2010 Porsche 911 Reviews

Ewan Kennedy reviews the 996, 997 and 991 Porsche 911 between 1998 and 2016 as a used buy.

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.