1999 Porsche 911 Review

Nothing lasts forever--although that didn't seem to be the case with the venerable Porsche 911 rear-engine sports cars.

The 911 looked as if it would retain its design forever after its 1965 U.S. debut. The car was updated as decades passed and became an icon. Porsche buyers wanted it basically left alone.

But the world changed a lot since the 911's introduction, so the 1999 model is the first new 911 in 34 years. It's bigger, smoother, faster and roomier, with better handling and greater solidity. It's also more comfortable and economical.

The new model has the essential feel of the old one. But styling isn't as sharp. The body retains the 911's classic profile but looks bulbous, resembling bodies of pre-911 Porsches such as the 356 model. But the old-fashioned rain gutters are gone, and the the 174-m.p.h. car has little unwanted aerodynamic lift.

The air-cooled engine had to be replaced with a liquid-cooled motor because of stricter emissions laws. And there really was little Porsche could do to further improve the basic design of the 911, which initially was shown at the 1963 Frankfurt, Germany, auto show when John F. Kennedy was president.

So prestigious Porsche really rolled up its sleeves to come up with the all-new 1999 Carrera coupe and Cabriolet convertible.

Porsches never have been cheap, so the new coupe costs $65,030 and the Cabriolet is $74,460. The 911 likely would cost more except it shares design, technological and engineering features with the $41,000 Porsche Boxster.

The Cabriolet's price includes an aluminum hardtop with a rear glass window. The soft top has a plastic rear window, which seems silly on such a costly car. But the top works beautifully. It goes down or up with the push of a button in 20 seconds and is concealed by a metal flap when lowered.

There's little wind buffeting at highway speeds when the top is down and roll hoops automatically pop up if the car senses that a rollover might occur.

Previous Porsche convertibles never looked quite right because they were topless versions of the coupe, which had a short wheelbase and air-cooling fan that prevented a folded top from being integrated into the body shape.

But open and closed versions of the new Porsche were simultaneously developed. The thick soft top fits so snugly and provides so much sound insulation that the aluminum top almost seems superfluous.

The new 911 is well-equipped. Standard are an automatic climate control system, leather seats, AM/FM/cassette audio system, sunroof or the power soft top, cruise control and power windows, locks and mirrors.

The classic Porsche engine design, with horizontally opposed pistons is retained, but horsepower has risen from 282 to 296 and the four-cam, 24-valve six-cylinder is more compact and fuel-efficient. Surprisingly, it sounds much like the old air-cooled motor.

The new 911 does 0-60 m.p.h. in about 5 seconds with the new six-speed manual transmission, which shifts crisply and works with a nifty clutch. There's so much torque that lazy drivers can easily start out in second gear. The optional, improved five-speed Tiptronic automatic transmission can be worked like a clutchless manual gearbox via steering wheel actuator buttons.

The docile 911 easily can be driven daily. Its all-independent suspension provides a supple ride and superb handling. Steering is fast and precise, with only a bit of the old 911 road kickback. And the car stops very quickly and surely, with an easily modulated pedal.

The new 911 remains small, although the wheelbase has grown by 3.2 inches to 92.6 inches and the body is noticeably longer and wider. The dashboard design finally is practical and there's more front-cabin room in the stylish interior. There are front and side air bags, and small storage areas in the doors replace the glove compartment.

The new model still is basically a two-seater; the rear jump seats are strictly for kids. But rear seatbacks can be flipped forward to get more cargo room; that's good, because the trunk is small.

In keeping with tradition, race-winning Porsche has kept the ignition switch on the left side of the steering wheel; that's where it was on race cars so a driver could start the car with his left hand and shift into gear with his right to make a faster start.

Despite all the changes, Porsche still respects tradition.