2013 Porsche 911 Expert Review:Autoblog
If nothing else, the 2012 911 Turbo S Edition 918 Spyder wins the contest for the Porsche with the longest and perhaps clumsiest name ever. But after a day of driving it on good roads all around Stuttgart's farm country and blasting along the no-limit Autobahn, however, we break down like always and decide it's pretty damned cool to possess any 911 Turbo S whatsoever.
What's ultimately best about this admittedly opportunistic offering from Porsche's marketing department is that it doesn't cost one red cent more than the standard 530-horsepower 911 Turbo S – $160,700 for the coupe or $172,100 for the convertible. You just know that they talked about charging more in a meeting. "Perhaps we should charge $10,000 more, c'mon. That's a cool $10 million!" You know they did.
Besides, even more than a normal 911, you probably can't afford one anyway, so there's no reason to start bellyaching. That's because only 918 units of this special Turbo S trim are being shifted out the door at Zuffenhausen, and they are offered only to those magnates who will have their "people" stand in line to fetch a $845,000 Porsche 918 Spyder Hybrid. You do not have to buy the accompanying Turbo S 918 edition, but as a Porsche spokesperson tells us, "so far, all 918 Spyder customers have taken their matching-number Turbo S." Naturally, the numbers on the little badges inside match, which is totally cute. Our tester was numbered "000," which automatically made us cooler than anyone.
This acid green-speckled Turbo S is a nice gesture, too. If you ordered your hybrid super dream car for all that money, wouldn't you like to have something from the same company to tide you over while you waited for your late-2012 delivery? And it's all but guaranteed that this Turbo S will go up in value over time, just like the 918.
Our silver metallic tester with 19-inch black center-lock RS Spyder wheels matches up particularly well with the audacious acid green details and logos added to the outside and inside of the most powerful Turbo. The bright green brake calipers and the telltale green "S" on the rear engine lid really set the mood.
On Germany's Autobahn or on the nearly blemish-free B-roads around Stuttgart, this is a typically mind-bogglingly quick Turbo S with the aero downforce, discretely rumbling exhaust, and compound disc brakes to match. The main difference we noticed during the whole day actually came while sitting dog-still. When we showed up at the company's hallowed engineering skunkworks in Weissach, even the Porsche employees who see incredible things every day swarmed around the car. That was an absolute first, so clearly there's something special going on here.
Mainly it's that the Turbo S Edition 918 Spyder is a subtle neon sign telling the civilian population, "I'm waiting for my 918 Spyder Hybrid," and that alone is an impressive statement to be able to make. That's over $1 million invested in Porsche's future, so employees have a right to stare and get excited.
The special leather chosen for the interior is wrapped around not the most aggressive seats available from the Porsche Exclusive catalogue, but the support is just right for using the car's capabilities over public roads every day. We're nuts about the embrace and comfort of these chairs, as they have been studied practically to perfection. Notice the acid green piping on the seats, the green stitching everywhere, plus the "take aim" on-center mark at the top of the steering wheel and all of the colored instrument needles. "Edition 918 Spyder" also comes stitched in green behind the front passengers' heads. Yes, there are still rear seats – for wee Porschephiles only – and they get the green piping and special leather as well.
The 19-inch wheels and tires – Bridgestone Potenza RE050A 235/35 ZR19 (87Y) front and 305/30 ZR19 (102Y) rear – complement the aggressive driving style that the 911 unfailingly brings out in us. Acceleration with all 516 pound-feet of torque between 2,100 and 4,250 rpm is blistering, the Turbo S's quoted 3.1-second time to 60 mph telling no lies. With the almost mandatory inclusion of the Porsche Sport Chrono Turbo option, we've personally had a Turbo S to 60 mph in just less than 2.8 seconds with the Sport Plus button lit. We did the top-speed 'Bahn Run, too, and this special Turbo S with rear wing up will fly solidly for minutes on end at 196 mph, leaving nothing but an acid green streak in the eyes of others.
The seven-speed PDK dual-clutch transmission with proper Sport steering wheel and shift paddles is, as always, a pure pleasure, even the gearshift lever gets the carbon-look detailing that festoons the cabin at key touchpoints. A six-speed manual would be incredible, but this PDK deserves praise.
North America's fortunate few 911 Turbo S Edition 918 Spyder buyers can expect to take delivery of their cars starting at some point mid-Summer, giving them just the tool to happily stave off their supercar cravings while they wait for their super-exotic 918 plug-in planet-hugger.
So, would you go for the Porsche 911 Turbo S Edition 918 Spyder and accompanying 918, or a Lamborghini Gallardo LP570-4 Blancpain Edition and a mint-condition Miura? If only we could afford to even dream this big.
New Car Test Drive
Redesigned lineup fills out.
The launch of the seventh-generation Porsche 911 began with the 2012 model year and extends through the 2013 and 2014 model years as all the variants adopt the new platform and new body style. The new 991, as it is called internally, replaces the outgoing 997 (2007-2011). It's an interesting numbering system, but the new 991 is anything but a step backward. This seventh-generation Porsche 911 is a big leap forward from the previous generation with a totally new platform.
The 2013 Porsche 911 Carrera is available in coupe and Cabriolet forms. It comes in two states of tune, the 350-horsepower Carrera and the 400-horsepower Carrera S. The 2013 Porsche 911 Carrera 4, Carrera 4S, Carrera 4 Cabriolet, and Carrera 4S Cabriolet bring all-wheel drive into the equation. The 2014 Porsche 911 Turbo and Turbo S go on sale near the end of 2013, along with the track-ready 2014 Porsche 911 GT3. Mix and match all the combinations and it's a lot of models, each one a fantastic sports car. You can't buy a bad 911, though having to choose among them could be stressful.
The new 991 is longer, lower and wider than the 997 before it, but the familiar Porsche 911 profile remains. Also familiar is its rear-engine layout featuring a horizontally opposed six-cylinder engine emitting a traditional Porsche wail. Traditional but tuned with the latest engineering and technology.
The Porsche 911 Carrera is powered a 3.4-liter flat-six punching out 350 horsepower and 287 pound-feet of torque, with a 0 to 60 mph acceleration time of 4.4 seconds, according to Porsche. The Carrera S goes with a larger, 3.8-liter flat-six making 400 hp and 325 lb.-ft. of torque, with launch times to 60 mph of 4.1 seconds and a top speed of 189 mph. Both engines are available with a 7-speed manual or 7-speed dual-clutch transmission, which Porsche dubs PDK for Doppelkupplung. Any of the Carrera models would make fine daily transportation.
Cabriolets feature an automatic soft top that can be raised or lowered in just 13 seconds and at speeds of up to 31 mph. Every Carrera variant is available as a Cabriolet.
We've driven the 911 Carrera S, the model we expect most Porsche 911 buyers to choose. One of the notable differences between this new 991 generation and the outgoing 997 is the steering; Porsche switched from a hydraulic system to electric steering, a move that created a stir among enthusiasts. Nearly all luxury automakers have made that change nowadays, citing lightness and better efficiency. And while some experts call the new steering numb, we found, unlike many of the new electric power steering systems on other cars, the electro-hydraulic system on the Porsche 911 continues to keep you in touch more than enough to let you know precisely what the car is doing.
Another improvement over the previous generation is the addition of the Porsche Dynamic Chassis Control (PDCC) active roll stabilization system. Porsche claims its PDCC technology enhances cornering performance by keeping the tires in their optimal position at all times while minimizing body roll.
The Porsche 911 is surprisingly conservative when it comes to fuel economy. A lighter curb weight compared to the previous generation, combined with technologies such as auto stop/start, helps the 2013 Porsche Carrera achieve an EPA-estimated 20/27 mpg City/Highway with the manual transmission and 19/28 mpg with the PDK. The all-wheel-drive Carrera 4S Cabriolet is the least fuel-friendly of the bunch, but still reasonable for the class, at 18/26 mpg city/highway with the manual and 19/26 mpg with the PDK.
This latest Porsche 911 is a markedly refined machine. The interior has the lavish appointments you'd expect in a high-line sedan, with such niceties as the new 18-way power driver's seat. That'll keep you firmly in place during the hardest cornering, but it's also comfortable enough to be an everyday driver. Although its base price is relatively reasonable, the options add up fast, and it's not uncommon to see 911s with astronomical stickers.
They say there is no substitute, but competition for the Porsche 911 includes sports cars that can handle track days and the daily commute including the Aston Martin V8 Vantage or Mercedes-Benz SL Class. Purer is the Lotus Evora, in both naturally aspirated and supercharged variants.
The 2013 Porsche 911 is available in Carrera and Carrera S versions. Each comes in coupe and Cabriolet versions, which feature a power-folding soft top, with a choice of rear- or all-wheel drive.
The Porsche 911 Carrera coupe ($84,300), Carrera Cabriolet ($96,200), the all-wheel-drive Carrera 4 ($91,030), and the Carrera 4 Cabriolet ($102,930) feature a 3.4-liter flat-six engine that makes 350 hp and 287 lb.-ft. of torque and a choice of a 7-speed manual or 7-speed dual-clutch (PDK) transmission. Standard features include dual-zone automatic climate control, partial leather sport seats with four-way power adjustments and manual fore/aft adjustment, a manual tilt-and-telescoping steering wheel, split-folding rear seats, faux suede headliner, the Porsche Communications Management (PCM) interface with a 7-inch touchscreen, navigation, Bluetooth phone connectivity, a nine-speaker sound system with CD player, satellite radio, USB port and auxiliary audio jack; heated side mirrors, automatic bi-xenon headlights and 19-inch alloy wheels.
Carrera S ($98,900), Carrera S Cabriolet ($110,800), and Carrera 4S Cabriolet ($117,530) models use a 3.8-liter flat-six that makes 400 hp and 325 lb.-ft. of torque. Standard equipment includes everything found on Carrera models plus larger brakes and an adjustable sport suspension, known as the Porsche Active Suspension Management System (PASM) with a lower ride height and selectable driving modes. Standard wheels are 20-inch alloys.
There are options and packages galore, a plethora of upholstery options, seat styles, interior trims, seat belt colors, exterior colors and painted brake calipers. Performance options include variable power steering, a torque-vectoring differential (PTV), ceramic composite brakes, and a sport exhaust system.
The 2013 Porsche 911 Turbo ($137,500) and Turbo S ($160,700) are the outgoing 997 version and come standard with all-wheel drive. Both are powered by a turbocharged 3.8-liter flat 6. The Turbo is good for 500 hp and 480 lb.-ft. of torque and comes standard with a 6-speed manual transmission; PDK is optional. The Turbo S cranks out a door-blowing 530 hp and 516 lb-ft of torque and comes standard with PDK. Turbos feature a full leather interior, full-power front seats, auto-dimming interior and driver-side mirrors and a 13-speaker Bose surround-sound system, as well as unique exterior styling and more aggressive suspension tuning. The Turbo S adds adaptive sport seats carbon-ceramic brakes and unique interior color schemes. The new 2014 Turbos on the new 991 platform are expected to arrive late in 2013.
The seventh-generation model looks like a Porsche 911 but there are many changes from pre-2012 models. Compared to the previous generation, the 991 rides on a wheelbase that's stretched four inches, and an the overall length that's increased by two. That tells you right there that overhangs are tighter. The roof is lower and the track is wider. And the wheels are larger in diameter.
The 911's headlamps have a bit more of a three-dimensional look, in keeping with a body that is more sculpted than before. The sheet metal has a more precise and taught feel, with a cabin that has moved ever so slightly forward. The overall appearance is one that is more dynamic, refined yet aggressive.
Most models, even the base 911 Carrera, have an active wing that pops up to add downforce in high-speed turns. It's part of a handling package that can include the Porsche Dynamic Chassis Control (PDCC) active roll stabilization system.
The newest 911 may be bigger, but it's shed a surprising amount of weight thanks to the increased use of aluminum and other lightweight materials. Curb weight totals 3,113 pounds with the PDK (double-clutch) gearbox, about 100 pounds less than the old model. That's no mean feat considering all the other new technologies stuffed inside.
Sports cars have traditionally put their emphasis on what's under the hood, not in the cabin, but recent generations of the Porsche 911 have focused more attention on the interior, and this latest generation is no exception. It delivers a level of refinement you'd expect from a luxury sedan in a similar price range.
Comfortable 14-way power sports seats are enveloping, and able to keep you in place even during the harshest cornering maneuvers. And unlike some, you can climb in and out with relative ease. Although the 911 employs a classic 2+2 configuration, the back seats are best suited to small children and light packages.
The overall appearance of the interior is one of Teutonic efficiency. The detailing is handsome and elegant but avoids the sort of gold-chain bling you expect from Ferrari and Lamborghini. Ergonomics are improved in this generation, with well-placed controls and easy-to-read gauges, a larger LCD navigation screen and a center console inspired by the four-door Panamera that places key vehicle functions within easy reach. Fortunately, though, the one found in the 911 is smaller and less overloaded with toggles and switches.
The five-circle gauge instrument cluster is well laid out. One of these is a multi-function display that offers up a range of programmable information, including the most immediate navigation instructions or an active g-force meter that instantly shows how hard you're accelerating, braking or turning. At one point, during a run down the test track it nudged an astounding 1.3 g.
The Porsche 911 Carrera models offer a choice of 7-speed manual gearbox or 7-speed PDK (short for Porsche Doppelkupplungsgetriebe), a dual-clutch automatic. While the manual gearbox is clearly going to be near and dear to the hearts of those of us who feel there must be three pedals on the floor of a true sports car, we wouldn't be surprised to see the PDK start to raise doubts among those even slightly less committed.
The double-clutch PDK is just a wee bit faster than a well-shifted manual. Some say it's just as much fun to operate when using the steering wheel-mounted paddle shifters, which pair especially well with the optional sport wheel. The PDK also gets slightly better gas mileage than its manual counterpart.
The 911 has always been quick, even in base form. And with the Carrera S now rivaling the acceleration of the old GT3, it'll sink you even deeper into the sport driver's seat when you use Launch Control. Available only with the PDK, Launch Control is designed to minimize wheel spin and maximize torque for the fastest off-the-line acceleration. Press the button, hold down the brake, press the throttle to the floor, wait until it tells you to go, and release the brake. When we did this, we noticed the way our peripheral vision seemed to vanish as our eyes focused on the barrier at the end of a temporary track Porsche set up for testing at California's Santa Maria Airport. We hit 112 mph before slamming on the oversized brakes, which quickly brought us to a halt well before the looming barrier. Then we zigged and zagged through a serpentine course that included decreasing radius corners and a tight slalom stretch, an autocross-type circuit.
Straight-line performance is impressive, but what's really wonderful is how the Carrera S effortlessly maneuvers through demanding corners. The new 911 posted a 7:40 lap time around the challenging Nurburgring Nordscliefe, an old, classic circuit now used as a benchmark by luxury performance carmakers. That's a whopping 16 seconds faster than the outgoing, sixth-generation Porsche 911.
At the same time, we were impressed with how quiet and smooth the Porsche 911 is on regular roads.
Some drivers feel the electric-assisted steering offers less feel and is numb compared with the old hydraulic system, but we think that may be overstating the case. Yes, it's smoother and less likely to transmit the raw sensation of hitting every twig and pebble on the road. But unlike all too many of the new electric power steering systems that makers are fast migrating to, the electro-hydraulic system on the 2013 Porsche 911 continues to keep you in touch more than enough to let you know precisely what the car is doing. One does have to get used to what the car is telling you, however, especially due to the much more limited amount of body roll allowed by the Dynamic Chassis Control system. But, again, there's still enough that it only took a few minutes, and a couple hard turns, to feel confident, comfortable and in touch with what the new 911 was doing. That's also what's impressive about this car: how quickly the driver becomes comfortable and confident at speed.
This latest-generation Porsche 911 does everything better than the pre-2012 models. You might find something faster for the price, but it's difficult to find anything that comes close to the pure driving pleasure of this classic sportscar.
Paul Eisenstein filed this report after his test drive of the 911 Carrera S in Southern California. With Laura Burstein reporting from Los Angeles and Mitch McCullough reporting from New York.
Porsche 911 Carrera coupe ($84,300), Carrera 4 coupe ($91,030), Carrera cabriolet ($96,200); Carrera S coupe ($98,900); Carrera 4 cabriolet ($102,930); Carrera 4S coupe ($105,630); Carrera S cabriolet ($110,800); Carrera 4S Cabriolet ($117,530); Turbo ($137,500); Turbo S ($160,700).
Options As Tested
PDK transmission ($4,080); upgraded black leather interior ($3,690); Sports exhaust ($2,950); self-dimming mirrors ($420); seat heaters ($690); Porsche Dynamic Chassis Control ($3,160); Porsche crest wheel caps ($185); Park Assist, front and rear ($990); Sport Chrono Package ($2,370); power sunroof ($1,490); power steering plus ($270); Bose Audio Package with satellite and HD radio ($2,120); electric folding side mirrors ($320).
Porsche 911 Carrera S ($98,900).
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