Even the luxurious Turbo provides the driver with lots of feedback. The output of the 3. This 400bhp-plus 911 might be brilliant. It features dry sump-type lubrication. Its 6 cylinder, double overhead camshaft naturally aspirated powerplant has 4 valves per cylinder and a capacity of 3.
The Turbo is the most luxurious of the 911s. 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. They're token gestures, not even large enough for small children. Needless to say, your average, everyday Carrera is a very quick car. The 2010 Porsche 911 lineup presents a wide range of models. How fast do you want to go? Besides, who wants to take time to strap suitcases on top of a car? They are expensive, however, likely aren't as good when they're cold, and are unnecessary for all but serious weekend warriors.
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. 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. Indeed, one of the most remarkable things about this car is the way it accurately follows the path the driver sets. 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. That's with the obedient, somewhat stiff-shifting six-speed manual. The stated weight at the kerb is 1420 kg.
And it just felt more interactive than the oh-so-slightly-staid Powerkit Carrera S I drove recently. Putting the top down is a one-button affair that snugly retracts the whole thing in just a few seconds and sends it back up in a few more. A history of recorded times can be displayed on the navigation system screen for comparison. The storage area under the hood will hold a couple of duffel bags, but the Corvette coupe hatchback will hold more. It's a fantastic sports car, exceedingly enjoyable to drive, and quite comfortable. If you choose the Cabriolet body style, it's 0.
Visibility is acceptable on most versions, but the low seating position and the sharp drop-off on the rear quarters will make you think twice about backing up in dicey situations, particularly in the Cabriolet and Targa models. Searches are carried out in real-time, and from the main page you can easily browse most car makes currently available. Leave the car alone, and it might be perceived as dated. In so doing, the engine has gained only 20 horsepower but become even more docile at low speeds. What you find in any version, after any amount of driving time, is that there's no practical way to approach the 911's grip limits on the street. You name it, they've got it, and we love all of them. 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.
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. If it were our car, we'd skip the nicely firm manual-slide, power-rake seats and move up to the 12-way power seats. The more I drove the cabriolet, the more I wondered if there really was any difference between it and a normal open-top Carrera S. Never better than it is now, the 2010 Porsche 911 once again raises its own bar by dropping in a new Turbo model with faultless handling and urgent, propulsive boxer power. 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 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 997-generation Turbo has a wider rear track and a wider body than that of the 996-generation. Visibility is acceptable on most versions, but the low seating position and the sharp drop-off on the rear quarters will make you think twice about backing up in dicey situations. 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. 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. 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.
No matter which model you're piloting, the brilliantly responsive 911 keeps the neural, connected feel it's always had-even in cars fitted with active suspension dampers oil-pressurized, computer-controlled shocks-they're standard on S and Turbo versions, and available on 911. 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. 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. We'd prefer a solid cover, however, because the mesh wasn't heavy enough to block out the sun on bright days. Hit the back roads, put it in Sport mode and it holds gears longer for aggressive driving. 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.