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911 Carrera S – 450 ch

The 2020 Porsche 992 Carrera S Is Quick But Isn’t Much Of A Track Star

Give a car to Steve Sutcliffe and he’s bound to flog it within an inch of its life. He extracts every iota of performance from the car, and in addition to giving a good thrashing, gives it a fair judgement. For that reason, he’s one of the best. How many journalists can run times similar to an F1 test driver in that test driver’s regular F1 car?

Of course, he prefaces his critique of the 992 Carrera S with the acknowledgement that it’s first and foremost a road car, and not a racing car. That said, it does wear an S on its rear hatch, which holds it to certain expectations.

The front end is reminiscent of the 959’s, isn’t it?

It has to be said that, as a car optimized for road usage, it’s a success. More power, 391 lb/ft of torque from 1,900 revs, and an exquisite exterior make it a hit. However, its added heft make it a less involving car. Add a small amount of girth, and it’s immediately noticeable on road or track; the car is just not as placeable.

Still, it managed a 1:16.00 around Anglesey, which is nothing to sniff at. Considerably quicker than the 991 Carrera S, and even faster than a Nissan GT-R, there’s no denying its pace. Only being 0.8 of a second off a 991.1 Turbo, especially at a circuit that rewards the punchier motors, speaks to the power this mid-tier 911 offers. It’s a staggering amount of performance for a car that isn’t truly made with the track in mind, and as civil as any two-door Porsche on the market.

Still, Sutcliffe is underwhelmed. Noticeable heft, a less incisive front, and a less characterful motor make it « quick with a lower-case q. » While his standards for track performance probably exceed most owners’, it’s still refreshing to hear a blunt, reasoned, and fair take on a car that will undoubtedly stretch a smile across the face of 95% of its users.

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Porsche 911 Carrera Coupé et Cabriolet : 385 chevaux au programme

Porsche dévoile les nouvelles versions de base de sa sportive. Les Porsche 911 Carrera Coupé et Cabriolet revendiquent ainsi une puissance de 385 chevaux avec un style très proche des autres modèles portant un « S ». Présentée en novembre 2018 sous les traits des Porsche 911 Carrera S Coupé et Carrera 4S Coupé, la nouvelle Type […]

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Comparing the 992 Carrera S Against a Rawer Rival

While its undoubtedly true the latest iterations of the Carrera have softened their image, expanded their midsection, and grown more commercially appealing, they still retain a level of performance that wows the enthusiast. Especially when considering the gains brought by modern turbocharging and PDK gearboxes, there’s not much the typical user is left wanting for—at least in terms of straightline speed.

However, at what price do the electric steering, heavier transmissions, forced induction come? To get a better sense of the tactile, visceral losses caused by modern technology, Henry Catchpole staged the 992 Carrera S against another European 2+2 with comparable power, price, and weight.

Its rawer rival is the Lotus Evora GT410 Sport, and simply by posing the two cars beside one another, we see how their designs speak volumes. In comparison, the Evora looks like a child’s plaything, whereas the Carrera S is a subdued, sophisticated sports cruiser. Perhaps it’s just the shade of Smurf blue adorning the Lotus’ hide which causes that perception, but the dated interior doesn’t help that view much.

Looks aside, what we’re truly concerned with is that elusive trait of connection. With that occasionally irritating but always informative feedback through the wheel, the Evora’s steering feel bests the subdued and smoothened electric steering in the 992. There’s simply more information coming from the front axle.

Additionally, the V6’s bark barges into the Evora’s cabin in a way that the Porsche’s softer note sneaks into its cabin. Though musical, the Porsche’s muffled exhaust note fails to give it the same sense of occasion.

The 450-pound difference between the two makes the Lotus a much more wieldy car on narrow country roads; there’s no escaping weight. It’s clear that liveliness seems to come with some setbacks, especially in this price range. That’s quite interesting considering both cars, at 73″, are equally wide—and that the Evora has a longer wheelbase. There really is no escaping heft.

Though as quick, it lacks the some level of involvement that makes its blue rival so appealing.

While the plush Porsche is a better car for most, and is by no means a Panamera in athletic garb, it has undoubtedly lost something. The pared-down, straightforward, honest car that made its predecessors such involving cars is still very much alive in the Evora. The tinny, shed-built brawlers like the Lotus are such stimulating driver’s cars largely because their focus is on connection, and not mass consumer appeal. While the Porsche might be as fast if not faster over a stretch of country road, the Evora is the one that will leave its user buzzing.

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Porsche 992 Carrera S – TECHNO : un moteur loin d’être à plat

D’une cylindrée et d’un mode d’aspiration inchangés, le 6-cylindres à plat 3.0 biturbo de la huitième génération de Porsche 911 semble en tout point identique à celui de la précédente mouture. Mais vous savez ce qu’il se dit des apparences…

Comme son petit nom l’indique, le bloc 9A2 Evo est en réalité une évolution assez nette du 9A2 étrenné par la 991 à partir de son restylage, fin 2015.

Amené à développer plus de puissance que celui qu’il remplace, comme le suggèrent les 450 ch dorénavant affichés par une “simple” Carrera S (contre 420 ch jusqu’à présent), ce moteur reçoit de plus gros turbos. Leurs aubes voient notamment leur diamètre majoré, de 3 mm côté échappement et de 4 mm côté admission.

Ces deux assistants respiratoires sont aussi désormais installés de façon symétrique, chacun tournant dans un sens opposé. Il est ainsi plus facile de réguler la circulation des gaz, le circuit qu’ils empruntent devenant identiques d’un banc de cylindres à l’autre.

Cette meilleure gestion est aussi favorisée par l’adoption de soupapes de décharge contrôlées électro-mécaniquement et non plus par simple dépression. Le système de suralimentation s’avère d’autant plus efficace que ses échangeurs, plus volumineux, sont placés directement au-dessus du moteur et non plus dans les boucliers arrière. Une place aujourd’hui occupée par les filtres à particules. L’air compressé vers…

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Test drive Porsche 992 Carrera S: un essai au sommet

Essayer une Porsche 911 est toujours une invitation qui ne se refuse jamais mais tellement stressant parce qu’une 911 ça ne se conduit pas, ça se respecte, ça se pilote surtout. Alors, malgré mon expérience, c’est avec une certaine appréhension que nous nous sommes rendus au centre Porsche Annecy pour prendre le volant de la …

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