2009 Porsche 911 Carrera 4 & Carrera 4S Review by R&T
#1
08-07-2008, 07:49 AM
2009 Porsche 911 Carrera 4 & Carrera 4S Review by R&T Schloss Leibenberg, Germany — Porsche's new 2009 911 doesn't look much different than before, but it's loaded with new technologies, the most significant being new direct-injected engines that are, on average, 8.5 percent more powerful yet 12.9 percent more fuel efficient. That's impressive, but perhaps more important to enthusiasts is Porsche's optional new Doppelkupplungsgetriebe (PDK) gearbox, a 7-speed double-clutch transmission that shouts "good riddance" to the old Tiptronic 5-speed automatic.
And besides, the new Carrera 4 and Carrera 4S — which go on sale in the U.S. on September 24 — have a new all-wheel-drive system warranting coverage. The old one — a viscous center differential that relied on front and rear wheel speed differences to send power forward — has been tossed in favor of Porsche Traction Management, a electronically controlled multiplate clutch (from the 911 Turbo) that continually feeds an optimum amount of power to the front wheels for the given condition. By taking into consideration numerous parameters such as steering angle, engine power and torque, plus wheel rotational speed, PTM's compact center differential can apportion power forward before any wheel slip is detected, greatly adding to the 911's composure out of corners and reducing the amount Porsche's stability management program needs to intervene. Best of all, the drive to the front wheels isn't felt through the steering wheel; it's felt only in the amazing stability that drivers will appreciate when powering out of turns, particularly in the wet.
Theoretically, as much as 100 percent of the 911's power can be transferred forward by PTM if needed, but that would only occur if, say, the rear wheels were on ice and the fronts were on dry pavement. For the most part, the new Carrera 4s feel like standard rear-drive Porsche 911s, aided by a standard new limited-slip rear differential that improves traction on varying surfaces while greatly improving stability during load changes in bends. And under hard braking, the center diff disconnects drive to the front wheels, allowing the rears to handle more of the stopping duties. Consequently, the rear rotors have been enlarged slightly, and are cooled by two new underbody NACA ducts.
An option on the Carrera 4 and Carrera 4S with PDK is the Sports Chrono Package Plus, which has a launch control function for error-free starts. Simply push the Sportplus button, power-brake the engine to 6500 rpm, lift off the brakes and hang on for a wild ride with your right foot flat and PDK gearbox upshifting merrily along the way. Driven like that, the Carrera 4S coupe, says Porsche, hits 100 km/h (62 mph) in only 4.3 seconds, nearly as fast as the previous-generation 911 Turbo. Another option of note on the Carrera 4 Coupes is PASM sport suspension, which delivers a firmer, more sport-oriented ride and lowers the car by 20 millimeters, or 0.8 in.
From the outside, the Carrera 4 and Carrera 4S, apart from badging, look much like their standard rear-drive brethren. The key to spotting the difference lies in the rear, where a reflective red bar now spans the distance between the taillights. Also, the Carrera 4 and Carrera 4S are notably wider in back, by 1.73 in. to be exact.
The Carrera 4 Coupe begins at $81,700, with 4S Coupes starting at $92,300. Carrera 4 Cabriolet are pricier, starting at $92,300 and reaching $102,900 for the 4S Cabriolet. PDK, an option you'll likely want, will add $4080 to the price of your dream car.
Mine's a Carrera 4 Coupe, with PDK.
What's Hot:
What's Not:
Cars to Compare:
And besides, the new Carrera 4 and Carrera 4S — which go on sale in the U.S. on September 24 — have a new all-wheel-drive system warranting coverage. The old one — a viscous center differential that relied on front and rear wheel speed differences to send power forward — has been tossed in favor of Porsche Traction Management, a electronically controlled multiplate clutch (from the 911 Turbo) that continually feeds an optimum amount of power to the front wheels for the given condition. By taking into consideration numerous parameters such as steering angle, engine power and torque, plus wheel rotational speed, PTM's compact center differential can apportion power forward before any wheel slip is detected, greatly adding to the 911's composure out of corners and reducing the amount Porsche's stability management program needs to intervene. Best of all, the drive to the front wheels isn't felt through the steering wheel; it's felt only in the amazing stability that drivers will appreciate when powering out of turns, particularly in the wet.
Theoretically, as much as 100 percent of the 911's power can be transferred forward by PTM if needed, but that would only occur if, say, the rear wheels were on ice and the fronts were on dry pavement. For the most part, the new Carrera 4s feel like standard rear-drive Porsche 911s, aided by a standard new limited-slip rear differential that improves traction on varying surfaces while greatly improving stability during load changes in bends. And under hard braking, the center diff disconnects drive to the front wheels, allowing the rears to handle more of the stopping duties. Consequently, the rear rotors have been enlarged slightly, and are cooled by two new underbody NACA ducts.
An option on the Carrera 4 and Carrera 4S with PDK is the Sports Chrono Package Plus, which has a launch control function for error-free starts. Simply push the Sportplus button, power-brake the engine to 6500 rpm, lift off the brakes and hang on for a wild ride with your right foot flat and PDK gearbox upshifting merrily along the way. Driven like that, the Carrera 4S coupe, says Porsche, hits 100 km/h (62 mph) in only 4.3 seconds, nearly as fast as the previous-generation 911 Turbo. Another option of note on the Carrera 4 Coupes is PASM sport suspension, which delivers a firmer, more sport-oriented ride and lowers the car by 20 millimeters, or 0.8 in.
From the outside, the Carrera 4 and Carrera 4S, apart from badging, look much like their standard rear-drive brethren. The key to spotting the difference lies in the rear, where a reflective red bar now spans the distance between the taillights. Also, the Carrera 4 and Carrera 4S are notably wider in back, by 1.73 in. to be exact.
The Carrera 4 Coupe begins at $81,700, with 4S Coupes starting at $92,300. Carrera 4 Cabriolet are pricier, starting at $92,300 and reaching $102,900 for the 4S Cabriolet. PDK, an option you'll likely want, will add $4080 to the price of your dream car.
Mine's a Carrera 4 Coupe, with PDK.
What's Hot:
- Quicker all-wheel drive
- PDK!
- Better power and economy
What's Not:
- Pricey
- Tiny back seats
- Limited luggage space
Cars to Compare:
- Audi R8
- BMW M3
- Chevrolet Corvette Z06
- Mercedes-Benz SL63 AMG
#3
08-17-2008, 02:41 AM
Originally Posted by DJ;121461[I
An option on the Carrera 4 and Carrera 4S with PDK is the Sports Chrono Package Plus, which has a launch control function for error-free starts. Simply push the Sportplus button, power-brake the engine to 6500 rpm, lift off the brakes and hang on for a wild ride with your right foot flat and PDK gearbox upshifting merrily along the way. Driven like that, the Carrera 4S coupe, says Porsche, hits 100 km/h (62 mph) in only 4.3 seconds, nearly as fast as the previous-generation 911 Turbo.[/I]
#4
09-01-2008, 06:03 AM
Looks like we may be having the wide butt discussion again - nearly 2 more inches of caboose on the C4.
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