2013 Porsche Boxster S

Information Specification Image Review 2013 Porsche Boxster S
These illustrations provide the clearest picture yet of the totally updated 2013 Porsche Boxster S, which is set to go on sale this spring. As we’ve seen in previous spy photos, the exterior is sharper than before, with stronger lines and fewer curves. The side air intakes are larger and more pronounced on this new model.

Porsche has moved the side mirrors from the A-pillars to the doors, and added a crease to the rear fenders. The front air intakes are also bigger and more aggressive, as clearly shown in these illustrations of a bright red Boxster S.

The standard 2013 Boxster gets a 2.7-liter flat-6 to replace the previous 2.9-liter unit, with output rising from 255 to 261 horsepower. Output on the 3.4-liter six in the Boxster S is nudged slightly from 310 to 311 hp. Porsche says the standard Boxster will accelerate from 0-60 in 5.4 seconds, while the Boxster S will perform the same function in 4.7 seconds. The optional Sport Chrono package provides even better performance and driving dynamics.

A start-stop system and other tweaks also mean the engines will deliver up to 15 percent better fuel economy.

The 2013 Boxster gets new sheet metal, a new power-operated top that stows neatly behind the seats and a revised cockpit with more space for driver and passenger.
The chassis has been redesigned, and the car features lower weight, a longer wheelbase, wider track and larger wheels, as well as a new electromechanical power steering system.

This smaller and lighter 4-cylinder should reduce overall curb weight, and give the already dynamically brilliant Boxster even better handling. As an added bonus, the 4-cylinder is also likely to drink less fuel than the outgoing sixes. A 2011 Boxster in standard trim currently offers EPA figures of 19 mpg city/27 mpg highway. Porsche will also upgrade the 2-seat cockpit with higher quality materials.

Boxster production is slated to move to Austria, when Magna Steyr takes over the contract to build the mid-engine roadster from the Finnish firm Valmet. Expect the 2013 Porsche Boxster to make its official debut at the 2012 Geneva Auto Show. source:roadandtrack.com,insideline.com

2012 Porsche 911 Carrera Cabriolet

Information Specification Modification Image Review 2012 Porsche 911 Carrera Cabriolet
Porsche has already taken the wraps off its next-generation 911 but the virtually identical convertible, or “Cabriolet” in Porsche speak, is still under development.

As can be seen by these latest spy shots, prototypes appear to be almost complete, though there could be some major surprises before the covers do finally come off. 

Porsche is going to great length to break as much new ground as possible with its latest 2012 911.

For instance, the automaker has introduced a new seven-speed manual, a world first for a production car, but it also looks like the 911 Cabriolet will get an intricate folding roof composed of both metal sections and traditional canvas.

The 911 is available as either a coupe or a cabriolet, in either a rear-wheel drive (Carrera) or an all-wheel drive (Carrera 4) configuration, as well as a Turbo all-wheel drive model. The 911 Carrera and Carrera 4 are powered by a 345-hp direct-injection 3.6-liter flat six-cylinder, and the Carrera S and Carrera 4S's are powered by a 385-hp direct-injection 3.8-liter flat six-cylinder engine. The Turbo is a 500-hp version of the 3.8-liter (530-hp in the Turbo S). Transmission choices are a six-speed manual or seven-speed dual-clutch known as PDK. The track-derived GT3 is powered by a 435-hp 3.8-liter flat six-cylinder engine and comes exclusively as a rear-wheel drive coupe with a six-speed manual transmission.

For 2012, a Carrera GTS has been added to the line-up to bridge the gap between the Carerra and the Turbo, it sports a 408-hp version of the 3.8-liter engine, and is available in rear- or all-wheel drive. Also, a limited edition of the rear-wheel drive Carerra called Black Edition has been introduced. Late in the 2012 model year, an all new 911 will be introduced, the 991-generation will be launched as a RWD coupe and convertible first, with more variation to come in the following model year.

Both models will be backed up by a seven-speed PDK dual-clutch automatic transmission. A seven-speed manual transmission will be optional.
When it hits Australian shores in March, prices will kick off at $255,100 for the base model Carrera (up from $245,300 from the outgoing model), and $288,300 for the Carrera S Cabriolet (up from $275,100).
More images of the new variant have been released to build up anticipation before its show debut (click on the ‘Gallery’ button at the top of the article to see them all). The Detroit show starts on January 9.source:autos.aol.com,caradvice.com.au,motorauthority.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