2013 Mazda CX-5

Now, before you furiously fire off angry comments about the absolute blasphemy of soiling the Miata's good name in reference to a crossover, hear us out. Mazda has told us over and over again that everything it has learned from the Miata project has directly influenced its new products. Case in point: the Mazda2. It's the least-powerful offering in its class, but we'll go on record as saying that it's the most entertaining B-segment car offered in the United States. The Mazda2's success is built upon its superb steering, great manual gearbox and well-balanced suspension geometry – you know, just like the Miata.

So how does this philosophy play out on a much larger vehicle like the 2013 Mazda CX-5 – a new entry in an extremely competitive class filled with big names like the Honda CR-V, Toyota RAV4 and Ford Escape? Does Mazda's theory of Zoom-Zoom Above All work in a segment that largely values function over fun?

Just days after the its official debut at the Los Angeles Auto Show, Mazda let us loose in some pre-production CX-5s along the sun-drenched roads of southern California. Here, on the twisty roads through the canyons, it's easy to see what the CX-5 is all about.

The 2013 CX-5 is, effectively, the replacement for the Tribute – Mazda's badge-engineered version of the Ford Escape. The Tribute never really fit within Mazda's lineup, especially in recent years as the Japanese automaker has begun to furiously hone its styling and engineering directions. That said, there's a brand-new Ford Escape coming for the 2013 model year, and Mazda quickly put its foot down to kill any rumors that the CX-5 is in any way related to the Ford. Sure, they're similar in size, but the company executives insist that every single part of the CX-5 is brand-new and Mazda-specific.

One of the major points of newness to the CX-5 is its styling. It's the first Mazda vehicle to bring the company's new Kodo design language to production, and you'll want to get used to this new corporate face – it'll quickly spread throughout the entire lineup. The swoopy-smiley Nagare design has been ditched in favor of "Soul in Motion" styling that incorporates a more aggressive trapezoidal black grille with subtle wings that extend into the wraparound headlamp clusters. From the side, the CX-5's Kodo styling features a prominent shoulder line that rises up towards the hind quarters, complemented by an accent line above the rocker panel to further draw your eyes upward as they move along the rear doors. Combined with relatively short front and rear overhangs, Mazda says this makes the CX-5 look like an animal up on its haunches, ready to pounce.

Hyperbole aside, at 178.7 inches long, 65.7 inches tall and 72.4 inches wide, the CX-5 is nearly identical in size to the redesigned 2012 Honda CR-V, but because of its more aggressive design, the Mazda looks decidedly more compact. To further that point, know that the CX-5 rides on a wheelbase that is a full three inches longer than the CR-V. Just by looking at the two CUVs, it's not immediately noticeable. Sport (read: Base) and Touring models come standard with 17-inch wheels, while Grand Touring models (what you see in the pics) ride on handsome 19-inch alloys that fill out the large wheel wells nicely.

Sure, it looks compact, but stepping inside the CX-5 reveals an interior that's spacious and comfortable. And while we'd love to tell you about all of the technological and space-saving innovations that the CX-5 offers, truth is, there aren't any. Sure, there's an easy-to-use touchscreen navigation system with simple audio controls and Bluetooth connectivity, and yes, there's an optional 40/20/40 split-fold rear seat that offers up 65.4 cubic feet of cargo space, but that's about it. Mazda knows that it's behind in the tech game, and assures us that a more advanced infotainment system is in the works. Curiously, the multifunction knob found in the early-build, camouflaged cars we tested in Iceland has been removed for these North American models.

Still, the CX-5's interior is much nicer than what's currently offered in the rest of Mazda's lineup, though that isn't exactly a huge compliment. A wealth of soft-touch materials has been added to the dash and door panels, and the interior build quality feels solid, but there just isn't anything particularly special about the cockpit of the CX-5. It doesn't wow us in the way that the Kia Sportage does, and as soon as the Escape launches with its revised MyFord Touch, the infotainment in the CX-5 – or lack thereof – will be downright embarrassing. Our pre-production test cars had unfinished interiors with lots of ungrained surfaces, and while we'll wait to pass final judgment until we sit in a CX-5 that's true to production spec, we still aren't wholly hopeful for a superb cabin.

But Mazda's interiors have never been fantastic in its other volume models – the 2 in particular and the 3 on occasion – and we still have plenty of nice things to say about them. That's because what Mazda does best is driving dynamics (it's that Miata theory again), and the CX-5 does not disappoint. It's not because of any sort of overwhelming power – it's quite the opposite. This CUV garners our praise because of how nicely balanced the whole package is out on the road.

The CX-5 uses the full suite of Mazda's Skyactiv technologies, and while most people think that just refers to the 2.0-liter inline-four underhood, it's actually much more involved than that. While the powerplant in the CX-5 is the Skyactiv-G gasoline engine, it's mated to the buyer's choice of a pair of new Skyactiv-branded transmissions – a six-speed manual or six-speed automatic – and the whole package is wrapped in a lightweight Skyactiv chassis. Speaking of lightness, Mazda has vowed that each new model will weigh roughly 220 pounds lighter than its predecessor. We could compare the CX-5 to the Tribute, but honestly, the larger CX-7 crossover is a more direct competitor. Depending on equipment levels, the CX-5 can weigh as much as 575 pounds less than its older, ever-so-slightly larger sibling.

But back to the Skyactiv-G engine. Here, it's good for 155 horsepower and 150 pound-feet of torque – not breathtaking numbers by any means, and actually one of the least-powerful powerplants in its class. But thanks to an impressive 14:1 compression ratio, Mazda doesn't need to rely on turbocharging or downsizing in order to get decent performance. Fuel economy is also a huge win for the Skyactiv powertrain, too, with manual-equipped CX-5 models expected to deliver a best-in-class 33 miles per gallon on the highway and 26 mpg in the city. Adding the automatic transmission drops the highway number to 32 mpg, and equipping the CX-5 with all-wheel drive reduces overall economy to 25/30 mpg.

We'll admit, the CX-5 feels rather sluggish off the line, with the 2.0-liter engine really needing to wind up to make the most of its power. But you'll only notice this during hard, highway entrance ramp acceleration efforts, and around town, the Skyactiv powerplant is perfectly adequate to keep pace with traffic.

The highlight of the whole CX-5 powertrain package is the transmission, regardless of which one you choose. Mazda now offers the only manual box in the segment, and it's a pure shame that it isn't offered throughout the CX-5 trim range. Mazda targeted the Miata's shifter in terms of throw length (a short 45 millimeters) and engagement, and with a light, linear clutch, the row-it-yourself package is, frankly, better than many sports cars we've tested. We know that less than five percent of CX-5s sold will be equipped with the do-it-yourself shifter, so to those intrepid buyers who select the three-pedal setup, know that you'll be in for a real treat.

But since the majority of CX-5s out on the road will be equipped with automatic transmissions, Mazda has worked tirelessly to make this transmission as slick as can be. The Skyactiv-Drive six-speed auto uses a traditional torque converter to get the car moving at speeds under five mph and then clamps down on the clutch with a quickness at speed to fire off shifts that rival dual-clutch boxes, but without any of the harshness and low speed refinement issues. The transmission is willing to shift often and keep the car at optimal revs for more enthusiastic driving, though prolonged stints of this aggressiveness will predictably hinder overall economy.

But the CX-5 is a crossover that begs to be driven with passion. We spent hours caning it along the curved roads of the Angeles National Forest, and in these instances, the Miata theory of excellent steering and a well-sorted suspension are not only noticeable, but greatly appreciated. Mazda has employed electric power steering assist here, and while a majority of electric steering racks have a tendency to feel artificial and overboosted, the system in the CX-5 is comparatively grand. Steering feel is direct and linear, with minimal effort needed to execute quick turns. Combine that with a suspension that's designed to reduce body roll and offer a sportier ride quality than the more mainstream cushy CUVs, and what you have is a crossover that stands true to Mazda's belief in driver engagement as the most important aspect to the whole vehicular experience. It truly feels like a big Mazda3 rather than a smaller CX-7.

The one issue here is that, while the steering and suspension make for a rewarding driving experience, the lack of low-end torque means you'll be pushing the pedal down harder than in more powerful, turbocharged applications. Mazda has confirmed that its Skyactiv-D 2.2-liter turbo-diesel with 310 pound-feet of twist will be coming to the United States at some point, but mum's the word on whether or not it'll be offered in the CX-5. After our experience testing this engine in Iceland earlier this year, we're seriously clamoring for the diesel powertrain to make it Stateside. Do that, and the CX-5 will easily be the best-driving small crossover on sale, not to mention the added fuel economy benefits.

Mazda has yet to announce pricing for the CX-5, but we expect it to start just below $20,000 when it goes on sale in February. Our best guess says that, all-in, you'll be paying at least $28,000 for a fully loaded Grand Touring model with all-wheel drive.

As it stands, the CX-5 truly employs the lessons learned from the Miata in its driving engagement. Lightweight materials combined with a nicely balanced, well-tuned suspension and excellent, direct steering are the key elements that have made the Miata so wonderful, and like in the Mazda2 and Mazda3, the CX-5 brings this philosophy to a larger package.

Will this work for the majority of crossover buyers? A spruced-up interior and a full suite of tech goodies would be welcome, but for folks who value driver involvement above all, the CX-5 proves to be a rewarding steer that'll look great next to the Miata in your garage.    

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Mazda MX-5 Super20

Joining the new MX-5 Spyder Concept at Mazda's 2011 SEMA Show booth is a blast from the past, the MX-5 Super20 that returns to Las Vegas with a new color scheme.

Introduced during last year's SEMA extravaganza, the refreshed MX-5 Super20 ditches the original model's dark color theme for an eye-popping Hyper Orange Mica exterior treatment offset by a matte black finish for the hardtop, wheel arch extensions, trim accents, stripes and 16-inch Enkei RPF1 twin-spoke racing wheels matched with Toyo Proxes RA-1 245/45ZR16 tires.

Inside, the MX-5 Super20 features color-matched roll bar and black leather seats with suede seat inserts and channel stitching.

There are no performance changes to the original MX-5 Super20,which is powered by a modified 2.0-liter four-banger featuring a Cosworth supercharger and various other upgraded such as the custom exhaust and remapped ECU. 

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2011 Porsche Cayman R

2011 Porsche Cayman R

Porsche Cayman R

Upon its launch in September 2005, the Porsche Cayman redefined the concept of the mid-engined sports coupe, combining scintillating chassis dynamics with characteristically sporting levels of responsiveness from its flat-six engines. Now, with the introduction of the Cayman R, Porsche has further developed the car by reducing weight, increasing horsepower and raising agility and handling to new heights. The new model becomes the third version in the Cayman range, joining the Cayman and Cayman S.

Weighing 55 kg less than the equivalent Cayman S, and boasting the most horsepower available in a mid-engined Porsche, the 330 hp Porsche Cayman R has been created for one reason: pure, distilled driving dynamics. With its highly-tuned sports suspension and vigilant attention to weight savings, the new Cayman model offers a driving experience even more precise than that of the acclaimed Cayman S.

Tracing its lineage back to the famous mid-engined 904 coupes of the 1960s, the Porsche Cayman R celebrates its world premiere at the 2010 Los Angeles Auto Show on November 17, 2010.

Light and Powerful

The newest member of the mid-engined Cayman family features the highly efficient 3.4-litre, flat six-cylinder Direct Fuel Injection (DFI) boxer engine found in the Cayman S, but it has been tuned to produce an additional 10 hp. With a six-speed manual transmission, the Porsche Cayman R sprints from a stand-still to 62 mph in 5.0 seconds, two-tenths of a second faster than the Cayman S. With the optional seven-speed dual-clutch PDK (Doppelkupplungsgetriebe) transmission and the Sport Chrono package, the exercise is reduced to 4.7 seconds. Top speed with the manual transmission is up by 3 to 175 mph (282 km/h), 174 mph (280 km/h) with the PDK.

The main objective in the concept and execution of the Porsche Cayman R was to improve the already energetic two-seater through a systematic reduction in weight, thereby increasing performance, driving dynamics and agility. With an unladen weight of 1295 kg. Porsche engineers were able to achieve a power-to-weight ratio of 255 hp per tonne, and 250 hp per tonne with the PDK.


More from Less

The greatest savings come from the use of lightweight components and stripping back equipment levels to those associated with driving performance. In addition to the removal of the air conditioning and stereo, the driver-focused Porsche Cayman R utilises a unique, slightly smaller 54-litre fuel tank and a sports suspension system that lowers the Porsche Cayman R by 20 mm, helping lower the centre of gravity.

The Porsche Cayman R also comes as standard with a limited slip differential to optimise cornering grip, and lightweight 19" alloy wheels (first seen on the Boxster Spyder) that reduce weight by 5kg. Lightweight aluminium door skins from the 911 Turbo and GT3, carbon fibre sports bucket seats and the distinctive interior door panels from the 911 GT3 RS also contribute to the weight reduction.

From the outside, the distinctive Cayman Aerokit sports styling - with fixed rear spoiler in contrasting colour - sets the Cayman R apart, and black-framed halogen headlights, contrasting side mirrors and decorative "PORSCHE" side-stripes bring further differentiation. For customers seeking to stand out further from the crowd a new option of Peridot metallic paint is available (as seen in the photos.)

The Porsche Cayman R goes on sale in the UK in February 2011, priced from £51,731 1. Included in the purchase price is the invitation for customers to explore the dynamic attributes of their Porsche Cayman R and develop their own skills behind the wheel, courtesy of a Driving Experience Programme at the Porsche Experience Centre at Silverstone.

The origins of R

Historically, special Porsche models with optimised sporting performance were identified by the moniker 'R', for Racing. The most revered model of this type is the 911 R of 1967. This specialised, lightweight edition of the 911 coupe had a 210 hp flat six engine shared with the Carrera 6 sports racer and weighed just 830 kg. Just 19 examples were built.

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2011 PORSCHE Boxster S Black Edition

2011 PORSCHE Boxster S Black Edition

The Porsche Boxster S Black Edition combines the timeless appeal of the classic open-roofed roadster with a powerful engine and dramatic styling. Just 987 will be available worldwide, each one finished in black and with a range of special features that accentuate the driving dynamics and muscular appearance of the two-seater sportscar.

As is typical of a Porsche sportscar, at the heart of the Porsche Boxster S Black Edition beats a flat-six 'boxer' engine. Mounted in front of the rear axle behind the seats, the 3.4-litre six-cylinder engine is similar to that fitted to the Boxster S, with direct fuel injection for greater power and efficiency. In the Black Edition its output is 320 hp - 10 hp more than in the Boxster S. The revised engine reaches its rated power at 7,200 rpm, the Boxster S power pack at 6,400 rpm. Peak torque of 370 Nm - boosted by 10 Newton metres - is available at 4,750 rpm.

This increase in output and power equals more dynamics, and the Porsche Boxster S Black Edition underpins its leading position with a superior driving performance. With its standard six-speed manual transmission, it accelerates from 0-62 mph in 5.2 seconds, a tenth of a second faster than the Boxster S. This extra performance has not been achieved at the expense of fuel economy, however, for the Porsche Boxster S Black Edition contents itself with as much fuel as the Boxster S: 28.8 mpg Combined (NEDC).

As a consequence of the low centre of gravity provided by the flat-six engine, the Boxster chassis delivers an impressive level of agility. A decisive contribution to the enhanced driving dynamics of the Porsche Boxster S Black Edition is the particularly lightweight ten-spoke design alloy wheels, previously fitted to the Boxster Spyder, and which save 5kg overall. These are fitted with 235/35 ZR 19 tyres on the front axle and 265/35 ZR 19 on the rear.

When fitted with the seven-speed Doppelkupplungsgetriebe (PDK) double-clutch gearbox, dynamics and efficiency are raised even further. This shortens acceleration times from 0-62 mph to 5.1 seconds, and in combination with the Sports Chrono Package Plus with launch control this can be lowered further still to 4.9 seconds. In comparison with the manual transmission, the intelligent gear shifting strategy of PDK lowers fuel consumption to 30 mpg Combined (NEDC) and, more significantly, reduces the CO2 emissions to 221 g/km; placing the Porsche Boxster S Black Edition in vehicle excise duty Band K.

The colour concept of the Porsche Boxster S Black Edition is consistent in every detail. The model lettering painted in black on the rear luggage compartment lid identifies the Black Edition as much as the embossed Black Edition model designation on the side of the fabric hood. The roll-over bars are painted in black, together with the rear side air intake grilles and the twin tailpipe of the exhaust system.

The black theme of the exterior is continued inside. The stainless steel door entry guards feature the "Black Edition" model lettering in black. The standard, three-spoke Sport Design steering wheel has a black leather rim. The trim strips of the dashboard and of the gear shift lever or PDK selector are painted in black. The dials on the instrument cluster are black, as are the partial leather seats with the Porsche emblem embossed in the headrests. A bespoke badge on the glove compartment lid further identifies each Black Edition.

Comfort and convenience is also enhanced for the Porsche Boxster S Black Edition with standard features including anti-dazzle interior and exterior mirrors with integrated rain sensor, cruise control and a climate control system. The Porsche Communication Management (PCM) including satellite navigation module is also standard. In addition, the universal audio interface offering MP3 player compatibility and Bluetooth mobile phone preparation are also standard. The Sound Package Plus creates an impressive audio experience, and standard Bi-Xenon headlamps with dynamic cornering lights and LED daytime running lights ensure safety on dark roads.

Upon request, the Porsche Boxster S Black Edition can be individualised even further with other options. For example, the Porsche Ceramic Composite Brake (PCCB) is an option as well as the Porsche Active Suspension Management (PASM) and the adaptive sports seats with memory function.

The Porsche Boxster S Black Edition goes on sale in the UK and Ireland from March 2011 and is priced from £47,426. Included in the purchase price is the invitation for customers to explore the dynamic attributes of their Boxster and develop their own skills behind the wheel, courtesy of a Driving Experience Programme at the Porsche Experience Centre at Silverstone.

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2011 Porsche 918 RSR

2011 Porsche 918 RSR

Porsche 918 RSR

Dr. Ing. h.c. F. Porsche AG, Stuttgart, is continuing to extend its performance and high efficiency competence via intensive development work in the field of hybrid technology. With the Porsche 918 RSR, the manufacturer of sporty premium vehicles is presenting a high-end synthesis of 2010's successful hybrid concepts. The two-seater mid-engine coupé 918 RSR clearly reveals what happens when the technology fitted in the 911 GT3 R hybrid and the design of the 918 Spyder are transferred to a modern, innovative super sports car.

With its highly-efficient flywheel accumulator, the 911 GT3 R hybrid racing car proved to be an attention magnet during competition racing on the Nürburgring Nordschleife circuit, during the American Le Mans Series races (ALMS) in Road Atlanta/USA and the ILMC run in China's Zhuhai. It demonstrated its massive performance potential under realistic motor racing conditions against top competitors. The 911 GT3 R Hybrid, referred to internally as the "Race Lab" actually surpassed the high expectations of Porsche Motorsport. Competitiveness, high reliability and exemplary fuel efficiency combined with top performance underscored the Porsche technicians' basic idea of generating additional power in an intelligent manner. The 911 GT3 R Hybrid obtains its additional power from its own vehicle dynamics when braking. Porsche is now transplanting this technology into the mid-engine coupé Porsche 918 RSR, the motor sports version of the 918 Spyder concept car.

From the tradition established by classic Porsche long-distance race cars such as the 908 long-tale coupé (1969) and the 917 short-tail coupé (1971), the Porsche designers created a link to the postmodernism of the "form follows function" philosophy. In the Porsche 918 RSR, the lines' elegant flow is dominated by muscular wheel arches, dynamic air intakes and a pulpit-like cockpit. A visible fan wheel between the ram air intake tubes and a rear spoiler with RS Spyder dimensions additionally emphasise the racing laboratory function. The new "liquid metal chrome blue" colour which has been created underscores the sculptured curves of the forms, whilst the typical Porsche hybrid orange colour on brake calipers and the body's longitudinal stripes lends remarkable touches.

Motor racing technology also dominates within the particularly light, torsionally stiff carbon fibre-reinforced plastic (CFRP) monocoque. The V8 engine is a further development of the direct injection engine from the successful RS Spyder race car and now offers an output of precisely 563 hp at 10,300/rpm in the 918 RSR. The electric motors on the two front wheels each contribute 75 kW, i.e. a total of 150 kW, to the peak drive power of exactly 767 hp. This additional power, which is generated during braking, is stored in an optimised flywheel accumulator.

In the Porsche 918 RSR, the two electric motors offer a torque vectoring function with variable torque distribution to the front axle. This additionally increases agility and improves steering response. Mounted upstream of the rear axle, the mid-engine is integrated with a racing transmission also based on the RS Spyder race car. This further developed six-speed constant-mesh transmission with longitudinally mounted shafts and straight-toothed spur gears is operated using two shift paddles behind the racing steering wheel.

The vehicle's functional equipment underscores its puristic motor racing character. Whether it be the characteristic doors which open obliquely upwards, the air intake in the roof between the wing doors, the quick-action locks on the front and rear CFRP lids, the two roof-mounted aerials for pit radio and telemetry, the RS Spyder-like small, lateral front flics or the air splitters beneath the front lip or no-profile racing slicks on 19" wheels with central locking, the vehicle can be clearly recognised as an experimental racing laboratory.

In contrast to the 918 Spyder concept car, unadorned racing atmosphere predominates in the interior of the Porsche 918 RSR. The figure-hugging bucket seat's brown leather covering cites the history of the gentleman driver; the gear flashes on the racing steering wheel and a recuperation display on the steering column in front of the display screen supply the pilot with information. Instead of the futuristic, ergonomically avant-garde centre console with touch-sensitive user interface from the 918 Spyder concept car, the 918 RSR's cockpit is split by a minimalistic console with rocker switches. Instead of a second seat, the flywheel accumulator is positioned to the right of the console.

This flywheel accumulator is an electric motor whose rotor rotates at up to 36,000 rpm to store rotation energy. Charging occurs when the two electric motors on the front axle reverse their function during braking processes and operate as generators. At the push of a button, the pilot is able to call up the energy stored in the charged flywheel accumulator and use it during acceleration or overtaking manoeuvres. The flywheel is braked electromagnetically in this case in order to additionally supply up to 2 x 75 kW, i.e. a total of 150 kW, from its kinetic energy to the two electric motors on the front axle.

This additional power is available for around eight seconds when the system is fully charged. In the successful 911 GT3 R Hybrid, this additional power can also be used as a consumption aid depending on the racing situation, e.g. to delay pit stops or reduce the fuel tank volume and therefore the weight of the vehicle.

With the new Porsche 918 RSR racing laboratory, Porsche is now elevating this motor racing hybrid concept to an experimental level. In the 918 RSR, "Porsche Intelligent Performance" equates to research into methods for further sustainable efficiency improvement under the intensified conditions of the race track, lap times, pit stops and reliability - a metier in which Porsche has been demonstrating its success for over 60 years.

Finally, the starting number, 22, pays homage to the anniversary of a further triumph. Back in the days when overall victories in Le Mans were not yet an entirely routine matter within the Porsche racing department, the pilots Dr. Helmut Marko and Gijs van Lennep were the first to cross the finishing line in 1971's 24-hour classic. The distance record set by their Porsche 917 short-tail coupé - 5335.313 kilometres (3315.21 miles) at an average speed of 222.304 km/h (138.13 mph) - did not remain unbeaten for an eternity, but for exactly 39 years until 2010. At the time, the 917 in the Martini colours was also an experiment and far ahead of its time: a magnesium space frame set new standards in Porsche's lightweight construction domain.

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2011 PORSCHE 911 Turbo S

 

2011 PORSCHE 911 Turbo S

Porsche 911 Turbo S

The engineers at Porsche have developed the new Porsche 911 Turbo S in response to customer demand for greater power, performance and driving dynamics. Building on the success and reputation of the revered Porsche 911 Turbo, at the heart of this most exclusive high-performance athlete is a six-cylinder 'boxer' engine boosted by two turbochargers with variable turbine geometry.

An increase in horsepower over the Porsche 911 Turbo of 30 hp boosts peak output to 530 hp (390 kW) and maximum torque is a most impressive 700 Newton-metres (516 lb-ft). Despite its significant increase in power and dynamic performance, the new Porsche 911 Turbo S returns 24.8 mpg Combined (11.4 l/ 100 km) and as such offers identical fuel consumption to the regular Porsche 911 Turbo, making it by far the most efficient sports car in its performance class.

The Porsche 911 Turbo S offers as standard the high technology features that are otherwise available as options on the 911 Turbo. Thus, the Porsche 911 Turbo S comes exclusively with the seven-speed Porsche Doppelkupplungsgetriebe (PDK) double-clutch gearbox - with steering wheel-mounted paddle shift levers - which conveys drive power to Porsche Traction Management (PTM) all-wheel drive. Driving enjoyment and safety is optimised to an even higher standard courtesy of the Dynamic Engine Mounts, and Porsche Torque Vectoring (PTV) including a mechanical limited slip rear differential.

In conjunction with the Launch Control function of the Sport Chrono Package Turbo that is also fitted as standard, the Porsche 911 Turbo S accelerates from a 0-62 mph (0-100 km/h) in 3.3 seconds and reaches 124 mph (200 km/h) in 10.8 seconds. Top speed is 196 mph (315 km/h). Lightweight and fade-resistant Porsche Ceramic Composite Brakes (PCCB) provide the same outstanding performance in terms of stopping power.

Further underlining the outstanding class and calibre of this first Porsche 911 Turbo S in five years, the supreme level of standard equipment also includes Dynamic Cornering Lights, 19-inch RS Spyder design wheels with centre lock nut, adaptive sports seats, cruise control, a CD/DVD changer and exclusive two-tone leather upholstery in Black/Creme or Black/Titanium Blue.

The new Porsche 911 Turbo S goes on sale from May 2010 priced from £123,263 in Coupe bodystyle and from £130,791 as a Cabriolet. Fitted to every Turbo S is a Porsche Vehicle Tracking System (VTS), a sophisticated vehicle security package approved to Thatcham Category 5 standard. Further technical and specification details will be confirmed nearer the on-sale date.

Customers will also be able to explore the dynamic attributes of their Porsche 911 Turbo S, and further develop their own skills behind the wheel, courtesy of a Driving Experience Programme at the Porsche Experience Centre at Silverstone.

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