2019 Porsche 911: 6 Things We Like (and 4 We Don't)
I鈥檝e also been lucky, having piloted no fewer than four variants of the current-generation 911 (Carrera, Carrera T, Targa 4 GTS and GT3) 鈥?hard job, I know. The 911鈥檚 reputation precedes it and, unsurprisingly, we found plenty of things to like about the car between the two of us. But it鈥檚 not a perfect machine, so we also found a few areas in which the iconic sports car is in need of an update. The 911 sticks its engine in the back and, for most models in the 991 generation, it鈥檚 a version of a twin-turbocharged flat-six-cylinder (in the GT3, it鈥檚 a naturally aspirated flat-six). To give some perspective, the slowest of the 911 variants hits 60 mph in 4.1 seconds when equipped with the Sport Chrono Package. That鈥檇 be the GT2, which gets that sprint done in just 2.7 seconds. The strength of the 911 starts in the engine bay, where each of the powertrains offers great responsiveness and an ear-pleasing soundtrack. Porsche has done an excellent job nailing steering feel with many of its cars, and the 911 is no exception.
The industry-wide switch to more efficient electric power-steering systems has resulted in cars that come with marginally better fuel economy numbers - but also in steering systems that are number and less playful. Not true of the 911. Its steering remains communicative and gives plenty of feedback 鈥?thankfully so, since you鈥檙e dealing with all that weight in the back from the engine. That allows you to push the car with greater confidence, as you always have a good idea of what the front tires are doing and when they鈥檙e starting to reach the limits of their grip. The steering also tightens up nicely when the car is bumped into its more aggressive drive modes. On Porsche models that are Sport Chrono-equipped, there is a four-position dial with various drive modes. In the middle of that dial is a small button that activates what Porsche calls a 鈥淪port Response鈥?function, but I think that Bragman gave it a better name: the giggle button.
Pressing this button turns the car鈥檚 engine and transmission into the most aggressive Sport Plus mode for a 20-second burst 鈥?and it induces big grins. It even activates a countdown timer in the instrument panel for you to see how long the hijinks will last. It鈥檚 a perfect companion for passing slower traffic or to give passersby a blast of noise from that flat-six. The 911 shape has evolved over the years and its proportions remain instantly recognizable 鈥?it looks like nothing else on the road and can be picked out with only a quick glance. Putting the engine in the rear helps to shift much of the 911鈥檚 visual weight rearward; the front is low and lean, while the cabin teardrops elegantly toward the back end. Higher trim levels up the ante with large aerodynamic rear wings and other body work. My favorite 911 look, though, is that of the Targa, with its distinctive glass clamshell on the rear. Automatic transmissions can sometimes mean the end of fun in a sports car, but that鈥檚 not the case in the 911, which utilizes Porsche鈥檚 excellent seven-speed dual-clutch PDK transmission.
PDK, which is short for 鈥淧orsche Doppelkupplung,鈥?is excellent in both tuning and performance. Shifts happen nearly instantly, and the system also keeps up with you in spirited driving when the 911 is turned into its sportier drive modes. Perhaps even more telling is that the PDK increases the 911鈥檚 acceleration potential 鈥?a 911 GT3 with a manual makes it from zero-to-60 mph in 3.8 seconds. With PDK, that drops all the way down to 3.2 seconds. Porsche offers a long list of options and additional features for the 911, starting with its myriad trim levels. There are multiple color options for the seating surfaces and seat belts, and a veritable rainbow of exterior paints to choose from. Want more of a performance focus? Add an active suspension, torque-vectoring system or a locking rear differential. Offering all of these features individually allows buyers to set up their 911 exactly the way they want it 鈥?no more, no less. There鈥檚 a downside to all of these individually offered features: These things get expensive real fast.
92,350, including destination charges. Want to add a set of power seats? 1,720!). Take the base prices of the 911 with a big grain of salt and don鈥檛 be surprised if your dream car comes in at a price that鈥檚 much higher. This is the name that we give to blank spots on the interior where a switch would be if another feature were equipped, but instead is just an empty plastic space. 200,000 price tag had six empty spots below the shifter where buttons could or should have gone. It also must be mentioned that this is partially due to the fact that these cars don鈥檛 come with many standard features, especially on the safety front. Adaptive cruise control and blind spot warning aren鈥檛 standard on the 911 Turbo S, and features like autonomous braking with pedestrian warning and lane keep assist are simply not offered. The screen in the 911 is low-resolution and looks dated.