Demo BKB: 911

2015, 911, GTS, New Launch Model, News, Porsche

2015 Porsche 911 GTS

4:30 PM

Purists often criticize Porsche for creating products like the Cayenne, Panamera and recently launched Macan, saying they dilute the true sports car spirit of the brand. It's an argument we've heard before, and one we counter with two points. First: No they don't. And second: These are Porsche's volume superstars, and the money they rake in allows the company to create dozens of versions of its well-liked sports cars. Want proof? Have a look at the gallery above, where you'll see four new versions of the 911, all with GTS badges on their rumps. This means Porsche now offers 19 versions of the 911. Nineteen.

Porsche offered a GTS version of the 911 in its previous generation, and this new one seeks to slot somewhere between the standard car and the hardcore GT3. It's available in coupe and cabriolet forms, with either rear- or all-wheel drive, starting at $114,200, *not including $995 for destination. The GTS Cabriolet comes in at $126,100, while models equipped with AWD will set you back $120,900 or $132,800 for the coupe or convertible, respectively.

All GTS models get the 430-horsepower version of the Carrera S' 3.8-liter flat-six with the Powerkit, which also includes the Sport Chrono package and the sport exhaust. If equipped with the PDK dual-clutch transmission, the 911 GTS will hit 60 miles per hour in just 3.8 seconds (or four seconds flat, if you've got the Cabriolet) – one tenth of a second quicker than the normal Carrera S. The car's top speed varies, depending on trim or transmission, but Porsche says the car will hit anywhere from 187 to 190 mph, flat out.

All GTS models are based on the Carrera 4 body, with the wider track and flared wheel arches. The ride height has been lowered by 10 millimeters compared to the standard 911, as well. Standard kit includes Xenon headlamps, an Alcantara interior, 20-inch wheels painted in gloss black, and a customized GTS air intake. Black chrome-plated exhaust tips set the GTS apart from lesser 911s, too.

Look for the new GTS models to arrive in Porsche showrooms by the end of 2014

Source: Autoblog

2014, 911, Carrera, Porsche, Turbo S

2014 Porsche 911 Carrera Turbo S

4:30 PM

When driven on the street, you wouldn’t think that the 2014 Porsche Carrera 911 Turbo S is the performance animal that it is. Nope, it’s a comfortable and low key feeling experience from behind the wheel when rolling around with the adaptive suspension softened and the dual-clutch sequential manual transmission slotted in full automatic mode.

The 20-inch low-profile Pirelli P Zero tires make little to no noise over bumps doesn’t mean harsh jolts filtering into the cabin just as I’ve learned in previous drives of the 991 generation of the Carrera. When you do squeeze the gas pedal a little harder you take off from a dead stop in a more rapid manner than a Carrera S, but it doesn’t feel like it’s going to be that much quicker.

Then again, I didn’t dare mash the throttle too hard on the street because a 911 Turbo S with a racing yellow paint job doesn’t exactly blend in with the crowd around these parts. Credit is due to the excellent platform and suspension work Porsche has done to the latest 911. In this Turbo S, you have car that’s streetable with a nice leather-lined interior, comfortable front bucket sport seats and a lovely sounding Burmester sound system

As nice as it is to sit in and how docile it feels during regular driving, there’s some serious equipment on this car to make it go faster, handle better and stop harder. On the Turbo S the Sport Chrono package is standard which features an overboost function that ups max boost pressure by 2.2 psi for up to 20 seconds and increases peak torque to 553 lb-ft.

The all-wheel-drive system has been enhanced to more efficiently deliver power to the ground, while not sounding like the Nissan GT-R’s all-wheel system with loud mechanical whines and chatter.

In the handling department, the Turbo S has rear-wheel steering, a torque vectoring rear axle, dynamic chassis control and dynamic magnetic engine mounts that stiffen when hard driving is detected. Standard massive carbon ceramic brakes easily slow things down.

See more at: Autoweek