Wednesday, July 31, 2013

2013 Porsche 911 Carrera 4S review notes

ROAD TEST EDITOR JONATHAN WONG: I've often wondered why someone would want to get an all-wheel drive 911. Obviously, in cars like the Audi R8 and Nissan GT-R, that's all you can get, but with a car like a 911, why would you bother? Are there many people who consider all-weather capabilities when they are walking around a Porsche showroom looking at a Carrera? Do that many people actually drive their 911s through the winter? Somehow I doubt that very much and there's probably a Cayenne in the garage for moving around kids and tackling winter.
However, Porsche says that the all-wheel drive models made up about 34 percent of Carrera sales during the previous 997 generation, which isn't bad at all and higher than I would have guessed. So what the heck to do I know?
What else do you get on the Carrera 4 models in addition to all-wheel drive? There are rear fenders that are 1.7-inches wider on each side, which I will say does give it a more imposing stances. Rear wheels are 10 millimeters wider; there are unique front air inlets and a light panel that connects the rear lights.
When you directly compare our 2013 Porsche 911 Carrera 4S test car to a normal real-wheel drive Carrera S, there's a 110-pound weight penalty for the 4S and when you compare base prices, the 4S hits your wallet up for an additional $6,730. According to Porsche's performance numbers, which usually tend to be conservative, both the S and 4S with the dual-clutch transmission hit 60 mph in 4.1 seconds. For those who care, top speed on the 4S is a tad lower at 183 mph versus the S which can hit 188 mph. And the 4S' EPA fuel economy numbers take a 1 mpg hit in both city and highway cycles for a 19/26 rating compared to the S' 20/27.
On road, the 4S is like all the other 991 Carreras I've been in so far with remarkable ride quality on the low-profile Pirelli PZero tires. What Porsche engineers were able to do from a daily comfort standpoint probably remains the most impressive thing about the latest car.
Of course, I still miss the feedback and connection the old hydraulic steering system offered, but electric systems are here to stay so we just have to deal with it. The 4S' steering is dead on center and tightens up some when you crank on it a little. The electric systems in the Boxster and Cayman feel sharper, which means engineers probably were looking for more of a GT car feel on the Carrera.
The cabin is nicely done with soft, leather-wrapped surfaces throughout. The optional sport seats are generously bolstered and comfortable and build quality is first rate. I have to say that the Burmester audio system is among the very best-sounding setups I've heard, which it should be for $5,010.
I've always found the S models to be “just right” Carreras with power that isn't overboard. The flat six-cylinder is a sweetheart with strong pull all the way through the rev range and it sounds wicked with the optional sport exhaust. The ZF dual-clutch wouldn't be my transmission of choice (give me the manual, please), but it's a stellar gearbox with quick upshifts and respectable downshifts.
There isn't much you can complain about the when the 4S is on public roads. Grip levels remain high for fun backroad and expressway interchange ramp exercises. It still gets noticed by other motorists, which is big reason why people would buy a Carrera, right?
Without question, the Carrera 4S is more car than public roads can handle, which is why we took it out for a few laps around Michigan International Speedway's infield road course. Launch control is easily activated and gets you out of the gate efficiently. Through turns there's very little roll, but a lot of understeer even with the standard torque vectoring on the 4S for the rear wheels. It was difficult to get the rear end to rotate around tighter corners, which was a downer.
When going for it, I really didn't mind the steering so much. It was responsive enough and felt fine when you are hammering on the car. Maybe it's because you're not paying that much attention to it and are more focused on not throwing the car off the track. High speed stability is good and the exhaust at wide-open throttle even with a bucket on your head sounds great.
I didn't do too many laps, but I do know that on a track I prefer a rear-wheel drive Carrera for sure. I simply wasn't having much fun behind the wheel of the 4S on track with how badly it pushed. Give me a regular S (which would save me some of the money I don't have), weight and be much more entertaining to drive, and I would be a happy dude.
And yes, I know people are going to jump all over the $145k as-tested price. Yes, it's crazy that there is a BMW 328i sedan's worth of options on it. It's crazy, but I do like the sport exhaust. I would, however, leave behind the painted key and a lot of other stuff.

2013 Porsche 911 Carrera 4S

Base Price: $106,580
As-Tested Price: $145,305
Drivetrain: 3.8-liter H6; AWD, seven-speed dual-clutch sequential manual
Output: 400 hp @ 7,400 rpm, 325 lb-ft @ 5,600 rpm
Curb Weight: 3,230 lb
Fuel Economy (EPA City/Highway/Combined): 19/26/22 mpg
AW Observed Fuel Economy: 18.4 mpg
Options: Burmester audio package ($5,010); black and gray leather interior ($4,120); Porsche PDK transmission ($4,080); adaptive sports seats ($3,465) Porsche dynamic suspension ($3,160); sport exhaust ($2,950); adaptive cruise control ($2,490); sport chrono package ($2,370); premium package 18-way seats ($2,330); glass sunroof ($1,990); sports seats with black leather ($1,870); black painted wheels ($1,635); park assist front and rear ($990); sport steering wheel ($490); 5mm wheel spacers ($490); rear windshield wiper ($360); painted vehicle key ($335); folding exterior mirrors ($320); power steering plus ($270)


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