The wide array of 911s available might create some confusion among buyers beginning to explore the world of Porsche. Yet each of the 11 models is really a variation on, or a grade of, one primary theme, and any of them is an outstanding performer.
Handling and braking are extraordinary. Steering is quick and direct, yet the 911 isn't darty, and it feels as secure as Fort Knox at twice the legal limit. It rides smoothly and more softly than you might expect; it's comfortable in daily use and relatively easy to climb into and out of. The six-speed manual gearbox is wonderfully satisfying to use. With the optional Tiptronic automatic, just about anyone can drive one of these cars. And that sound! Porsche has revived the classic 911 exhaust note, and car enthusiasts will mistake it for nothing else.
Today's 911 bears little resemblance to the air-cooled, tail-heavy original, which had much in common with the Volkswagen Beetle. The handling quirks in 911s built, say, 10 years ago, have been virtually eliminated. But the 911 hasn't change overnight. Its history is one of periodic overhauls, spaced between steady, constant improvement, sometimes in the middle of a model year.
When Porsche says racing improves the breed, it's more than advertising fodder. The 911 is built on race-proven architecture. Two years ago, its body structure was stiffened and its front end was restyled to make all 911s look more like the highline 911 Turbo, and less like the less-expensive Boxster. The 911's rear-mounted, 3.6-liter horizontally opposed six-cylinder engine was enlarged and upgraded in both turbo and non-turbo versions. The base normally aspirated engine, which comes on all Carrera and Targa models, delivers an impressive 315 horsepower.
For most of us, these normally aspirated models are more than quick enough, and they cost significantly less than turbocharged 911s. The Carrera Coupe, the least expensive 911, can accelerate from 0 to 60 mph in less than 5 seconds, according to Porsche, very quick indeed. If you want more, the 415-horsepower 911 Turbo can accelerate to 60 in about 4 seconds, with a top speed of 189 mph, but at significant cost. The lighter, race-inspired GT2 delivers even quicker performance and a top speed of 195. The GT3, a stripped-down 911 introduced in 2003 for easy racing homologation, is the most powerful non-turbocharged Porsche has ever offered for street use in North America. It accelerates from 0 to 60 in just 4.3 seconds, with a track speed of 190. The GT models aren't ideal for street use, though.
For 2004, there are minor changes across the 911 lineup, as well as two new models. At the lower end, there are new performance options, including a locking rear differential, new colors and new wheel designs. Moving up the scale, the GT2 turbo engine has been tweaked to a whopping 477 horsepower, with suspension and brake improvements to match. And for the first time in 15 years, Porsche offers a 911 Turbo cabriolet (convertible). Finally, to commemorate four decades of 911, Porsche will sell an anniversary edition called (you guessed it) the Carrera 40th Anniversary. This car gets a horsepower upgrade and unique trim, compared to other Carreras, and Porsche will build only 1963 of them (in deference to the year the first 911 was sold).
Porsche continues to make some of the world's great sports cars, and you're looking at the pinnacle. No 911 comes cheap, however. A comparably performing Chevy Corvette starts at nearly $25,000 less, and that's before any of literally hundreds of options Porsche offers (including customs like snake upholstery or paint matched to the color of your favorite vase). And while Porsche's engines and transmissions have earned a reputation for amazing durability, its parts aren't cheap. Furthermore, a Porsche 911 can be costly to insure and maintain.
If you can justify the price, a 2004 Porsche 911 should surpass your highest expectations. Next Page