-60 in 3.6 seconds, can blow a quarter mile in 12 seconds, stops from 60 mph in less than 110 feet and can reach 188 miles per hour. ‘Nuff said.