3 years ago, Ferrari started the "Icona" line of limited edition with Monza SP1 and SP2, both are front-engined barchetta that do without any windscreen and roof. The third product of the line is more conventional, but it is also more attractive to fans: a mid-engined V12 ! Yes, without any electric assistance, unlike LaFerrari, just a naturally aspirated V12 in the purest form of Ferrari. Isn't it a bit political incorrect these days? As production is limited to 599 units - and all have been sold out to loyal customers before announcement - Ferrari said its impact to emission is very limited. Predictably, it is very very expensive, priced at 2 million euros before tax. Perhaps this is the only way to sustain the line of combustion V12 in the coming years.



The SP3 is built on the carbon-fiber tub of LaFerrari Aperta, or at least modified from that one. Despite ditching electric motor and battery, it runs the same 2650 mm wheelbase, and its overall length is just 16mm shorter than that car. Like LaFerrari as well, the seats are moulded directly on the tub, so to fit the driver, the seats are tailored to their sizes, and pedal box is adjustable. This arrangement allows a lower seating position, which in turn lower the roof and cutting drag.

Speaking of drag, Ferrari said this is the most aerodynamic efficient design it has ever created for cars with passive aero. Yes, it does without any active aerodynamics aids, rare to Ferrari these days. Nevertheless, it is still able to produce 230 kg of  downforce at 124 mph.



The 6.5-liter V12 is the same as that of 812 Competizione, except turning to mid-engined and the resulting different intake and exhaust arrangement - the latter two lift its output slightly to 840 hp at 9250 rpm and 514 lbft at 7250 rpm. In other words, it becomes the most powerful Ferrari V12 ever. Gearbox is 7-speed DCT. Weight is distributed 44% front and 56% rear in tipical mid-engined supercar fashion.

Unfortunately, the SP3 is neither as light nor as quick as we would hope for. It weighs 1485 kg dry, 230 kg more than LaFerrari even though it has no battery and motor! It is only 2kg less than the 812 Competizione, even though all the chassis and bodywork are either carbon-fiber or composites like Kevlar. More disappointing still, even though it has more weight acting on the rear axle, Ferrari claims the same 0-62 mph time of 2.85 seconds as 812 Competizione, while 0-124 mph sprint is merely a tenth quicker at 7.4 seconds. Top speed, yes, is quoted at the same 211 mph-plus, so what's the point of paying an extra 1.5 million euros for this car?



You pay the extra because it is an Icona line, whose styling is said to be inspired by the classic 330 P4 race car. Frankly, I don't see the visual link.



If you talk about a barchetta with wraparound windscreen and moulded seats, Pininfarina's Ferrari Mythos concept might be its ancestor.

It is getting more and more likely that the next generation Porsche 718 will be converted to electric power. That is why the company's GT department has taken the last chance to create the ultimate 718: Cayman GT4 RS. This car is not just a GT4 added with racy wings and rock-hard suspension, but it is a range-topping Cayman we have been always dreaming of: a car no longer held back to avoid stealing sales from 911 GT3 or GT3 RS. It is the best the GT department can do with existing parts bin.

The biggest news is the adoption of the latest GT3 engine - yes, that 9000 rpm motor! Although the longer exhaust on the mid-engined machine knocks back its output a little, it still produces 500 horsepower at 8400 rpm and 332 pound-foot of torque at 6750 rpm. That's just 10hp and 15 lbft shy of the GT3. Moreover, the GT4 RS is 20kg lighter than the GT3, that's why it takes an identical 3.3 seconds to go from 0-60 mph. 0-100 mph and 0-124 mph take 7.1 and 10.9 seconds, respectively, while top speed is just 2 mph below its bigger brother, at 196 mph. All these figures are associated with 7-speed PDK gearbox, because manual transmission won't be offered.



As for Nurburgring lap time, it is equally outstanding. It lapped the old 20.6km course in 7:04.5, 23.6 seconds less than the Cayman GT4. The new layout of 20.8km was done in 7:09.3. Porsche did not mention on what tires these lap times were achieved though.

The racing-inspired aerodynamic package of GT4 RS includes a larger front splitter and swan-necked rear wing, both are manually adjustable for track use. As in the GT3, the swan-necked rear wing leaves a smooth underside to enhance downforce. Porsche said in maximum angle, the car produces 25 percent more downforce than the GT4. Other aero modifications include the lourvered vents on front fenders and a pair of NACA ducts on front bonnet for cooling the brakes. At the sides, the rear quarter windows are replaced with an extra intake for engine breathing, leaving the existing side intakes for purely engine cooling. According to Porsche, these extra inakes create more noises to thrill the driver, too.



At 1415kg DIN, the GT4 RS is 35kg lighter than the GT4 equipped with PDK gearbox. Weight reduction is achieved with carbon-fiber bonnet, front fenders, rear wing and racing buckets, lighter rear glass screen, reduced sound insulation, lightweight carpets, fabric door pulls and single-lock aluminum wheels (wheel and tire sizes are unchanged from the GT4 though). Optional Weissach package adds titanium exhaust and roll cage, but PCCB brakes and magnesium wheels (which cut 10kg) are another cost options. The standard brakes are composites (steel discs with aluminum bells). Compared with GT4, the front brakes have been enlarged from 380 to 408mm, clamped with 6-piston calipers.

The suspension of GT4 already got 30mm lower ride height and rigid ball joints for some attachment points, but the RS spec. suspension turns all points to ball joints and added helper springs front and rear. Its ride height, camber, track width and anti-roll bars are all adjustable for track use. A 30mm front axle lift mechanism is added for the first time. PASM adaptive dampers are standard.



Another thing the RS has improved on the GT4 is gearbox. While the GT4 is criticised for having too long gearing, especially manual, the 7-speed PDK box on RS has shortened the ratios. Top speed is now reached at top gear.

The differential remains to be a mechanical type, as there is no space to fit an active differential. Torque vectoring is still managed by brakes.

A lot faster, louder, sharper to drive and more capable on track, so what is not to like? This is the first entry-level Porsche sports car associated with a 6-figure price tag. It starts at £108,000, or £32K more than the GT4, even though a new GT3 will charge another £20K.