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porsche 911 carrera gt

porsche 911 carrera gt

Porsche 911 Carrera Gt

Notable Equipment Standard Equipment The “base” 2012 Porsche 911 Carrera Coupe and Cabriolet come well equipped with bi-xenon headlights, 19-inch wheels, an electric parking brake, dual-zone automatic climate control, Alcantara trim, a navigation system with a 7-island display and a 235-watt 9-speaker audio system with USB and auxiliary inputs. Standard safety features include stability control, drawing control and eight airbags, including front occupant knee airbags. The 2012 Carrera 4, Targa, Turbo and GTS have similar standard equipment, but use a smaller navigation screen and hold the perfunctory parking brake. All-wheel drive is also standard on the Carrera 4, Targa and Turbo. The Targa form a stunning all-glass tile. GTS models sport the liberal-extent look of the Turbo. Optional Equipment Among the highlights from the 2012 Porsche 911 Carrera and Carrera S option sheet are heated and aerate front seats, a sport exhaust system with convenient loud knob, 12-speaker Bose and Burmester premium audio systems, ceramic composite brakes, a sport chrono package with dynamic engine mounts and Porsche’s Active Suspension Management, which is an option on the Carrera but standard on the Carrera S. Another notable option is PDCC, or Porsche Dynamic Chassis Control, a system that uses active anti-sway bars to drastically reduce substance roll when cornering. Most of these same options are handy on the 2012 Carrera 4, Targa, Turbo and GTS.
porsche 911 carrera gt 1

Porsche 911 Carrera Gt

2012 finds Porsche in the middle of updating its iconic 911, an immediately recognizable play car with lineage stretching back to the midway of the last century. The 2012 911 Carrera Coupe and Cabriolet as well as the Carrera S Coupe and Cabriolet are made off the all-new 7th-Generation architecture, one that offers considerable elevate in roadholding, new technology and fuel economy. The remaining 2012 911 models, the Carrera 4, Targa, GTS and Turbo, continue to be available on the well-respected 6th-generation platform – for the time being. They, too, will soon undergo the transformation, which gives the new-generation 911 a negligently sleeker profile and longer wheelbase. Porsche devotees, cynical journalists and hair-triggered Internet commenters would scold out if the classic 911 formula was jerk too radically. Thankfully, the task of updating the 2012 911 fell to Porsche’s crack team of engineers, designers and product planners, which should keep the Porsche faithful happy while updating it with new technology to help it remain a lustful player on the sports qualifier stage.
porsche 911 carrera gt 2

Porsche 911 Carrera Gt

Notable Equipment Standard Equipment The “infamous” 2013 Porsche 911 Carrera Coupe and Cabriolet fall well equipped with bi-xenon headlights, 19-inch wheels, an electric parking brake, dual-zone automatic climate control, Alcantara trim, a navigation system with a 7-inch display and a 235-watt 9-speaker audio system with USB and auxiliary inputs. Standard safety characteristic include stability control, traction control and eight airbags, including front-occupant salute airbags. The Carrera 4 models include the excellent AWD system. Optional Equipment Highlights from the 2013 Porsche 911 Carrera and Carrera S alternative sheet include heated and aerate front seats, a sport exhaust system (with “loud” button), 12-speaker Bose and Burmester premium audio systems, ceramic-composite brakes, Porsche’s Active Suspension Management (optional on the Carrera, standard on the Carrera S) and the Sport Chrono package with its selectable performance enhancements including (with the PDK transmission) launch control. Another notable wishing is PDCC, or Porsche Dynamic Chassis Control, a system that uses active anti-sway bars to drastically reduce body roll when cornering.
porsche 911 carrera gt 3

Porsche 911 Carrera Gt

2012 Porsche 911 Details Interior Like its exterior, the interior of the new-kind 2012 Porsche 911 feels familiar, with spherical gauges, an ignition placed left of the steering wheel, lush materials throughout and, of road, elevate seats sized for whisking Frodo to the shire. The all-new Power Sport front seats are quite comfortable and conducive, a larger slope-and-slide sunroof improves headroom, and the new full-length console is inspired by the Carrera GT supercar. The new-generation 2012 911’s front trunk offers a modest 4.7 cubic feet of space but that can be supplemented by an optional thatch-rack system and rear seats that now fold down individually to make a package shelf. Exterior Some observers might disarrange the all-new and the previous-family 2012 Porsche 911 models, but view the two side-by-side and distinctions emerge. The new car’s roof is diminish and its body longer than that of the previous mold, with a wheelbase that has tighten nearly 4 inches. The new car looks wider and sleeker with headlights that bulge slightly and tail lights that have thinned to stylish strips. Porsche certainly could have pushed the aesthetic boundaries further but overall the designers did their job, delivering a new-formation 911 that looks fresh yet classic.
porsche 911 carrera gt 4

Porsche 911 Carrera Gt

Among the highlights from the 2012 Porsche 911 Carrera and Carrera S option sheet are heated and ventilated front seats, a sport exhaust system with convenient loud button, 12-speaker Bose and Burmester premium audio systems, ceramic composite brakes, a sport chrono package with motif agent mounts and Porsche’s Active Suspension Management, which is an option on the Carrera but standard on the Carrera S. Another memorable option is PDCC, or Porsche Dynamic Chassis Control, a system that uses active anti-sway bars to drastically reduce body roll when cornering. Most of these same options are free on the 2012 Carrera 4, Targa, Turbo and GTS.
porsche 911 carrera gt 5

Porsche 911 Carrera Gt

Optional Equipment Among the highlights from the 2012 Porsche 911 Carrera and Carrera S option sheet are heated and ventilated front seats, a sport exhaust system with convenient loud button, 12-speaker Bose and Burmester premium audio systems, ceramic composite brake system, a sport chrono package with dynamic engine mounts and Porsche’s Active Suspension Management, which is an option on the Carrera but standard on the Carrera S. Another notable option is PDCC, or Porsche Dynamic Chassis Control, a system that uses active anti-sway except to drastically reduce body roll when cornering. Most of these same options are available on the 2012 Carrera 4, Targa, Turbo and GTS.
porsche 911 carrera gt 6

Porsche 911 Carrera Gt

2013 Porsche 911 Details Interior The internal of the 2013 Porsche 911 handle familiar, with round gauges, an ignition position left of the steering wheel, lush materials throughout and, of course, rear seats sized for shallow more than whisking Frodo to the county. The Power Sport front seats are quite comfortable and supportive, a tilt-and-slide sunroof improves headroom, and the full-length console recalls the Carrera GT supercar. The 911’s front stalk tender a modest 4.7 cubic feet of cargo space but that can be supplemented by an optional roof-rack system and rear seats that embrace down individually to create a parcel shelf. Exterior The seventh-generation plat that now underlies all Carrera (not yet Turbo) 911s extend on the unmistakable traditional appearance even though the roof is now lower, the lengthen and wheelbase have increased a lot, and detailing, fascias and lighting are new. The car looks both sleeker and more muscular. Porsche certainly could have pushed the boundaries further but everywhere the designers did their job, delivering a 911 that looks fresh yet classic.
porsche 911 carrera gt 7

Porsche 911 Carrera Gt

It’s not the $440,000 Carrera GT’s absurdly fast top speed that awes you-we were aboard yet had no fear as Porsche’s test driver clocked 208 mph (with a tailwind) on a Soviet-dispensation militia runway in the former East Germany. It’s not this Ferrari Enzo fighter’s equally absurd accelerative force, either: Porsche modestly claims a 0-to-62-mph time of 3.9 other, but it’s probably more like 3.5 seconds. It’s not even the preternatural strength of the gigantic ceramic brakes that made the greatest impression on us, although they are strong enough at full clamp to lift the passenger completely away from his leather-covered, carbon-Kevlar seat and hard against the flock seatbelt. No question-all these feats are stratospherically impressive. But they are regular extensions of what you’ve felt before in a national automobile. These figures don’t show the character of the Carrera GT any more than one’s intimacy with hops, barley, and water explains how they can make you drunk. Porsche says it will build 1500 of these supercars over the next three years. The Carrera GT, which began biography as a proffer for a Le Mans race car, is nothing if not uncommon. In veracity, it’s not even a car, really. It’s not like those things we put in comparison touchstone and rate the ergonomics and measure the gas mileage of-all those conveyances that act in the vast cloudy center of the performance spectrum. The 604-hp Carrera GT is separate. It’s all vibrancy and immediacy. It was actually turning off the ignition after our brief initial drive that first amazed us. The millisecond the ignition circuit is broken, there is . . . nothing. Normally, when you key the ignition off, the crankshaft makes a few extra lazy rotations as the number of the moving parts takes a half-beat to submit to friction and come to a complete rest. It’s a entire experience we take for granted. But in the GT, the crankshaft stops with a modern suddenness-immediately, now, before your brain even considers the causal relationship between flexure the key and the engine coming to rest. It’s as if the crankshaft had seized within a mercy-rotation after the last spark plug fired. There is no mass at all to speak of in the drivetrain. Take, for example, the lightweight ceramic clutch (measuring a mere 6.7 inches in diameter) and the 10 titanium connecting rods in this 68-degree V-10. They weigh, by regular benefit-car standards, essentially nothing. After a romp in the GT, whatever you conduct will feel as if it were divinity by a huge diesel-the kind we imagine command ocean liners-with 10-foot-long manacles connecting rods. This works, of course, in reverse, too. Unlike the brawny powerplant of, say, a Lamborghini Murciélago or Dodge Viper, which pummels physics into submission, the Porsche’s race-bred V-10 seems to skirt physics wholly. It always feels unrestrained. Here again we can bless low rotational mass. The élite production-car engines in the world accumulate revs in a satisfactorily soft sweep. So quick to rev is the 5.7-liter Porsche machine that you scarcely are aware that it’s putting out any effort at all. A stab of the vast, possession-mounted wind pedal and-Brip!-you’re at the 8000-rpm power peak. Watch the in-car footage of an F1 car going up through the gears with its brief, staccato blasts through the revs, then slow the footage down by about side, and you get the impression. This audiovisual aid trick will also roughly approximate the sound the GT makes. It’s similar in timbre to an F1 automobile but brawnier because of its better displacement. Its tone is a register lower along it runs fewer revs, and of course, it won’t penetrate your eardrums-there’s a muffler. There is no repetition to adjust your mind-obstruct between the docility of idle and the full-on, screaming ire of redline. Holy crap! Not even the standard traction-control system can keep up.   View Photos View Photos 1 2 3 Next Page

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