911 downsizes with turbo sizzle
now vertical rather than horizontal, which looks selfconsciously retro but is also more effective in getting cooling air to the turbochargers underneath.
For New Zealand, Porsche Active Suspension Management (PASM) is now standard on both Carrera models, with 10mm-lower ride height. Porsche Torque Vectoring (PTV), which actively shifts power to the outside-rear wheel to improve cornering speed and stability, is standard on the Carrera S, which can also now be specified with the active rearwheel steering system from the 911 Turbo and GT3.
Impressive. But the big question is whether the 911’s idiosyncratic character has survived yet another modernisation of the marque’s most iconic sports car.
The international media launch for the new model in Tenerife, which included a daylong route around a volcano and a drive-as-fast-as-you-dare section of closed mountain road, gave us ample opportunity to find out.
Our drive time was restricted to the top Carrera S version. First, the bad news: the new engine doesn’t have the gruff character, razor-sharp throttle response and quirky soundtrack of the outgoing powerplant at low speed. Instead, you get seamless performance (peak torque is delivered at just 1700rpm) and a surprisingly loud turbo whistle. This will count against it for some Porschephiles, but there are advantages in terms of all-round refinement and for urban driving, as the superior torque characteristics of the new engine irons out some of the staccato effect of the dual-clutch PDK transmission at city speeds.
The good news is that under load and at high speed, the new engine delivers a familiar bark that makes it clear there’s a Porsche boxer engine in the back. Even more so with the optional sports exhaust, which is activated by a switch on the centre console. Cars with the sports system also get different pipes at the back: two large outlets positioned near the centre, compared with the cornermounted quad pipes of cars without the loud button.
So much about the chassis will depend on specification: with or without PDCC, with or without rear-steer. But the 911 fundamentals remain. There’s an enormous amount of mechanical grip and uncanny front-end accuracy as you turn into a corner. But when you’re really pressing on (for example, if somebody has closed off a sinewy mountain road for you) the back still bobs around a bit to remind you that this is a rear-engined car. I’ve no doubt this characteristic has been carefully engineered into the car’s chassis and stability control system, because Porsche has long since conquered the scary pendulum effect of earlier 911 generations. But it’s part of what makes a 911 feel special. That and the boxer bark.
It’s still a supremely practical sports car for two, with good visibility and reasonable luggage space – especially if you count the back seats, which are not ideal as