Porsche 911 Carrera S 3.8 (A) Review
13 Mar 2012|15,394 views
The 911 is the most iconic sports car ever to come out of Germany. Since it was first introduced back in 1963, the 911 has remained true to its original form - a two-door coupe with an unmistakable silhouette and its engine in the wrong place - behind the rear axle. The latest generation 911, the 991 was launched recently to replace the seven-year old 997 gen model.
Exterior
You'd have to squint to notice that the car here is the new generation model. There are giveaways though. Starting from the front, the 991 can be recognised by its new headlamps, new front bumper with a large air intake flanked by two smaller ones on either sides.
From the side, the 991's lower height, longer wheelbase and shorter overhangs give it a flatter and lengthened profile when compared to the 997 - this gives it a more dynamic stance as well. It is from the rear where the 991 is most different from the 997 - the tail lamps are narrower than previously while the significantly bigger, almost GT3-sized retractable rear spoiler now sits below the miniscule engine cover - the narrow tail lamps makes the 911's rear end look more aggressive than the 997.
Like every new model 911, the 991 is a little hard to differentiate from the previous model from the outside for most people but the new details do give it a more contemporary look and feel.
Exterior
You'd have to squint to notice that the car here is the new generation model. There are giveaways though. Starting from the front, the 991 can be recognised by its new headlamps, new front bumper with a large air intake flanked by two smaller ones on either sides.
From the side, the 991's lower height, longer wheelbase and shorter overhangs give it a flatter and lengthened profile when compared to the 997 - this gives it a more dynamic stance as well. It is from the rear where the 991 is most different from the 997 - the tail lamps are narrower than previously while the significantly bigger, almost GT3-sized retractable rear spoiler now sits below the miniscule engine cover - the narrow tail lamps makes the 911's rear end look more aggressive than the 997.
Like every new model 911, the 991 is a little hard to differentiate from the previous model from the outside for most people but the new details do give it a more contemporary look and feel.
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Interior
Inside, the 991 gets a new interior that is more easily distinguishable from its predecessor's when compared to the exterior. The driving environment still features traditional 911 cues like the five circular instruments with the all-important large rev counter in the middle.
The analogue speedometer is hardly easy to read but there's still no excuse to exceed the legal speed limit as a highly legible electronic speedo sits at the bottom of the rev counter. The rising centre console is inspired by the Carrera GT's and seems to be a recurring interior design feature on contemporary Porsche models - it features cluster of buttons for different functions like climate control, driving and so on. The taller centre console design does make the driver feel more ensconced in the car.
As previously, there are token seats at the rear that only children or very short people should occupy while luggage room up front is reasonably OK - the boot is deeper than that of the Audi R8's.
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The Drive
The 997's mid-life facelift four years ago saw the 911 receiving the latest iteration of the venerable flat-six, equipped with DFR direct injection. The new Carrera gets a smaller but more powerful version of the engine while the model tested here, the Carrera S sticks with the same 3800cc displacement as the 997's engine. The new 3.8-litre lump manages 400bhp, a 15bhp increase over the old model. Porsche says that the new motor is not only more powerful but is cleaner and better in terms of fuel consumption as well.
Fire up the engine via the electronic ignition - there's no fancy starter button here, and the horizontally-opposed 6 comes to life with the typical mechanical clatter of 911 engines. Activate Launch Control (only in cars with the optional Sports Chrono Pack) and the Carrera S will accelerate to 100km/h from rest in 4.1 seconds, a time that is quicker than the old model Carrera S.
Despite producing its peak torque of 440Nm only at 5,600rpm, the flat-6 is incredibly flexible from low revs - this engine will pull cleanly from just over 1,200rpm in top gear. Go past 4,000rpm and this is when the engine really comes on song - the acceleration starts to feel more intense and the engine note sounds angrier.
This is a really wonderful engine - it feels willing at any given engine speeds and sounds unstressed when worked hard upon. With a redline of 7,800rpm, the Carrera S' motor revs higher than previously but this is still short of the GT3's 8,000 plus rpm. The flat-six noise is even more intoxicating in the 991 - Porsche says that it has modified the new car's exhaust for it to sound more exhilarating than before.
The 997's mid-life facelift four years ago saw the 911 receiving the latest iteration of the venerable flat-six, equipped with DFR direct injection. The new Carrera gets a smaller but more powerful version of the engine while the model tested here, the Carrera S sticks with the same 3800cc displacement as the 997's engine. The new 3.8-litre lump manages 400bhp, a 15bhp increase over the old model. Porsche says that the new motor is not only more powerful but is cleaner and better in terms of fuel consumption as well.
Fire up the engine via the electronic ignition - there's no fancy starter button here, and the horizontally-opposed 6 comes to life with the typical mechanical clatter of 911 engines. Activate Launch Control (only in cars with the optional Sports Chrono Pack) and the Carrera S will accelerate to 100km/h from rest in 4.1 seconds, a time that is quicker than the old model Carrera S.
Despite producing its peak torque of 440Nm only at 5,600rpm, the flat-6 is incredibly flexible from low revs - this engine will pull cleanly from just over 1,200rpm in top gear. Go past 4,000rpm and this is when the engine really comes on song - the acceleration starts to feel more intense and the engine note sounds angrier.
This is a really wonderful engine - it feels willing at any given engine speeds and sounds unstressed when worked hard upon. With a redline of 7,800rpm, the Carrera S' motor revs higher than previously but this is still short of the GT3's 8,000 plus rpm. The flat-six noise is even more intoxicating in the 991 - Porsche says that it has modified the new car's exhaust for it to sound more exhilarating than before.
The new model is available with a choice of two transmissions - a seven-speed manual as well as the PDK dual clutch gearbox. As with the other dual clutch 'boxes' out there, PDK works brilliantly in both automatic and manual modes, delivering lightning quick, precise gear changes, resulting in a seamless flow of power.
Porsche says that the 991's box has been further improved to be more incisive and smooth with its shifts and you can certainly feel the improvements as the 991 box shift points are more suited to the engine's torque characteristics. PDK has a trick up its sleeves too - activate Sport Plus and the gear changes start to get even quicker and you can feel the gears brutally engaging with every up or down shift.
A big criticism of the PDK box is the way its steering mounted gear change buttons are laid out. The Porsche layout has similar buttons on either sides of the steering wheel - you push either buttons to shift up and pull for down shifts, which is hardly intuitive when you pull the right paddle for an upshift and the left one for a lower gear on most other steering wheel mounted shifters.
Porsche says that the 991's box has been further improved to be more incisive and smooth with its shifts and you can certainly feel the improvements as the 991 box shift points are more suited to the engine's torque characteristics. PDK has a trick up its sleeves too - activate Sport Plus and the gear changes start to get even quicker and you can feel the gears brutally engaging with every up or down shift.
A big criticism of the PDK box is the way its steering mounted gear change buttons are laid out. The Porsche layout has similar buttons on either sides of the steering wheel - you push either buttons to shift up and pull for down shifts, which is hardly intuitive when you pull the right paddle for an upshift and the left one for a lower gear on most other steering wheel mounted shifters.
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The new model's handling is as sublime as ever. Despite the new electro-mechanical set-up that replaces the old car's hydraulic assisted one, the steering is just a magical tool that makes your whole body feel like an organic part of the car. With the precise helm, you can place the car inch perfect around a bend.
Other chassis changes include a wider track at the front and the 100mm longer wheelbase, with the latter improving stability a tad in the bends. With PASM set to the harder setting, the ride is harsh but you get an almost flat cornering stance. Grip levels are expectedly high as well.
Despite its improved dynamism, the 991 rides better than the 997 as the improved and revised suspension does a great job of absorbing the bumps at all speeds. The 991 is also more refined than previously - the tyre roar in previous models is barely audible from inside the cabin in the new car.
Other chassis changes include a wider track at the front and the 100mm longer wheelbase, with the latter improving stability a tad in the bends. With PASM set to the harder setting, the ride is harsh but you get an almost flat cornering stance. Grip levels are expectedly high as well.
Despite its improved dynamism, the 991 rides better than the 997 as the improved and revised suspension does a great job of absorbing the bumps at all speeds. The 991 is also more refined than previously - the tyre roar in previous models is barely audible from inside the cabin in the new car.
Conclusion
The new 911 is another testament of the brilliant engineers at Porsche. It is truly amazing that a design that is almost half a century old can feel as complete as in this day and time.
911 fans can rejoice once again knowing that their beloved sports car hasn't lost its core values.
The new 911 is another testament of the brilliant engineers at Porsche. It is truly amazing that a design that is almost half a century old can feel as complete as in this day and time.
911 fans can rejoice once again knowing that their beloved sports car hasn't lost its core values.
The 911 is the most iconic sports car ever to come out of Germany. Since it was first introduced back in 1963, the 911 has remained true to its original form - a two-door coupe with an unmistakable silhouette and its engine in the wrong place - behind the rear axle. The latest generation 911, the 991 was launched recently to replace the seven-year old 997 gen model.
Exterior
You'd have to squint to notice that the car here is the new generation model. There are giveaways though. Starting from the front, the 991 can be recognised by its new headlamps, new front bumper with a large air intake flanked by two smaller ones on either sides.
From the side, the 991's lower height, longer wheelbase and shorter overhangs give it a flatter and lengthened profile when compared to the 997 - this gives it a more dynamic stance as well. It is from the rear where the 991 is most different from the 997 - the tail lamps are narrower than previously while the significantly bigger, almost GT3-sized retractable rear spoiler now sits below the miniscule engine cover - the narrow tail lamps makes the 911's rear end look more aggressive than the 997.
Like every new model 911, the 991 is a little hard to differentiate from the previous model from the outside for most people but the new details do give it a more contemporary look and feel.
Exterior
You'd have to squint to notice that the car here is the new generation model. There are giveaways though. Starting from the front, the 991 can be recognised by its new headlamps, new front bumper with a large air intake flanked by two smaller ones on either sides.
From the side, the 991's lower height, longer wheelbase and shorter overhangs give it a flatter and lengthened profile when compared to the 997 - this gives it a more dynamic stance as well. It is from the rear where the 991 is most different from the 997 - the tail lamps are narrower than previously while the significantly bigger, almost GT3-sized retractable rear spoiler now sits below the miniscule engine cover - the narrow tail lamps makes the 911's rear end look more aggressive than the 997.
Like every new model 911, the 991 is a little hard to differentiate from the previous model from the outside for most people but the new details do give it a more contemporary look and feel.
|
Interior
Inside, the 991 gets a new interior that is more easily distinguishable from its predecessor's when compared to the exterior. The driving environment still features traditional 911 cues like the five circular instruments with the all-important large rev counter in the middle.
The analogue speedometer is hardly easy to read but there's still no excuse to exceed the legal speed limit as a highly legible electronic speedo sits at the bottom of the rev counter. The rising centre console is inspired by the Carrera GT's and seems to be a recurring interior design feature on contemporary Porsche models - it features cluster of buttons for different functions like climate control, driving and so on. The taller centre console design does make the driver feel more ensconced in the car.
As previously, there are token seats at the rear that only children or very short people should occupy while luggage room up front is reasonably OK - the boot is deeper than that of the Audi R8's.
|
The Drive
The 997's mid-life facelift four years ago saw the 911 receiving the latest iteration of the venerable flat-six, equipped with DFR direct injection. The new Carrera gets a smaller but more powerful version of the engine while the model tested here, the Carrera S sticks with the same 3800cc displacement as the 997's engine. The new 3.8-litre lump manages 400bhp, a 15bhp increase over the old model. Porsche says that the new motor is not only more powerful but is cleaner and better in terms of fuel consumption as well.
Fire up the engine via the electronic ignition - there's no fancy starter button here, and the horizontally-opposed 6 comes to life with the typical mechanical clatter of 911 engines. Activate Launch Control (only in cars with the optional Sports Chrono Pack) and the Carrera S will accelerate to 100km/h from rest in 4.1 seconds, a time that is quicker than the old model Carrera S.
Despite producing its peak torque of 440Nm only at 5,600rpm, the flat-6 is incredibly flexible from low revs - this engine will pull cleanly from just over 1,200rpm in top gear. Go past 4,000rpm and this is when the engine really comes on song - the acceleration starts to feel more intense and the engine note sounds angrier.
This is a really wonderful engine - it feels willing at any given engine speeds and sounds unstressed when worked hard upon. With a redline of 7,800rpm, the Carrera S' motor revs higher than previously but this is still short of the GT3's 8,000 plus rpm. The flat-six noise is even more intoxicating in the 991 - Porsche says that it has modified the new car's exhaust for it to sound more exhilarating than before.
The 997's mid-life facelift four years ago saw the 911 receiving the latest iteration of the venerable flat-six, equipped with DFR direct injection. The new Carrera gets a smaller but more powerful version of the engine while the model tested here, the Carrera S sticks with the same 3800cc displacement as the 997's engine. The new 3.8-litre lump manages 400bhp, a 15bhp increase over the old model. Porsche says that the new motor is not only more powerful but is cleaner and better in terms of fuel consumption as well.
Fire up the engine via the electronic ignition - there's no fancy starter button here, and the horizontally-opposed 6 comes to life with the typical mechanical clatter of 911 engines. Activate Launch Control (only in cars with the optional Sports Chrono Pack) and the Carrera S will accelerate to 100km/h from rest in 4.1 seconds, a time that is quicker than the old model Carrera S.
Despite producing its peak torque of 440Nm only at 5,600rpm, the flat-6 is incredibly flexible from low revs - this engine will pull cleanly from just over 1,200rpm in top gear. Go past 4,000rpm and this is when the engine really comes on song - the acceleration starts to feel more intense and the engine note sounds angrier.
This is a really wonderful engine - it feels willing at any given engine speeds and sounds unstressed when worked hard upon. With a redline of 7,800rpm, the Carrera S' motor revs higher than previously but this is still short of the GT3's 8,000 plus rpm. The flat-six noise is even more intoxicating in the 991 - Porsche says that it has modified the new car's exhaust for it to sound more exhilarating than before.
The new model is available with a choice of two transmissions - a seven-speed manual as well as the PDK dual clutch gearbox. As with the other dual clutch 'boxes' out there, PDK works brilliantly in both automatic and manual modes, delivering lightning quick, precise gear changes, resulting in a seamless flow of power.
Porsche says that the 991's box has been further improved to be more incisive and smooth with its shifts and you can certainly feel the improvements as the 991 box shift points are more suited to the engine's torque characteristics. PDK has a trick up its sleeves too - activate Sport Plus and the gear changes start to get even quicker and you can feel the gears brutally engaging with every up or down shift.
A big criticism of the PDK box is the way its steering mounted gear change buttons are laid out. The Porsche layout has similar buttons on either sides of the steering wheel - you push either buttons to shift up and pull for down shifts, which is hardly intuitive when you pull the right paddle for an upshift and the left one for a lower gear on most other steering wheel mounted shifters.
Porsche says that the 991's box has been further improved to be more incisive and smooth with its shifts and you can certainly feel the improvements as the 991 box shift points are more suited to the engine's torque characteristics. PDK has a trick up its sleeves too - activate Sport Plus and the gear changes start to get even quicker and you can feel the gears brutally engaging with every up or down shift.
A big criticism of the PDK box is the way its steering mounted gear change buttons are laid out. The Porsche layout has similar buttons on either sides of the steering wheel - you push either buttons to shift up and pull for down shifts, which is hardly intuitive when you pull the right paddle for an upshift and the left one for a lower gear on most other steering wheel mounted shifters.
|
The new model's handling is as sublime as ever. Despite the new electro-mechanical set-up that replaces the old car's hydraulic assisted one, the steering is just a magical tool that makes your whole body feel like an organic part of the car. With the precise helm, you can place the car inch perfect around a bend.
Other chassis changes include a wider track at the front and the 100mm longer wheelbase, with the latter improving stability a tad in the bends. With PASM set to the harder setting, the ride is harsh but you get an almost flat cornering stance. Grip levels are expectedly high as well.
Despite its improved dynamism, the 991 rides better than the 997 as the improved and revised suspension does a great job of absorbing the bumps at all speeds. The 991 is also more refined than previously - the tyre roar in previous models is barely audible from inside the cabin in the new car.
Other chassis changes include a wider track at the front and the 100mm longer wheelbase, with the latter improving stability a tad in the bends. With PASM set to the harder setting, the ride is harsh but you get an almost flat cornering stance. Grip levels are expectedly high as well.
Despite its improved dynamism, the 991 rides better than the 997 as the improved and revised suspension does a great job of absorbing the bumps at all speeds. The 991 is also more refined than previously - the tyre roar in previous models is barely audible from inside the cabin in the new car.
Conclusion
The new 911 is another testament of the brilliant engineers at Porsche. It is truly amazing that a design that is almost half a century old can feel as complete as in this day and time.
911 fans can rejoice once again knowing that their beloved sports car hasn't lost its core values.
The new 911 is another testament of the brilliant engineers at Porsche. It is truly amazing that a design that is almost half a century old can feel as complete as in this day and time.
911 fans can rejoice once again knowing that their beloved sports car hasn't lost its core values.
Photos by Bobby Chow
Car Information
Porsche 911 Carrera S PDK 3.8 (A)
CAT B|Petrol|11.2km/L
Horsepower
298kW (400 bhp)
Torque
440 Nm
Acceleration
4.5sec (0-100km /hr)
This model is no longer being sold by local distributor
All Used Porsche 911 Carrera
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