Third Generation 2012 Ruf CTR3 Delivers 750hp and a New Body Style
For decades, Ruf has been taking Porsches well beyond their intended performance levels while still maintaining the same level of mechanical and visual cohesiveness and refinement. Ruf transforms these Porsches so extensively, in fact, using so many of their own components, that the German government classifies Ruf as a full-fledged manufacturer. Not every tuner can say that.
But for the last four years, Ruf has also been building its own supercar, the CTR3. While the overall design differs significantly from that of any production Porsche, its roots are still easy to spot. It was also the first model in the CTR lineage to utilize a mid-engine rather than rear-engine layout. Nevertheless, the supercar game has changed a lot since 2007, so Ruf has sent the 2012 CTR3 back to the gym.
While the new CTR3 might look a lot like the old one, there are some significant differences. The wheelbase has actually been stretched slightly to improve stability, and details like the air vents and the front and rear fascias have been reshaped to boost functionality.
However, the visible tweaks pale in comparison to the invisible tweaks, namely the ones inside the engine. The Porsche-sourced 3.8L twin-turbo flat-six now makes 750hp and 708 lb.-ft of torque, increases of 59 and 51, respectively, over the outgoing CTR3. All that Kraft is still transferred to the rear wheels through a transversely-mounted 6-speed sequential manual transmission, but Ruf says the gearing limits the car to “only” 236 mph, an increase of but one mile-per-hour compared to 2011-and-earlier CTR3s. The dash from a dead stop to 62 mph should take 3.2 seconds.
As before, buyers will be able to pick out the interior colors and trim sophistication, whether they want a stripped-out echo chamber, a snazzy leather-and-Alcantara-drenched rumpus room, or anything in between. Of course, if they’re shelling out more than half a million bucks (based on the old CTR3; pricing for the ’12 model hasn’t been announced), there almost have to be some personalization options available. After all, if you’re going to eschew the ubiquitous-as-belly-buttons (comparatively speaking) Ferraris, Lamborghinis and other “typical” exotics, why not go all the way and get something that’s literally one-of-a-kind?