Porsche 911 review 2020

Porsche 911 review 2020 DEFAULT

Tested: Why the 2020 Porsche 911 Carrera is More Car Than You’ll Ever Need

There are faster, quicker and definitely more expensive 911s, but the plain old Carrera still amazes.

Porsche 911 Full Overview

It happens every time I drive a brand-new Porsche 911. No matter the price, power, trim, or configuration, I declare—mentally or publicly—that this is the 911 to buy, and you needn't waste precious time or money on any other variant. That time I drove the GT3 Touring from LA to Monterey? Best modern 911 to come from Stuttgart thus far. Shortly before that sweeping declaration, I thought I had it all figured out with the spectacular 991.2 Carrera T. Then, this year's Automobile All-Stars plunked me in the go-seat of the new 992 Carrera S. Who needs anything more than that? Yup, it turns out that the 2020 Porsche 911 Carrera is all you need, and then some.

Why the 2020 Porsche 911 Carrera is Plenty Good

After a week-long stint in a base 992 Carrera, I'll say it loud and proud: If you're hemming and hawing over whether to spend the extra coin to tack an "S" or "GTS" to the rear decklid of the 2020 Porsche 911 Carrera, don't bother unless cost is truly no object. You don't need any more than what the 992 Carrera has to offer—but I mean it this time! No, I really do. File this away as written evidence and feel free to rub my nose in it if I happen to renege on this absolute. I'm sure I will, but at least you can make me feel guilty about it.

Admittedly, this realization wasn't as easy to formulate as it was with past 911s. Driving the Carrera T and the GT3 Touring, for example, hit the automotive pleasure centers like a thunderclap, encouraging obnoxious babble and ramblings anytime someone asks about some of the better-driving cars of the past few years. Surely, the 2020 Porsche 911 Carrera is close to the top of the heap for this year, but the lines between 911 variants is starting to blur even more than it did with the 991.2 generation.

Under the Hood, Er, Deck Lid

Like the 991.2, all non-GT 992s (thus far) make use of the same 3.0-liter twin-turbo flat-six and the same seven-speed dual-clutch PDK transmission. The Carrera S and 4S (and potentially the forthcoming GTS), however, also offer a seven-speed manual transmission, but if you go with the PDK, they all use the same gearbox. Porsche says it has no plan to offer a manual transmission in the base Carrera, whose 3.0-liter is tuned for 379 horsepower and 339-lb-ft of torque; jumping to the Carrera S nets an additional 64 hp and 51 lb-ft. As we enumerated with the Automobile All-Stars-winning 992 Carrera S, that 443 hp feels a whole lot closer to 500 hp at full song.

Similarly, the 379 hp in the base Carrera shoves more like something north of 420 hp. Sure, some of this can be chalked up to insta-shifts from Porsche's wicked-fast PDK, but out on the wide-open straights of Angeles Crest Highway in California, the 2020 Porsche 911 Carrera pulls like a 997-generation Turbo. At every speed, in every gear, there's more potential forward momentum than anyone needs in any sports car, full stop. Equipped with the Sport Chrono package like this tester, 0-60-mph takes a claimed 3.8 seconds, but from the way the digital speedo spins and my lower back compresses, mid-to-lowish 3s are more realistic.

Dynamically, the Porsche is beyond reproach for something that's considered entry-level in the range. For those not familiar with Porsche sports cars, it can be frustrating to read pages and pages of breathless praise of anything and everything emerging from Stuttgart, but it's difficult to not dip into hyperbole after a canyon sprint in a new 911 of any ilk. Aesthetics, value-for-money, and sound are absolutely subjective, but on the topic of how the 992 drives, it borders on objective sublimity. The best way to describe the modern Porsche sports-car experience is that of unshakeable and intoxicating confidence in every parameter of the drive, apparent from the picosecond you turn the wheel out of the parking spot.

Close to Perfect?

The familiar sure-footedness of the Carrera S is found in the 2020 Porsche 911 Carrera. It's at home in every type of paved-road environment you'll encounter, including the tighter technical stuff that's so often the Achilles' heel—or maybe Achilles' Pirelli—of bigger, more powerful supercoupes like the Chevrolet Corvette and Mercedes-AMG GT. Even on serpentine switchbacks where you run the risk of crossing the center-yellow purely on width alone, it flows and sticks like honey on glass.

The steering, braking, shift paddles—it's all weighted, balanced, and tuned as close to a universal ideal as I can imagine in a modern digital sports car. The electric steering isn't as direct as a 997-generation GT3, nor is the braking as sharp as the binders on the bigger, badder Turbo S, but every interaction contributes to an unbeatable cohesion of product and experience.

Then, when you're done thrashing, it settles down to a low buzz and does an excellent impression of a grand tourer. Without the masochistic race tubs found on prior GT cars, the cockpit is comfortable and lined with the requisite leather, gloss plastic, and aluminum trim. There's more tech, gizmos, and gadgets to keep you occupied, the ride is mostly supple, and when not in max-attack mode, the PDK shifts as smooth as a run-of-the-mill torque-converter automatic found in a crossover.

More Car Than Anyone Needs

Nope, at no point during the week did I need—or desire—more power or capability. After our All-Stars shootout, I kept the keys to the winning 992 Carrera S for an extra weekend, and I ripped that identically equipped coupe up and down the California coast and through mountain roads in the same manner as I did the 2020 Porsche 911 Carrera. I'm frustrated to say both experiences mostly blend together; I can remember the distinction between time spent with the 991.2 Carrera T versus the 991.2 Carrera 4 GTS, the Turbo versus the Turbo S, the GT3 versus the GT3 RS versus the GT2 RS … but time spent with the 992 Carrera and Carrera S is one unbroken dream sequence.

This is not to denigrate the Carrera S, which is fabulously capable and incredibly thrilling, but if regular use will be highway blasts, workday commutes, and an occasional run through local backroads, I struggle to think of a single scenario I'd find it necessary to spend the extra coin for the undeniably faster but also harsher, less comfortable Carrera S. The S doesn't even take the lead in the visual department, considering the differences between the two variants teeter on the border between subtle and non-existent.

As far as I can tell, picking the Carrera S is the smart move if you're after a 911 with a manual transmission or that trick optional rear-wheel steering setup. Everywhere else, just stick with the 2020 Porsche 911 Carrera; it's capable of more than anything you could throw at it on-road, all without delivering punishment, pretention, or unapproachability—and this time, I mean it.

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2020 Porsche 911 Carrera Key Talking Points

  • Latest base Carrera proves you don't need big power for big fun
  • Incredibly quick, and sharp as a needle
  • Skip the Carrera S and wait for the Carrera GTS
  • One of the best turbocharged engines on the market
2020 Porsche 911 Carrera Specifications
PRICE$98,750 (base)/$116,110 (as tested)
ENGINE3.0L twin-turbo DOHC 24-valve flat-6/379 hp @ 6,500 rpm, 339 lb-ft @ 1,950-5,000 rpm
TRANSMISSION7-speed dual-clutch automatic
LAYOUT2-door, 4-passenger, rear-engine, RWD coupe
EPA MILEAGE18/24 mpg (city/hwy)
L x W x H177.9 x 72.9 x 51.1 in
WEIGHT3,354 lb
0-60 MPH3.8 sec (mfr. )
TOP SPEED182 mph


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Sours: https://www.motortrend.com/reviews/2020-porsche-911-carrera-test-drive-price-0-60-mph-specs-features/

It's natural to question the unknown, especially when there's nothing wrong with the known. Take breakfast: Bacon and eggs work. No, it doesn't matter that the Waffle House dining room looks just like the bathroom. This is delicious. Newness can be intimidating and a little annoying at the morning table, as elsewhere. Sqirl—yep, that's how it's spelled—is a breakfast spot in the achingly hip Silver Lake neighborhood of Los Angeles that has the following items on its menu: urfa-dusted poblanos, sorrel pesto, whey-fermented lentils, and lacto-fermented hot sauce. Sure, you might recognize some of those words, but only a few millennials with the waxiest handlebar mustaches will understand them all.

It's a similar dilemma with the Porsche 911. Every new 911 is greeted with the same sort of skepticism as lacto-fermented hot sauce. Just as you might wonder what's wrong with hot sauce that fermentation—sorry, lacto-fermentation—could possibly make better, the 911 is never something fans think needs changing. Leave it alone, Porsche. We're still choking down the whole water-cooling bit.

So here we are in front of an urfa-dusted 911, the 2020 model that will go on sale this summer. People who care will call it the 992. Everyone else will call it the 911, and to them, the design is the same as it has always been. The engine is still a little flat-six that sort of looks like a Rimowa suitcase bolted behind the rear wheels. The wheelbase remains 96.5 inches long, and the overall length is within an inch or so of the outgoing model's. So what's the fuss? Well, like a breakfast at Sqirl, the basics are there, but a lot of little changes might add up to something entirely different.

Every generation of 911 brings unsettling recipe changes. We worry that some of the simplicity that is the hallmark of a sports car will be eroded with every inch of physical and metaphysical expansion. Is it a full GT car at this point? All 911s have been suitable for daily use, but Porsche continues to widen the appeal of the 911, and this new car is its fiercest attempt yet to make it a user-friendly, supremely comfortable long-distance car. But Porsche wouldn't be doing its job if it didn't also improve the 911's track prowess.

So Porsche brought us to the Hockenheimring in the south of Germany for a taste test of the 992 Carrera S and 4S. What strikes us first is the eagerness of the front end to turn in toward apexes, and the grip and ease with which the 992 nears its very high cornering limits. The S's front track increases 1.9 inches, and its rear tires move outward 1.5 inches. That wider stance aids stability and seemingly helps the nose bite harder into corners. Not that the old 911 lacked stick. Nearly every 991.2 we tested put up 1.00 g or more on the skidpad, but even these daily-driver versions of the new car feel as if they have GT3 levels of grip.

While the wider footprint has its benefits, there are also stiffer springs and new Pirelli P Zeros developed for the 992. On the base car, the springs are 15 percent stiffer in front and 14 percent firmer in back than the old 911's. Select the Sport package and the body drops by 0.4 inch and the rates go up by 18 percent in front and 23 in back. Keeping the springs in check are newly developed dampers that react more quickly than before. Four-wheel steering remains an option that undoubtedly contributed to the lively front end in the 911s we sampled.

Steering is still electrically assisted, but Porsche claims the responsiveness is now 11 percent quicker in the standard car. Feedback on the track is as good as its predecessor's, as is its faultless precision. The direct connection gels well with the newfound grip and sense of stability, reducing the apparent size of the wider and heavier 992. You might not be able to reach over and touch the passenger's-side door while sitting in the driver's seat—something you could do in the air-cooled cars—but the steering and chassis tuning mean the 992 drives small.

It has gained weight, though. By Porsche's own measurements, the 992 Carrera S is 163 pounds heavier than the old car and the 4S carries 158 more pounds. Those increases are in spite of the widespread use of aluminum; Porsche says that it reduced the amount of steel in the 911 from 63 percent in the 991.2 to just 30 percent in the 992. Body panels, the floor reinforcements, and several cast pieces such as the front-strut supports are made from an alloy of the 13th element.

Under the wraparound taillights and raised PORSCHE lettering is a familiar twin-turbo 3.0-liter flat-six. Changes include new rear-engine mounts that move from a carrier behind the engine to the engine's sides, the better to control the six's movements. New turbochargers have larger turbine and compressor wheels (up by 0.1 and 0.2 inch, respectively), and in the interest of reducing turbo lag, the left and right turbos are mirror images, spinning their wheels in opposite directions to ensure that the exhaust from each cylinder bank travels the same path. Previously, the turbochargers were true identical twins, a situation akin to having two left arms, which resulted in asymmetrical plumbing. The intercoolers are 14 percent larger and move from behind the rear wheels to above the muffler, just below the decklid, to improve efficiency and airflow. On-track, the throttle response felt snappy good, but the 991.2's twin-turbo 3.0-liter is similarly great. If anything, from a standstill, the revised engine takes a few hundred more rpm to seem as if it's serious, but that could be due to strangulation by the exhaust-system particulate filter that is fitted to European models like those we drove. The U.S. will not get the filter.

Fans of the brand will recognize that the Carrera S's 443-hp engine is only one horse short of the output of the legendary Porsche 959. We expect the quickest rear-drive Carrera S to hit 60 mph in 3.1 seconds, while the all-wheel-drive 4S should hit the mark a tenth quicker. Those numbers are for the eight-speed dual-clutch PDK automatic, which now comes stand­ard and is closely related to the dual-clutch auto introduced on the 2017 Panamera. Porsche promises that a seven-speed manual will become available after the initial on-sale date, so there's no need to get upset. Eggs, the kind from a chicken, are still on the menu.

Should there be any poultry crossing the road, the 992's brakes, like those of all 911s, will get you stopped in time. To future-proof the 992 for hybridization, an electric brake booster replaces the vacuum-driven unit. That in itself is not a big deal, but a 911 with an electrically assisted powertrain is likely to become a reality before this generation is phased out. A new composite brake pedal that weighs two-thirds of a pound less is said to improve response, but the track examples we drove lacked the top-of-the-pedal bite of 911s past; brake feel is the one thing the old air-cooled 911s still do better.

A larger, 10.9-inch touchscreen pulled right from the Panamera and Macan updates the 911's interior. One change that doesn't work for us is the new door-handle design. Pulling the handle actuates an electric switch that operates the door mechanism. It's not foolproof, occasionally leaving you pulling the handle twice because it reacts too slowly. It's an annoying misstep from a company that kept the same door on the 911 from 1965 to 1998 because, as it said at the time, "It's a good door."

The cabin has grown slightly, but the rear seats are still sized for humans who dream of Disney cruises. Luftgekühlt attendees will note that the five-gauge cluster and dashboard arc remain, but the only mechanical dial is the center-placed tachometer. That tach is supposed to be retro, but the font that 911 gauges have carried for decades is missing. Many of the hard buttons that dotted the center console have been replaced by touch-sensitive areas that give off a little vibration when you hit them. The goofy shifter looks like an electric razor, and on the dash in front of it are five toggle switches for operating stability control, the hazard lights, and equipment-specific features such as the optional front-end lift. A few plastic pieces strike us as shinier than they should be in a car this pricey, but Porsche will happily cover anything in leather for a fee.

Even a brief taste of the new 911 made us confident that we'll be able to swallow and enjoy what Porsche has sprinkled into a car that we didn't think needed changing. Like your palate, 911s evolve. A dusting of urfa—turns out it's a dried Turkish chili pepper with a slight raisin flavor—makes roasted poblanos a little better. Lacto-fermented hot sauce is tangy and delicious. Whey fermenting doesn't add much to your lentil-eating experience because, like those door handles, not everything new is better.



2020 Porsche 911
Carrera S/4S

rear-engine, rear- or all-wheel-drive, 2+2-passenger, 2-door coupe


twin-turbocharged and intercooled DOHC 24-valve flat-6, aluminum block and heads, direct fuel injection

182 cu in, 2981 cc
443 hp @ 6500 rpm
390 lb-ft @ 2300 rpm

8-speed dual-clutch automatic with manual shifting mode

Wheelbase: 96.5 in
Length: 177.9–178.4 in
Width: 72.9 in
Height: 51.2 in
Passenger volume: 72 cu ft
Cargo volume: 5 cu ft
Curb weight (C/D est): 3400–3550 lb

Zero to 60 mph: 3.0–3.3 sec
Zero to 100 mph: 7.2–7.5 sec
Standing ¼-mile: 11.3–11.6 sec
Top speed: 190–191 mph

EPA combined/city/highway:
22–23/20/26 mpg


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Sours: https://www.caranddriver.com/reviews/a25994668/2020-porsche-911-carrera-drive/
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2020 Porsche 911 Carrera review: A solid case for going base

Part of why the 911 Turbo S is so great is because it's built on a super-solid foundation. From stem to stern, the 992-generation Porsche 911 is magnificent. Even from a design standpoint, nothing about the Carrera says "base model" -- it's as sharp as any other 911, with a gorgeous fastback silhouette and a full-width LED light bar that accentuates this coupe's broad hips.

I've always liked that Porsche allows customers to option its entry-level models to look like their raciest counterparts; the 20-/21-inch staggered wheels are the same ones found on the 4S Cabriolet I recently tested, ditto the silver-piped sport exhaust. It isn't until you see the "911 Carrera" script on the back that anyone will know this is the standard version, and even then, Porsche will happily remove that badge for you, free of charge.

The 911's base powertrain is a real doozy. The twin-turbocharged, 3.0-liter, flat-6 engine produces a healthy 379 horsepower and 331 pound-feet of torque, which is enough to get this rear-wheel-drive coupe to 60 mph in as little as 3.8 seconds -- assuming you're using the launch control included in the $2,720 Sport Chrono option.

A lot of folks still bemoan the turbo-fication of the 911 range for some silly reason. Look, I love a naturally aspirated flat-six as much as the next person, but what's great about the Carrera's twin-turbo engine is that it hasn't lost any of that boxer charm. The engine's power delivery is linear and predictable, but with all the torque coming online at 1,950 rpm, you don't have to wind it out all the time. You still can, though, all the way up to the 7,400-rpm redline, and the flat-six song is just as sweet.

If there's a single fault to the base 911 Carrera powertrain, it's that you can't order it with Porsche's seven-speed manual transmission... yet. The company hasn't officially confirmed it'll offer a stick-shift on the Carrera and Carrera 4, but I have to believe it's only a matter of time. For now, 911 Carrera buyers are treated to Porsche's eight-speed PDK dual-clutch transmission, which is a perfectly lovely gearbox, and one that's fun to manu-matically play with via the coupe's steering wheel-mounted paddles.

That said, I find myself leaving the transmission alone most of the time. In the Carrera's Normal, Sport and Sport Plus driving modes, the PDK 'box is always right where I want it, holding gears up toward the redline when I'm deep in the throttle on a steep mountain pass, or preemptively dropping to a lower ratio when I'm on the brakes going into a turn. The Sport Chrono pack adds Porsche's nifty, push-to-pass Sport Response button in the middle of the drive mode selector, which puts the engine and transmission on full attack for 20-second stints of go-like-hell acceleration.

I'm not going to try and tell you that 911 Carrera is as engaging as the Turbo S on wonderful canyon roads. But while the former is half the price of the latter, it doesn't feel like half the car. That's because every 911 is instilled with rewarding steering feel and a nicely balanced chassis. The Carrera doesn't have the Turbo S' awesome aerodynamic tricks or its super-fat tires (or, you know, 640 hp), but there's definitely a sense of familiarity when I'm carrying lots of speed though back-and-forth esses. The weight of the steering, the solid braking performance, the distinct lack of pitch and roll -- it's all quintessential 911 stuff.

Enlarge Image
2020 Porsche 911 Carrera

That's even true considering you can't option the 911 Carrera with some of the performance hardware available on higher-end models. The base car isn't available with the PASM Sport suspension, Porsche Dynamic Chassis Control or rear-axle steering options that you unlock at the Carrera S level, not to mention the torque-vectoring tech exclusive to the all-wheel-drive cars. Yes, all of these goodies make the higher-end 911s much sharper performers, but a fast Sunday drive on my favorite winding road in the standard car is still a fantastic experience.

The Carrera's softer suspension makes it easier to live with, too. And that's important, because I believe base 911 Carrera buyers are more likely to drive their cars day to day. Even with the largest 20-/21-inch wheel option, this coupe is plenty comfortable for commuting on Los Angeles' lousy freeways. Add the $2,770 front axle lift tech for maximum driveway prowess, too.

As far as things like interior refinement and onboard tech are concerned, the Carrera follows in the footsteps of all other 911 models. The optional 18-way power seats of this tester ($3,470) are great, with plenty of lateral support, and every part of the interior fits together beautifully, though I'd personally opt for a more imaginative color choice than the all-black scheme of this test car. (Checkered fabric seat inserts, anyone?)

Enlarge Image
2020 Porsche 911 Carrera

The standard Porsche Communication Management tech works as well here as it does in any other 911, its 10.9-inch touchscreen fitted with standard Wi-Fi connectivity and Apple CarPlay (but not Android Auto). Driver-assistance systems like lane-keeping assist with traffic sign recognition, adaptive cruise control, a surround-view camera and lane-change assist can all be part of the 911 experience, too, but as you'd expect from any car wearing a Porsche badge, none of the aforementioned niceties come standard.

A 2020 Porsche 911 Carrera just barely squeaks in under the $100,000 mark: $98,750, including $1,350 for destination. Optioned up with all the aforementioned goodies, plus a few other bells and whistles, my Racing Yellow tester comes in at $116,100, putting it just above the $114,650 starting price of a 911 Carrera S.

Honestly, unless you're going to spec a Carrera S with all its available performance options, I'd probably just stick with the standard car and use the extra money on all those a-la-carte options. That it's so good to drive is truly a testament to the fundamental brilliance baked into every one of Porsche's sports cars. No matter if you buy a back-to-basics Carrera or a supercar-killing Turbo S, you're still getting a 911.

Originally published April 15.

Sours: https://www.cnet.com/roadshow/reviews/2020-porsche-911-carrera-coupe-review/
Porsche 911 2019 - Review Indonesia - OtoDriver

2021 Porsche 911 Carrera First Drive: There's No Such Thing as a “Base” 911

The most affordable 992 is still plenty of Porsche.

Porsche 911 Full Overview

As my garage door went up and the morning light began to bathe the car's taut and cohesive curves, I said to myself, "This would never get old." Instead of hopping into the 2020 Porsche 911 Carrera, I paused to reflect on how simple, restrained, and unmistakable the Carrera coupe's form is, yet how much thought and work went into its shape, gleaming in Racing Yellow paint.

All those compound curves, one flowing into another, positive and negative spaces, and there isn't a single flat surface that I can find. There's no bolt-on "jewelry," no character lines or sheetmetal creases—because the whole car is a jewel and gesture in and of itself. Name another car with so few design details that looks as good. I walked all the way around the car, and there isn't a bad angle. It's sculpture you can drive.

As we know by now, the 2020 Porsche 911 Carrera represents the eighth (or 992-generation) 911, and of those, we've now driven three variants: the Carrera S that won our 2019 Best Driver's Car competition, the Carrera 4S for those who would benefit from all-wheel drive, and the incomprehensibly great Turbo S that rightly leaps into supercar territory.

Naturally, each has a related but distinct personality. So, where does this so-called "base" 911 land in terms of character and driving experience? Say you are limited by budget to only just afford the bottom-trim 911. Is it worth it?

What's the Porsche 911 Like to Drive?

Simply put, it is perhaps the most cohesive sports car of the bunch, the Goldilocks "juuust right" 911—so far. The way it drives can best be described as "pure." The driver isn't in awe of the engine; it's just back there, ready and willing. I wasn't in utter shock, like I was in the 640-hp Turbo S, with its tremendous power and athleticism.

Instead, I found myself using more of the power more of the time than I did in a Carrera S/4S, keeping the revs above the magical 5,000-rpm zone where the engine's torque hands the duties of acceleration to horsepower. The standard steel brakes are progressive and easy to predict and thus modulate. The variable-ratio steering wasn't as muted as I found in the Carrera 4S, but not as magical as that of the Turbo S that gets model-specific hardware.

The fact that I wasn't amazed or distracted by one quality or another made the experience more holistic. I drove the entire car. I did not trade off between acceleration, braking, and cornering. Instead, I blended them all within the 911's impressive performance envelope. The palpable chassis rigidity, how well the dampers work, the trusty brakes, the telepathic steering, and the tractable engine and brilliant transmission all worked in concert to provide an intimate and ultimately fulfilling driving experience. It's supremely competent. Yet, a supremely competent Porsche 911 is superior to many other sports cars.

Does the 911 Coupe Come With a Manual Transmission?

We know a manual transmission is coming because I drove a 992 development car equipped with one. A year and a half ago, I said, "Speaking of the seven-speed manual, the U.S. and U.K. have the biggest take rates, so it's not in danger of extinction. In most sports cars, 5 to 15 percent is typical, but for Porsche, fully 34 percent of the Carrera GTSs sold in the States, 70 percent of GT3s, and 80 percent of Carrera Ts have manual transmissions." For now, however, it's all eight-speed twin-clutch automatics. Not that there's anything wrong with that. We have considerable love for the PDK.

And sure, the $15,900 more costly Carrera S' same twin-turbo 3.0L flat-six is tuned to produce 64 hp more, but you would hardly notice or miss it. In the base Carrera, you'll find that 379 horsepower and 331 lb-ft of torque is plenty thrilling. Combine that with the bargain-priced $2,720 Sport Chrono package that adds, among other things, dynamic engine mounts, a sportier shift protocol, and a drive mode switch on the steering wheel, and a true launch-control system that still amazes. With this singular option, the base 911 is all the sports car you'll ever need or want. Throw in the $2,950 Sport Exhaust system with a loud button, and the car will sound the way it feels to drive.

How Does the 2020 911 Compare to an Old 911 Turbo?

The first Porsche 911 I drove was a limited-run 1997 Turbo S. It was a helluva brand introduction, and yes, I went to the wrong side of the steering wheel to twist the key and then I immediately stalled it easing off the clutch. Rookie! Yet, I had never experienced that kind of violent acceleration before—excepting for amusement parks with a padded steel bar locked over my lap.

The 993s were the last of the air-cooled-engine era but the first 911 Turbo to have permanent all-wheel drive, derived from the legendary 959. The mightiest 3.6-liter twin-turbo Turbo S made 424 horsepower, and with a six-speed manual (all three pedals hinged on the floor!), it achieved a then-mind-boggling 3.6-second 0-60 mph time.

The rear-drive "base" 2020 911 Carrera coupe pictured here, equipped with its eight-speed twin-clutch automated manual and launch control will match or even beat yesteryear's top-dog 911 Turbo to 60 mph. So, yeah. We'd say it's quick. We'll have to get back to you on the car's actual performance since MotorTrend testing has been suspended.

Why are we so confident in that 3.6-second figure? The 443-hp 2020 Carrera S/Carrera 4S have already run to 60 mph in 2.9 to 3 seconds flat. And as advanced as the 1997 Turbo S was, and with its 45-hp advantage, the 2020 911 Carrera is technologically 23 Porsche-years down the road. They've learned a thing or two since then.

What Does a Base Porsche 911 Cost?

Our test model Carrera coupe started at $98,750 (including destination), but adding in leather-trim interior, adaptive sport seats with seat ventilation, lane change assist, 20/21-inch front/rear wheels, and the aforementioned Sport Exhaust and Sport Chrono packages brought our as-tested price to $116,110. So not bargain basement, but also not a stripped-down package.

Will I Get Bored With a Base Porsche 911?

Sure, it's difficult to read the fuel gauge without straining your neck, and the stubby gearshift toggle is unsettling, but there's no doubt that piloting a 992 Porsche 911—even a base model—is as good as it gets for a driving enthusiast.

Certainly, there are quicker versions, more expensive and flashier 911s. But the base 911 might be the most satisfying everyday driver, and the best excuse to head for the hills. This ain't no consolation prize. It's the prize you greet every morning in the garage, every evening on the way home from work, and twice on Sunday. There's no such thing as a "base" 911.

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2020 Porsche 911 Carrera
BASE PRICE $98,750
LAYOUT Rear-engine, RWD, 2+2-pass, 2-door coupe
ENGINE 3.0L/379-hp/331-lb-ft twin-turbo DOHC 24-valve flat-6
TRANSMISSION 8-speed twin-clutch auto
CURB WEIGHT 3,400 lb (MT est)
L x W x H 177.9 x 72.9 x 51.1 in
0-60 MPH 3.6 sec (MT est)
EPA FUEL ECON 18/24/20 mpg
ENERGY CONSUMPTION, CITY/HWY 187/140 kW-hrs/100 miles
CO2 EMISSIONS, COMB 0.96 lb/mile
ON SALE Currently


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2020 review porsche 911


The Porsche 911 has long been one of the most celebrated sports cars on the planet, with unmistakable styling and ethereal performance. The latest generation capitalizes on those characteristics thanks to evolutionary improvements that illustrate Porsche's eternal commitment to driver engagement. The new-for-2020 911 is currently offered as a coupe and convertible (Cabriolet), and a targa body style is eventually expected to join them. Every model boasts a terrific twin-turbo six-cylinder engine that comes in two potencies and pairs with an excellent automatic or manual transmission. Both rear- or all-wheel drive are available, and while the latter setup is quicker and more capable in inclement weather conditions, every model transitions from fiercely athletic to astoundingly graceful at a moment's notice. Those traits and the 2020 911's surprisingly practical qualities ensure that its legendary status is alive and well.

What's New for 2020?

For 2020, Porsche introduces an all-new 911 generation—codenamed 992—that features a handsomely evolved design and meticulously engineered mechanicals. The redesign also institutes enhanced chassis tuning, more powerful engines, and loads of the latest technology. The 640-hp Porsche 911 Turbo S, which we review separately, will up the lineup's firepower even more when it goes on sale for 2021.

Pricing and Which One to Buy

The highly customizable—not to mention highly expensive—nature of the 911 means that there are a lot of variables involved when tailoring a 911 Carrera. We prefer the extra 64 horsepower (443 total) that the S model provides, but it's a toss-up whether we'd choose the incredibly proficient eight-speed automatic transmission over the manual transmission. Since even rear-drive 911s now wear the wider fenders that were previously reserved for all-wheel-drive models, the expensive upgrade is less desirable, except for people like us that want the quicker acceleration and all-weather ability that the 4S provides. We'd also add the more supportive Sport Seats Plus and the Sport package, which includes lowered suspension, a louder exhaust system, and the Sport Chrono package (launch control, sportier drive modes, and more). Our other preferred options include the heated, multifunction GT steering wheel as well as passive entry, Porsche's Dynamic Light System Plus that includes automatic high-beams and headlights that swivel with the steering wheel. We'd add ventilated front seats, too.

Engine, Transmission, and Performance

Mounted in the rear of the 911 Carrera is a twin-turbo 3.0-liter flat-six-cylinder engine. The base version has 379 horsepower and 331 lb-ft of torque; the S model pumps out 443 ponies and 390 lb-ft. While all Carreras have a ridiculously quick-shifting eight-speed automatic transmission, a seven-speed manual is offered on S and 4S models. Both variants come standard with rear-wheel drive, but they can be equipped with all-wheel drive for high-performance driving in all four seasons. We've tested the base Carrera as well as several variations of the more powerful Carrera S, which proved its prowess at the racetrack and its incredible traction in adverse weather conditions. No matter the application, every 911 has astonishing acceleration, especially when their gleefully good launch control is utilized. Porsche's optional sport exhaust system also helps enhance the experience by providing a fuller engine note. Best of all, the 911 is as comfortable as ever, and also greatto drive. Its steering is communicative and direct, and the coupe and convertible have increased cornering grip and stability. The ride quality is surprisingly supple, too, despite the 911's amazing body control, which allow drivers to seamlessly switch between relaxed and spirited romps.

Fuel Economy and Real-World MPG

The EPA estimates for the 992-generation dropped dramatically compared to the previous models. We'll start with the automatics: Both the rear-drive 911 Carrera and Carrera S and the all-wheel-drive Carrera 4 (including the convertible versions) are rated at 18 mpg in the city and 24 mpg on the highway. Step up to the more powerful Carrera 4S and its ratings drop to 18 city and 23 highway. Manual-transmission variants are rated a single mpg lower on the city figures and one higher on the highway. On our 200-mile highway route that simulates real-world fuel economy, an automatic-equipped Carrera S averaged 30 mpg—exceeding its now-lower EPA highway rating by an impressive 6 mpg, but about the same as we achieved with the previous-generation 911.

Interior, Comfort, and Cargo

The 911's interior continues to look sophisticated rather than complicated, with a mix of physical controls and—for the first time ever—a large center cupholder. The gauge cluster also deviates from history, ditching the mainly analog instruments for mostly digital ones. While these screens have some user-experience issues and can be blocked by the steering wheel, the central tachometer still uses a physical needle that follows the engine's revs towards its heavenly 7400-rpm redline. The 911's low-slung driving position and supportive front seats are fantastic, and the steering wheel has a wide range of adjustment. We only wish Porsche used less piano-black trim on the center console, provided more interior cubby storage, and gave this icon of a car a grander shifter than the stubby flipper that comes on automatic-equipped models. Although the 911 continues to offer seating for up to four in theory, the back seats remain kid-only zones. But they can be used to expand on the limited cargo space.

Infotainment and Connectivity

Every 911 is outfitted with a 10.9-inch touchscreen integrated into the middle of the dashboard. In addition to voice commands and buttons on the steering wheel, the center screen also features rotary push-button controls on the console. The infotainment system supports a Wi-Fi hotspot and wireless Apple CarPlay, but Android Auto isn't offered. Porsche does provide two high-end surround-sound systems that include a 12-speaker Bose unit and a 13-speaker Burmester stereo.

Safety and Driver-Assistance Features

The 2020 911 hasn't been crash tested by the National Highway Traffic Safety (NHTSA) or the Insurance Institute for Highway Safety (IIHS). The Porsche does have myriad driver-assistance technology, including desirable options such as automatic high-beams, blind-spot monitoring, and even night vision. Key safety features include:

  • Standard forward-collision warning and automated emergency braking
  • Available lane-departure warning and lane-keeping assist
  • Available adaptive cruise control

Warranty and Maintenance Coverage

Porsche's warranty coverage is pretty standard for the segment, and the first maintenance visit is covered free of charge. However, rivals such as the Jaguar F-type offer far more value by covering maintenance for up to five years.

  • Limited warranty covers four years or 50,000 miles
  • Powertrain warranty covers four years or 50,000 miles
  • Complimentary maintenance is covered for one year or 10,000 miles
Sours: https://www.caranddriver.com/porsche/911-2020
2020 Porsche 911 - Review \u0026 Road Test

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