- Porsche review
- Porsche Boxster Black edition
There couldn’t be a worse car to drive in a cold Northern winter than a rear-wheel drive, mid-engine, European convertible. Unless, of course, it’s a Porsche Boxster Black edition.
There couldn’t be a worse car to drive in a cold Northern winter than a rear-wheel drive, mid-engine, European convertible. Unless, of course, it’s a Porsche Boxster Black edition.
Eight different engine variants are available in the Porsche Panamera, including a hybrid and diesel and it’s the latter which will account for more than half of all sales. Although, at 6.8 seconds to reach 62mph the 3-litre V6 diesel is the slowest in the range, its exceptionally smooth and powerful, offering 250bhp and 405lb/ft of pulling power. Porsche’s engineers have modified the exhaust to disguise the diesel thrum, so few would guess it’s an oil-burner. The S Hybrid will account for around 10 per cent of sales, but despite packing 380bhp, its 0-62mph time of six seconds is slightly disappointing; although rarely are hybrids this much fun. The entry-level model, badged Porsche Panamera has a 300bhp, 3.6-litre engine for a 6.3 second 0-62mph time, and the four-wheel drive Porsche Panamera 4 with the same engine cuts this to 6.1 seconds. The Porsche Panamera S, 4S, Turbo and Turbo S share the same 4.8-litre V8. The S and 4S develop 400bhp for 5.4 and five second 0-62mph times respectively, while the 500bhp Turbo cuts this to 4.2 seconds. With the 550bhp Turbo S taking just 3.8 seconds to reach this market, it’s a genuine supercar.
Every child recognises a Porsche 911, but can its identity be described in words‘? It can, by looking more closely at the use of form, proportions and contours. The wings are higher than the bonnet which give the new Porsche 911 its distinctive expression and leave you in no doubt as to its temperament. The modified vehicle architecture, with a wider track at the front axle and the lower roof line, gives the front of the new Porsche 911 a dynamic appearance that is sporty and elegant. For improved aerodynamics, the exterior mirrors are now mounted directly on to the doors. In summary, form always follows function. As a design principle, it couldn’t be more simple, but it’s what makes the 911 a Porsche 911. It’s also how we have managed to achieve a very low drag coefficient of just 0.29.
Fitted as standard, the new Eli-Xenon headlights still have the familiar oval shaped surrounds. Adding to the car’s classic appeal, they also offer a glimpse of the technically impressive inner workings. The direction indicators, daytime running lights and position lights all feature LED technology and are integrated into the separate front light units. Their slimline design contrasts with that of the rounded headlights. Together with the two integral air intakes, they give the front of the new 911 its unmistakable look.
The stainless steel tailpipes have been restyled for both models. On the new Porsche 911 Carrera S, twin tailpipes are fitted on both sides. One new feature is the wider, extendable rear spoiler, which reduces lift in all driving situations and increases driving stability. Even the logo on the rear has an important function to perform. It is, after all, the hallmark of the Porsche identity.
At the rear, everything feels sharper: the styling, the appearance and the overall effect. This is due not least to the pronounced profile edge and new LED taillights, their stretched design accentuating the horizontal contouring of the rear. The characteristic reflector units are positioned much lower – for a highly distinctive rear design, particularly at night.
On the new 911, the wheels have been enlarged by one inch over the previous model. Not only do the larger wheels improve dynamic performance, they also look more imposing. The new 911 Porsche Carrera is equipped with 19-inch Carrera wheels as standard. These are lightweight alloys featuring a classic sporty design. Tyre sizes are 235140 ZR 19 and 235135 ZR 19 at the front and rear respectively. The New Porsche 911 Carrera S model is equipped with light-alloy 20-inch Carrera S wheels as standard. The visual effect is sporty and dynamic. The tyres are slightly wider to cope with the increased power output of this model: 245135 ZR 20 at the front, 295130 ZR 20 at the rear. The larger tyre size improves both ride comfort and track performance. The rolling resistance of the summer tyres has been reduced by up to 7% to improve fuel economy, while tyre weight and dry braking distances have also been reduced. A selection of 20-inch wheels is available in our range of options.
The future of the sports car. In the new Porsche 911, the future has already begun. The highly efficient, state-of-the-art engines make a considerable contribution to reducing fuel consumption, but their sound is still unmistakably Porsche.
Fuel consumption* new Porsche 911 Carrera: Extra urban: 6.8 l/100 km (41.5 mpg}; Urban: 12.8 l/100 km (22.1 mpg}; Combined: 9.0 l/100 km (31.4 mpg}; Emissions: 212 g/km.
Tradition and innovation combine seamlessly in the new rear-mounted 3.4-litre flat-six engine thanks to its downsized capacity. Despite the reduced displacement, the engine is capable of delivering eyen more power to the road than its 3.6-litre predecessor. The figures speak for themselves: 25? kW (350 hp) at 7,400 rpm. Maximum torque: 390 Nm at 5,600 rpm. Yet, in conjunction with Porsche Doppelkupplung (PDK), both fuel consumption and CO2 emissions have been reduced by 16%. Eyen more impressively, the car accelerates from 0 to 100 km/h (62 mph) in 4.8 seconds and reaches a top speed of 239 km/h (130 mph). The power of the new Porsche 911 Carrera is transmitted precisely and directly to the wheels by the new 7-speed manual gearbox. The SPORT button, which is fitted as standard, makes it possible to select an eyen more responsive engine and transmission setup.
The new 911 Carrera S.
Fuel consumption* new Porsche 911 Carrera S: Extra urban: 7.1 l/100 km (39.8 mpg); Urban: 13.8 l/100 km (20.6 mpg); Combined: 9.6 l/100 km (29.7 mpg); Emissions: 224 g/km.
Nothing defines us more than our heritage. This is particularly true of the new Porsche 911 Carrera S. The performance figures leave no doubt as to the car’s genes. The 3.3-litre engine with direct fuel injection (DFI) and VarioCam Plus delivers 294 kW (400 hp) at 7,400 rpm. Maximum torque of 440 Nm is available
at 5,600 rpm. With a manual gearbox, the sprint from 0 to 100 km/h (62 mph) is completed in just 4.5 seconds, all the way up to a top speed of 304 km/h (189 mph). All this power is matched with outstanding efficiency. Fuel consumption and CO2 emissions have been reduced by 14% compared with the previous model.
The Porsche 911 Carrera S also displays its rich racing heritage both visibly and audibly: with the resonant sound from its engine, twin tailpipes in brushed stainless steel and 20-inch Carrera S wheels.
* Consumption figures were obtained on the basis of standard equipment. Special equipment may affect consumption and performance.
The latest Porsche models are designed to operate on fuels with an ethanol content of up to 10%. Data determined for standard specification and in the NEDC (New European Driving Cycle) in accordance with the Euro 5 (715/2007/EC and 692/2008/EC) measurement method. The figures do not refer to an individual vehicle nor do they constitute part of the offer. They are intended solely as a means of comparing different types of vehicle. You can obtain further information about individual vehicles from your Porsche Centre.
the new Porsche 911 look even more compact. The redesigned independent suspension at the front features a lightweight spring-strut axle with longitudinal and transverse links and cross members that have been refined for stiffness. Each front wheel is precisely located, ensuring excellent directional stability, superior handling and increased anti-dive (reduced pitching under braking), and the wider track optimizes turn-in. The rear axle is equipped with a motorsport-derived multi-link suspension and chassis sub frame based on the LSA concept (Lightweight, Stable, Agile), which that has been modified to offer improved noise characteristics. Refined axle kinematics for improved longitudinal damping reduce acceleration squat and increase comfort. Lightweight spring struts further enhance agility. The high proportion of aluminium used in the construction of the axles reduces the weight of the vehicle and of the unsprung masses, helping to improve fuel economy, comfort and agility.
At Porsche, we don’t build everyday sport scars, we build sport scars for everyday use. How‘? By understanding that great agility and maximum comfort are not mutually exclusive but are, in fact, aspects of a harmonious overall concept. What this means becomes clear the moment you get in. The extended wheelbase now offers 25 mm more leg room in the front than in previous Porsche 911 models. Another new design for the new Porsche 911 is the elevated
center console. Its intelligent operating concept follows a clear principle of direct simplicity. Also new is the optional light design package for the footwells, storage compartments, rear compartment and overhead console. As ever, we offer an extensive selection of interior colours and materials, such as carbon, leather, wood or aluminium. The new Porsche 911 proves that apparent opposites, such as style and engineering or comfort and performance, can go hand in hand.
A classic 911 feature is the arrangement of the five round instruments with the rev counter in the middle, while further new additions include the instrument cluster with a high-resolution 4.6-inch full “-/GA TFT colour display for viewing on-board computer, audio system or navigation information.
The sports seats in full leather are comfortable and provide excellent support even during performance driving. They are equipped as standard with electric seat height and backrest adjustment and manual fore/aft adjustment.
Available as an option are Sports seats Plus in leather with electric seat height and backrest adjustment as well as manual fore/aft adjustment. They also feature more contoured side bolsters for even better lateral support.
The optional fully electric Sports seats offer adjustment of seat height, squab and backrest angle, squab length, fore/aft position and 4-wav lumbar support. The steering column is also electrically adjustable.
The optional adaptive Sports seats Plus provide the ideal combination of sport and comfort. Finished in leather, the seats feature side bolsters with a firm, sporty padding, as well as shoulder supports for the best possible hold. Offering 18-way electric adjustment, the seats can be optimally adapted to meet your needs in terms of seat height, squab and backrest angle, squab length, fore/aft adjustment and 4-way lumbar support. The steering column is also electrically adjustable. In addition, the side bolsters on the seat squab and backrest are independently adjustable for added comfort on long journeys and precision lateral support on winding roads.
Seat heating is available as an option for all seat variants. This includes the squab, the backrest and, for the front seats, the side bolsters. In conjunction with seat heating, seat ventilation can also be provided on request.
The rear seats are remarkably comfortable for a sports car and the shelf behind offers additional storage space. The backrests fold as standard to offer a generous 205 liters of luggage space in the rear.
The Sound Package Plus is fitted as standard. The system comprises of a separate amplifier with a total output of 235 watts, 7 amplifier channels and 9 loud- speakers, all of which combine to create the perfect interior sound experience
The optional BOSE® Surround Sound System was specially developed for the Porsche 911 and is therefore perfectly tuned to the car’s specific interior acoustics. It has a total output of 445 watts and comprises 8 amplifier channels, 12 loudspeakers including a 200-watt active subwoofer. The combined effect is a balanced acoustic pattern that transforms your new Porsche 911 into a concert hall. The BOSE®-patented AudioPilot® noise compensation technology uses a microphone to continuously monitor the ambient noise inside the vehicle and adapts music playback instantly and automatically.
When two iconic German manufacturers join forces, the result is rather special. We’re referring to Porsche and Berlin-based Burmester®, one of the most respected manufacturer of high-end audio equipment worldwide. The result: the Burmester® High-End Surround Sound System which owes its eminence to countless details, and one goal: perfection in sound. Available as an option, this system has 12 amplifier channels with a total output of more than B21 watts, 12 loudspeakers including an active subwoofer with 300-watt class D amplifier, a total diaphragm surface area of more than 1,340 cm2, and a frequency range
of 35 Hz to 20 kHz. The special ribbon-based tweeters and perfectly matched loudspeaker housings contribute to a natural and richly textured spatial sound never before experienced in a Porsche 911.
The pure, sporty design with galvanized surrounds and Burmester® logos on selected loudspeakers makes it clear that the appeal of the Burmester® High-End Surround Sound System is as much about the visual as it is the audio. Typically Porsche.
Porsche identity on the inside, as demonstrated by the new elevated center console. In typical Porsche fashion, the use of form follows a basic principle: focus on the driver. This is why the distance between the gear lever or selector and steering wheel is extremely short and the operating logic, such as that of the 2 zone air conditioning system or the suspension settings, is clear and uncomplicated. You shouldn’t have to browse one submenu after another. You should in-stead be able to concentrate on what’s important: the road.
Both 911 models feature 2-zone automatic climate control as standard with an enhanced ventilation effect and separate temperature controls for the driver and front passenger. The available air conditioning modes are gentle, normal and strong. An active carbon filter traps particles, pollen and odours and an automatic air-recirculation function permanently monitors air quality, reduces humidity and switches from fresh to recirculated air when required. A demister function keeps the windows clear in cold weather. In warmer weather, a solar sensor helps the climate control to detect strong sunlight and automatically compensate for the comfort of both the driver and front passenger.
The optional electrically adjustable slide/tilt sunroof is a completely new design. It opens outwards so that it does not interfere with headroom. Another advantage of the new design is the much larger aperture for increased driving pleasure under the open sky. The newly developed two-position net-type wind deflector protects against draught and minimizes wind noise. Eyen humming disturbances are eliminated, whatever your speed of travel.
The optional ParkAssist features 4 inconspicuous sensors in the rear end. The system audibly alerts the driver to the presence of obstacles detected behind the vehicle. An intermittent warning tone increases in rapiditv as the obstacle is approached. An enhanced version of ParkAssist, with 4 sensors in the front end, is available on request. The audible alert is supplemented by a visual warning in the central display screen, which shows a graphical representation of the vehicle from overhead.
Discover the new Porsche 911 in Porsche web special.
Here’s the new Porsche video from Road & Track. Watch Porsche’s fastest street-legal car lap Miller Motorsports Park with factory driver Patrick Long at the wheel of this Porsche 911. Is the Porsche GT2 RS faster than the Porsche GT3 ALMS race car? Let’s find out it in this Porsche review…
Porsche 911 Carrera GTS “new” when it was introduced earlier this year, but that description has been applied to many members of the current—and soon to be superannuated — Porsche 997 generation of the Porsche 911. Indeed, the engineering and marketing departments have conspired to produce nearly 30 variants of the current car, embodying distinctions that range from readily tangible to all but subliminal. With the next generation—the the new Porsche 911 (Porsche 991) —on the near horizon (the official debut will be at September’s Frankfurt auto show), this permutation of the Porsche 997, the GTS, is among the last.
What the Porsche 911 Carrera GTS is, specifically, is a rear-drive Porsche 911 Carrera S with the wider rear track and muscular haunches of the all-wheel-drive Carrera 4; center-lock Porsche RS Spyder wheels; a Porsche 911 GT3-style interior treatment with Alcantara upholstery; specific fascia treatments; and an extra helping of horsepower. (A Porsche 911 Carrera GTS cabrio joins the coupe—read our test here—and there are all-wheel-drive versions of both.)
How Does It Drive?
Porsche 911 Carrera GTS version of the naturally aspirated 3.8-liter flat-six propelling the Carrera S isn’t vast: 408 horsepower versus 385, plus a 200-rpm drop in peak torque availability, imparting a slightly more agreeable curve to the torque band.
But allied with Porsche’s optional Doppel-Kupplung ($4320, bitte) automatic transaxle—better known as PDK—and amplified by the launch control baked into the Sport Chrono package (add another $1480), the flat-six squashes the driver into the Alcantara upholstery in a most gratifying manner, stretching the corners of his mouth upward as the Porsche 911 Carrera GTS rips to 60 mph in 4.3 seconds and through the quarter-mile in 12.8 at 110 mph.
That’s nibbling at the edge of supercar territory, and the car’s dynamics are commensurate with its propensity for haste, with surgically precise steering, vivid transient response, serious grip (0.96 g), and a little less propensity for lift-throttle oversteer, a Porsche 911 handling trait further helped here by Porsche Active Suspension Management (PASM), a standard feature. The brakes, always a Porsche strong suit, are excellent and fade-free, turning in a 158-foot stop from 70 mph.
Our test car’s sinews were enhanced by an optional sport suspension package ($950), and it’s hard to imagine anyone being disappointed with this Porsche’s eager behavior at an autocross or track-day exercise.
How Does It Stack Up?
There are other tempting entries in this general price and performance category—the Jaguar XKR-S, the Maserati GranTurismo, even theomigawd Chevy Corvette ZR1—but for Porsche purists there is only the Porsche 911, and the Porsche 911 Carrera GTS is yet another expression of the car’s purity.
Measured against other members of the current family, it slots in just below the Porsche 911 GT3, a car that many regard as the ultimate representative of the 997 series. The Porsche 911 Carrera GTS isn’t quite as potent, but it’s not quite as extreme, either, nor is it as expensive.
What’s the Cost?
pricing starts at $104,050 for the coupe, $113,850 for the cabrio. A Porsche 911 Carrera S coupe starts $12,600 lower and can be optioned up to Porsche 911 Carrera GTS engine output levels, but that option—the Power kit—will set you back $16,900 alone.
So you’re already coming out ahead if you go the Porsche 911 Carrera GTS route, with the center-lock wheels, wide-body sheetmetal, and Alcantara interior seemingly tossed in for free. This makes the Porsche 911 Carrera GTS look almost like a bargain, if the word is even applicable at this price level. But as with any Porsche, caution is recommended when a buyer confronts the order form and the optional equipment. The entire Porsche 911 inventory offers hundreds of options, none of them cheap.
As a case in point, you’ll note that the as-tested price of this Porsche 911 Carrera GTS soars $13,295 beyond the base sticker. Besides the extras already noted, the list includes a nav system ($2110), Bose premium audio ($1440), XM radio ($750), dynamic cornering lights ($690), self-dimming mirrors ($420), heated front seats ($525), and exclusive to this model, clear glass covering the taillights ($610).
Caveat emptor might not have been coined as a caution relative to shopping for vehicle options; still, it does seem to apply here.
2011 Porsche 911 Carrera GTS Coupe picture gallery
BY TONY SWAN, PHOTOGRAPHY BY PATRICK M. HOEY