WHAT’S IT LIKE TO DRIVE?
Contemporary correspondents had been more impressed with the 964 3.3T than they anticipated. The Turbo had such a reputation for wild, sudden oversteer, the majority were relieved that the 964 simply understeered on dry roads. Undoubtedly the 964’s completely new chassis had much to do with this; on the 3.6T, even wider rear tyres and new 18-inch rims coupled with a front suspension lowered by 20mm continued this improvement. So good in fact was the 3.6T’s traction that standing starts of the dropped clutch variety resulted in wild axle tramp. Porsche’s nicely weighted power steering was praised, but the 3.6T’s inevitably stiffer suspension meant a fidgety ride on imperfect surfaces and some road noise in the cabin transmitted by the thicker rear trailing arms of the RS. The 3.6 however delivered its torque more evenly than earlier Turbos and combined with the steering, shorter-throw gear lever and lighter clutch, the latest Turbo was more relaxing to drive.
The cabin is surprisingly intimate and visibility through the upright windscreen better than modern Turbos. Underway, it feels vintage, with constant feedback through the non-adjustable steering wheel. The five-speed shift is heavy enough to demand a firm hand and although contemporary reports suggested the 3.6T was quite flexible, this is relative and in the best single-turbo tradition power starts to build quickly from 2,700rpm and then comes in an invigorating wave to 5,500rpm. With no electronic safeguards, control of those 360 horses is entirely in the driver’s hands: pressing on along twisting roads requires full attention, but alert drivers should not be caught out as easily as the 930 could snare them. The 3.6T will not keep up with a hard-driven manual 992 C2S, but the 964T’s driver will be having a far more exciting time.