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"In the marketing materials, Porsche claims the 4.0&amp;#039;s standard center-lock wheel arrangement reduces unsprung weight. According to my scale, that&amp;#039;s not necessarily true. Even if it was, the whole system is a huge pain to deal with\u2014you need to buy a special geared tool to amplify the torque to the 440 lb-ft (!) required for each wheel&amp;#039;s single nut, and the process of tightening-loosening-tightening is a huge production. The torque is so great that it requires the help of a second person to hit the brakes so the front wheel doesn&amp;#039;t spin when you wrench on it, and my wife usually has better things to do. Always one to look for the elegant (and lightweight) solution, I swapped the whole deal for old-school, five-lug hubs. The change was relatively straightforward; new hubs from a 2007\u20132008 GT3 and new wheel bearings ($1700), plus labor ($1700). I also had to buy new wheels ($3500), but selling the old ones ($3000) helped defray some of that cost. Now the car is on Forgeline GA1R wheels with Michelin Pilot Super Sport tires. A second set of GA1Rs is wrapped in Hoosier race rubber for the track. They may not be as visually appealing to a certain crowd, but they&amp;#039;re a heck of a lot easier to live with. Just ask my wife. 2011 Porsche 911 GT3 RS 4.0 Vital Stats  Base Price: $187,650; as tested $197,190 Powertrain: 4.0-liter H-6, 500 hp, 339 lb-ft; RWD, 6-speed manual  "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.roadandtrack.com/new-cars/road-tests/reviews/a4948/boot-long-term-tests-long-term-update-2011-porsche-911-gt3-rs-40-65-2-roa0913/>