Lease Return Vehicles Dallas TX DFW | Porsche 911
The 911 debuted in the 1960s and stays true to its roots as the quintessential sports car. A rear-mounted 370-hp twin-turbo 3.0-liter flat-six powers the rear wheels. S models make 420 hp; the GTS makes 450. The T trim has the base engine but sheds excess weight. A seven-speed manual is standard; all-wheel drive and a seven-speed dual-clutch automatic are options. In coupe, convertible, or Targa form, the 911 is as luxurious as it is sure-footed, making even novices feel like racing legends. Texan Ride will locate you Lease Return Vehicles Porsche for low price contact our sales team at (972)546-3822.
It’s mind-boggling. Go to Porsche’s website and you’ll find 23 variations of the 2018 911 series listed, ranging from the $92,150 Carrera to the $294,250 GT2 RS. And most of them can be loaded up from a thick options catalog including custom paint colors ($6960 on the base Carrera and $12,830 with the GT2 RS) and leather-wrapped air vents for $1720. Hey, if you want that little triangle at the bottom leading edge of each door window finished in carbon fiber, that’s available for $730. And yet, if it wasn’t for our self-imposed $80,000 price cap and the occasional fit of common sense, C/D’s 10Best Cars list might feature nine versions of the 911 plus the Honda Accord.
Of all the 911s, this is one, too. It’s the 911 Carrera 4 GTS coupe with all-wheel drive and a seven-speed manual transmission. The GTS is neither a rabid track-attack dog like the GT3 nor a ground-bound Millennium Falcon like the GT2. It’s more muscular than both the base 911 Carrera and the fortified 911 Carrera S, but its robust torque production is even more forgiving in everyday use. The ride is comfortable, the tires are wide, the brakes phenomenal, and the car turns into corners with startling immediacy. This is the 911 you buy the moment you can afford the as-tested $142,945 buy in for this 2017 example, then you drive it every day until you die and you’re buried in it.
The GuTS of a GTS
Plenty of decoration surrounds the GTS package, and we’ll get to that later. The heart of the 911 Carrera GTS’s brilliance—whether it’s an all-wheel-drive “4” like this one or a rear-drive version—is the engine. Mechanical description is a disservice to this 3.0-liter passion pump. It swells and throbs as if ventricles were contracting and heaving oxygenated blood up through the 911’s aorta into the blood vessels throughout the car’s muscles. It’s not the sort of power that flattens eyeballs, but instead it’s a contraction that squeezes down and then releases as thrust. This is what it must feel like to be Usain Bolt’s thighs.
At 450 horsepower, this is the highest-output version of the twin-turbocharged 3.0-liter flat-six that powers the “regular” 911s, meaning those that aren’t capital-T Turbos or the naturally aspirated GT3. Compared with the 370-hp base Carrera and the 420-horse Carrera S, the GTS uses turbos with a three-millimeter-larger diameter turbine and a four-millimeter-larger compressor wheel in a suitably larger housing. Boost pressure thumps up from the Carrera S’s 16.0 psi to 18.1 psi to deliver a consistent 405 lb-ft of torque from 2150 to 5000 rpm. And it doesn’t fall off all that noticeably past five grand, either; it pulls with utter adamancy all the way to the tachometer’s 7400-rpm redline.
Let the GTS engine cool overnight in a garage and the mere act of starting it in the morning is spine-tingling. Turn the key to the left of the steering column and the engine-control computer makes a quick assessment of the situation before the flat-six rips to life with a thrilling chord of anticipation. The louder, more dramatic sport exhaust system that’s optional on other 911s is standard with the GTS. The idle stays high for a few minutes with a growl from the tail outlets that’s so intoxicating the driver will just sit there listening . . . waiting . . . soaking in the six-cylinder aria . . . forgetting what the whole trip was about beyond this sound. The 911 GTS, just sitting there with the shifter in neutral, is more exciting than most cars ever get.
The all-wheel-drive Carrera 4 GTS is easier to launch than the rear-drive version. Whatever torque can’t be used by the monstrously large 305/30ZR-20 rear tires goes forward to be applied to the road through the 245/35ZR-20 front rubber. It takes some concentration to make every shift cleanly, but it’s a skill that’s quickly mastered, aided by the high-quality tools that are the clutch and the shifter. And this thing is quick.
Blasting and Blazing
The blitz to 60 mph takes 3.5 seconds while the quarter-mile passes in 11.9 seconds at 120 mph. To put that in historical perspective, in 1987 Car and Driver tested the ridiculously high-tech Porsche 959, the now legendary 444-hp, $227,000 (that’s about $488,000 in 2018 bucks) supercar. It achieved a zero-to-60-mph time of 3.6 seconds and knocked out the quarter-mile in 12.0 flat at 116 mph. So, this new 911 Carrera 4 GTS performs better than a 959 in practically every measurable way. In fact, it’s spooky how closely the 911 Carrera 4 GTS tracks the 959’s performance.
Keeping that in mind, know that this isn’t even the hot setup for the 911 Carrera GTS. That would be the coupe equipped with Porsche’s PDK dual-clutch automatic transmission. In our testing, a rear-wheel-drive version of that car defied logic and several laws of physics once thought immutable to reach 60 mph in 3.0 seconds and destroy the quarter-mile in 11.3 at 125 mph. The combination of Porsche’s launch-control system and the PDK is flat astounding, and we can’t match it shifting for ourselves.
The GTS engine is incredibly flexible, too, making it delightful to deploy its energies the old-fashioned way. The low-end torque talent of the engine means that second gear is practically the only one needed to scoot around town. And when pushed on a track, it’s forgiving of missed shifts and boneheaded throttle applications in ways that the more narrowly focused GT3 or GT2 can’t be.
History of Porsche
Dr. Ing. h.c. F. Porsche AG is een Duits fabrikant van sportauto’s, opgericht in 1931 door Ferdinand Porsche, tevens de ontwerper van de eerste Volkswagen. Het bedrijf is gevestigd in Zuffenhausen, onder de rook van Stuttgart.
Er is nog een ander bedrijf genaamd Porsche Consulting GmbH. Dit bedrijf heeft vele jaren zijn diensten aangeboden aan andere autoproducenten. Studebaker, Seat, Lada, Daewoo en Subaru hebben allen gebruikgemaakt van de kennis van Porsche voor het ontwikkelen van hun auto’s.
Het hoofdkantoor en de fabriek zijn gevestigd in Zuffenhausen, maar voor de Cayenne en Carrera GT is een nieuwe fabriek gebouwd in Leipzig. Een gedeelte van de Boxster productie werd bij Valmet Automotive in Finland gedaan.
Porsche produceerde in 2015 225.121 nieuwe auto’s.
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