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2010 Porsche 911 Carrera Review
The 2010 Porsche911 Carrera is a 2-door, 4-passenger luxury sports car or a convertiblesports car, available in 4 trims: Base, Cabriolet, S, and S Cabriolet.Combining traditional styling cues with modern technology andconvenience, the 2010 Porsche 911 Carrera is better equipped andperforms better than its predecessors. Whether your criterion whenchoosing a car is comfort, safety, luxury or performance, the 2010Porsche 911 Carrera fits the bill exactly. Taller, wider and shorterstem to stern, the 2010 Porsche 911 Carrera can offer awesome levels ofperformance. Redesigned for 2010, the 2010 Porsche 911 Carrera comespacked with the features and specs that make it hog the limelight andattract its target customers. For 2010, the new Porsche 911 will beinitially available as a Carrera and a Carrera S in coupe format only.
Preformance
The engine on the 2010 Porsche 911 Carrera is capable of achieving 0-60mph acceleration in 4.8 seconds. The revised emission and exhaustsystems make the engine eco-friendly. The vehicle is equipped withPorsche Active Suspension Management (PASM), which makes the shockabsorbers, and suspension continually adjust to road and drivingconditions. Whether you are looking for a vehicle overview, standardequipment, safety features or engine specs on the 2010 Porsche 911Carrera, our web page can provide you with a nice insight. Severalrevisions to the current 997 chassis have improved the Turbo'sstability at speed and in the corners. At the rear end, engineersfitted higher-rate, progressive-wound springs and variable shockabsorbers with tighter valving. Combined with a stiffer front anti-rollbar and a softer rear bar, these settings are intended to stabilize anyride-height fluctuations and make the car's transition to oversteermore progressive.
Summary
Priced at$132,800 for the coupe, and $143,800 for the Cabrio, the new 911Turbo's least attractive aspect is how quickly those figures increaseonce you start checking options. And some of the options really bringout the best of the carthe PDK transmission and the Sport Chronopackage both come to mind. But the car is still considerably lessexpensive than some of the vehicles that play in this league, and it'sarguably more durable to boot. Porsches have long had the reputationfor everyday driveability, and the seventh-generation 911 Turbo is noexception. It may have 500 hp, but unlike many "super" cars, the Turbomakes it easy to climb behind the wheel and is easy to see out of andsimple to manage in the narrow lanes of small villages. A practical500-hp sports car? Perhaps.
2010 Porsche 911 Carrera Review
The 2010 Porsche911 Carrera is a 2-door, 4-passenger luxury sports car or a convertiblesports car, available in 4 trims: Base, Cabriolet, S, and S Cabriolet.Combining traditional styling cues with modern technology andconvenience, the 2010 Porsche 911 Carrera is better equipped andperforms better than its predecessors. Whether your criterion whenchoosing a car is comfort, safety, luxury or performance, the 2010Porsche 911 Carrera fits the bill exactly. Taller, wider and shorterstem to stern, the 2010 Porsche 911 Carrera can offer awesome levels ofperformance. Redesigned for 2010, the 2010 Porsche 911 Carrera comespacked with the features and specs that make it hog the limelight andattract its target customers. For 2010, the new Porsche 911 will beinitially available as a Carrera and a Carrera S in coupe format only.
Preformance
The engine on the 2010 Porsche 911 Carrera is capable of achieving 0-60mph acceleration in 4.8 seconds. The revised emission and exhaustsystems make the engine eco-friendly. The vehicle is equipped withPorsche Active Suspension Management (PASM), which makes the shockabsorbers, and suspension continually adjust to road and drivingconditions. Whether you are looking for a vehicle overview, standardequipment, safety features or engine specs on the 2010 Porsche 911Carrera, our web page can provide you with a nice insight. Severalrevisions to the current 997 chassis have improved the Turbo'sstability at speed and in the corners. At the rear end, engineersfitted higher-rate, progressive-wound springs and variable shockabsorbers with tighter valving. Combined with a stiffer front anti-rollbar and a softer rear bar, these settings are intended to stabilize anyride-height fluctuations and make the car's transition to oversteermore progressive.
Summary
Priced at$132,800 for the coupe, and $143,800 for the Cabrio, the new 911Turbo's least attractive aspect is how quickly those figures increaseonce you start checking options. And some of the options really bringout the best of the carthe PDK transmission and the Sport Chronopackage both come to mind. But the car is still considerably lessexpensive than some of the vehicles that play in this league, and it'sarguably more durable to boot. Porsches have long had the reputationfor everyday driveability, and the seventh-generation 911 Turbo is noexception. It may have 500 hp, but unlike many "super" cars, the Turbomakes it easy to climb behind the wheel and is easy to see out of andsimple to manage in the narrow lanes of small villages. A practical500-hp sports car? Perhaps.
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2010 Porsche Panamera Review
The 2010 Panamera is a four-door, four-seat, fastback sports car with a hatchback at the rear. Porsche officials say it is alone, unique in the world of Gran Turismo cars that it creates the Panamera class. Of course, there are competitors, whether or not Porsche considers them in the same class. One is the upcoming Aston Martin Rapide, others might include the Mercedes-Benz CLS and Maserati Quattroporte. Some buyers might also cross-shop the BMW M5, Mercedes CLS63 AMG and Jaguar XFR to name three more. What we'll all agree on is that the Panamera is a grand tourer. It will be offered initially with V-8 engines derived from the Cayenne SUV, though six-cylinder cars are coming and they might even reach our shores with a slick-shifting manual transmission. As big four-doors go, the Panamera is a performance car without question. The naturally aspirated S base model (400 horsepower) comes in two- or four-wheel drive and starts at $115,100. The super-car-baiting Panamera Turbo (500 hp) will also hit showrooms in October, stickered at $155,000. It comes standard with all-wheel drive. Porsche is also planning on a Panamera hybrid, a diesel variant and, very likely, a faster GTS/Turbo S, too. We'll see.
Interior Features and Powertrains
The Panamera easily seats four in comfort and even big guys can get comfortable in back. Rumour has it that Wendelin Wiedeking, Porsche's CEO, had to be able to sit in the back of the Panamera comfortably before the car's design would get the green light. The rear seats are comfortable and very supportive, though seats front and back do not seem as wide as what's in traditional big luxury cars such as the BMW 7-Series and Mercedes-Benz S-Class, two other possible rivals, though not directly. What separates the Panamera from others is the low-slung design, which translates into a low-set cabin. It's different and sexy and quite similar to a Porsche 911. A high transmission tunnel running the length of the passenger space creates individual seating spaces, but robs the cabin of room, too. A high-set gear lever and clear switchgear and dials are just exactly what a driving enthusiast wants. The rear seats split and fold to enhance cargo space, so there is a practical piece here, too. More than anything, though, the Panamera drives like a Porsche, like a larger 911 mated to a Cayenne. But there is no getting around the fact this car weighs two tonnes. And let's not forget the Panamera is a front-engine car, not a rear-engine sports car like the 911. The twin turbo, with its 4.8-litre V-8, is a monster. My tester, with the Sports Chrono package ($3,110) that includes a launch-control function on the standard seven-sped PDK twin-clutch transmission, played happily with the roads and autobahns of Bavaria. The car will hit 100 km/h in about four seconds and I had it up to 260 km/h and felt safe all the way.
Summary
This is an indecently fast car, one that makes a thrilling sound when the engine and turbos spool up to do their business. Air-springs are standard on the Turbo and they have three modes of stiffness: compliant, Sport and Sport Plus. Sport firms things up a bit, while Sport Plus is a gearhead's dream. You want to feel planted in the corners? This is for you. Sport Plus engages active anti-roll bars to eliminate roll. The car steers precisely, though there is more feel in a 911. The normally aspirated model is fitted with steel springs and some of the engineers say they prefer them, that they are more authentic and deliver more feel. Another feature for enthusiasts is the electronically controlled rear differential. It brakes a lightly loaded inside rear tire to help straighten you out when exiting a corner exit. If things get really hairy, there is a full range of air bags and other safety features. Standard. While the exterior design is controversial, there is no denying the Panamera's prowess on the road. It's a real gem for enthusiasts who love to drive and especially for those who live and breathe Porsche.
2010 Porsche Panamera Review
The 2010 Panamera is a four-door, four-seat, fastback sports car with a hatchback at the rear. Porsche officials say it is alone, unique in the world of Gran Turismo cars that it creates the Panamera class. Of course, there are competitors, whether or not Porsche considers them in the same class. One is the upcoming Aston Martin Rapide, others might include the Mercedes-Benz CLS and Maserati Quattroporte. Some buyers might also cross-shop the BMW M5, Mercedes CLS63 AMG and Jaguar XFR to name three more. What we'll all agree on is that the Panamera is a grand tourer. It will be offered initially with V-8 engines derived from the Cayenne SUV, though six-cylinder cars are coming and they might even reach our shores with a slick-shifting manual transmission. As big four-doors go, the Panamera is a performance car without question. The naturally aspirated S base model (400 horsepower) comes in two- or four-wheel drive and starts at $115,100. The super-car-baiting Panamera Turbo (500 hp) will also hit showrooms in October, stickered at $155,000. It comes standard with all-wheel drive. Porsche is also planning on a Panamera hybrid, a diesel variant and, very likely, a faster GTS/Turbo S, too. We'll see.
Interior Features and Powertrains
The Panamera easily seats four in comfort and even big guys can get comfortable in back. Rumour has it that Wendelin Wiedeking, Porsche's CEO, had to be able to sit in the back of the Panamera comfortably before the car's design would get the green light. The rear seats are comfortable and very supportive, though seats front and back do not seem as wide as what's in traditional big luxury cars such as the BMW 7-Series and Mercedes-Benz S-Class, two other possible rivals, though not directly. What separates the Panamera from others is the low-slung design, which translates into a low-set cabin. It's different and sexy and quite similar to a Porsche 911. A high transmission tunnel running the length of the passenger space creates individual seating spaces, but robs the cabin of room, too. A high-set gear lever and clear switchgear and dials are just exactly what a driving enthusiast wants. The rear seats split and fold to enhance cargo space, so there is a practical piece here, too. More than anything, though, the Panamera drives like a Porsche, like a larger 911 mated to a Cayenne. But there is no getting around the fact this car weighs two tonnes. And let's not forget the Panamera is a front-engine car, not a rear-engine sports car like the 911. The twin turbo, with its 4.8-litre V-8, is a monster. My tester, with the Sports Chrono package ($3,110) that includes a launch-control function on the standard seven-sped PDK twin-clutch transmission, played happily with the roads and autobahns of Bavaria. The car will hit 100 km/h in about four seconds and I had it up to 260 km/h and felt safe all the way.
Summary
This is an indecently fast car, one that makes a thrilling sound when the engine and turbos spool up to do their business. Air-springs are standard on the Turbo and they have three modes of stiffness: compliant, Sport and Sport Plus. Sport firms things up a bit, while Sport Plus is a gearhead's dream. You want to feel planted in the corners? This is for you. Sport Plus engages active anti-roll bars to eliminate roll. The car steers precisely, though there is more feel in a 911. The normally aspirated model is fitted with steel springs and some of the engineers say they prefer them, that they are more authentic and deliver more feel. Another feature for enthusiasts is the electronically controlled rear differential. It brakes a lightly loaded inside rear tire to help straighten you out when exiting a corner exit. If things get really hairy, there is a full range of air bags and other safety features. Standard. While the exterior design is controversial, there is no denying the Panamera's prowess on the road. It's a real gem for enthusiasts who love to drive and especially for those who live and breathe Porsche.
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2010 Porsche Cayenne Review
The Cayenne comes in one size with just two rows of seats, for a maximum head count of five passengers. Though its styling attempts to translate the design vocabulary that works so well on Porsche's small, lightweight sports cars, there's no hiding the truck's formidable mass.
Walkaround
The Porsche Cayenne is available in four styles, each with its own engine. The base Cayenne is the most economical but also the weakest, with a 3.6-liter V6 producing 290 hp. Its standard equipment list offers little more than the luxury SUV staples, but interestingly, it's the only Cayenne available with a manual transmission. All others feature a standard six-speed automatic with steering-wheel-mounted manual shift controls known as Tiptronic. Brisker acceleration is available in the Cayenne S, which has a 385-hp V8 as well as more standard features. Next up is the sport-tuned Cayenne GTS, featuring a 405-hp version of the S model's V8 along with a six-speed manual transmission, 21-inch wheels, an active air suspension and a lower ride height. From there you can step up to the quick and lavishly equipped Cayenne Turbo, which provides a 500-hp turbocharged V8, albeit at twice the price of the base Cayenne. Even higher is the Cayenne Turbo S, which squeezes 550 hp from the same engine. A sophisticated, proactive all-wheel-drive system is standard on all Porsche Cayennes and provides both high- and low-range gearing. Off-pavement capability is greatly enhanced by the optional off-road package, which adds a locking rear differential, hydraulically disconnecting stabilizer bars and skid plates. Inside, the driver sits high above traffic in comfortable bucket seats and faces a three-spoke steering wheel and a center-mounted tachometer that pays homage to Porsche's sports cars. The ignition is even mounted on the left side of the dash. Materials quality is superb throughout the cabin; even the pricey Turbo model looks and feels appropriately elegant.
Summary
In general, the Cayenne's driving characteristics are enjoyable while issuing mild criticisms for fussy ergonomics, weak acceleration with the V6, tight rear-seat legroom and limited cargo space. Additionally, in spite of its impressive list of off-road hardware, the Cayenne is not as capable a rock-crawler as many of its competitors. Most of the blame goes to its street-biased, low-profile tires.
2010 Porsche Cayenne Review
The Cayenne comes in one size with just two rows of seats, for a maximum head count of five passengers. Though its styling attempts to translate the design vocabulary that works so well on Porsche's small, lightweight sports cars, there's no hiding the truck's formidable mass.
Walkaround
The Porsche Cayenne is available in four styles, each with its own engine. The base Cayenne is the most economical but also the weakest, with a 3.6-liter V6 producing 290 hp. Its standard equipment list offers little more than the luxury SUV staples, but interestingly, it's the only Cayenne available with a manual transmission. All others feature a standard six-speed automatic with steering-wheel-mounted manual shift controls known as Tiptronic. Brisker acceleration is available in the Cayenne S, which has a 385-hp V8 as well as more standard features. Next up is the sport-tuned Cayenne GTS, featuring a 405-hp version of the S model's V8 along with a six-speed manual transmission, 21-inch wheels, an active air suspension and a lower ride height. From there you can step up to the quick and lavishly equipped Cayenne Turbo, which provides a 500-hp turbocharged V8, albeit at twice the price of the base Cayenne. Even higher is the Cayenne Turbo S, which squeezes 550 hp from the same engine. A sophisticated, proactive all-wheel-drive system is standard on all Porsche Cayennes and provides both high- and low-range gearing. Off-pavement capability is greatly enhanced by the optional off-road package, which adds a locking rear differential, hydraulically disconnecting stabilizer bars and skid plates. Inside, the driver sits high above traffic in comfortable bucket seats and faces a three-spoke steering wheel and a center-mounted tachometer that pays homage to Porsche's sports cars. The ignition is even mounted on the left side of the dash. Materials quality is superb throughout the cabin; even the pricey Turbo model looks and feels appropriately elegant.
Summary
In general, the Cayenne's driving characteristics are enjoyable while issuing mild criticisms for fussy ergonomics, weak acceleration with the V6, tight rear-seat legroom and limited cargo space. Additionally, in spite of its impressive list of off-road hardware, the Cayenne is not as capable a rock-crawler as many of its competitors. Most of the blame goes to its street-biased, low-profile tires.
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2010 Porsche Cayenne S
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2010 Porsche Cayenne ReviewThe Cayenne comes in one size with just two rows of seats, for a maximum head count of five passengers. Though its styling attempts to translate the design vocabulary that works so well on Porsche's small, lightweight sports cars, there's no hiding the truck's formidable mass.
Walkaround
The Porsche Cayenne is available in four styles, each with its own engine. The base Cayenne is the most economical but also the weakest, with a 3.6-liter V6 producing 290 hp. Its standard equipment list offers little more than the luxury SUV staples, but interestingly, it's the only Cayenne available with a manual transmission. All others feature a standard six-speed automatic with steering-wheel-mounted manual shift controls known as Tiptronic. Brisker acceleration is available in the Cayenne S, which has a 385-hp V8 as well as more standard features. Next up is the sport-tuned Cayenne GTS, featuring a 405-hp version of the S model's V8 along with a six-speed manual transmission, 21-inch wheels, an active air suspension and a lower ride height. From there you can step up to the quick and lavishly equipped Cayenne Turbo, which provides a 500-hp turbocharged V8, albeit at twice the price of the base Cayenne. Even higher is the Cayenne Turbo S, which squeezes 550 hp from the same engine. A sophisticated, proactive all-wheel-drive system is standard on all Porsche Cayennes and provides both high- and low-range gearing. Off-pavement capability is greatly enhanced by the optional off-road package, which adds a locking rear differential, hydraulically disconnecting stabilizer bars and skid plates. Inside, the driver sits high above traffic in comfortable bucket seats and faces a three-spoke steering wheel and a center-mounted tachometer that pays homage to Porsche's sports cars. The ignition is even mounted on the left side of the dash. Materials quality is superb throughout the cabin; even the pricey Turbo model looks and feels appropriately elegant.
Summary
In general, the Cayenne's driving characteristics are enjoyable while issuing mild criticisms for fussy ergonomics, weak acceleration with the V6, tight rear-seat legroom and limited cargo space. Additionally, in spite of its impressive list of off-road hardware, the Cayenne is not as capable a rock-crawler as many of its competitors. Most of the blame goes to its street-biased, low-profile tires.
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2010 Porsche Cayman Are Now Availble! Please Call 1-800-851-9000 or 1-888-861-8080
2010 Porsche Cayman
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2010 Porsche Cayman Review
The Porsche Cayman combines sublime handling abilities, brakes that beg to be pushed hot into a corner and a choice of two engines that will enthusiastically sing as they slingshot you down the straightaway. Some of our editors who have driven the Cayman extensively report that its well-balanced chassis could actually handle considerably more power, and it's suspected that Porsche limited the Cayman's capabilities as not to overlap with its seminal 911.
Walkaround
The midengine Porsche Cayman is offered in two models, the base Cayman and the Cayman S. The base Cayman is powered by a 2.9-liter six-cylinder boxer engine that produces 265 horsepower and 221 pound-feet of torque. Step up to the Cayman S and the engine expands to 3.4 liters and power grows to 320 hp and 273 lb-ft of torque. Standard on both models is a six-speed manual, with Porsche's seven-speed dual-clutch automated manual (named PDK) optional. This transmission is capable of operating in full automatic mode or with gearchanges ordered up by the driver via wheel-mounted buttons. Regardless of which mode you use, shifts are incredibly quick and smooth. PDK also produces better acceleration and fuel economy. When it comes to the suspension, the Porsche Cayman takes advantage of its stiffer-than-a-convertible structure by offering a level of handling and nimbleness that is a step above the capabilities of the Boxster. Safety aids include antilock brakes, traction control and stability control, all tuned to intervene only when absolutely necessary so as not to detract from the sporting nature of the Cayman. Optional is Porsche Active Suspension Management (PASM) which, via a variety of sensors, electronically and automatically adjusts the suspension to optimize either comfort or handling, depending on the setting and the driver's level of aggression. Larger wheels and tires round out the suspension options and help to improve braking. Braking performance is further enhanced on the Cayman S by optional carbon-ceramic brakes.
Summary
The interior accommodations take their cue from the Boxster and offer the typical Porsche combination of sport and luxury, with leather and metallic accents decorating the cabin. The leather-appointed seats possess the ability to both hold the driver in place during spirited maneuvers and to coddle driver and passenger during more serene outings. High-end audio and navigation are available on both Cayman models, though the base stereo offerings are disappointing for a car in this price range. Cargo room is generous for such a small and sporting vehicle, as the midengine layout allows for both fore and aft cargo areas that together equal the trunk space of a midsize family sedan.
2010 Porsche Cayman Review
The Porsche Cayman combines sublime handling abilities, brakes that beg to be pushed hot into a corner and a choice of two engines that will enthusiastically sing as they slingshot you down the straightaway. Some of our editors who have driven the Cayman extensively report that its well-balanced chassis could actually handle considerably more power, and it's suspected that Porsche limited the Cayman's capabilities as not to overlap with its seminal 911.
Walkaround
The midengine Porsche Cayman is offered in two models, the base Cayman and the Cayman S. The base Cayman is powered by a 2.9-liter six-cylinder boxer engine that produces 265 horsepower and 221 pound-feet of torque. Step up to the Cayman S and the engine expands to 3.4 liters and power grows to 320 hp and 273 lb-ft of torque. Standard on both models is a six-speed manual, with Porsche's seven-speed dual-clutch automated manual (named PDK) optional. This transmission is capable of operating in full automatic mode or with gearchanges ordered up by the driver via wheel-mounted buttons. Regardless of which mode you use, shifts are incredibly quick and smooth. PDK also produces better acceleration and fuel economy. When it comes to the suspension, the Porsche Cayman takes advantage of its stiffer-than-a-convertible structure by offering a level of handling and nimbleness that is a step above the capabilities of the Boxster. Safety aids include antilock brakes, traction control and stability control, all tuned to intervene only when absolutely necessary so as not to detract from the sporting nature of the Cayman. Optional is Porsche Active Suspension Management (PASM) which, via a variety of sensors, electronically and automatically adjusts the suspension to optimize either comfort or handling, depending on the setting and the driver's level of aggression. Larger wheels and tires round out the suspension options and help to improve braking. Braking performance is further enhanced on the Cayman S by optional carbon-ceramic brakes.
Summary
The interior accommodations take their cue from the Boxster and offer the typical Porsche combination of sport and luxury, with leather and metallic accents decorating the cabin. The leather-appointed seats possess the ability to both hold the driver in place during spirited maneuvers and to coddle driver and passenger during more serene outings. High-end audio and navigation are available on both Cayman models, though the base stereo offerings are disappointing for a car in this price range. Cargo room is generous for such a small and sporting vehicle, as the midengine layout allows for both fore and aft cargo areas that together equal the trunk space of a midsize family sedan.
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2010 Porsche Boxster
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2010 Porsche Boxster Review
The 2010 Porsche Boxster comes in two models. There is the Boxster and the Boxster S. They look pretty much alike but the Boxster S has a bigger more powerful engine. They will both get you in trouble right quick if you don't drive responsibly.
Walkaround
The Boxster has a 2.9 liter horizontally opposed 6 cylinder engine. It develops 255 horsepower at 6400 RPM. It is rear wheel drive and comes with either a six speed manual transmission or the new Porsche Doppelkupplung (PDK) seven speed with both manual and automatic modes. Gears 1-6 have a sports ratio and top track speed is reached in sixth gear. Seventh gear has a long ration and helps with fuel economy. PDK is essentially two gear boxes in one and this requires two clutches designed as a double wet clutch transmission. You can gt steering wheel mounted paddle shifters with PDK. Hill Assist is a nice feature that provides assistance to help the driver make a smooth roll fre start on an incline. Especially nice for the spouse that has never driven a stick before. The Boxster has 4 piston aluminum monobloc fixed caliper front and rear discs which are internally vented and cross drilled. The Boxster comes standard with 17" tires and wheels but I would want the optional 19" Carrera Sport tires and wheels. The Boxster comes with the Porsche Active suspension Management system which is an electronic damping control system. On the new Boxster the driver can select between two different modes. Normal which is a blend of performance and comfort and Sport where the setup is much firmer. The PDSM control unit evaluates driving conditions and modifies the damping force on each of the wheels in accordance with the selected mode.
Summary
The 2010 Porsche Boxster has all the safety equipment you would expect on a sporty German car. Big ceramic composite brakes. Porsche Stability Management, Rollover and side impact protection.
2010 Porsche Boxster Review
The 2010 Porsche Boxster comes in two models. There is the Boxster and the Boxster S. They look pretty much alike but the Boxster S has a bigger more powerful engine. They will both get you in trouble right quick if you don't drive responsibly.
Walkaround
The Boxster has a 2.9 liter horizontally opposed 6 cylinder engine. It develops 255 horsepower at 6400 RPM. It is rear wheel drive and comes with either a six speed manual transmission or the new Porsche Doppelkupplung (PDK) seven speed with both manual and automatic modes. Gears 1-6 have a sports ratio and top track speed is reached in sixth gear. Seventh gear has a long ration and helps with fuel economy. PDK is essentially two gear boxes in one and this requires two clutches designed as a double wet clutch transmission. You can gt steering wheel mounted paddle shifters with PDK. Hill Assist is a nice feature that provides assistance to help the driver make a smooth roll fre start on an incline. Especially nice for the spouse that has never driven a stick before. The Boxster has 4 piston aluminum monobloc fixed caliper front and rear discs which are internally vented and cross drilled. The Boxster comes standard with 17" tires and wheels but I would want the optional 19" Carrera Sport tires and wheels. The Boxster comes with the Porsche Active suspension Management system which is an electronic damping control system. On the new Boxster the driver can select between two different modes. Normal which is a blend of performance and comfort and Sport where the setup is much firmer. The PDSM control unit evaluates driving conditions and modifies the damping force on each of the wheels in accordance with the selected mode.
Summary
The 2010 Porsche Boxster has all the safety equipment you would expect on a sporty German car. Big ceramic composite brakes. Porsche Stability Management, Rollover and side impact protection.
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2010 Porsche Cayenne
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2010 Porsche Cayenne Review
The Cayenne comes in one size with just two rows of seats, for a maximum head count of five passengers. Though its styling attempts to translate the design vocabulary that works so well on Porsche's small, lightweight sports cars, there's no hiding the truck's formidable mass.
Walkaround
The Porsche Cayenne is available in four styles, each with its own engine. The base Cayenne is the most economical but also the weakest, with a 3.6-liter V6 producing 290 hp. Its standard equipment list offers little more than the luxury SUV staples, but interestingly, it's the only Cayenne available with a manual transmission. All others feature a standard six-speed automatic with steering-wheel-mounted manual shift controls known as Tiptronic. Brisker acceleration is available in the Cayenne S, which has a 385-hp V8 as well as more standard features. Next up is the sport-tuned Cayenne GTS, featuring a 405-hp version of the S model's V8 along with a six-speed manual transmission, 21-inch wheels, an active air suspension and a lower ride height. From there you can step up to the quick and lavishly equipped Cayenne Turbo, which provides a 500-hp turbocharged V8, albeit at twice the price of the base Cayenne. Even higher is the Cayenne Turbo S, which squeezes 550 hp from the same engine. A sophisticated, proactive all-wheel-drive system is standard on all Porsche Cayennes and provides both high- and low-range gearing. Off-pavement capability is greatly enhanced by the optional off-road package, which adds a locking rear differential, hydraulically disconnecting stabilizer bars and skid plates. Inside, the driver sits high above traffic in comfortable bucket seats and faces a three-spoke steering wheel and a center-mounted tachometer that pays homage to Porsche's sports cars. The ignition is even mounted on the left side of the dash. Materials quality is superb throughout the cabin; even the pricey Turbo model looks and feels appropriately elegant.
Summary
In general, the Cayenne's driving characteristics are enjoyable while issuing mild criticisms for fussy ergonomics, weak acceleration with the V6, tight rear-seat legroom and limited cargo space. Additionally, in spite of its impressive list of off-road hardware, the Cayenne is not as capable a rock-crawler as many of its competitors. Most of the blame goes to its street-biased, low-profile tires.
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2010 Porsche Cayenne Review
The Cayenne comes in one size with just two rows of seats, for a maximum head count of five passengers. Though its styling attempts to translate the design vocabulary that works so well on Porsche's small, lightweight sports cars, there's no hiding the truck's formidable mass.
Walkaround
The Porsche Cayenne is available in four styles, each with its own engine. The base Cayenne is the most economical but also the weakest, with a 3.6-liter V6 producing 290 hp. Its standard equipment list offers little more than the luxury SUV staples, but interestingly, it's the only Cayenne available with a manual transmission. All others feature a standard six-speed automatic with steering-wheel-mounted manual shift controls known as Tiptronic. Brisker acceleration is available in the Cayenne S, which has a 385-hp V8 as well as more standard features. Next up is the sport-tuned Cayenne GTS, featuring a 405-hp version of the S model's V8 along with a six-speed manual transmission, 21-inch wheels, an active air suspension and a lower ride height. From there you can step up to the quick and lavishly equipped Cayenne Turbo, which provides a 500-hp turbocharged V8, albeit at twice the price of the base Cayenne. Even higher is the Cayenne Turbo S, which squeezes 550 hp from the same engine. A sophisticated, proactive all-wheel-drive system is standard on all Porsche Cayennes and provides both high- and low-range gearing. Off-pavement capability is greatly enhanced by the optional off-road package, which adds a locking rear differential, hydraulically disconnecting stabilizer bars and skid plates. Inside, the driver sits high above traffic in comfortable bucket seats and faces a three-spoke steering wheel and a center-mounted tachometer that pays homage to Porsche's sports cars. The ignition is even mounted on the left side of the dash. Materials quality is superb throughout the cabin; even the pricey Turbo model looks and feels appropriately elegant.
Summary
In general, the Cayenne's driving characteristics are enjoyable while issuing mild criticisms for fussy ergonomics, weak acceleration with the V6, tight rear-seat legroom and limited cargo space. Additionally, in spite of its impressive list of off-road hardware, the Cayenne is not as capable a rock-crawler as many of its competitors. Most of the blame goes to its street-biased, low-profile tires.
The Cayenne comes in one size with just two rows of seats, for a maximum head count of five passengers. Though its styling attempts to translate the design vocabulary that works so well on Porsche's small, lightweight sports cars, there's no hiding the truck's formidable mass.
Walkaround
The Porsche Cayenne is available in four styles, each with its own engine. The base Cayenne is the most economical but also the weakest, with a 3.6-liter V6 producing 290 hp. Its standard equipment list offers little more than the luxury SUV staples, but interestingly, it's the only Cayenne available with a manual transmission. All others feature a standard six-speed automatic with steering-wheel-mounted manual shift controls known as Tiptronic. Brisker acceleration is available in the Cayenne S, which has a 385-hp V8 as well as more standard features. Next up is the sport-tuned Cayenne GTS, featuring a 405-hp version of the S model's V8 along with a six-speed manual transmission, 21-inch wheels, an active air suspension and a lower ride height. From there you can step up to the quick and lavishly equipped Cayenne Turbo, which provides a 500-hp turbocharged V8, albeit at twice the price of the base Cayenne. Even higher is the Cayenne Turbo S, which squeezes 550 hp from the same engine. A sophisticated, proactive all-wheel-drive system is standard on all Porsche Cayennes and provides both high- and low-range gearing. Off-pavement capability is greatly enhanced by the optional off-road package, which adds a locking rear differential, hydraulically disconnecting stabilizer bars and skid plates. Inside, the driver sits high above traffic in comfortable bucket seats and faces a three-spoke steering wheel and a center-mounted tachometer that pays homage to Porsche's sports cars. The ignition is even mounted on the left side of the dash. Materials quality is superb throughout the cabin; even the pricey Turbo model looks and feels appropriately elegant.
Summary
In general, the Cayenne's driving characteristics are enjoyable while issuing mild criticisms for fussy ergonomics, weak acceleration with the V6, tight rear-seat legroom and limited cargo space. Additionally, in spite of its impressive list of off-road hardware, the Cayenne is not as capable a rock-crawler as many of its competitors. Most of the blame goes to its street-biased, low-profile tires.
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2010 Porsche Cayenne
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2010 Porsche Cayenne Review
The Cayenne comes in one size with just two rows of seats, for a maximum head count of five passengers. Though its styling attempts to translate the design vocabulary that works so well on Porsche's small, lightweight sports cars, there's no hiding the truck's formidable mass.
Walkaround
The Porsche Cayenne is available in four styles, each with its own engine. The base Cayenne is the most economical but also the weakest, with a 3.6-liter V6 producing 290 hp. Its standard equipment list offers little more than the luxury SUV staples, but interestingly, it's the only Cayenne available with a manual transmission. All others feature a standard six-speed automatic with steering-wheel-mounted manual shift controls known as Tiptronic. Brisker acceleration is available in the Cayenne S, which has a 385-hp V8 as well as more standard features. Next up is the sport-tuned Cayenne GTS, featuring a 405-hp version of the S model's V8 along with a six-speed manual transmission, 21-inch wheels, an active air suspension and a lower ride height. From there you can step up to the quick and lavishly equipped Cayenne Turbo, which provides a 500-hp turbocharged V8, albeit at twice the price of the base Cayenne. Even higher is the Cayenne Turbo S, which squeezes 550 hp from the same engine. A sophisticated, proactive all-wheel-drive system is standard on all Porsche Cayennes and provides both high- and low-range gearing. Off-pavement capability is greatly enhanced by the optional off-road package, which adds a locking rear differential, hydraulically disconnecting stabilizer bars and skid plates. Inside, the driver sits high above traffic in comfortable bucket seats and faces a three-spoke steering wheel and a center-mounted tachometer that pays homage to Porsche's sports cars. The ignition is even mounted on the left side of the dash. Materials quality is superb throughout the cabin; even the pricey Turbo model looks and feels appropriately elegant.
Summary
In general, the Cayenne's driving characteristics are enjoyable while issuing mild criticisms for fussy ergonomics, weak acceleration with the V6, tight rear-seat legroom and limited cargo space. Additionally, in spite of its impressive list of off-road hardware, the Cayenne is not as capable a rock-crawler as many of its competitors. Most of the blame goes to its street-biased, low-profile tires.
The Cayenne comes in one size with just two rows of seats, for a maximum head count of five passengers. Though its styling attempts to translate the design vocabulary that works so well on Porsche's small, lightweight sports cars, there's no hiding the truck's formidable mass.
Walkaround
The Porsche Cayenne is available in four styles, each with its own engine. The base Cayenne is the most economical but also the weakest, with a 3.6-liter V6 producing 290 hp. Its standard equipment list offers little more than the luxury SUV staples, but interestingly, it's the only Cayenne available with a manual transmission. All others feature a standard six-speed automatic with steering-wheel-mounted manual shift controls known as Tiptronic. Brisker acceleration is available in the Cayenne S, which has a 385-hp V8 as well as more standard features. Next up is the sport-tuned Cayenne GTS, featuring a 405-hp version of the S model's V8 along with a six-speed manual transmission, 21-inch wheels, an active air suspension and a lower ride height. From there you can step up to the quick and lavishly equipped Cayenne Turbo, which provides a 500-hp turbocharged V8, albeit at twice the price of the base Cayenne. Even higher is the Cayenne Turbo S, which squeezes 550 hp from the same engine. A sophisticated, proactive all-wheel-drive system is standard on all Porsche Cayennes and provides both high- and low-range gearing. Off-pavement capability is greatly enhanced by the optional off-road package, which adds a locking rear differential, hydraulically disconnecting stabilizer bars and skid plates. Inside, the driver sits high above traffic in comfortable bucket seats and faces a three-spoke steering wheel and a center-mounted tachometer that pays homage to Porsche's sports cars. The ignition is even mounted on the left side of the dash. Materials quality is superb throughout the cabin; even the pricey Turbo model looks and feels appropriately elegant.
Summary
In general, the Cayenne's driving characteristics are enjoyable while issuing mild criticisms for fussy ergonomics, weak acceleration with the V6, tight rear-seat legroom and limited cargo space. Additionally, in spite of its impressive list of off-road hardware, the Cayenne is not as capable a rock-crawler as many of its competitors. Most of the blame goes to its street-biased, low-profile tires.
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2009 Porsche 911 Carrera
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2009 Porsche 911 Carrera Review
Few modern sports cars are worthy to be deemed icons. With its classic design and prestigious motorsports pedigree, the rear-engine Porsche 911 is one of the most enduring and historically important high-performance cars on the market today. A host of new features take the 2009 Porsche 911 to the next level, including more powerful and efficient engines, a revised entertainment system and an optional, state-of-the-art automated manual transmission. Combined with a refreshed exterior, the new 911 improves on an already superb combination of sharp looks, ferocious performance and daily drivability.
Features and Options
The 2009 Porsche 911 comes in both coupe and convertible ("Cabriolet") body styles. Each comes in four basic trim levels: the rear-wheel-drive Carrera, the more powerful Carrera S, the all-wheel-drive Carrera 4 and the Carrera 4S. All 911 Carrera trims come standard with 18-inch wheels, bi-xenon headlights, full power accessories, cruise control, leather seating, power reclining front seats (with manual fore-aft and height adjustment), split-folding rear seats, automatic climate control, the touchscreen display and a nine-speaker audio system with a CD/DVD/MP3 player. The S trims add a more powerful engine, 19-inch wheels, a sport suspension with active damping on coupes (optional on convertibles), bigger brakes, a sport steering wheel and unique exterior and interior trim. Many of the standard features on the S models are optional on the base Carreras. In addition, all cabriolets feature a fully automated soft top with a heated glass rear window and wind deflector. Porsche offers a dizzying array of expensive options including different wheel designs, custom interior color schemes, different seats, different types of leather and a choice of several wood, aluminum and carbon-fiber accents. Notable options include race-bred ceramic disc brake rotors, heated and ventilated seats, a heated steering wheel, Bluetooth connectivity, a hard-drive-based navigation system, voice activation control for the navigation and PCM, parking sensors, satellite radio, a universal audio interface that provides iPod, USB and auxiliary jacks, and an upgraded Bose audio system with subwoofer. A Sport Chrono package allows the driver to record lap times and other car data, and, when combined with PDK, provides a button for activating launch control.
Summary
To call the 2009 Porsche 911 "sporty" would be an understatement. Even without the adjustable suspension, the 911 delivers a firm but pleasant ride that's suitable for a drive to the office. When put to the test, the 911 accelerates effortlessly. In Sport or Sport Plus mode, the suspension tightens up and hunkers down, providing even more tautness through twisty corners. Big, powerful brakes bite down hard and stop with ease. But even though this car can be a monster, one never feels out of control. Even with all that weight and grip in the rear, Porsche's stability control is able to keep the wheels on the ground without being obtrusive.
Few modern sports cars are worthy to be deemed icons. With its classic design and prestigious motorsports pedigree, the rear-engine Porsche 911 is one of the most enduring and historically important high-performance cars on the market today. A host of new features take the 2009 Porsche 911 to the next level, including more powerful and efficient engines, a revised entertainment system and an optional, state-of-the-art automated manual transmission. Combined with a refreshed exterior, the new 911 improves on an already superb combination of sharp looks, ferocious performance and daily drivability.
Features and Options
The 2009 Porsche 911 comes in both coupe and convertible ("Cabriolet") body styles. Each comes in four basic trim levels: the rear-wheel-drive Carrera, the more powerful Carrera S, the all-wheel-drive Carrera 4 and the Carrera 4S. All 911 Carrera trims come standard with 18-inch wheels, bi-xenon headlights, full power accessories, cruise control, leather seating, power reclining front seats (with manual fore-aft and height adjustment), split-folding rear seats, automatic climate control, the touchscreen display and a nine-speaker audio system with a CD/DVD/MP3 player. The S trims add a more powerful engine, 19-inch wheels, a sport suspension with active damping on coupes (optional on convertibles), bigger brakes, a sport steering wheel and unique exterior and interior trim. Many of the standard features on the S models are optional on the base Carreras. In addition, all cabriolets feature a fully automated soft top with a heated glass rear window and wind deflector. Porsche offers a dizzying array of expensive options including different wheel designs, custom interior color schemes, different seats, different types of leather and a choice of several wood, aluminum and carbon-fiber accents. Notable options include race-bred ceramic disc brake rotors, heated and ventilated seats, a heated steering wheel, Bluetooth connectivity, a hard-drive-based navigation system, voice activation control for the navigation and PCM, parking sensors, satellite radio, a universal audio interface that provides iPod, USB and auxiliary jacks, and an upgraded Bose audio system with subwoofer. A Sport Chrono package allows the driver to record lap times and other car data, and, when combined with PDK, provides a button for activating launch control.
Summary
To call the 2009 Porsche 911 "sporty" would be an understatement. Even without the adjustable suspension, the 911 delivers a firm but pleasant ride that's suitable for a drive to the office. When put to the test, the 911 accelerates effortlessly. In Sport or Sport Plus mode, the suspension tightens up and hunkers down, providing even more tautness through twisty corners. Big, powerful brakes bite down hard and stop with ease. But even though this car can be a monster, one never feels out of control. Even with all that weight and grip in the rear, Porsche's stability control is able to keep the wheels on the ground without being obtrusive.
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