Audi Canada is bringing more of its agency relationships north of the border as Bimm Direct & Digital, a Toronto-based agency, now handles the car maker鈥檚 digital, direct and CRM initiatives. Audi recently announced Bimm as the winner of a review that sees the Toronto agency managing and updating several CRM web properties. The account was previously held by Factory Labs Design in Denver. This follows Audi鈥檚 decision to move its Canadian CRM operations to Bimm from Fuse Communication of Birmingham, Mich. 鈥淭hey鈥檙e an important client because automotive is an important category for direct and digital agencies,鈥?said Brian Bimm, agency president. 鈥淎udi is leading the pack this year. Their sales are up 22% year-to-date while the rest of the category is down. We picked a winner.鈥?Toronto鈥檚 Lowe Roche, Audi鈥檚 full-service agency of record, still oversees the brand-focused online work. Bimm鈥檚 president strongly attributes both wins to Mike Da Ponte, vice-president and general manager, who joined the agency in 2007 from MacLaren McCann, where he worked on the General Motors account. We were unable to log you in. We were unable to log you in. Please provide both your email address and password. The email address you have provided does not exist in our database. Please retry or create an account if you have not yet done so. Or please feel free to contact customer service. The password you have provided is incorrect. Please re-enter or use "forgot password?" to have it resent. Please wait while we sign you in. The page will reload in a moment.
But don't expect to notice either demerit on the road, much less waste time decrying them. Its maker says you get better throttle response as part of the bargain, although that's difficult to measure in any objective way. Subjectively, the Speedster goes phenomenally well. There is the very real possibility that no comparable engine on sale today forges such a quintessential relationship between throttle and trainer sole. It doesn't surge or erupt or seek to overwhelm; it goes quickly, then very quickly, then, in its final throes, it slays you dead. The difference between stationary and dead is as nuanced as a Robert Frost poem. Measuring very precisely how many of the motor's rasping revolutions you want at any given moment - and from what gear - is scandalously rewarding. Much time is spent plotting a way back to the euphoric 1,500rpm adjacent to the redline, and yet, thanks to the interactiveness of that third pedal, Porsche's finest engine is no less compelling 3,000rpm earlier. The driveline would be nothing though - or half as good, at least - without the magicked up contribution of the chassis underpinning it.
Unweighted and tenacious at the front, laser-guided by soft-edged, silly-good steering and cheerily beholden to its steerable back axle, the Speedster takes its GT3 impression deadly seriously. Because it does all these things, and in the same moment indulges you with the soft swirl of a summer's breeze, it must be considered a triumph on its own terms. It is easily good enough to have you wondering at journey's end if any other car separated from its roof holds a candle to its virtuosic marshalling of ride and handling and speed and sound. The Ferrari 488 Spider, perhaps. Or the McLaren 600LT. The Speedster can count itself in the same cathedral, certainly. Does that make it worthy of its 拢100k premium versus an original 991 GT3? The latest Speedster doesn't quite manage that. Its defining achievement is making a convertible 911 very nearly as spectacular to drive as a manual 991.2 GT3. Which is good enough for it to be among the best open-top sports cars in the world, without it being the best 991 ever made. Still, if the colossal asking price helped justify the (all but confirmed) extension of the 4.0-litre flat-six's lifespan, cult status beckons. It would befit the wonderful car Porsche has built.
All come paired with Porsche's PDK eight-speed dual-clutch automatic transmission; there's no word yet on whether a manual will eventually return to the lineup. As for the older 991 cars, all utilize a boxer-style six-cylinder engine. Carrera, T, and Targa models use a 3.0-liter twin-turbocharged version that makes a maximum of 370 hp and 331 lb-ft of torque. S variants make 420 hp and 368 lb-ft of torque. Turbo models bump displacement to 3.8 liters, resulting in 540 hp and 523 lb-ft of torque. These machines will rip and snort to 60 mph in 3.2 seconds (GT3) or 2.7 seconds (GT2 RS). The sheer volume of 911 trim levels and chargeable extras makes an all-encompassing guide an unrealistic proposition; the result would be book-length rather than anything digestible in a sitting. The following information is therefore purposely excluding certain available options. What remains is hopefully that which buyers will find most worthwhile. For further detail, spend a weekend with the Porsche online configurator. 1,250 destination charge). This amount buys only the plain-Jane Carrera; a little more cash can buy the uplevel Carrera 4, Carrera Targa, Carrera Cabriolet, or Carrera Targa 4 (in the world of Porsche, "4" denotes all-wheel drive).