Review of the Porsche 911 Carrera 4 S
The switch switches more closely than the sharpest bends of the Great Ocean Rd, the asphalt can be rugged and low, and the brick walls are often dilapidated and the fragile steel fence doesn’t provide peace of mind.
That’s where the Porsche 911 Carrera 4 and 4S run on all four wheels.
The Carrera 4 AWD system uses a viscous coupling, providing 95% of the power to the rear wheels under normal driving conditions. When needed, send up to 40 percent to the front wheels.
Both models have Porsche stability control and traction control, which can be turned off.
With the window down, we tore off a tight corner. The six-flat engine reaches a sweet spot from 5500 revs and the exhaust note is amplified by the stone walls.
Just before the engine reached 7300 revs, it was time to brake and shift to the first gear.
The road was very steep, there was an unpleasant scraping from the nose when we turned, but we were relieved to see just a plastic guard on the front wheel arch.
It was time to eat some energy and the 911 shot from the corner so quickly, the next corner suddenly appeared. With the AWD system, 911 pulls itself out with the power transferred to the front wheels. But there was still enough clanking sound going through the rear wheels to back a bit when accelerating – a nice feeling.
Traction is impressive, even on dry runways and in corners where road workers have left loose gravel. We can only imagine it will also work well in the wet.
Porsche does not tend to push the nose through corners, as do some AWDs, and is very balanced.
Both C4 cars come standard with a six-speed manual. Five-speed automatic tiptronic, with gear shift buttons on the steering wheel, is optional.
The brake has new brake assist when you need to stop suddenly, even if you do not push the pedal to the floor.
Porsche’s giant anchors use cross-vented ventilated discs with four-pot calipers. They are also available with lighter and more powerful ceramic composite discs.
Carrera 4S comes standard with active suspension, allowing the driver to choose between “comfortable” and “sportier” more firmly. This system is an additional option on Carrera 4.
The bodies of AWD cars are slightly different. The rear guards are added 44mm to accommodate 305mm tires.
The interior of the 911 C4 embraces all the improvements of the new 997, including a blend of metal and leather that matches the pricetag’s expectations.
Some Porsche drivers may prefer to cling to a regular two-wheeler 911 and save about $ 23,000.
For former World Rally Walter Rohrl (above), there is no question that 911 likes.
“It is harder to drive a two-wheeler but for me, if there is no four-wheeler then it is not a perfect car,” Rohrl said. “This sense of maximum traction is what drives me crazy.”
Both C4 cars come standard with a six-speed manual. The five-speed Tiptronic automatic, with gear change buttons on the steering wheel, is optional.
The brakes have a new brake-assist for when you need to stop suddenly, even if you don’t push the pedal to the floor.
Porsche’s hefty anchors use cross-drilled vented discs with four-pot calipers. They are also available with ceramic composite discs that are lighter and have superior stopping power.
The Carrera 4S comes standard with active suspension, which allows the driver to select between “comfort” and the firmer “sports”. This system is an optional extra on the Carrera 4.
The bodies of the AWD cars are slightly different. The rear guards are out an extra 44mm to house 305mm tyres.
The interior of the 911 C4 picks up all the improvements of the new 997 series, including a mix of metal and leather that matches the expectations of the pricetag.