Brooke went berserk and attacked Katie after learning that RJ was injured because of Will B&B

The Five Porsche 911s That Defined My Career For forty years, I’ve been behind the wheel of the Porsche 911, testing them, pushing them, and invariably falling in love with them. It’s a car that has been continuously refined, but it has never lost its essential DNA. In a motoring world increasingly dominated by digital interfaces and automated driving, the 911 remains a visceral, analog experience. When I first drove a 911, I was comparing it to a contemporary Porsche 944 Turbo. In a straight line and on many roads, the 944 was faster, more compliant, and simpler to drive. But the 911 was the car I took home. It demanded respect and offered an emotional reward that the 944 couldn’t match. “The gloriously imperfect 911 Carrera is a sports car of a different age and reflects different values,” I wrote back then. “It’s not tailored to meet the needs of most drivers. It demands understanding and respect. That’s why I’d take it home.” Forty years later, I’m still buying 911s. With the exception of the 964, which I thought was nearing the end of the line for the 911 concept, Porsche has managed to evolve its icon without losing what makes it special. It has been an extraordinary journey, and of all the 911 models I’ve driven, a few stand out above the rest. These are the cars that have defined my career and that I still remember vividly today. The Original 911 Turbo (930) When I first drove a 3.0-liter Carrera, the original Porsche 911 Turbo was the stuff of legend among veteran road testers. They spoke of it with awe, a car that demanded absolute respect. Its binary boost system made the traditional 911 tightrope walk between corner-entry understeer and corner-exit oversteer an act that required quick hands and nerves of steel. It was a car that did not forgive mistakes. It took me 35 years to get behind the wheel of an original 911 Turbo. The car I tested was one of the first 30 production Turbos ever built, now part of Porsche’s legendary classic fleet. I started very cautiously, knowing its fearsome reputation, playing with the throttle and watching the tachometer. The engine was surprisingly tractable, settling down to a smooth purr at 2,000 rpm in top gear, cruising at 45 mph. But once the engine hit 3,500 rpm, the turbocharger huffed 0.8 bar into the intake, and the acceleration surge was noticeable. It wasn’t the sledgehammer blow I expected, but the surge of power was still addictive. The trick to driving the original 911 Turbo smoothly and quickly is to keep the 3.0-liter flat-six spinning at 4,000 rpm or higher. This keeps the turbocharger energized. Yes, there is turbo lag—noticeable by modern standards—but it is manageable. Despite its age, this 911 remains impressively fast on the road. First gear reaches 50 mph, second hits 90 mph, and third tops out at nearly 130 mph. This means you can destroy a winding two-lane road using only second and third gears. And while the 3.0-liter makes only 256 hp, it weighs just 2,513 pounds, allowing it to carve through corners with precision. Half a century ago, its performance was otherworldly. The original 911 Turbo is a driver’s car for those who want to feel the raw power of a turbocharged engine. The 993 Generation Porsche 911 For Porsche purists, the 993 is the last of the line, the last true 911. It’s the 911 that demands your full attention, where your knuckles brush the dashboard, and you hear the metallic clatter of the air-cooled flat-six behind you. But when I first drove it in 1994, the 993 was the 911 of the future, the one that was ready to argue with the laws of physics. The front end still demanded precision on corner entry, and the rear end still danced over bumps, but the two ends had found harmony. The 993 still drove like a 911, but within a much wider margin of error. The engineering behind this shift was a new rear suspension. Porsche replaced the old semi-trailing arms with a multilink setup that allowed a slight initial toe-out on corner entry and then progressive toe-in as lateral loads increased. This dramatically reduced the camber change that had been the Achilles’ heel of 911s since 1963. The steering was quicker too, at 2.5 turns lock-to-lock, making the front end feel more decisive. And then there was the new six-speed manual transmission, which helped the 3.6-liter flat-six work its magic. Lighter internals, a new Bosch Motronic 2.0 engine management system, and a new dual exhaust gave the engine more punch, reaching its 268-hp peak at 6,100 rpm. Compared to the 964 it replaced, the 993 was a revelation. It wasn’t just the engineering; it was the design. Ulrich Bez, later head of Aston Martin, led the engineering, while design chief Harm Lagaay oversaw the exterior redesign. Lagaay fixed the visual issues he saw in the 964, which he thought was too tall at the front and too pulled down at the rear. The interior was cleaner and more logical. The 993 was faster and more forgiving than ever, but it was also more desirable. It was the perfect combination of classic 911 feel and modern engineering, a car that many still believe is the purest expression of the 911 legend. The 996 Generation Porsche 911 At the time, it was heresy. Porsche’s decision to switch to a water-cooled flat-six in the 996-series 911 was, for many purists, the automotive equivalent of Bob Dylan switching to electric guitar at the 1965 Newport Folk Festival. But the 996, the first ground-up redesign of Porsche’s indefatigable sports car in 34 years, was a hero car to me. It was the 911 that saved Porsche. Engineered and developed under the direction of Porsche R&D chief Horst Marchart, the 996 was a brilliant piece of engineering. Not least because it shared 38 percent of its components with the new, less expensive mid-engine roadster that would become known as the Boxster. Iconoclastic Porsche boss Wendelin Wiedeking knew the Boxster was essential to keep dealers busy when the aging 928 and 968 models were discontinued. “We did two cars for the price of one-and-a-half,” design chief Harm Lagaay said with a smile after the company unveiled the 996. While the media focused on its relationship with the Boxster and the water-cooled engine, the 996’s real legacy runs much deeper. In 1994, it took 130 hours to build a 993-series 911; the 996 took just 60 hours to build. The modern 911 had arrived: roomier and equipped with all the features expected of a late 20th-century sports car, yet still recognizably a 911. Most importantly, it still drove like a 911—only better. Yes, there was a new veneer of sophistication, but the 996 retained the delicious tactility and urgent response that had made the 911 a sports car like no other. Along with the original Boxster, the 996 saved Porsche from extinction. The 991.2 Generation Porsche 911 Carrera Of all the 911s I’ve driven, it was a base 991.2 Carrera that truly stole my heart. Judging by the feedback from colleagues who drove it at the time, it stole everyone else’s too. Most press fleets are stacked with high-spec vehicles loaded with options, presumably because PR departments think we’re impressed by such things. So Porsche Cars North America’s decision to include a base 911 Carrera among the new 991.2 models for our 2017 MotorTrend Car of the Year testing seemed brave. In truth, though, it was an inspired move. The 991.2 debuted a new 3.4-liter turbocharged engine, available with 370 hp in the base Carrera or 420 hp in the Carrera S. Even in 370-hp trim, it delivered a broad band of torque and impressive fuel efficiency. This Carrera showed that even with the base wheel and tire combination, the chassis was staggeringly communicative and adjustable. Visually, the 991.2 was a mild refresh of the larger, skillfully reproportioned 991.1, a superbly executed interpretation of classic 911 themes—modern and beautiful. The interior featured a new infotainment interface that looked great and worked