2010 Porsche 911 Expert Review:Autoblog
The Porsche 911 Sport Classic, introduced late last year, never made it into North American showrooms. The Feds wanted it certified, and with a production run of just a couple hundred units, the German automaker couldn't accomplish the task in a financially feasible manner. That's a cryin' shame, as the gray 911 sporting retro-styled Fuchs wheels and a ducktail is likely one of the best street vehicles to ever come out of Stuttgart.
As good fortune would have it, we crossed paths with a 911 Sport Classic factory prototype in France at the 2010 Le Mans Classic earlier this month. Not only were we able to spend three days with the ultra-limited-edition Porsche, but we had the opportunity to take her out for several hot laps of the complete Le Mans circuit. What differentiates the Sport Classic from the Carrera S, and what's the story behind those retro-styled touches? How does the Sport Classic drive, and can it be compared to a track-ready GT3? Lastly, what's the justification for such a high sticker price? Find these answers, and more, after the jump.
Photos by Michael Harley / Copyright ©2010 AOL
When Porsche says "Limited Production," it means it. Compared to short run models from Mercedes-Benz (making a planned 1,200 SLS AMG models), Ferrari (assembling 599 copies of its new 599 GTO) and Bugatti (crafting about 500 copies of its Veyron supercar, including various boutique models), the 250 copies Porsche made of its 911 Sport Classic was just a token run. Nevertheless, exclusivity helps drive demand, and as Porsche expected, all models were sold as quickly as they were produced.
The 911 Sport Classic is based on the standard-production Porsche 911 Carrera S. However, there are several significant differences. Compared to the often brightly-colored Carrera S, all copies of the limited-production Sport Classic wear the identical drab gray paint (appropriately named "Sport Classic Grey") with very discreet twin racing stripes running up and over the length of the bodyshell. The front fascia of the Sports Classic is capped with a "SportDesign" (Porsche's in-house customizing department) lower front splitter, and there are custom black-painted surrounds circling the standard bi-xenon headlights that are reminiscent of those found on the 1974 911 Turbo RSR. Black is also the standard paint treatment for the intake grids, mirror triangles and the lower sections of the mirror base. Look a bit more carefully up top, and you will also notice the subtle double-dome roof (mirroring the roof contours of the 911 Panamericana show car and the roofline of the Carrera GT).
For the most part, the bodywork is standard 911 Carrera S, except the 911 Sport Classic wears the aggressive "Turbo" fender flares (1.73-inch wider in the rear) and a wider rear track (pushed outward another 1.34-inch from stock). The rear bumper takes its styling cues from the GT3, but sports a single, perfectly round polished sport exhaust tip under each tail lamp. Of course, it is hard to miss that retro-cool fixed "ducktail" spoiler (originally featured on the legendary 1973 Carrera RS 2.7) replacing the pop-up on the standard Carrera models. The rear decklid gains "Sport Classic" script and a small "Exclusive" placard is adhered to front right quarter panel.
The retro-styled 19-inch Fuchs rims (a design first introduced on the 911 back in 1969) wear 235/35ZR19 rubber up front and 305/30ZR19 on the rear – the same stock size as the GT3. Unlike the original forged Fuchs wheels, today's variants are cast aluminum alloy. Hidden within their five wide black blades is Porsche's upgraded Ceramic Composite Ceramic Brake (PCCB) package as standard equipment.
The 911 Sport Classic was not intended to be a lightweight track model, as it is laden with a long list of standard equipment (including power accessories, the Bose audio upgrade and touchscreen navigation system). Nevertheless, Porsche swapped the steel door panels with aluminum-skinned units to save a few extra pounds. As it sits, the curb weight of the Sport Classic is 3,141 pounds, which is nearly identical to the standard Carrera S.
Motivation for the Sport Classic comes in the form of Porsche's familiar 3.8-liter direct-injected flat-six. While it is also shared with the Carrera S (where it makes 385 horsepower), the Sport Classic is fitted with the optional engine "Powerkit" as standard equipment. In addition to updated engine management software, the expensive option delivers a carbon fiber air filter casing, variable double-resonance intake manifold, modified cylinder heads and a sport exhaust system with the aforementioned special tailpipes. The result is 408 horsepower (at 7,300 rpm) and 310 pound-feet of torque (at 4,200 rpm) with the redline set at 7,500 rpm. Power is sent to the mechanical limited-slip rear differential through a standard six-speed manual gearbox. As far as performance numbers go, Porsche conservatively says the 911 Sport Classic will hit 62 mph in 4.6 seconds and 124 mph in 14.8 seconds. The drag-limited top speed is 187 mph.
The interior of the 911 Sport Classic is as unique as its exterior. All Porsche models are offered with customized "Porsche Exclusive" components, but the Sport Classic takes it over the top. Look past the overwhelming use of the dark brown color palette (Porsche calls it "Espresso Nature") and you'll find some unique and classy touches more timeless than today's overused hard-surface carbon fiber panels.
The striking upholstery in the middle of the seat cushions, seat backs and door panels is something we've never come across. Porsche calls it "woven leather" and defines it is a "special material woven out of strips of leather and yarn strengthened by a lining at the bottom." This derrière suggests that it is durable, comfortable and breathes nicely. The contrasting piping on the seats is light gray, with the same off-color thread used to contrast the Espresso leather sport steering wheel and the leather on the upper dashboard.
In addition to the Alcantara headliner and soft leather covering the dashboard, seats and center console, the special Porsche Exclusive full leather package even includes air vent louvers covered in ultra-thin leather. As finishing touches, unique 911 Sport Classic graphics adorn the face of the tachometer, a numbered plaque is adhered to the dashboard and the gearshift and handbrake are smooth polished aluminum with leather inserts.
As mentioned, the production run of 911 Sport Classics was limited to just 250 copies. While Porsche never priced it for the North American market, the sticker in Europe was a steep €169,300 – nearly $220,000 – and only slightly less than the cost of acquiring the range-topping turbocharged Porsche GT2 on the same continent.
Porsche's 911 Sport Classic was rare, unique and very, very expensive.
Regardless, after debuting at the Frankfurt Motor Show last fall, all 250 copies were quickly spoken for. The 911 Sport Classic was gone...
Imagine my surprise – no, my absolute bewilderment – when I arrived in Paris earlier this month, en route to the Le Mans Classic, to find that a pristine example of this limited production Porsche was one of the cars at my disposal for a few days. Making things even more outlandish, the particular vehicle sitting in front of my eyes wasn't just any Sport Classic. Its badge "No. 000" meant this was a factory prototype with its final destination the Porsche Museum in Stuttgart. We were asked kindly not to bend it.
The first opportunity behind the wheel came the next morning, during hot laps on the famed 8.47-mile Le Mans Circuit de la Sarthe.
As expected, the driving position mirrored the Carrera S and there was plenty of room for my 6-foot 2-inch frame. The seats were European firm, well-bolstered, and very comfortable. Outward visibility was excellent. Like the pop-up spoiler on the standard Carrera, the fixed "ducktail" was barely visible from the cabin, standing in sharp contrast to the GT3's rear spoiler that dominates – and obstructs – the rearward view.
With a twist of the left-mounted key (Porsche doesn't believe in pushbutton starts, as it takes away from the viscera of the start-up process), the 3.8-liter flat-six spun over and settled to a very smooth growl. To make the car quicker, Porsche could have bolted its dual-clutch PDK transmission to the engine, but we're thankful the company chose driver involvement over speed and made its nearly flawless six-speed manual gearbox standard equipment.
Pulling onto the circuit with a slew of other aggressively-driven Porsche Club cars, I took a few moments to build a gap as we rounded Dunlop Curve and the Chicane. With both windows down, the exhaust sounded fantastic as I deliberately kept the engine spinning around 4,000 rpm. There remains plenty of torque down low, and stabs of the throttle were met with firm pushes in my lower back as the twin exhaust pipes bellowed from behind.
Porsche Active Suspension Management (PASM) is standard on the 911 Sport Classic. In addition to lowering the ride height by 20 millimeters (.79 inches), the electronic damping control system continuously alters the suspension settings to maintain a near-perfect contact patch at all four corners. Set to "Sport," for the firmest ride, the Sport Classic felt perfectly balanced and as forgiving as your third-grade Sunday school teacher – there is no reminder that the engine is hanging out behind the rear wheels.
The Sport Classic's obedient mannerisms were appreciated as I made my way through the Esses and around Tetre Rouge. The cluster of cars around me sped up and down wildly, so most of my footwork was split between stabbing the brakes and pounding the throttle to avoid scraping paint. As the track opened to the Mulsanne Straight, I accelerated hard in an attempt to leave everyone behind. A few Porsche Turbos predictably scooted by, but the Sport Classic held its position surprisingly well. Foot buried, the speedometer indicated 253 km/h (151 mph) before I braked far too late for the right turn into the straight's slowing chicane. Credit the ceramic brakes, a rear weight bias and the wide, sticky Potenza RE050 tires for bleeding down the speed (and preventing the Sport Classic from inadvertently mating with a mid-90s 993). Even unsettled under ABS-assisted braking, turn-in remained drama-free.
Stuck in another cluster of cars out of the chicane, I got back on the throttle moving through the inconsistent pack. Holding the inside line on the Mulsanne corner at only moderate speeds, the Sport Classic obediently obeyed all commands. Short bursts of speed to 130 km/h (80 mph) were frustratingly met by more traffic-induced hard braking, so I let some of the other cars pass to clear my shot at the upcoming Porsche Curves and Ford Chicanes. Tossing the car back and forth through these twists only served to reinforce my positive impressions about the Porsche's balance.
However, don't let its race-ready good looks fool you – the sport 911 Sport Classic is no GT3.
The GT3 is a track-bred scalpel with very few compromises. Its aerodynamics limit visibility and its sharp handling comes at the expense of ride (which is sometimes busy and harsh on the street), but it takes no prisoners on the circuit. The 911 Sport Classic is a mildly-tuned Carrera S. With the exception of a widened track and a bigger contact patch, the suspension is basically identical to its mass-produced sibling.
After a couple full laps, it was time to come back and park in the Porsche Club corral. Sitting stationary next to a red Carrera GT and a black 959, the Sport Classic had a magnetic effect on passersby. With fingers pointing and cameras aimed, they were drawn to the gray Porsche like gnats to a spotlight. Europeans recognized the car – an occurrence that would repeat itself often over the next couple days.
Running the full Le Mans circuit in a 911 Sport Classic was unforgettable, but the real eye-opener occurred on the public roads. The Carrera S is a fine automobile, yet the subtle mechanical upgrades found on this very low production model (especially the sport exhaust) completely transform its character from exciting to exhilarating. It's a mathematically perfect equation of wheelbase, curb weight, horsepower, torque, transmission gearing, contact patch, ride comfort and driving position. In terms of sheer driving enjoyment, it could be the best street car on the planet.
But it does come at a cost. The original sticker price of this limited edition 911 was absurd, especially when you consider that Porsche offered a handful of cars with much more performance that were significantly less expensive. Yet this car has absolutely nothing to do with logic or rationality.
The Porsche 911 Sport Classic is all about emotion.
Step over the illuminated door sills and you are taken back to a time when the mechanical movement of a transmission, the exhaust note of a flat-six at full song, a perfectly modulated brake pedal and uncompromised steering took precedence over amenities and technology. The classic double-bubble roof, ducktail spoiler, Fuchs wheels and woven seat fabrics are all necessary to reinforce the sensations on the left side of the brain and complete the creative and elaborate retrospective fabrication.
The lucky few who were fortunate enough to put a Porsche 911 Sport Classic in their garage didn't stumble over the price – they seldom do. Instead, they were drawn in by the vehicle's bloodline and exclusivity, and taken by the joy they experienced each time their left hand turned the key. We can hardly blame them.
Photos by Michael Harley / Copyright ©2010 AOL
New Car Test Drive
New Turbo, new GT3.
The Porsche 911 combines driving excitement with everyday comfort. It's our top choice for enthusiasts who want a high-performance sports car for daily driving. The latest-generation model, designated 997, is the best ever. It was launched for the 2005 model year, and the engines have been upgraded over the past two model years. Internally, Porsche calls the current model the 997, version 2.
For 2009, the Carrera and Carrera S models received revised engines and a new dual-clutch automated manual transmission called the PDK, or Porsche Doppel Kupplungsgetreibe. For 2010, it's the 911 Turbo's turn. Also new for 2010 is the latest-generation of the high-performance 911 GT3, now with more power and an even racier GT3 RS variant. New for 2010 are steering wheel shift paddles for the PDK, an improvement over the old buttons.
The 2010 Porsche 911 Turbo exchanges a 3.6-liter engine for a 3.8, now with direct injection and 500 horsepower, 20 more than 2009. The exterior of the Turbo is slightly modified for 2010 with new mirrors, bi-xenon headlights and LED taillights. New options include active engine mounts and Porsche Torque Vectoring system that applies brakes to the inside wheel in turns.
The 2010 Porsche 911 lineup presents a wide range of models. Coupes and Cabriolets are available, along with a Targa. Base models are fast, S models are even faster, the GT3 faster still, and the Turbo is supercar quick. An ultra high-performance GT2 joins the lineup for 2011. Most models offer endless options. Just about every possible combination is available between coupe and Cabriolet, 3.6-liter and 3.8-liter engines, rear-wheel drive and all-wheel drive. You name it, they've got it, and we love all of them.
The Carrera coupe (sometimes called Carrera 2) is the base model, but owning one is hardly settling for second rate. It's a fantastic sports car, exceedingly enjoyable to drive, and quite comfortable. It is the classic 911. The Carrera 4 adds the traction and handling benefits of all-wheel drive and is loaded with active safety features; it's the best choice for rain and winter weather, an unbeatable foul weather car. Cabriolet versions put the wind in your hair and sun in your face. The Targa features a clever clear roof that slides back to provide a top-down feeling.
The Porsche 911 Turbo is one of the easiest supercars to live with in daily use. It's more user friendly than its competitors, from the Corvette ZR1 to the Ferrari F430 to the Lamborghini Gallardo. Getting in and out of it is relatively easy. It rides smoothly and comfortably by sports car standards. It's happy to putt around town all day at a Buick pace, particularly with the new PDK automated manual transmission. It's easy to drive, whether poking along in rush-hour traffic, streaking down a highway, charging up a mountain road, or working the tires and brakes on a racing circuit. It's neither fragile nor unreliable. Plus, it has a 500-horsepower, turbocharged engine in back. The all-wheel drive and the world's best, most sophisticated brakes make it easy to charge into corners. It really is a terrific car.
The GT3 is the choice for true performance enthusiasts as it sheds weight and is the liveliest 911. The GT3 RS is like this only a little more.
The Porsche 911 lineup starts with the Carrera coupe ($77,800) and Cabriolet ($88,800), which are powered by a 3.6-liter flat six-cylinder engine generating 345 horsepower and 288 pound-feet of torque. Standard equipment includes partial leather height-adjustable seats with power recliners, automatic climate control, interior air filter, tilt/telescoping leather-wrapped steering wheel, heated power mirrors, power windows, power locks with keyless remote, bi-xenon headlights with washers, 235-watt AM/FM/CD stereo, cruise control, universal garage door opener, on-board computer, outside temperature display, split-folding rear seat, rain-sensing wipers, theft deterrent system, rear fog lights, a speed-dependent retractable rear spoiler, and staggered, Z-rated 18-inch tires on alloy wheels. Coupes also get a sunroof, while Cabriolets add a wind blocker and a power convertible top.
The Carrera S ($88,800) and Carrera S Cabriolet ($99,800) are powered by a 3.8-liter six-cylinder, delivering 385 horsepower and 310 pound-feet of torque. Besides the bigger engine, the Carrera S gets the Porsche Active Suspension Management system (PASM) with adjustable dampers and a 10 mm lower ride height, 19-inch wheels and the wider fenders needed to accommodate them. All S models are offered with a 408-horspower version of the 3.8-liter engine ($16,900).
The Carrera 4 ($84,100) is equipped similarly to the rear-drive Carrera, but features all-wheel drive and a limited-slip differential. The same idea holds for the Carrera 4S ($95,100), Carrera 4 Cabriolet ($95,100), and Carrera 4S Cabriolet ($106,100).
The Carrera Targa 4 ($92,100) and Carrera Targa 4S ($103,100) are equipped similarly to the Carrera 4 and Carrera 4S, respectively, but they feature Porsche's unique roof system that provides occupants with a panoramic view even when the top is closed. The Targa's roof is made from two glass panels and extends across the full width and length of the passenger compartment. In other words, the entire roof is glass, and in combination with the windshield and side windows provides a panoramic vantage and protection from the elements.
The 911 Turbo ($132,800) and 911 Turbo Cabriolet ($143,800) get Porsche's race-bred, twin-turbocharged 3.8-liter engine producing 500 horsepower and 479 pound-feet of torque. The Turbos come with all-wheel drive, larger brakes, and P235/35ZR19 front and 305/30ZR19 rear tires. Standard equipment is upgraded to a full leather interior, memory for the front seats and mirrors, additional front seat power adjustments, aluminum interior trim, navigation system with 40-gigabyte hard drive, Bose-tuned stereo, and an auto-dimming rearview mirror. The optional Sport Chrono Package Plus ($3,830 with PDK, $3,470 with manual) increases maximum turbo boost and includes an analog and digital chronometer, a sport button for engine and suspension controls, and control over various personal preference settings. Ceramic brakes are optional ($8,840).
The 911 GT3 ($112,200) is a high-performance two-wheel-drive model offered as a coupe. It comes with a normally aspirated 435-hp version of the 3.8-liter flat six. To the Carrera S it adds a limited-slip differential, larger brakes, stiffer springs and anti-roll bars, leather and alcantara upholstery, leather and alcantara-wrapped steering wheel, and P235/35ZR19 front and 305/30ZR19 rear tires. The 911 GT3 RS ($132,200) is a GT3 in race specification, with a 450-hp 3.8-liter, shorter transmission ratios, upgraded body and suspension components, dynamic engine mounts, and a specially tuned version of the PASM active suspension. It weighs less and buyers can save another 22 pounds by opting for the lithium-ion battery.
A six-speed manual gearbox is standard on the 911; the PDK transmission ($4,080) is optional. PASM Porsche Active Suspension Management is available for non-S models ($1,990). A removable hardtop is available for the cabriolets ($3,490).
Options include full-leather upholstery ($1,550), power adaptive sport seats, Bose sound system ($1,440). Also offered are a limited-slip differential ($950), sport exhaust system ($2,810), rear park assist ($530), navigation system with hard drive ($2,110), voice recognition ($595), heated front seats ($510), ventilated front seats ($800), auto-dimming rearview mirror ($420), heated steering wheel ($210), XM satellite radio ($750), Universal Audio Interface for iPods and memory sticks ($440), Bluetooth wireless cell phone link ($695), six-disc CD changer ($650), sport shifter ($795), steering-linked adaptive headlights ($690), 19-inch wheels and tires ($1,550), and Sport Chrono Package. Porsche maintains its long tradition of factory customization, with options that cover colors and materials for virtually every part or surface inside the car. And if there's not an existing option, Porsche will likely go off the card, for a price.
Safety features on all models include Porsche Stability Management (PSM), an electronic stability control and traction control system that helps a driver maintain control in the event of a skid. Dual front airbags, front side airbags, and antilock brakes come standard, along with a tire-pressure monitoring system. Coupes also get curtain side airbags, while Cabriolets add pop-up automatic roll bars. All-wheel drive enhances stability in adverse conditions.
The latest generation of the Porsche 911 looks conspicuously similar to the original 1964 model, maintaining the classis profile that has landed it in art museums and design school lecture halls. For Porsche, the 911's heritage can be a double-edged sword. Leave the car alone, and it might be perceived as dated. Change the car too drastically, and it might alienate hard-core loyalists, many of whom form the core group of 911 buyers. Porsche has been able to strike that balance and all of the variants are terrific-looking sports cars.
The front end features the classic low, rounded look that lacks an upper grille but features three lower air intakes. The headlights, which are bi-xenons, retain the classic round shape. They sit upright in the front fenders, and they help to distinguish the 911 from the Boxster and Cayman. A row of LED auxiliary lights is lined up beneath the headlights in place of fog lights. In part because there is no engine up front, the hood sits lower than the rounded fenders.
From the rear, curvy fenders and wheel arches extend from the side of the car like the haunches of a predatory animal, housing extra-wide rear wheels. Carrera 4 models get even wider rear rubber, and their fenders are correspondingly 1.75 inches wider than their rear-drive siblings. This staggered setup helps the 911's rear tires turn its horsepower into quicker acceleration and balances tire grip front and rear for high g-force turning. All 911s have wheels at least 18 inches in diameter, and all are equipped with Z-rated tires, the highest speed rating available for street use.
The current styling sacrifices some of the beauty of the 1999-2004 models in favor of more visual belligerence. Yet very little at Porsche is done strictly for the sake of appearance. The current 911 is slightly longer and taller than the previous-generation, pre-2005 version. The track (the distance between the outside edges of the tires on each axle) and overall width have increased, and this wider stance improves the 911's lateral stability during quick, sharp directional changes. Today's 911 makes liberal use of aluminum body parts to offset the weight of active suspension, curtain airbags and other upgrades, and the chassis is more rigid than that of pre-2005 models.
The 997-generation Turbo has a wider rear track and a wider body than that of the 996-generation. The 911 Turbo features a prominent rear wing that generates lots of downforce to help keep the rear tires glued to the pavement in high-speed sweeping turns, especially important in the rain. A minimum of drag helps the Turbo achieve its top speed of 194 mph, though we have not personally verified this claim. New features include titanium-coloured louvers in the side air intakes, a new mirror design, and the aforementioned LED daytime driving lights.
Cabriolet models feature power soft tops that open in just 20 seconds. They can be operated at up to 30 mph, a feature we love. Safety is enhanced by strong steel tubes in the A-pillars, and supplemental safety bars behind the rear seats that automatically deploy in the event of a rollover. The Cabriolets present a unique appearance. Top up, they exhibit a profile similar to the coupes. Top down, the rear end looks heavy, but you'll forgive that as soon as you get in, stomp on the gas and hear that powerful six-cylinder wailing to redline.
Aerodynamics were an important consideration in the design of all 911 models. The side mirrors are designed to direct air along the sides of the car toward the automatically deploying rear spoiler, sweeping the side windows clean in the process. Air is largely kept from going underneath the car and carefully managed over the top and at the rear. Lift is minimized to keep the 911 glued to the road. The wheel arches are flared in a fashion that guides air around the tires (one of the biggest sources of drag on an automobile). Brake spoilers guide more air toward the rotors and brake assemblies, reducing temperatures by nearly 10 percent, according to Porsche, which means more effective braking under extreme conditions. The drag coefficient for the Carrera is 0.29 Cd. Less air resistance means improved fuel economy and less wind noise.
The GT3 is lowered by 1.2 inches. The lower ride height could lead to some scrapping problems, so Porsche offers an on-board air compressor that lifts the front end 30 mm to clear obstacles, very handy around town. The GT3 fascia is unique and subtly distinctive, with larger air intakes, and a thin strip with a mesh grille that sits above the front bumper. The rear bumper features a three-piece mesh-filled horizontal strip that reflects the front, as well as two vertical vents, also with mesh, located outboard. The rear end also features a tall fixed spoiler and two ram-air scoops on the decklid. In true race car fashion, the GT3 uses center lock wheels with just one nut.
The GT3 RS is even crazier, with a wider front and rear track and wider fenders to match. The front features nine-inch wide wheels and the rear has 12-inch wheels with massive 325/30ZR19 rubber. Underneath, the GT3 RS has a titanium exhaust system, and at the rear it features a race-inspired carbon fiber wing. Unique paint also sets the GT3 RS apart. It comes in Carrera White, Aqua Blue Metallic or Grey Black, each with either Guards Red or White Gold Metallic accent colors and graphics.
The Porsche 911 cockpit is a place designed for serious driving. The seating position is perfect for most enthusiast drivers. It offers outstanding visibility in all directions, particularly when compared with other high-performance sports cars. The Carrera is a truly comfortable car for traveling long distances. The ignition key is located on the dash to the left of the steering wheel, as it was on Porsche's LeMans race cars.
The three-spoke steering wheel is wrapped in leather and is thicker and grippier than ever. It adjusts up and down and fore and aft manually. The steering wheel's core structure is an expensive magnesium alloy, which saves weight. Controls on the steering wheel hub operate elements of the Porsche Communication Management system, which incorporates the audio and navigation systems and the optional telephone. New for 2010 are steering wheel shift paddles instead of buttons. They cost extra but most owners will prefer them over the odd buttons that Porsche has used for too long.
The front seat of the Carrera is fairly roomy, making it comfortable for larger drivers. The seats may be a bit stiff for some tastes, but they have just the right amount of bolstering: enough to keep you in place but not so much that wider drivers are pinched. The seats are mounted low to the floor, creating good headroom and a sporty driving position.
Most of the gauges are large and easy to read, but reading the offset and sparsely marked speedometer can be tough, especially when going fast. The dash vents are large, and the air conditioning worked well during some hot lapping at Miller Motorsports Park near Salt Lake City, Utah. The climate controls are located in the center stack.
The Porsche Communications Management (PCM) system, which incorporates all audio, navigation and communications functions, comes with a 6.5-inch touchscreen. To ease communications, Porsche includes SIM card slot and offers Bluetooth connectivity. A Universal Audio Interface has three audio ports in the center console to operate iPods, MP3 players or memory sticks. iPods and memory sticks can be controlled through PCM. We found the position of the USB port to be hard to reach, but the iPod and USB interface was very easy to use.
The Turbo is the most luxurious of the 911s. It comes with full leather upholstery that covers the seats completely in leather, and adds it to the dashboard, center console and just about everywhere else you can look or touch. With standard features like a navigation system with a 40-gigabyte hard drive, memory for the seats and mirrors, an auto-dimming rearview mirror, additional front seat power adjustments, and Bose audio, buyers will be perfectly comfortable while piloting their full-on sports cars.
The Sport Chrono Package Plus features a jewel-like chronograph sprouting from the center of the dash that gets input from many sources. Start or stop the chronograph with a one of the steering wheel stalks, and it will display acceleration or lap times. A history of recorded times can be displayed on the navigation system screen for comparison. The Sport Chrono Package Plus also comes with a Sport button that adjusts electronic controls for the throttle and anti-skid system. Throttle mapping switches to a more aggressive mode (meaning more gas for a given amount of pedal application), and the anti-skid electronics give a driver more room to break traction. The Sport Plus button activates even more aggressive throttle and transmission settings, and a race-ready mode for the anti-skid system. Is Sport Chrono a gimmick? Maybe, but it would be handy for lapping at a Porsche club event, and the Sport modes make the cars much more suited to track driving. Do you need it? Probably not. Will it add to the fun? Probably. It's hard to make these decisions when you're standing in the candy store.
The Bose audio package is above average, though most high-end cars offer more modern and more powerful optional systems. Still, we thought it sounded good with the top down at highway speeds.
The glove box includes storage slots for pens and couple of CDs, while the shallow center console has a change holder and a 12-volt power point. A pair of cupholders sprout from the dash.
The Targa offers a clear roof that slides back inside the rear of the car with the press of a button, giving the driver a superb top-down experience. With the roof closed, the driver has a choice of tinted glass or a mesh lining to deflect the sunlight. We'd prefer a solid cover, however, because the mesh wasn't heavy enough to block out the sun on bright days. The Targa's neat, but we prefer the coupe.
The 911 isn't practical for more than two passengers. The back seats are not really habitable. While we were able to stick one 5-foot, 7-inch adult male back there with a shorter female up front, the complaining would grow weary if this were a regular thing. With the rear seats folded, there's room for a load of groceries and you can lay the dry cleaning back there, so the 911 beats many sports cars in its ability to run daily errands.
There's not much luggage space for two people going on a long trip, however, so you have to pack light. Nor will you want to use your 911 to pick someone up at the airport unless they are traveling very light. The storage area under the hood will hold a couple of duffel bags, but the Corvette coupe hatchback will hold more. Porsche offers a truly useful roof transport system that allows 911 coupes to carry bulkier items, but luggage on the roof of a 911 screaming past ruins the picture. Besides, who wants to take time to strap suitcases on top of a car? It's preferable to have a bigger car to perform these duties.
Driving a Porsche 911 is a thrill. That goes for every model, Carrera to Turbo to GT3. Balance and overall performance is extraordinary. All variants accelerate with the verve of a motorbike and turn or stop on a dime. Yet all can behave in smooth, civilized fashion for the more mundane demands of daily motoring. The 911 is easy to drive. The Turbo is docile on the street, though heavy acceleration turns it into a beast. The Carrera and Carrera 4 are powered by Porsche's 3.6-liter, horizontally opposed six-cylinder, otherwise known as the boxer engine for the way its pistons punch outward. In 2009, Porsche simplified the engine design with 40-percent fewer moving parts, which translates to better reliability. This engine employs the latest materials technology, a race-car style dry sump lubrication system, direct injection, and a refined version of Porsche's VarioCam variable valve timing. Horsepower peaks at 345 hp at 6500 rpm, while peak torque is 288 pound-feet at 4400 rpm. Porsche claims 0-60 mph acceleration performance of 4.5 seconds with the PDK transmission, and 4.7 seconds with the manual gearbox. Needless to say, your average, everyday Carrera is a very quick car.
Which transmission? The optional seven-speed PDK automated manual transmission is the choice for those who want ultimate performance and improved fuel economy. The PDK uses two clutches, one to hold the current gear and one to ready the next gear. Shifts are immediate with no loss of tractive power. The PDK can be used like an automatic, or shifts can be performed manually through a pair of steering wheel buttons (pull up to downshift and push down to shift up), or the new paddle shifters (left to downshift, right to upshift). EPA fuel economy numbers are 18/25 mpg City/Highway with the manual transmission, and 19/27 mpg with the PDK.
The PDK's automatic setting makes the car easier to manage in stop-and-go traffic. Hit the back roads, put it in Sport mode and it holds gears longer for aggressive driving. Hit the Sport Plus button and the PDK becomes a full-on race transmission, holding the lowest gear possible. It performs abruptly in this mode, slamming into each gear like Patrick Long at Sebring. We drove a few 911s with PDKs on three different racetracks and found it was never in the wrong gear. The main caveat with PDK is price. It costs more than $4,000.
Purists might still prefer the interaction and feel of shifting a manual, and the Porsche six-speed is a good one. It's easy to shift, with fairly short throws. Blipping the throttle and downshifting in a 911 is an absolute joy. However, price and feel are really the only reasons to choose the manual, because the PDK outperforms it in just about every way. All that said, we'd choose the manual.
Carrera S models feature a bored-out version of the flat six that makes 385 hp at 6500 rpm and 310 pound-feet of torque at 4400 rpm. Fuel economy numbers are 18/25 mpg with the manual and 19/26 mpg with the PDK. Carrera S models have a bit more power across the rev range, but they're not decisively quicker. The bottom line is the Carrera S offers slightly quicker acceleration performance. For example, a Carrera achieves 0-60 mph in 4.7 seconds with the manual and 4.5 seconds with the PDK, while the Carrera S times are 4.5 seconds with the manual and 4.3 seconds with the PDK. Speed costs money. How fast do you want to go?
While acceleration performance is intoxicating, the real draw to the 911 engines lies in their tractability. Slam the 911's gas pedal down at any road or engine speed, and the response is immediate and enormous. Power is on tap in just about any situation. We wanted to floor it every time we tracked through a turn and let the engine wind to redline just to feel the acceleration and listen to the unmistakable rasp of the boxer engine. It is addictive.
In upgrading the Turbo's engine for 2010, Porsche increased the size from 3.6 to 3.8 liters, added direct injection, and lowered the turbo boost from 14.5 to 11.6 psi. In so doing, the engine has gained only 20 horsepower but become even more docile at low speeds. Previous versions suffered from some turbo lag that made it harder to modulate power. A stab of the throttle would be met by only modest power then a rush of power as the turbo spooled up. That's not the case this year. While perfectly at home in everyday traffic, the Turbo can change character immediately. The Turbo delivers much more power at low rpm than it used to. Power still comes on strongest over 3000 rpm, but it's much more manageable. Still, if you floor it, the Turbo accelerates like a banshee and the power keeps coming as you keep your foot in it up to and past triple-digit speeds. With the Launch Control feature in the Sport Chrono Package Plus, 0 to 60 mph takes only 3.2 seconds, which is supercar territory to say the least. That time is aided by the overboost feature, which increases torque to 516 pound-feet for up to 10 seconds. The sound is similar. Though muted during normal driving, it roars to life when provoked, emitting a wild yelp that tells anyone in the area to look out. Enthusiasts will know it's a Porsche before turning to look.
Porsche Active Suspension Management (PASM) controls the flow of hydraulic fluid into the shock absorbers. More fluid, and the shocks stiffen up, keeping the wheels pressed more aggressively to the pavement and limiting the amount of body roll, or lean, in hard turns. Less fluid, and the wheels rebound more easily toward the car, improving ride quality. PASM takes information from various electronic sensors and automatically adjusts the suspension to meet a driver's demands. Motoring casually along a boulevard, the active suspension will keep things relatively soft. If a driver gets more aggressive and starts changing directions quickly, on a slalom course, for example, the system senses the change and instantly firms the suspension. The driver can also manually select one of two modes: Normal, for maximum ride comfort, and Sport, for the best handling response. We could immediately feel the suspension stiffen whenever the Sport button was pressed. There is noticeably less body roll in the Sport mode when going around corners.
Enthusiasts may want to opt for a coupe because it is the stiffest and therefore the best handling body style. We did notice some body shake in the Cabriolet, especially over bumps. The Cabriolet was also less stable on a race track, showing a tendency to shimmy under heavy braking. However, we found the Carrera 4S Cabriolet felt at least as good, if not better, than an Audi R8 and a BMW M3 sedan on a racetrack on the same day. The confident braking alone makes the 911 a wonderful track car.
We found it takes some time to get used to just how quickly the car slows. On racing circuits we often slow the car down too soon before getting to the turn-in point, repeatedly underestimating the available braking performance. Slam on the brakes and the 911 stops in less distance than just about any car on the road with very little nose dive. Do this again and again and again, whether lapping a road course or barreling down a mountain road, and there is no perceptible fade or increase in stopping distance, even in situations that would have the brakes on lesser cars smoking. And if you jerk the wheel in one direction or the other in one of those stops, the 911 will just turn. No fuss, no fluster.
The ceramic brakes work extremely well for track duty due to their resistance to heat. They are expensive, however, likely aren't as good when they're cold, and are unnecessary for all but serious weekend warriors. The ceramic brakes reduce unsprung weight by 40 pounds; if you don't know what that means you don't need them.
With variable ratio steering, the more the driver turns the steering wheel, the faster the car turns. Variable ratio steering is intended to deliver the best of two worlds. On one hand, it's supposed to ease maneuvering in the confines of a tight parking lot or improve response on a winding road with frequent sharp turns. On the other, it should improve stability at ultra-high speeds. A driver who sneezes during a 150-mph blitz down the Autobahn doesn't want a little twitch of the hand to send the car into the adjacent lane. Enthusiast drivers often don't like high-tech steering gizmos like variable-ratio steering. Yet Porsche's variable system works just fine. It's seamless, linear and predictable, and very satisfying.
Indeed, one of the most remarkable things about this car is the way it accurately follows the path the driver sets. With reasonable attention, a driver can put the 911's front tires within a fraction of an inch of the intended target, whether that target is the apex of a curve on a racetrack or a stripe painted on a public road. The 911 will track more accurately in this fashion, more consistently, than just about any car you can buy, and required steering corrections are minimal, even when a bump or pothole lies in the Carrera's path. Moreover, even with the variable-ratio, the 911's steering communicates every nuance back to the operator. When driving these cars on a racetrack, we were able to tell how close the front tires were to losing their grip by feedback through the steering column. Even the luxurious Turbo provides the driver with lots of feedback. The driver becomes one with the car and can more easily drive the 911 to its limits and slide it around turns. Grip is in abundance and the 911 tenaciously sticks to the pavement.
Yet the great thing about the 911 is that it doesn't beat you up in mundane driving situations. We tested this on the cratered streets of Detroit and Chicago and on bumpy roads around Los Angeles. It's part of what we call the 911's wash-and-wear quality. As high-performance cars go, the 911's ride is remarkably comfortable, with little suspension crashing and few jolts through the body of the car. The active suspension only enhances this quality. Even during aggressive drives, there's enough compliance in the suspension to keep the Carrera on track when it hits a bump that would send other sports cars off line and require steering corrections. Often, in the 911, the driver can simply hold the line around a bumpy turn without making any steering corrections. In a Boxster and in many other sports cars, we'd be sawing at the wheel to keep the car pointed.
You may recall tales of tail-happy handling from Porsche 911s, a function of the weight of the engine hanging off the back of the car. That's ancient history. It now takes work to get the Carrera's rear end to slide out. It prefers to stay on the intended trajectory, even if the driver provokes it with ham-handed inputs to gas pedal or steering wheel.
Even more stable is the all-wheel-drive Carrera 4 models, which employ a viscous-coupling to send from 5 to 40 percent of the driving force to the front wheels as needed. This is an advantage especially in bad weather, where you need all the grip you can get. However, the all-wheel-drive also improves handling on dry pavement, expanding the performance envelope.
The Turbo's all-wheel-drive can adjust the driving force from 0-100 percent at each of the four wheels, though this would only occur in extreme circumstances. It has an electronically controlled clutch at each wheel to control the distribution of power. For 2010, it also adds Porsche Torque Vectoring, which applies braking pressure to the inside rear wheel in turns. Between the active all-wheel drive sending more power to the outside rear wheel and the torque vectoring clamping down on the inside wheel, the Turbo is very willing to rotate through turns.
Also new this year for the Turbo and the GT3 are active engine mounts, which use a magnetorheological (metal-impregnated) fluid to stiffen during performance driving to make the structure more solid and loosen during relaxed cruising to reduce vibration.
We had the opportunity to drive the 2010 Porsche 911 Turbo on the twisty roads of Portugal and on the road course at Circuito Estoril. In both instances, the Turbo proved to be at home. The car felt hunkered down in fast turns and it's easier to steer the car with the throttle. Likewise, even Europe's cobblestone streets didn't seem to upset the ride, surely a function of the active engine mounts. Put simply, the Turbo is an amazingly flexible car, able to excel during comfortable street duty or full-on racetrack driving.
In short, all 911s inspire great confidence. Behind the wheel, you're quite sure that with a reasonable dose of common sense, it will get you through the turn. It can make the average driver feel like a pro, and it can make drivers who like to work on their driving skills feel like Hans Stuck.
With the caveat that storage space is limited, the 911 remains one of the easiest high-performance sports cars to get in and out of, and the easiest to live with every day. The maximum oil-change interval for the Carrera is an almost unbelievable 20,000 miles. In 1975, a conscientious 911 owner would have changed the oil six or seven times in that period. (We're not sure we could drive 20,000 miles between an oil change, but we're superstitious.).
You can find sports cars with more sex appeal and you can certainly find sports cars that are more brutish. You will not find a sports car with better overall balance than the Porsche 911, however, and you will not find a true high-performance machine that is easier to live with as daily transportation. So, which one? The Carrera is a terrific sports car and we'd be overjoyed to drive one every day. The Carrera S adds a little more oomph enthusiasts will appreciate. A Carrera 4 with the PDK is safe and comfortable no matter the weather or the ugliness of the traffic; it's a great sports car for the daily commuter, perfect for someone who has always wanted a Porsche. The Targa is an interesting design, but the mesh doesn't keep the sun out enough. The Cabriolets aren't as pretty to our eyes as the coupes, until we drive them, that is, then they're pretty sweet from the driver's seat. The Turbo offers the ultimate in performance yet is easy to drive and docile in traffic; it's our choice when money is no object. The GT3 is for the true enthusiast and our top pick for a dual-purpose weekend warrior.
NewCarTestDrive.com correspondent J.P. Vettraino filed this report from Detroit, with Mitch McCullough reporting from Los Angeles, Park City, Utah, and Birmingham, Alabama, and Kirk Bell reporting from Chicago and Salt Lake City.
Porsche 911 Carrera ($77,800); Carrera S ($88,800); Carrera 4 ($84,100); Carrera 4S ($95,100); Carrera Cabriolet ($88,800); Carrera S Cabriolet ($99,800); Carrera 4 Cabriolet ($95,100); Carrera 4S Cabriolet ($106,100); Targa 4 ($92,100); Targa 4S ($103,100); Turbo ($132,800); Turbo Cabriolet ($143,800); GT3 coupe ($112,200); GT3 RS coupe ($132,200).
Options As Tested
Power Seat Package ($1,550) includes dual power front seats with power height, length and backrest adjust, dual adjust lumbar supports, driver's seat memory; Bose Surround Sound System ($1,440); multi-function steering wheel ($980); Sport Chrono Package Plus ($1,320); heated front seats ($480); auto-dimming mirrors ($420); Ruby Red Metallic paint ($710), Sand Beige Full Leather interior ($3,655), PDK transmission ($4080), heated front seats ($510), ventilated front seats ($800), heated steering wheel ($210), XM satellite radio ($750), interior color floor mats ($150), Universal Audio Interface ($440).
Porsche 911 Carrera 4S Cabriolet ($106,100).
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