Imported Luxury Cars

The Porsche Boxster has always been an enjoyable vehicle to drive. One of the main changes that has been made to the Boxster that previous owners are going to notice is the weight reduction. Porsche is always trying to cut weight from their vehicles any way that they can, and they have succeeded in doing this by making more parts of their vehicle out of aluminum than they did previously. Even though the vehicle is now longer, and wider, it weights quite a bit less, and it is apparent in the handling of the boxster. The overall dimensions of the new boxster is quite a bit different than the older versions. The wheelbase is noticeably wider, and the car itself is longer than it was before. On top of that the wheels come 19 inches on the standard version of the car, and they can be up to 20 inches on the Carrera S version of the vehicle.

Porsche really hasn鈥檛 changed much in respect to the engine and the overall drivetrain. A very similar engine is in the Boxster that was in the 2013 version, and it just has a very small increase in horsepower that isn't likely to make any noticeable performance difference. They also left the mid-engine placement in the Boxster to appease fans who really enjoy the balanced and center feel to their vehicles. This is the same configuration that the IS has, and drivers enjoy bringing these cars around the track for that very fact. The center console in the Porsche Boxster now slopes toward the stack in front of it more than it did before. Some buttons have also been positioned on the console that used to be on the stack. Other than that, you get the same classy interior that most people have come to know and love from the Boxster. Many slight changes have been made to the Boxster and for the most part they seem to be for the better. It accelerates and handles better than it did before, the interior of the vehicle is a little more accessible, and the vehicle looks better than it did a year before. Boxster fans should be excited about this new Porsche even though nothing groundbreaking has been done to the vehicle to make it very different from past iterations. It certainly is more enjoyable to drive than older Boxsters and they are moving in a great direction in that respect.

The 3.0-liter six (basic rail) is effective and torquey. It's likewise peaceful for a diesel, no clackety clatter, no scent. Smooth, as well. The auto feels brisk off the line and has fantastic midrange snort. At the same time I got around 23 mpg around town, as indicated by the in-dash number, and I wasn't light balance it. BMW claims 31 mpg on the interstate, and that is forceful. The eight-rate is wonderful; subtle moving not make any difference how hard I crushed the gas. In spite of the fact that it looks very like the old X5, this new one beyond any doubt appears to drive better from what I review. The ride is a great deal more agreeable than the old one, about which I griped bounty - because of the runflat tires basically. This auto is still firm, yet insufficient to make me whimper about it any longer. The directing is still a bit excessively light for my tastes, however reacts well. Cruising around in solace mode is simply the ticket. The outer surface may be subsidiary, yet the inner part is very pleasant. It feels more upscale than the old one, is good looking and the materials are top of the line. I like it better than I suspected I would. The diesel is the best approach, as I would like to think.

The best 3D thrill ride of 2010 is driving the new Porsche Panamera. No cinematic experience can come close to the feel of ripping over an open road in Porsche's newest creation, whether it be in the base rear-drive Panamera S or the all-wheel-drive 4S or Turbo. Porsche introduced the Panamera to the world's auto writers at Road America, one of racing's most challenging road courses, to prove a point. The track's a hoot for the pros but is a brutal menace to the typical driver in a street car. Even racecars get eaten up by the high speeds, off-camber corners, blind crests and concrete walls, which suck up metal like giant magnets. Usually-the Panamera was just plain fast. Porsche's most potent reach into a previously untapped market segment might be burdened by the size and shiny stuff that defines a luxury sedan, but the Panamera ate up Road America as if it craved the punishment. There is simply no other luxury sedan on earth that could have come close to catching it, and more than a few sports cars would have been left sucking on the Porsche's tailpipe.

Surprisingly for a company that makes the best brakes, the brakes on a couple of the cars overheated (none were the optional ceramics). I blamed the drivers, who likely clod-hopped the left pedal beyond endurance. I was in the backseat for one writer's "manly" session as he smoked the brakes, almost made me barf and disgusted our co-driver and instructor for the session, Porsche factory driver Patrick Long. Any nerves I might have felt from having a professional driver sitting alongside me were quickly dissipated by the Panamera's masterful dynamics. Speed and comfort have never been so deftly incorporated into a single automobile. I then asked Long to attack Road America with all the skill and youthful exuberance he's so far shown in his short but noteworthy career. 50 years ago. Its looks are either a stylish homage to Porsche design history or a clunky refusal to break the mold, but there's no denying the Panamera's lineage. The Panamera may weigh two tons and be longer than two Shaquille O'Neals laid head to toe, but that's what it takes to enter a new dimension of spaciousness and luxury. Big and heavy is rendered moot, too, when powerful and lithe become the primary factors of the equation. Even when I was pulling up the hill toward Road America's front straight, both of the engines did well to hide the weight behind varied levels of effortless acceleration. And around the bends, the Panamera cut lines like German steel slicing through a Black Forest ham. Not surprisingly, the Panamera Turbo was my favorite.