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Porsche 911 2019

Review of: Porsche 911 2019

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On 30.08.2020
Last modified:30.08.2020


Allem flache Haufen mit 13 und Escortherren.

Porsche 911 2019

Targa, , Porsche AG. Ebenso spektakulär trat Ende der neue Targa an. Wie der legendäre erste Targa von Porsche präsentiert neues Carrera Coupé und Carrera Cabriolet. ​ Zuwachs für den Elfer: Porsche erweitert mit dem Carrera das. Die nunmehr achte Generation des Porsche folgt im Design der Tradition ihrer Vorgänger würzt das Vertraute aber mit neuen Elementen.

Porsche 911 2019 Neuer Porsche 911 dynamischer denn je

Neues Infotainment, "Wet Mode" und PS im Carrera S: Beim neuen Porsche liegt das Augenmerk auf modernster Technik. Alle Infos! Die Modelle Carrera S und S4 des Porsche () gibt es ab Frühjahr auch mit Handschaltung. Das sind die Preise! Der neue Porsche mit der aktuellen Bezeichnung ist bereits bestellbar aber er ist nicht gerade günstig. Der Carrera S kostet Am Tag vor der L.A. Auto Show enthüllt Porsche den neuen Carrera Der wird breiter, schneller, digitaler und kriegt seltsame. Der Porsche ist die achte Generation des Porsche Inhaltsverzeichnis. 1 Geschichte; 2 kW ( PS) Nennleistung angeboten. Im Juli folgte der Carrera mit dem gleichen Motor, aber weniger Nennleistung ( kW/ PS). Targa, , Porsche AG. Ebenso spektakulär trat Ende der neue Targa an. Wie der legendäre erste Targa von Porsche präsentiert neues Carrera Coupé und Carrera Cabriolet. ​ Zuwachs für den Elfer: Porsche erweitert mit dem Carrera das.

Porsche 911 2019

Am Tag vor der L.A. Auto Show enthüllt Porsche den neuen Carrera Der wird breiter, schneller, digitaler und kriegt seltsame. Neues Infotainment, "Wet Mode" und PS im Carrera S: Beim neuen Porsche liegt das Augenmerk auf modernster Technik. Alle Infos! Porsche präsentiert neues Carrera Coupé und Carrera Cabriolet. ​ Zuwachs für den Elfer: Porsche erweitert mit dem Carrera das.

Porsche 911 2019 Porsche 911 Expert Review Video

2019 PORSCHE 911 CARRERA 4S 992 REVIEW POV Test Drive on AUTOBAHN \u0026 ROAD by AutoTopNL

The Carrera RSR 3. This, and the earlier , was Porsche's commitment to turbocharger applications in its cars.

There is a common misconception that all 's built between thru are G-series. In fact the G-series was only produced for the model year.

It was followed by the H, J, K, and so on. The model year brought many significant changes to the to meet legislative requirements around the world for both impact safety and emissions.

Second, new impact bumpers conformed with low-speed protection requirements of US regulations. Thirdly, the use of K-Jetronic CIS Bosch fuel injection in two of the three models in the line up— the and S models, retaining the narrow rear arches of the old 2.

The engine remained a K-Jetronic 2. The S 2. The Carrera 2. These Carrera 2. The initial Carrera 2.

For the model year, the Carrera 2. In the North American markets the ducktail was standard equipment for the Carrera.

All other markets the ducktail was optional, except for the home German market where the ducktail had been outlawed by the TÜV road homologation department.

This led to the introduction of the whale tail rear spoiler, available as an option on the Carrera 2. For the model year, the E was produced for the U.

This was 4-cylinder version of the in the same manner as the that had last been produced in It used the I-series chassis powered by the Volkswagen 2.

The E was replaced by the front-engine Porsche for the model year. For the model year, Porsche introduced the Carrera 3.

It was available in all markets except North America. The Carrera 3. The crankcase and gearbox housing were made of aluminium rather than magnesium for improved reliability.

The new engine, which featured bigger intake and exhaust valves, produced greater torque allowing the Carrera 3. Production totals were 3, manual cars and 58 Sportomatic cars.

For the model year, Porsche introduced the first production turbocharged Although called the Turbo being its internal type number in Europe, it was marketed as the Turbo Carrera in North America.

They were initially fitted with a 3. Production of the first units qualified the for FIA Group 4 competition. With the racing version called the Porsche of participating at the 24 Hours of Le Mans and other races including battles with the BMW 3.

Private teams went on to win many races, like Le Mans in , and continued to compete successfully with the car well into the s until the FIA and IMSA rules were changed.

For the model year, Porsche revised the with a larger 3. To fit the intercooler a newly designed "tea-tray" tail spoiler replaced the earlier whale tail spoiler.

Porsche dropped the "Carrera" nomenclature for the North American markets and the car was simply called the Porsche Turbo worldwide.

The larger engine helped reduce some of the turbo lag inherent in the earlier models. In , a 5-speed manual transmission became available for the The was replaced in with the turbo featuring the same 3.

There have been turbocharged variants of each subsequent generation of since then. In , Porsche introduced the new version of the , called the 'SC'.

Porsche reintroduced the SC designation for the first time since the SC as distinguished from the race engined Carrera. There was no Carrera version of the SC.

The "SC" stands for "Super Carrera". It featured a 3. The move to an aluminum engine was to regain case reliability, something missing for many years with magnesium.

In a Cabriolet concept car was introduced at the Frankfurt Motor Show. The convertible body design also featured four-wheel drive , although this was dropped in the production version.

The first Cabriolet debuted in late , as a model. This was Porsche's first cabriolet since the of the mids. A total of 4, were sold in its introductory year, despite its premium price relative to the open-top targa.

In , Porsche had made plans to replace the with their new company flagship. Sales of the remained so strong however, that Porsche revised its strategy and decided to inject new life into the editions.

Peter W. The decision to keep the in the product line occurred one afternoon in the office of Dr. I noticed a chart on the wall of Professor Bott's office.

It depicted the ongoing development schedules for the three primary Porsche product lines: , and Two of them stretched far into the future, but the program stopped at the end of I remember rising from my chair, walking over to the chart, taking a black marker pen, and extending the program bar clean off the chart.

The Porsche , the company icon, had been saved, and I believe the company was saved with it. The replacement for the SC series came in as the 3.

This was the last iteration in the original series, with all subsequent models featuring new body styling and new brake, electronic, and suspension technologies.

A new higher-displacement engine, a 3. In addition, higher domed pistons increased the compression ratio from 9. New inlet manifold and exhaust systems were fitted.

The transmission was carried over from the SC series for the first three model years. In , the Carrera got a new five-speed gearbox sourced from Getrag , model number G50 with proven BorgWarner synchronizers.

This slightly heavier version also featured a hydraulically operated clutch. The brake discs were increased in size to aid in more effective heat dissipation and improved oil-fed chain tensioners were fitted to the engine.

To improve oil cooling, a finned cooler replaced the serpentine lines in the front passenger fender well. This was further improved in , with the addition of a thermostatically controlled fan.

Driving refinement and motor reliability were improved with an upgrade of the fuel and ignition control components to an L-Jetronic with Bosch Motronics 2 DME Digital Motor Electronics system.

An improvement in fuel-efficiency was due to the DME providing a petrol cut-off on the overrun. The Carrera is almost indistinguishable from the SC with the external clue being the front fog lights that were integrated into the front valance.

Only cosmetic changes were made during the production of the Carrera, with a redesigned dashboard featuring larger air conditioning vents appearing in In , Porsche also introduced the M option.

Officially called the Supersport in the UK, it was commonly known as the "Turbo-look". It featured the stiffer suspension shared with the turbo and the superior turbo braking system as well as the wider turbo wheels.

Sales of the Supersport were high for its first two years in the United States because the desirable was not available.

From to September , Porsche decided to produced units for their customers that wanted a track inspired road car, The Carrera Club Sport CS option M , is a reduced weight version of the standard Carrera purposely built for club racing, it gained engine and suspension modifications.

With the exception of CS cars delivered to the UK, all are identifiable by the "CS Club Sport" decal on the left front fender and came in a variety of colors, some special ordered.

Some U. CS cars did not have the decal installed by the dealer; however, all have a "SP" stamp on the crankcase and cylinder head.

Although the CS was well received by the club racers, because it cost more than the standard , but had fewer comfort features. In , Porsche produced examples of the CE or Commemorative Edition Carrera in coupe, targa and cabriolet variants to mark the production of the ,th Distinguishing features include special diamond blue metallic paint with color-matched Fuchs wheels, front and rear spoilers, and interior carpets and leather.

These cars also featured Dr. Ferdinand Porsche's signature embroidered on the seats in the headrest area. Of the examples produced, only were imported to the US coupes, cabrios and 80 Targas , were sold in Germany, 50 went to the UK, and the remainder to other countries.

For , Porsche produced the 25th Anniversary Special Edition model to mark the 25th year of production. The Porsche brochure lists production of U.

All had "silk grey" leather with black accent piping and silk grey velour carpeting. Included were body color Fuchs wheels in 6x16 front and 8x16 rear , stitched leather console with an outside temperature gauge and a CD or cassette holder, a limited slip differential, and a short shifting gear lever, as well as small bronze "25th Anniversary Special Edition" badges.

The Speedster option M , a low-roof version of the Cabriolet which was evocative of the Speedster of the s, was produced in limited numbers 2, units starting in January until July as both a narrow body car and a Turbo-look.

The narrow version production was units. It was a two-seat convertible that featured a low swept windshield. Total production of the 3. According to the manufacturer in , an estimate of around , of the cars from the model years to are still on the road at that date.

For the underwent a major evolution with the introduction of the Type With technologies from the flagship model, this would be an important car for Porsche, since the world economy was undergoing recession and the company could not rely on its image alone.

It was launched as the Carrera 4, the "4" indicating four-wheel-drive , demonstrating the company's commitment to engineering. Drag coefficient was down to 0.

A rear spoiler deployed at high speed, preserving the purity of design when the vehicle was at rest. The chassis was redesigned overall. Coil springs, ABS brakes and power steering made their debut.

The rear-wheel-drive version, the Carrera 2, arrived a year later. The incarnation of the Turbo returned in after an absence from the price lists.

At first it used a refined version of the 3. In , Porsche introduced the ahead-of-its-time Tiptronic automatic transmission in the Carrera 2, featuring adaptive electronic management and full manual control.

The was one of the first cars in the world offered with dual airbags standard from , the first being the Turbo from In , appeals from American customers resulted in Porsche developing the RS America of which units were built.

In , the RS America returned with rear seats. A total of 84 RS America cars were made in The RS 3. The interior was more basic than a standard as well; for example the interior door panels lacked the armrests and door pockets and had a simple pull strap for the opening mechanism.

In Porsche introduced a Turbocharged version of the series. This car is sometimes mistakenly called this type number actually referred to a stillborn project that would have been a hi-tech turbocharged car in the vein of the For the through model years, Porsche produced the Turbo with the 's proven 3.

With the on the way, this car was produced through and remains rather rare. The was again revised for model year under the internal name Type This car was significant as it was the final incarnation of the air-cooled first introduced in Most enthusiasts and collectors consider the to be the best of the air-cooled series.

The exterior featured all-new front and rear ends. The revised bodywork was smoother, having a noticeably more aerodynamic front end somewhat reminiscent of the Styling was by Englishman Tony Hatter under the supervision of design chief Harm Lagaay and was completed in Along with the revised bodywork, mechanically the also featured an all-new multilink rear suspension that improved the car's ride and handling.

This rear suspension was largely derived from the stillborn Porsche 's rear multilink design, and served to rectify the problems with earlier models' tendency to oversteer if the throttle or brakes were applied mid-corner.

These modifications also reduced previous 's lift-off oversteer problems to a much more moderate degree. The new suspension, along with chassis refinements, enabled the car to keep up dynamically with the competition.

Engine capacity remained at 3. The was the first Porsche to debut variable-length intake runners with the "Varioram" system on models.

This addressed the inherent compromise between high-rpm power production and low-rpm torque production, and was one of the first of its kind to be employed on production vehicles.

Meanwhile, a new four-wheel-drive system was introduced as an option in the form of the Carrera 4, the rear-wheel-drive versions simply being called Carrera or C2.

A lightweight RS variant had a 3. The Targa open-topped model also made a return, this time with a large glass roof that slid under the rear window.

The expensive air-cooled Targa had a limited production run between and As an investment, the and Carrera S version has proven the most desirable apart from even rarer models such as the RS and Turbo S.

They command a hefty premium in today's market and the very best example wide body cars can be priced more than the higher mileage Turbos. A Turbocharged version of the was launched in and became the first standard production Porsche with twin turbochargers and the first Turbo to be equipped with permanent all-wheel-drive the homologated GT2 version based on the Turbo retained RWD.

The similarity in specification and in performance levels inspired several comparison road tests with the The differences were striking - the had a much smaller engine, sequential turbocharging and a computer controlled all wheel drive system.

The turbo had parallel turbochargers, 3. The turbo was only produced in and model years. The main difference was that the ECU in the model year could not be flashed for an upgrade, while the could.

Additionally, the year had Porsche crested centre caps on the wheels, while the had turbo inscribed. Another difference is the motion sensor and map lights above the interior rear view mirror on the while the had no such devices.

In , Porsche introduced a limited run of units of the Sport version of the turbo dubbed the turbo S. Aside from an upgraded ECU mapping, a centre oil cooler behind the centre air intake at the front bumper was added.

Changing to a water-cooled engine was controversial with Porsche traditionalists, who noted this as the end of the 'true' The styling shared its front end with Porsche's mid engine entry-level Boxster.

Pinky Lai's work on the exterior won international design awards between and The Carrera variant had a 0.

The interior was criticized for its plainness and its lack of relationship to prior interiors, although this came largely from owners of older s.

The Turbo, which was four-wheel-drive and had a twin-turbocharged engine, often made appearances in magazines' lists of the best cars on sale.

The Carrera and Carrera 4 underwent revisions for model year, receiving clear lens front and rear indicator lights which were first seen on the Turbo version two years earlier.

This allowed the to be more distinguishable from the Boxster. A mildly revised front fascia was also introduced, though the basic architecture remained.

Engine displacement was 3. The displacement was increased in to 3. The folding roof mechanism on the convertible variants required 19 seconds for operation.

But in the GT2, it's not. We got to accelerate now. But as we get up to , I'll back off. And we talk about steering at high speed-- this wheel is very light.

And that initially seems a little off-putting, because you expect there to be a little bit more resistance when you turn the wheel so you can be very controlled on your inputs, but it actually does that because it's lightness allows you to maintain a very soft grip on the wheel, and you don't have to exert a lot of force to turn it.

You can keep your hands rested nicely at the correct position, have your thumbs doing the work, but you don't need to crunch your biceps to show off how manly you are driving your horsepower Porsche's made a big effort in lightening the car, removing mass from the car where possible.

That's because this twin-turbo 6 cylinder is heavier than the GT3 RS, and of course it is. It's a twin-turbo vehicle with a bunch of heat exchangers and stuff to account for that.

But this has a noticeably different character than the GT3 RS, in that it feels heavier in the rear. And I don't know how much of that is perception because I know it's heavier, or that's just because of the way it drives.

The GT3 has more balance with a poor finesse. This is a brute because of that power. And now let's talk about this engine.

That's what helps keep this thing producing power. It's producing a ton of power, but it comes in relatively tractably.

It's easy to modulate with the gas pedal. It's not a sudden, all at once. It delivers power linearly and in a way that's easy to control.

It's still a ton of power, so when you get down to some of the slower speed corners and you're downshifting into third gear, like we are now-- it's going to go down to second-- you can give it too much power, give it too much gas, and get a little power on oversteer because obviously, you would.

It surprised me at first, because I was driving this like a normal And I was like, oh, a little bit of power oversteer.

But that's because it has horsepower. Of course it's going to power oversteer. That said, you still have traction.

You just need to control the throttle with some restraint and respect. And that's easy to do. Just keep the wheel straight before you fully wood it.

Very simple. High horsepower basics , right? But the power really comes into form when you start entering the higher gears. It's when you enter fifth gear that the power becomes truly awesome, because it still maintains that acceleration that you would get in second or third gear, only you're going or miles-an-hour.

It's awesome. And when you're going up on a hill later on this track, when you roll onto that gas pedal, you just feel this other-worldly shove that keeps you going up the hill.

It's just fantastic. It is a firm car, no doubt-- heavy, stiff spring rates. But it maintains a really drivable balance. We just crested there, and I'm talking to you, the viewer.

The power is there. The steering has finesse, but so, too, does the braking. When you dig into the pedal, you feel an immediate sense of confidence and control over your braking zone.

You know exactly when and where you're going to stop. And when you're going miles-an-hour, that's an important attribute to have.

This is an automatic only. It's Porsche's PDK dual-clutch system, but functionally, it's an automatic. I'm shifting manually right now because I'm not driving at pace.

I'm driving so I can talk to you. I've been driving all day with the transmission in drive and letting the sport configuration sort out the gear changes for me, and it's been doing a fantastic job.

It works very hard at making you go fast, and it's so smooth and so good at what it does, I can't imagine wanting to do it myself, if my goal is going fast.

Now if your goal is to have fun, you can still put it in manual and shift right here, and that feels very good. Now, complaints-- few and far between.

I got to say this does not sound as good as the GT3 RS. That 4 liter flat six just howls so beautifully on upshifts. It's very purposeful, but I wouldn't say it's pretty.

Also, these bucket seats do not do wonders on my back. I know that's a body type thing. But I feel like at 5' 10" and about , pounds, I feel like I should be more comfortable in these seats than I actually am.

What you got to get used to at operating at these speeds is how a vehicle moves around, how it kind of sluice on its tires, the noise, the ferocity of everything, and the speed that you can get going.

The way this thing changes directions-- it does it so smoothly that it kind of sucks you in. And then you look down at the speedometer and you go, whoa, I'm going really fast.

But it just feels so good in the process. Oh, like these Ss. That's just lovely. Oh, man. That's been a few laps in the GT2 RS.

My opinion? It's a wonderful car. Absolutely wonderful. It's staggeringly fast and really, really capable-- far, far more so than my abilities.

I feel like the pace that I was driving at was pretty much the limit of where I'm comfortable, and this car could do so much more in the hands of someone more talented.

It's really a weapon for speed, absolutely. We could go on and on about how the GT2 RS is special for its extreme speed, exclusivity, and price.

But for me, it's special because despite these traits, the GT2 RS remains entirely drivable, and satisfyingly so.

Even though it has the traction, the hardware, and the downforce, it's ultimately the driver's responsibility to match the car's capability with control over their own impulses.

It leaves it up to you, the driver, to manage that absurd power from corner to corner, and that's what driving satisfaction is all about.

Thanks to its smaller size and mid-engine layout, the Cayman is a more nimble-handling sports car. It's also considerably less expensive than the But the is more powerful and has the practical advantage of rear seats.

Porsche also offers a lot more customization options on the as well as a lot more variants. Porsche's standard Carrera is more expensive and has less interior volume than the M4, but it accelerates quicker to 60 mph and is lighter.

The also benefits from a longer options list that buyers can use to customize to their hearts' desire.

Some, however, may prefer the more upright, sedan-based ergonomics of the M4. While there is more of a gap between base versions, performance between these two models is like splitting hairs.

The Corvette may win out on the price equation, but the offers more customization. The also has a ride quality that's more suited for daily usage or highway touring.

You can also get it in all-wheel-drive for all-weather driving. Read Edmunds' long-term road test of the Chevrolet Corvette.

You can, with little effort, divide the world's most powerful and exclusive cars into two groups. The first prioritizes the theatrics of speed, like pretty sounds and startup sequences that require flipping a safety lever to thumb the ignition.

The second group is all about function. If you don't have your Porsche decoder ring handy, RS stands for rennsport , or racing. Take, for example, the already wicked GT3 RS.

The GT2 RS? That makes the GT2 RS the most powerful ever. There we'd drive the very GT2 RS that had just set a new production car lap record at the track.

The GT2's exterior is a study in air management. It's less pretty but more functional. Its array of enlarged vents, scoops and ducts feed air to brakes and heat exchangers.

The front splitter and adjustable rear wing sacrifice top speed and acceleration to improve cornering speed.

But, when you've got so much power to work with, why not? Porsche still claims mph in 2. Top speed? Settle in the carbon-fiber bucket seats and you won't find much in the way of adjustment or comfort.

There is just electric height and manual sliding. Porsche does make way power-adjusting seats optional, however. The interior layout is similar to that of lesser s.

Even the seven-speed PDK transmission's shifter looks normal. Then you notice small details that signal the weight-savings effort, such as carbon-fiber shift paddles and fabric door pulls instead of levers.

There's less sound deadening throughout as well, but that's something your ears pick up on after twisting the key to the left of the steering wheel and firing up the flat-six engine sitting behind you.

You'd expect the sheer thrust being routed to the rear wheels to stand out first on these initial exploratory laps, but it's actually the steering.

The wheel is light and quick, which at first seems odd. The lightness means you don't have to muscle the wheel, enabling smooth and controlled steering adjustments instead.

There's minimal kickback, too, so bumping a curb on apex here and there doesn't come with an unwanted steering input.

And because you aren't muscling the wheel to keep it straight, there's a significant reduction in driver fatigue. That's a good thing considering the g-forces this car throws at you, which are enough to make your neck sore the following day.

At idle, the twin-turbo 3. Start testing your bravery on the gas pedal and you're rewarded with an otherworldly shove.

The seriousness of hp sets in when you shift into fifth gear at full throttle and find that the sense of acceleration is the same as if you were still in second.

Only the speedometer is rapidly approaching mph, and there's a big downhill braking zone ahead. Though the GT2 RS' thrust is immense, it's delivered in a deceivingly smooth rush to the 7, rpm redline.

You get used to it and trust that the rear tires will accept even more power exiting high-speed turns. But then in the low-speed, second-gear corner leading out to the back straight, the GT2 RS surprises you with power-on oversteer that twists the car sideways.

Afterward you think, "Oh duh, hp. You'll appreciate the 's traction and stability control systems. Their intervention is seldom noticeable until a slide gets big; a blinking light on the dash is an occasional reminder of their existence.

It's also an eye-opening one when it blinks on the approach to mph over a crest. It's not that the GT2 is traction limited. It's most noticeable during the big braking zones when the carbon-ceramic brakes six-piston calipers and The brakes and tires do it again and again with zero complaints.

The joy of driving the GT2 RS is that it's up to you, the driver, to mete out its absurd power from corner to corner.

Even though it has a bunch of enhancements, including the electronically controlled locking differential, brake-actuated torque vectoring, rear-axle steering, and extra downforce, the driver has to match the RS' capability and keep his or her own impulses in check.

Wielding this kind of control is what makes it so satisfying to drive. It's special enough that when a cargo ship ferrying four new examples caught fire off the coast of France and sunk in March , Porsche announced it would build replacements for the customers.

There will be just 1, in existence after Porsche is done. Each one is sold. The GT2 RS also serves as the swan song of the Porsche 's generation that ends production in the model year.

Considering the performance and satisfaction it provides, it's maybe less of a swan song and more of a victory lap.

So maybe the GT2 RS has some theater after all. The least-expensive Porsche is the Porsche Carrera 2dr Coupe 3. The Porsche is available in a dizzying variety of configurations that range from truly quick to super fast and blindingly speedy.

Interestingly, all s — with two spectacular exceptions — are turbocharged. That's right, even the base , the regular old Carrera, has two turbochargers heaving air into its horizontally opposed six-cylinder engine.

And, yes, that engine is still hanging off the back of the where physics says it shouldn't be, and yet Porsche's engineers make it work brilliantly anyhow.

Introduced in , the engine in the Carrera, Targa and Cabriolet is still a six-cylinder, but the displacement is now 3. And it gets better fuel mileage.

Move up to the Carrera S model with its larger turbos and advanced exhaust system, and the output of the 3.

An distinctive feature of all models: the four-point daytime running lights and low beam, and the seamless light strip at the rear. The LED headlights with matrix design use high beam assist to automatically turn off high beam when there is oncoming traffic and reduce glare.

The electronic cornering lights illuminate the curves optimally by switching individual LEDs on or off.

A rare luxury these days: being able to concentrate exclusively on what's directly in front of you. The open road. Or the next corner. The provides you with support in the form of multiple assistance systems which allow you to remain truly in the moment.

Thanks to high-precision navigation data, Porsche InnoDrive identifies speed limits and road gradients such as slopes or curve radii on your route, before you reach them.

And adapts the gear change strategy and speed. For intelligent driving and a clear efficiency advantage. The driver must monitor driving style at all times and intervene in cases of doubt.

The system can be overridden at any time by use of the brake or accelerator pedal. The system adapts the speed of your depending on the distance to vehicle in front of you.

If you approach another vehicle that is travelling slower than your selected cruising speed, the system slows the engine or gently applies the brakes.

Even down to a halt. As soon as the road ahead clears, your will accelerate back up to the cruising speed originally set. Lane Keep Assist eases the burden on you by providing steering assistance, helping to keep the vehicle in lane.

The cornering notification displays an arrowed direction warning on the instrument cluster, alerting you to tight corners. Long before you reach them.

Night Vision Assist uses an infrared camera to detect pedestrians and large wildlife before they are illuminated by the headlights.

A thermal image in the instrument cluster warns the driver. The chassis control systems and the responsiveness of the drivetrain will then be adapted to the circumstances.

Limited to units. This reinterprets the design elements of the 50s and early 60s, and combines these with the latest sports car technology of the Targa 4S.

Exclusive color for a Cherry Metallic. Intense and high-quality, it works in perfect harmony with the silver-colored Targa bar and the gold-colored logos.

Individual signatures are unique — and sometimes worth their weight in gold. Like the Targa logo and the gold-colored logos on the rear, which are not only a tribute to past times but also defining features.

The Porsche Crest is proudly presented on the hood, the sport steering wheel, the key and the wheel center caps of the Targa 4S Heritage Design Edition.

A quality seal which, as a new edition, adorns the rear grille slats once again: the Heritage Design plaque. It was awarded in the 50s for excellent engine performance.

A big number? Porsche was from the beginning. Choose from two different color combinations. The material of dreams of the past is revived in the interior: elegant corduroy in Atacama Beige graces the door center panels and the seat centers — invoking the spirit and the fashion of the 50s.

One of a select few: the plaque on the dashboard trim is a reference to the limited number of units — and to the new Targa 4S Heritage Design Edition : the Icon of Cool.

Almost like going back in time: the instrument cluster featuring two high-resolution 7-inch displays and an analog tachometer, classically styled with a needle.

With white needles and increment markings — for maximum contrast. And with green numbers — as a tribute to the legendary Porsche A piece of Porsche history to touch.

Exclusive ly for the vehicle owners. Limited to pieces. Go to the configurator. At Porsche Exclusive Manufaktur, we offer you a range of personalization options for the exterior and interior of your car.

For your own very personal vehicle. Contact an authorized Porsche dealer, request the information material or register for exclusive Porsche news.

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Build Your Own. Excludes options; taxes; title; registration; delivery, processing and handling fee; dealer charges.

Dealer sets actual selling price. Timeless design. A timeless design, a contemporary interpretation. The unmistakable silhouette of the is characterized by its iconic flyline.

It has barely changed since , and has shaped the DNA of all Porsche models. Including, of course, the Cabriolet and Targa models.

Explore design. A clear line. Unmistakable: in , F. Porsche achieved great success with the silhouette. With clear lines and the unity of form and function.

Over 50 years later, the world knows many sports cars. But only one The Coupe version of the embodies Porsche DNA in its purest form: the long, flat hood, the steeply inclined windshield and the roof line that slopes gently down towards the rear, already characterized the original The open-top variant of the has always been characterized by a heightened feeling of freedom and plenty of fresh air.

When closed, the Cabriolet has the elegant silhouette of the Coupe models — thanks to its fully automatic fabric roof.

With its characteristic roll-over bar and innovative roof concept, the Targa is a timeless classic. And at the same time it is an open-top variant of the with the comfort and safety of an enclosed car.

The exterior in detail. Design DNA. Light strip. Targa bar. Front headlights. Door handles. Tradition meets innovation: the interior. Progressive technology.

The interior in detail. Sports car ergonomics. Porsche Advanced Cockpit. Instrument cluster. Next chapter.

Contact us Recall Information Do not sell my personal information. Coupe Cabriolet Targa. Sports car performance.

Powerful twin-turbo six-cylinder horizontally opposed engine in the rear. Explore performance. Built for the road that never ends.

Every has the same fundamental aim: driving. As sportily as possible. For the , this means increased engine output, sporty chassis design and larger brakes and wheels.

Twin-turbo six-cylinder horizontally opposed engine. The engine of the models has a twin-turbo configuration.

Its stand-out qualities: exceptional power across the speed range, extraordinarily direct responsiveness and a wide torque plateau, even at low speeds.

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Porsche 911 2019 - Navigationsmenü

Ford Mustang Mach-E: Lesertest. Der Carrera 4S ist ab Porsche versus im direkten Vergleich. Und deshalb klopfen wir jedes neue Modell ab, ob es noch als Traumgenerator taugt. Klar, dass die Sportwagen-Ikone recht wertstabil ist. Auto-Katalog Meistgesuchte Marken. Und es scheint, Der Tödliche Schwarm Stream gäbe es nichts, was diese Lage erschüttern könnte. Elektromechanische Servolenkung mit variabler Lenkübersetzung und Lenkimpuls. Mit einem auf Exemplare limitierten und exklusiv ausgestatteten Editionsmodell feierte Porsche im Jahr das Vampire Academy German Stream dritte Bremslicht haben die Designer in den Längsstreben des Kühllufteinlasses platziert. Porsche 911 2019

Porsche 911 2019 Timeless design. Video

2019 Porsche 911 Carrera S (992 / 450PS) NIGHT POV DRIVE ONBOARD (60FPS) The suspension ride height was lowered and tuned for responsiveness over compliance Pokemon Go Kamera Geht Nicht comfort. Panamera 4 E-Hybrid Executive. These Adrian Pasdar 2. All other components, particularly the crankshaft and valve train, were specially adapted or developed for the GT3. Unlike the GT3, the RS is built on the body and chassis of the Carrera 4 and Turbo, and accordingly has a wider rear track for better cornering characteristics on the track. The previous water-cooled turbo models and measured 3,cc. The was replaced in Rodrigo Amarante the turbo featuring the same 3.

Porsche 911 2019 More Porsche 911 options Video

2019 PORSCHE 911 CARRERA 4S 992 REVIEW POV Test Drive on AUTOBAHN \u0026 ROAD by AutoTopNL Dabei profitiert der Porschefahrer von den Daten anderer vernetzter Verkehrsteilnehmer und erhält Warnmeldungen über Unwetter, Staus sowie Unfallgefahren. GT Masters: Bella Bading. Zum Video! Galt die mitziehende Vorderachse vielen Feinfühlern doch eher als Last, denn als Unterstützung. Video Abspielen. Man kann das Angebot des Herolds allerdings annehmen und Drehmomentüberschuss in den Lastwechsel servieren.


3 Gedanken zu „Porsche 911 2019“

  1. Ich entschuldige mich, aber meiner Meinung nach irren Sie sich. Geben Sie wir werden es besprechen. Schreiben Sie mir in PM, wir werden reden.

  2. Entschuldigen Sie, was ich jetzt in die Diskussionen nicht teilnehmen kann - es gibt keine freie Zeit. Ich werde befreit werden - unbedingt werde ich die Meinung in dieser Frage aussprechen.

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