Porsche 911 Turbo
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The 911 Turbo (type 997) has a few improvements. It has an output of 480 bhp at 6,000 rpm, a 3.6 litre engine, a rated torque of 620 Nm and a maximum torque available between 1,950 and 5,000 rpm. All these numbers are translated into driving performance, as the 911 Turbo with six-speed manual transmission only needs 3.9 seconds to get from zero to 100 km/h. The coupe reaches 200 km/h in 12.8 seconds. Despite these performance statistics, Porsche developers succeeded to keep the average consumption to 12.8 liters per100 km.
For those who need even more speed, the 911 Turbo offers the optionally Tiptronic S automatic transmission. This way, it can reach 100 km/h from a standing start in just 3.7 seconds and 200 km/h in a mere 12.2 seconds. Both manual and automatic transmissions have a top speed of 310 km/k. Available for the first time, the optional “Sport Chrono Package Turbo” enhances the vehicle’s flexibility even further.
The Porsche 911 Turbo features a redesigned all-wheel drive with an electronically controlled multi-disc clutch. The result will be the transfer of the available power to the road. That’s because, depending on the driving conditions, this system will determine the optimal torque distribution to ensure the best-possible drive. Also, Porsche Traction Management (PTM) ensures variable power distribution to the two driven axles. This means that on the road the 911 Turbo will prove outstanding traction in the rain or snow, high agility on narrow country roads and optimal active safety even at high speeds.
The new 911 Turbo’s driving performance is duly tempered by its brake system, which comprises monobloc fixed-caliper disc brakes with six pistons at the front axle and four at the rear. The diameter of the internally ventilated and perforated brake discs at the front and rear wheels is 350 millimeters. An optimized ceramic brake system that Porsche offers is Porsche Ceramic Composite Brake (PCCB). This high-tech system reduces with 17 kilograms the standard brake system and provides an excellent fading stability.
The major bodywork change of the 911 Turbo is the modified front end with its distinctive, tautly drawn cooling air inlets. Combined with the standard oval bi-xenon headlights, it will define the new unmistakable image. From the rear perspective too, the Turbo seems more powerful. This is due first and foremost to its tail end, 22 millimeters wider than that of the previous model, to which the redesigned wing spoiler element has been aligned. Secondly, the lateral air inlets behind the doors have been redrawn and now they offer a more efficient supply of cooling air to the charge-air intercoolers.
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Porsche Boxter
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The Porsche Boxster and Boxster S are fast, powerful cars and most of all the best-handling production roadsters on the planet. Introduced in 1996, it remained essentially unchanged, other than moderate horsepower and interior-options tweaks. That’s what Porsche usually does with the successful models: it retains car look and configuration for ages.
A more powerful second-generation Boxster was introduced in 2005 and it keeps Porsche’s conservative evolutionary path. Like its precedent, it is a mid-engine, six-cylinder two-seater that looks like Porsche Spyder. Still, over half of Boxster’s structure and electronics are borrowed from the 911 Carrera.
The 2005 Boxster looks sprightlier than its 2004 equivalent, thanks to the revision of the torque and the 15 added hp and the extra power coming on strongly between 2000rpm and 4000 rpm. The 2005 Boxster S virtually equals the acceleration and top-speed performance of Porsche’s expensive 911 Carrera. The Boxster exhaust has been tuned to play a distinctive tromboning wail like no other car. This is a amazing thing thinking that both engines are smaller versions of the six-cylinder in the Carrera.
The transmission for base Boxters is five-speed manual but the optional variant offers a six-speed. Both models can also be fitted with a five-speed Tiptronic, the superb Porsche-designed automatic transmission that began the trend toward manually shifted automatics.
The bodywork and the interior of the Boxster are of high quality, but considering that there’s noting tricky or purely decorative, we can definitely say that these are not opulent cars. Still, the interior has been improved since the old car was often criticized for being to cheap-looking. The center console has been upgraded with revised switch-gear and titanium look paneling. The seats are more supportive and body-shaped in the new version, making them look absolutely superb. Unlike other roadsters, the Boxster has no problem swallowing luggage for a long trip: it has two trunks, a small one in the rear and an amply deep one under the front hood.
One of The Boxster’s best qualities is the powered convertible top, very quick to retract or re-erect. In the new Boxster, the top can be operated at speeds up to 30 mph. The triple-layer padded cloth tops (with a heated-glass rear window) is as weather-tight and quiet as most metal roofs.
The Boxster is called a mid engine-car. The reason is that the sweet six-cylinder engine is mounted behind the seats, just fore of the rear axle. So if you want to see what’s under the hood once in while, well..you can’t do that with The Boxster. The only way to see the engine is from underneath or by meticulously removing body panels, which mechanics must do to service the engine. But, the good news is that having the engine mounted closer to the center of the car makes for better weight distribution. And that’s what makes the car handle so well.