1980 Porsche 911 Reviews

It's the "slowest" new Porsche 911 but, hey, measured against most other cars, the 911 Carrera Cabriolet is indecently quick - all Porsches are.VALUEWe would tick both these boxes if we were spending the $259,000 for this car. It's a shed load of cash but you are getting arguably the best quality mainstream car money can buy because Porsche is made of quality components and materials by by highly qualified people who take utmost pride in their work.TECHNOLOGYThis particular car weighs in at 1500kg - 85 kgs more than the hard-top Carrera coupe due to underfloor chassis reinforcements and it has the "entry level" 3.6-litre boxer six-cylinder 254kW/390Nm engine. It means the Carrera Cabriolet puts away a 0-100km/h sprint in 4.9 seconds and tops out at a speed we can't say -  but fast.So, slow it most certainly isn't. The test car was optioned with a dual clutch 'manumatic' transmission called PDK in Porsche acronym speak. It also had optional Sports Chrono which brings with it launch control that further aids off-the-line acceleration.DESIGNWe have seen it first hand. The 911 Cab is a sports car in the truest sense as it has a folding soft top that tucks away somewhere behind the rudimentary rear seats. This is a 2+2 at a pinch. The roof operates electrically up to speeds of about 15km/h which is really handy in inclement weather or at traffic lights.Porsche paid particular attention to the roof structure which holds the soft top tight as a drum at all speeds, even with the windows down. Those weight adding underbody reinforcements do their job because the 911 Cab' feels rock solid with the roof up or down.The Cabrio offers roof down sports motoring with plenty of luxury including premium audio, heated and electrically adjustable seats, 40 gig audio hard drive and a touch screen that's simple and logical to use.SAFETYIt has six air bags and sports stability control that doesn't intrude when you are having a go.DRIVEThe engine features direct fuel injection as well as variable cam timing and other clever technology to optimise its output. The oil pump is variable depending on demand. Handling is supreme especially with the sport plus button activated. It firms up all dynamic functions and changes the gear map for the transmission into full manual - no unwanted up or down changes unless you select them.The steering is typically engaging thanks in part to the engine being rear/amidships and not compromising steering system placement. It has monumental brakes and the optional 19-inch wheels with wide rubber should also be seriously considered for aesthetics as well as grip.The seven-speed PDK can be left to its own devices in D or operated by the selector stick or buttons on the steering wheel - the only aspect of this car we don't really like (they should be paddles on the steering column). The sound is unbelievable, the feel amazing, the looks arresting and the acceleration gratifying. Where do we sign. VERDICTWe love this car though it wouldn't be our choice given the opportunity. That would be the yet to be released Carrera GTS.P0RSCHE CARRERA 911 CABRIOLETPrice: from $229,900Warranty: 3 years/unlimited kilometresService interval: 15,000km/12 monthsSafety: 5-star ANCAP, six air bags, sports stability controlEngine: 3.6 litre in-line six-cylinder, 254kW/390NmBody: Two-door coupeWeight: 1500 kgTransmission: 7-speed dual clutch manual 

It's a 911. That's all anyone really needs to know about the latest newcomer in the Porsche family. The shape is traditional, the approach is traditional, and the result is tradition.But the latest car to carry one of the best-known badges in motoring is much, much more than just a backward-looking, inwards-focussed 911. It's only the third all-new car since the 911 hit the road in 1963 and that means the familiar shape is wrapped around a high-tech 21st century package that makes driving easier, greener and more relaxed - yet still just as much fun.Perhaps - just perhaps - the car is not as rewarding or challenging to drive, but there is plenty to come - the GT3 road racer and GT2 turbo beastie - for people who want and need more than just a great sports car to satisfy them.We will only know the answer when we get the 911 home and onto familiar roads, but right now I think the changes have resulted in a 911 that is right for its time and buyers. A Lamborghini Gallardo looks wilder, and a Ferrari 458 Italia is plain wonderful, but there is nothing in the 911s price class that runs even close to the German star.VALUEThere is more to see and touch and feel in the new 911, as well as more performance, but it's still a costly car with prices from $229,900 for the Carrera or $263,100 for a Carrera S with the a 3.8- litre engine.For now, the extra value comes in everything from a new and lighter body - which helps economy - to a cabin with noticeably more space and a dashboard that's been morphed from the luxury Panamera. The end result is a car that's got so many detail changes it's impossible to cover them here. "We've done a lot. Emotions, performance, comfort," says Michael Winkler, chief of Porsche Cars Australia.Of course, there are all sorts of options including sports seats, sound systems, leather choices and special luggage. And there is a new hero colour - a creamy brown called cognac, for people who have extra to spend.TECHNOLOGYPorsche has managed to make the new 911 lighter despite a basic body that's heavier, thanks to work on every area of the car including more aluminium. The wheelbase is up by 10 centimetres, a help in the cabin and also for a future hybrid system, the front track is wider and there is (controversial) electric power steering.Engine outputs are up 257 kiloWatts/390 Newton-metres for the downsized 3.4-litre flat six in the Carrera and 294/440 for the 3.8 in the Carrera S, which means sprint times as quick as 4.3 seconds to 100km/h and a top speed of 304km/h. Fuel consumption can be as little as 8.2 litres/100km and all new 911s have a stop-start system as standard, headlining a suit of efficiency improvements.There is also a new seven-speed manual gearbox - with an extra leg on the usual H pattern - that shares its casing and basic mechanicals with the quick-shifting PDK twin-clutch manumatic. And there is a stop- start system to save fuel and cut emissions.DESIGNThe basic shape is the same but the new 911 is different in almost every detail. "It is possible to modernise an Icon," says Porsche boss, Matthias Muller. So the headlamps are still roundish, the side windows are much the same shape as always, and the curvy body is wrapped around the wider front end and over the rear-mounted engine. But the body is lowered and stretched out, and the rear-view mirrors are now mounted on the doors.Inside, the dials are much the same as always - with the tachometer sitting front-and-centre - but the minor switches are trendy modern from the Panamera and there is even a park-brake button. The materials inside are the same as always, with lots of leather, and Porsche's switch to paddles for the PDK double-clutch gearbox is reflected in chunky metal levers. But there is also a new 12 centimetre colour display screen and three plug-in power sockets. So the melody is the same, even if the words have changed.SAFETYThe new 911 will be a five-star car for safety, although we're not expecting anyone to kill one against an NCAP wall any time soon.There are front-side-head airbags, ABS brakes, stability control and even a new torque-vectoring differential to make cornering safer and easier. The real proof comes in little things, like the big bins in the doors that have been sacrificed to provide more side-impact protection.DRIVINGWheel time is the only thing that really matters to 911 fans and the new car is great. It sprints well, it corners very well, and it gives the sort of feedback you expect - and need - from a 911. But, and this is a big difference, it's more refined with less road noise and none of the steering kickback of earlier cars.The pitchy, bouncing ride and steering fight through corners was something that always made 911s a challenge to drive. Some people will think it's sad that it's gone, but it means you can really tackle a testing road without fear.There is more space in the front seats, too, although I'm not a fan of the latest steering wheel designs or a multi-adjustable driver's seat that I could not get low enough in a couple of evaluation cars. But that's all minor stuff, just like the need to really think about changes in the seven-speed manual gearbox.It's sprung towards the 3-4 plane and that means coming out of the cruising top gear - 2000 revs at 100km/h - down to fifth takes concentration. The latest PDK gearbox is great, with swift shifts and a gear for every occasion. It's also great to be able to left-foot brake into a corner - something that previously killed the engine as part of a Volkswagen safety system - and then select the right gear almost at the apex.Braking is great, the ride is good, and the new dash is simpler and easier to use - like the one-touch buttons for the sports settings and the dial that records G-loading in corners and under brakes.The Porsche people have done everything they can to ensure the new 911 is headed for greatness. It is still a brilliant driver's car, but it's also now easier to access the performance and it's more relaxing for touring work. In short, the new 911 is a winner.VERDICTThe new 911 is a brilliant update of a timeless classic. It ticks all the right boxes.RATING

THE all-new Porsche 911 is everything you expect, then more. Actually, it can also be less if you just want to doze along the freeway in seventh - yes, seventh - gear in the latest manual transmission with the engine turning at just 2000 revs.But it's still a sports car to dream about, to tussle and tease along a twisty road, and one of the rare cars to make a memorable entry at your favourite haunt.The new 911 - Porsche people will call it the 991 - is only the third totally new model since the badge hit the road in 1963, and the German sports car maker has gone all-out to ensure it's a landmark.Spending? No-one will say, but it's unlikely there was any change from $800 million.It's just as fast as always, but bigger, more refined, and with the quirkiness of previous generations either removed entirely or damped down almost to Camry levels. And there is lots of efficiency, headlined by better fuel economy and a smaller 3.4-litre engine in the Carrera starter.PRICINGThe first of the new 911s will reach Australia in March, priced from $229,900 for the Carrera or $263,100 for a Carrera S with the larger 3.8-litre engine. The new coupes will be followed quickly by the cabrio - look for pictures on Carsguide next week - and eventually the hero cars including the GT3 track monster and the Turbo in 2013.TECHNOLOGYFor now, work on the 911 is concentrated on a new and lighter body, a cabin with noticeably more space and a dashboard that's been morphed from from the Panamera, with everything from a wider front track and a stretched wheelbase to controversial electric power steering.Engine outputs are 257 kiloWatts/390 Newton-metres for the 3.4 and 294/440 for the 3.8, which means sprint times as quick as 4.3 seconds to 100km/h and a top speed of 304km/h in the S.Fuel consumption can be as little as 8.2 litres/100km and all new 911s have a stop-start system as standard, headlining a suit of efficiency improvements.There is also the seven-speed manual - with an extra leg on the usual H pattern - that shares its casing and basic mechanicals with the quick-shifting PDK twin-clutch manumatic.Other details run from standard wheel sizes up from 19 and 10 inches, with all sorts of options including sports seats, sound systems, leather choices and special luggage. And there is a new hero colour - a creamy brown - called cognac.But it's still a 911, from the body shape to the feedback at the wheel.DRIVINGThe first and most-obvious improvement for anyone who has driven any previous 911 is the elimination of the pitchy, jouncy ride that has always had the front wheels pattering and drumming to any changes in road surface. The improvement is partly in the front suspension, partly in a steering system that eliminates unwanted distractions.The car is also noticeably quieter and there is more room for both of the people in the front. The back? It's not something to test, unless you're younger than five.The performance is as strong as the recent 911s, perhaps a touch better but it's hard to know in the real world, and it still has the mid-range punch and throaty exhaust note that makes the car special.Braking is great, the ride is good, and the new dashboard is simpler to use, although the electronic park brake is hidden below the dash.For me, the multi-adjustable electric seats in the Carrera S are set too high, and the fake-ceramic steering wheel looks a bit cheap. And it's easy to get lost in the new seven-speed manual gearbox, which is also sprung towards the 3-4 plane and means you have to concentrate to go from seven to five.The PDK gearbox is great and my choice now Porsche has paddles, and the sound systems punch.My complaints are mostly very minor stuff and that's no surprise on any 911, and especially not on a ground-up rework.The Porsche people have done everything they can to ensure the car is headed for greatness.They even laid more than two kilometres of smooth new bitumen road at a California airfield to ensure the car would make the best possible impression on the world's motoring press ...VERDICTHow good is the new 911? Very, very good. How good? Ok, I want one.RATING

My son was disappointed that it wasn't turbo or supercharged. But it was this very thing that attracted me to the car. Force-fed engines have their place but there's nothing like the sound and feel of a free revving naturally aspirated power plant.TECHNOLOGYThe 3.8-litre flat pack in the Porsche Carrera produces 300kW of power at a lofty 7300 revs and whips the car into action like the throrougbred it is. The dash from 0-100km/h takes 4.6 seconds and the car has a top speed of 306km/h — not that it matters much on our crappy bloody roads. So what if the Turbo's quicker off the mark?The GTS comes with a six-speed manual transmission as standard or you can tick the box for the 7-speed PDK auto, which adds 4km/h to the top speed and reduces the time it takes to get to 100km/h from 4.6 to 4.2 seconds.VALUEIt's also costs 100,000 more, not that I could afford either car anyway. Priced from $270,000 the new 911 Carrera GTS wears its badge well, with pumped out rear guards, black 19 inch alloys and fiery red brake calipers.The quad exhaust outlets could he described as overkill, but what the hell — go big or go home? The GTS sits midway between the Carrera S and race bred GT3 with 17 more kilowatts than the S but 20 less than the GT3.DESIGNIt's splitting hairs really because there's nothing unexciting about the way this car looks, sounds or performs. The GTS combines the wider body of the all-wheel drive Carrera 4 with its wider track together with a classic rear engined, rear-wheel drive arrangement.It's a classic Porsche in every sense of the term, wtih guards that hide massive 305/30 series Bridgestone Potenzas designed to keep the bum pinned down.Other features which set this car apart include the SportDesign front apron edged in black, special sideskirts, also in black, and the GTS logo on the doors and rear lid — in black or silver depending on the body colour (our car was white). The area between the two tailpipes at the rear is also finished in black.The interior of the car is trimed in suede-like Alcantara and getting in and out can be challenging which explains why they sell so many Cayennes.DRIVINGSlower it may be, but we'll take the manual every day thank you, because we like to drive and after all — isn't this what this car's supposed to be all about?After punting around for a couple of days trying to stay away from the highway patrol we discovered the little button that adds a louder, more urgent note to the exhaust. That's the button you'll want to hit before going anywhere — too bad it won't stay on all the time.The suspension is switchable and ranges between firm and very firm which can be irritating at times, especially on our beloved back roads — them's the breaks. The only thing we didn't like about the GTS was having to give it back (and all the wankers in Fords and Holdens that want to race you).PORSCHE 911 GTSPrice: $270,100 (coupe), $288,700 (cabriolet)Engine: 3.8-litre inline six; 300kW/420NmTransmission: 6-speed manual; 7-speed twin clutch autoThirst: 10.2L litres/100km (estimate) 

THIS Porsche 911 Carrera GTS Cabriolet does not have stereo controls on the steering wheel.Imagine this! In a $300,000 motor car a driver has to reach across and twirl an old-fashioned knob to adjust volume. What in Henry Ford's name are these people thinking?Well maybe, just maybe, the folk in Stuttgart are thinking that anyone smart enough _ in soul and savings _ to buy one of these machines is a tad more interested in listening to the sounds of that rear-mounted motor than Johnny Be Good. Or that anyone smart enough to buy a Carrerra GTS can probably function on more than one plane at the one moment.This is not a Playstation car. It is far more involving than that, far more involved. And yet for all the fury available the GTS is a sweet, well-mannered beast that sits most handsome in the middle of the current 911 pack.VALUEThe GTS Cabrio is one of today's best incarnations of the 911 range. Add a Carrera 4 body to the rear-drive 911, lift power to an even 300kW, add some RS Spyder wheels and here's an impressive Porsche. It is simple, elegant and with more sports character than most. These are the prices for Maseratis and the like; Ferraris are more expensive. Hard to put a value on exclusivity plus engineering.TECHNOLOGYThe 911 3.8 litre's flat six here takes on redesigned intake manifold, modified cylinder heads and engine electronics to gain the GTS 17kW over a 'standard' Carrera.There's Porsche's suspension management system, Porsche's stability management helping out a chassis design that's been refined and refined over decades. (Even if the business of having an engine hanging out the back is a bit old-tech.) The rear track is 32 mm wider than a Carrera S, allowing for extra driver confidence and speed under cornering.DESIGNGo ahead and stare. This is one of the finest-looking, most handsome of 911s to hit the road with simple and bold lines, an elegant sufficiency.Some of this drooling may be prompted by this particular Cabrio being dressed in white with black roof and black wheels adding contrast.The GTS sits wider at the rear with the body 44 mm wider than a Carrera S but the interior is familiar, comfortable and sporting. "When you hold your breath you should at least be able to do so in comfort," notes Porsche's Rolf Frech.SAFETYAlong with Porsche's primary safety features - great chassis management, great brakes and steering _ there's the electronic aids of stability management system, six airbags and pop-up roll bars for the Cabrio.DRIVINGA Porsche 911 never fails to delight and this GTS proves, yet again, how great sports machines can bring life to the most jaded of motorists, adrenalin flowing as the car heads toward the next turn.Down a gear, maybe two, a little brake and turn. Into corner, car and driver balanced between throttle and wheel. Almost out and into the throttle as the machine squats and heads into the sunset.It is not always about driving fast, even if the GTS Cabrio can top 300km/h and jump from 0 to 100km/h in 4.4 seconds. It is not always about cornering with confidence at inordinate speeds and setting brilliant point-to-point times over lonely country roads.Indeed the Cabrio is one of those super cars just as happy about a run to the corner shop. It is always tractable, easy to use in city traffic while remaining a very special car.For there is something, almost intangible, about how the sum of these parts come together in a package that always feels alive, always communicative.Fast or slow, the 911 is forever talking to the driver, whether through that perfectly weighted steering and balanced chassis _ for smooth and linear progress through turns _ or the bark from that engine when prodded _ for smooth and smart progress well past Australian speed limits.It is this balance of power and prowess which makes an ordinary driver look and feel special. And this particular Cabrio ran the optional seven-speed PDK transmission, one of the slickest, most adaptive autos on the planet; this, plus the optional Sport Chrono package, sharpens the experience further with millisecond gear changes and more dynamic engine responses.VERDICTHard to be objective here. Porsche's sporting heritage, the 911 GTS Cabrio's style and punch combine to produce one of the best sports cars, albeit one of the more expensive, for many a day.

A blue-light special of a very different kind will dominate Porsche sales in Australia in 2011. The new item in aisle 911 is a tweaked and tizzied Carrera GTS model that does two jobs, firstly farewelling the current-generation 997- series 911 and then also pointing the sort of value and standard equipment that will come in the next all-new 911 in 2012.The newcomer is priced from $270,100, a lot of money for most new-car buyers in Australia but a relative bargain for Porsche and against its rivals.The upgrade pack for the GTS starts with more power and bigger wheels, runs to the wider body from the Carrera 4, and includes a classy alcantara leather interior. European cars lose the back seats to save weight, and can be ordered with an optional 90-litre tank, but Australian buyers are expected to specify four spots in the cabin and the tank does not fit for right-hand drive."The GTS is a stand-alone model. It fills the gap between the Carrera S and GT3 and is for people who like the standard comfort features but crave GT3 performance. So it's a step up from the S," says Michael Winkler, managing director of Porsche Cars Australia."There is nothing cynical about it. It's stuff we've wanted to do for a while. The minute you launch one car the engineers are a fair way down the path on the successor."VALUEThe GTS starts from $270,100 as a coupe and $288,700 as a cabriolet and will land in January. There is obvious mechanical stuff to justify the hike over a regular Carrera S, and some minor cosmetic tweaking including badges and trimming, but Porsche says the price increase is far less than it would cost to upgrade an S."If you took a normal S and added all the features you'd end up at a price that's slightly higher than the cost of the equipment. But you're not just getting that, you're also getting all the improvements to the body and engine," says Winkler."The standard S costs about $245,000, so the GTS is about $25,000 extra. But it's between $35,000 and $40,000 better value. The importance of the 911 is obvious. It will fundamentally consolidate the performance of the 911 segment. We've basically managed to come out of the global financial crisis unscathed. We're now in a lifecyle situation where the 911 is close to the end, and this model will keep it fresh," says Winkler.TECHNOLOGYThe obvious change to the GTS is the tweaking of its 3.8-litre flat six to take power to 300kW. It's done with a new variable intake system using that moves the peak from 6500 in the S to 7300 revs, as well as boosting torque by six per cent in a fatter spread from just over 1500 revs.Porsche says the benefits of the engine work mean more power in the medium speed ranges and less gearchanges.The 0-100km/h time is trimmed slightly to 4.6 seconds - or 4.2 with PDK and Sport Chrono package - and fuel economy is not affected. The suspension picks up wider front and rear tracks with the Carrera 4 body and the tyre package is upgraded to 235x35 at the front and 305x30 at the rear, running on unique 19-inch alloy wheels. And there is a switchable sports exhaust.DESIGNThe look of the GTS is very much Carrera 4, thanks to the wider guards. The black-laquer alloys also give it a bit more impact in traffic. The nose is a little more striking with big air intakes and a black- painted spoiler.Inside, the Alcantara gives a slightly more upmarket look and feel, but it's not a giant change.The badges - the GTS has only been used in the past for a sixties racer, a 928 and a Cayenne - help it stand out just a little, but mostly only to other 911 buyers."I think the the GTS name goes back as the 904 in the sixties. GTS is reserved for the high-end naturally aspirated performance version of any range, save for the track-oriented cars like the GT3," says Winkler.SAFETYThere is nothing to report, although the wider wheels and grippier tyres probably improve braking performance slightly.DRIVINGThe GTS is a 911 with a little more. There are worthwhile improvements and it feels a bit chunkier and more responsive at the wheel. I arrived late at the world preview of the GTS and missed the really good driving roads in the hills around Palm Springs, but still had time for a thrash and a dip into the car's improvements.It definitely looks more aggressive than a Carrera 2 but the best look will be reserved for the showroom sticker. The steering feels a touch sharper with the wider track and upgraded wheel-tyre package, and the bi-modal sports exhaust - which you can switch to loud any time - is a fun tweak that also makes the car sound just that bit more special.The cabin, too, is a step up from the 2 without costing a fortune for the normal Porsche options.So the GTS is better, and worthwhile, but not a giant leap forward. We'll have to wait until much later in 2011 to see what Porsche is doing on the all-new 911, and until 2012 before it hits the road in Australia.VERDICTA big value boost will win 911 buyers.

Nothing on four wheels can beat a Porsche 911 Turbo off the lights.  My right foot presses down hard on the throttle and the tachometer leaps to 5000rpm. The power of this Porsche 911 Turbo can be heard in the mechanical snarl from behind the cabin and the way it strains to be let loose.It's in gear, sport-plus setting engaged, but we're not going anywhere. Yet.  Ahead is nearly 2km of tarmac stretching into the haze of a 35C South Australian summer day. This facility at Tailem Bend, used by Mitsubishi when it was still making cars in the state, appears to be a half-built proving ground. There's this straight, a tiny tarmac loop and acres of not much else. Never finished, it's now neglected.Except today. Porsche has borrowed it to demonstrate the capabilities of its 911 Turbo.  This variant has been part of the line-up for 35 years, almost as long as the evergreen 911 itself, and sits at the pinnacle of the range. There are more extreme, track-focused 911s but this one, as either coupe or convertible, is meant for everyday use. No roll bars or fire extinguishers in here. Just lots of leather.The Turbo is in the middle of its model cycle but has just been extensively overhauled and, for the first time since 1974, gets a completely new engine. A larger, 3.8-litre unit replaces the previous 3.6 to deliver 15kW more power and 30Nm more torque. With 368kW, it now has nearly twice the output of the original.The new engine is also lighter, introduces direct fuel injection to the Turbo, and rethinks everything from the oil pump to the exhaust system.  It revs higher, but average fuel consumption of 11.4 litres per 100km is a substantial improvement on the previous best of 12.8.Of course the Turbo is all about performance and this is where the gains are most apparent. The company quotes a 3.4 second time from standstill to 100km/h, 0.3 quicker than before. The 0-200km/h time falls by nearly a second, to 11.3. I'm about to test those numbers out.I hold the car against the brake for a second or so and gauge the potency of what I'm about to unleash. The word "Launch'' appears in a small display in one of the steering wheel spokes and the Porsche product expert in the passenger seat warns that a launch control start can be "quite severe''. Even knowing this, nothing can prevent me being thrown back in the seat when I lift my left foot off the brake.The surface isn't as grippy as Porsche would like, but G-force jolt aside the way this car takes off is amazingly drama free. The all-wheel drive system can divide torque between the front and rear axles as required, and gets power down efficiently. The tyres are warm from previous runs and there's no wheel spin. All I have to do is keep my right foot pinned to the firewall.The tachometer climbs quickly from 5000rpm to 7000rpm then flicks back as the gearbox automatically shifts up, before repeating the sequence. The Turbo uses the seven-speed double-clutch transmission, called PDK, now available across the Porsche range, and changes gear with remarkable smoothness even under full throttle.Like the five-speed torque converter automatic it replaces, it delivers better acceleration times than the six-speed manual. The PDK now has the best fuel economy figures as well.  Here, I'm only interested in speed and the tiny speedometer goes in only one direction as the Turbo fast-forwards the horizon.There's no let-up. The 400m markers pass in a flash, then the ones at 750m and at 1km the car is still accelerating. That's my signal to brake, and I do. Hard.The run takes place so quickly it's difficult to take it all in. Radar measures my speed as 254km/h crossing the 1km mark, which is a rough guide. It's fast.  Back in one of the small service buildings there's a chance to study the telemetry from a special recorder inside the car that uses the global positioning system. It offers a wealth of accurate detail.The times are astonishing. Getting to 100km/h takes just 3.3 seconds and little more than 50m of road. By 400m, the Turbo is exceeding 200km/h and it's taken just 11.2 seconds to get there. From standstill, the car dispatches a kilometre of tarmac in 20.6 seconds. By any measure, these are supercar vital statistics. There is nothing on sale in Australia that a Turbo driver needs to worry about at the lights. Nothing on four wheels, at any rate.Even more remarkable, the times are repeatable, with two aboard, in the shade-less heat. Maximum speeds are almost identical on every run, with small variations in 0-100km/h times coming down to tiny differences in conditions, such as the weights of the various drivers. Unlike the launch control button on some sportscars, the Porsche system can be used all day. The engine remains smooth and completely unruffled.For knowledgeable onlookers, there are visual clues that this is a special 911, including huge tailpipes, a split wing and the word "Turbo'' spelled out across the rear. But none of the drama of a Ferrari or Lamborghini. For an owner, it offers relative anonymity compared with something red and Italian.Its performance doesn't compromise its useability, either. The 911 Turbo has talent at both ends of the performance spectrum. Around town, the tiger is a pussycat and the ride comfort, even on 19-inch wheels, is pliant enough for commuting.The interior is quiet for a sportscar, even refined at low-speeds and on smooth surfaces. The options list is long, but the cabin is anything but sparse.  Leaving Adelaide on the way to Tailem Bend, the city soon gives way to the twisty hills that play host to the annual classic rally - a favourite for Porscheowners. From behind the wheel of the Turbo, these can be dispatched at remarkable pace and with incredible ease.The variable turbine geometry that debuted in the previous model is retained here, and with the PDK gearbox, engine response is first-rate. The brakes are strong and the chassis engaging.What the Turbo conveys, almost immediately, is an immense reserve of dynamic ability combined with the intimacy of a driver's car. Few vehicles have as many trump cards in this suit.The test cars on last week's drive were fitted with all the latest tricks and as with many cars at this level, many of these have to be optioned in. Chief among them is the Sport Chrono pack, which for another $8590 brings the launch control function mentioned above, sport and sport-plus settings and an overboost to the turbochargers, which briefly raises maximum torque to 700Nm.This option also includes the active engine mounts that debuted recently in the 911 GT3. When pressing on, these stiffen to make the engine a rigid part of the car so that there is no unwelcome weight transfer in corners. Around town, the engine mounts allow a bit more "give'' for better ride comfort.The PDK gearbox is also an option but unlike the previous automatic, it now comes with a limited-slip rear differential. A new dynamic feature is Porsche Torque Vectoring, which actively enhances cornering ability by selectively, and momentarily, braking an inside wheel. It only comes into play at maximum attack.By the time you've added steering wheel gearshift paddles (new to Porsche), dynamic headlights and ceramic brakes (one of the more expensive boxes to tick at $20,590), the $360,100 starting price will be nudging $400,000.  However, a full-fruit Turbo still looks like a bargain next to its Italian rivals, which start much higher up the price scale and have an equally extensive options strategy.The twin aces of liveability and driveability makes the Turbo a favourite among 911 buyers, with 230 opting for the previous model over three years on sale here. Porsche expects no shortage of buyers this time despite a market still hung over from the GFC.PORSCHE 911 TURBOVehicle: Sports coupe and convertibleEngine: 3.8-litre twin-turbocharged horizontal six-cylinderOutputs: 368kW at 6000rpm and 650Nm at 2100rpmTransmission: Six-speed manual or seven-speed double clutch transmission, all-wheel drivePrice: From $360,100 plus on-road costs

Porsche has unveiled its quickest road car yet, the latest incarnation of the all-conquering 911 Turbo boasting more power and torque but not at the expense of thirst or emissions.  The new 911 Turbo has also had a slight price cut of around $1000 thanks in part to tariff reductions, although that's been offset by an upgraded features list.Porsche Australia has more than 30 confirmed orders, out of an expected 90-odd cars for the first year and the company has a core audience that will put down cash and autographs without even driving a Turbo update.Among the highlights of the new Turbo flagship is the addition — albeit as a $950 option — of proper paddleshifters behind the steering wheel, replacing the oft-maligned shift buttons of the Tiptronic.  Apparently the only reason they survived was a liking of them by the former CEO, but expect to the see them appear in other variants sooner rather than later.Porsche is looking at 2010 as a year of consolidation, getting its dealer network using black ink across the board and working towards contributing to a global target volume of 150,000 units — which would mean Australia's volumes would have to effectively double.There's no model plan in place to achieve it yet but the new Cayenne — expected mid-year — and a mooted SUV model below the Cayenne and a sportscar beneath the Boxster would help fill the volume gaps.Price and equipmentThe new 911 Turbo coupe and convertible range is on sale now and kicks off from $360,100 for the manual coupe, rising to a starting price of $368,000 for the PDK model, which is expected to represent around 80 per cent of the sales.The Cabrio will retail for $386,200 in manual form, or the PDK will start from $394,100.  The standard features list includes power-adjustable leather seats, reach'n'rake adjustable leather-wrapped steering wheel, 19in alloy wheels, tyre pressure monitoring, active stability and suspension systems, power windows and auto-dimming mirrors, infotainment system with 13-speaker Bose Surround Sound and iPod integration, satnav, Bluetooth phone link, bi-xenon headlights, LED brake, tail and running lights, dual front and side airbags, trip computer and climate control.Drivetrain and economyThe engine is 12kg lighter but has grown in size to 3.8 litres, following its naturally-aspirated brethren, albeit with upgraded internals to cope with the extra forces of two turbochargers.  Power had risen to 368kW from 353kW, torque has grown to 650Nm (or 700Nm for up to 10 seconds on overboost) — an increase of 30kW and 20Nm respectively.The new 911 Turbo halo car also now has the PDK double-clutch seven-speed automated manual, which at 3.4 seconds is 0.2 of a second quicker to 100km/h than the six-speed manual — yes, Porsche hasn't killed of the manual like Ferrari has just yet.  The new all-wheel drive system varies torque almost infinitely front to rear and offers considerable traction.Fuel consumption has dropped by 16 per cent to dwell in the mid-11 litres per 100km, with a 20 per cent reduction in CO2 emissions to around 270g/km.  Braking duties are taken care of by large cross-drilled discs with six-piston front and four-piston rear calipers; fork out an extra $20,000 and the discs are carbon-ceramic.Other options are the Sport Plus Chrono Package for just over $8500 and the clever rear-limited slip diff system Porsche has labelled Torque Vectoring, which will add $3190 to the bottom line.DrivingIt doesn't matter if it’s suburban running, tight, switchback corners or longer flowing country roads, the new 911 Turbo deals with all situations with equal aplomb.  The ride is firm and a little jiggly, but there's a small level of compliance on metropolitan roads that makes it reasonably easy to use in daily traffic.Get it out into the hills and the 911 starts to come alive, darting easily from corner to corner, without feeling rump-heavy or too light in the nose.  The steering is light but tactile and the PDK slips quickly and smoothly between gears.Sport mode sharpens everything up but doesn't deal a harsh blow to the bum when the bumps arrive again — only the serious road ruts elicit a groan.  The gearchanges are more rapid and aggressive but shift-shock isn't part of the program, neither is lurid powerslides — this thing just sinks its claws in and fires away.Launch control testing at a private proving ground showed off the new model's capabilities, returning telemetry for the sprint to 100km/h between 3.2 and 3.7 seconds, on a surface that had inconsistent traction.  But the Turbo's all-wheel drive system just fired the coupe away, covering an old quarter mile in an 11-second timeframe and topping 200km/h in the process.A short circuit session showed off the Turbo's traction and ease of driving — despite the considerable outputs on offer, in Sport Plus mode the car's electronics flattered the driver, who could fling it into a corner and not exit bum-first.

It sounds impossible: a race car that you can also drive every day on the road, over shopping centre speed bumps and into your steep driveway.  But that's how Porsche Cars Australia managing director Michael Winkler describes his "personal favourite" the new GT3, arriving in January.It features an optional body lift system which raises the front by 30mm via hydraulic shocks to clear speed bumps and help you get into your driveway. It automatically switches off again over 50km/h.  "So it's not just for track use," says Winkler.  "The improvements make it more of a driving car for everyday."The new GT3 will cost about $280,000 with final confirmation next week. That compares with the previous model which cost $256,900 when it finished at the end of 2007.  It has minor styling changes that only the eagle-eyed would notice such as the 3.8 on the spoiler which signifies a larger engine capacity, bored out from 3.6 litres. The restyled spoiler also creates more downforce at high speed.Another noticeable feature is the wheels that have a different design with a lightweight alloy central hub the same as the GT3 Cup race car.  "In typical Porsche fashion whatever changes are made needs to be for a better driving performance," he said.  "We don't make change for the sake of change."If the styling changes are minimal, the performance tweaks are more than incremental.  Under the bonnet there is a boost in power of 15kW to 320kW, while torque is up 25Nm to 430Nm and maximum revs up 100rpm to 8500rpm.It will cost $281,600 with 33 per cent luxury car tax, which compares with the previous model costing $256,900 when it finished at the end of 2007 and was subject to 25 per cent LCT.It also comes with a manual six-speed transmission only, with the same ratios, but a shorter throw. Winkler said their PDK twin-clutch transmission would not be suitable for racing.  "A race-adequate PDK would be too uncomfortable for driving on the road," he said.Porsche claims the new GT3 is 0.2 seconds faster to 100km/h than the previous model, 0.5 seconds faster to 169km/h and has a 2km/h higher top speed (312km/h), while emissions are down and fuel economy remains the same.  Brakes now have 380mm discs on the front, up from 350mm, while the rear brake rotors remain the same.For the first time in a GT3, it comes with stability control which is switchable. The traction control can also now be turned off.  Winkler expects to sell about 80 in a year with about 20-25 orders already in.  He said that for the 20 per cent of owners who would go racing, a Club Sport race package was available as a no-cost option.It includes a rear roll cage, six-point racing harness in the driver's seat, fire extinguisher and wiring for the battery cut-off switch.  "You can pay extra and get the front roll cage as well or make your own," Winkler said."The advantage of the rear roll cage is you can get in and out easily when driving it for daily use."  He said about 80 per cent of buyers of the first-generation GT3 took the Club Sport option. That decreased to 50 per cent for the second generation."Even those that didn't go racing or intend to go racing got the package because it raised resale values as a lot of third and fourth buyers of the car wanted them for racing," he said.  "But I will bet there will be more road driving this time mainly because it doesn't delete a lot of features such as airconditioning and power windows."More than ever it is a car you can drive every day without feeling you have made a compromise."  PR manager Paul Ellis said Australian Porsche buyers were more discerning than European buyers who bought GT3s without basic creature comforts.The centre console's "Sport" button stiffens the shock absorbers and gives more positive throttle response. It also now changes the setting on the intake manifold for peak torque across a broader rev band and stiffens the engine mount system.  "In racing you mount the engine directly to the chassis to make it stiff and part of the car," Winkler said. "But it makes it very uncomfortable on the road."The GT3 engine mounts are electrically controlled depending on how you drive, or you can turn them on with the Sport button.  The mounts stiffen so the engine doesn't turn slightly after the chassis so you don't get pendulum affect. As soon as you go straight again it softens up."DrivingDespite Winkler's assertion that the new GT3 will be a more road-oriented vehicle, Porsche launched the car with a track day at Queensland Raceway.  The track's notorious bumps were out to unsettle the car, while the high g-forces of turns 1 and 2 would test the new stability program. Neither seemed to shake the un-stickable GT3.V8 Supercar driver and Porsche Sport Driving School instructor Fabian Coulthard suggested avoiding the "Sport" button which would make the suspension too stiff for the track's bumps and the throttle a bit too touchy for smooth application of throttle.That's because the GT5 rewards the smooth driver but threatens to spank the rough driver before pulling back from the brink and keeping the car pointed forward thanks to the stability and traction control and a more aggressive limited slip differential.The mechanical diff does a lot of work to keep things under control before the intervention of the electronic controls, allowing plenty of latitude and play.  Together with the electronic engine mount system, they virtually negate the distinctive pendulum effect of the rear-engined car.The test cars were fitted with the optional ceramic brakes which have a sharp bite and require a delicate touch, but didn't fade after a full day of punishing treatment.  Steering is pin sharp so long as you control the pitch of the car under braking and acceleration.Veteran campaigner Tomas Mezera, who runs Porsche's driver training school, said that "straight out of the box" the GT3 was about one second faster on the shortened clubman circuit at Queensland Raceway.

There are some classics that, while very desirable, are simply too expensive for all but the well-heeled collector. That’s the way it is with the 1973 Porsche 911 RS, the race tuned version of the iconic 911.A genuine RS would comfortably sell for half a million dollars on today’s market, which puts it out of the reach of most enthusiasts. But there is a way of enjoying the thrill of the RS for much less money. That’s in the form of a replica, a car that captures the essence of the original, but is created from a more affordable model like the later 911 3.2.MODEL WATCH The 1973 911 Carrera RS is one of the most desirable and collectable Porsches of all. In its time the RS was one of the fastest production sports cars on the market.To create the RS Porsche took the 911S, also a very desirable classic sports car today, and put it on a diet that would see it shed 100 kg by doing things like removing the rear seat and the dash board clock, using thinner body panels, and fabric pulls to open the doors instead of regular handles, and covering the floor in rudimentary rubber mats.By the time it was over the RS had been trimmed to just over 1000 kg, but the Porsche formula for speed went further than mere weight loss. The flat-six engine was bored out to 2.7 litres, and with Bosch fuel-injection delivering the fuel it put out a healthy 157 kW. With its power boosted and its weight trimmed the RS was fast. It required just 5.7 seconds to reach 100 km/h, and would do 240 km/h when pushed to the limit.Not only did it do the business on the road it also looked the part with its large bootlid spoiler, front airdam, bold Carrera graphics down each side, and Fuchs alloy rims. It’s no wonder the RS is held in such high esteem by Porsche aficionados. Equally, given Porsche only made 1000 or so, it’s not surprising that RS prices are now so high. It shouldn’t be a surprise then that it has attracted replica makers.The RS is an ideal car to replicate. It was based on the regular Porsche 911, which didn’t change very much over a long period of time from the 1960s to the mid-’80s. The later 911 3.2 is the most obvious model to use as the base for a replica. It was released in the early 1980s and continued in production until late in the decade. It not only provides a sound foundation, requiring little modification to the body, it’s also affordable and there are heaps available here and overseas.IN THE SHOP Sydney company ZAG Automotive specialises in RS replicas. It takes a 911 3.2, mostly imported from Asia where there is an abundance of potential donor cars, and does a complete bare body rebuild on them with a range of genuine and reproduction RS parts to create a car that fits the image of one of Porsche’s most treasured classics.They usually retain the 3.2-litre engine and the gearbox that came with the car, but rework the car visually to recreate the credibility of the original RS.Buyers have a choice of options, from sunroof, air-conditioning, sound systems, and power windows among a comprehensive list of choices. They can also choose their colours, the original RS came in white with blue, green or red graphics, but ZAG will paint a car to the owner’s wishes. There is also a range of details the owner can nominate to achieve the appropriate level of authenticity.The cars are mostly left-hand drive when they arrive and are converted to right-hand drive in the build process. Once completed they require the approval of an engineer before they can be registered, and the requirements can vary from state to state so it’s well worth doing your homework to establish the requirements for your state.IN A CRASH Porsche body strength has never been questioned and that’s the primary crash protection in the early 911 and the replicas. There were no airbags, so safety reverts to the basics of construction, handling, braking and roadholding with the Porsche.AT THE PUMP If your priority is fuel economy read no further as the 911, and the replicas, are high performance cars and like to drink lots of fuel.OWNER SAYS Rohan Veal says he has wanted a classic 911 for as long as he can remember, and he set himself a goal of having one by the time he turned 30. He achieved his goal earlier this year when he took delivery of his 911 RS replica from ZAG Automotive.By then he had already owned a genuine four-cylinder 912, but found it was too good to drive. He was always worried about damaging it to really enjoy the driving experience. There are no such concerns about the replica. “I just want to drive it,” he said. “I won’t pay half a million dollars on a car to polish.”LOOK FOR • the ultimate classic Porsche look.• raw-boned performance• great rasping engine sound• affordable exotic• easy to drive dailyTHE BOTTOM LINE Not the real thing, but close enough it delivers the thrill of the original, at a price that won’t break the bank.RATING 78/100