||X3 3.0Si SUV
||Titanium Silver met.
|Beautiful SUV in a great color combo, very clean inside and out, German build
quality & BMW performance at a great value - owned by one of our
best longtime clients.
|1 key - 1 remote
/ best offer
on the above thumbnails to view full screen
photographs of this automobile. More photos
available upon request.
(VIN: WBXPC93457WF06042), MORE INFORMATION COMING SOON!!
L041) black, / (AA) black leather int. and carpeting, 6-spd. manual trans., 60,250 miles,
built 04/2003, in-service date of 05/12/2003 with 21 miles, sold new at Park Place Motorcars in Dallas, TX, engine #
M9603-663, trans. # G9601-10, horizontally opposed 3.6L DOHC 24V water cooled flat 6 engine, 315 hp @ 6,800 rpm.,
273 ft-lb. @ 4,250 rpm., DME engine management system with OBD-II, integrated dry sump lubrication and cross-flow
cylinder cooling, hot film mass airflow sensor, hydraulic self-adjusting valves, dual exhaust with dual 3-way catalytic
converters, 4-piston vented and perforated cross drilled disc brakes with ABS-5, independent strut front suspension with
coil springs and stabilizer bar, independent multi-link toe-correcting LSA rear suspension with coil springs and stabilizer
bar, double inertia flywheel, dual front and side airbags, door-mounted head and torso coverage side-impact air bags
with boron-steel door reinforcement beams, three-point inertia reel seat belts with load limiters and pretensioners, auto
matic-deploying safety bars and boron-steel reinforced windshield header and A-pillars, fog lights integrated into head
lights, power windows with one-touch feature, speed activated rear spoiler, new style front end with 911 turbo front
fenders, headlight assemblies and redesigned front bumper cover, auto climate control with carbon pollen filters, dual
illuminated vanity mirrors, keyless entry central locking system with alarm and Porsche "Drive-Block" engine immo-
bilizer with LED warning lights (2 keys and 2 remotes), dual 8-way power driver and passenger comfort seats, black
floormats, cruise control, intermittent windshield wipers, power
& heated ext. mirrors & rear window, center console
CD storage, black "Carrera" door sills, full analog gauges with digital driver info center, 3-spoke sport steering wheel,
full leather park brake handle, self-sealing driver and passenger windows, electronic front and rear trunk releases,
clear front turn signal lenses.
Options: (C02) 50-state emissions, (226) internal production code related to tires, (288) headlamp washers, (342) 2-
stage heated front seats, (415) 18" 996 turbo rims (replaced), (437) 8-way power comfort seat left, (438) 8-way power
comfort seat right, (446) colored crest wheel caps, (537) Power Seat Pkg includes dual power seats and 2-position
driver seat memory, (601) Litronic headlights, (680) BOSE digital sound with Alpine 6CD changer and remote, front
splitter and rear carbon small wing, K&N air filter, aluminium pedals, Fabspeed exhaust, lowered to Euro ride height,
Porsche CDR-23 AM/FM in-dash CD, battery maintainer hard wired to battery.
19" Sport Design lightweight rims with Toyo Proxess T1R tires (235/35-19f & 315/25-19r) with Tread Depth Measure
ments: DF: 10/32, PF: 10/32, DR: 10/32, PR: 10/32 (10/32 is new tire tread depth), cold a/c, no oil leaks, very original
vehicle that is in excellent condition, complete toolkit, jack and spare - spare tire never on ground, all services and
recalls performed, checks out via PCNA, fully galvanized unibody, 10 year anti-corrosion warranty, paint is very nice
except for noted picks, interior and carpet are like new, clean AutoCheck report showing no accidents, all books and
manuals with good service history via stamps and loose records, never smoked in, aftermarket warranty & financing
options are available, owned by a longtime BMI client, new MSRP of approx. $76,500.00.
The Porsche 911 is the quintessential high-performance sports car and
has been for as long as we can remember. A lot of driving enthusiasts
grew up wanting one. This iconic machine celebrates it 40th anniversary
in 2004, and it remains the standard by which other sports cars are
judged. The legend of the Porsche 911 is no myth. The current
version delivers the latest engine and chassis technology and better
performance than all but a few exotic cars available in North America.
What's really impressive, though, is how easy it is to drive a 911.
It's more user-friendly than a Ferrari, a Chevrolet Corvette or a Dodge
Viper, and it's easier to live with as a daily driver. The 911 makes a
better daily driver than the Porsche Boxster, as well. Porsche
rightfully prides itself on the 911's wash-and-wear quality. As true
high-performance sports cars go, the 911 has a reputation for being
nearly bullet-proof, and there's very little about it that's finicky.
The wide array of 911s available might create some confusion among
buyers beginning to explore the world of Porsche. Yet each of the 11
models is really a variation on, or a grade of, one primary theme, and
any of them is an outstanding performer. Handling and braking are
extraordinary. Steering is quick and direct, yet the 911 isn't darty,
and it feels as secure as Fort Knox at twice the legal limit. It rides
smoothly and more softly than you might expect; it's comfortable in
daily use and relatively easy to climb into and out of. The six-speed
manual gearbox is wonderfully satisfying to use. With the optional
Tiptronic automatic, just about anyone can drive one of these cars. And
that sound! Porsche has revived the classic 911 exhaust note, and car
enthusiasts will mistake it for nothing else. Today's 911 bears
little resemblance to the air-cooled, tail-heavy original, which had
much in common with the Volkswagen Beetle. The handling quirks in 911s
built, say, 10 years ago, have been virtually eliminated. But the 911
hasn't change overnight. Its history is one of periodic overhauls,
spaced between steady, constant improvement, sometimes in the middle of
a model year.
When Porsche says racing improves the breed, it's more than advertising
fodder. The 911 is built on race-proven architecture. Two years ago,
its body structure was stiffened and its front end was restyled to make
all 911s look more like the highline 911 Turbo, and less like the
less-expensive Boxster. The 911's rear-mounted, 3.6-liter horizontally
opposed six-cylinder engine was enlarged and upgraded in both turbo and
non-turbo versions. The base normally aspirated engine, which comes on
all Carrera and Targa models, delivers an impressive 315 horsepower.
For most of us, these normally aspirated models are more than quick
enough, and they cost significantly less than turbocharged 911s. The
Carrera Coupe, the least expensive 911, can accelerate from 0 to 60 mph
in less than 5 seconds, according to Porsche, very quick indeed. If you
want more, the 415-horsepower 911 Turbo can accelerate to 60 in about 4
seconds, with a top speed of 189 mph, but at significant cost. The
lighter, race-inspired GT2 delivers even quicker performance and a top
speed of 195. The GT3, a stripped-down 911 introduced in 2003 for easy
racing homologation, is the most powerful non-turbocharged Porsche has
ever offered for street use in North America. It accelerates from 0 to
60 in just 4.3 seconds, with a track speed of 190. The GT models aren't
ideal for street use, though.
For 2004, there are minor changes across the 911 lineup, as well as two
new models. At the lower end, there are new performance options,
including a locking rear differential, new colors and new wheel
designs. Moving up the scale, the GT2 turbo engine has been tweaked to
a whopping 477 horsepower, with suspension and brake improvements to
match. And for the first time in 15 years, Porsche offers a 911 Turbo
cabriolet (convertible). Finally, to commemorate four decades of 911,
Porsche will sell an anniversary edition called (you guessed it) the
Carrera 40th Anniversary. This car gets a horsepower upgrade and unique
trim, compared to other Carreras, and Porsche will build only 1963 of
them (in deference to the year the first 911 was sold).
Porsche continues to make some of the world's great sports cars, and
you're looking at the pinnacle. No 911 comes cheap, however. A
comparably performing Chevy Corvette starts at nearly $25,000 less, and
that's before any of literally hundreds of options Porsche offers
(including customs like snake upholstery or paint matched to the color
of your favorite vase). And while Porsche's engines and transmissions
have earned a reputation for amazing durability, its parts aren't
cheap. Furthermore, a Porsche 911 can be costly to insure and maintain.
If you can justify the price, a 2004 Porsche 911 should surpass your highest expectations.
With no less than 11 iterations of the Porsche 911 available in 2004,
the choices might seem a little intimidating. Allow us to simplify
things a bit. Assuming you can't justify the $40,000-$50,000 price
premium for the Turbo, and you're not ready for the rougher, highly
focused GT2 or GT3 models, it really comes down to whether you want a
hardtop, a convertible, or the Targa with its unique sliding glass roof
and rear hatch. Then you have to choose between rear-wheel drive and
all-wheel drive. Finally, you have to choose the excellent six-speed
manual transmission or the superb five-speed Tiptronic automatic.
Okay, there's one more choice in 2004. You'll also have to decide
whether you want to pay $20,0000 extra for about $10,000 more content
in the limited-run 40th Anniversary 911, with the hope that it might be
collectible at some point in the future. The Carrera and Targa
models all come with the same normally aspirated (non-turbo) engine
rated at 315 horsepower at 6800 rpm and 273 pounds-feet of torque at
4250. Porsche's six-speed manual gearbox is standard; the five-speed
Tiptronic S automatic ($3,420) is optional.
The Carrera Coupe ($68,600) is rear-wheel drive, and it's the least
expensive 911. It's lighter and therefore slightly quicker than most
other Carreras. The 911 Carrera Coupe is sometimes called the C2, or
Carrera 2, for Carrera 2WD. The Targa ($76,000) features a giant
sliding power glass roof that opens nearly twice the size of the
standard sunroof of the Carrera Coupe. It's also the first 911 with a
rear hatch, which eases access to the storage space behind the front
seats and expands cargo capacity slightly. Carrera Cabriolet
($78,400) features a fully automatic convertible top, which folds into
its stowage space in 20 seconds with one button. All 911 Cabriolets
come standard with a removable hardtop and a wind deflector that
reduces turbulence in the cockpit when the top is lowered.
The Carrera Coupe, Cabriolet and Targa come standard with a digital
stereo and in-dash CD player, automatic climate control, heated power
mirrors, leather-faced seats with power recliners, power windows with
one-touch auto up/down, a telescoping steering wheel, anti-theft system
and trip computer. LEDs gently illuminate the door handles, ignition
switch, and light switch. In 2004, Porsche will build a maximum
1963 Carrera 40th Anniversary 911 models ($89,800). These are
essentially Carrera Coupes with engines tweaked to 345 horsepower and a
standard locking differential to improve traction and optimize
acceleration. They also include Porsche Stability Management (PSM)
anti skid electronics. All 40th Anniversary cars will be painted
metallic silver, with bi-xenon headlights and special 18-inch wheels,
sill trim and badging.
The Carrera 4 Cabriolet ($84,000) adds all-wheel drive to the
convertible. Its styling is shared with the Carrera 2 models. Porsche's
slick AWD adds less than 200 pounds to the car's weight, and it directs
anywhere from 5 percent to 40 percent of the power to the front wheels,
depending on available traction and how hard the driver is pushing down
on the throttle. The all-wheel-drive system is not intended to merely
serve as an all-weather traction assistant. Instead, it is designed to
help the driver handle unexpected curves and bends. Porsche Stability
Management is standard on the Carrera 4 Cabriolet.
The Carrera 4S ($83,400) combines the 315-hp normally aspirated 911
Carrera engine with the 911 Turbo's body design and feature content. It
shares the Turbo's suspension, all-wheel-drive layout, huge brakes, and
larger wheels and tires. Only well-trained eyes can distinguish the
Carrera 4S from the Turbo. The C4S Cabriolet ($93,200) is a Carrera 4S
with a convertible top.
The all-wheel-drive 911 Turbo ($118,400) gets Porsche's race-derived
415-hp twin-turbocharged engine and all-wheel drive. It develops an
awesome 415 pound-feet of torque at 2700-4600 rpm. If that isn't
enough, the optional X50 engine performance package ($17,880) increases
the twin turbo's output to 444 hp and 457 lbs.-ft. of torque. This
model year, for the first time since 1989, Porsche reintroduces the
Turbo Cabriolet ($128,200).
The Turbo and C4S add more standard equipment, including bi-xenon
headlights, a Bose-developed audio system with six-channel amplifier
and 12 speakers, full leather interior with memory seats, and power
operation for the luggage and engine compartment lids.
The 911 GT2 ($191,700) is lighter and even more powerful than the
Turbo. With an increase in boost pressure and other engine tweaks,
output increases this year to 477 horsepower and 472 pound-feet of
torque. The GT2 sheds 200 pounds by eliminating the Turbo's all-wheel
drive, the spare tire and the rear seats, and by using lighter sport
seats in front. It features a race-track grade suspension (meaning
stiff) and Porsche's high-tech ceramic composite brakes, which are
lighter and more fade resistant than conventional metal brakes, and it
hits 60 mph from a stop in less than 4 seconds. The ultimate 911, at
least measured by performance, the GT2 broke all-time track records for
street-legal production cars while testing at Germany's famed
The GT3 ($99,900) takes a less-is-more approach similar to the GT2,
without the turbocharged engine. It's normally aspirated engine is
tuned to 380 hp and 285 pound-feet of torque. With just a few
modifications for safety, this 911 can compete in a number of amateur
and professional race series around the world.
Porsche offers literally hundreds of options for the various 911s, and
only some of them are what we typically expect to order at a new car
dealership. The more popular (and conventional) choices include
Porsche's Communication Management system, which incorporates audio,
navigation system, and trip computer into a single control interface
($2,680); heated seats ($410); metallic paint ($825); and a CD changer
($715). Want more unusual options? How about Deviating Front Seat
Stitching Color ($335), Leather Dome Lamp Cover ($335), or Non-Metallic
Paint to Sample ($4,315). The options cover colors and materials for
virtually every part or surface inside the car, and if there's not an
option, Porsche will likely go off the card, for a price.
Standard safety equipment on all 911 models includes dual frontal
airbags, door-mounted side airbags, anti-lock brakes (ABS), and a
patented crumple-zone body structure. The available Porsche Stability
Management System ($1,235 on the C2s and Targa) enhances handling by
applying braking to individual wheels or altering engine power whenever
it detects a loss of grip.
Its classic lines have landed the Porsche 911 in art museums and design
school lecture halls. This is, by just about any standard, a
great-looking car. Porsche has refined the 911 body several times
during its 40-year history, but the roof line and windshield weren't
changed until 1999, when the 911 had the first clean-sheet redesign
since its introduction. Even with that, the familiar 911 profile and
styling cues remain.
Carrera models were restyled in 2002 to look more like the 911 Turbo.
This latest update reshaped the headlights and front end and widened
rear quarter panels. One goal was differentiating the 911 from the
less-expensive Porsche Boxster, but the changes were more than cosmetic
(Porsche takes aerodynamics seriously, and when you design your cars to
be stable at 180 mph or beyond, you probably have to). New front air
intakes increased airflow to the radiators by 15 percent. Reshaping the
front wheel arches and adding small flexible spoilers ahead of the
front wheels reduced aerodynamic lift by 25 percent at the front and 40
percent at the rear. New air intake ducts enhanced front brake cooling,
while a new under-floor duct enhanced transmission cooling by 20
percent. The rear spoiler deploys automatically at higher speeds, when
more down force is advised.
All 911s have the classic staggered tires, with larger ones in back to
manage the horsepower and balance overall grip. The standard aluminum
alloy wheels measure 17x7 inches in front with 205/50ZR17 tires and
17x9-inch rear with 255/40ZR17 tires. Optional packages mount 18x8-inch
wheels with 225/40ZR18 tires in front, and 18x10-inch wheels with
285/30ZR18s in back.
The 911 Turbo is distinguished from the Carrera models by three large
intakes that dominate the lower front fascia and provide cooling air to
the car's three radiators. The Turbo also has a wider stance,
particularly at the rear, where its fenders spread 2.6 inches wider to
accommodate even larger rear wheels and tires (295/30ZR18s on
18x11-inch rims). Air scoops integrated into the leading edges of the
rear fenders channel cool air to the turbo intercoolers, while louvers
in the sides of the rear cover let the hot air out. The engine
compartment lid carries a two-piece rear wing, the upper part of which
automatically rises at speeds above 75 mph and lowers at 50 mph.
The Carrera 4S looks almost exactly like the Turbo. It shares the
Turbo's wide rear stance, but lacks the side intake ducts, and retains
the automatic-deploying rear spoiler from the 911 Carrera. From the
rear, the C4S is distinguished by its own glass-reinforced plastic
decklid with a reflector strip connecting the taillights.
Though thoroughly modernized in this fourth-generation 911, the
interior is unmistakably Porsche. The driving position is perfect for
most enthusiast drivers' tastes, with lots of lateral bolstering for
spirited driving. The 911, surprisingly perhaps, is a truly comfortable
car for traveling long distances, much more so than the Boxster.
Visibility is superb all around and instruments are an attractive,
quick read. The ignition key is on the left, a tradition carried from
an era when Le Mans starts required drivers to run across the pit lane
to their car, jump in and take off, fastening their harnesses as they
headed onto the front straight.
The 911's cockpit is cleanly designed, well executed and nicely
finished with exacting tolerances. Yet it's geared to the business of
driving, preferably at a good clip. While it features most of the
conveniences, we're reluctant to call it luxurious. Porsche upgraded
the appearance and feel of interior materials for 2000, applying a
special soft-touch grain to the console, door trim, instrument panel
and other areas. Aluminum-colored trim for the shifter, door handles
and handbrake release button lends a touch of classic sports car
elegance. The standard automatic climate control comes with an
activated charcoal odor filter. The Carrera 4S and Turbo have full
leather interior, with richer trim on the dash and center surround.
Stereos have never been one of Porsche's strengths, in our view. To the
company's credit, it has improved its audio systems considerably in
recent years, to the point where the upgrade Bose system is finally
competitive with some of the better stereos in other cars. As
comfortable as it is, the Porsche 911 is a sports car. That means dry
cleaning gets laid on the back seat. That back seat is not really fit
for people, it's better used as a shelf for big grocery runs. Luggage
capacity is not the 911's forte. Carreras can carry 4.6 cubic feet of
cargo in the front trunk and 7.1 cubic feet in the rear with the seats
folded. By comparison, a Corvette can carry 13.3 cubic feet, all in one
spot, and that's enough for a couple of big duffle bags. When it came
time to pick someone up at the airport, we left a Carrera 4 at home and
took a Range Rover. Porsche does offer a roof transport system ($400)
that allows the 911 coupes to carry lumber and other bulky items.
The Cabriolet's insulated soft top folds compactly into a compartment
behind the rear seats. It features a glass rear window with integrated
defroster (some other expensive convertibles still use clear vinyl),
and it can be operated at speeds up to 25 mph. A spring-loaded
supplemental safety bar structure sits hidden behind the seats, ready
to deploy automatically in the unlikely event of a rollover. All 911
Cabriolets come with a removable wind deflector that reduces buffeting
when the top is lowered, and a removable aluminum hardtop with a heated
rear window. The hardtop can be deleted for credit.
The Targa features a glass roof panel that really lets the sun in. A
cloth sun blind helps reduce heat and glare when the roof is closed, but
only partially. Be sure you want that much sun all the time. I don't.
When the glass roof opens, it slides under the rear window. I found it
impeded rearward vision. A wind deflector deploys to reduce turbulence
in the cabin, and sliding the cloth screen in place helps keep in heat
when it's cold. Unlike the other 911s, the Targa features a glass rear
hatch that provides convenient access to the rear luggage compartment.
Its design allows 8.1 cubic feet of cargo space, compared to 7.1 cubic
feet in the Carrera Coupe.
The Porsche 911's overall performance is nothing short of
extraordinary, and that assessment applies to all variants. All have
excellent grip, phenomenal stopping ability and thrilling acceleration,
yet they are remarkably smooth for daily motoring. The sound of
the engine is the first thing you notice after twisting the key. It's
fantastic, and even better under hard acceleration. Sports car
enthusiasts can easily recognize a Porsche by its sound, whether it's
driving by on a country road or roaring past at Le Mans. All modern 911
engines are water cooled, but they retain the unique exhaust note we
grew up with. The sound of a throttle blip during downshifts will make
any driver feel like Hans Stuck.
That fantastic sound of a Porsche engine revving is accompanied by
massive and immediate throttle response. The thrust provided by the
standard Carrera engine is intoxicating. It made me want to push the
throttle to the floor every time the car left the apex of a turn, just
to feel it accelerate out of the corner like I was powering out of
Tertre Rouge onto the Mulsanne Straight.
The steering can make the driver feel like the 911 is a soul mate, not
an inanimate machine. It's very precise, so you can put the tires
exactly where you want them, and it will always let you know how the
front tires are gripping. This is one of many aspects that
differentiates the 911 from Corvettes and Vipers. Yet the 911 is stable
and steady at high speeds. The 911 is never darty, nor does it require
The 911 skims very nicely over rough pavement. Indeed, it's relatively
supple ride may be what separates it most immediately from the typical
high-performance sports cars. You know the bumps are there, certainly,
but they're seldom jarring or intrusive. Some hardcore Porsche
old-timers say this refinement comes at a price, and that this
latest-generation 911, with its fully independent rear suspension, has
lost some of its feel. But we think the 911, regardless of model,
offers plenty of feedback. You can sense the rear weight bias and you
can actually feel the changing amounts of grip the front tires have as
the car goes through an undulating corner. And of course, the smooth
ride is relative. The 911 GT2 and GT3, with their race-inspired
suspension tuning, are much stiffer, louder and bouncier on public
The two-wheel-drive models do have more trailing throttle oversteer
than the all-wheel-drive models. That means that if you suddenly lift
off the throttle in the middle of a turn, the weight shifts forward and
the rear end lightens. Abruptly lifting off of the throttle while
cornering hard in the middle of an on-ramp caused the rear of a Targa
to come out a bit. It was easily controllable, but an all-wheel-drive
Carrera 4S did not do the same thing during a similar maneuver. Having
said that, the Carrera 2 is very forgiving, not like the wicked 911s of
The Carrera 4S may offer better accident avoidance capabilities than
any other car on the road. First of all, it has excellent brakes. Huge
brake rotors and one-piece, four-piston calipers derived from Porsche's
race cars, along with excellent weight distribution and massive tire
contact patches, allow it to generate incredible braking forces. As a
result, it scrubs off speed in no time. Its anti-lock brake system is
excellent, allowing the driver to steer around the problem while
braking at the threshold. Moreover, the brakes continue to work in top
form after repeated high-speed stops that will ignite the brake-pad
bonding agent on lesser cars. Porsche requires brakes to provide 25
consecutive full-force stops without fade. Yet they are easy to
modulate in normal, lazy driving.
While the Carrera 4 offers superior traction on slippery surfaces,
Porsche designed its all-wheel drive system as much for improved
performance on dry pavement. The AWD adds some weight and a substantial
amount of money to the price, but it also improves safety and makes the
911 even easier to drive. From a standing stop, you can crank the
steering wheel over for a 90-degree turn and stand on it without any
need for steering corrections. The rear end won't slide out (power
oversteer) and the front end won't wash out (understeer); the Carrera 4
simply accelerates away (very quickly). Stab the throttle then lift
abruptly off again in the middle of turn (a real no-no) and the car
won't do anything nasty. It merely takes a different set on the
suspension as weight is being transferred fore and aft.
Even with all-wheel drive and all the other technology on the Carrera
4S, you can still sense the engine is at the back. Compared with
front-engine sports cars, the front end of the Porsche feels lighter,
quicker, with sharper steering response. That's part of the Porsche
feel, and even highly skilled drivers who aren't familiar with the 911
will take a bit of time to adjust to its style.
Granted, there is no such thing as too much horsepower, but the Carrera
2 and Carrera 4 models did not leave me longing for a Turbo, at least
not until I climbed into a Turbo.
The Porsche 911 Turbo is simply fantastic. In spite of its somewhat
intimidating external appearance, it's an easy car to drive. Drive it
hard and it really inspires confidence. Drive it harder and the Turbo
opens whole new vistas. Slam down the throttle, slam on the brakes,
brake and turn at the same time: the Turbo will do everything a driver
asks short of defying the laws of physics. It can make a hack look
good, and a reasonably skilled driver look like a master. In the hands
of an experienced race driver, not much can touch it.
The available Tiptronic transmission is among the best,
smoothest-shifting automatics we've ever tested. Upshifts and
downshifts are super smooth in manual or auto mode. The manual mode is
fun: By pressing a button on the steering wheel, you can go down
through the gears as you brake for an exit ramp. But it's not necessary
to shift manually. The automatic mode works superbly. It automatically
holds a gear when it senses you are attacking the corners, rather than
upshifting and downshifting.
In spite of all that, unless I spent most of my life in commuter
traffic, I'd order my Porsche with the manual gearbox for its superior
control, superior performance and superior fun. The standard six-speed
is a joy to use, with ratios spaced perfectly for the 911 boxer
engine's power band. The 911's Pirelli P-Zero tires offer
excellent grip. So much so that a race track is needed to fully explore
the capabilities of these sports cars. Even so, it is easier to push
this car to the limit than it was with Porsche's past. The modern 911
has none of the handling quirks of its predecessors, such as excessive
understeer in tight corners or that infamous trailing-throttle
oversteer that could cause a spin when an inexperienced driver lifted
his foot off the throttle in the middle of a turn. The staggered-tire
array, with wider, lower-profile rubber in the rear, contributes to the
911's neutral handling.
Some argue that the Porsche Boxster does nearly everything the Porsche
911 Carrera 2 can do for $28,000 less. The Boxster is a terrific sports
car, and the Boxster S comes even closer to the 911 for $17,000 less.
But there's no question the 911 offers a lot more power. More
worthwhile is its chassis sophistication: Charge into a bumpy corner
and you'll need to slow the Boxster down a bit because the car will
slide toward the outside of the corner as the tires skip over the bumps
and momentarily lose grip. In a 911, the massive tires stay in contact
with the road because its more sophisticated suspension keeps them
there. Whether it's a 30-mph switchback or a 100-mph sweeper, the 911
driver can blast through at the absolute limit. You'll be busier and
slower in the Boxster. Compared with the Boxster, the 911 is more
compliant and offers better throttle response. It's easier to drive,
easier to be smooth. It feels more substantial. While the 911 works
great as a primary (or only) car, the Boxster has more difficulties in
that role, comfort among them. Pound for pound, you get more car for
your money in the 911.
There are other sports cars with high levels of performance. And there
are other cars with panache and mystique similar to that of the Porsche
911. You might argue that a Ferrari has more sex appeal, or that the
more brutish nature of a Dodge Viper is what high-performance cars are
really about. And you might be right. But those arguments don't
really apply. By any objective measure, the Porsche 911 is truly one of
the world's finest sports cars. The Viper might beat it on a dragstrip
(or in One Lap of America). The Ferrari 360 Modena might sing more
sweetly when it's wound up at ultra-high revs. And certainly a Corvette
delivers overall value that's hard for any of these sports cars to
beat. But no sports car can match the 911's combination of chassis
sophistication, power, overall balance, tight, rugged build quality and
general livability. And the 911 does that without sanitizing all the
fun out of the package.
The Porsche 911 is precision machinery. It is easy to drive, and very
easy to live with. Perhaps best of all, satisfaction with the 911 will
likely increase with time. You'll grow to like it more, not less, and
that quality can be hard to come by in today's throwaway world. As they
say, there is no substitute.
Picks: This 911 is in extremely nice condition inside and out. There is no evidence of paintwork and the body
really has no mentionable flaws other than some road rash on the front bumper cover - which I would paint to
have the lower splitter match the body. The interior also has very little
wear and nothing that is out of the ordinary
for a driven car (the driver side seat bolster leather has the normal patina wear lines from being sat upon but no
rips or tears or even color wear), the dash has no cracks and there is no wear on the dials or controls, the glass
is excellent with no cracks, chips or wear lines, the interior carpet, leather, and seats / panels all show as new, the
tires are recently new with deep tread and the rims have no marks or flaws, the engine compartment is very clean
and shows like new - the car drives great and is as nice as a driven car gets, a superb example, nothing else to
reasonably fault. Photos show the condition so please request and review them.
denotes Very Poor / Item needs replacement, 10 denotes Excellent /
/ GLASS: 9.5
RECORDS / OWNERSHIP HISTORY: 8
Conditions of Sale: All
vehicles presented on this site are represented as accurately as
possible and to the best of our knowledge at the time of listing.
While every reasonable effort has been made to ensure the accuracy of
the above data, mistakes regarding hp ratings, options, etc. can be
made. Content is based on inspection, research, or information
provided from previous owners and any paperwork that may be available
to us. We make every effort possible to ensure all of the
equipment on our cars is in working order, unless noted as
non-operational in the listing above. It is the customer’s sole
responsibility to verify the accuracy of any claims to originality,
history, equipment, or other information provided. BMI is not
responsible for misprints in content or pricing. I have also done
my best to be very honest and very critical about the cosmetic and
mechanical condition of this vehicle. Of course, it is not possible to
pick-up on every single detail or flaw. Please keep expectations
realistic as this is a pre-owned vehicle, and I have personally found
blemishes on brand new undriven vehicles. If you are an exceptionally
detailed oriented person, please contact me to verify any information
directly, and I will do my best to specifically photograph anything you
request and to answer any of your questions to the best of my ability.
All vehicles are sold AS-IS unless otherwise noted.
BMI reserves the right to change
pricing without notice or end the listing at any time. BMI
charges a $185.00 document fee for all retail transactions. Purchase deposits given on vehicles are non-refundable.
Pricing does not include any state tax, tag, title, or registration fees.
provided upon request, or
view our testimonials page for referrals from some of our satisfied
For Vehicle Financing, We Utilize:
Nationwide Enclosed Auto Transportation, We Utilize:
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