I've watched the electro-hydraulic roof panel open and close about 73 times in the past hour, but its fascinatingly complicated operation still has me mesmerized. I've concluded that only a German automaker – Porsche, to be more specific – would go through the trouble of engineering a roof system that essentially lifts the entire greenhouse off a vehicle, rearranges its components like a sliding-tile puzzle, and then reassembles all of them seamlessly (sans roof panel) to accurately recreate one of its most famed bodystyles.
The 2014 Porsche 911 Targa is a near-perfect modern interpretation of the automaker's 1965 911 Targa, a semi-convertible bodystyle that represents nearly 13 percent of all 911 models sold since production started 50 years ago. While the early car's roof was purely manual in operation – that's the period-correct way of saying that the driver did all of the muscle work – today's Targa is a completely automated transformation that requires only that the driver hold down a cabin-mounted switch for a mere 19 seconds to let the captivating show run its course.
After studying the Targa's elaborate roof operation at its launch at the Detroit Auto Show earlier this year, I was sufficiently intrigued. To that end, I traveled one-third of the way around the planet to southern Italy, hoping that the Mediterranean climate would reveal a bit more about the reintroduction of the automaker's iconic sports car.
The last time Porsche offered a traditional Targa model with a removable opaque roof panel was in 1992, on its 964 platform. Subsequent 993, 996 and 997 Targa models were all fitted with a retractable glass roof that slid beneath the rear window as it opened the sky to its occupants, a clever arrangement that nevertheless caused some annoying rearview distortions. Interestingly enough, it wasn't until the arrival of the new 991 platform, already offered in coupe bodystyle with a large panoramic glass sunroof that slides over the rear window, that Porsche felt the market was open again for the return of its famed Targa.
Even from a hundred yards, it doesn't take a trained eye to spot the new model from the side. The two-door features a very thick and distinctive bright aluminum "wide bar" B-pillar. Those approaching from the rear will note the absence of a C-pillar, as the Targa utilizes an innovative one-piece wraparound backlight in its place. Savvier observers will note the new model's slightly wider rear axle, larger tire contact patch, functioning thin red light bar that connects the rear taillamps, black sill panels on each side between the wheels and unique inserts inside each corner of the front fascia. Many of those features come directly from the Carrera 4 Cabriolet, a variant with which the new Targa shares its structure.
Even from a hundred yards, it doesn't take a trained eye to spot the new Targa.
While the exterior is freshly retro-styled, the cabin of the Targa is virtually identical to that of the Cabriolet, right down to the two small switches that control the roof, which are located just under the driver's elbow in the center console. This is precisely as intended, as the star of this show has nothing to do with its commonality with the rest of the 911 lineup. Instead, the Targa is all about its cloth-wrapped, retractable, rectangular roof panel mere inches above the occupant's heads.
Porsche announced previously that the Targa will be offered in two models: Targa 4 (base price $102,595 including destination) and Targa 4S ($117,195). The Targa 4 arrives with a 3.4-liter flat-six, rated at 350 horsepower and 287 pound-feet of torque, while the Targa 4S (as seen here in our image gallery) is fitted with a larger 3.8-liter version of the same engine, rated at an even 400 horsepower and 325 pound-feet of torque. All-wheel drive is standard, but the automaker offers a choice between a seven-speed manual and its seven-speed PDK dual-clutch gearbox. (As of now, all feature bright aluminum Targa hoops and black fabric roof panels, but that may change based on future customer requests.)
The Targa commands a $10,570 premium over the Carrera 4 Coupe, but it's still $1,330 less expensive than the Carrera 4 Cabriolet.
A glance at Porsche's pricing structure shows that the Targa commands a hefty $10,570 premium over the Carrera 4 Coupe, but it's still $1,330 less expensive than the Carrera 4 Cabriolet. Plus, the Targa shares some commonality with the Cabriolet, helping to keep pricing below its sibling.
Interestingly, the Targa's development has been a long one – it was actually prototyped on a 997 platform, but the project was shelved for the 991.
As my primary objective was to review the Targa roof, and not its outright acceleration potential, I was undeterred by the half-dozen Targa 4S PDK models parked at the rendezvous spot. Rather than seek out the most powerful model, my feet made a beeline for a standard Targa 4 in Guards Red – with a traditional manual gearbox, an increasingly rare find, especially when one considers it is no longer available on the GT3 and Turbo models.
Before playing with the intriguing ceiling, I took a quick look around. The view out the Targa's front windshield remains identical to that from the Coupe and Cabriolet, but a slight turn of the head to either side reveals the thick B-pillar that defines this model. While most won't find it interfering, my six-foot, two-inch height required me to slide the driver's seat nearly all the way to the rear on its tracks, which meant the pillars block quite a bit of my peripheral vision. Thankfully, the two side mirrors and interior rearview mirror fill in the gaps.
As the Targa "hoop" replaces the C-pillar on the Coupe and the pop-up roll bars on the Cabriolet, its construction is understandably robust.
As the Targa "hoop" technically replaces the C-pillar on the Coupe and the pop-up roll bars on the Cabriolet as rollover protection, its construction is understandably robust. Buried within the panel is a steel roll bar that reaches all the way to the floorpan on each side. It's finished on the exterior with painted die-cast aluminum and on the interior in soft Alcantara. The three gills visible on the outside of the bar are not functional; they pay tribute to the original 1965 Targa.
Porsche's engineers have split the roof into two movable components. The largest piece is the rear glass and its surrounding deck lid, which combines thin laminated safety glass molded in a compound curve with an apron of aluminum that's painted body color. The other part is the Targa panel, which is a two-section magnesium roof bow covered in a fabric hood that folds into a Z-shape when stowed. (The front section of the Targa panel should look familiar, as it is borrowed nearly intact – with its electric locking mechanism – from the same area of the Cabriolet roof). In addition to the aforementioned components, there are two cable-actuated flaps, on each side of the rollover hoop that open to allow the arms of the roof to pass through.
The full automatic Targa roof, powered by a single hydraulic pump (as on the Cabriolet), only operates when the vehicle is stationary. Porsche explains that when the heated rear window panel is tipped back to allow the roof to open or close (the standard integrated ParkAssist monitors the area behind the car preventing operation if an obstacle is in the way), it blocks the view of the brake lights which would make it illegal – and ill advised – to drive with the top in motion. Officials also mention that the rear assembly, weighing upwards of 80 pounds, could make the vehicle less stable under certain driving conditions when lifted high and tilted rearward. It's always better to error on the side of safety.
The full automatic Targa roof only operates when the vehicle is stationary.
Not only must the Porsche be stopped, a finger needs to be held on the roof button for the duration of the opening or closing operation, which lasts just under 20 seconds. (The process is about 30-percent slower than raising or lowering the fabric roof of the Cabriolet, but there appear to be larger and heavier components being moved around on the Targa.) There is no limit to the number of times the electro-hydraulic system may run through its open/close sequence. It may be run continuously, back-to-back, as often as the owner wishes - this is helpful when showing off at a local Cars 'n Coffee show.
With the panel tucked away and the Mediterranean sunshine falling on my shoulders, I moved the short-throw shifter into first and motored off towards the Italian countryside.
The standard Targa 4 doesn't have the low-end punch of the S model, but spinning the engine around the tachometer still delivers brisk acceleration. Porsche quotes a curb weight of 3,395 pounds, 242 pounds heavier than the Carrera 4 Coupe (but only 88 pounds heavier than the Carrera 4 Cabriolet), making this the heaviest of the three bodystyles. Understandably, its published 0-60 time of 5.0 seconds is a few ticks off those of its lighter siblings (those looking for a bit more speed should check out the Targa 4S with Sport Plus and PDK, as it does the same sprint in 4.2 seconds).
Few cars are as enjoyable to drive as today's Porsche 911, as the rear-engine sports car obeys steering, braking and acceleration commands almost telepathically. The engineers worked to keep the Targa's additional mass low in the chassis, with meticulous attention paid to selecting lightweight materials, so handling isn't compromised.
The standard Targa 4 doesn't have the low-end punch of the S model, but still delivers brisk acceleration.
Most would also agree that a Targa roof improves the experience as it allows occupants to enjoy the benefits of open-air motoring – the fragrant smell of a countryside dotted with blooming almond trees and the pleasant exhaust note of a flat-six – without the gale-force hurricane sometimes associated with convertibles. But don't expect the Targa to completely isolate its occupants from the elements, as there is a noticeable amount of wind hitting the bright silver hoop directly behind the occupant's heads and spilling into the cabin at speeds above 50 mph. Your date's hair won't be ruffled to shambles and nothing in the cockpit will blow out, but there is a strong breeze and conversation is slightly challenged when the top is stowed.
Engineering a Targa roof for a late-model vehicle, with a low drag coefficient, is more difficult than it was in the 1960s when steeply angled windshields blew the air far over the cabin. Plus, the "jump" (the distance between the windshield surround and Targa hoop) is much greater, which contributes to the problem. Buffeting is inevitable, but to reduce some of the turbulent air, engineers have placed a manually adjustable two-position wind blocker at the top of the windshield header. Its raised position is most effective to reduce airflow, but it's also the loudest, as it places the small plastic wing directly into the slipstream. Keep it in its default low setting for best results.
To accommodate its slightly heavier curb weight, Porsche has retuned the Targa's front MacPherson struts and rear multi-link suspension. But instead of matching the damping of the Coupe and Cabriolet, the Targa has been calibrated for a slightly more compliant ride to suit its role as an all-season grand tourer. The roads in Southern Italy would earn no better than a C- grade, as the surfaces under the Porsche's wide Pirelli PZeros (the optional tires were sized 245/35ZR20 front and 305/30ZR20 rear) were broken and rutted more often than not. Regardless, the Targa's ride was surprisingly comfortable. The optional Porsche Active Suspension Management (PASM) system, left in its softest setting, proved enough to keep the wheels from impacting harshly over even the roughest sections.
There is a noticeable amount of wind hitting the bright silver hoop and spilling into the cabin at speeds above 50 mph.
After fielding countless questions about body rigidity, Porsche's engineers confided that the Targa is about 10 percent stiffer than the Cabriolet model upon which it is based (the Coupe is reportedly twice as rigid as the Cabriolet). Officials also say that the rigidity is the same with or without the Targa panel in place – it's not a structural part of the chassis, which improves suspension tuning. In any case, bouncing over ruts, crashing over railroad crossings and being surprised by potholes seemed to have no measurable effect on the platform in either configuration, but some other journalists reported squeaking in the gasket between the windshield surround and Targa panel when their roofs were closed. Porsche should have it addressed by the time production vehicles roll off the line.
It seems no orientation with an open-roof car is complete unless Mother Nature is allowed to test its weatherproofing. As huge raindrops fell from the clouds, a quick detour to the side of the road had the Targa's roof secured back in place and the coupe sealed tight from the elements. Back at speed, the cabin was hushed. My recollection is that the Coupe is still quieter (albeit with more tire noise), but the Targa's cabin levels are on par with the Cabriolet, which is itself impressive for a softtop convertible.
While it lacks the single-minded sportiness of the enthusiast's-choice Coupe, the Targa is fresh and distinctive.
Porsche says the 911 Targa will roll into showrooms at the end of June, and a full day with the new model leads me to believe customers won't be hard to find. While it lacks the single-minded sportiness of the enthusiast's-choice Coupe, the Targa is fresh and distinctive on the road. Its uniqueness, fascinating roof-mechanism kinematics and all-weather capability are sure to appeal to its affluent clientele seeking an open-roof solution. Don't be surprised if it's a success.
If there's one thing I've learned over the years, it's that Stuttgart doesn't do anything half-baked – all of its products, from its entry-level Boxster to its flagship hybrid 918 Spyder, represent no-compromise engineering. That's true even when a model's usage case and audience is decidedly narrower. That's certainly the situation with this 2014 911 Targa 4, a car that stands as a meticulous modern interpretation of a celebrated model from Porsche's past.
New Car Test Drive
New Turbo and GT3 versions.
The launch of the seventh-generation Porsche 911 began with the 2012 model year, extending through 2013 and into 2014 as all the variants adopted the new platform and body. Ranking as a big leap forward, the new 991, as it's called internally, replaced the outgoing 997 (2007-2011).
Three new versions are arriving for 2014: Porsche 911 Turbo and Turbo S Cabriolets, along with a redesigned, track-ready GT3 coupe.
The Porsche 911 GT3 enters its fifth generation with a new engine, transmission, chassis and body. In addition to a broad profile and rear wing, the GT3 has a new option: full-LED headlights. Active rear-wheel steering is new, and the 3.8-liter flat-six engine generates 475 horsepower. That's sufficient for 0-60 mph acceleration in an eye-popping 3.3 seconds, according to Porsche.
Porsche also is offering a 50th Anniversary Edition, based on the 911 Carrera S. New 911 options for 2014 include LED headlights and Turbo wheels.
The redesigned Turbo and Turbo S coupes arrived late in 2013, replacing the previous-generation versions that had been sold during 2013. In addition to being all-new, Turbo coupes and Cabriolets gain active rear-wheel steering and adaptive aerodynamics, as well as a power boost. The 3.8-liter Turbo engine generates 520 horsepower, while the Turbo S promises 560 hp.
The 2014 Porsche 911 Carrera is available in coupe and Cabriolet forms. It comes in two states of tune: 350-horsepower Carrera and 400-horsepower Carrera S. The 2014 Porsche 911 Carrera 4, Carrera 4S, Carrera 4 Cabriolet, and Carrera 4S Cabriolet bring all-wheel drive into the equation. That's a lot of models, each one a fantastic sports car. You can't buy a bad 911, though having to choose among them could be stressful, the kind of stress you want to have.
The current 991 is longer, lower and wider than the 997 before it, but the familiar profile remains. Also familiar is its rear-engine layout, featuring a horizontally opposed six-cylinder engine tuned with the latest engineering and technology yet emitting the traditional Porsche wail.
The Porsche 911 Carrera is powered by a 3.4-liter flat-six punching out 350 horsepower and 287 pound-feet of torque, with a 0-to-60 mph acceleration time of 4.4 seconds, according to Porsche. The Carrera S goes with a 3.8-liter flat-six making 400 hp and 325 lb.-ft. of torque, with a 4.1-second 0-60 time. Both engines are available with a 7-speed manual or 7-speed dual-clutch transmission, which Porsche dubs PDK (for Doppelkupplung).
Cabriolets feature an automatic soft top that can be raised or lowered in just 13 seconds, at speeds of up to 31 mph. Every Carrera variant is available as a Cabriolet.
One notable difference between this 991 generation and the prior 997 is the steering. Porsche switched from a hydraulic system to electric steering, a move that created a stir among enthusiasts. While some experts call the new steering numb, we found, unlike many of the new electric power steering systems, the electro-hydraulic system on the Porsche 911 continues to let you know precisely what the car is doing.
Another improvement was the addition of the Porsche Dynamic Chassis Control (PDCC) active roll stabilization system. Porsche claims its PDCC technology enhances cornering performance by keeping the tires in their optimal position at all times, while minimizing body roll.
The Porsche 911 is surprisingly conservative when it comes to fuel economy. A lighter curb weight compared to the previous generation, combined with technologies such as auto stop/start, helps the 2014 Porsche Carrera achieve an EPA-estimated 19/27 mpg City/Highway with the manual transmission and 20/28 mpg with the PDK. The all-wheel-drive Carrera 4S is less fuel-friendly, but still reasonable for the class, at 18/26 mpg City/Highway with manual and 18/25 mpg with the PDK. Turbos get an estimate of 17/24 mpg City/Highway.
Each 2014 Porsche 911 is a markedly refined machine. The interior has the lavish appointments you'd expect in a high-line sedan, with such niceties as an 18-way power driver's seat. That'll keep you firmly in place during the hardest cornering, but it's also comfortable enough to be an everyday driver.
Competitors include sports cars that can handle track days and the daily commute, such as the Aston Martin V8 Vantage or Mercedes-Benz SL-Class.
The 2014 Porsche 911 is available in Carrera and Carrera S versions. Each comes in coupe and Cabriolet versions, which feature a power-folding soft top, with a choice of rear- or all-wheel drive. There is a choice of engines and transmissions.
The Porsche 911 Carrera coupe ($84,300), Carrera Cabriolet ($96,200), the all-wheel-drive Carrera 4 ($91,030), and the Carrera 4 Cabriolet ($102,930) feature a 3.4-liter flat-six engine that makes 350 horsepower and 287 pound-feet of torque, and a choice of a 7-speed manual or 7-speed dual-clutch (PDK) transmission. Standard features include dual-zone automatic climate control; partial leather sport seats with four-way power adjustments and manual fore/aft adjustment; a manual tilt-and-telescoping steering wheel; split-folding rear seats; faux suede (Alcantara) headliner; the Porsche Communications Management (PCM) interface with a 7-inch touchscreen; navigation; Bluetooth phone connectivity' a nine-speaker sound system with CD player, satellite radio, USB port and auxiliary audio jack; heated side mirrors; automatic bi-xenon headlights and 19-inch alloy wheels.
Carrera S ($98,900), Carrera S Cabriolet ($110,800), Carrera 4S ($105,630), and Carrera 4S Cabriolet ($117,530) models use a 3.8-liter flat-six that makes 400 hp and 325 lb.-ft. of torque. Standard equipment includes everything found on Carrera models plus larger brakes and an adjustable sport suspension, known as the Porsche Active Suspension Management System (PASM) with a lower ride height and selectable driving modes. Standard wheels are 20-inch alloys.
A Porsche 911 50th Anniversary Edition ($124,100), based on the 911 Carrera S coupe, features the company's wide body. Included are a Powerkit that boosts output to 430 horsepower, with a Sport Chrono Package. A total of 1,963 will be built.
The 2014 Porsche 911 Turbo ($148,300) and Turbo S ($181,100) come standard with all-wheel drive. Both are powered by a turbocharged 3.8-liter flat-six good for 520 hp and 487 lb.-ft. of torque. Turbo comes standard with a 6-speed manual transmission; PDK is optional. The Turbo S cranks out 560 hp and 516 lb-ft of torque and comes standard with PDK. Turbos feature a full leather interior, full-power 14-way front seats, auto-dimming interior and driver-side mirrors and a 12-speaker 445-watt Bose surround-sound system, as well as unique exterior styling with flared rear fenders, and more aggressive suspension tuning. The Turbo S adds adaptive sport seats, carbon-ceramic brakes and unique interior color schemes. The Turbo Cabriolet ($160,700) and Turbo S Cabriolet ($193,900) are similarly equipped.
The 2014 Porsche 911 GT3 ($130,400) includes a 475-hp engine and special 7-speed Doppelkupplung transmission, as well as active rear-wheel steering.
Base prices are relatively reasonable, but options add up fast. Porsche offers options and packages galore: a plethora of upholstery choices, seat styles, interior trims, seat belt colors, exterior colors and painted brake calipers. Performance options include variable power steering, a torque-vectoring differential (PTV), ceramic composite brakes, and a sport exhaust system.
The seventh-generation model certainly looks like a Porsche 911, but it's seen many changes from pre-2012 models. Compared to the previous generation, the 991 version rides on a wheelbase stretched four inches, and an overall length increased by two. Those differences tell you that overhangs are tighter. The roof is lower, track is wider, and the wheels are larger in diameter.
The Porsche 911's headlamps have a bit more of a three-dimensional look than in the past, in keeping with a body that is more sculpted than before. The sheet metal has a more precise and taut feel, with a cabin that moved ever so slightly forward. Overall appearance is more dynamic: refined, yet aggressive.
Most models, even the base 911 Carrera, have an active wing that pops up to add downforce in high-speed turns. It's part of a handling package that can include the Porsche Dynamic Chassis Control (PDCC) active roll stabilization system.
The newest 911 may be bigger, but it shed a surprising amount of weight, thanks to the increased use of aluminum and other lightweight materials. Curb weight totals 3,086 pounds with the PDK (double-clutch) gearbox, about 100 pounds less than the old model. That's no mean feat, considering all the other new technologies stuffed inside.
Sports cars have traditionally put their emphasis on what's under the hood, not in the cabin, but recent generations of the Porsche 911 have focused more attention on the interior. This latest generation is no exception. It delivers a level of refinement you'd expect from a luxury sedan in a similar price range.
Comfortable 14-way power sports seats are enveloping, and able to keep you in place even during the harshest cornering maneuvers. And unlike some, you can climb in and out with relative ease. Although the 911 employs a classic 2+2 configuration, the back seats are best suited to small children and light packages.
The overall appearance of the interior is one of Teutonic efficiency. Detailing is handsome and elegant, but avoids the sort of gold-chain bling you expect from Ferrari and Lamborghini. Ergonomics are improved in this generation, with well-placed controls and easy-to-read gauges, a larger LCD navigation screen, and a center console inspired by the four-door Panamera, which places key vehicle functions within easy reach. Fortunately, though, the one found in the 911 is smaller and less overloaded with toggles and switches.
The five-circle instrument cluster is well laid out. One of these is a multi-function display that offers a range of programmable information, including the most immediate navigation instructions or an active g-force meter that instantly shows how hard you're accelerating, braking or turning. At one point during a run down the test track, the 911 nudged an astounding 1.3 g.
Porsche 911 Carrera models offer a choice of 7-speed manual gearbox or 7-speed PDK (short for Porsche Doppelkupplungsgetriebe), a dual-clutch automatic. While the manual gearbox is clearly going to be near and dear to the hearts of those of us who feel there must be three pedals on the floor of a true sports car, we wouldn't be surprised to see the PDK start to raise doubts among those even slightly less committed.
The double-clutch PDK is just a wee bit faster than a well-shifted manual. Some say it's just as much fun to operate when using the steering wheel-mounted paddle shifters, which pair especially well with the optional sport wheel. The PDK also gets slightly better gas mileage than its manual counterpart.
The 911 has always been quick, even in base form. And with the Carrera S now rivaling the acceleration of the old GT3, it will sink you even deeper into the sport driver's seat when you use Launch Control. Available only with the PDK, Launch Control is designed to minimize wheel spin and maximize torque for the fastest off-the-line acceleration. Press the button, hold down the brake, press the throttle to the floor, wait until it tells you to go, and release the brake. When we did this, we noticed the way our peripheral vision seemed to vanish as our eyes focused on the barrier at the end of a temporary track Porsche set up for testing at California's Santa Maria Airport. We hit 112 mph before slamming on the oversized brakes, which quickly brought us to a halt well before the looming barrier. Then we zigged and zagged through a serpentine course that included decreasing radius corners and a tight slalom stretch.
Straight-line performance is impressive, but what's really wonderful is how the Carrera S effortlessly maneuvers through demanding corners. The latest 911 posted a 7:40 lap time around the challenging Nurburgring Nordscliefe, an old, classic circuit now used as a benchmark by luxury performance carmakers. That's a whopping 16 seconds faster than the previous, sixth-generation Porsche 911.
At the same time, we were impressed with how quiet and smooth the Porsche 911 is on regular roads.
Some drivers feel the electric-assisted steering offers less feel and is numb compared with the old hydraulic system, but we think that may be overstating the case. Yes, it's smoother and less likely to transmit the raw sensation of hitting every twig and pebble on the road. But unlike all too many of the new electric power steering systems that makers are rapidly migrating to, the electro-hydraulic system on the Porsche 911 continues to keep you in close touch with the road. One does have to get used to what the car is telling you, however, especially due to the much more limited amount of body roll allowed by the Dynamic Chassis Control system. But it only took a few minutes, and a couple of hard turns, to feel confident, comfortable and in touch with what the latest 911 was doing. That's also what's impressive about this car: how quickly the driver becomes comfortable and confident at speed.
This latest-generation Porsche 911 does everything better than the pre-2012 models. You might find something faster for the price, but it's difficult to find anything that comes close to the pure driving pleasure of this classic sports car. Any Carrera would make fine daily transportation.
Paul Eisenstein filed this report after his test drive of the 911 Carrera S in Southern California. With Laura Burstein reporting from Los Angeles and Mitch McCullough reporting from New York.
Porsche 911 Carrera coupe ($84,300), Carrera 4 coupe ($91,030), Carrera cabriolet ($96,200); Carrera S coupe ($98,900); Carrera 4 coupe ($91,030); Carrera 4 cabriolet ($102,930); Carrera 4S coupe ($105,630); Carrera S cabriolet ($110,800); Carrera 4S Cabriolet ($117,530); 50th Anniversary Edition ($124,100); GT3 ($130,400); Turbo coupe ($148,300); Turbo S coupe ($181,100); Turbo Cabriolet ($160,700); Turbo S Cabriolet ($193,900).
Options As Tested
PDK transmission ($4,080); upgraded black leather interior ($3,690); Sports exhaust ($2,950); self-dimming mirrors ($420); seat heaters ($690); Porsche Dynamic Chassis Control ($3,160); Porsche crest wheel caps ($185); Park Assist, front and rear ($990); Sport Chrono Package ($2,370); power sunroof ($1,490); power steering plus ($270); Bose Audio Package with satellite and HD radio ($2,120); electric folding side mirrors ($320).
Porsche 911 Carrera S ($98,900).
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