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2013 Porsche 911 Carrera S

Vehicle: 2013 Porsche 911 Carrera S with PDK, PCCB, PDDC with sports chassis and Premium Pkg w/power sports seats
Price as tested: CDN$133465

Performance: Build a better mousetrap when a mousetrap isn’t broken have always been a dliemma faced by car manufacturer when its time to redesign a success car. That’s especially true if the subject of the mousetrap is the iconic sports car name Porsche 911. How does Porsche evolve such an iconic mousetrap?

Whenever Porsche comes out with a new generation of 911, they usually come out with Carrera 2 rear-driver follows by AWD Carrera 4, Turbo and GT2/GT3 variants. Per Porsche tradition, the inanguration of each introduction has to be C2. The subject of our test driver is a 991 C2S.

Beneath the iconic froggy lies C2S’s rear-engine water-cooled 3.8 liter DOHC flat-6, with all the latest, in terms of automotive technologies. While the “base” C2 comes with 350hp, which already considered potent by any given standards. Porsche’s “S” usually means turning an awesomely good car into a great car. The desired result is 380hp over 350hp, while torque jumps from 290 to 310 lb/ft of torque. The premium for paying for an “S” has always been justified every single pennies. When it comes to acceleration, responsiveness and linearity; there aren’t quite like Porsche’s legendary flat-6. Its engine note is simply intoxicating, which is an understatement. The latest innovation comes in the world’s first 7-speed manual gearbox, in which the 7th gear serves as an overdrive ratio for comfortable cruising on Autobahn when driven at 250 km/h, passing all those lowly 3-Series in the middle lane. Or our tester’s optional 7-speed PDK, which is Porsche’s marketing buzzword for dual-clutch gearbox. With 2 clutches serving both odd and even gears, it changes gears quicker than any race driver while having better fuel economy than any traditional automatic gearbox. The result is an automated manual, which have perfectly low 1st and 2nd gears for peppy acceleration. 3rd to 5th use to sweeten the powerband while having 6th and 7th for awesome highway cruising, latter continue to use to pass those lowly 3-Series on the Autobahn again. All have done have put C2S from standstill to 100km/h in 4.3 seconds, even if it has to carry 1415kg around its slippery shape.

Handling: When it comes to engineer a proper sports car chassis, no one else does it better than those in Zufferhensen. Their latest 911 is certainly a prime example. Along with a rock-solid chassis, which is famous for its utmost ridigty and integrity, for anything as “slow” as a 350hp C2 or upcoming track-breed GT3-RS. Then here comes along with all those in suspension and damping technologies, for those who have scared of 911′s traditional rear-engined, rear-wheel-drive tail-happy characteristics. While their latest move to electro-mechanical set-up might have those Porsche purists worried about 911′s legendary steering feel has turned into a F10 5-Series numbness nitemare. After our detailed testing when pushed 991 through twisties and track alike, it hasn’t lost anything to its rack-and-pinion predecessors. While I personally still prefer having the rack as a major communicator between the driver and the road interface, the latest environment protection legislation has forced carmakers to shift from traditional rack into EPS as fuel saving technology. Porsche’s typical excellent path tracking abilities remain intact in this setting. There are always anything, in terms of relativity. But when it comes to engineer a proper EPS, Porsche has done a marvelous job of tuning the right feel and feedback with great enough precision to wear its emblem. The sports chassis and PASM have worked togther nicely as a team with PSM, in order to provide the perfect handling and ride balance, without having unskilled drivers scared the hell out of 911′s driving characteristics. The result is there are terminal understeer settling in before encountering oversteer, when latter does occur, Porsche’s state-of-the-art PSM kicks in to save anyone’s stupid ass. However, as far as ESC goes. Porsche’s PSM has to be the most uninstrusive for skilled driver to push it up the liberties before it starts to activate. As it has high enough thresold for skilled drivers and low enough for those unskilled badge snobs. PASM’s “Sport” really have turned 911 from a comfortable grand tourer into a true sports car. Both the steering is sharper, suspension more eager for turn-in with firmer ride and bucket seats tightened up for superior support. All have done in a sporty yet elegant manners which is typical of Porsche.

Brakes: There aren’t many brakes as good as a 911. Their latest effort continues to be impressed. Its like stop on a rail on a high-speed stops. Even after a couple of harsh stops, it remains fade-free. The credit has to go to large 4-wheel discs with optional PCCB, which improves braking performance at astounishing level. Then add an ABS, which absolutely perfect when it comes to activation timing wrap up 991′s leading dynamic package.

Interior: 911′s interior used to be austere if very well-made. 991 is both luxurious and very well put together. There are lots of buttons on the center console, for those adjustable dampers and climate control. The use of plastic and leather materials are simply outstanding by any standards. The multi-adjustable power sports seats provide amazing support at every places, when its time to play the 991 through the racetrack or simply cruising on a hot sunny days. Climate control is initutive and user-friendly. Instrumentation gauges continue to be clear and concise, without any fuss.

As good as 991′s interior quality, there are two items that earned me.

As a Porschephils, I missed the black and white austerity of classic 911s. They were simple, easy to use, classical, form-follows-function while all wrapped up in material quality which last for ages. Times have changed. Porsche wants to increase 911′s appeal to both non-enthuisasts (or what we dubbed “badge snobs”) and enthuisats alike. Their move to tempt 911′s fun-but-challenging lift-throttle oversteer have shown clearly, right start from 996 generation a decade ago. Because of the above reason, 991 has abondoned the traditional but secure handbrake in flavor of electronic handbrake, in order to fit in all the latest electronic gizmos in the latest interior. Driving a sports car without handbrake is like drinking non-caffine coffee. The main reason if Porsche doesn’t serve those electronic-geek crowd happily with their new 991, someone else at Audi and Mercedes certainly will.

Conclusion: Instead of messing up an icon, Porsche has made the 911 an even better car than before. Its not only born to run at 250 km/h on the Autobahn, its also able to eat up those Black Forest twisties while continue to provide utmost driving pleasure on the racetrack. That’s because a proper Porsche should be a proper daily driver while bringing up to the weekend race course without any changes. And that is exactly what a 911 is all about.

Competitions:
Audi R8
Mercedes SLS AMG
Ferrari California

OVERALL VERDICT FOR 2013 Porsche 911 Carrera S
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 5/5

2011 Porsche Panamera Turbo S

Vehicle: 2011 Porsche Panamera Turbo S with 18-way adaptive sports seats
Price as tested: CDN$200935

Performance: As anything with a Porsche that comes with an “S”, it denotes a higher performing version of an existing model. Just when a “turbo” and “S” collaborate together, it usually means something awesome. That’s the case with the introduction of the Panamera Turbo S. It turns the 4.8 liter DOHC 32-valve V8 biturbo from a rather “sedate” 500 stallion to 550 stallion, which upping the torque figure from 516 to 553 lb/ft of torque. The result is nothing but astounishing given Panamera is weighting in at 1995kg. Its able to take you from north to 100 km/h in less than 4 seconds. Just flip the switch between “Sport” and “Sport Plus” on the Sport Choron, the turbo is able to go into overboost for 10 seconds with 599 lb/ft of torque. All have done with the usual Porsche aura, I meant the engine note. The throttle response is laser-sharp without feeling overly twitchies. Mated with those awesome engine is Porsche’s PDK, which is Porsche buzzword for dual clutch gearbox. Along with paddle shifters which are able to override at any time, its software has matched with this powerband exceptionally well. The shifts are crisp while gear ratios very well proportioned. It works in a harmonic and refined package which is a rarity in any price range.

Handling: When Porsche originally introduced the Panamera, many people, including yours truly wondering if this is a “real Porsche”. A drive in a Turbo version has all of us changed our original opinion. The Panamera is 100% a “real Porsche”, in terms of performance and dynamic experience. Porsche is about driving purity and dynamic leadership in each of the respective segments. The Turbo S has proved, once again, that Panamera handles like a digging. Along with the wonderfully stout chassis, which uses a bespoke architecture, for this very sports sedan. It comes with a clever yet proactive AWD system, which is able to work hand-in-hand with Porsche’s PASM and PSM. When you press the “Sport” or “Sport Plus”, its already tidy handling has sharpened up eventually to provide even more entertaining driving experience. The suspension has stiffened up while the sports seats are able to hug driver more tightly through the corners. This setting has allowed the PSM, or Porsche Stability Management, to have the highest thresold to allow for oversteer on the racetrack. The result is a Porsche sports sedan which handles like a dream. Through the corners, its as flat as a gravy on a plate. The steering is the best in the business, with wonderful feel and feedback, while responsive and precise. There are minimal body rolls while under and oversteer are superbly controlled. The PDCC and PTV, latter equals Porsche’s Torque Vectoring, has provided desired effect to control over and understeer when exiting a corner. What really made Porsche stood out from the crowd, unlike one Munich carmaker, is their refusal to use any of those run-flat tires. Porsche’s commitment to performance tires have provided far better grip without losing any of those supple ride comfort. There are carmakers which produce great handling cars, also those who are capable of producing comfortably riding cars. However, most of them have dreamed of producing cars which yield great handling capabilities without losing any ride quality. But none of them are able to come out with such a perfect harmony as Porsche does with their suspension tricks.

Brakes: With large 4-wheel disc brakes + PCCB, Panamera’s stopping distance is as amazing as its performance and dynamic abilities. The stopping distance is short, while pedal feels firm and solid. This has to be the best brakes I have ever tested in anything with 4-doors. It remains fade-free after a couple of harsh stops, while ABS doesn’t step in unnecessarily.

Interior: Porsche’s interior used to be austere and spartan, for good reasons. Panamera’s interior is anything but luxurious. All comes with top-notch plastic and leather materials. If there are pet peeve, its the speakers on the A-pillars are somewhat reflective to the dashboard.

Along with fold-down rear seats for its fastback versatility, Panamera also has a spacious backseat. That means a Porsche can have driving fun with four instead of two on board.

Conclusion: Whenever Porsche wants to go into a respective segment, their goal is to produce the very benchmark. As we have witnessed with the Cayenne, which already proved to the gold standard of luxury SUV. Panamera is another case of which Porsche is able to upped-the-ante in the segment which they have never been ventured into. With the Turbo S, Porsche wants to stay on top of this upper luxury sports sedan category.

Competitions:
Aston Martin Rapide
Audi A8L W12 Quattro
Bentley Continential Flying Spur
Jaguar XJ Supersport
Mercedes S63/S65 AMG

OVERALL VERDICT FOR 2011 Porsche Panamera Turbo S
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.5/5

2011 Porsche Cayman R

Vehicle: 2011 Porsche Cayman R with Bi-Xenon headlights and Lithium Ion lightweight battery
Price as tested: CDN$80405

Handling: “R” stands for Racing in every sense of the word. The same holds true for the Cayman R. What makes the Cayman R so special, even more so than the leading edge Cayman S. Light makes might. That has always been the clue on how to produce a great handling car. The R is 121 lb lighter than the S, all come without air conditioning, stereo and cupholders. When combined with Porsche’s usual array of exceptional suspension and chassis prowess, R handles like a knife slices through a butter on the track. If the S already handled like a digging, R handles like its no tomorrow with the suspension lowered 20mm. The result is a rear-wheel-drive midship sports car that handles like nothing else in the road. The cornering is flat while there are tons of grips provide through the 19″ wheels. While the suspension is firm and supple, it does transfer some of the road harshness into the cabin when driven through some harsh pavements. That”s the payback to the sublime suspension which tuned for a happy day on a racetrack. On the open road, R is equally happy when attacking all the corners and back-top twisties. Then add the most uninstrusive ESC, in the name of Porsche Stability Management (PSM), with high thresold. You can pretty much get the picture yourselves. If you can find a better steering than R, remember to leave a message on the “comment” corner. The steering is precise, sharp and responsive. All without the usual twitches one expects from a hardcore sports car. In fact, this R could well be the best handling car I have driven this year. The funny fact is, Boxster Spyder, which is basically the same execution but with the roof opens. Got the same honor last year. It is also the same fact that makes many competing manufacturers jealous of such a perfect setting. Its the same peerless road manners without losing any ride comfort, which is both great on beckoning open roads or exploring its track limits. While there are cars which have great handling, there are those which returned with poor ride quality. There aren’t many carmakers which are able to engineered such a happy compromise between edgy handling and sublime ride comfort as Porsche. Its an equally compelling driving experience at both driving environments.

Performance: Add 10 ponies while dropping 121 lb is exactly what Porsche has done to R vs S when it comes to its advanced 3.4 liter flat-6 with Variocam Plus. It takes the R from standstill to 100km/h in only 5 seconds with our 6-speed manual tester. Its slightly quicker with Porsche’s PDK, their marketing buzzword for the wonderful dual-clutch gearbox. While PDK does shift quicker with paddle shifters, the driving fun has to take the manual into full account. The clutch feel has to be the best in the business. There are a few engagement points for different driver with different preferences. On the other hand, the manual’s throw is sharp and precise. No fuss, no mess. All are perfectly engineered business so typical of a Porsche. In terms of powertrain, once again, excellent low-end right up to the rev range without any hestiation. The engine note is simply an entertainment to every enthuisast’s ears. World standard, all the way. :D

Brakes: Porsche’s brakes have always been engineered with double the horsepower on its capacity. The desired result is the business’s best braking system. The stopping distance is short, while pedal feels solid and confidence-inspiring. Even after a couple of harsh stops, it remains fade-free, under any kind of conditions. ABS doesn’t kick in unnecessarily wrap up the whole dynamic equation.

Interior: The biggest highlight of R has to be its standard Alcantara + leather sports seats. It hauls on all the right places without feeling confining. The seats feel firm and well-planted when its time to play with the R. All the instrumentation gauges and center console are initutive, without all those gimmick B.S. Everything is about form-follows-function, which is a perfect driver’s car environment.

Talk about sports car. One would wonder whether you have to take only the toothpaste or toothbrush or neither of both. Thanks to Cayman’s mid-engined layout, which you won’t see any of its beautiful engine. There are two trunks for all your luggages. While the one in the rear won’t haul much, its the one in the front which is able to haul all the weekend getaway.

Conclusion: As it stands, the Cayman R is not only the best handling Porsche the other side of a race-breed 911 GT3-RS. Its pretty much the best handling car in the world.

That begs us to one question. Why would anyone get a 911 Carrera instead of a Cayman R? The Cayman R run rings around the 911 Carrera around the racetrack, its easily eat it for lunch on any skilled driver’s hands. On a straight line drag race, its as easily eat 911 Carrera for dinner. Perhaps 911 could well leave for those status seekers or, just say, leave the R for those who appreciate the full potential of an MR sports car. :D

Along with 458 Italia, Cayman R have joined the elite list as the best cars in the world. :)

Competitions:
Nissan GT-R
Chevrolet Corvette ZR1
Porsche 911 Carrera S
Porsche Boxster Spyder
Lotus Evora

OVERALL VERDICT FOR 2011 Porsche Cayman R
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 5/5

2011 Porsche 911 Carrera GTS

Vehicle: 2011 Porsche 911 Carrera GTS Coupe
Price as tested: CDN$124600

Performance: With the introduction of the GTS and Speedster to the ever growing 911 family, Porsche has added the European X50 package on top of the original Carrera engine. That means it has 408hp instead of 385hp, while torque remains at 310 lb/ft of torque especially on the lower to mid-range which is the most impressive. While the standard 385hp Carrera is already a blinder, the X50 has given the 911 even more performance than one has ever needed. In just a few short years ago, you have to go up to Turbo in order to get 400 plus ponies. Nowaday, you can have a normally aspirated 911 with similar caliber. That’s even on the same water-cooled 3.8 liter flat-6 with all the latest Porsche technologies right from 4-valve-per-cylinder, VarioCam Plus, direct fuel injection on its aluminum block and headers. The result is a 911 that has exceptional throttle response. Its not only does its able to run from 0 to 100 km/h on only 4 seconds, its seat-of-the-pants feedback continues to be racecar-esque. That kind of driving feel is only reseved by a 911, as well as only a 911 is able to duplicate that unique yet exhilirating acceleration. You can either go with the world’s best 6-speed manual gearbox or, again, world’s best dual-clutch gearbox called PDK. The 6-speed manual has perfect throw while clutch feel is simply exceptional. There are different bitting points for clutch take-off. As for the dual-clutch gearbox, its not only its the quickest shifting gearbox anywhere in the world. Porsche even addressed the single biggest issue, the paddle shifter location for both down and upshifts on the steering wheel. They finally belong to the right places. For the quickest shifting and latest technology, get the PDK. For pure driving feel, there still isn’t quite like driving Porsche’s manual gearbox. :D

Handling: 911′s legendary rear-engine/rear-wheel-drive layout has got improved on its rear-bias setting through the use of many advanced electronics to tame its unique character. While some might say the classic 911 is scary to drive at the limit, those true Porschephils actually think its what the fun is all about. As for the latest 997, Porsche has added the world’s best ESC called PSM or Porsche Stability Management, which has to be the most uninstrusive stability control I have ever driven. Even at the lowest “off” mode, its really a completely “off” which allows any enthuisast to have oversteer fun until it actually steps in. With the PASM or what Porsche called Porsche Active Suspension Management, it really has changed GTS’s character 180 degrees. It transforms it from a great handling car into a different beast. Both the suspension and shocks, right to sports seat bolsters have been stiffened up from ultimate track fun. However, its suspension is so comfortably compliant and supple. Its able to absorb all the bumps and roughness with ease. With PASM on normal setting, it rides as comfortably as any luxury car. In terms of steering feel and feedback, there aren’t any quite like a Porsche. Its precise, direct, responsive with great feedback for the driver. Body rolls are none to non-existence. There isn’t anything quite like driving a 911 on a track, perhaps except for a Cayman which is able to beat its rear-engine silibings with more balanced and quicker through the corners.

Brakes: Frankly, its really hard to find any braking system better than those in a Porsche. The latest GTS is a prime example. The stopping distance is short while pedal remains fade-free even after a couple of harsh stops. The brake pedal feels alive and well-modulated regardless of conditions.

Interior: Porsche has adapted GT3′s interior into GTS in order to give it a more exclusive feel. Which mean it continues to be Porsche’s form-follows-function interior packaging. The sports seats add superb side, thigh and back supports when cornering. Instrumentation gauges are clear and analog, while the use of materials are nothing short of a world standard.

Conclusion: The GTS has served well slot between standard C2 and race-breed GT3, especially when North American didn’t received the limited production “duck tail” Carrera Sport. In short, there is just a 911 for everyone’s different needs and wants.

OVERALL VERDICT FOR 2011 Porsche 911 Carrera GTS
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4.5/5

2010 Porsche 911 Sport Classic

Vehicle: 2010 Porsche 911 Sport Classic
Price as tested: CDN$250000 (Estimated)

Performance: The Sport Classic is powered by a reworked version of Porsche’s 3.8 liter DOHC 24-valve flat 6 with all the latest Porsche engineering like VarioCam and DFI direct fuel injection. The messaged version of this Porsche flat 6 has a wonderful dose of 402 horses and 310 lb/ft of torque at driver’s right foot. Although it weights as heavy as a regular C2S, which is weighting in at 1425kg, it doesn’t sacifice any of its Porsche acceleration. The throttle response is instant and response, without feeling too twitchy. The SC is only offered with Porsche’s amazing 6-speed manual gearbox. In terms of clutch feel, there isn’t anything feel as good as anything from Porsche. As it has different stages for driver to have to best engagement point. On the other hand, its 6-speed manual gearbox has to be the sweetest in the business. The throw is short and precise, gates well defined and ratio perfectly set for all out enthuisastic driving. If you want to have a nice cruising on the highway, the 6th gear is tall enough for comfortable cruising. All in all, it combined all with the best flat 6 engine note in the business with a healthy dose of Teutonic soundtrack.

Handling: Based on 911′s classic rear-wheel-drive and rear engine layout, along with the best chassis stiffness and rigidty in the world. The Sport Classic is probably the best driving 911 second to the GT3 RS. What makes the CS differs from other 911 is the surprising ride comfort even with the PASM set at “Sport”. It simply rides as good as any sports sedan without losing the wonderful dynamic qualities one expects from a Porsche. While in the standard Carrera, “Sport” feels very firm and solid over the expansion joints. In the CS, it rides more compliant without losing the comfortably compliant character of a 911. On the other hand, set in “Comfort” and SC just rides very comfortably along the highway. The steering feel and feedback remain the best in business. As it got the wonderfully precise and sharp responsiveness without feeling too twitchy. To wrap things up, Porsche’s PSM or Porsche Stability Management remains the most uninstrusive in the business. It doesn’t step in whenever driver wants to have fun. Once an enthuisastic driver turns the PSM off completely, it would be completely out of the picture completely. The second stage allows a bit of intervention and the last stage is for a complete electronic intervention. All in all, 911 SC is such a wonderful driving experience. Push the SC through the twisties. All you have is fun, fun and even more driving fun whenever you push the SC. Is that what driving a Porsche is all about? :D

Brakes: There are many excellent braking systems in the world but there aren’t many created equally. That’s what makes Porsche’s braking system is well performed. It all begins with Porsche’s Ceramic brakes which are able to take all the abuses from the heat on the racetrack. That means there are no brake fades whenever driver nails the pedal million times on extreme weather. The stopping distance is short while ABS never steps in unnecessarily.

Interior: Slip behind the wheel of the Sport Classic, all the 911′s classic layout remains intact. The instrumentation gauges are clear and analong. The stereo system and auto climate control are logically placed, they are also very easy to use without taking eyes off the road when playing. Porsche’s leather sports seats have always been considered as the world standard. It remains true in the SC. Anyting can find any driving position easily with the tilt/telescope steering and all-way power leather sports seats with adjustable side bolsters.

Conclusion: Not only does the ducktail reminds anyone of the earlier Sport Classic, its exhilirating driving experience has spoken the same too. This is the civilized version of the original 911 Sport Classic with 21st century Porsche engineering. How sweet is it? :D

OVERALL VERDICT FOR 2010 Porsche 911 Sport Classic
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 4.5/5

Follow-up test: 2011 Porsche Panamera V6

Vehicle: Porsche Panamera V6 with heated front seats
Price as tested: CDN$89835

The Panamera has proved itself to be a runaway success, after launching the high-powered versions. In order to appeal to those consumers who are more willing to take the looks and cachet of a Porsche, Zufferhensen has launched a V6 for 2011.

With 3.6 liter DOHC 24-valve, 300hp and 295 lb/ft of torque, at driver’s right foot. The Panamera V6 is certainly not a sluggish performer. Its able to satisfy most daily driving needs. The 295 lb/ft of torque arrives at 3750rpm certainly helps. Then add the 7-speed PDK which is simply a marvelous of engineering, its able to take the 1760kg to 100 km/h in 6.3 seconds. The level of refinement and NVH are certainly up to Porsche’s usual high standards. That’s despite the engine note sounds wimpy.

Even without optional air suspension or PASM, V6 handles surprisingly well. The cornering continues to be sharp and sure-footness, then add the perfect 50/50 weight distribution and world’s most precise steering. The Panamera handles more like a sports car than a luxury car. All have done without losing the luxury car’s ride comfort.

The interior continues Porsche’s high-quality and driver oriented theme. The standard leather seats are well-made and supportive, same goes for the rear passengers.

So that begs the question. Has the Panamera lost anything with the base engine? It doesn’t. Its able to widen up Panamera’s appeal without losing the character of being a real Porsche. It just makes the world’s best sports sedan more affordable.

Likes:
Tidy handling
Ride comfort
Affordable way to own a Porsche with 4-doors and usable trunk

Dislikes:
Wimpy engine note
Dime and nickel on options

2011 Porsche Cayenne Turbo

Vehicle: 2011 Porsche Cayenne Turbo with Sport Pkg and Comfort Plus Pkg
Price as tested: CDN$138175

Performance: When Porsche came out with the original Cayenne 7 years ago, it has quickly become the gold standard which others have to be judge when it comes to building a proper SUV. Is Porsche able to up-the-ante with their 2nd generation? We will find out after this review.

You can basically opt for anything right from the 290hp 3.6 liter V6 to the 550hp Turbo S with the Cayenne. Our subject is the latest Turbo. If you have thought you have driven a powerful SUV, you should have tried the Cayenne Turbo before saying about. That’s because with 500 ponies and 516 lb/ft of torque moving a 2-tonnes truck, this 4.8 liter DOHC V8 twin-turbo really moved this heavy Porsche with authority. It all have done without any annoying turbo lag when both turbos spool up. As with all Porsche, the engine comes with latest technologies like direct fuel injection and Variocam Plus. The best thing of all Porsche has to be its Teutonic engine note, which is always entertaining while music to every enthuisast’s ears. The engine always delivers superb refinement, smoothness and NVH; without losing to its performance prowess. Mated with this powertrain is Porsche’s refined 6-speed Tiptronic-S gearbox. This manumatic not only able to up and downshifts at redline, its also allow driver to drop cones with paddle shifters at any gear. Its gear ratios are perfectly match for Turbo’s sporty character. As the 1st and 2nd gears are low enough for exceptional acceleation, while leaving 5th and 6th tall enough for comfortable cruising. 3rd and 4th are always keeping the turbo engine in full boil.

Handling: We have always wondered what Porsche could make the original Cayenne Turbo handles like a sports car rather than an SUV. Their latest generation has taken the best to a new height. As we have known, this platform has been famous for its level of stiffness and rigidty. So that its able to handle as much horsepower as 550hp in the flagship Cayenne Turbo S. Along with all those electronic nannies right from PASM and PDCC, which enhance Cayenne’s driving characteristics. Then combined with world’s best ESC called PSM or Porsche Stability Management, which could well be the most uninstrusive stability control in the business. Not to mention the excellent AWD system that is mated to the rest of the equation. The result is an SUV that drives like other SUV in the business. The center-of-gravity is low even if the whole truck is tall. That means the driver feels like driving the best sportswagon rather than riding on a tall SUV. Porsche’s traditional awesome steering has transformed into Cayenne Turbo perfectly. The ultimate precision, directness and surgical feedback are something only Porsche engineers could do with an SUV. There are minimal body rolls when pushed Turbo into any corners. Its air suspension is comfortably compliant which means it rides just like any luxury car on the road, while providing sure-footness handling for most drivers. On the other hand, press the “Sport” button on the PASM really transformed the already sharply focused SUV into a real sports car. That’s if the driver has the ability to handle such a powerful SUV on a racetrack or just on black-top twisties. There are many carmakers wish they can combined sublime ride quality with sharp handling, not many have come even close to Porsche. There are even those who are dreaming of engineered an SUV like a sports car, many are not even close to Porsche. In fact, if the Audi RS6 Avant is the best sportswagon in the world. Cayenne Turbo has to be the best SUV in the world. The same holds true 7 years ago, it remains an undeniable fact today.

Brakes: Porsche Turbo brakes have always been highly recognized for their ability to haul anything to stop without any hesitation, right from their legendary 911 Turbo to their latest Panamera Turbo. The Cayenne Turbo is the prime example of how Porsche engineered a braking system more powerful than the engine itself. Even if it has to carry 2 tonnes of German prestige the brakes remain fade-free and solid even after a couple of hard stops in hot weather. The pedal remains solid and confidence-inspiring stops after stops. ABS doesn’t step in unnecessarily wrap out the hallmark of a wonderful braking system.

Interior: At the back of the Cayenne, it has a rear wash wiper which is something really needed for a hatch. The liftover and side cut-off are squared off for ease of loading into the back of the Cayenne. With the rear seats fold down properly, Cayenne can hold anything else without breaking a sweat. If there is one drawback, its the rear glass doesn’t open indenpendently, which it should.

If you think the original Cayenne interior is the result of Porsche’s cut-cutting from 996 era, the new one is anything better. The whole interior layout is exactly like the Panamera, right from the instrumentation gauges to the button-busy center console. However, the use of materials are all top-shelf, which justify the price tag Porsche charged for the Cayenne. Those power leather sports seats provide multiple adjustments while offering excellent back, thigh and side support even when cornering.

Conclusion: “If it ain’t broke, don’t fix it” has always applied to any successful product. When its time to redesign the segment leader, any carmaker has to take a huge risk of losing current customers while gaining new ones. Fortunately for Porsche, they are able to turn the Cayenne into an even better car. In short, its the new benchmark as the whole package.

OVERALL VERDICT FOR 2011 Porsche Cayenne Turbo
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.5/5

2010 Porsche Boxster Spyder

Vehicle: 2010 Porsche Boxster Spyder with Bi-Xenon headlights with Dynamic Cornering lights
Price as tested: CDN$77085

Performance: Given the Spyder is positioned at the top of the Boxster food chain, it doesn’t come as a surprise it only comes with the same powertrain as the S does. However, that mid-placed 3.2 liter DOHC 24-valve flat-6 with VarioCam comes with 10 more horses to 320 ponies and 273 lb/ft of torque, also 15 more than the S. That makes the Spyder more responsive to the throttle right from the lower rev to the upper range, add to the 80 kg diet from the S. That makes the Spyder the quickest Boxster ever produced. As one would expect from a Porsche, the engine note is simply astounishing. Our tester comes with the sweet 6-speed manual. Porsche’s manual gearbox has always been one of the best in the world, when it comes the throw and precision. Its the same case for the Spyder. As the throws are short and well-defined. Clutch has plenty of bibbing points for proper engagement, as well as provides lots of feedback.

Handling: Take the world benchmark rear-wheel-drive midship chassis, then add an awesomely calibrated suspension. Then you have the world’s most capable roadster ever. The Spyder’s cornering is flat as a gravy on a plate when pushed through the track or black top twisties. Porsche’s PSM, or what Porsche stands for electronic stability control, remains the most uninstrusive ESC in the world. There are 3 thresholds that allow any enthuisastic driver to choose the most uninustrusive mode for the racetrack. Press it twice and it returns to normal setting for a safe cruising on a hot sunny day. Even without the PASM as with the other Porsche while using the stiffer setting as on the Cayman S, Spyder’s ride quality remains civilized. Spyder’s stiff chassis is the reason why there are any kinds of cowl shakes when driven through railroad tracks or expansion joints. The steering is sharp and precise, with plenty of feel and feedback. There are many carmakers which are trying to produce sports cars that are able to combined daily civility with sharp handling. But there is no one who is able to make such a delicate compromise as great as Porsche does.

Brakes: With Porsche’s large 4-wheel discs and standard ABS, Spyder’s braking prowess is as impressive as any Porsche we have ever tested. The stopping distance is short, while pedal feels strong and solid all the time. The pedal remains fade-free even after a couple of hard stops, which is downright impressive indeed. Extra credit has to go to PCCB, Porsche Ceramic Brake Composite, for their exceptional braking prowess and fade-free track performance.

Interior: As with all Boxsters, there are 2 trunks for maximum cargo capacity on the front and rear.

While you can’t close to the roof like other Boxsters do, one has to opt for the optional canvas roof if you happen to live in rainy regions. Given the extra fun and style of the Spyder over the regular roadsters, that option is well worth the premium.

The rest of the interior is typical Boxster. That means great driver’s environment with easy adjustment of the sports seat to the steering column. All the materials are top-notch with excellent fit-and-finish. The leather sports seats hug both driver and passenger on all the right places without feeling confining.

Conclusion: Its really hard to improve a roadster that has been widely considered as a world benchmark in the industry. Porsche is able to improve such a breed by introducing the Spyder version of its existing Boxster. Make sure you test drive both Boxster S and Spyder while shopping for a roadster, cause you might end up with latter after test driven both.

OVERALL VERDICT FOR 2010 Porsche Boxster Spyder
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 4/5

Overall rating: 4.5/5

2010 Porsche 911 GT3

Vehicle: 2010 Porsche 911 GT3 with sport bucket seats
Price as tested: CDN$142180

Performance: A race car based on the world’s iconic sports car isn’t easy, having one improved an already wonderful one is an even tougher task. The latest GT3 is such a beast, as it already improved on the successful formula that can be race on Sunday and equally drivable on Monday. The subject of our test drive. Porsche’s latest 911 GT3.

GT3′s powertrain is a honey of an engine, as it builds in Porsche Motorsport’s Zufferhensen assembly line. Unlike other Porsche, GT3 doesn’t receive DFI, what Porsche stands for direct fuel injection and DPK direct shift gearbox. However, GT3 already have 435 horses with torque up to 317 lb/f of torque in this water-cooled flat 6 engine. The result is nothing less than astouishing. Given GT3′s race car status, 317 lb/ft of torque arrives at 6250 rpm means lots of high revving music to be heard from this flat 6 motor. Not only does Porsche’s flat-6 music is entertaining, it also has that typical Teutonic sound that is so solid and understated without sounding rude. Putting 317 lb/ft of torque and 435hp through the rear-wheels with a sweet 6-speed manual gearbox. The clutch has perfect weight and feel, the blip point is absolutely perfect. The 6-speed manual has to be the best gearbox I have ever driven. The throws are short and linkage is clear. Gates are perfectly defined with typical Porsche solidty. Something one has to experienced to be truly appreciate. Everything else from the level of refinement to the flexability are up to Porsche’s world-leading standard. GT3 just brings a notch or so higher.

Handling: If the standard 911 Carrera already a wonderful sports car to begin with, GT3 is a completely different beast. This car just eats the racetrack for lunch. Combined with the usual ingredients like a wonderfully stiff chassis, Porsche Active Suspension Management and Porsche Stability Management. The GT3 handles like its on rail on a racetrack. The steering is surgically precise. Its like the road feels right on top of your palm with each road surface. You can feel every roughness and bumps whenever you pushed GT3 through the twisties. Body rolls are almost non-existence whenever you pushed. The cornering is flat at any speeds. With GT3′s latest rear differential, its tail is easy to get out with even better control. That makes for an even smoother and cleaner tail-out whenever a driver pushed it out of a corner. While the ride quality feels a bit harsh on daily driving, its by no means unbearable even on those rough roads. The suspension is surprisingly compliant on all the roughness and patholes. But leave it to the racetrack, the stiff suspension is perfect with the superb rebound damping characteristics. 997 GT3′s ride quality is much more civilized than 996 GT3, in relative speaking. But if you are looking for a more comfortable ride comfort with close to GT3′s performance, Turbo might be more up to your liking as a daily driver.

Brakes: Porsche’s brakes have always been unparalleled in the automotive world. Latest GT3 just take it to yet another level. The large 6 pot brakes with Porsche Ceramic Composite mean GT3 stops on a dime even at an alarming rates of speed. The stopping distance is short. Pedal feel and modulation are nothing short of amazing. Even after lots of harsh high-speed stops, it remains fade-free. ABS only activates at the right time.

Interior: Inside the GT3, its all race car environment. Those sport bucket seats simply hug all the right places without feeling confining. All the instrumentation gauges and climate control are logically placed for easy access. Materials are up to Porsche’s high standards. There are plenty of soft plastic and Alcantara on the dashboard and door panels.

Conclusion: The new GT3 has shown how you can improved a breed. DFI has made GT3 an even more efficient race car than already is. All have done without losing Porsche’s racing spirits and soul. In a nutshell, what a test drive to remember. :D

OVERALL VERDICT FOR 2010 Porsche 911 GT3
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 5/5

Overall rating: 5/5

2010 Porsche Panamera Turbo

Vehicle: 2010 Porsche Panamera Turbo with 18-way adapative sports seats with memory pkg and Park Assist
Price as tested: CDN$158810

Performance: When it comes to building performance car, Porsche is no stranger to anyone else. The Panamera, however, is Porsche’s first foray into the Porsche sedan segment. A great performance sedan has to begin with a great engine. Our Panamera Turbo is the best testament to this area. When you put a 4.8 liter DOHC 32-valve V8 with two turbochargers with Porsche’s direct fuel injection, which dubbed DFI. It creates a monster that has 500 horses and 516 lb/ft of torque. The result is simply astounishing even Panamera weights in at 4343 lb of Gemran leather-lined of luxury. The throttle response is sharp and quick, without all those annoying overly responsive tip-in as we used to in many performance luxury cars. The exhaust note is Teutonic solid. Driver is able to change the exhaust note through one of the many buttons on Panamera’s center console. Its not only the low-end acceleration is impressive, both middle and upper ranges are equally amazing thanks to Porsche’s DFI and VarioCam Plus. Even with two turbos always in full boil, there is any annoying turbo lag that is so common with turbocharged cars. Those turbos kick in instantly and efficiently without breaking a sweat. 7-speed DPK or what Porsche stands for Direct Shift Gearbox is the only transmission available with the Panamera. As with all the DSG we have ever driven, this has to be the quickest transmission available. Its not only quick on the way upshift, its able to rev match when downshift with heel-and-toe build into the equation. It shifts quicker than any race car driver just by using the nifty paddle shifters. However, Porsche’s execution of paddle shifters take some time to get used to. As we already complained in the 911, Cayman and Boxster with similar system. Given Porsche already in the VW Group, they should implement the design that works so flawlessly in both VW and Audi.

Handling: Talk about chassis rigidty, no one would ever doubt Porsche engineered the best-of-the-best chassis in the world. The Panamera has set another world standards when it comes to chassis rigidty and stiffness. While there remain plenty of electronic nannies that are able to compensate for Panamera’s weight, when it comes to cornering prowess. Those electronics works flawlessly with both chassis and driver itself. The PDCC dials out 99% of body rolls when pushed. As we all expected, Porsche’s PASM or Porsche Active Suspension Management’s “Sport Plus” really gives Panamera a healthy does of sportiness. Both the suspension, steering and optional sports seats tighten up for better response. That’s already on top of the exceptional response through the use of “Sport”. The steering is sharper and more precise. While the suspension feels stiffer, it remains fairly compliant when driven over rough pavements. While Sport rides comfortably, Sport Plus rides firmly without feeling overly harsh. PSM has always been the most uninstrusive stability control in the market. The same story goes with the Panamera. When it comes with the excellent AWD system, which senses more power to the rear wheels until it detects slippage. It gives Panamera a true rear-driver feel without losing the confidence of an AWD in winter climate. Combined with all those nifty electronics, its really hard to get it rears its ugly heads.

Brakes: Porsche’s large 4-wheel discs and standard ABS have never disappointed us before. Panamera continues to impressive with its short stopping distance. The pedal feel and modulation could well be the best sedan I have ever tested. The pedal never felt spongy regardless of how many times we nailed it during hard stops. Always firm, always solid and never fade really does define Porsche’s awesome brakes.

Interior: Slip behind the wheel of the Panamera, all you find is a true driver’s environment. All the instrumentation gauges, stereo and climate control are logically layout. Both the leather and plastic materials are from top-shelf, as one expects from a Porsche costing north of 150 grand. If there is one dislike, its there are just way too many buttons around the center console.

Panamera’s 4-seater configuration explains why its back seat’s legroom is fairly spacious. If the headroom is at a premium due to its slightly low roofline. All the seats are wrapped up in superb leather that provide top-notch support during cornering.

Panamera’s hatchback design has given it plenty of cargo space especially when the rear seats fold down. Unfortunately, the liftover is too high for loading heavy luggages.

Conclusion: Even if the Panamera has 4 doors, it feels every inch a Porsche right from its engine to handling dynamics. There aren’t many cars that are able to match its overall balance of performance and luxury at its price range, certainly not from any of its hometown rivals.

OVERALL VERDICT FOR 2010 Porsche Panamera Turbo
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

2010 Porsche 911 Turbo

Vehicle: 2010 Porsche 911 Turbo with PDK, PCCB and Limited Slip Rear Differential Lock
Price as tested: CDN$185350

Performance: There are 2 biggest highlights for 911 Turbo during the latest revision. Other than the exceptional 7-speed PDK dual clutch gearbox, another advacement is the use of direct fuel injection which improves both performnace and efficiency. Not to mention Porsche’s worthy VarioCam technology. When it comes to performance, the latest iteration of 911 Turbo has a whopping 500 ponies and 480 lb/ft of torque through its new VTG or what Porsche called Variable Turbo Geomerty technology. This technology has been proven since the introduction of 997 Turbo a couple of years ago. The single biggest highlight of the whole package is the overboost feature that comes with Sport Choron Package in the latest Turbo. With a press of a “Sport” button, the overboost feature is able to increase the torque from 480 to 516 lb/ft of torque. Even with all those twin-turbocharging, it is completely free of any turbo lags. Both turbos spool up instantly and efficienctly thanks to VTG. All of these combined with the ease and efficiency of the PDK gearbox, which is optional on top of the sweet 6-speed manual gearbox. This gearbox is able to rev match. With 2 clutches, 1 for odd and another for even gears. Its able to shift quicker than any manual gearbox without sacficing any fuel efficiency. So how does it perform with Porsche’s legendary 3.8 liter flat-6 twin-turbo engine. One word: Perfectly. If you thought the previous Turbo’s Tiptronic already the best manumatic in the world. The PDK has taken it one step further down the level of technology. In the past, Tiptronic always have some shift delay even if Turbo already have the quickest software around. With the PDK, it makes the Tiptronic rather tame. If you are purely go for driving fun, you still can’t beaten the great 6-speed manual with a excellent clutch. The clutch take-off is progressive with the right feedback. It doesn’t have the usual heaviness that defined any supercar. It makes the 911 Turbo equally civilized driven in town as it is on the racetrack. Best of all, Porsche flat-6′s amazing soundtrack remains entertaining even with all of those technology upgrades.

Handling: Dynamically speaking, standard 911 Turbo is already hard to beat. As anyone can handle it on both the racetrack and on the road without the harshness of its silibing: GT3. The biggest highlight of latest upgrade is Porsche’s Torque Vectoring system, which is able to reduce the understeer by applying the brake to the inside rear wheel. Standard Sport Choron Package’s “Sport” and “Sport Plus” are able to tighten up the sports seat’s support, while giving the suspension more work out for more aggressive driving characteristics. With Canada’s price premium over the States, its a smart move for Porsche Canada to offer Sport Choron as standard instead as an option as south of the border. The Limited Slip Rear Differential Lock is able to control the oversteer while making it a very balanced sports car to drive despite of its engine placement. All of these combined with 911′s already rock-solid chassis and sophiscated AWD system, its very hard to get it out of line even when driver does rear its ugly heads. Once driver rears its ugly head, there is always a PSM or what Porsche called ESP. PSM has to be one of the most uninstusive stability program I have ever driven. There are 3 threshold for driver to control how much oversteer do they want on the road or on the track. As one expects from a Porsche, the steering feel and feedback are simply exceptional. It has the best steering precision and response anywhere in the world. Even with the Sport Choron set at “Sport” and “Sport Plus”, the suspension remains comfortably compliant without feeling harsh. So what does all of these upgrade mean for driver? Porsche claims the latest 911 Turbo has shaved 10 seconds off the Numburging race track time at 7 mins 39 seconds.

Brakes: Porsche’s Turbo brakes are hard to fault. With large 4-wheel discs and standard ABS, there aren’t anything stops as good as a 911 Turbo. The stopping distance is short while pedal feel is simply astounishing. The optional PCCB has even improved the already exceptional brakes on the racetrack.

Interior: Slip behind the wheel of Turbo, all you find is typical 911 interior. That means all the control and instrumentation gauges have driver in mind. The leather sports seats provide awesome back and side support when cornering. As you would expect from a Porsche, all the plastic and leather materials are from the top shelf.

Conclusion: Porsche 911 Turbo is a performance car that is as civilized to handle on the racetrack as it is on the road. The latest host of upgrades have just improved of what is an already a very capable car. If you find the Carrera is just too tame and a GT3 is too hardcore for your liking, 911 Turbo could well be your ticket.

OVERALL VERDICT FOR 2010 Porsche 911 Turbo
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4.5/5

2009 Porsche 911 Carrera S

Vehicle: 2009 Porsche 911 Carrera S with PDK, PCCB, PASM sports suspension pkg and Sport Choron pkg plus
Price as tested: CDN$129430

Performance: The single biggest headlight to the facelifted 997 is the availability of PDK gearbox, which, in Porsche’s term, as the dual-clutch direct shift gearbox, similar in concept to Audi’s S-Tronic. Unlike Audi’s system, which have paddle shifters mounted behind the steering wheel with left side for “-” and right side for “+”. The upshift and downshift paddles are mounted together in front of the steering column. Press “+” for up and “-” for downshifting. While I still prefer the design of paddle shifters in both VW and Audi, Porsche’s system needs something to get used to. Although its similar design to the outgoing Tiptronic-S system, it still needs to get used to as to how well placed VW put the paddles on their GTI.

Of course, everyone know 911 is mounted at the rear and C2 means its a rear-driver. In C2S’s case, its powered by a sweet 3.8 liter flat 6 with 385hp and 310 lb/ft of torque. The C2, on the other hand, is powered by a 3.4 liter with 345hp and 288 lb/ft of torque. The extra horses and torque of C2S definitely worth every pennies over the C2. Throttle response is wonderfully response without being abrupt. The engine note is such a joy to any driving enthuisast’s ears. With VarioCam Plus, it high revving has enhanced, so that it won’t go breathless when pushed right into the redline.

Handling: Delicate and entertaining are just the beginning to describe 911′s legendary driving experience. The optional PASM, which the choice of a sportier shocks with the press of a “sport” button on the dashboard really makes the car does. The sharper response of the steering, suspension, shocks and even tighter support of the sports seats have given 911 an even more exhilirating driving experience. Not to mention the wonderfully stiff and strong chassis, matched with the superb suspension caliberations. On the other hand, the steering is sharp and precise. Without a doubt, 911 has the best steering feel and response in the entire auto industry. While Porsche is the sole carmaker that never produces any steering that is lack of any feel and feedback. Porsche engineers have dialled a bit of safe understeer when pushed, in order for most buying public to handle 911 easier. If it does get out of hand, there is always Porsche’s famed PSM, or Porsche Stability Management, that is going to save any drivers from any nasty situations. However, PSM has to be considered as the most uninstrusive stability control in the business. With thresold large enough for full oversteer by any enthuisast. Last but not least, body rolls are non-existence no matter how hard you pushed.

Brakes: Porsche’s PCCB, or Ceramic Composite Brakes, really do wonders to 911′s already world’s best braking prowess. The stopping distance is short and pedal feel is simply astonishing. Its completely fade-free after a couple of hard stops, while ABS doesn’t step in unnecessarily.

Interior: When you are paying 120 grand for a Porsche, you expect all the luxurious features. That’s the case with the 911. Everything else from power leather sports seats to superb climate control. The driving environment is all driver’s car. All the instrumentation gauges to secondary control are all of easy reach. The use of materials and fit-and-finish are world-class.

Conclusion: With the introduction of the PDK dual-clutch gearbox, it just makes the world’s finest sports car even better. All the power is going to produce in more efficient manners without losing the composure typical of a 911. A true engineering masterpiece indeed.

OVERALL VERDICT FOR 2009 Porsche 911 Carrera S
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4.75/5

2008 Porsche Cayenne GTS

Vehicle: 2008 Porsche Cayenne GTS with Tiptronic-S, PDCC and Variable Assist Power Steering
Price as tested: CDN$97220

Performance: We have reviewed both the Cayenne S and Turbo S in the past. This time, its another Cayenne with S in its last time. This is the Cayenne GTS.

The Cayenne GTS sits in between S and Turbo. Right in the heart of Cayenne’s ever-growing model range. The GTS comes with an excellent 4.8 liter DOHC 32-valve V8 with aplentry of horsepower and torque, 405hp and 369 lb/ft of torque to be exact. This powertrain is both quick and refined enough for not upping to the the more powerful Turbo with 500hp. The astounishing Turbo S is another story. Its capable to go from 0-100 km/h in 5.7 seconds which is very fast for such a heavy SUV, one that weighting in close to two tons. Its eager in the bottom end thanks to its maximum torque arrives at just 3500rpm. The top end is enhanced by Porsche’s advanced VarioCam Plus, which designed to add air to its breathing for the intake valves. Both the mid-range and top end are equally willing to rev even with the optional 6-speed Tiptronic-S on our tester. As with other Porsche Tiptronic, this one has wonderful fuzzy logic programs that adjust to each driver’s throttle input for maximum performance. That means its willing to up and downshifts, while the gear ratios are perfect. The 1st and 2nd gears are low enough for its 369 lb/ft to take off, while the top three gears are high enough for this GTS as a relaxing Autobahn cruiser.

Handling: What makes the GTS different than the more powerful Turbo silibing is the chassis setting. Both the Turbo and Turbo S have the most aggressive chassis settings I have ever tested in an SUV, even for those rivals which have as much performance creditals as Cayenne. With the GTS, the chassis has set to be more civilized and livable for most drivers. While the GTS still has some nifty technology like the optional PDCC, or Porsche Dynamic Chassis Control, which is able to adjust body motions when pushed enthuisastically. This system worths every pennies, as GTS’s cornering prowess is nothing short of amazing for an SUV, without losing daily drivability. The ride quality is both comfortable and sublime. The body rolls are almost non-existence for an SUV with high center of gravity. Suspension is able to take a set while the PDCC put it into action. It would settle itself beautifully without scaring both driver and passengers. For an SUV, GTS’s PSM, or what Porsche stands for electronic stability control, is an uninstrusive type. As it works hand-in-hand with Cayenne’s advanced AWD system. It only steps into equation when the AWD has reached its outer end of saving the driver from the nasty. This AWD acts as a 1st level of protection before PSM steps in. On the other hand, GTS’s steering is Porsche sharp and precise, even with the optional Variable ratio assist power steering on our tester. Along with PASM, or Porsche Active Suspsension Management, GTS remains unflattered with it sets at “sport” through corners. With it sets at “comfort”, GTS could well be the most comfortably compliant Porsche Cayenne ever produced.

Brakes: With huge front and rear discs, plus standard ABS. GTS’s stopping prowess is as impressive as its handling prowess. The stopping distance is impressive while the pedal feel remains fade-free after couple of hard stops. Both the pedal feel and modulation are wonderful, indeed.

Interior: Inside, you would find anything one expects from a Porsche. That means excellent use of plastic and leather materials in the cabin. Those sports seats are simply superb. It hugs the body through corners tightly thanks to the shoulder and thigh supports. The rest of the instrumentation gauges and center console are typical Cayenne fanfare.

Conclusion: If the Cayenne Turbo S is the ultimate of the ultimate SUV, GTS is the most balanced package of all. Its handling and ride compromise is more ideal for those who don’t need a more aggressive chassis setting. Great brakes and an engine to die for.

OVERALL VERDICT FOR 2008 Porsche Cayenne GTS
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

2008 Porsche Boxster S

Vehicle: 2008 Porsche Boxster S with Sport Design Pkg, PASM and 18″ Carrera Classic wheels
Price as tested: CDN$88230

Performance: The Boxster, as with its hardtop silibing, Cayman, is powered by 2 excellent powertrains. The base is a 245hp 2.7 liter flat 6 with 201 lb/ft of torque. Upgrade to S and one receives a wonderful 296 hp 3.2 liter flat 6 with 251 lb/ft of torque. Both of these engines are smooth operators. If you can afford the premium of S over the 2.7, 3.2 liter is the engine of choice in both Boxster and Cayman twins. Along with the usual solid while Teutonic engine note that is truly distinctive Porsche flat-6, it got all the usual advacement like VarioCam Plus for better breathing. As one expects from a Porsche, power has never been an issue even in the base car. The uplevel 3.2 liter is simply a gem of a motor in both low and high rev. It never runs out of breath when a driver revs it through redline, on the other hand, it doesn’t sacifice its daily drivability with plenty of low-end torque. 251 lb/ft arrives at 4400rpm as maximum torque is nothing short of impressive. Mated to this 3.2 liter is a 6-speed manual or 5-speed Tiptronic-S. If you really want to enjoy the driving of a great roadster, take the manual. For pure cruising ability, take the Tiptronic. Along with the clutch that has great engagement point and great feedback. Sweet is the best description of all Porsche manual gearbox. The throws are short and gates precise. Gear ratios are simply perfect for Boxster’s dual purpose as a cruiser. When there is an urge, its also aggressive enough for curve craving.

Handling: It would be hard pressed to find a Porsche that has a flexy chassis. All of Porsche’s chassis are build up to the highest standard with wonderful stiffness and rigidty. That explains the lack of any cowl shakes usually associate with convertible when driven over rough roads and patholes. The Boxster also rides like a luxury car even with the stiffest setting when PASM in “sport” mode. However, its sports car status remains unflattered with flat cornering abilities. When press the PASM in “sport” mode, both the suspension and springs tighted for more hardcore driving. Despite of the extra stiffness, this roadster rides firmly without feeling harsh. Its as equally livable with its “sport” as with regular setting. Steering is simply a delight. Its precise and sharp without being twitchy. Not to mention there are great steering feel both on and off-center. With its mid-ship, near perfect 50/50 weight distribution; its hard to find a more balanced and composed roadster in the market. Porsche’s stability control, or Porsche Stability Management (PSM). It got threshold enough for true enthuisasts who want to experience oversteer with it completely turns off. Or the one that is completely on for most daily driving. PSM, without a doubt, is the industry’s best stability management system.

Brakes: Porsche brakes are known for its capability on the track as on the road. This Boxster’s brakes are equally impressive. The stopping distance is short. While the brake pedal feel and modulation are nothing short of astounishing. Its completely fade-free after a couple of hard stops, on the other hand, ABS doesn’t step in unnecessarily.

Interior: Just like the Cayman, Boxster got both front and rear cargo areas for 2 passengers on the go.

The rest of the interior is typical Porsche. That means all the nice plastic and leather materials in the cabin. It also scores with an effective automatic climate control for maximum cooling when the top opens. Those leather sports seats have great support when play.

Conclusion: Just like the original Boxster which came out in 97, this latest generation continues to set the standards for others to judge when it comes to building a proper roadster.

OVERALL VERDICT FOR 2008 Porsche Boxster S
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4/5
Value-for-money: 3/5

Overall rating: 4.5/5

2008 Porsche Cayman S

Vehicle: 2008 Porsche Cayman S Porsche Design Edition 1
Price as tested: CDN$89100

Performance: The Cayman, riding on the same platform as its Boxster roadster silibing, shares the same mid-ship layout. The S, however, differs from its lesser 2.7 liter silibing with its more powerful 3.4 liter flat-6 powertrain. Its not only uses DOHC as with all Porsche, it also comes with the advanced Variocam Plus that improves high rev breathing. This S has 295 horses and 251 lb/ft of torque at driver’s disposal. The throttle response is wonderfully responsive and smooth, without the usual abrupt tip-in as in Cayman’s immediate competitions. That’s even with the touch of the “sport” button that comes with Sport Choron Package. 251 lb/ft arrives as low as 4400rpm means there are lots of go in the bottom end, while 295 ponies serve well in both mid and up ranges. Mated to this very powertrain is either a 6-speed manual or 5-speed Tiptronic-S manumatic gearbox. The 6-speed manual has to be the sweetest manual gearbox I have ever driven. The throws are short and precise, gates well-defined. As with other Porsches, the clutch has plenty of feedback and engagement point is perfect. Not to mention Porsche flat-6′s aura engine note. This is simply an entertainment to the ears.

Handling: With the optional PASM, or Porsche Active Suspension Management. Any enthuisasts can choose whether they prefer the lowered suspension, tighter steering feel and more contoured sports seat with the touch of a “sport” button in the center console. The result is simply astounishing. Standard Cayman without this option already have excellent driving prowess. With this optional PASM, Cayman’s cornering ability is amazing to be exact. The cornering is flat and body rolls are non-existence even when driver pushed it beyond limits. Both under and oversteer are well-tempted thanks to Porsche Stability Management, or PSM, which has to be the most uninstrusive stability cotrol system anywhere in the planet. Steering is sharp and precise, with wonderful driver feedback. Driver can feel all the roughness on the pavement without transfer the kickback back to the steering wheel. All of these have come with a ride quality that is as supple and sublime as any luxury car does. Its firm without being harsh.

Brakes: There isn’t anything else have as much braking prowess as a Porsche, the same goes to the Cayman S. This S’s braking performance is amazing. With short stopping distance, a sure-footness pedal feel and the optional Porsche Ceramic Composite Brake provide fade-free stopping experience. The ABS only steps in necessarily while electronic brake force distribution has done a great job distributing brake forces during hard stops.

Interior: Along with the superb sports seats that are able to haul driver and its passenger comfortably. It even provides great thigh and side supports when cornering. The rest of the interior is typical Porsche’s form-follows-function. All the instrumentation gauges are clear and analog. Sport Choron Plus package’s swivel mounted time display for track driving is mounted on the center of the dashboard. All the buttons for PASM and PSM are mounted below automatic climate control for easy access. The stereo is smart enough to place above climate control for nice ergonomics. The rest of the interior is up to Porsche’s standards of materials and fit-and-finish.

Instead of having only 1 trunk as with Cayman’s peers. Cayman has both front and rear for luggages with its midship layout. It has enough space for 2 persons on a weekend trip getaway or simply for a grocery shopping.

Conclusion: The Cayman S is truly an engineering masterpiece. Its a Porsche midship sports car that has both grace, pace and space. All of these come in a package that is less expensive than a 911 while the premium over Boxster justifies every pennies.

OVERALL VERDICT FOR 2008 Porsche Cayman S
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 5/5
Value-for-money: 5/5

Overall rating: 5/5

2008 Porsche Cayenne Turbo S

Vehicle: 2008 Porsche Cayenne Turbo S
Price as tested: CDN$135795

Performance: Porsche has increased the Cayenne turbo’s displacement of 4.5 liters to 4.8 liters during this initial revision, for both S and Turbo. In the meantime, Porsche also brought out another mid-level 4.8 liter normally aspirated Cayenne called the GTS. Which is basically a Cayenne S with Turbo looks and brakes. Basically you can consider the S similar to a 911 C4, GTS as a 911 C4S and the subject of our test drive, Turbo S as something similar to 911 Turbo. Breathtaking is just an understatement to describe this Cayenne’s performance prowess. It all begins with the larger 4.8 liter DOHC 32-valve V8, added two turbochargers, advanced direct injection and Variocam technologies. The result is an astounishing 500 ponies and a mountain-moving 516 lb/ft of torque. Combined with the maximium torque begins at 2500rpm with 516 lb/ft of torque, basically anything, I meant anything called a sports car will be outrun by this ute. This 500 horses won’t feel breathless when taken up to 190-200 km/h, its relentless release of power thoroughout the rev range. All of these have done without turbo lags when both turbochargers step-in. Those large turbos just spool up quickly and effectively without fuse. Awesome indeed! Throttle response is just a foot away from being ticketed for speeding. However, everything settled so smoothly and elegantly as in Porsche fashion. Without the smart 6-speed Tiptronic-S gearbox. This Cayenne Turbo’s performance won’t be as staggering as it should be. This Tiptronic gearbox has 500 different fuzzy logic programs to adapt to every enthuisast’s needs. The gear ratios also set to suit everyone’s needs on every occassions.

Handling: Its hard to imagine an SUV with high center of gravity can handle so beautifully. But Porsche has done all those with grace and pace. The PTM AWD system has transferred all the power accordingly for whenever the vehicle gone stuck, it works seamlessly for all kinds of weather and conditions. PDCC, which stands for Porsche Dynamic Chassis Control, works hand-in-hand with the chassis to control body rolls. In fact, it controls the body rolls so amazingly. Its hard to imagine an SUV can corner so flat with such a high rate of speed through the corners. On the other hand, Porsche’s famed PASM or Porsche Active Suspension Management, which is a computer system that controls the suspension damping and steering feel, work like magic with those systems. Press into “sport”, both the steering feel has firmed up while suspension stiffened up for enthuisast driving. Even with PASM sets at “sport”, its ride quality remains firm and supple without being punishing. Set into “normal” driving mode, this Turbo drives as well as any Porsche with more comfortable riding quality. Steering feel, as expected, is plenty while it offers typical Porsche precision and responsiveness. Its got to be the best steering I have ever driven in an SUV. You would have thought for an SUV, its stability system would kick in at an alarming rate. It doesn’t simply because its a Porsche. The PSM, which is Porsche’s meaning for stability control, only steps in whenever the driver has reached the outer edge of the limits. Its also has three settings for its level of instrusiveness even in an SUV. While its usual for Porsche sports cars to have such wide array of adjustments, its unusual for any SUV. All these settings allow different level of instrusiveness for different kinds of drivers.

Brakes: For an SUV that weights nearly two tons, Cayenne Turbo’s braking performance is truly a delight. Its not only its large 4-wheel discs with ABS can stop this heavy SUV with ease, they are also doing it without brake fade. At the same time, its ABS system works only necessarily without being stepping in.

Interior: While the pre-facelifted Cayenne has been criticized for having a few cheap pieces inside, all else have been addressed in this revised version. All those materials use inside are much richer and classier. The cheesy plastic on the center console has become rich plastic materials that are worthy of the crest badge. The leather sports seats have amazing amount of support when pushing this performance ute through corners. Everything else has been very well laid-out from the instrumentation gauges to auto climate control.

Conclusion: One thing that should be put at the back of your mind when driving a monster like this Cayenne Turbo is the fuel economy. We averaged 22 liters per 100km consistently between 50% highway and 50% city driving. The low gas warning light came on at about 400km with this 100 liter tank. Because when you are having so much fun with a performance ute, you shouldn’t worry about the amount of gas it slips every minute!

OVERALL VERDICT FOR 2008 Porsche Cayenne Turbo S
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 4/5
Value-for-money: 5/5

Overall rating: 4.5/5

2003 Porsche Cayenne S

Vehicle: 2003 Porsche Cayenne S with 6-speed Tiptronic, 18″ standard wheels and steel suspension

Performance: The S is powered by a 4.5L V8 32-valver that bumps out 340hp and 310 lb/ft of torque. The performance is amazing even if this Cayenne is a “base” S instead of a flagship turbo version. It got a brisk throttle response that never felt out of place in any Porsches. The 6-speed Tiptronic responds as briskly as the throttle and engine itself. Its a system that allows you to shift at redline for true enthuisastic driving. The gear ratios are very well-spaced and the tranny is willing to up/downshifts. Generally speaking, a powerplant that worthy of the Porsche crest emblem.

Handling: With a very rigid chassis and superb tuning by Porsche engineers, Cayenne feels every inch a “true Porsche”. The steering provides exceptional feel. It feels communicative with every surface and every bumps on the road while enough precision and response to let you know “this is a Porsche”. Even if this is a ute instead of a sports car, the PSM doesn’t kick in too abruptly until absolutely necessary. Its flat through corners considered its heavy and high COG nature of the Cayenne. There is a minimum amount of body rolls but everything are under excellent control. The single biggest drawback of the Cayenne with steel suspension has to be its ride quality. If you guys feel FX45 as bouncy, this Porsche has to be considered as rough. The ride quality reminds me of riding in a full-size pick-up truck without loads in box. If Porsche is able to give the same comfortable ride quality as their sports cars in Cayenne, its really hard to fault in on-road driving demeanor. I expect the air suspension would improve the ride a bit.

Brakes: As Porsche’s usual high-standard, the pedal feel is simply wonderful. The stops are short and extremely easy to control.

Interior: Its a mix reviews for Cayenne’s interior. On the plus side, it got a clear and analog instrumentation gauges, superb seats, excellent driving position with lots of adjustability and well-placed ergonomics. The downside of this interior has to be its cheap plastic. There are just way too many hard plastic and too many switchgears look cumbersome considered the price Porsche is charging. Some of the aluminum trim pieces looked tacky in this interior also mess up the ambience.

Conclusion: Dynamically speaking, Cayenne is 100% a Porsche. It got amazing performance, granite-like chassis, excellent dynamics, abundant of driving feel and superb driving position. Judging by the above factors and minus about 25% in the pocket book, you got a Touareg that represents a true value.

OVERALL VERDICT FOR 2003 PORSCHE CAYENNE S
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Performance: 5/5
Handling and ride/fun-to-drive: 4.75/5
Interior/ergonomics/user-friendliness: 2.75/5
Fit-and-finish/build quality: 3.25/5
Cargo/accessibility/layout: 2.5/5
Value-for-money: 2/5

Overall rating: 3.75/5