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 Disclosure: Porsche flew me to Birmingham, AL to drive the new Boxster S and covered all expenses. I ate far too much pulled pork while I was there.


In the early 1990s, Porsche was not the uber-profitable powerhouse it is now. Sales were down and finances were grim.
They needed a new car with mass appeal.
When Porsche first showed the Boxster Concept in 1993, it was met with rave reviews for the styling inspired by Porsches past, including the legendary 550 Spyder. It hit the roads in 1996.

For 2013, the Boxster has received a raft of upgrades to make it faster and more capable than ever. I drove the Boxster S, which has a starting price of $60,900.
Aluminum is prominent throughout the body to keep weight low. The 315 horsepower flat six engine works with Porsche's double clutch gearbox, the eloquently named Porsche Doppelkupplungsgetriebe (I'll call it PDK from here out), to rocket the car to 60 MPH in a scant 4.8 seconds.
So when Porsche asked if I'd like to sample the car at Barber Motorsports Park, which is one of the best race tracks in the nation, on an autocross course, and on the surrounding roads, there was no possible way that I could say no. I would've skipped the birth of my own son to be there.



The base model’s new 2.7-litre powerplant makes 265 hp (10 more than its larger predecessor) and 206 lb.-ft. of torque while the 3.4-litre engine Boxster S is up five horsepower (to 315 hp), with 266 lb.-ft. The water-cooled, mid-mounted aluminum Boxer engines are paired with standard six-speed manuals or optional seven-speed Porsche double-clutch automatic transmissions that are even better and can shift faster than most humans.

The open-top two-seater boasts a brand new monocoque steel and aluminum body and totally revamped rear-wheel drive chassis. Its considerably lower curb weight (1,319 kg versus 1,355 kg), a longer wheelbase (2,474 mm versus 2,415 mm) and wider track improve the Boxster’s already-impressive dynamics.

The 981’s longer, wider silhouette is sleeker and more expressive with edges that make it more akin to the new 911, Carrera GT and the jaw-smacking 918 Spyder. The new Boxster features a more aggressively raked windshield and a redesigned electronic-folding soft top that opens and closes in nine seconds (at up to 50 km/h!).

Cargo capacity remains the same at 281 litres total – the deeper front boot maxes out at 150.5 litres while the rear trunk is 130.5 – though I’m still unsure a set of golf clubs can go anywhere except the passenger seat.



The vented front and rear brake discs and four-piston callipers are hardly being taxed at all, offering much-improved stopping capabilities over the previous generation. Composite brakes are also available, though the S is already well-endowed in this department. Compared to other traction control systems, Porsche’s seems to provide the widest window of performance without intervention as well as intervening the most predictably and least noticeably when it does.

The raspy exhaust pops and the seat gives you a love tap in the back upon up-shifting at wide open throttle. The electromechanical power steering is direct, linear and perfectly-weighted for any driving situation with precise turn-in and exceptionally good feedback.

All in all, the new Boxster is a big improvement over the old one. While not a car in which to transport a twosome golfing, it is one in which to play hooky - consider leaving the clubs at home and head straight for your favourite driving roads. source:autonet.ca,businessinsider.com

Specifications prices Modifications and Image 2011 Porsche Boxster
The 2011 Porsche Boxster ranks 4 out of 8 Luxury Sports Cars. This ranking is based on our analysis of 87 published reviews and test drives of the Porsche Boxster, and our analysis of reliability and safety data.

The automotive press has always considered the Porsche Boxster a great sports car, but after test driving the new 2011 Porsche Boxster Spyder, reviewers are floored. They say it’s one of the best luxury sports cars they’ve driven in a while.

The Porsche Boxster has always been a favorite -- it’s luxurious, powerful and the perfect companion on the race track. With the introduction of the 2011 Boxster Spyder, Porsche has revolutionized the Boxster lineup.

In comparison to the Boxster and Boxster S, the Spyder is a completely different animal. It produces 320 horsepower, 65 more than the base model and dropped 176 pounds by loosing basic amenities like air conditioning, a radio and cloth bucket seats. Why did this Boxster undergo such a strenuous weight loss program?  Porsche wanted to make it faster and more agile. After test driving the Spyder, reviewers say it’s more than agile -- it’s one of the best handling sports cars on the market.
INTERIOR
The Boxster's interior boasts premium materials and proper sports car seating, particularly if you ante up for the optional full-power seats. The oversized center-mounted tachometer conveys the Boxster's high-performance DNA, although the analog speedometer's tiny numbers and huge range make it more decorative than functional -- the trip computer's digital speedo readout is more useful. Some controls are a bit fussy, but the current center control stack is much friendlier than those in past Porsches. The base stereo's sound quality is laughable, but the optional systems are worthy upgrades.

The optional wind deflector mitigates buffeting at speed with the top down, but top-up motoring is marred by excessive wind noise and gigantic blind spots. While the Boxster's soft top keeps weight and complexity down, its competitors' retractable hardtops are far more pleasant to live with. Unlike the spacious BMW Z4, the Boxster's cabin is merely average for a roadster, meaning taller folks may feel constrained. The Boxster's midengine design spawns two trunks -- one front, one rear -- that can hold about 10 cubic feet of cargo between them regardless of whether the top is raised or lowered.

For the Spyder, Porsche takes out some features to reduce weight. The air-conditioning and radio are options, the narrow sport seats are thinly padded and have fixed backrests, the door handles are cloth straps and even the plastic hood that shields the gauges has been tossed. Most notably, though, the power-operated soft top has been replaced by a manual two-piece roof that requires practice, patience and the pity of Mother Nature.
EXTERIOR
Typically, the “spyder” moniker denotes a roofless model. But given that the Boxster is already a convertible, “spyder” is simply a marker that this iteration is unique. (A version of the Cayman could wear the spyder badge properly, but what sense would that make?) With the reworked-for-2009 Boxster S serving as the starting point, Porsche engineers set their sights on a distinctive design and saving weight, pulling out a claimed 176 pounds. Ditching the conventional convertible-top mechanism was the first step. In its place sits a 13-pound, manually operated, two-piece bikini-like cover that can be fully sealed in dire weather—it’s not approved for carwashes, though—flanked by newly shaped windows that match the pitch of the new lid.

With the top stowed, the most visually alluring detail becomes the new one-piece aluminum decklid with two aero humps like those found on the Carrera GT, saving 6.5 pounds over the regular car’s rear trunk and half-tonneau. Aluminum doors from the 911 Turbo and GT3 shave 33 pounds, and the 10-spoke, Spyder-specific 19-inch wheels are actually lighter than the Boxster S’s 18s. The gas tank is reduced in capacity by 2.6 gallons to 14.3, and an optional 13-pound lithium-ion starter battery ($1700!) can save 22 pounds. Additionally, the LED running lamps are smaller, the side scoops are done in black mesh, and the standard exhaust is now finished in black. Porsche says its engineers improved the aerodynamics of the Spyder through a modified front lip and fixed rear spoiler, and a lower trim bar bearing the Porsche name is affixed to recall the 908 and 909 race cars of the ’70s.
ENGINE
With brisk 50-degree temperatures, our California environment has declared its intention to remain chilly. Nonetheless, the top is down as we begin our journey on scenic Highway 1 near Monterey. With the Pacific Ocean crashing into the cliffs below us, we waste no time putting the Porsche to work. Any doubts about the Spyder’s performance enhancements drift out to sea among the breakers as the extra 10 ponies in the now 320-hp, 3.4-liter flat-six are put to work. Carving through the tight and twisted sections of Highway 1, we find that the reduced weight of our six-speed-manual Spyder—at about 3000 pounds, it’s the lightest in the entire Porsche fleet—is easily apparent. The 0.8-inch lowered suspension includes shorter and stiffer springs, firmer dampers, modified front and rear anti-roll bars, and a slightly wider track, and it all combines to noticeably improve the Boxster’s already stellar handling. The car is just itching to turn in at every corner, and the steering is effortless, as if it had been engineered just for this road. Well, that impression could also be because the suspension work did lighten the steering, but the rack is quicker and even more communicative than before, allowing us to feel the pavement texture more intimately.

The Spyder can tackle 25-mph switchbacks at double that speed. The grippy seats hold you in place and the body shows no signs of pitching or rolling, yet the ride is never harsh. Traction into and out of the turns is hardly lost, with the standard mechanically locking differential enabling high exit speeds. And in a straight line Porsche is claiming a 0-to-60-mph time of 4.6 seconds on PDK-equipped cars with launch control, which seems a bit conservative considering we managed 4.3 in a less-powerful Boxster S weighing 3220 pounds with the PDK. Figure 4.1 or quicker to 60 and about 12.7 seconds in the quarter-mile once we strap test gear to a Boxster Spyder.

Carbon-ceramic discs are optional, although the standard iron rotors carried over from the Boxster S work fine, as we found out when a Mini Cooper one car ahead of us attempted to overtake slower traffic at the same time we did and nearly ran us off the road as we neared our destination.
SAFETY
Standard safety features for the 2011 Porsche Boxster include antilock disc brakes, stability and traction control, dual thorax and head side-impact airbags and rollover safety hoops above the headrests. In Edmunds brake testing, the Spyder came to a stop from 60 mph in a superb 102 feet -- the other Boxsters are likely to only take a few feet longer.

Driving Impressions

Thanks to its petite size, modest weight and midengine layout, the 2011 Porsche Boxster handles superbly, managing to feel glued to the road and light on its feet at the same time. Body roll is virtually nonexistent, and the variable-ratio steering is among the best systems on the market. It's all that and more when considering the sublime Boxster Spyder.

The base Boxster's 2.9-liter engine sounds glorious, and most roadster buyers will never feel wanting for power. Having said that, more thrust is never a bad thing and the 310-hp Boxster S will certainly not disappoint. Driving enthusiasts will still feel more of a connection with manual-equipped Boxsters, but the PDK transmission is a revelation, providing faultless automated-manual shifting performance for those who would rather not row their own gears. We're not particularly fond of the steering-wheel-mounted shift buttons, so the optional shift paddles are a must-have.
reference:usnews.rankingsandreviews.com,www.caranddriver.com,www.edmunds.com

 Specification image modification exterior interior price review 2013 Porsche Panamera Platinum Edition
welcome to Neonista.blogspot.com website that provides a variety of information about the latest cars in the world. and this time we will share information about the 2013 Porsche Panamera Platinum Edition, the following information

Porsche is offering a particularly exclusive and elegant version of the Panamera: the Platinum Edition. The elegant special edition Panamera, available as Panamera 4 and Panamera Diesel, stands out thanks to their subtle, independent design features in platinum silver metallic combined with expanded standard features and exclusive details.
 Delivering considerable benefits to the customer, many frequently requested extras are now coming as standard equipment with the Porsche Panamera Platinum Edition. These include the Bi-Xenon main headlights and front parking assist. The automatically dimming interior and exterior mirrors reduce glare from traffic behind you, and the 19-inch Panamera Turbo alloy wheels with the red, black and gold Porsche crest highlight the sporty elegance of the vehicle.


Exclusively for the Porsche Panamera Platinum Edition a part-leather interior package comes as standard, with a full leather package optionally available. Other highlights include the standard sport design steering wheel and the distinctive Porsche crest on the front and rear headrests as well as the insignia “Platinum Edition” on the front door trim strips.

In addition, Power Steering Plus as well as front seat heating come as standard. The standard Porsche Communication Management (PCM) with navigation module keeps Platinum Edition drivers on track. With a high-resolution 7-inch TFT touchscreen and eleven loudspeakers with a combined output of 235 watts, the Porsche Communication Management with built-in navigation unit not only gives assistance with dynamic route guidance, but also ensures optimal audio sound in the vehicle.

The price for the Porsche Panamera Platinum Edition in Germany is EUR 79,707 including VAT, the diesel version costs EUR 82,206 and the Panamera 4 Platinum Edition retails for EUR 87,323. The base M.S.R.P for the Porsche Panamera Platinum Edition in the USA will be $80,500. The Panamera 4 Platinum Edition will have a base M.S.R.P of $84,600. Prices do not include the $975 destination charge.

such information from us about the 2013 Porsche Panamera Platinum Edition may be useful for you. and if you want to look for your new car references, please visit this website again. thank you.   

 Specification image modification exterior interior price review 2013 Porsche Cayenne Turbo S

welcome to Neonista.blogspot.com website that provides a variety of information about the latest cars in the world. and this time we will share information about the 2013 Porsche Cayenne Turbo S, the following information

The new Porsche Cayenne Turbo S has an extra 50 hp of power compared to the Cayenne Turbo, as well as a torque boosted from 700 Nm to 750 Newton metres, and it converts them into faster acceleration and a higher top speed. The sprint from zero to 100 km/h takes just 4.5 seconds (-0.2 seconds), and the SUV accelerates to a top speed of 283 km/h (+ 5 km/h).
 The standard 21-inch 911 Turbo II wheels with coloured Porsche badges were exclusively designed for the Cayenne Turbo S; their inside surfaces are painted in high-gloss black. Inside, The interior features are available in black/carrera red or black/luxor beige colour combinations. The bi-colour leather packages that are reserved for the new top model were extended by adding decorative seams in the contrasting colours carrera red and luxor beige. The Carbon interior package complements the leather features and highlights the sophistication of vehicle and materials.

In Germany, the Porsche Cayenne Turbo S is priced at 151,702 euros including VAT and deliveries begin in January 2013.

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Specifications prices Modifications and Image 2011 Porsche 911
Here are the first decent spy shots we’ve seen of the 2011 Porsche 911 in something resembling its own metal; it’s the car which Porschephiles call the 998, although it's actually being referred to internally as the 991. Clearly, this prototype wears the expected placeholder front lighting elements—these ones cribbed from a pre-face-lift version of the current 997-gen Carrera—bulging from tacked-on front fender extensions that conceal a flatter, Panamera-like nose. The roofline and doors appear very close in design to the current model—no surprise there—but the rear fenders of this car conceal a vastly wider track than the current 911, leading us to believe that this car could be an all-wheel-drive 4 or 4S model.

INTERIOR
Build quality is exceptional in the 2011 Porsche 911. Even those surfaces not swathed in soft hide are made with material that's pretty consistent with the cow-sourced stuff. Other material highlights include a standard Alcantara headliner and deep carpet that extends up onto the doors, eliminating the possibility of scuffing any sort of lower door plastic.

As far as interior space goes, it doesn't get much better in the sports car realm. Sure, the 2+2 rear seats are mostly useless, but when folded, they provide a large cargo space that complements the frunk (front trunk). Up front, the supportive bucket seats do a great job of holding both driver and passenger in place while cornering.

Roomy footwells and a tilt-and-telescoping steering wheel mean the 911 can accommodate drivers of nearly all sizes. Interior controls are relatively simple to operate, and items like navigation, Bluetooth, the iPod interface and ventilated seats help make this sports car a viable daily driver.
EXTERIOR
With its signature sloping rear, the 911 has always needed all the aero help it can get. Thus, the appendage on this prototype’s back end, which appears to be sprouting the grille of a Kenworth, is in fact merely shrouding the latest iteration of the deployable rear spoiler that has helped keep the rear end of every standard Carrera since 1990 on the ground at triple-digit speeds. New, however, is the roof-mounted spoiler that deploys from the leading edge of the rear window. Front active spoilers are also said to be in the works, which this car’s odd, droopy lower front air dam and hash-style flaps on the fascia must be intended to impersonate.

But Porsche may think that even those measures are not enough, and rumors have swirled about how Porsche plans to make this one slip through the wind even better. Some suggest that Porsche may use active vents that open and close in order to stabilize the car in corners, and others claims that the 911 could be the first car to do away with side mirrors in favor of some other rear vision devices. Indeed, could cameras—not parking sensors—be peering through those small dimples in the corners of the rear bumper.
 ENGINE
Porsche set the stage for the RS 4.0 as nothing less than an all-out performance machine, noting that it packs the largest displacement engine ever to come in a factory-baked 911. As the name suggests, that engine is a 4.0-liter version of Porsche's flat-six, equipped with forged pistons, titanium connecting rods, and the same crankshaft as found in the GT3 RSR racer. The result is a solid 500 horsepower at 8250 rpm (and an eyebrow-raising 125 horses per liter), with 339 pound-feet of torque available at 5750 rpm and a power-to-weight ratio of 5.99 lbs/hp.

The car is, natürlich, fitted only with a six-speed manual transmission, which has gear ratios specifically designed for track work. Porsche says the car can hit 60 mph in 3.8 seconds and 124 mph in 12.0 seconds, with a maximum velocity of 193 mph. Of course, those are the exact same benchmarks as Porsche specifies for the standard GT3 RS, which offers 450 horsepower from its 3.8-liter flat-six. That means the 4.0's quoted times may be on the conservative side, but we'll have to wait until we're offered some track time with a RS 4.0 to know for certain.

Straight-line blasts aside, the car should be just as competent on the track as its GT3 RS progenitor. Porsche says the RS 4.0 reportedly lapped Germany's famed Nürburgring in 7:27, a time that will no doubt light up Internet forums for the next six months (look out, Nissan GT-R). The rapid time was facilitated in part by a low curb weight of 2998 pounds, 22 fewer than the GT3 RS. Dietary measures include carbon-fiber front fenders and front trunk lid, lighter carpeting, and carbon-fiber bucket seats. The large rear wing and front "dive plane" aerodynamic add-ons keep the car stuck to the road at speed, conspiring for a claimed 426 pounds of downforce at 193 mph.
SAFETY
Every 2011 Porsche 911 comes with antilock ventilated disc brakes, stability control and front, side and side curtain airbags. In Edmunds brake testing, the Carrera 4 and the Turbo came to a stop from 60 mph in 104 feet. The GT3 stopped in 99 feet. Given this excellent performance, you'd only need the available ceramic composite brakes if you frequent high-performance driving events.

Driving Impressions

For a car with an exaggerated rear weight bias, it's always impressive how beautifully composed this classically designed Porsche remains in corners. While 911s of yore earned a reputation for tricky at-the-limit handling, with the exception of the hard-core GT2 RS, those demons have long been exorcised -- especially when you get an AWD model. The 2011 Porsche 911 is all about composure and man-machine communication (that goes double for the phenomenal GT3), and it has a lightweight finesse to it that no bruising Nissan GT-R can match.

The PDK transmission is a welcome happy medium for those who desire the traffic-friendly nature of not having a clutch, yet still want the rapid shift performance of a traditional manual. However, we're not fans of the awkward shift buttons. These can be replaced with optional shift paddles on the Turbo, but sadly you can't get them on other models.
reference:www.caranddriver.com,www.automobilemag.com,www.edmunds.com

 Specification image modification exterior interior price review 2013 Porsche Cayman
welcome to Neonista.blogspot.com website that provides a variety of information about the latest cars in the world. and this time we will share information about the 2013 Porsche Cayman, the following information
 The next-generation 2013 Porsche Cayman is here and boy is she a beauty. The coupe made its official debut at the 2012 Los Angeles Auto Show and, as expected, it features a design almost identical to that of the 2013 Boxster. Although the design is similar, the 2013 Cayman comes equipped with a bit more power and a slightly higher price: a base Cayman will run you $53,550 USD while a Cayman S will carry a $64,750 USD.


At 4380mm long, 1801mm wide, 1295mm tall and riding on a 2475mm wheelbase, the new Porsche Cayman is 33mm longer and 9mm lower than the old model and has grown 60mm between the wheels. Despite its stretched stature, the new-generation Cayman is up to 30kg lighter than the model it replaces, depending on the specific model and equipment level.

Powering the entry-level Porsche Cayman is a mildly uprated version of the new Boxster’s 2.7-litre flat six-cylinder. The engine generates 202kW and 290Nm – up 7kW over the old car’s 2.9-litre motor but down 10Nm. The result is a six-speed manual model that is one-tenth quicker from 0-100km/h (now 5.7 seconds) and a PDK version that’s three-tenths sharper, stopping the clock at 5.4 seconds. The new Cayman PDK is 15 per cent more fuel efficient than the old model, consuming 7.7 litres per 100km on the combined cycle, while the manual is 13 per cent cleaner at 8.2L/100km.

 The 2013 Porsche Cayman is tuned to produce 275 hp and 213 lb-ft of torque from its 2.7-liter boxer-six, which is 10 hp and 7 lb-ft more than the Boxster. Next is the 3.4-liter six-cylinder in the Cayman S with an output of 325 hp and 272 lb-ft, a bump of 10 hp and 7 lb-ft compared to the Boxster S. Performance numbers include an estimated 0-60 mph time of 5.1 and 4.6 seconds for the base and S models respectively.source:caradvice.com.au,highsnobiety.com

such information from us about the 2013 Porsche Cayman may be useful for you. and if you want to look for your new car references, please visit this website again. thank you.