Its massive cross-drilled rotors do a fine job of taming the 911's rapid velocity too, offering quick, progressive stops
 |
| The 911's rear-biased weight distribution of 36/64 front/rear, stops the back half of the car from lifting under extreme braking. (Photo: Trevor Hofmann, Canadian Auto Press) |
over and over without fade. There are a variety of reasons it brakes so well, starting with the base car's scant 1,372 kilo (3,025 pound) curb weight. The less mass needed to stop, the quicker and more controlled the process. Also, the brake pedal needs affirmative action to put it into operation, which is something I particularly like. There are few things worse than overly sensitive brakes in a sports car. The brakes would be useless without the 911's four sizeable rubber contact patches, of course, which do a fine job when putting the binders on. While 17-inch front wheels get 205/50ZR-17s and rear rims sport 255/40ZR-17 tires, the optional Michelin Pilot 225/40ZR-18 front and 285/30ZR-18 rear radials were especially effective. Nose dive is also
 |
| The 320-hp 3.6-liter H-6 engine will shoot you from boredom to glee in about one second flat. (Photo: Trevor Hofmann, Canadian Auto Press) |
negated via the 911's rear-biased weight distribution of 36/64 front/rear. The disproportional rear weight stops the back half of the car from lifting under extreme braking, keeping the entire chassis level to the road. I don't need to go into much detail about the 911's base powerplant, as I've covered it many times before. While it will soon be upgraded by 5 horsepower to 325 and 273 lb-ft of torque when the next-generation car becomes available, but that doesn't mean the current 320 horsepower 3.6-liter H-6, which makes the same torque as its replacement, is a slouch. Its ruddy quick off the line too, aided again by the car's light weight. Passing slower cars on the highway? Not a problem. It'll shoot you from boredom to glee in about one second flat.
