by Michael Schratter
Possibly the most timeless and iconic automobile line in autodom, the 911 underwent a significant overhaul in 2005. Countless engineering upgrades, with about 80 percent new componentry, and once again Porsche’s rear-engined wunderkind joyfully reinforced the look that it sired back in 1964.
Modestly updated for 2006, new all-wheel drive Carrera 4 and Carrera 4S models joined the rear-wheel drive Carrera and Carrera S models that were introduced for 2005. A cabriolet version also joined the 2006 Porsche 911 lineup, with a Turbo later released as a 2007 model.
Exterior:
Internally codenamed 997, the 3.6-liter, 325 horsepower Carrera I drove was a gorgeous, shiny, metallic black. Riding on standard 18-inch, 5-spoke alloy wheels, the fluid 911 lines begin with bi-xenon headlamps and finished with an aggressively sleek whale-tail that’s attached on the auto-deploying rear spoiler. Devoid of extraneous trim, the low, smooth-bodied car has that head-swiveling holy mother-of-gawd Turbo look that makes grown men quiver and ladies swoon.
Interior:
The 911′s interior is one of clean layouts and functionality. You face a large tachometer with the ignition in the dash to the left of the steering column; a nice little 911 Le Mans oddity that gives you that “I am unique!” kinda feeling every time you start her up. A tilt-telescoping steering column, multiple power assists, cruise control, and keyless remote entry are all nice features that come standard. In particular the affinity auto Carrera I drove included the Sport Chrono Package Plus system with its sport button in the center console, analog and digital chronometer, aspirated engine possibilities, as well as adding the ability to adjust lighting, wipers, AC and door locking to suit personal preferences. Couple the above goodies with a high-end Bose sound system that pumps digital surround sound via 14 speakers and a 7 channel amplifier that automatically adjusts tone and volume to compensate for ambient noise, and boom-boom brother, you got yourself one heck of a fine ride.
Considered a four-passenger automobile, the 911′s firmly bolstered, leather-swathed front seats offer torso-gripping six-way manual buckets that have plenty of space for pilot and co-pilot. This said, backseat riders are in for a squeeze.
Squeeze-shmeeze! Puh-lease, who cares?
Use the back seats for what they supposed to be used for: golf clubs, women waiting for a ride in the front, and inevitably your kids. Yes, the “four seat 911” is a beautifully designed Porsche strategy that keeps the “I’d rather eat staples!” mini-van/SUV days delayed and out of your life for as long as possible.
In a sense, the 911’s cockpit is a place designed for serious driving; a space that fits perfect for most driving enthusiasts (if you’re over 6’5”, you need not apply) with an added benefit of having outstanding visibility in all directions. The Porsche is a comfortable car for soaking up the miles, one by gloriously quick one.
The Drive:
The road up Cypress Mountain is the road I like to put cars and motorbikes through their paces. The two lanes up are truly magnificent, and since it is a “dead end track,” vehicles beg to be driven aggressively up it. Confused? Let me explain.
I drive up the mountain the first time nice and relaxed. I look for new pot holes, debris on the road, anything that might surprise me in my upcoming test drive… including police cars lurking in the shadows. Once at the top of the mountain I turn around and do the same careful scanning coming down, making sure to keep an eye out for anything that may be traveling up the mountain as I head down. Upon reaching the bottom of Cypress Bowl Road I do what is arguably my favorite legal u-turn in the whole wide world and head back up the mountain. Only this time I know there are no surprises that await. The second trip up traditionally takes a shorter amount of time than the first…
During my car testing I had the Porsche Stability Management system on. I am not a practiced drifter at the best of times, and in near freezing conditions with a borrowed car, there was no way I was taking off the traction and skid control offered by the computerized assist.
That said, the 911’s stability and traction is like no other car that I have driven. Slinging around the curves up Cypress, it railed through unbelievably. Drive her hard into a corner and she announces her formidable limits with benign understeer; lightly roll off the throttle and her nose comes right back on line. And considering the car’s rear engine and 60% rear-weight bias, Porsche has done a stupendous job keeping the tail from wagging with happiness.
An energetic 4.8 second 0 to 60 mph complemented by “Is this Superglue?” handling. Power steering that progressively quickens as you ask for a sharper angle. A stiff chassis, and on this car, Continental ContiSport Contact 2 tires that inspired maximum confidence on any road conditions. An exhilarating quickness that anyone with a pulse should appreciate.
Stopping power is equally intense, thanks to virtually fade-free ABS brakes fortified with large rotors. Aiding the precise, on-center control was the Porsche Stability Management (PSM) system, which combines skid control and traction, and uses throttle and ABS at its heart. The PSM system also detects abrupt lifts of the gas pedal and, assuming that means emergency braking is about to start, gently boosts the brake system’s hydraulics, so that the pads are lightly caressing the rotors even before the driver’s shoe hits the brake pedal. Strike the brake firm and an assist system speeds the brakes to full power milliseconds before the pedal travels to the floor. And these brakes are gripping discs more than a foot wide, front and rear. The 911 stops on a dime, literally!
The car I drove was a tight and quick six-speed manual. Tiptronic? No thanks. This is a sports car, a world-class performer.
This car is for you:
Yes, you can drive it to work, but despite its accommodating nature, you must be prepared to accept a few 911 compromises. A little cabin noise from the engine ruffs, a periodic pang of ride harshness, and some trunk space limitations are fair tradeoffs for the stunning driving experience the wunderkind delivers on demand.
The 911 bridges the gap between the realm of German sedans and rare Italian super car cliques, and then goes beyond. Arguably, it is its ability to be an everyday ride as well as a sunny weekend exotic that puts it in a class of its own, thereby making it the legend that it is.
The state of our economy is troubling. But let’s assume that you are in position that allows you not to worry about future employment, in which case then there really is no better time to borrow money for a 911. The interest rates today are arguably the lowest they will be in our lifetime. If you’re borrowing to buy your dream car, this is the time to buy. Add dirt cheap money to the fact that every, and I mean every, dealership is very hungry and ready to cut prices to make you a deal…
Play it cool and you’ll be walking out of the showroom with a near new 911 for a price that will make you feel smart even before you feel studly behind the wheel.
They weren’t messing with ya when they said that “there is no substitute.”
Tags: affinity auto, Porsche