Updated as recently as 2006, this latest generation of the Porsche 911 looks conspicuously similar to the original 1964 model, maintaining the classis profile that has landed it in art museums and design school lecture halls. For Porsche, the 911's heritage can be a double-edged sword. Leave the car alone, and it might be perceived as dated. Change the car too drastically, and it might alienate hard-core loyalists, many of whom form the core group of 911 buyers. Porsche has been able to strike that balance and all of the variants are terrific-looking sports cars.

The styling of the current car has devolved slightly, just like the basic character of the car. And this is a good thing. The headlights and front fascia were redesigned for 2005, with rounder, single-pod lamps replacing the teardrop-shaped multi-light headlight assemblies used on earlier models. The new headlights sit more upright in the front fenders, and the turn signals and fog lights are now laid horizontally in a squarer front bumper. This look more quickly distinguishes the 911 from the Boxster. More important, it harkens back to the rugged look of 911s built during the 1980s.

From the rear, curvy fenders and wheel arches extend from the side of the car, housing extra-wide rear wheels. Carrera 4 models get even wider rear rubber, and their fenders are correspondingly 1.75 inches wider than their rear-drive siblings. This staggered setup helps the 911's rear tires turn its horsepower into quicker acceleration and balances tire grip front and rear for high g-force turning. All 911s have wheels at least 18 inches in diameter, and all are equipped with Z-rated tires, the highest speed rating available for street use.

In essence, the current styling sacrifices some of the beauty of the 1999-2004 models in favor of more visual belligerence. Yet very little at Porsche is done strictly for the sake of appearance. The current 911 is slightly longer and taller than the previous-generation; more significantly, the track (the distance between the outside edge of the tires) and overall width have increased. This wider stance improves the 911's lateral stability during quick, sharp directional changes. The current cars use more aluminum body parts to offset the weight of active suspension, curtain airbags and other upgrades, and the chassis is more rigid than that of pre-2005 models.

The 997-generation Turbo has a wider rear track and a wider body than the old 996-generation. The wing on the current model is lower and generates an additional 60 pounds of downforce without an increase in drag. The downforce helps keep the rear tires glued to the pavement in high-speed sweeping turns, important in the rain. The minimized drag helps it achieve its top speed of 193 mph, though we weren't interested in testing this claim.

Cabriolets feature power soft tops that open in just 20 seconds. They can be operated at up to 30 mph, a feature we love. Safety is enhanced by strong steel tubes in the A-pillars, and supplemental safety bars behind the rear seats that automatically deploy in the event of a rollover. The Cabriolets present a unique appearance. Top up, they exhibit a profile similar to the coupes. Top down, the rear end looks heavy, but you'll forgive that as soon as you get in, stomp on the gas and hear that powerful six-cylinder wailing to redline.

Aerodynamics were an important consideration in the design of all of the 911 models. The side mirrors are designed to direct air along the sides of the car toward the automatically deploying rear spoiler, sweeping the side windows clean in the process. Air is largely kept from going underneath the car and carefully managed over the top and at the rear. Lift is minimized to keep the 911 glued to the road. The wheel arches are flared in a fashion that guides air around the tires (one of the biggest sources of drag on an automobile). Brake spoilers guide more air toward the rotors and brake assemblies, reducing temperatures by nearly 10 percent, according to Porsche, which means more effective braking under extreme conditions. The Carrera's drag coefficient is 0.28. Less air resistance means improved fuel economy and less wind noise.