Ludwigsburg, Germany — OK, so the latest Carrera still looks like your basic 911. Despite a restyled front bumper, reshaped taillights, modified rear lower valance panel, and revised tailpipes, the new model's iconic shape, which has been around for 45 years, may seem archaic to some when compared to the origami designs that are all the rage today. But don't let appearances fool you, because familiarity aside, the 2009 Carrera is one torrid Teuton.

An all-new, direct-injection flat-6 that's a teensy bit smaller and lighter and sits lower in the chassis than the previous powerplant, raises the performance bar even higher, which is bound to make GT3 and Turbo owners nervous. In fact, the upscale 911S tops out at 187.6 mph, just 5.4 mph slower than the 911 GT3 and Turbo. That's with the larger 3.8-liter engine, which cranks out 385 bhp, 30 more than the previous S powerplant, and 40 more than the new 3.6-liter "normal" engine. In designing the new powerplant, Porsche engineers eliminated 40 percent of components deemed unnecessary (for example, the crankshaft bearing saddle), so please, no jokes about how much money the factory saved. The point is, this is a better engine. And man, is it responsive!

Mated to this potent powerplant is the civilian version of the PDK (Porsche Doppelkupplung) transmission, first used in the factory's 956 and 962 endurance racers from 1983 to 1986. Highly refined over the racing gearbox, this twin-clutch, close-ratio 7-speed delivers computer-controlled, lightning-quick shifts that beat the Carrera's 6-speed manual gearbox by 0.2 seconds. When augmented with Porsche's optional Sports Chrono Plus package, the Carrera S, using Launch Control, sprints from 0 to 60 in 4.1 seconds.

A center console-mounted shift lever can be left in Drive, or placed in Manual and pushed/pulled for up- or downshifts. Left- and right-hand finger tabs integrated into the center spoke of the new steering wheel serve the same purpose. A few journalists thought Porsche got the shifting direction backward (my co-driver said he preferred to pull back to upshift), but it works for me. Potato, potatoh.

Because the PDK transmission replaces the Tiptronic S, you might think it behaves slovenly like a typical automatic. Not so. Although it's transparent when driven gently, PDK becomes a speed-shifting fool when you put on your race face. Stomp on the loud pedal and this gearbox does some amazing things — like downshifting to 2nd from 6th under heavy braking when you're trying to slow from, say, 130 mph to 60. No human could do it better.

Improvements to the Carrera's active suspension system (PASM), plus larger brakes for the normal 911, ensure that the new 911's handling and braking match its increased performance.

Because 911s carry a hefty price tag (base price is $75,600 for the normal Carrera and $86,200 for the S model), Porsche Cars North America sweetens the pot by throwing in bi-xenon headlights, PSM (stability control) and PCM (stereo/music system/GPS/Bluetooth, etc). But some options you've gotta have, like PDK ($4080), the Sports Chrono Package ($1320), those spiffy, 19-in. Carrera S II wheels (standard on the S, $1550 otherwise), and limited-slip differential ($950). After all, for the performance-minded, "There is no substitute."


What's Hot:

PDK gearbox is the best in the industry
Direct fuel injection engine is hot and fuel efficient
Lots of no-cost extras like PSM, new wheels


What's Not:

Price, especially when ordered with must-have options
Mostly cosmetic and unnecessary dealer-ordered options further up price
PDK too long coming to market


Cars to Compare:

Chevrolet Corvette Z06
Nissan GT-R
BMW M3
Ferrari F430

 

thx dj

 

interesting read. many different write ups coming out at the moment all good so far. thanks for the post.

 

They say the PDK is the best in the market, then complain about its time in development. Do they not see a correlation?

 

good read...thanks

 

Nice...