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Visually, the small t Carrera gets bigger front grilles, black longitudinal strakes on the spoiler (instead of body-color transverse ones) and redesigned dimensional taillights with standard LEDs all around. The daytime running lights now have the four-dot signature in both front and back. Porsche does a great job with steering feel, especially the weight and progression. The 911.2 uses an electromechanical setup, like most cars these days, so the road feel is still muted. Doesn’t matter though. This car sticks so hard in the bends that it's easy to hug the center line at almost any speed. The ratio quickens up in the corners and I rarely had to take a hand off the wheel.
That’s what Porsche does best; it’s why the 911 is such a legend and it’s why it’ll beat cars around the track with more power: handling prowess. As the roads get more twisted and suicidal, the new 911 seems to get more aggressive. When overdriven, it understeers just a tad on corner entry. It only oversteered when stomping it out of a corner for pictures. You have to push to find that limit, though. In fairness, I only drove the coupe on public roads, so I didn’t try to send the rear end off to another zip code, but with the right (or wrong) technique, it could surely do that.
The new-generation dampers have a wider range than the last model, offering both more comfort and a sportier ride in their different settings, says Porsche. The coil springs and anti-roll bars have also been modified. In the comfort setting the 911 feels stiff, but not punishing. The sport setting noticeably firms things up, sending more of the road’s dips and bumps into the driver’s seat. Again though, it never banged over potholes or made me wince, though we were in California, not on the potholed, post-winter roads in Detroit. Pitch and roll were near zero. Porsche says the new rebound buffer springs help with that. Upgraded models also get a nose lift function that raises the front lip 2 inches, to get over stubborn speed bumps or out of crumbling parking lots.
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