911

Vehicle: 2013 Porsche 911 Carrera S with PDK, PCCB, PDDC with sports chassis and Premium Pkg w/power sports seats
Price as tested: CDN$133465

Performance: Build a better mousetrap when a mousetrap isn’t broken have always been a dliemma faced by car manufacturer when its time to redesign a success car. That’s especially true if the subject of the mousetrap is the iconic sports car name Porsche 911. How does Porsche evolve such an iconic mousetrap?

Whenever Porsche comes out with a new generation of 911, they usually come out with Carrera 2 rear-driver follows by AWD Carrera 4, Turbo and GT2/GT3 variants. Per Porsche tradition, the inanguration of each introduction has to be C2. The subject of our test driver is a 991 C2S.

Beneath the iconic froggy lies C2S’s rear-engine water-cooled 3.8 liter DOHC flat-6, with all the latest, in terms of automotive technologies. While the “base” C2 comes with 350hp, which already considered potent by any given standards. Porsche’s “S” usually means turning an awesomely good car into a great car. The desired result is 380hp over 350hp, while torque jumps from 290 to 310 lb/ft of torque. The premium for paying for an “S” has always been justified every single pennies. When it comes to acceleration, responsiveness and linearity; there aren’t quite like Porsche’s legendary flat-6. Its engine note is simply intoxicating, which is an understatement. The latest innovation comes in the world’s first 7-speed manual gearbox, in which the 7th gear serves as an overdrive ratio for comfortable cruising on Autobahn when driven at 250 km/h, passing all those lowly 3-Series in the middle lane. Or our tester’s optional 7-speed PDK, which is Porsche’s marketing buzzword for dual-clutch gearbox. With 2 clutches serving both odd and even gears, it changes gears quicker than any race driver while having better fuel economy than any traditional automatic gearbox. The result is an automated manual, which have perfectly low 1st and 2nd gears for peppy acceleration. 3rd to 5th use to sweeten the powerband while having 6th and 7th for awesome highway cruising, latter continue to use to pass those lowly 3-Series on the Autobahn again. All have done have put C2S from standstill to 100km/h in 4.3 seconds, even if it has to carry 1415kg around its slippery shape.

Handling: When it comes to engineer a proper sports car chassis, no one else does it better than those in Zufferhensen. Their latest 911 is certainly a prime example. Along with a rock-solid chassis, which is famous for its utmost ridigty and integrity, for anything as “slow” as a 350hp C2 or upcoming track-breed GT3-RS. Then here comes along with all those in suspension and damping technologies, for those who have scared of 911′s traditional rear-engined, rear-wheel-drive tail-happy characteristics. While their latest move to electro-mechanical set-up might have those Porsche purists worried about 911′s legendary steering feel has turned into a F10 5-Series numbness nitemare. After our detailed testing when pushed 991 through twisties and track alike, it hasn’t lost anything to its rack-and-pinion predecessors. While I personally still prefer having the rack as a major communicator between the driver and the road interface, the latest environment protection legislation has forced carmakers to shift from traditional rack into EPS as fuel saving technology. Porsche’s typical excellent path tracking abilities remain intact in this setting. There are always anything, in terms of relativity. But when it comes to engineer a proper EPS, Porsche has done a marvelous job of tuning the right feel and feedback with great enough precision to wear its emblem. The sports chassis and PASM have worked togther nicely as a team with PSM, in order to provide the perfect handling and ride balance, without having unskilled drivers scared the hell out of 911′s driving characteristics. The result is there are terminal understeer settling in before encountering oversteer, when latter does occur, Porsche’s state-of-the-art PSM kicks in to save anyone’s stupid ass. However, as far as ESC goes. Porsche’s PSM has to be the most uninstrusive for skilled driver to push it up the liberties before it starts to activate. As it has high enough thresold for skilled drivers and low enough for those unskilled badge snobs. PASM’s “Sport” really have turned 911 from a comfortable grand tourer into a true sports car. Both the steering is sharper, suspension more eager for turn-in with firmer ride and bucket seats tightened up for superior support. All have done in a sporty yet elegant manners which is typical of Porsche.

Brakes: There aren’t many brakes as good as a 911. Their latest effort continues to be impressed. Its like stop on a rail on a high-speed stops. Even after a couple of harsh stops, it remains fade-free. The credit has to go to large 4-wheel discs with optional PCCB, which improves braking performance at astounishing level. Then add an ABS, which absolutely perfect when it comes to activation timing wrap up 991′s leading dynamic package.

Interior: 911′s interior used to be austere if very well-made. 991 is both luxurious and very well put together. There are lots of buttons on the center console, for those adjustable dampers and climate control. The use of plastic and leather materials are simply outstanding by any standards. The multi-adjustable power sports seats provide amazing support at every places, when its time to play the 991 through the racetrack or simply cruising on a hot sunny days. Climate control is initutive and user-friendly. Instrumentation gauges continue to be clear and concise, without any fuss.

As good as 991′s interior quality, there are two items that earned me.

As a Porschephils, I missed the black and white austerity of classic 911s. They were simple, easy to use, classical, form-follows-function while all wrapped up in material quality which last for ages. Times have changed. Porsche wants to increase 911′s appeal to both non-enthuisasts (or what we dubbed “badge snobs”) and enthuisats alike. Their move to tempt 911′s fun-but-challenging lift-throttle oversteer have shown clearly, right start from 996 generation a decade ago. Because of the above reason, 991 has abondoned the traditional but secure handbrake in flavor of electronic handbrake, in order to fit in all the latest electronic gizmos in the latest interior. Driving a sports car without handbrake is like drinking non-caffine coffee. The main reason if Porsche doesn’t serve those electronic-geek crowd happily with their new 991, someone else at Audi and Mercedes certainly will.

Conclusion: Instead of messing up an icon, Porsche has made the 911 an even better car than before. Its not only born to run at 250 km/h on the Autobahn, its also able to eat up those Black Forest twisties while continue to provide utmost driving pleasure on the racetrack. That’s because a proper Porsche should be a proper daily driver while bringing up to the weekend race course without any changes. And that is exactly what a 911 is all about.

Competitions:
Audi R8
Mercedes SLS AMG
Ferrari California

OVERALL VERDICT FOR 2013 Porsche 911 Carrera S
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 5/5

Vehicle: 2011 Porsche 911 Carrera GTS Coupe
Price as tested: CDN$124600

Performance: With the introduction of the GTS and Speedster to the ever growing 911 family, Porsche has added the European X50 package on top of the original Carrera engine. That means it has 408hp instead of 385hp, while torque remains at 310 lb/ft of torque especially on the lower to mid-range which is the most impressive. While the standard 385hp Carrera is already a blinder, the X50 has given the 911 even more performance than one has ever needed. In just a few short years ago, you have to go up to Turbo in order to get 400 plus ponies. Nowaday, you can have a normally aspirated 911 with similar caliber. That’s even on the same water-cooled 3.8 liter flat-6 with all the latest Porsche technologies right from 4-valve-per-cylinder, VarioCam Plus, direct fuel injection on its aluminum block and headers. The result is a 911 that has exceptional throttle response. Its not only does its able to run from 0 to 100 km/h on only 4 seconds, its seat-of-the-pants feedback continues to be racecar-esque. That kind of driving feel is only reseved by a 911, as well as only a 911 is able to duplicate that unique yet exhilirating acceleration. You can either go with the world’s best 6-speed manual gearbox or, again, world’s best dual-clutch gearbox called PDK. The 6-speed manual has perfect throw while clutch feel is simply exceptional. There are different bitting points for clutch take-off. As for the dual-clutch gearbox, its not only its the quickest shifting gearbox anywhere in the world. Porsche even addressed the single biggest issue, the paddle shifter location for both down and upshifts on the steering wheel. They finally belong to the right places. For the quickest shifting and latest technology, get the PDK. For pure driving feel, there still isn’t quite like driving Porsche’s manual gearbox.

Handling: 911′s legendary rear-engine/rear-wheel-drive layout has got improved on its rear-bias setting through the use of many advanced electronics to tame its unique character. While some might say the classic 911 is scary to drive at the limit, those true Porschephils actually think its what the fun is all about. As for the latest 997, Porsche has added the world’s best ESC called PSM or Porsche Stability Management, which has to be the most uninstrusive stability control I have ever driven. Even at the lowest “off” mode, its really a completely “off” which allows any enthuisast to have oversteer fun until it actually steps in. With the PASM or what Porsche called Porsche Active Suspension Management, it really has changed GTS’s character 180 degrees. It transforms it from a great handling car into a different beast. Both the suspension and shocks, right to sports seat bolsters have been stiffened up from ultimate track fun. However, its suspension is so comfortably compliant and supple. Its able to absorb all the bumps and roughness with ease. With PASM on normal setting, it rides as comfortably as any luxury car. In terms of steering feel and feedback, there aren’t any quite like a Porsche. Its precise, direct, responsive with great feedback for the driver. Body rolls are none to non-existence. There isn’t anything quite like driving a 911 on a track, perhaps except for a Cayman which is able to beat its rear-engine silibings with more balanced and quicker through the corners.

Brakes: Frankly, its really hard to find any braking system better than those in a Porsche. The latest GTS is a prime example. The stopping distance is short while pedal remains fade-free even after a couple of harsh stops. The brake pedal feels alive and well-modulated regardless of conditions.

Interior: Porsche has adapted GT3′s interior into GTS in order to give it a more exclusive feel. Which mean it continues to be Porsche’s form-follows-function interior packaging. The sports seats add superb side, thigh and back supports when cornering. Instrumentation gauges are clear and analog, while the use of materials are nothing short of a world standard.

Conclusion: The GTS has served well slot between standard C2 and race-breed GT3, especially when North American didn’t received the limited production “duck tail” Carrera Sport. In short, there is just a 911 for everyone’s different needs and wants.

OVERALL VERDICT FOR 2011 Porsche 911 Carrera GTS
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 4/5

Overall rating: 4.5/5

Vehicle: 2010 Porsche 911 Turbo with PDK, PCCB and Limited Slip Rear Differential Lock
Price as tested: CDN$185350

Performance: There are 2 biggest highlights for 911 Turbo during the latest revision. Other than the exceptional 7-speed PDK dual clutch gearbox, another advacement is the use of direct fuel injection which improves both performnace and efficiency. Not to mention Porsche’s worthy VarioCam technology. When it comes to performance, the latest iteration of 911 Turbo has a whopping 500 ponies and 480 lb/ft of torque through its new VTG or what Porsche called Variable Turbo Geomerty technology. This technology has been proven since the introduction of 997 Turbo a couple of years ago. The single biggest highlight of the whole package is the overboost feature that comes with Sport Choron Package in the latest Turbo. With a press of a “Sport” button, the overboost feature is able to increase the torque from 480 to 516 lb/ft of torque. Even with all those twin-turbocharging, it is completely free of any turbo lags. Both turbos spool up instantly and efficienctly thanks to VTG. All of these combined with the ease and efficiency of the PDK gearbox, which is optional on top of the sweet 6-speed manual gearbox. This gearbox is able to rev match. With 2 clutches, 1 for odd and another for even gears. Its able to shift quicker than any manual gearbox without sacficing any fuel efficiency. So how does it perform with Porsche’s legendary 3.8 liter flat-6 twin-turbo engine. One word: Perfectly. If you thought the previous Turbo’s Tiptronic already the best manumatic in the world. The PDK has taken it one step further down the level of technology. In the past, Tiptronic always have some shift delay even if Turbo already have the quickest software around. With the PDK, it makes the Tiptronic rather tame. If you are purely go for driving fun, you still can’t beaten the great 6-speed manual with a excellent clutch. The clutch take-off is progressive with the right feedback. It doesn’t have the usual heaviness that defined any supercar. It makes the 911 Turbo equally civilized driven in town as it is on the racetrack. Best of all, Porsche flat-6′s amazing soundtrack remains entertaining even with all of those technology upgrades.

Handling: Dynamically speaking, standard 911 Turbo is already hard to beat. As anyone can handle it on both the racetrack and on the road without the harshness of its silibing: GT3. The biggest highlight of latest upgrade is Porsche’s Torque Vectoring system, which is able to reduce the understeer by applying the brake to the inside rear wheel. Standard Sport Choron Package’s “Sport” and “Sport Plus” are able to tighten up the sports seat’s support, while giving the suspension more work out for more aggressive driving characteristics. With Canada’s price premium over the States, its a smart move for Porsche Canada to offer Sport Choron as standard instead as an option as south of the border. The Limited Slip Rear Differential Lock is able to control the oversteer while making it a very balanced sports car to drive despite of its engine placement. All of these combined with 911′s already rock-solid chassis and sophiscated AWD system, its very hard to get it out of line even when driver does rear its ugly heads. Once driver rears its ugly head, there is always a PSM or what Porsche called ESP. PSM has to be one of the most uninstusive stability program I have ever driven. There are 3 threshold for driver to control how much oversteer do they want on the road or on the track. As one expects from a Porsche, the steering feel and feedback are simply exceptional. It has the best steering precision and response anywhere in the world. Even with the Sport Choron set at “Sport” and “Sport Plus”, the suspension remains comfortably compliant without feeling harsh. So what does all of these upgrade mean for driver? Porsche claims the latest 911 Turbo has shaved 10 seconds off the Numburging race track time at 7 mins 39 seconds.

Brakes: Porsche’s Turbo brakes are hard to fault. With large 4-wheel discs and standard ABS, there aren’t anything stops as good as a 911 Turbo. The stopping distance is short while pedal feel is simply astounishing. The optional PCCB has even improved the already exceptional brakes on the racetrack.

Interior: Slip behind the wheel of Turbo, all you find is typical 911 interior. That means all the control and instrumentation gauges have driver in mind. The leather sports seats provide awesome back and side support when cornering. As you would expect from a Porsche, all the plastic and leather materials are from the top shelf.

Conclusion: Porsche 911 Turbo is a performance car that is as civilized to handle on the racetrack as it is on the road. The latest host of upgrades have just improved of what is an already a very capable car. If you find the Carrera is just too tame and a GT3 is too hardcore for your liking, 911 Turbo could well be your ticket.

OVERALL VERDICT FOR 2010 Porsche 911 Turbo
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4.5/5

Vehicle: 2009 Porsche 911 Carrera S with PDK, PCCB, PASM sports suspension pkg and Sport Choron pkg plus
Price as tested: CDN$129430

Performance: The single biggest headlight to the facelifted 997 is the availability of PDK gearbox, which, in Porsche’s term, as the dual-clutch direct shift gearbox, similar in concept to Audi’s S-Tronic. Unlike Audi’s system, which have paddle shifters mounted behind the steering wheel with left side for “-” and right side for “+”. The upshift and downshift paddles are mounted together in front of the steering column. Press “+” for up and “-” for downshifting. While I still prefer the design of paddle shifters in both VW and Audi, Porsche’s system needs something to get used to. Although its similar design to the outgoing Tiptronic-S system, it still needs to get used to as to how well placed VW put the paddles on their GTI.

Of course, everyone know 911 is mounted at the rear and C2 means its a rear-driver. In C2S’s case, its powered by a sweet 3.8 liter flat 6 with 385hp and 310 lb/ft of torque. The C2, on the other hand, is powered by a 3.4 liter with 345hp and 288 lb/ft of torque. The extra horses and torque of C2S definitely worth every pennies over the C2. Throttle response is wonderfully response without being abrupt. The engine note is such a joy to any driving enthuisast’s ears. With VarioCam Plus, it high revving has enhanced, so that it won’t go breathless when pushed right into the redline.

Handling: Delicate and entertaining are just the beginning to describe 911′s legendary driving experience. The optional PASM, which the choice of a sportier shocks with the press of a “sport” button on the dashboard really makes the car does. The sharper response of the steering, suspension, shocks and even tighter support of the sports seats have given 911 an even more exhilirating driving experience. Not to mention the wonderfully stiff and strong chassis, matched with the superb suspension caliberations. On the other hand, the steering is sharp and precise. Without a doubt, 911 has the best steering feel and response in the entire auto industry. While Porsche is the sole carmaker that never produces any steering that is lack of any feel and feedback. Porsche engineers have dialled a bit of safe understeer when pushed, in order for most buying public to handle 911 easier. If it does get out of hand, there is always Porsche’s famed PSM, or Porsche Stability Management, that is going to save any drivers from any nasty situations. However, PSM has to be considered as the most uninstrusive stability control in the business. With thresold large enough for full oversteer by any enthuisast. Last but not least, body rolls are non-existence no matter how hard you pushed.

Brakes: Porsche’s PCCB, or Ceramic Composite Brakes, really do wonders to 911′s already world’s best braking prowess. The stopping distance is short and pedal feel is simply astonishing. Its completely fade-free after a couple of hard stops, while ABS doesn’t step in unnecessarily.

Interior: When you are paying 120 grand for a Porsche, you expect all the luxurious features. That’s the case with the 911. Everything else from power leather sports seats to superb climate control. The driving environment is all driver’s car. All the instrumentation gauges to secondary control are all of easy reach. The use of materials and fit-and-finish are world-class.

Conclusion: With the introduction of the PDK dual-clutch gearbox, it just makes the world’s finest sports car even better. All the power is going to produce in more efficient manners without losing the composure typical of a 911. A true engineering masterpiece indeed.

OVERALL VERDICT FOR 2009 Porsche 911 Carrera S
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Performance: 5/5
Handling and ride/fun-to-drive: 5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 4.75/5