Porsche 911 (2004-) Review

On the road

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One of the best driving experiences available at any price just got better. Porsche's evolutionary approach to developing the 911 continues apace - all of the familiar and unique 911 cues are still abundantly present, from the gruff, thrashy rumble of that fabulous engine, to the gentle porpoising action of the car as it transits undulating surfaces, to the steering, which is just about unparalleled for feel, weight and feedback. In fact, this is the first 911 to gain rack and pinion steering, and because it has variable-rate ratio, the steering is tuned to become more direct with steering lock of more than 30 degrees, which makes the 911 more agile on a tight, B-road charge.

The other chassis innovation is the Porsche Active Suspension Management (PASM), which makes this the first 911 to gain active suspension. The system can be switched between normal and sporting, with the latter lowering the car's ride height by 10mm and stiffening up the suspension for serious road or track work. The PASM system is also capable of monitoring dynamic driving conditions and adjusting the damper settings accordingly. PASM is optional on the regular Carrera and standard on the Carrera S.

The balance and poise of the new 911 are simply astonishing. Charge into a fast corner a bit too quickly and the Porsche Stability Management system subtly ensures that the car sticks to its cornering line (unless you've been a complete prat in judging your entry speed). And high-speed stability is better than ever, with improved aerodynamics helping out. On a clear stretch of autobahn, 4Car saw a perfectly comfortable 160mph with plenty left in reserve.

The six-speed gearbox, too, is a new unit that boasts improved syncromesh for smoother and faster shifts, and it's a joy to use.

The raw figures for the new 911 are: 0-62mph in 4.8 and 5.0secs and a top speed of 177mph and 182mph for the Carrera and Carrera S respectively. What these deeply impressive figures can't convey, though, is the sensational manner in which the numbers are generated. Nudge the manual six-speed gearbox into first and let the clutch up gently, then nail the throttle and listen to the exhaust note harden from a menacing rumble to a diamond-edged yowl as the revs pass 5000rpm and the variable valve timing (VarioCam Plus, in Porsche-speak) creates and even more vicious noise. All of this with quite savage acceleration, aided by a close-ratio gearbox that barely gives you time to catch your breath before demanding yet another upshift. Glorious.

On paper, the Carrera S offers more power and torque than the standard Carrera, but on the road, few will find the standard car's pace wanting. The Carrera S sounds a little more raucous, and its standard PASM might appeal to the harder core driver, but 4Car reckons the regular Carrera is the one to go for.

We can't, though, recommend the Tiptronic S five-speed automatic gearbox. The system can be left in drive and operated as a normal automatic, or the driver can use shift buttons on the steering wheel spokes. In either mode, the 'box feels slow and clumsy unless you're absolutely caning it, and even then it's not foolproof. In the end, Tiptronic masks the brilliance of Porsche's legendary flat-six engine, so give it a miss unless you just want to ponce about on the King's Road.