Porsche drivers who can afford it and want to route the new convertible version of Porsche 911 Turbo, which launched last fall as a 2008 model was to be seen. For curiosity or envy (or the indignation of those who see how they are enforced, here are some observations from a weekend driving.
In these turbo cabriolets, as in all its cars, Porsche has surrounded the luxury car aesthetics around a racing machine.
The interior feels more free and more robust than initially abundant. However, take a few minutes in the seat it clear that no detail of comfort and convenience has been omitted. Even the most banal accessory, cup holders, contempt older, however, sometimes secretly yearn to be included, send behind a slim-down secret panel in the dashboard.
Just cruising around town with the roof closed, the car is restrained and polite, even with six-speed manual transmission. A five-speed S available. Accessibility of controls? The comfort and adaptability of the seats and steering wheel? Choice between good and gossip? Of course it is all here.
The cabin is very quiet - living room, not in silence, while being close enough. But spacious.
The problem is not in the driver's side, and the way it should be, because these drivers are not cars, touring cars. But for a front passenger seat, the room is limited considerably.
This can cause a number of Porsche to move the unit under the passenger's feet to accommodate the convertible top. Or it may be that other technical stuff to use the space on the center tunnel. But whatever the reasons, a passenger would not be easy to sit here, say, a transcontinental trip.
On the other hand, is not that really what these cars for themselves, so it probably does not matter too small.
As for the rear seats, Porsche, who have little more than a joke. The new Turbo Cabriolet, which are even less than that, especially once the wind deflector is in place for open-air driving.
This makes the experience from top to bottom. At this point, everything changes awesome.
The negative impressions evaporate as the top folds gracefully into its storage space (and it is this or else will be done by car, with a maximum of 30 miles per hour.
The peace of the cab is still here, except for an ominous bass-baritone growl back. It may be that the exhaust pipe? Es Oh, Lord.
At highway speeds, the cabin remains quiet.
This is partly due to the wind deflector. Unlike many convertible sports today, this is not permanently installed, perhaps a nod to the purists who despise roadster as a funky accessory and insist on a full measure of tousled hair.
Instead, the lightweight plastic device folds into a carrying bag in the trunk forward. (Not much luggage you on this issue, of course, see transcontinental trip above.) Develop and install the deflector behind the front seats in seconds using a pair of clip list view pages and bending to the rear seat back storage room above farewell.
But peaceful open-air driving requires more than a wind deflector, and much of the credit goes to the aerodynamics of this car.
Porsche created a convertible top that has, with its air resistance is equal to its hardtop sibling. Among the possibilities, this is achieved a flame, the friction surface of the tissue is reduced.
With the top to bottom, of course, the drag coefficient is not as good, but still better than that of a typical roadster.
The proof is in the interstate. At 85 /h with windows, driver and passenger can talk in a normal voice. In fact, the most striking sound is not running wind, but the buzz and sewing slap of tires on the car ahead.
But the aerodynamics are just quiet. Its main function is the speed and agility, and a large proportion of respondents from the rear wing of the firm. In the new convertible, like the wing is raised to 75 mph, is a few inches taller than the coupe. This gives the convertible road-holding is equal to the output of the coupe.
Improved aerodynamics also helps with mileage, EPA-rated 15 mpg city and 24 on the road. (For a real driving test was the mileage.
To really full potential of this technology, the vehicle must be driven on a track, and it was not possible this weekend. But Porsche already has a function that provides a facsimile.
A seemingly innocent among the control button labeled Sport. Travel speeds on a difficult mountain road, a driver pushes that button and suddenly a quiet street car and becomes a civilized animal careers.
The slurry hardens, softens the throttle and the steering feels more responsive. In the euphoria of the G-forces, the tires of complaining, more turbo exhaust growl and road feel intimate, can a weekend adventure to entertain grandiose ideas of Hurley Haywood in Le Mans, even just for several minutes.
At the same time, the driver of the knowledge that Porsche team stability and traction control remain invisible and administration modulation of things, just more subtle than the sport is not compromised comforted.
With facts like these in the sight reassuring, it is hard to resist the temptation to let it out really. So what's it like when two turbochargers and a 3.6-liter flat-Slam of 6480 horses and 460 lb.-ft. of torque in a train of four-wheel drive (standard on the convertible, unlike its predecessor.
As the wave wheel on a jet plane as it begins its start, push hard in the passenger seat, except more. Because in about 10 seconds to travel this car over 100 mph, and the plane will have the opportunity to
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