Test Drive: Porsche 911 Carrera S

Since its appearance in 1963, the Porsche 911 and its rear overhang engine perpetually defy the universal laws of physics. From a congenital imbalance of masses, the creature of Zuffenhausen always opposes itself a little more to the constraints to which it should be subjected, like any other moving terrestrial object. Around fifty kilos heavier, 2 cm longer, 4,5 cm wider, the 992 is also more efficient, more efficient and even more economical than the 991 which it replaces. To the great dismay of those who hoped for it to be more authentically compact, this eighth generation is indeed more bulky. From a driving position lowered by 5 mm, it becomes almost essential to keep your nose raised towards the sky, your chin forward, to ensure, in town, that you do not abandon one of the four corners of the aluminum body against the urban furniture.

But as soon as the horizon clears up, these notions of size and overweight are completely forgotten. Certainly, the management appears heavier, except that this is precisely progress. Introduced by the 991, the electric assistance, which could be improved on the first vintages in particular, turns out to be better calibrated here. The resulting consistency inspires greater precision when entering a curve. Thanks to reduced rack gear ratio, the front axle also responds more quickly. That's good, because at the speeds at which it can enter a corner, you have to be quick. This is even more true in the presence of rear wheel steering (option at 2268 euros). While oversteering generally remains the best way to move away from the ideal trajectory, this is the most appropriate way to correct it. The turn is closing much more than expected? No problem, just “put back on” the steering wheel, even in full swing. This additional directional power, the 992 also owes to its front track widened by 40 mm.

Living with the times
Strained due to the increase in weight, the suspension could have altered the solidity of these supports. On the contrary, it participates, after having taken care to review the control of its Bilstein shock absorbers. Even more on our example equipped with active anti-roll bars (3240 euros). Cash movements remain almost non-existent. This 911 turns in one go, giving off a strong impression of rigidity. However, the engine does its best to force this propulsion out of its orbit. Inherited from the previous opus, the 6-liter twin-turbo flat 3.0 has evolved to now develop 450 horsepower under the hood of a “simple” Carrera S, like this one. That's almost the power of a 911 GT2 from the early 2000s... The maximum torque rises to 530 Nm. Among other modifications, the diameter of the turbines is enlarged (+3 mm on the exhaust side, +4 mm on the intake side). But perhaps it’s the way the cavalry expresses itself that’s changing the most. The acceleration strengthens, but above all stretches over a wider rev range. Even if it is not fundamentally useful, as the extreme roundness of the mechanism is enough to get away without venturing beyond the first half of the rev counter, push back its needle (the one and only on a combined 'highly digitized instruments) up to the breaker at 7500 rpm reveals a more gradual thrust. And a nice bit of voice. To benefit from this guttural, then melodious timbre around the red zone, the sports exhaust (2628 euros) however seems essential.

If the flat 6 therefore finds a certain relief, it's a shame that the PDK box tends to smooth it out. Well-staged and gaining an 8th gear, the robotic double-clutch transmission no longer generates the slightest loss of load during each of its operations. It is true that the skillfully orchestrated jerks of previous generations served no purpose, other than letting a few tenths escape from 0 to 100 km/h… and maintaining the thrill. You have to live with the times. This new box allows the installation of electrical assistance within its housing itself with a view to future hybridization. In this same perspective, the braking abandons its traditional vacuum assistance for an electromechanical system, rather convincing despite the appearance of rare hard spots in the pedal during slowdowns at low speed. Purists can rest assured, the electrification of the legendary sports car will not take place for a few years. Before that, Porsche will most likely release it in numerous GTS, GT3, Touring versions… We can’t wait.