911 Carrera 4S

Inconspicuous Dragster: The New Carrera 4S Can Run with Hypercars

It’s often said that Porsche horsepower is a little more potent than other marques’ horsepower. Perhaps having the motor so close to the driven wheels minimizes drivetrain losses, or maybe there’s simply a bit of magic at work between the broad haunches of a Porsche. In any event, it’s not unusual to see a fairly standard 911 hanging with cars which should be out of its league. Such is the case with the 991 C4S.

In terms of price and power, the Porsche is totally outclassed. The 450 horsepower its 3.0-liter flat-six is nothing to sniff at, but when in the company of an Audi R8 Performance, a Nismo GT-R, and a BMW M850i—with 620 horsepower, 600 horsepower, and 520 horsepower, respectively—it seems it’d be hopeless in a drag race. All four cars drive every one of their wheels, and all enjoy the rapid gearshifts offered by modern, paddle-shifted automatics. By minimizing the number of variables present, this test promises to be an intriguing demonstration of power and traction.

Interspersed between boyish enthusiasm and Muttley-esque snickering, we see some moments of brilliance from the underdog. The Porsche is easily the lightest car in the bunch at just a tick over 3,200 pounds. Compared to the others, it’s a featherweight; nearly 1,300 pounds lighter than the portly BMW. The Porsche’s light weight, coupled with its stellar traction, makes it the quickest off the line, only to be reigned in by the heavier, punchier cars towards the end of the quarter-mile drag.

The GT-R, which sports another 150 horsepower but weights ~700 pounds more, just pips it before the line by a mere tenth of a second. Considering the Porsche costs a little more than half as the Audi and Nissan which just outgunned it, it wasn’t too bad a loss.

Though not the swiftest, it is the sexiest of the angular, wing-studded bunch

The results of the rolling race were too predictable, with the more powerful machinery streaking away, but if there’s a consolation prize, the Porsche is the quickest to stop. Give them a race track with corners, and the results might further favor the 911. In terms of real world performance, the Porsche can hang with, and occasionally outperform the supercars. Not too shabby.

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Porsche 911 (Type 992) : les photos de notre essai de la version 4S

C’est au Cap Corse que notre journaliste se trouve actuellement, le volant de la nouvelle Porsche 911 entre les mains. Entre deux accélérations, notre essayeur a trouvé le temps de nous faire parvenir ses premières photos…

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Essai Porsche 911 « 992 » Carrera 4S

Essai Porsche 911 Carrera 4S Type 992 (2019)

A chaque nouvelle génération de 911, on se demande comment les ingénieurs vont se débrouiller pour la rendre meilleure que la précédente. Et à chaque nouvelle génération, ces mêmes ingénieurs nous apportent une réponse sans équivoque. Nouvelle démonstration avec la huitième génération, 992 de son petit nom. La Porsche 911, c’est une institution, une icône […]

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2019 Porsche 992 Carrera S vs 4S first drive review

We’ve been here before, right? A new 911, which among our fraternity will forever be known as the 992. In Porsche’s model line there’s nothing more significant, even if today 911 sales are a mere support act to the SUV bottom line. Simply put, the 911 remains the company’s icon, the car that defines the firm. The 911 represents success on road and track, a million-selling sports car that’s instantly recognisable; unique in the automotive world.

Which is why replacing it is about as difficult a task as Porsche has. Time doesn’t stand still though, and the 911 has to evolve to work in the world it finds itself in. That evolution has unquestionably allowed it to endure and succeed, but the transitional points in its lifecycle will always be significant and debated ad-infinitum among drivers and the likes of me in titles like this.

The 911 matters to people then, more so than any other car. It doesn’t actually seem like that long ago I was reviewing the then new 991, or indeed 991.2; in the time since they’ve gone on to become the 911, after the usual difficult transition period where everyone is looking dewy-eyed about the outgoing model. I’ll do that now, the Carrera T manual that I’d borrowed off the UK press fleet in anticipation of driving the new 992 feeling pretty much perfect to me. That 991 should be good though, it being at the end of its development cycle.

Everything learned from that and more has been adopted here with the 992. There are two of them here today, a Carrera S and Carrera 4S. They are, as all will be until the standard Carrera arrives later this year, PDK, and pulling the right paddle shifter here can now be done eight times. “They’re the same,” is the reply when I request that both cars feature in the same shot.

Visually, that’s true; the Carrera S and Carrera 4S are identical, even more so when they’re painted the same Racing yellow. The only clue to the 4S’s additional drive is the badge on its backside. Choose the model delete option, or better still the simple 911 numbering, and you’d not know it’s a four, Porsche’s decision to make all Carreras widebody removing that go-to identifier of drive. It’s big, this new 911, as wide as the outgoing GTS and GT3, a bit longer and taller, as well as heavier. We’ll get to that later.

The dynamics engineers certainly weren’t complaining when the decision to go widebody was made. You might think that it was the chassis engineers that dictated it, but the 992’s a widebody for different reasons, key among them being the cooling. The 992’s 3.0-litre twin turbo flat-six has to pass ever-tighter laws for economy and emissions, and an efficient turbo engine is a cool one. That defines not just the physicality of the 911’s shape, but the large cooling intakes fed by active vanes at the 992’s nose. Here, now, in natural light and in the pitlane of the Hockenheimring, I have to say it looks good. It’s unmistakably 911, as it should be, design boss Mauer’s team having dipped into the 911’s past to bring it forward. From the cut-out recess on the bonnet to the SC-aping font for the rear 911 badging, via the large headlights sitting upright (cut exclusively out of the wings rather than puncturing the bumper), there’s no mistaking its lineage.

That expansive rear is spanned by an LED strip light across its entire width, the slightly recessed lighting and three-dimensional Porsche badge across the back leaving you in no doubt that you’re following a 911. The pop-up rear wing that aids stability now also acts as an airbrake when stopping from speed. It’s better integrated than that on the 991, but is still arguably an inelegant if undeniably effective solution to the 911’s aerodynamic Achilles heel. It’s the other pop-out element to the new 911 that’s causing the most debate here today; the door handles. They look neat, but their operation isn’t perfect, feeling insubstantial and not always popping out to greet you. That you have to lift and pull rather than simply grab counts against them too. A small thing, perhaps, but they feel like the answer to a question nobody asked, particularly in comparison to those on a 991.

Once inside, this is clearly a 911 for a new era. The quality takes a leap, the build feeling substantial, the materials, too. It’s an attractive cabin, the centre dash coming with a near 11-inch screen containing all the info and entertainment functions. It’s a touchscreen, adding connectivity and configurability to your nav and entertainment that you probably never knew you wanted or, arguably, needed. Choose the Sport Chrono and you’ll be able to select the driving modes…

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Nouvelle Porsche 911 : 450 chevaux pour les Carrera S et 4S

Assurément la nouvelle génération de Porsche 911 est l’une des stars de l’édition 2018 du salon automobile de Los Angeles où le coupé iconique se dévoile enfin. Et pour cette version 992, les changements sont nombreux…

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