2004 Porsche 911
This 2004 review is representative of model years 1999 to 2004.
By Dan Jedlicka of MSN Autos
Turbocharged versions of Porsche's iconic 911 rear-engine model have been very special since they arrived for the 1976 model year, and the latest 911 Turbo is the best such 911 ever offered.
The $118,400 twin-turbocharged 911Turbo coupe has been joined for 2004 by a 911 Turbo Cabriolet convertible, which is the first turbocharged 911 drop-top in about 14 years.
The $128,200 Cabriolet has an automatic 3-piece top that opens in a Z-configuration and quickly folds down into a compartment behind the rear seat. The Turbo Cabriolet is a little heavier than the hardtop and has a body based on the new 911 Carrera 4S Cabriolet, with reinforcements to maintain a stiff structure without a fixed metal top.
I tested the 911 Turbo coupe, as the mechanically identical Cabriolet wasn't available yet.
The $68,600 911 Carrera coupe or $78,400 911 Carrera Cabriolet with their non-supercharged 315-horsepower version of Porsche's famous 6-cylinder engine are fast enough for most folks. They'll do 0-60 mph in approximately 5 to 5.7 seconds.
On the other hand, the 911 Turbo all-wheel-drive coupe (or convertible) is the ultimate 911. That is, unless you want to go half crazy and opt for the $191,700 911 GT2 coupe with its 477 horsepower version of the 911 engine with its horizontally opposed pistons.
Modified Race Engine
The 911 Turbo is good for 190 mph. Of course, it's got handling and braking to safely handle speeds most American drivers never experience.
Besides the added traction of all-wheel drive, this model has a sophisticated stability control system and feels very composed at all speeds.
The first all-wheel-drive 911 Turbo coupe arrived in America for 1996. Besides providing a traction advantage, it allowed lots of power to be efficiently placed on roads.
Putting aside the glamour of exotic cars such as the 911 Turbo, it's all about dollar figures and performance numbers when comparing that Porsche with rival sports cars from Ferrari, Maserati, Aston Martin and Lamborghini.
For example, you can get the 911 Turbo with 444 horsepower if you order an approximately $18,000 upgrade package with such things as modified turbochargers and exhaust system, besides a strengthened transmission.
Cars with the 911 Turbo's awesome performance once were temperamental. But this Porsche can be driven in town as if it were an economy car.
My test car had the standard, slick 6-speed manual gearbox. It works with a light clutch that has a long throw but a progressive action. If you feel lazy, you can start out in second gear and shift to fourth at 30 mph with no engine protest because of high engine torque.
Automatic Transmission Offered
Estimated fuel economy is poor in town. The 911 Turbo delivers 15 mpg in the city, and the highway figure is just 22 mpg. Some midsize sport-utility vehicles do just as well. That's because the 911 Turbo is very powerful and heavy at 3,388 pounds for a short-wheelbase car only 174.6 inches long.
Race Car Feel
The ride is firm but supple, although some serious road imperfections jar occupants. Also, the short 92.5-inch wheelbase causes the car to jerk up and down a little on wavy pavement.
The brake pedal is firm, and stopping power is awesome.
The interior is generally quiet. Noise from the smooth engine is muted, although the motor still drones a bit at highway speeds and the tires make noise on some road textures.
A large windshield and sloping hood provide a great view of the road ahead, but it calls for above-average agility to gracefully enter or leave this low-slung car. There's good space for two tall adults in the supportive front power bucket seats, but the small rear-seat area is for toddlers.
Small Cargo Area
The 911 Turbo has enough comfort and convenience equipment to help make it a good long-distance cruiser for those who travel light. Standard equipment includes an upscale Bose sound system, rain-sensing wipers and power outside mirrors. But the windows work slowly, and interior door handles are difficult to use quickly.
Porsche is big on tradition. So the ignition switch is to the left of the steering wheel, following Porsche race-car tradition. That location makes it awkward for right-handed people to use.
The engine compartment is so crowded you can only see a portion of the engine when you flip open its lid. Expect high repair costs if something goes wrong, although Porsche is known for durability.
If the price seems too high, consider the 911 Turbo a good long-term investment. This is one of those cars that are mighty hard to give up.