Porsche: 911 News
09-21-2011, 03:37 PM
#962
Suzuka Master
Can you believe the base price has gone up over 12K since I bought mine 4 years ago?!?! Recession, what recession. As long as billionaire Chinese are buying P-cars, I guess Porsche can charge whatever they want.
09-21-2011, 04:14 PM
#963
Senior Moderator
when I was 6 (or younger) my dad came back from a conference with a 1/18th scale diecast model of this model 911, for me (except it was metallic silver):
http://img824.imageshack.us/img824/3093/89865119.jpg
that's what sealed the deal. been a lover ever since. and that's just one of numerous Porsche stories in my life. hoping the day comes soon when I can call a 911 my own!
http://img824.imageshack.us/img824/3093/89865119.jpg
that's what sealed the deal. been a lover ever since. and that's just one of numerous Porsche stories in my life. hoping the day comes soon when I can call a 911 my own!
09-21-2011, 04:20 PM
#964
Senior Moderator
oh yeah, the first car I noticed and consequently fell in love with (when I was 2 yrs old)?
the Beetle.
the Beetle.
09-21-2011, 05:06 PM
#965
Fahrvergnügen'd
So what's your advice? V8 R8 or 991S coupe? Sheeit I may even go base carrera, 991 is so expensive. I think I'm going to wait 1 year for the bugs to be worked out. I saw the dreaded IMS issue of the 1st year 2005 997.
Can you believe the base price has gone up over 12K since I bought mine 4 years ago?!?! Recession, what recession. As long as billionaire Chinese are buying P-cars, I guess Porsche can charge whatever they want.
Can you believe the base price has gone up over 12K since I bought mine 4 years ago?!?! Recession, what recession. As long as billionaire Chinese are buying P-cars, I guess Porsche can charge whatever they want.
09-21-2011, 05:13 PM
#967
Senior Moderator
09-21-2011, 05:13 PM
#968
Suzuka Master
Yeah homes that's the dilemma. As a DD, I like that the 911 is less conspicuous. For me it's about trying something different and flashy (R8) or something new but tried and true (991). I had a blast driving the 911 to work this morning, it handles so well even on city streets. At least I have to wait until February 2012 when I can test drive a 991, that will make or break the decision for me.
09-21-2011, 05:15 PM
#969
Fahrvergnügen'd
but the 991CS, to me, embodies everything I like about the V8 Vantage but even moreso ... It looks like a supercar and performs like a supercar but doesn't stand out like one.
09-21-2011, 05:45 PM
#970
Suzuka Master
I'm only considering V8 R8 and stripper at that (B&O and MMI only options). V10s are running $170-80K new and at that price point I would lean towards F430 or LP560-4. At this point in my life, I can't stomach dropping that much coin on a depreciating asset without paying down my mortgage first.
09-21-2011, 05:49 PM
#971
Senior Moderator
I'm only considering V8 R8 and stripper at that (B&O and MMI only options). V10s are running $170-80K new and at that price point I would lean towards F430 or LP560-4. At this point in my life, I can't stomach dropping that much coin on a depreciating asset without paying down my mortgage first.
09-21-2011, 06:45 PM
#973
Senior Moderator
^^ you're getting one? 
09-21-2011, 06:48 PM
#974
Senior Moderator
charliemike could your avatar be any more fitting? heh
09-21-2011, 06:57 PM
#975
I feel the need...
Actually, I'm struggling with the same decision as Rick. I like the V8V, R8 and the 991 in different ways...
V8V: Timeless, classy, can't go wrong, but less all-out performance.
R8 6MT: Like it a lot but don't love it, more stage presence than a P-car. Side blades sorta bug me, but am not a spyder guy and the V10 is too pricey.
991: First 911 I can recall ever giving more than second look to. Really am diggin' this car, but need to drive one first.
V8V: Timeless, classy, can't go wrong, but less all-out performance.
R8 6MT: Like it a lot but don't love it, more stage presence than a P-car. Side blades sorta bug me, but am not a spyder guy and the V10 is too pricey.
991: First 911 I can recall ever giving more than second look to. Really am diggin' this car, but need to drive one first.
09-22-2011, 02:39 AM
#976
Somewhat related, a customer rolls by every once in a while... he drives a blue V10 R8 with silver sideblades. an excellent color combo....
Just some random pic, it has to be seen in person as photos don't do it justice. By far my favorite color combo with white & carbon side blades coming in 2nd.
as far as the 991 Carrera S being as fast as a 997 GT3 around the Ring..... wow!
Just some random pic, it has to be seen in person as photos don't do it justice. By far my favorite color combo with white & carbon side blades coming in 2nd.
as far as the 991 Carrera S being as fast as a 997 GT3 around the Ring..... wow!
09-22-2011, 02:11 PM
#977
Suzuka Master
Actually, I'm struggling with the same decision as Rick. I like the V8V, R8 and the 991 in different ways...
V8V: Timeless, classy, can't go wrong, but less all-out performance.
R8 6MT: Like it a lot but don't love it, more stage presence than a P-car. Side blades sorta bug me, but am not a spyder guy and the V10 is too pricey.
991: First 911 I can recall ever giving more than second look to. Really am diggin' this car, but need to drive one first.
V8V: Timeless, classy, can't go wrong, but less all-out performance.
R8 6MT: Like it a lot but don't love it, more stage presence than a P-car. Side blades sorta bug me, but am not a spyder guy and the V10 is too pricey.
991: First 911 I can recall ever giving more than second look to. Really am diggin' this car, but need to drive one first.
http://www.youtube.com/watch?v=tZkEqkNRpSk
09-22-2011, 02:16 PM
#978
Suzuka Master
A major consideration as I alluded to in the past is that the Porsche service manager is my patient. He hooked me up with 15% off my 4 year service 3 months ago and I trust him completely just like he trusts me to take care of him.
10-15-2011, 06:30 PM
#980
Senior Moderator
I totally didn't notice the the mirror location on the new model.
http://www.youtube.com/user/Porsche#.../1/yZDvszewUbI
10-16-2011, 12:20 PM
#981
what kind of doctor are you, surfer rick?
10-19-2011, 06:50 PM
#983
I feel the need...
If I get one it will be a third car, so no need for the all-weather capability. Therein lies the rub, my wife thinks an expensive sports car sitting in the garage November thru March is a waste of dinero which is the main reason why I don't have one already.
10-20-2011, 08:21 PM
#986
I'm the Firestarter
11-11-2011, 06:09 PM
#990
Moderator
Check out this Porsche Hybrid: http://online.wsj.com/article/SB1000...TTopCarousel_1
11-11-2011, 08:32 PM
#991
I'm the Firestarter
^ Wowsers.
11-22-2011, 03:49 PM
#992
Senior Moderator
2012 Porsche 911 Carrera S Cabriolet
Press release...
Dr. Ing. h.c. F. Porsche AG, Stuttgart, is doubling the driving fun to be had from the new 911 Carrera by putting a Cabriolet alongside the Coupé. The debut of the new generation of the sports car classic is being followed only a few months later by the open-top models of the 911 Carrera and 911 Carrera S in the new 911 design.
What the Coupé began with the new aluminium-steel body, the Cabriolet continues with the all-new, unique hood: As a result, the typical 911 roof line is initially retained in its entirety. Even when closed up, the Cabriolet cuts a fine figure. Intelligent lightweight design, even including the use of magnesium in the hood, ensures less weight and more sportiness, lower fuel consumption and greater comfort. With the open-top 911s as well, Porsche has managed to reverse the weight spiral and make the new Cabrio models significantly lighter than its predecessors.
Each of the two new Cabriolets has the same engine as its Carrera Coupé equivalent. The rear of the 911 Carrera Cabrio houses a 3.4-litre flat engine generating 350 hp (257 kW) of power driving the rear wheels through a seven-gear manual transmission. The open-top Carrera S comes with a 3.8-litre six-cylinder engine developing 400 hp (294 kW) and also a seven-gear manual transmission featured as standard. That means that the open-top 911s as well are distancing themselves even further from the competition in terms of efficiency; both models consume less than ten litres of fuel per 100 kilometres (NEDC). The Cabriolets as well have the Porsche Doppelkupplungsgetriebe (PDK) available as an optional extra, delivering even lower fuel consumption and shorter acceleration times.
With the longer wheelbase compared with the predecessor model, the wider front track and the new electro-mechanical power steering, the new Cabriolets offer even sportier driving characteristics, greater precision and agility. Depending on model, there are other standard or optional active control systems available as well that further enhance the driving dynamics.
The 911 Carrera Cabriolet will be launched in Germany on March 3, 2012. The prices for the 911 Carrera Cabriolet start in Germany with 100,532 Euros, the 911 Carrera S Cabriolet starts with 114,931 Euros including value-added tax in both cases.
What the Coupé began with the new aluminium-steel body, the Cabriolet continues with the all-new, unique hood: As a result, the typical 911 roof line is initially retained in its entirety. Even when closed up, the Cabriolet cuts a fine figure. Intelligent lightweight design, even including the use of magnesium in the hood, ensures less weight and more sportiness, lower fuel consumption and greater comfort. With the open-top 911s as well, Porsche has managed to reverse the weight spiral and make the new Cabrio models significantly lighter than its predecessors.
Each of the two new Cabriolets has the same engine as its Carrera Coupé equivalent. The rear of the 911 Carrera Cabrio houses a 3.4-litre flat engine generating 350 hp (257 kW) of power driving the rear wheels through a seven-gear manual transmission. The open-top Carrera S comes with a 3.8-litre six-cylinder engine developing 400 hp (294 kW) and also a seven-gear manual transmission featured as standard. That means that the open-top 911s as well are distancing themselves even further from the competition in terms of efficiency; both models consume less than ten litres of fuel per 100 kilometres (NEDC). The Cabriolets as well have the Porsche Doppelkupplungsgetriebe (PDK) available as an optional extra, delivering even lower fuel consumption and shorter acceleration times.
With the longer wheelbase compared with the predecessor model, the wider front track and the new electro-mechanical power steering, the new Cabriolets offer even sportier driving characteristics, greater precision and agility. Depending on model, there are other standard or optional active control systems available as well that further enhance the driving dynamics.
The 911 Carrera Cabriolet will be launched in Germany on March 3, 2012. The prices for the 911 Carrera Cabriolet start in Germany with 100,532 Euros, the 911 Carrera S Cabriolet starts with 114,931 Euros including value-added tax in both cases.
11-22-2011, 03:50 PM
#993
Senior Moderator
11-22-2011, 03:51 PM
#994
Senior Moderator
2012 Porsche 911 Carrera Cabriolet
Press release...
Dr. Ing. h.c. F. Porsche AG, Stuttgart, is doubling the driving fun to be had from the new 911 Carrera by putting a Cabriolet alongside the Coupé. The debut of the new generation of the sports car classic is being followed only a few months later by the open-top models of the 911 Carrera and 911 Carrera S in the new 911 design.
What the Coupé began with the new aluminium-steel body, the Cabriolet continues with the all-new, unique hood: As a result, the typical 911 roof line is initially retained in its entirety. Even when closed up, the Cabriolet cuts a fine figure. Intelligent lightweight design, even including the use of magnesium in the hood, ensures less weight and more sportiness, lower fuel consumption and greater comfort. With the open-top 911s as well, Porsche has managed to reverse the weight spiral and make the new Cabrio models significantly lighter than its predecessors.
Each of the two new Cabriolets has the same engine as its Carrera Coupé equivalent. The rear of the 911 Carrera Cabrio houses a 3.4-litre flat engine generating 350 hp (257 kW) of power driving the rear wheels through a seven-gear manual transmission. The open-top Carrera S comes with a 3.8-litre six-cylinder engine developing 400 hp (294 kW) and also a seven-gear manual transmission featured as standard. That means that the open-top 911s as well are distancing themselves even further from the competition in terms of efficiency; both models consume less than ten litres of fuel per 100 kilometres (NEDC). The Cabriolets as well have the Porsche Doppelkupplungsgetriebe (PDK) available as an optional extra, delivering even lower fuel consumption and shorter acceleration times.
With the longer wheelbase compared with the predecessor model, the wider front track and the new electro-mechanical power steering, the new Cabriolets offer even sportier driving characteristics, greater precision and agility. Depending on model, there are other standard or optional active control systems available as well that further enhance the driving dynamics.
The 911 Carrera Cabriolet will be launched in Germany on March 3, 2012. The prices for the 911 Carrera Cabriolet start in Germany with 100,532 Euros, the 911 Carrera S Cabriolet starts with 114,931 Euros including value-added tax in both cases.
What the Coupé began with the new aluminium-steel body, the Cabriolet continues with the all-new, unique hood: As a result, the typical 911 roof line is initially retained in its entirety. Even when closed up, the Cabriolet cuts a fine figure. Intelligent lightweight design, even including the use of magnesium in the hood, ensures less weight and more sportiness, lower fuel consumption and greater comfort. With the open-top 911s as well, Porsche has managed to reverse the weight spiral and make the new Cabrio models significantly lighter than its predecessors.
Each of the two new Cabriolets has the same engine as its Carrera Coupé equivalent. The rear of the 911 Carrera Cabrio houses a 3.4-litre flat engine generating 350 hp (257 kW) of power driving the rear wheels through a seven-gear manual transmission. The open-top Carrera S comes with a 3.8-litre six-cylinder engine developing 400 hp (294 kW) and also a seven-gear manual transmission featured as standard. That means that the open-top 911s as well are distancing themselves even further from the competition in terms of efficiency; both models consume less than ten litres of fuel per 100 kilometres (NEDC). The Cabriolets as well have the Porsche Doppelkupplungsgetriebe (PDK) available as an optional extra, delivering even lower fuel consumption and shorter acceleration times.
With the longer wheelbase compared with the predecessor model, the wider front track and the new electro-mechanical power steering, the new Cabriolets offer even sportier driving characteristics, greater precision and agility. Depending on model, there are other standard or optional active control systems available as well that further enhance the driving dynamics.
The 911 Carrera Cabriolet will be launched in Germany on March 3, 2012. The prices for the 911 Carrera Cabriolet start in Germany with 100,532 Euros, the 911 Carrera S Cabriolet starts with 114,931 Euros including value-added tax in both cases.
11-22-2011, 03:52 PM
#995
Senior Moderator
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11-29-2011, 01:55 PM
#997
Suzuka Master
991 wins "2012-Best Car To Buy" Title
Nominees:
2012 BMW 650i
2012 Ford Mustang Boss 302
2012 Audi A7 3.0 TFSI
2012 Mercedes-Benz C63 AMG Coupe
2012 Mercedes-Benz CLS63 AMG
2012 Mercedes-Benz SLS AMG Roadster
2012 Porsche 991
2012 Land Rover Range Rover Evoque
2012 Nissan GT-R
Picking a single winner out of a field of excellent cars is a tough task, particularly this year, with so many new or significantly improved cars in the luxury and performance realm. Value, style, performance, comfort, and practicality all weigh in, but ultimately, the question of which is truly the best comes down to the experience of owning and driving it.
That's why Motor Authority's 2012 Best Car To Buy is the the 2012 Porsche 911. It's latest in seven generations of the iconic sports car, and, in almost every way, the best.
Performance and Handling
Putting the engine behind the rear wheels is an odd choice for a sports car, or for any car for that matter. Doing so creates some odd behavioral tendencies, including a sudden willingness to spin for which the 911 was once (in)famous. Under power, having all that weight in the rear can lead to brilliant straight-line acceleration, but when turning, it can create understeer. Not so with the 2012 911.
Through chassis design, electronic management, and sheer refusal to bow to the laws of physics, Porsche's engineers have created a rear-engined sports car that is, even at the outer limits, almost completely balanced. Once you learn its tendencies--remnants of that snap-oversteer past--the 911 Carrera is one of the easiest cars in the world to place precisely where you want it, even if you have to make a small adjustment mid-turn; lift off a bit and the nose tucks in smoothly, roll in a touch more throttle and the car's arc widens ever so gradually. It's brilliant.
So brilliant that even the slightly damp blanket of electro-mechanical power steering (EPS) doesn't kill the party. Here, again, Porsche`s engineers have turned expectations on their head, mostly working around the numb, disconnected feeling inherent to all other EPS systems we've tested thus far, delivering a slightly diminished but still very usable interpretation of the 911's legendary steering feel.
It's also lightning quick thanks to its revvy, efficienct direct-injection 350-hp (Carrera) or 400-hp (Carrera S) engines, particularly when paired with the newly re-tuned PDK dual-clutch transmission. While we're soundly in the give-me-a-stick-shift camp for any sports car, perhaps especially in the case of the novel yet highly effective new seven-speed (!) manual in the 2012 911, the PDK transmission is a true joy to drive. Shifts are lightning-quick, with none of the troublesome hesitation at the upper end of the range found in some other manufacturers' solutions.
With the system turned up to its sportiest settings, engaging and using launch control is a breeze: just step on the brake with your left foot and mash the throttle. When you're ready to go, let off the brake and whoosh! you're off, a quick chirp from the rear tires and the horizon is in your lap. Choose to shift for yourself or let the near-telepathic computer do it for you. Either way, it's high-tech fun that also helps you tick of faster laps. Perhaps best of all, Porsche is so confident in its engineering that none of this hoonery, including launch control, will ever void the warranty--again, unlike some of the closest competitors.
Comfort and Quality
It would be enough if the 2012 911 were the immensely capable sports it is and had just a nice interior. But the new 911's cabin leaves nice like it leaves the starting line. Lush yet light leathers, refined and durable-seeming plastics, and fit and finish between the two and across all the switchgear that would make a bespoke hand-builder worry about the future of their job all combine to form a truly luxurious and beautiful space. For some cars, delivering this cabin alone would be enough. But Porsche doesn't stop there.
By lengthening the wheelbase by almost four inches for 2012, the new 911 has rear seats that are actually usable, at least for medium-height adults and certainly for children. Thanks to its classic sloping coupe profile, headroom is somewhat limited, though less so than you might expect, and leg room, while better, is still tight in back. Up front, however, there's ample room even for those well over six feet tall, with supportive, extensively adjustable seats and excellent visibility to all quarters.
Perhaps vindicating the decision to put the engine in the rear, the front-mounted trunk is taller, longer, and more spacious than it would be if at the opposite end. It's also easy to load, and able to easily envelope a weekend's luggage for two plus a handful of odds and ends.
In other words, the 2012 Porsche 911 is a sports car that's built for a life not just lived, but lived well, with friends and family.
Features and Safety
With any car that's not meant to live its life in a garage, it's important to consider what you can do inside it and how safe you'll feel while driving. In both cases, the new 911 excels.
In fact, Porsche's racing heritage and performance-focused design actually help deliver more safety, too, with the Porsche Torque Vectoring (PTV) and Porsche Stability Management (PSM) systems helping the driver to apply power and keep the car under control in any conditions. Standard two-stage driver and passenger air bags, plus side and knee airbags, wrapped in an advanced steel-and-aluminum structure enhance occupant safety in the event that a crash is unavoidable.
With safety concerns out of the way, you're free to enjoy the ride, and Porsche provides lots of options, including a 30-percent larger sunroof that leaves more headroom than the last.
The previously-mentioned adjustable seats come in two favors, with optional seat heaters and seat ventilation. A two-zone automatic climate control system is standard, as is a nine-speaker, 235-watt CD/DVD/MP3 stereo. If you're an audio lover, however, there's a Burmester optional upgrade that delivers 12 speakers, a 300-watt subwoofer, and a sixteen-channel amplifier with over 800 watts total power. A Bose Surround Sound system is also available.
For the daily grind, optional extras like ParkAssist, which helps the driver put the car into just about any available space, and Porsche Dynamic Lighting System, which has speed-sensitive and dynamic cornering control over the headlights, make any drive both safer and easier.
Motor Authority's 2012 Best Car To Buy
With cars like the 2012 Ford Mustang Boss 302 offering much of the performance of the 911, or the BMW 6-Series offering similar luxury and comfort, or even the SLS AMG Roadster offering a close take on both, the 2012 Porsche 911 had a very strong crowd of rivals for this year's award.
In the end, however, the 911's unique combination of speed, beauty, comfort, and practicality, plus its continued heritage of excellence and the somewhat inexplicable factor of just how satisfying it is to drive, the Porsche 911 is the best car we've driven this year, and it's the car we'd put in our garage given the chance--and that's why it's Motor Authority's 2012 Best Car To Buy.
Nominees:
2012 BMW 650i
2012 Ford Mustang Boss 302
2012 Audi A7 3.0 TFSI
2012 Mercedes-Benz C63 AMG Coupe
2012 Mercedes-Benz CLS63 AMG
2012 Mercedes-Benz SLS AMG Roadster
2012 Porsche 991
2012 Land Rover Range Rover Evoque
2012 Nissan GT-R
Picking a single winner out of a field of excellent cars is a tough task, particularly this year, with so many new or significantly improved cars in the luxury and performance realm. Value, style, performance, comfort, and practicality all weigh in, but ultimately, the question of which is truly the best comes down to the experience of owning and driving it.
That's why Motor Authority's 2012 Best Car To Buy is the the 2012 Porsche 911. It's latest in seven generations of the iconic sports car, and, in almost every way, the best.
Performance and Handling
Putting the engine behind the rear wheels is an odd choice for a sports car, or for any car for that matter. Doing so creates some odd behavioral tendencies, including a sudden willingness to spin for which the 911 was once (in)famous. Under power, having all that weight in the rear can lead to brilliant straight-line acceleration, but when turning, it can create understeer. Not so with the 2012 911.
Through chassis design, electronic management, and sheer refusal to bow to the laws of physics, Porsche's engineers have created a rear-engined sports car that is, even at the outer limits, almost completely balanced. Once you learn its tendencies--remnants of that snap-oversteer past--the 911 Carrera is one of the easiest cars in the world to place precisely where you want it, even if you have to make a small adjustment mid-turn; lift off a bit and the nose tucks in smoothly, roll in a touch more throttle and the car's arc widens ever so gradually. It's brilliant.
So brilliant that even the slightly damp blanket of electro-mechanical power steering (EPS) doesn't kill the party. Here, again, Porsche`s engineers have turned expectations on their head, mostly working around the numb, disconnected feeling inherent to all other EPS systems we've tested thus far, delivering a slightly diminished but still very usable interpretation of the 911's legendary steering feel.
It's also lightning quick thanks to its revvy, efficienct direct-injection 350-hp (Carrera) or 400-hp (Carrera S) engines, particularly when paired with the newly re-tuned PDK dual-clutch transmission. While we're soundly in the give-me-a-stick-shift camp for any sports car, perhaps especially in the case of the novel yet highly effective new seven-speed (!) manual in the 2012 911, the PDK transmission is a true joy to drive. Shifts are lightning-quick, with none of the troublesome hesitation at the upper end of the range found in some other manufacturers' solutions.
With the system turned up to its sportiest settings, engaging and using launch control is a breeze: just step on the brake with your left foot and mash the throttle. When you're ready to go, let off the brake and whoosh! you're off, a quick chirp from the rear tires and the horizon is in your lap. Choose to shift for yourself or let the near-telepathic computer do it for you. Either way, it's high-tech fun that also helps you tick of faster laps. Perhaps best of all, Porsche is so confident in its engineering that none of this hoonery, including launch control, will ever void the warranty--again, unlike some of the closest competitors.
Comfort and Quality
It would be enough if the 2012 911 were the immensely capable sports it is and had just a nice interior. But the new 911's cabin leaves nice like it leaves the starting line. Lush yet light leathers, refined and durable-seeming plastics, and fit and finish between the two and across all the switchgear that would make a bespoke hand-builder worry about the future of their job all combine to form a truly luxurious and beautiful space. For some cars, delivering this cabin alone would be enough. But Porsche doesn't stop there.
By lengthening the wheelbase by almost four inches for 2012, the new 911 has rear seats that are actually usable, at least for medium-height adults and certainly for children. Thanks to its classic sloping coupe profile, headroom is somewhat limited, though less so than you might expect, and leg room, while better, is still tight in back. Up front, however, there's ample room even for those well over six feet tall, with supportive, extensively adjustable seats and excellent visibility to all quarters.
Perhaps vindicating the decision to put the engine in the rear, the front-mounted trunk is taller, longer, and more spacious than it would be if at the opposite end. It's also easy to load, and able to easily envelope a weekend's luggage for two plus a handful of odds and ends.
In other words, the 2012 Porsche 911 is a sports car that's built for a life not just lived, but lived well, with friends and family.
Features and Safety
With any car that's not meant to live its life in a garage, it's important to consider what you can do inside it and how safe you'll feel while driving. In both cases, the new 911 excels.
In fact, Porsche's racing heritage and performance-focused design actually help deliver more safety, too, with the Porsche Torque Vectoring (PTV) and Porsche Stability Management (PSM) systems helping the driver to apply power and keep the car under control in any conditions. Standard two-stage driver and passenger air bags, plus side and knee airbags, wrapped in an advanced steel-and-aluminum structure enhance occupant safety in the event that a crash is unavoidable.
With safety concerns out of the way, you're free to enjoy the ride, and Porsche provides lots of options, including a 30-percent larger sunroof that leaves more headroom than the last.
The previously-mentioned adjustable seats come in two favors, with optional seat heaters and seat ventilation. A two-zone automatic climate control system is standard, as is a nine-speaker, 235-watt CD/DVD/MP3 stereo. If you're an audio lover, however, there's a Burmester optional upgrade that delivers 12 speakers, a 300-watt subwoofer, and a sixteen-channel amplifier with over 800 watts total power. A Bose Surround Sound system is also available.
For the daily grind, optional extras like ParkAssist, which helps the driver put the car into just about any available space, and Porsche Dynamic Lighting System, which has speed-sensitive and dynamic cornering control over the headlights, make any drive both safer and easier.
Motor Authority's 2012 Best Car To Buy
With cars like the 2012 Ford Mustang Boss 302 offering much of the performance of the 911, or the BMW 6-Series offering similar luxury and comfort, or even the SLS AMG Roadster offering a close take on both, the 2012 Porsche 911 had a very strong crowd of rivals for this year's award.
In the end, however, the 911's unique combination of speed, beauty, comfort, and practicality, plus its continued heritage of excellence and the somewhat inexplicable factor of just how satisfying it is to drive, the Porsche 911 is the best car we've driven this year, and it's the car we'd put in our garage given the chance--and that's why it's Motor Authority's 2012 Best Car To Buy.
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ttribe (11-29-2011)
12-06-2011, 04:46 AM
#999
Senior Moderator
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