OVERSTEER ROAD TEST: Porsche 911 Carrera 4S
While the overall shape hasn’t exactly evolved a lot over 50 years, the bits stuffed underneath the familiar shape have got better and better. And the familiar shape has, of course, had to grow to fit more bits and pieces jammed into it. This means the 911 is fat and middle-aged. But is it still good? Almost certainly. Is it too good? That’s another question altogether…
Okay, time to ‘fess up; when it comes to 911s, I am at an almost complete loss to explain the differences between one or another of the various models. The multitude of names, numbers and letters scattered across the rumps of 911s mean little to me.
This not because I am clueless (although some would argue that), it is simply because I don’t care enough to find out.
That’s right, I have never particularly warmed to the 911. Okay, the early ones were great, but once it started getting bigger, sprouting whale-tail spoilers and bulging at the extremities, it just lost me.
I have always loved the Boxster and Cayman – and there is a very special place in my heart for the glorious little 356 – but as the 911 grew ever-bigger, it simply lost my love. The addition of 4WD and the ever-increasing girth just kept lopping off appeal that the addition of more power could never salvage.
This is not to say that I would ever turn down a chance to drive a new one. After all, I may not care, but I am certainly not stupid. While I may not feel the love for the 911 anymore, that doesn’t mean I don’t respect and admire its ability to unravel the fabric of reality with its grip, poise and performance. Plus, there is the smallest glimmer of hope that a new version may just win me over again…
Outside
There’s probably not a lot left to say about the external appearance of the 911 that hasn’t already been said in its 50 year lifespan.
It still looks like a 911.
It has, of course, grown over the years and while still not a large car, is notably chunkier around the flanks than when it was a youngster. Still, what 50 year old can’t say that? Being a Carrera 4, means it is not only four-wheel drive, but also even fatter around the bum.
The wider rear track actually suits the 911 though, as it makes it look lower and more menacing, especially from behind. The one thing you will also notice from behind is the riot of fonts and badges splashed across the rear. This does not work for me one little bit.
Still, if you are spending this kind of money on a car, you want the car behind you to know exactly what you spent that money on…
Inside
Clambering inside is a remarkably easy thing to do, once you get low enough. Wide doors and accommodating seats ease your entry as you lower yourself into the leathery cabin. Once in there you can’t help but notice the remarkable amount of buttons that surround you. Taking a leaf straight out of the Panamera’s interior design book only serves to re-enforce my opinion of the 911 as morphing happily into a Grand Touring middle-age, as it sure does nothing to add sportiness. Or functionality.
As ergonomically challenging as the 911 has always been – mainly regarding to button placement – the latest incarnation takes that to all new levels, with the various controls scattered seemingly at random around the cabin.
All in properly regimented rows and nicely structured layers, of course, but with scant regard for logic or sensible grouping. Still the 911 has got this far by ignoring common sense and logic, so why start now?
The seats, however, are wonderfully supportive and comfortable, and help immensely to increase the sense of occasion as you drop into the 911. The stereo is thunderously good, although the discovery of the button to open up the exhaust to Apocalypse Now mode removes all need for it. That button, by the way, is hidden on the centre console, handily away from the rest of the “sporty” buttons, under an ashtray, behind the cupholder and obscured by a picture of a particularly happy labradoodle called George*
Still, the important controls – the ones you use to make the C4S go very quickly – remain a model of ergonomic perfection. Which is exactly as it should be.
(*this is, in fact, not true; it is in a silly place next to the sunroof controls)
Under the bonnet
Here is where the real gold of the 911 experience lies – the 294kW 3800cc six-cylinder boxer engine.
Fire it up and things sound instantly familiar, with that wonderfully offbeat and distinctly metallic boxer sound exploding into the cabin. Things settle down into a civilised burble that, at low city speeds can actually become droney. But, as ever, open her up and she truly howls with a spine-tingling ferocity that only Porsches can do.
The engine is brilliantly strong literally everywhere and is equally happy pottering around town as it is howling at full noise well beyond the legal speed limit (not that we would know that…)
The PDK transmission is not quite so happy around town, however, and can be a bit grumpy and clunky at lower speeds, but open things up a bit and it is fantastically fast and aggressive. It’s slick, super-quick shifts are a delight and it is so well-matched to the engine on full song that I can feel some of the love coming back.
On the road
With only 5 percent of the drive going to the front wheels under normal circumstances, the 4S turns in as sharply as a 2WD 911 (which is wonderfully sharply), but with up to 40 percent available up front when things break loose, it means that coming out the other side of a corner requires very little effort – or skill – from the driver. In fact, by the time you notice you are having fun, you are well past the point where you will be walking home if a member of the constabulary doesn’t appreciate that fun. Which they won’t.
The ride is surprisingly good for something so drastically aimed at pure performance, but its remarkable ability to go around corners is the most astonishing thing.
However while it is technically impressive, the fact that the car simply doesn’t feel alive until you are way past the aforementioned “walking home point” makes it a wee bit pointless on Kiwi roads.
Verdict
It all heads towards my original opinion that the 911 has simply grown up too much for my more immature tastes. The Carrera 4S is simply too good to involve the heart too much. You can throw all the arguments in the world for buying one – the fantastic engine and transmission; it’s impressive comfort; how remarkably easy it is to drive in any conditions – and I would not argue any of them.
I would also not try to change your mind if you were desperately lusting after a Carrera 4S, but it still simply fails to tug at my heartstrings in the way a Cayman over a winding back road would…
Porsche 911 Carrera 4S specifications
Price: $273,000
Body type: 2-door coupe
Drive: Four-wheel drive
Engine Type: Horizontally-opposed six-cylinder petrol
Engine Capacity: 3800cc
Max power: 294kW @ 7400rpm
Max torque: 440Nm @ 5600rpm
Fuel Consumption: 9.1L/100km
C02 emission: 215g/km
0 to 100kph: 4.3 seconds
Front suspension: Macpherson strut
Rear suspension: Multi-link
ABS Brakes: Yes
Air Bags: 6
ESP: Yes
Air Conditioning: Climate control
Lap/diagonal belts: 4
Satellite Navigation: Yes
Electric seats: Yes
Burglar Alarm: Yes
Panic Button: No
Wheel type: 20-inch alloy
