European car's long-term fleet minus a Porsche is like a Swabian menu without Sptzle or Maultaschen (you know, that infamous giant ravioli of Stuttgart). It's like eating a warm, salty pretzel without washing it down with a cold Rotochsen Pils.
Some things are just meant to go together, and after having honed our appetites for the good life in a succession of Porsches (Boxster, Carrera 3.4, Boxster S), we just couldn't stand the thought that our menu of long-term cars would be absent one of the world's finest automotive marques.
Fortunately, we won't be going hungry this year, as Porsche Cars North America was kind enough (crazy enough?) to send over the latest example of its venerable moveable feast, the 911, for a year-long loan and assessment of its qualities and durability.
Porsche's newest version of the iconic 911 reminds us, in the most pleasing of ways, that it belongs to one of those singular model lines which retains close ties to traditional values yet still offers a thoroughly modern driving experience.
As is standard Porsche procedure, this newest 911 boasts improvements over its predecessor, led by an increase of engine displacement to 3.6 liters. Output rises from the 300 bhp of the previous 3.4L to 320 bhp, and torque jumps from 258 lb-ft at 4600 rpm to 273 lb-ft at 4250 rpm. This extra twist is due to implementation of the VarioCam(r) Plus valve timing and lift system first used in the 911 Turbo.
The 3.6 is more than just a slightly larger version of the 3.4. New crankshaft, pistons and connecting rods, an increase in stroke from 78mm to 82.8mm (bore remains 96mm) and VarioCam Plus are the noteworthy modifications, and we'll take closer looks at this wonderful powerplant over the next year.
This additional power is complemented by a stiffer body structure, and exterior design changes help reduce aerodynamic lift and increase airflow to the radiators by 15 percent. The revisions to the front end, headlights and taillights evoke the Turbo's look and also reflect Porsche's desire to separate, at a glance, the 911 from the Boxster line.
Other new elements of the 2002 Carrera include redesigned 17-in. alloy wheels; an onboard computer with new multifunctional display inside the instrument cluster; a cupholder integrated into the center dash; a lockable glovebox; redesigned center vents; a three-spoke sports steering wheel; matte switch surfaces; and front seatbelt pretensioners and force limiters. Per federal mandate, there's also an anti-entrapment trunk release with an internal handle.
Our long-term 911 came clad in Cobalt Blue Metallic paint, beautifully set off by Graphite Grey leather seating. The base price at the time of delivery for our six-speed manual model was $67,900-but don't expect us to enjoy our high-performance feast without a few tasty side dishes, though at no small cost. The metallic paint alone is a $3,050 option, and the leather seats added another $1,490. What's termed the Comfort Package-full power seats with adjustable lumbar supports and driver's side memory function-contributed $2,100 to our quickly growing window sticker, and we're far from done. The 18-in. "Turbo-look" alloys (a must-have, in our opinion) added another $1,325, and the rear window wiper and wheel caps with colored crest piled on another $340 and $175, respectively.