2004 Porsche 911 Review

Turbocharged versions of Porsche's legendary rear-engine 911 model have been king at this small, prestigious automaker since they arrived in America for the 1976 model year.

The 911 Turbo is among the best turbocharged 911s ever offered.

Truth be told, the sleek $68,600 Porsche Carrera entry-level 911 coupe is just fine for most 911 owners. This 2003 model has 315 horsepower and hits 60 mph from a standing start in just 4.9 seconds, although fresh-air fans might opt for the $78,400 convertible version.

But the $116,299 twin-turbocharged 911 Turbo all-wheel-drive coupe is the ultimate 911-- unless you want to go half crazy by getting the $181,700 turbocharged GT2 coupe with its 456-horsepower version of the 911's six-cylinder engine.

The 911 Turbo's turbocharged 3.6-liter, 415-horsepower engine whisks it to 60 mph in 3.9 seconds and to 100 in 8.9 seconds. That's no surprise because the 911 Turbo's engine is based on the Le Mans-race-winning Porsche GT1 motor. Porsche cleverly modified the GT1 race engine to meet emissions and noise regulations and to cope with low-speed traffic.

The 911 Turbo tops out at 190 mph and has the handling and braking to safely handle those speeds. Besides the added traction of all-wheel drive, this model has a sophisticated stability control system. The car feels remarkably composed at all speeds.

The 1976 turbocharged 911 had 234 horsepower and could reach 60 mph in 5.5 seconds -- enough horsepower to outrun a Ferrari and make it one of the world's fastest cars in a decade mostly known for slow, boring automobiles. The first all-wheel-drive 911 Turbo arrived in American for 1996.

Putting aside the glamor of exotic cars, it's all about dollar figures and performance numbers when comparing the 911 Turbo with rivals from Ferrari, Maserati, Aston Martin and Lamborghini.

For instance, you can get the 911 Turbo with 444 horsepower if you order a $17,880 upgrade package with such things as modified turbochargers and exhaust system.

But enough is enough. Except for the 0-60 dash, the 415-horsepower 911 Turbo's high-speed-related figures are academic unless you have access to a race track or live in a desolate area of a wide-open state such as Texas.

In the congested Chicago area, the 911 Turbo's heroic acceleration can be used as a safety device for no-sweat merges into fast traffic or effortless passing on two-lane roads.

Cars with the 911 Turbo's performance once were temperamental, and some still are. But you can drive this docile Porsche in town as if it were an economy car.

My test car had the standard, smooth six-speed manual transmission, which works with a light clutch with a long throw but progressive action. If you feel lazy, the engine's large amount of torque lets a driver start in second gear and then shift to fourth gear at 30 mph with no protest from the engine.

You can get an efficient $3,420 five-speed automatic transmission that can be just left in "drive'' mode or shifted manually with steering-wheel-mounted thumb switches. But where's the fun in that? Shifting gears with a regular manual transmission is part of the joy of driving such a pure sports car.

As for fuel economy, the 911 Turbo provides an EPA-estimated 15 mpg in the city and 22 on highways. That's partly because it's very powerful and heavy at 3,388 pounds for its a short-wheelbase car that's only 174.6 inches long.

You can beat the city figure by a few miles per gallon by quickly shifting to higher gears. I got 25 mpg on the highway during steady cruising in sixth overdrive at 65 mph. At that speed, the engine was loafing at 2,200 rpm.

The cockpit is generally quiet. Noise from the car's smooth engine is muted, but it still drones a bit at highway speeds. And there's some noise from the superwide tires over certain road textures. One can't expect a 190-mph sports car to be as quiet as a luxury sedan.

This 911 Turbo feels like the competition-derived car that it is. Steering is razor-sharp, with good road feel and just a touch of the old 911 steering-wheel kickback. Handling is superb with the race-car-inspired chassis and those big tires.

The ride is firm but supple, although serious road imperfections such as deep potholes jar occupants.

The short 92.5 inch wheelbase (distance between axles) also causes the car to jerk up and down a little on wavy pavement. The brake pedal is firm, and stopping power is nearly as awesome as the acceleration.

The low-slung car calls for above-average agility to gracefully enter or leave. There's good room for two tall adults in the highly supportive front power bucket seats, but the small rear-seat area is for toddlers or pets. A big windshield and sloping hood provide a superb view of the road.

It's best to flip the rear seatbacks down to increase the cargo area. With the engine in back, there's no trunk, and the small front compartment is best suited to a few pieces of soft luggage.

Still, the 911 Turbo has a good amount of comfort and convenience items to help make it a good long-distance cruiser for those who travel light. Standard equipment ranges from an upscale Bose sound system to rain sensing wipers and power outside mirrors. However, the power windows work slowly and interior door handles are hard to use quickly.

Following Porsche race-car tradition, the ignition switch is put to the left of the steering wheel. That makes it continually awkward for right-handed people to use, although Porsche buffs wouldn't want that switch placed anywhere else. Porsche is big on tradition.

The engine compartment is so impossibly crowded that you can only see a portion of the motor when you open the engine lid. Don't expect low repair costs if something goes wrong, although Porsche is known for durability and reliability.

The 911 Turbo looks a little more ferocious than other 911 models.

Three large intake grilles dominate the lower front fascia and feed cooling air to three radiators. Exceptionally wide rear tires make the 911 Turbo wider at the rear and its chromed dual exhaust outlets are huge. The upper part of a two-piece rear stabilizer wing automatically raises at speeds above 75 mph to enhance high-speed stability.

The Porsche 911 Turbo is a serious car designed for serious drivers. If the price seems high, consider it a good long-term investment.

2004 PORSCHE 911 TURBO

Price
$116,200

Likes
Heroic acceleration. Race-style handling and braking. All-wheel drive. High quality.

Dislikes
Engine and tire noise. Scant cargo room. Entry and exit. Crowded engine compartment.