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  Marty Padgett
Executive EditorMarty Padgett

Here at the tail end of the millennium, we're under imminent assault from a wave of retro styling. Chrysler's PT Cruiser and its gangster chic will soon echo the best of the pre-war business sedans, as the next Ford Thunderbird dons portholes and a toothy grille in its attempt to recapture its cool '50s image. Will these conscious grabs at the past look right on today's roads? We'll know soon enough.

But for now, we can gaze at the latest rendition of the most "retro" design of them all for a lesson in how to translate heritage into hip — and hot. Porsche's 911, its shape essentially unchanged since its debut in 1965, owes its staying power to constant reinvention. And this year's thorough revamp reasserts it as the alpha dog in the sports-car pack.

This year brings the most comprehensive re-engineering to the 911 ever. And with a heady dose of styling finesse and yet another infusion of engineering grace, the engineers and stylists in Weissach have made those same proportions blend beautifully around the finest sports-car platform on the planet.
 
 

Sibling chivalries

Renovations can be a tricky undertaking, but in the case of the 911, the foundation was solid enough: Porsche's own Boxster, which donates the front end of its platform to its more sensational sibling. The Boxster's midengined, 201-hp flat six is argument enough to hock your condo. But the 911's 3.4-liter flat-six engine is a revelation. It's water-cooled for the first time, and thanks to a gullet full of hyper technology (variable valve timing, low-friction cylinder liners and four-valve-per-cylinder heads) it winds out 296 horsepower with a thunderous metallic crescendo worthy of a Valkyrie horde.

That power is harnessed through a six-speed manual gearbox with a firm, disciplined feel. The clutch pedal itself, along with the brake pedal, is now suspended rather than floor-mounted; that and better location make the 911 a great dance partner for heel-and-toe shifting. A five-speed Tiptronic S semimanual transmission is available but, from our past experience, waters down the visceral thrills greatly.

With the manual gearbox, Porsche estimates the 911 will dart to 60 mph in less than 5.2 seconds and jet to a top speed of 174 mph. While we weren't able to duplicate those numbers, were can confess to a 4000-rpm clutch dump (or two) and to a secure, stable ride at 125 mph. You've got our kudos if you ever see the 7300-rpm redline in sixth gear.
 

Big footprint, better ride and handling

Speed is a hallmark for the venerable 911, but user-friendly handling hasn't always been on the menu. This generation of 911 sports the longest wheelbase and widest haunches of any 911, and with the added area to the footprint comes noticeably more stable handling. To wit: The wheelbase is now 92.6 inches long, 3.2 inches longer than the "993" model (this one's the 996, in internalspeak). It's also grown 6.8 inches in length.

Suspension improvements team with the wider, longer, stiffer body structure to make the 911's taut responses even more telegraphic: body roll is near nil, and the much improved ride doesn't piston as fervently or judder across large bumps as before, thanks to beefy suspension subframes.

Steering and braking have always been centers of excellence for the 911. The new model's massive 12.5-inch rotors in front (11.8-inchers in the rear) give this 911 near-instantaneous stopping power. Three-channel anti-lock control is standard; vehicles equipped with traction control use a four-channel system to sense lockup at individual wheels. The steering response is instantaneous, and in spite of the 17-inch wheels (18-inch wheels can be ordered), the 911 doesn't follow truck ruts and road ripples with the same devotion it once held. As a result, long-distance cruising is no longer a chore.
 
 

The shape of things already come

A quick scan down the 911's flanks tells the final tale. The time-honored proportions of classic 911s have been updated and integrated into a stunningly modern statement of performance muscle. Its taut form beats out most of the shapes we see at the local gym. The front and rear bumpers are particularly smooth, the headlamps shared with Porsche's petite Boxster are faired in effortlessly, and even the retractable rear spoiler hides away at lower speeds so that passersby can enjoy an uninterrupted view of the Carrera's rear end. There's a reason this basic shape has endured more than three decades, and this rendition promises there will be many more.

However (911 purists, you knew it was coming), that handsome stance and sloping rear end also mean the 911 is nearly useless at carrying more than two adults. Though this is the largest interior of any 911, the rear seats still aren't worthy of consideration unless you're carting small kids, gourmet groceries, or Austin Powers nemesis Mini-Me. We tried to squeeze two adults in the rear seats and heard loud complaints and one lawsuit threat. We know most of the other cars in this segment are pure two-seaters, we just don't like being teased with a hint of practicality.

As long as you're riding up front, the 911's cockpit is inviting. Porsche's improved on the scattershot functionality of previous 911s, but you'll be surprised to find the most obvious cost-cutting measures here. Reach up and poke the headliner — but be careful, because there's zero padding between the thin vinyl and the sheet metal of the roof. Study the gray plastics and leathers on the dash, and contrast it with the cheaper dinosaur skin that covers the top of the dash (or the semisparkly plastic that houses air vents, center console, etc.) It's tough to match monochromatic interiors, and the 911's cockpit shows just how difficult it can be to do so on a tight budget.

Otherwise, the 911 is replete with the luxury fittings you'd expect from any car costing $65,030: automatic climate c Here at the tail end of the millennium, we're under imminent assault from a wave of retro styling. Chrysler's PT Cruiser and its gangster chic will soon echo the best of the pre-war business sedans, as the next Ford Thunderbird dons portholes and a toothy grille in its attempt to recapture its cool '50s image. Will these conscious grabs at the past look right on today's roads? We'll know soon enough. But for now, we can gaze at the latest rendition of the most "retro" design of them all for a lesson in how to translate heritage into hip — and hot. Porsche's 911, its shape essentially unchanged since its debut in 1965, owes its staying power to constant reinvention. And this year's thorough revamp reasserts it as the alpha dog in the sports-car pack. This year brings the most comprehensive re-engineering to the 911 ever. And with a heady dose of styling finesse and yet another infusion of engineering grace, the engineers and stylists in Weissach have made those same proportions blend beautifully around the finest sports-car platform on the planet.     Sibling chivalries Renovations can be a tricky undertaking, but in the case of the 911, the foundation was solid enough: Porsche's own Boxster, which donates the front end of its platform to its more sensational sibling. The Boxster's midengined, 201-hp flat six is argument enough to hock your condo. But the 911's 3.4-liter flat-six engine is a revelation. It's water-cooled for the first time, and thanks to a gullet full of hyper technology (variable valve timing, low-friction cylinder liners and four-valve-per-cylinder heads) it winds out 296 horsepower with a thunderous metallic crescendo worthy of a Valkyrie horde. That power is harnessed through a six-speed manual gearbox with a firm, disciplined feel. The clutch pedal itself, along with the brake pedal, is now suspended rather than floor-mounted; that and better location make the 911 a great dance partner for heel-and-toe shifting. A five-speed Tiptronic S semimanual transmission is available but, from our past experience, waters down the visceral thrills greatly. With the manual gearbox, Porsche estimates the 911 will dart to 60 mph in less than 5.2 seconds and jet to a top speed of 174 mph. While we weren't able to duplicate those numbers, were can confess to a 4000-rpm clutch dump (or two) and to a secure, stable ride at 125 mph. You've got our kudos if you ever see the 7300-rpm redline in sixth gear.   Big footprint, better ride and handling Speed is a hallmark for the venerable 911, but user-friendly handling hasn't always been on the menu. This generation of 911 sports the longest wheelbase and widest haunches of any 911, and with the added area to the footprint comes noticeably more stable handling. To wit: The wheelbase is now 92.6 inches long, 3.2 inches longer than the "993" model (this one's the 996, in internalspeak). It's also grown 6.8 inches in length. Suspension improvements team with the wider, longer, stiffer body structure to make the 911's taut responses even more telegraphic: body roll is near nil, and the much improved ride doesn't piston as fervently or judder across large bumps as before, thanks to beefy suspension subframes. Steering and braking have always been centers of excellence for the 911. The new model's massive 12.5-inch rotors in front (11.8-inchers in the rear) give this 911 near-instantaneous stopping power. Three-channel anti-lock control is standard; vehicles equipped with traction control use a four-channel system to sense lockup at individual wheels. The steering response is instantaneous, and in spite of the 17-inch wheels (18-inch wheels can be ordered), the 911 doesn't follow truck ruts and road ripples with the same devotion it once held. As a result, long-distance cruising is no longer a chore.     The shape of things already come A quick scan down the 911's flanks tells the final tale. The time-honored proportions of classic 911s have been updated and integrated into a stunningly modern statement of performance muscle. Its taut form beats out most of the shapes we see at the local gym. The front and rear bumpers are particularly smooth, the headlamps shared with Porsche's petite Boxster are faired in effortlessly, and even the retractable rear spoiler hides away at lower speeds so that passersby can enjoy an uninterrupted view of the Carrera's rear end. There's a reason this basic shape has endured more than three decades, and this rendition promises there will be many more. However (911 purists, you knew it was coming), that handsome stance and sloping rear end also mean the 911 is nearly useless at carrying more than two adults. Though this is the largest interior of any 911, the rear seats still aren't worthy of consideration unless you're carting small kids, gourmet groceries, or Austin Powers nemesis Mini-Me. We tried to squeeze two adults in the rear seats and heard loud complaints and one lawsuit threat. We know most of the other cars in this segment are pure two-seaters, we just don't like being teased with a hint of practicality. As long as you're riding up front, the 911's cockpit is inviting. Porsche's improved on the scattershot functionality of previous 911s, but you'll be surprised to find the most obvious cost-cutting measures here. Reach up and poke the headliner — but be careful, because there's zero padding between the thin vinyl and the sheet metal of the roof. Study the gray plastics and leathers on the dash, and contrast it with the cheaper dinosaur skin that covers the top of the dash (or the semisparkly plastic that houses air vents, center console, etc.) It's tough to match monochromatic interiors, and the 911's cockpit shows just how difficult it can be to do so on a tight budget. Otherwise, the 911 is replete with the luxury fittings you'd expect from any car costing $65,030: automatic climate c Here at the tail end of the millennium, we're under imminent assault from a wave of retro styling. Chrysler's PT Cruiser and its gangster chic will soon echo the best of the pre-war business sedans , as the next Ford Thunderbird dons portholes and a toothy grille in its attempt to ...

Read More About the 1999 Porsche 911 Carrera:

• 1999 Porsche 911 Carrera Bottom Line
• 1999 Porsche 911 Carrera Full Review

  Here at the tail end of the millennium, we're under imminent assault from a wave of retro styling. Chrysler's PT Cruiser and its gangster chic will soon echo the ... Read full review

• 1999 Porsche 911 Carrera Latest News (0)
• 1999 Porsche 911 Carrera Photo Gallery (5)
• 1999 Porsche 911 Carrera 360° Tour
• 1999 Porsche 911 Carrera Specifications (8 Trims)
• Other Expert Reviews for 1999 Porsche 911 Carrera (4)
• Consumer Opinions for 1999 Porsche 911 Carrera (102)

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