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CA2007 Porsche 911
It's true: There is no substitute. edited by New Car Test Drive
Walk Around
Updated as recently as 2006, this latest generation of the Porsche 911 looks conspicuously similar to the original 1964 model, maintaining the classis profile that has landed it in art museums and design school lecture halls. For Porsche, the 911's heritage can be a double-edged sword. Leave the car alone, and it might be perceived as dated. Change the car too drastically, and it might alienate hard-core loyalists, many of whom form the core group of 911 buyers. Porsche has been able to strike that balance and all of the variants are terrific-looking sports cars.
The styling of the current car has devolved slightly, just like the basic character of the car. And this is a good thing. The headlights and front fascia were redesigned for 2005, with rounder, single-pod lamps replacing the teardrop-shaped multi-light headlight assemblies used on earlier models. The new headlights sit more upright in the front fenders, and the turn signals and fog lights are now laid horizontally in a squarer front bumper. This look more quickly distinguishes the 911 from the Boxster. More important, it harkens back to the rugged look of 911s built during the 1980s.
From the rear, curvy fenders and wheel arches extend from the side of the car, housing extra-wide rear wheels. Carrera 4 models get even wider rear rubber, and their fenders are correspondingly 1.75 inches wider than their rear-drive siblings. This staggered setup helps the 911's rear tires turn its horsepower into quicker acceleration and balances tire grip front and rear for high g-force turning. All 911s have wheels at least 18 inches in diameter, and all are equipped with Z-rated tires, the highest speed rating available for street use.
In essence, the current styling sacrifices some of the beauty of the 1999-2004 models in favor of more visual belligerence. Yet very little at Porsche is done strictly for the sake of appearance. The current 911 is slightly longer and taller than the previous-generation; more significantly, the track (the distance between the outside edge of the tires) and overall width have increased. This wider stance improves the 911's lateral stability during quick, sharp directional changes. The current cars use more aluminum body parts to offset the weight of active suspension, curtain airbags and other upgrades, and the chassis is more rigid than that of pre-2005 models.
The 997-generation Turbo has a wider rear track and a wider body than the old 996-generation. The wing on the current model is lower and generates an additional 60 pounds of downforce without an increase in drag. The downforce helps keep the rear tires glued to the pavement in high-speed sweeping turns, important in the rain. The minimized drag helps it achieve its top speed of 193 mph, though we weren't interested in testing this claim.
Cabriolets feature power soft tops that open in just 20 seconds. They can be operated at up to 30 mph, a feature we love. Safety is enhanced by strong steel tubes in the A-pillars, and supplemental safety bars behind the rear seats that automatically deploy in the event of a rollover. The Cabriolets present a unique appearance. Top up, they exhibit a profile similar to the coupes. Top down, the rear end looks heavy, but you'll forgive that as soon as you get in, stomp on the gas and hear that powerful six-cylinder wailing to redline.
Aerodynamics were an important consideration in the design of all of the 911 models. The side mirrors are designed to direct air along the sides of the car toward the automatically deploying rear spoiler, sweeping the side windows clean in the process. Air is largely kept from going underneath the car and carefully managed over the top and at the rear. Lift is minimized to keep the 911 glued to the road. The wheel arches are flared in a fashion that guides air around the tires (one of the biggest sources of drag on an automobile). Brake spoilers guide more air toward the rotors and brake assembl
Interior
2007 Porsche 911
The 911 cockpit is a place designed for serious driving. The seating position is perfect for most enthusiast drivers. Compared with other high-performance sports cars, it offers outstanding visibility in all directions. It's also a truly comfortable car for traveling long distances. The ignition key is located on the dash to the left of the steering wheel, as it was on Porsche's LeMans race cars.
The steering wheel has a contemporary three-spoke design, and its leather-wrapped rim is thicker and grippier than ever. The steering wheel's core structure is an expensive magnesium alloy, which weighs less than the old steel/aluminum structure. More significantly, the wheel adjusts both up and down and fore and aft (albeit manually). Controls on the steering wheel hub operate the audio and navigation systems or the optional telephone.
The latest Carreras feel a bit roomier than their predecessors, and we suspect more comfortable for larger drivers. The difference is a combination of small things, like the adjustable wheel and a slight repositioning of the pedals toward the front of the car. They have higher bolstering on the bottoms and back, but they actually feel roomier. The width of both cushions seems to have increased, especially near the top of the back around the shoulders. The seats are mounted lower to the floor, creating a bit more headroom.
The gauges are large and easy to read. The dash vents are large, and the air conditioning worked well during some hot lapping at Barber Motorsports Park near Birmingham, Alabama. The climate controls are located in the center stack. From an aesthetic point of view, they're the least appealing part of the interior, but functionally they work fine.
The 911's slickest option could be the Sport Chrono Package. It's most obvious component is almost glaring to anyone familiar with this car: a jewel-like chronograph sprouting from the center of the dash. Flick a switch on the dash, then start or stop the chronograph with a switch on one of the steering wheel stalks, and it will display acceleration or lap times. What you don't see are the adjustments in electronic controls that occur when the chrono is switched on. The electronic throttle switches to its most aggressive mode (meaning the most gas for a given amount of pedal application), and the anti-skid electronics give a driver a lot more rope to get into trouble with. A history of recorded times can be displayed on the navigation system screen for comparison. A gimmick? Maybe, but it might be handy for lapping at a Porsche club event.
Porsche's recent improvement to its audio systems, long anemic compared to the best car stereos, continues with the 911. The upgrade high-power Bose package is above average, and more competitive with the best in luxury cars. It still doesn't seem modern, however, and something simpler would be welcome.
The 911 provides space to put stuff. The glove box includes storage slots for pens and couple of CDs, while the console has a change holder and a 12-volt power point.
The Targa offers a clear roof that slides back inside the rear of the car with the press of a button, giving the driver a superb top-down experience. With the roof closed, the driver has a choice of tinted glass or a mesh lining to deflect the sunlight. We'd prefer a solid cover, however, because the mesh wasn't heavy enough to block out the sun on bright days with the sun high overhead.
The 911 is relatively practical for a sports car, but it isn't a minivan. The back seats are not really habitable. With the rear seats folded, there's room for a load of groceries and you can lay the dry cleaning back there, so the 911 beats many sports cars in its ability to run daily errands. There's not much luggage space for two people going on a long trip, however, so you have to pack light. Nor will you want to use the Carrera to pick someone up at the airport unless they are
