2011 Rolls Royce Phantom

Specifications prices Modifications and Image 2011 Rolls Royce Phantom
The Rolls-Royce Phantom is an ultra-luxury sedan that first launched as a 2003 model. It was the first Rolls-Royce car designed and built under the ownership of BMW, which acquired the company in 1998.

Despite its classic looks, the current Phantom makes use of some pretty advanced technologies. The sedan is built on an aluminum space frame, making it around 500 lbs lighter than its nearest competitor -- the Mercedes Maybach.

  ENGINE
The pioneering Phantom - RR’s first ever electric vehicle - will be powered by the largest car battery in the world, roughly resembling the shape of the car’s original V12 engine and gearbox.

Located under the long bonnet, the Phantom will have five modules of lithium ion cells weighing 640 kg - roughly equivalent to seven or eight adults - and with enough power to deliver a range of 125 miles.

The batteries can be 'quick charged’ in around eight hours or charged more slowly - leading to a longer battery life - over 20 hours.

Rolls-Royce, which unveils the car at the Geneva Motor Show 2011 - says the battery pack will deliver prodigious amounts of power via two electric motors mounted on the rear sub-frame, and a single-speed transmission with integrated differential.

The Phantom will have a top speed of 100mph and a 0-60mph time of under eight seconds, compared with 5.7 seconds for the standard 6.75-litre V12 petrol version.

EXTERIOR AND INTERIOR
Fitting with its exotic car status, the Phantom has a number of unique features. These include reverse-hinged rear "suicide doors," pop-out umbrellas hidden in the doors, a retractable hood ornament, hydraulic motors to close the rear doors, "RR" logos that float upright on the hubs independent of the spinning wheels, and last but not least, a "power reserve dial" instead of tachometer, indicating how much of the engine's power is left available to the driver.

The leather hides used in the new Phantom come only from carefully controlled breeders. Hides are sourced from mature bulls that have been breed for their meat, producing leather as a byproduct. The animals are kept in conditions as close to their natural habitat as possible.

Rolls-Royce Motor Cars uses a newly developed colouring process whereby the dye permeates through the depth of the hide. This produces a supremely soft, natural finish that will not fade or crack.

Between 15 and 18 hides are used in each motor car and each one is checked by hand for blemishes before laser equipment is used to assist in laying out the pattern pieces. The interior of the Phantom is made up of 450 pieces of leather, which are cut by a computer-guided knife.

About six times a year, the manager of the interior wood trim meets the supplier to select personally the veneers for the Phantom. This painstaking process ensures that the highest quality veneers of the correct color and grain characteristics are chosen.

CompetitionIf you’re interested in luxury than the Rolls Royce or the Bentley models are the ones for you, but if you want something sportier then you should definitely go for the Ferrari or the Maserati.

PricesThe 2011 Rolls-Royce Phantom Drophead Coupe will go on sale at a price of $452,000.
The 2011 Rolls-Royce Phantom Drophead Coupe convertible luxury car still holds its design inspiration from the 100EX concept retained, but new seat design, a new steering wheel with a thick edge, and get new colors for the interior and exterior of the car.
reference:cars-zones.blogspot.com,www.leftlanenews.com,www.telegraph.co.uk

2011 Rolls Royce Ghost

Specifications prices Modifications and Image 2011 Rolls Royce Ghost
The "baby" Rolls-Royce. The "entry-level" Rolls-Royce. The "cheaper" Rolls-Royce. All of those adjectives are factually correct with regard to the 2011 Rolls-Royce Ghost. It's indeed much smaller than the Phantom, costs much less and competes within a different class of luxury sedan. These adjectives, while true, are also quite relative, however. See, this baby still weighs almost 5,500 pounds. This "entry-level" Rolls-Royce is still, in fact, a Rolls-Royce. And while it's cheaper than a $400,000 Phantom, you're nevertheless looking at a $250,000 automobile.

In other words, there should be no shame associated in driving a 2011 Rolls-Royce Ghost despite the knowledge that there is an even bigger and fancier model roaming the world. In fact, "driving" is a key word since the Ghost is intended to be more frequently driven by its owners. Its smaller dimensions, improved handling and less ostentatious image (again, relative) make it a better choice as a daily driver.

There should also be no shame in knowing that the Ghost is based on the plebeian BMW 7 Series, as that is one of the finest automobiles in the world. But really, you'd never guess by looking at the two cars, much less sitting in or driving the two cars. The Ghost can feel Germanic in the way it's balanced for both ride and handling, but there is still a stately quality to the way it wafts down the freeway that you won't find in a 7 Series.

There's also the immediacy of its acceleration, regardless of where you are. Old-school Rolls-Royce used to be coy with its horsepower figures and simply say power was "sufficient." The sentiment is certainly still true, though Rolls is now only too pleased to announce that the Ghost's twin-turbo V12 produces 563 horsepower, good enough to bring nearly 5,500 pounds of baby Rolls-Royce from zero to 60 mph in roughly the same amount of time as a Mustang GT.

So the 2011 Ghost is meticulously engineered, more enjoyable to drive than its bigger brother and muscle-car quick. We probably don't need to tell you that its cabin is beautifully appointed and filled with the latest gadgets and gizmos. However, as cheap as the Ghost is compared to the Phantom, it's hard to make the case that it's really that much better than an Audi A8L, Jaguar XJL Supersport or Mercedes-Benz S600. All tick off nearly the same boxes as the Ghost, while costing as much as $130,000 less. Heck, even the Bentley Continental Flying Spur is 68 grand cheaper.

Of course, none of those cars is a Rolls-Royce, and even the new, more expensive Bentley Mulsanne can't truly match the presence and prestige afforded a car with the Spirit of Ecstasy on its radiator grille. That it happens to be a "baby," "entry-level" or "cheaper" doesn't really matter.

INTERIOR
Up front, the dashboard is an imposing array of wood and chrome. There's an iDrive-like controller that shows the influence of Rolls-Royce owner BMW, but other similarities are few. Technological features include a navigation system with graphics similar to BMW's latest version of iDrive, a head-up display and a 16-speaker stereo with full USB/iPod integration.

The Ghost's recessed backseat sits well behind the door openings, meaning many passengers would require a hand to make a graceful exit. Two- and three-seat rear configurations can be ordered. Both rows of seats feature leather from cows raised in fields free of barbed wire to minimize imperfections in the leather. Each car's wood inlays come from the same tree to ensure consistent coloration as the wood ages.

The 2011 Rolls-Royce Ghost is a four-door, five-seat sedan available in a single trim level. Standard feature highlights include 19-inch wheels, an active air suspension, a sunroof, front and rear parking sensors, keyless ignition/entry, auto-dimming mirrors, automatic wipers, automatic xenon headlights, adaptive cruise control, power-closing rear "coach" doors, leather upholstery and trim, a pair of umbrellas stored within the front doors, heated front and rear seats, 10-way power and massaging front seats, four-zone automatic climate control, Bluetooth, a navigation system and a 16-speaker sound system with a CD/DVD player, satellite radio, digital music storage, an auxiliary audio jack and an iPod/USB audio interface.

Options are seemingly limited by the buyer's imagination and finances, as one may choose such items as drop-down veneer picnic tables, twin rear DVD monitors (with a six-disc changer) and multi-adjustment outboard rear seats with further optional massaging and/or ventilation. You can also get a cooler between the seats. The Driver's Assistance Systems package adds lane-departure warning, automatic high beams, a head-up display and a night-vision camera. Although a dozen exterior colors, along with a choice of eight leather and five wood trims, will be offered as standard fare, those seeking more exclusivity will be able to customize their Ghost any way they see fit through the company's "Bespoke Commission" program.

EXTERIOR
Though stately by anyone's standards, the Ghost's lines are sleeker than the brand's larger, more upright Phantom sedan. The size comparisons, of course, are all relative: At 212.6 inches long, the Ghost stretches more than 10 inches past most minivans.

A retracting Spirit of Ecstasy statuette sits on the hood, while the rear-hinged doors can power shut at the touch of a backseat button. The front doors have storage nooks with Teflon-coated umbrellas, and the grille, windshield frame and hood can come finished in lacquered silver paint. Nineteen- and 20-inch wheels are available, with self-righting centerpieces that display Rolls-Royce's double-R logo right-side up no matter the position of the wheel.

ENGINE
The Ghost truncates one of the great names from Rolls-Royce’s past, the Silver Ghost, a moniker that attached itself to the full line of classically reliable and smooth 40/50s produced from 1906 to 1926. These were the cars that prompted The Autocar and Motor to call Rolls-Royce “The Best Car in the World.” The new Ghost will bring that legacy to bear on the luxury-sedan class, reordering the segment’s hierarchy dominated by the Bentley Continental Flying Spur, Mercedes S-class, and BMW 7-series. This steel-monocoque car might weigh as much as the Bentley (nearly a staggering 5500 pounds) but also produces an intimidating 563 hp and charges from 0 to 60 mph in a claimed 4.8 seconds. Moreover, it will achieve total pricing supremacy when it gets here in early 2010, with a projected MSRP of about $245,000 to start. Some might argue that this makes it more of a competitor to the forthcoming Bentley Mulsanne than to lesser Bentleys. We prefer to think of the Mulsanne as an insufficiently expensive competitor to the Phantom.

Because Rolls is now under BMW’s stewardship, and because using common parts is essential for a manufacturer’s economies of scale (but mostly because Rolls-Royce admitted that the Ghost shares 20 percent of itself with the BMW 7-series, specifically, the V-12–powered 760Li), it’s tempting to think that the new car is simply an upsized BMW, a 9-series with an available metallic hood. That characterization is a little unfair to this new sedan. The 20-percent commonality hides in the climate-control system, the electrical architecture, parts of the floorpan, and some engine components. Both cars’ twin-turbocharged V-12s come from the same engine family, but the Ghost’s is stroked to 6.6 liters (up from the 760’s 6.0) and gets some revised internals such as a new crank. And whereas the BMW has only air springs at the rear, the Ghost uses adaptive air suspension at all four corners. The Rolls needed a more regal seating position, larger-diameter tires, and coach-style doors, which necessitated more changes. The new overall tire diameter meant new steering and suspension kinematics, and the raised seating position and center-opening doors meant reengineering the donor platform for crash safety. 

SAFETY
The Ghost comes with stability and traction control, antilock brakes, active front head restraints, front-seat side airbags and side curtain airbags. The Driver's Assistance Systems package adds a lane-departure warning system, automatic high beams, a head-up display and a night-vision camera.


Exotic Materials Up the Wazoo
Chief designer Ian Cameron has delivered a shape that is immediately recognizable as a Rolls-Royce, even though the car does not have the traditional Parthenon-type grille. Its sleeker expression of the chrome-vaned radiator housing is in keeping with the car’s trimmer proportions relative to the Phantom. Grounded by a terrifically powerful stance, the Ghost has fast-raking pillars and bodywork that tucks in around the wheels. The restrained, almost featureless body sides mask a subtlety of proportion and line that makes the car look much smaller than it actually is. As ever, the long prow dominates, with a perfectly proportioned dash-to-axle ratio.
reference:www.cars.com,www.edmunds.com,www.caranddriver.com

 

2011 Porsche Cayman

 

Specifications prices Modifications and Image 2011 Porsche Cayman

There is no doubt that the Porsche 911 has been long ordained by Stuttgart as the family flagship sports car. However, when the Cayman made its appearance in 2006, more than a few folks in the industry raised their eyebrows and thought the buttery-smooth handling character of the mid-engine Porsche could outrun its older brother, especially given equal power. To keep the 911 on top, Porsche intentionally kept the Cayman’s engine output below that of the Porsche icon. But now with the introduction of the lightweight 2012 Cayman R, could the little brother encroach on the 911’s territory?

INTERIOR

At the interior side, Porsche Cayman base and S has equipped with air conditioning system, two-sport seats, electric windows, windscreen washer system, electrically exterior mirror and interior lighting. While for the top trim level, Porsche Cayman R, added with cruise control, windshield and an adjustable sport steering wheel design. For the entertainment system, the Cayman has been featured with Bose surround sound system, AM/FM CD player and MP3 compatible also universal audio interface at the Cayman R. At the safety terms, Porsche Cayman has equipped with airbags, seat belts, braking system and many high technology of safety system.

ENGINE

The base Cayman has a 2.9-liter six-cylinder engine that produces 265 horsepower at 7,200 rpm and 221 pound-feet of torque. The more powerful Cayman S features a 3.4-liter six-cylinder engine that makes 320 horsepower at 7,200 rpm and 273 pound-feet of torque. With a maximum speed of 175 mph, the Cayman R is the most powerful and fastest model. It has a 3.4-liter six-cylinder engine that produces 330 hp at 7,400 rpm and 273 pound feet torque.

Porsche claims that the base Cayman has a top speed of 165 mph and can accelerate from 0 to 60 mph in 5.5 seconds. The Cayman S trumps the base with a top speed of 172 mph and a 0 to 60 acceleration time of just 4.9 seconds.

All models have a standard six-speed manual transmission. The Porsche Doppelkupplung (PDK) transmission is optional on all models, but isn’t cheap. The PDK costs $3,420.

According to the EPA, the base Cayman gets 19/27 mpg city/highway with the manual transmission and 20/29 city/highway with the automatic. The Cayman S nets 19/26 mpg city/highway with the six-speed manual transmission and 20/29 city/highway with the automatic. There is no fuel economy data available for the Cayman R.

EXTERIOR

To emphasize the seriousness of the Cayman R as a sports car, it comes standard without air conditioning or stereo system. Aluminum doors, carbon-fiber interior door panels and seats also contribute to the car’s svelte curb weight of just under 3000 lbs. That’s 121 lbs lighter than the Cayman S. Porsche engineers lowered the R’s ride height by 0.8 inches, and added custom anti-roll bar and stiffer springs with a limited slip differential for reduced roll angle and improved traction through the corners on the road or track.

Technical specs aside, the Cayman R road manners are impressive—at least to the extent we can sample the car’s limits in rain soaked and at times heavy hail downpour roads in Malloraca. While the R’s ultimate performance limit was not fully explored, its predictable wet-handling character perhaps was more telling about the car’s drivability. Either with Porsche Stability Management (PSM) system on or off, the Cayman R showed good stability at all speeds. And any time traction was reduced, the behavior was progressive allowing you plenty of time to react with steering input or throttle modulation.

reference:inopowers.net,www.roadandtrack.com,www.caranddriver.com

2011 Porsche Cayenne

 

Specifications prices Modifications and Image 2011 Porsche Cayenne
Seen by high-end luxury shoppers as either a practical way into ownership of a prestigious sports-car brand or by longtime Porschephiles as a bit sacrilegious and a necessary evil for keeping the brand aloft financially, the Porsche Cayenne has turned into Porsche's best-selling model and is definitely here to stay. But for 2011, Porsche has redesigned the Cayenne to improve its performance on the road and track while maintaining its level of off-road capability.

The 2011 Porsche Cayenne has become a little more svelte in appearance and officially gets all-new sheetmetal, but unless you take a look at a 2010 and 2011 model side by side, the changes are rather subtle. More curvaceous door panels and curvier-looking rear flanks hint more strongly of the sports cars in the Porsche family. The new version also has a new air dam design, different detailing in front and in back, and a few more curves, with a lower stance being the most noticeable effect. Inside, the Cayenne picks up the instrument panel and center-console look of the plush Panamera fastback sedan, with a sweeping, more coupe-like feel and matte-metallic brightwork.

With an extensive lineup of engines and trim levels, the Cayenne can be equipped to suit affluent suburbanites, up-and-coming families who want the Porsche badge on a bit of a budget, or enthusiasts who want track time on the weekend. Prices range from under $50,000 for the base Cayenne V-6 up to the $150,000 mark or higher for the Cayenne Turbo S.

INTERIOR
After the rather subdued, almost boring cabin of the original Cayenne, the all-new 2011 model features an aggressive, cockpit-style layout reminiscent of the Porsche Panamera. The center console, adorned in upwards of 50 buttons, rises sharply to meet the dash and large touchscreen display, creating an enveloping driver's environment. With so many buttons, it can be difficult to find what you're looking for quickly, though once you know where everything is, you might argue that this Porsche system is more efficient than the many knob-and-screen systems found in its competitors. Or you could argue that it's hopelessly busy.

Like other Porsches, the Cayenne features the finest interior materials put together with excellent craftsmanship. Handsome wood, alloy trim and leather upholstery further add to the luxurious ambience. The front seats are available in three different designs, ranging from simple eight-way power adjustment to the 18-way sport seats, which feature adjustable bolsters, lumbar and seat cushion length. The sculpted rear seats not only recline but slide fore and aft as well, which is a feature not typically found in five-passenger luxury SUVs.

At the same time, the Cayenne has a maximum luggage capacity of 62.9 cubic feet (a figure reduced to 59.7 and 60.2, respectively for the Hybrid and Turbo models). This is on the small side for the Cayenne's class.

EXTERIOR
Outside and in, the 2011 is so much better than the popular outgoing model that Porsche could have stopped with a new exterior and a duly revised interior. But they didn't.

Under the new design, the new Cayenne is much more Porsche-like than the old. First, it's nearly 400 pounds lighter. This is significant and impacts the SUV's dynamic performance and fuel economy in a big way.

There are two distinct suspensions: One uses conventional steel springs while the other is an air suspension marketed as the Porsche Active Suspension Management. A $3,000 option, we much preferred the air-assisted ride as it provides an exceptionally smooth and stable ride plus suspension settings that ranged from luxury car downy to sporty stiff.

We marveled at the Auto-Stop function, not because we've never seen it before, but that this fuel-saving technology seemed out of character for a sports car company. This feature turns off the engine when the Cayenne is stopped in traffic and immediately re-starts as the driver lifts off the brake. Additionally, the audio and ventilation systems remain fully functional, as do all safety systems. This feature was necessary to meet new European Union C02 standards, so the Auto-Stop function is active unless the driver disables it. U.S.-bound Cayennes, however, don't have to meet the EU emissions standard, so the driver must activate the Auto Stop function when they feel like being frugal.

Porsche's drive train project manager, Christian Heiselbetz, told us, "When we started the new Cayenne program several years ago, Americans weren't so concerned about fuel economy. We didn't think they'd value the feature, so we made it necessary for the driver to engage it. We think that we will reverse this in the future."

The substantial diet and Auto-Stop function weren't the only things Porsche did to improve efficiency. Every Cayenne uses a new eight-speed automatic transmission. Having more gears saves fuel while delivering improved acceleration.

All other Porsche models are available with the company's twin-clutch automated manual, the Porsche Doppelkupplung, PDK for short. The gearbox is known for its exceptionally quick shifting, and we asked why it wasn't fitted to the Cayenne. Heiselbetz explained, "The Cayenne is heaver than our other vehicles, plus it must have the ability to tow and drive off road. A torque converter (a component in the eight-speed conventional automatic transmission) is part of what makes those capabilities possible." The Cayenne is rated to tow 7,716 pounds, plus it has substantial off-road capabilities that are used by some drivers, especially those in the Middle East who dune surf.

ENGINE
The performance of the 500-horsepower Cayenne Turbo didn't surprise anybody, but the on-track hustle of the most complex Cayenne ever did. When we got behind the wheel of the $67,700 Hybrid S, we felt as if we were sitting in the middle of the world's most harrowing compromise: A Porsche... that's also an SUV... and a hybrid. There must be a black hole for that sort of quandary.

The Hybrid S uses a combination of a supercharged 3.0-liter V-6 and electric motor to crank out a combined 380-hp at 5,500-6,500 rpm and 428 lb-ft at just 1,000 rpm. The gasoline engine is supplied by Audi (a sister company of Porsche) and makes 333 horsepower on its own. The electric motor produces 47 horsepower, but more importantly, it alone produces peak torque of 300 lb-ft off idle, with half as much still available at 2,250 rpm. For the technically inclined, engineers don't add the individual power numbers of the gas engine and electric motor together because their power peaks occur at different speeds, making a blended figure for the complete hybrid powertrain a more accurate measure.

This power enables the hybrid to accelerate from 0-60 mph in just 6.1 seconds. This is only 0.6-seconds slower than the V8-powered Cayenne S. Conversely, the Hybrid S is 1.3-seconds faster to 60 mph than the base V6 Cayenne, but delivers significantly better fuel economy. Official estimates aren't available, but expect the Hybrid S to achieve in the low 20s city, with more than 23 mpg highway. When it comes time to brag about more than mpg, the Hybrid S has a top speed of 150 mph.

On the road, the Hybrid S drives like a sporty V8 SUV with one exception. Porsche engineered a "sailing" function into the hybrid powertrain. Unlike most hybrids that use heavy regenerative braking to re-capture the kinetic energy for battery charging, when a driver lifts off the Cayenne's throttle, the SUV figuratively "sails" because there is almost no powertrain drag.

To understand the concept, imagine driving 90 mph in a conventional SUV and putting an automatic transmission in Neutral. It's the same feeling, except in the Hybrid S, the SUV feels as if it might coast forever. By allowing the engine to shut down at speeds up to 97 mph, the hybrid system can save fuel even at highway speeds.

In around town driving, the Hybrid S can motor up to 40 mph on battery power alone in ideal conditions. Expect 15-25 mph under most normal operating conditions and less if it's exceptionally warm or cold out.

As for how it all works together, we expect most Hybrid S drivers will think it's cool. After all, they're not buying this Cayenne because they love pure Porsche performance.

SAFETY
The Cayenne comes standard with antilock brakes with enhanced brake assist and readiness, stability and traction control, driver knee airbags, front side airbags and side curtain airbags. Rear side airbags, parking sensors, a rearview camera and a blind-spot warning system are available.

Driving Impressions

The 2011 Porsche Cayenne drives with a laid-back demeanor, especially with the standard V6. You'd never describe it as sporting, but it's impressive by SUV standards.

The steering deserves praise for its linearity, making it easy to place this 4,500-pound vehicle on the road. Body roll is well contained and the Cayenne can be hustled along with something approaching gusto, helped by an all-wheel-drive system that delivers 60 percent of its thrust to the rear wheels under normal conditions. The optional active suspension system provides a supple ride even with the dampers in their most aggressive setting. As a result, the Cayenne is an excellent candidate for long-distance driving.

Opting for the Cayenne S or Cayenne Turbo obviously gets the blood pumping since they're so darned quick, but don't expect some lithe plaything that can also carry the kids. The Cayenne S Hybrid, with its added weight and electric power steering, is notably less enjoyable to drive, but does provide a nice blend of performance and fuel economy.
reference:www.edmunds.com,www.thecarconnection.com,autos.aol.com

2011 Porsche Boxster

Specifications prices Modifications and Image 2011 Porsche Boxster
The 2011 Porsche Boxster ranks 4 out of 8 Luxury Sports Cars. This ranking is based on our analysis of 87 published reviews and test drives of the Porsche Boxster, and our analysis of reliability and safety data.

The automotive press has always considered the Porsche Boxster a great sports car, but after test driving the new 2011 Porsche Boxster Spyder, reviewers are floored. They say it’s one of the best luxury sports cars they’ve driven in a while.

The Porsche Boxster has always been a favorite -- it’s luxurious, powerful and the perfect companion on the race track. With the introduction of the 2011 Boxster Spyder, Porsche has revolutionized the Boxster lineup.

In comparison to the Boxster and Boxster S, the Spyder is a completely different animal. It produces 320 horsepower, 65 more than the base model and dropped 176 pounds by loosing basic amenities like air conditioning, a radio and cloth bucket seats. Why did this Boxster undergo such a strenuous weight loss program?  Porsche wanted to make it faster and more agile. After test driving the Spyder, reviewers say it’s more than agile -- it’s one of the best handling sports cars on the market.

INTERIOR
The Boxster's interior boasts premium materials and proper sports car seating, particularly if you ante up for the optional full-power seats. The oversized center-mounted tachometer conveys the Boxster's high-performance DNA, although the analog speedometer's tiny numbers and huge range make it more decorative than functional -- the trip computer's digital speedo readout is more useful. Some controls are a bit fussy, but the current center control stack is much friendlier than those in past Porsches. The base stereo's sound quality is laughable, but the optional systems are worthy upgrades.

The optional wind deflector mitigates buffeting at speed with the top down, but top-up motoring is marred by excessive wind noise and gigantic blind spots. While the Boxster's soft top keeps weight and complexity down, its competitors' retractable hardtops are far more pleasant to live with. Unlike the spacious BMW Z4, the Boxster's cabin is merely average for a roadster, meaning taller folks may feel constrained. The Boxster's midengine design spawns two trunks -- one front, one rear -- that can hold about 10 cubic feet of cargo between them regardless of whether the top is raised or lowered.

For the Spyder, Porsche takes out some features to reduce weight. The air-conditioning and radio are options, the narrow sport seats are thinly padded and have fixed backrests, the door handles are cloth straps and even the plastic hood that shields the gauges has been tossed. Most notably, though, the power-operated soft top has been replaced by a manual two-piece roof that requires practice, patience and the pity of Mother Nature.

EXTERIOR
Typically, the “spyder” moniker denotes a roofless model. But given that the Boxster is already a convertible, “spyder” is simply a marker that this iteration is unique. (A version of the Cayman could wear the spyder badge properly, but what sense would that make?) With the reworked-for-2009 Boxster S serving as the starting point, Porsche engineers set their sights on a distinctive design and saving weight, pulling out a claimed 176 pounds. Ditching the conventional convertible-top mechanism was the first step. In its place sits a 13-pound, manually operated, two-piece bikini-like cover that can be fully sealed in dire weather—it’s not approved for carwashes, though—flanked by newly shaped windows that match the pitch of the new lid.

With the top stowed, the most visually alluring detail becomes the new one-piece aluminum decklid with two aero humps like those found on the Carrera GT, saving 6.5 pounds over the regular car’s rear trunk and half-tonneau. Aluminum doors from the 911 Turbo and GT3 shave 33 pounds, and the 10-spoke, Spyder-specific 19-inch wheels are actually lighter than the Boxster S’s 18s. The gas tank is reduced in capacity by 2.6 gallons to 14.3, and an optional 13-pound lithium-ion starter battery ($1700!) can save 22 pounds. Additionally, the LED running lamps are smaller, the side scoops are done in black mesh, and the standard exhaust is now finished in black. Porsche says its engineers improved the aerodynamics of the Spyder through a modified front lip and fixed rear spoiler, and a lower trim bar bearing the Porsche name is affixed to recall the 908 and 909 race cars of the ’70s.

ENGINE
With brisk 50-degree temperatures, our California environment has declared its intention to remain chilly. Nonetheless, the top is down as we begin our journey on scenic Highway 1 near Monterey. With the Pacific Ocean crashing into the cliffs below us, we waste no time putting the Porsche to work. Any doubts about the Spyder’s performance enhancements drift out to sea among the breakers as the extra 10 ponies in the now 320-hp, 3.4-liter flat-six are put to work. Carving through the tight and twisted sections of Highway 1, we find that the reduced weight of our six-speed-manual Spyder—at about 3000 pounds, it’s the lightest in the entire Porsche fleet—is easily apparent. The 0.8-inch lowered suspension includes shorter and stiffer springs, firmer dampers, modified front and rear anti-roll bars, and a slightly wider track, and it all combines to noticeably improve the Boxster’s already stellar handling. The car is just itching to turn in at every corner, and the steering is effortless, as if it had been engineered just for this road. Well, that impression could also be because the suspension work did lighten the steering, but the rack is quicker and even more communicative than before, allowing us to feel the pavement texture more intimately.

The Spyder can tackle 25-mph switchbacks at double that speed. The grippy seats hold you in place and the body shows no signs of pitching or rolling, yet the ride is never harsh. Traction into and out of the turns is hardly lost, with the standard mechanically locking differential enabling high exit speeds. And in a straight line Porsche is claiming a 0-to-60-mph time of 4.6 seconds on PDK-equipped cars with launch control, which seems a bit conservative considering we managed 4.3 in a less-powerful Boxster S weighing 3220 pounds with the PDK. Figure 4.1 or quicker to 60 and about 12.7 seconds in the quarter-mile once we strap test gear to a Boxster Spyder.

Carbon-ceramic discs are optional, although the standard iron rotors carried over from the Boxster S work fine, as we found out when a Mini Cooper one car ahead of us attempted to overtake slower traffic at the same time we did and nearly ran us off the road as we neared our destination.

SAFETY
Standard safety features for the 2011 Porsche Boxster include antilock disc brakes, stability and traction control, dual thorax and head side-impact airbags and rollover safety hoops above the headrests. In Edmunds brake testing, the Spyder came to a stop from 60 mph in a superb 102 feet -- the other Boxsters are likely to only take a few feet longer.

Driving Impressions

Thanks to its petite size, modest weight and midengine layout, the 2011 Porsche Boxster handles superbly, managing to feel glued to the road and light on its feet at the same time. Body roll is virtually nonexistent, and the variable-ratio steering is among the best systems on the market. It's all that and more when considering the sublime Boxster Spyder.

The base Boxster's 2.9-liter engine sounds glorious, and most roadster buyers will never feel wanting for power. Having said that, more thrust is never a bad thing and the 310-hp Boxster S will certainly not disappoint. Driving enthusiasts will still feel more of a connection with manual-equipped Boxsters, but the PDK transmission is a revelation, providing faultless automated-manual shifting performance for those who would rather not row their own gears. We're not particularly fond of the steering-wheel-mounted shift buttons, so the optional shift paddles are a must-have.
reference:usnews.rankingsandreviews.com,www.caranddriver.com,www.edmunds.com

2011 Porsche 911

Specifications prices Modifications and Image 2011 Porsche 911
Here are the first decent spy shots we’ve seen of the 2011 Porsche 911 in something resembling its own metal; it’s the car which Porschephiles call the 998, although it's actually being referred to internally as the 991. Clearly, this prototype wears the expected placeholder front lighting elements—these ones cribbed from a pre-face-lift version of the current 997-gen Carrera—bulging from tacked-on front fender extensions that conceal a flatter, Panamera-like nose. The roofline and doors appear very close in design to the current model—no surprise there—but the rear fenders of this car conceal a vastly wider track than the current 911, leading us to believe that this car could be an all-wheel-drive 4 or 4S model.

INTERIOR
Build quality is exceptional in the 2011 Porsche 911. Even those surfaces not swathed in soft hide are made with material that's pretty consistent with the cow-sourced stuff. Other material highlights include a standard Alcantara headliner and deep carpet that extends up onto the doors, eliminating the possibility of scuffing any sort of lower door plastic.

As far as interior space goes, it doesn't get much better in the sports car realm. Sure, the 2+2 rear seats are mostly useless, but when folded, they provide a large cargo space that complements the frunk (front trunk). Up front, the supportive bucket seats do a great job of holding both driver and passenger in place while cornering.

Roomy footwells and a tilt-and-telescoping steering wheel mean the 911 can accommodate drivers of nearly all sizes. Interior controls are relatively simple to operate, and items like navigation, Bluetooth, the iPod interface and ventilated seats help make this sports car a viable daily driver.

EXTERIOR
With its signature sloping rear, the 911 has always needed all the aero help it can get. Thus, the appendage on this prototype’s back end, which appears to be sprouting the grille of a Kenworth, is in fact merely shrouding the latest iteration of the deployable rear spoiler that has helped keep the rear end of every standard Carrera since 1990 on the ground at triple-digit speeds. New, however, is the roof-mounted spoiler that deploys from the leading edge of the rear window. Front active spoilers are also said to be in the works, which this car’s odd, droopy lower front air dam and hash-style flaps on the fascia must be intended to impersonate.

But Porsche may think that even those measures are not enough, and rumors have swirled about how Porsche plans to make this one slip through the wind even better. Some suggest that Porsche may use active vents that open and close in order to stabilize the car in corners, and others claims that the 911 could be the first car to do away with side mirrors in favor of some other rear vision devices. Indeed, could cameras—not parking sensors—be peering through those small dimples in the corners of the rear bumper.

 ENGINE
Porsche set the stage for the RS 4.0 as nothing less than an all-out performance machine, noting that it packs the largest displacement engine ever to come in a factory-baked 911. As the name suggests, that engine is a 4.0-liter version of Porsche's flat-six, equipped with forged pistons, titanium connecting rods, and the same crankshaft as found in the GT3 RSR racer. The result is a solid 500 horsepower at 8250 rpm (and an eyebrow-raising 125 horses per liter), with 339 pound-feet of torque available at 5750 rpm and a power-to-weight ratio of 5.99 lbs/hp.

The car is, natürlich, fitted only with a six-speed manual transmission, which has gear ratios specifically designed for track work. Porsche says the car can hit 60 mph in 3.8 seconds and 124 mph in 12.0 seconds, with a maximum velocity of 193 mph. Of course, those are the exact same benchmarks as Porsche specifies for the standard GT3 RS, which offers 450 horsepower from its 3.8-liter flat-six. That means the 4.0's quoted times may be on the conservative side, but we'll have to wait until we're offered some track time with a RS 4.0 to know for certain.

Straight-line blasts aside, the car should be just as competent on the track as its GT3 RS progenitor. Porsche says the RS 4.0 reportedly lapped Germany's famed Nürburgring in 7:27, a time that will no doubt light up Internet forums for the next six months (look out, Nissan GT-R). The rapid time was facilitated in part by a low curb weight of 2998 pounds, 22 fewer than the GT3 RS. Dietary measures include carbon-fiber front fenders and front trunk lid, lighter carpeting, and carbon-fiber bucket seats. The large rear wing and front "dive plane" aerodynamic add-ons keep the car stuck to the road at speed, conspiring for a claimed 426 pounds of downforce at 193 mph.

SAFETY
Every 2011 Porsche 911 comes with antilock ventilated disc brakes, stability control and front, side and side curtain airbags. In Edmunds brake testing, the Carrera 4 and the Turbo came to a stop from 60 mph in 104 feet. The GT3 stopped in 99 feet. Given this excellent performance, you'd only need the available ceramic composite brakes if you frequent high-performance driving events.

Driving Impressions

For a car with an exaggerated rear weight bias, it's always impressive how beautifully composed this classically designed Porsche remains in corners. While 911s of yore earned a reputation for tricky at-the-limit handling, with the exception of the hard-core GT2 RS, those demons have long been exorcised -- especially when you get an AWD model. The 2011 Porsche 911 is all about composure and man-machine communication (that goes double for the phenomenal GT3), and it has a lightweight finesse to it that no bruising Nissan GT-R can match.

The PDK transmission is a welcome happy medium for those who desire the traffic-friendly nature of not having a clutch, yet still want the rapid shift performance of a traditional manual. However, we're not fans of the awkward shift buttons. These can be replaced with optional shift paddles on the Turbo, but sadly you can't get them on other models.
reference:www.caranddriver.com,www.automobilemag.com,www.edmunds.com