2008 Porsche 911 Reviews

Ewan Kennedy reviews the 996, 997 and 991 Porsche 911 between 1998 and 2016 as a used buy.

Nobody wants to wreck a winning formula. Especially nobody at Porsche, where the 911 is the heart and soul of the brand, with a devoted fan club and a pedestal spot in sports car history. So it’s no surprise the seventh generation of the car follows the same recipe of all its ancestors since 1963.There’s been some work on weight reduction, adding power and saving fuel. There’s some more techno trickery and clever features. But no extreme changes that might scare off the faithful. They are looking for what Porsche global board sales head Bernhard Maier called at the launch "the icon of our brand".DESIGN As you’d expect, the new Porsche 911 convertible looks pretty much like the old Porsche 911 convertible.But it also now looks more like the coupe in profile, thanks to the line of the new power-retractable soft-top – which includes rigid panels but is lighter and swifter-folding than the current design. It can be opened or closed in 13 seconds at speeds up to 50km/h and has a powered pop-up wind deflector to keep the cabin breezy without being battered.Porsche’s head of 911 product, August Achleitner, says it’s more than ‘closer’ … “It’s exactly the same as the 911 coupe – exactly. This is able to be done because of the hard magnesium panels, which also make it acoustically better,” he says, thumping our car to demonstrate their robustness.The body is slightly lower-slung than the outgoing car, longer and wider – emphasised at the back by taillights trimmed down to horizontal slivers that almost risk a copyright call from Aston Martin. There are new wheels that add an arch-filling inch to give the Carrera 19-in and the Carrera S 20-in.More aluminium and high-strength steels have been used to trim the weight to as low 1450kg, side mirrors have migrated to the doors and the roofline has apparently been lowered by a tiny 5mm. The cabin gets switchgear from the Panamera and a new colour display screen, but the biggest change there are the hefty metal paddles behind the wheel.VALUEThe starter Carrera will be priced from $255,100, with the Carrera S coming in from $288,300. What other cars can you get for the same sort of money? Quite a few.But what can you get with the same combination of performance, handling, engineering integrity and – last but not least – the styling of quiet confidence rather than neurotic attention-seeking? Not many.Jaguar’s XKR Convertible is in the ballpark at $263,000 with restrained style and a thumping supercharged 5.0-litre V8 slotted in after the brand’s shift from Ford to Tata (a move purist decried but which hasn’t seem to do any harm so far). And there’s familiarity to the styling, although in this case it’s because the Jag is due for a makeover.There’s the Aston Martin Vantage V8 Roadster at $274,698 with a 4.7-litre V8, stunning looks and all the cachet of being related to James Bond’s traditional brand of choice. But it’s not as sharp or refined as the Porsche. And touches of Ford here and there will remind you 007 drove a Mondeo too.And you can’t entirely dismiss the4.7-litre V8 Maserati Gran Cabrio, which has arguably one of the loveliest bodies around, but at $328,000 is overpriced without matching the 911’s engineering and performance.Yes, they’re all V8s and the Porsche is an in-line six. But it overdelivers on the value scale.TECHNOLOGYIt carries the same engine line-up as the 911 Coupes that will arrive here in March, but with only slight speed and acceleration penalties.The Carrera S gets a 294kW/440Nm 3.8-litre six-cylinder with top speed pegged at 301km/h (the Coupe ceilings at 304km/h) and 0-100 sprint of 4.7 seconds with the seven-speed manual transmission, and 299km/h and 4.5secs with the PDK dual-clutch manumatic.The Carrera gets a 257kW/390Nm 3.4-litre six that promises a top speed of 286km/h and 0-100 sprint of 5 seconds with the manual, and 284km/h and 4.8secs with the PDK.Efficency measures include a stop-start system and mean fuel consumption – if that’s going to worry anybody driving this car – starts from a claimed 8.4L/100km for the Carrera with PDK. But even the thirstiest official figure on the sheet is reasonably modest at 9.7L for the manual S.SAFETYIt gets six airbags, anti-skid brakes with all the extras, stability and traction controls.  Add in the new torque-vectoring differential -- which modulates braking on the inside wheel when cornering -- and increased side-impact protection, and you can judge it as having five-star safety.DRIVINGIt’s just about everything you could ask for in a sports convertible. And then, it’s also everything you could ask for in a relaxed cruising drive. You don't have to go fast to enjoy it, and it simply seems even more tractable – so much so, old-school purists might argue it’s lost a bit of soul. It hasn’t.The first thing you notice is how easy the 911 Cabriolet is to drive. We started off in the Carrera S and in a mix of town streets, freeway and tight mountain road – dodging cyclists and the occasional farm truck – the Porsche was always tractable and obliging.The steering is sweet and sharp, and through bends the massive 20-in wheels almost seemed to find their own way as the car switches direction through one bend after another, with barely any impact from the patches of crumbled surface on back roads.Slipping it over to the faux manual side and flicking the paddles sparks bursts of acceleration and glorious sound – snarling and burbling as you play with the gears and throttle.And that’s when you start to notice the second thing – how quiet the cabin is (when you’re not poking a stick through the engine’s bars, that is). Roof up or roof down – and even up to bahnstorming speeds – you’re still able to carry on a conversation without having to yell.Sure, there’s some wind rush in open mode, even with the pop-up deflector in place. But it’s never overbearing.And with the roof up, it’s closer to the coupe in comfort levels and – more importantly perhaps – the looks.VERDICTIt’s quieter, more refined and more tractable, but still has the punch and poise you expect. And it still looks like the previous 911 Cabriolet -- more or less -- but now it feels more like the Coupe.It’s a 911, Jim, and exactly as we know it.

Shimmering white roadsigns adopt a shade of red from the Porsche's reflection and several roads used in the Classic Adelaide are in the immediate future.I don't know who Don Henley is singing about and I really don't care, the '80s song is apt - the new 911 Cabrio likes to dance on some of our great roads and it has fast and light feet.Despite being 30kg heavier than the manual, the new double-clutch PDK is 0.2 sec faster to 100km/h and it will hit 160km/h in 10 seconds flat - the manual is 0.3 of a second behind, but it's a good demonstration of how quick the changes are in the PDK.The Porsche PDK option - short for Doppelkupplung - is a $7000 seven-speed automated manual and is probably the best of the double-clutchers sampled so far.Six of the seven gears are closer-set and keep the flat-six singing in the meat of its rev range, 7th is the fuel-saver cruising gear.The gearbox can be manually shifted using the lever or buttons on the wheel - no paddles for Porsche - but the only problem with the spoke-mounted buttons is the heel of the hand can sometimes inadvertently change cogs.That said, the changes are lightning quick and smooth, although sometimes getting away from a slow-rolling to a standstill, there's a slight hesitation as the gearbox decides on 1st or 2nd.The gearbox is excellent at helping the 3.8-litre direct-injection flat-six sing beautifully, but the boxer engine is also remarkably flexible.Variable valve timing and lift, as well as a tricky intake manifold, help the 911 deliver 420Nm of torque - Porsche says almost 360Nm is available from 2500rpm and that's backed up by the drive experience.The intake manifold has what Porsche calls a "two-stage resonance intake system" which uses the vibration of the air as it passes through the intake manifold to increase the volume of air taken in.It adjusts according to engine speed and the Stuttgart boffins say the system offers higher torque at low engine speeds and a flatter torque curve.Slipping into the optional sports seats, firing up the flat-six and slipping the PDK into D, dropping the soft-top and heading for the hills, it's a form of automotive witchcraft that the 911 offers such sweet steering and manic abilities through the corners.Despite having a rump with more heft than any bootylicious Hollywood types, the 911 rips out of corners with scant regard for weight distribution.Hit sport mode on the adaptive dampers and the 911 is even harder - in all senses of the word - through corners, but bumpy stuff means normal mode is better for compliance.The gearbox - even in D for drudgery - quickly picks up on the driving attitude and adopts appropriate shift patterns.Apparently the optional Chrono Sport package gives the Carrera 2 a sharper edge, but we're not complaining about the drivetrain on this one.The back seat is useful only for baggage, as the backrest is perpendicular and would qualify as cruel and unusual punishment for passengers.A lockable storage unit would probably make more sense, particularly given the 135-litre luggage compartment in the nose.The features list is nothing to complain about, with Bluetooth, satnav, climate control, dual front and side airbags, stability control, adjustable dampers, dynamic bi-xenon headlights and sensational brakes (even before you tick the ceramic composite option box).Make no mistake, the icon that is Porsche 911 might well have been only subtly re-designed from an aesthetic viewpoint, but the mechanical package sets a new benchmark.

All companies like to talk about a record turnover, one that is usually reflected in sales and profits.But Porsche has done it differently. Its new record is reflected in the latest full family of 911 models.The arrival of the newest 911 Targa means Porsche has completely renewed its core models with a Series II update that brings everything from direct fuel injection to a PDK double-clutch gearbox in less than six months.That is about one-third of the time it usually takes to renew a 911.It reflects strong global demand for the German sports car icon and the need to clear next year for the arrival of the important new luxury Panamera and a preview of the second-generation Cayenne SUV.Porsche found some late-season sunshine on the shores of Lake Garda in northern Italy to roll out the glass-roof Targa, which picks up all the latest 911 update gear, including a more effective sliding fabric cover.It is the only hatchback in the 911 range, and uses a Targa system that operates as a continuous glasshouse from the top of the windscreen to the engine cover. The roof panel drops and slides back inside the roof in a sweet piece of electric engineering.The Targa comes as one of the most heavily loaded models in the 911 range. It is sold only with all-wheel drive and Porsche's wide-body rear end. That means an Australian starting price of $258,600, though that's likely to rise before the first of the Series II cars lands next year.The Targa is expected to snare 10 per cent of 911 sales in Australia.“This is one of the most attractive 911s. It is the perfect combination,” 911 development chief August Achleitner says.The basic Targa 4 comes with 254kW from its 3.6-litre engine. The 4S jumps to 283kW with its 3.8, though fuel use is as low as 10.6 litres/100km in combined testing, despite a top speed of 297km/h.DRIVINGUnless you look up, you'll never know you're in the Targa.Only when you see the glass roof, which is easily disguised by the more-effective new sun blind, do you remember the latest 911 is not another super-tight Carrera coupe.The Targa feels as taut as the coupe and just as responsive, with the sort of grip and balance Porsche has done well to install with the latest all-wheel-drive package for the 911.Another run with the PDK robotic manual is great too, with slick quick shifts and the potential for race-style cornering if you go for the super-sports program.The Targa 4 is more than quick enough, but a switch to the 4S uncorks the extra 3.8-litre urge that makes every 911 a memorable drive.Still, the PDK shift buttons on the steering wheel are not easy to use. And the manual change for the gearshift is set wrong-way-round for sports driving.The roof itself is easy to use and gives plenty of choices in sunshine and fresh air. It creates some buffeting if it is not open all the way, but if you adjust it for the speed and conditions it works smoothly and elegantly.The hatchback rear end is particularly good, giving more headroom for the back seats, a convenient way to load shopping or children, and an extra 25 litres of storage space.The Targa is good to drive, looks very good and comes fully loaded.But that is the bad news. The combination of a wide 911 body and all-wheel drive makes it one of the dearest in the 911 catalogue.

The gains in fuel economy, performance, reduced weight and emissions are palpable.Yet, as far as exterior giveaways go, the updated 997 Series coupes and cabriolets remain discreet.Just like the Carrera 2 cars which led into the latest update of the 911, the new 4 and 4S, pick up direct injection flat-six engines and Porsche's seven-speed double-clutch gearbox.The big difference is an electronic four-wheel-drive system that replaces the viscous coupling arrangement that has been used on the 911 for almost 20 years.The Carrera 4's new all-wheel-drive system is capable of shuffling torque by up to 100 per cent to either the front or the rear axles if needed where the previous system had limited maximum torque split of between 10 to 40 per cent.Prices and final specifications are yet to be finalised because of the ongoing confusion on the Luxury Car Tax increase, but the new coupes will be in the $220,000-$230,000 range for the C4 and $250,000-$260,000 for the C4S. The ragtop versions are $240,000-$250,000 for the C4 cabriolet and $270,000-$280,000 for the C4S.All will be on sale from October 25, just over a month after the two-wheel-drive versions reach the showrooms.On the outside, Porsche fans daytime running lights at the front, the neat LED rear taillight treatment and a reflector strip on the leading edge of the engine bay lid.Inside, the C4 and C4S offer generational gains with 8.5 per cent more power and use up to 12.9 per cent less fuel while the carbon emissions are lowered by 15.4 per cent.The C4 coupe lifts from 239kW to 254kW yet reduces economy from 11.6litres/100km to 10.1litres/100km with torque rising 20Nm to 390Nm Gains for the 3.8litre C4S are 283kW (up from 261kW) and a reduction in fuel use from 11.9litres/100km to 10.5litres/100km with torque jumping 20Nm to 420Nm.On the PDK gearbox front, Porsche is already hinting it may review what it does for the all-new 998 (unofficial code) model which could be out by late 2010 and which could have proper paddle shifters.The argument against all-wheel-drive layouts continuing to have relevance because of their weight impost hurting fuel economy and performance doesn't ring true in the case of the Carrera 4. Despite weighing 55kg more than a C2, a C4 has lapped Nurburgring's Nordschleife circuit two seconds quicker than its two-wheel-drive equivalent by turning an impressive 7mins 56sec. DRIVING:Changes to what is unofficially called the 997.5 mean this version of the 911 drives with a little more steering feel and less cornering push.On the design front, it's difficult for some to pick the updated Carrera 4 and 4S over the 997 series, but behind the wheel the updated all-wheel-drive 911 coupe and cabriolets are a clear and decisive step forward.On a 170km road drive in the Lowenberger region just outside Berlin, the C4 and C4S were put through a variety of smooth top roads, patchwork bitumen, lumpy and bumpy surfaces and narrow cobblestone lanes.In retrospect it was a brave move. They were not roads that suited the Active Damping set up where ride height is lowered by 20mm in conjunction with the Porsche Active Suspension Management feature.Yet the ride on the super-low-profile 19-inch rubber on the launch cars was not surprisingly jarring. Although at times there was a tendency to pick up every little imperfection and corrugation on the road.The real story is considerable steps ahead in driving dynamics and efficiency.More weight to the steering and the dialing out of some push through corners, together with a brilliant new electronic all-wheel-drive system, gives the new C4 and C4S a sharper edge.There is a triple treat waiting for those interested in the upgraded cars with direct injection and the smart PDK transmission in partnership with the electronic AWD combining to give the C4 and C4S coupes and cabriolets even greater precision and surety.At last a 911 driver can enjoy a truly masterful transmission that finally does justice to one of the sweetest chassis in the business.Pleasing levels of refinement in low speed shuffling around car spaces and rolling away from standstill have been dialed into the new double-clutch PDK. It actually creeps forward from a stop without any throttle and, while there is a bit of grumbling detected here and there when trawling the car park, the PDK is the best example yet of these wet/dry clutch systems.In the Carrera 4 coupe sampled on this drive, the PDK unit had few faults although at times the palms of your hands accidentally pushed the button on the wheel to upshift — particularly if any reasonable amount of steering lock was wound on. It's awkwardly placed and accidentally plucking an upshift is not desirable.With the optional SportChrono system ($2200) you get wildly aggressive shifts when you apply the SportPlus button. The change down from third to second is particularly angry with a short, sharp blip that sends the 3.6-litre boxer engine's into a playful yelp.Even in drive mode the gear selector readout on the Instrument Panel lets you know what gear you are in and the centrally-located taco with digital speed readout strikes a happy combination.It's not until you can legally open the taps that you comprehend what all the fuss is about when driving a 911.A comprehensive drive at a former Russian airfield that saw serious service before the Berlin wall came down in 1989 was an environment made to order for one of the world's most definitive sports cars. The exercises which the C4 and C4S 911s were put through ranged from slalom skidpan runs to long and short handling tracks using ideal lines at maximum throttle and a top-speed blast down a runway.On the slalom the C4 was driven both the stability systems functioning and turned off and the behaviour was, even for an all-wheel-drive layout, worlds apart.The new electronic all-wheel-drive set-up and the lockable limited slip rear differential (22 per cent lockable under power and 27 per cent in overrun) give the C4 tremendous confidence when pushed to the edge.This 911, with its rear-end spread a further 44mm wider than the outgoing model, is so adaptable and balanced that the driver can entice it to behave any way they desire through a corner.Acceleration times with the arrival of PDK have leaped ahead with 0-100km/h achieved in the C4 in 4.8sec, 0.8s quicker than the Tiptronic S transmissionm and 4.5s in the C4S, a similar gain over the previous model. When the optional launch control is applied that cuts the time further to 4.3s.The optional Ceramic Composite Brakes (approx $20,000), 350mm in diameter 20mm more than the standard package are monstrous in performance. After flying down a V-max run, and clocking close to a tick under 260km/h, you can punish the brake pedal as hard as you can muster and the car will pull up without any theatrics. 

And those changes have enabled some of the biggest leaps forward in the 40-plus year history of the world's most enviable sports car.The gains in fuel economy, performance, reduced weight and emissions are palpable.As far as exterior giveaways go, the updated 997 series coupes and cabriolets remain discreet unlike the story hidden beneath. DRIVETRAINSThese machines gain direct injection flat six cylinder engines in 3.6-litre (Carrera 4) and 3.8-litre (4S) and an electronic four-wheel-drive system that replaces the viscous coupling arrangement that has been used on the 911 for almost 20 years.And as with its two-wheel-drive brothers, the C4 versions benefit from the seven-speed double clutch transmission called Porsche Doppelkupplungsgetriebe or PDK.While there are seven gears, the first six ratios are evenly spaced with the final cog essentially an overrun for better economy and emissions.Bristling with engineering advancements, the C4 and C4S offer generational gains with 8.5 per cent more power and use up to 12.9 per cent less fuel while the carbon emissions are lowered by 15.4 per cent.The C4 coupe lifts from 239kW to 254kW yet reduces economy from 11.6litres/100km to 10.1litres/100km with torque rising 20Nm to 390NmGains for the 3.8litre C4S are 283kW (up from 261kW) and a reduction in fuel use from 11.9litres/100km to 10.5litres/100km with torque jumping 20Nm to 420Nm.The PDK can either be accessed by the gearshifter or large buttons integrated on the steering wheel spokes which have come in for a deal of criticism for their awkward placement.Already Porsche says it may review what it does for the all-new 998 (unofficial code) model which could be out by late 2010 and which could offer proper paddle shifters as well as the buttons. EXTERIOR AND SPECOn the outside afficianados will notice the definitive daytime running lights at the front, the neat LED rear taillight treatment and a reflector strip on the leading edge of the engine bay lid.At 124kg the PDK unit, which is expected to command a $7000 option price, is just over 10kg lighter than the Tiptronic S unit it replaces but is 30kg heavier than the manual gearbox.The PDK unit shares little with save for the in-principle idea of twin clutch technology, which Porsche used on its brilliant 956 Group C sports car racing programme of the early 1980's.As a $2200 option, the Sports Chrono Package Plus system incorporates a launch control feature that is accessed by a SportPlus button that automatically dials up 6500 revs for the perfect getaway.Another feature of the package is a meaner, angrier gearshift map accessed by the SportPlus button.Sports Chrono also enables the driver to keep a log of their lap times and detect if you are slower or faster on any given lap.SportPlus literally changes the personality of the PDK gearbox into an explosively response weapon where the shortest, sharpest gearshift points are accessed with shirt times claimed to be twice as fast as the outgoing Tiptronic S.The argument against all-wheel-drive layouts continuing to have relevance because of their weight impost hurting fuel economy and performance doesn't ring true in the case of the Carrera 4.Despite weighing 55kg more than a C2, a C4 has lapped Nurburging's Nordschleife circuit two seconds quicker than its two-wheel-drive equivalent by turning an impressive 7mins56sec.The Carrera 4's new all-wheel-drive system is capable of shuffling torque by up to 100 per cent to either the front or the rear axles if needed where the previous system had limited maximum torque split of between 10 to 40 per cent. DRIVINGTraditionally Porsche refrains from fiddling too much with the design clarity of the time-honoured 911.There's good reason because the proportions, lines, swoops and curves are among the purest and prettiest in automotive car design.No surprise then at a casual glance it's difficult for some to pick the updated Carrera 4 and 4S over the 997 series.So 997.5, as we define it, offers mild styling changes with front and rear head and taillight LED and a red reflector at the back that returns over 10-odd years of non-service.Behind the wheel the updated all-wheel-drive 911 coupe and cabriolets are a clear and decisive step forward.On a 170km road drive in the Lowenberger region just outside Berlin, the C4 and C4S were put through a variety of smooth top roads, patchwork bitumen, lumpy and bumpy surfaces and narrow cobblestone lanes.In retrospect it was a brave move putting the firm Carrera 4 coupe and cabriolet over those challenging conditions.They were not roads that suited the Active Damping set up where ride height is lowered by 20mm in conjunction with the Porsche Active Suspension Management feature.The ride on the super low profile 19-inch rubber that the launch car was shod with was not surprisingly jarring.At times there was a tendency to pick up every little imperfection and corrugation on the road.That said the real story is that the face-lifted car shows considerable steps ahead in driving dynamics and efficiency.More weight to the steering and the dialling out of some push through corners together with a brilliant new electronic all-wheel-drive system give the new C4 and C4S a sharper edge.There is a triple treat waiting for those interested in the upgraded cars with direct injection and the smart PDK transmission in partnership with the electronic AWD combining to give the C4 and C4S coupes and cabriolets even greater precision and surety.At last a 911 driver can enjoy a truly masterful transmission that finally does one of the sweetest chassis's in the business justice.Pleasing levels of refinement in low speed shuffling around car spaces and rolling away from standstill have been dialled into the new double clutch PDK 7-speed transmission.It actually creeps forward from a stop without any throttle and while there is a bit of grumbling detected here and there when trawling the car park, the PDK is the best example yet of these wet/dry clutch systems.In the Carrera 4 coupe sampled on this drive, the PDK unit had few faults although at times the palms of your hands accidentally pushed the button to upshift particularly if any reasonable amount of steering lock was wound on.It's awkwardly placed and accidentally plucking an upshift is not desirable on a track day or tarmac rally when you're negotiating quick direction changes.Together with the optional SportChrono system ($2200) when you apply the SportPlus button the gear shift points become more wildly aggressive.The change down from third to second is particularly angry with a short, sharp blip that sends the 3.6-litre boxer engine's into a playful yelp.Even in drive mode the gear selector readout on the Instrument Panel lets you know what gear you are in and the centrally located taco with digital speed readout strikes a happy combination.It's not until you can legally open the taps that you comprehend what all the fuss is about when driving a 911.A comprehensive drive at a former Russian airfield that saw serious service before the Berlin wall came down in 1989 was an environment made to order for one of the world's most definitive sports cars.The Gross Drolln airfield is a huge base linked by a maze of concrete runways flanked by dozens of camouflaged steel and concrete bunkers once home to MiG fighter jets ready to wage a war that thankfully didn't happen.Porsche used the airfield a few years ago to launch its Carrera GT supercar so it's no mickey-mouse deal for pretend sports cars.Among the extensive network of runways and link roads there are two dedicated handling tracks, a skid pan and a 1.7km long runway for high speed testing.The exercises which the C4 and C4S 911s were put through ranged from slalom skid pan runs, long and short handling tracks using ideal lines at maximum throttle and a top speed blast down the runway.Apart from being more fun that being locked in a room full suffocating with laughing gas, the exercises proved several points.On the slalom the C4 was driven both the stability systems functioning and turned off and the behaviour was, even for an all-wheel-drive layout, worlds apart.It then begs the question why traction and stability aids like Porsche's PSM should be switchable in lesser marques than those from Zuffenhausen.The new electronic all-wheel-drive set-up and the lockable limited slip rear differential (22 per cent lockable under power and 27 per cent in overrun) give the C4 tremendous confidence when pushed to the edge.This 911 with its rear-end spread a further 44mm wider than the outgoing model, is so adaptable and balanced that the driver can entice it to behave any way they desire through a corner.With small adjustments on the tiller and the throttle you can smooth out understeer mid-corner and gain maximum punch for the exit.Acceleration times with the arrival of PDK have leaped ahead with 0-100km/h achieved in the C4 in 4.8sec, .8s quicker than the Tiptronic S transmission and 4.5s in the C4S, a similar gain over the previous model.When the optional launch control is applied that cuts the time further with a 4.3sec acceleration time from a standstill to 100km/h.The optional Ceramic Composite Brakes (approx $20,000), 350mm in diameter 20mm more than the standard package are monstrous in performance.After flying down a V-max run and clocking close to a tick under 260km/h, you can trample the brake pedal as hard as you can muster and the car will pull up without any theatrics.In that exercise there is a massive amount of force generated by the emergency stop that is said to be the equivalent of about 1800bhp. 

The iconic shape of Porsche's 911 is unmistakable even though it has been evolving since the first prototype, hand built by Ferdinand Porsche, back in 1948.

.....you would need a really big bottle. You would also have something approximating the GT2.Generally speaking, Porsche builds outstanding driver's cars. Occasionally, it produces a spectacular gem. The new 997 GT2isone of those gems.Porsche itself describes the GT2 asa product of the company's “spare parts bin”.“The best bits of everything come together to produce this special car,” Porsche Cars Australia technical guru Warrick McKenzie explains.Australian motorsport legend, Porsche-phile and Targa Tasmania addict Jim Richards concurs.Richards, who owns one of only two 2008 GT2s in Australia, is preparing to fling his $425,700 rarity at the Tasmanian scenery next week.“It's pretty much the basic street car with a roll cage,” Richards said atEastern Creek last week during the official launch of the car.“The only thing we've done to it so far is to put in heavier springs front and rear.“That's just to keep the car frombottoming out on some oftheTarga roads.“I'll also put in some different brake pads, but that'll be it. There isn't time to do anything else.“Maybe I should run it in the showroom class: it's that standard.”Richards is confident that, given time, he could squeeze an extra 60kW out of the GT2's 3.6-litre, bi-turbo boxer engine, but he's happy enough to settle for an out-of-the-box 390kW and 680Nm.That's enough to sprint to 100km/h in 3.7 seconds on the way to a top speed of 329km/h.“It's the torque that's unbelievable,” Richards says. “The thing pulls like a tractor in third gear.”Despite the GT2's considerable price tag — almost $95,000 more than the brutal Turbo Coupe — Porsche Australia is holding confirmed orders for 31 cars.Just two examples of the first-generation GT2, released in 1995, were sold in Australia. The second series found more buyers; 26 were sold here between 2001 and 2004.“We expect the total number of sales of this series to be between 35 and 40,” Porsche Cars Australia sales director Kevin Nicholls says.“That will pretty much be determined by production restraints, which will ultimately limit supply — thesame as with the GT3 RS.”There's little in the way of technological perfection trickery that Porsche hasn't thrown at the GT2.For the first time, it will have as standard the clever Porsche Active Stability Management system, with “regular” and “track” modes.The active dampers controlled bythePASM software react within milliseconds to changes in road surface and driving conditions, providing optimum body control andsteering and throttle sharpness.“The engineers could have set the system so there's absolutely no body roll — in fact, there could actually be negative input, effectively rolling the body away from the cornering forces,” McKenzie says.“But that would have been just tooweird, so they've allowed something in the order of two degreesof body movement.”The 997 GT2 is also the first of its ilk to get variable steering assistance, ceramic composite brakes as standard, titanium mufflers and pipes to reduce rear-end weight and a three-stage stability management program.In the basic “minder” setting, the full stability and traction control functions are operative, along with theanti-lock braking system.Switch off the first stage, and the lateral force control functions are de-activated, allowing the car to move around its axis.Second-stage de-activation removes the longitudinal, or traction-control, monitors, allowing for wheelspin. TheABS remains active at all times.The thing to remember in the GT2 is that off means off. There's no pre-set panic point at which the electronic minders jump in and try to undo the harm when ambition overtakes ability.What's not new in the GT2 is its six-speed manual gearbox. And that's a good thing.The shifter's basic design goes backto the late 1980s, with small modifications from generation to generation producing a thing of beauty.Shifts are short and precise, if a shade notchy, but it's the little things most owners will never see that set the Porsche philosophy apart.Gears are inserted, not pressed, into the gearbox shafts, allowing for easy replacement and allowing the owner to adjust the gearbox to suit any track.Synchro rings are also made of steel, rather than the more usual brass — not as durable, but slicker.Yet, while it may be the technology of the GT2 that earns your respect, it's the manners and the character of the car that will evoke a boundless love.The GT2 is pure class. Its cabin is comfortable, sensible and functional.The carbon-fibre racing buckets are supportive, beautifully styled and practical — to the extent they even have fold-down backs, making access to the rear storage shelf a no-fuss affair.Fire the GT2 up, and the sound is akin to the 911 Turbo: purposeful without being overtly threatening. Off the mark, the GT2 is as happy todawdle away as it is to throw itself atthe horizon — with or without the launch control activated.As expected, the GT2's steering is razor-sharp. It's not for the faint-hearted, butconcentrate and the frontend will answer your every wish— immediately.Pour in the right foot, and the twin turbochargers with variable turbine geometry turn up the boost, forcing thefuel/air mix through an innovative expansion intake manifold.That all makes for a power delivery so smooth, it's like driving a hot knife through soft butter. A torque curve thatpeaks just over 2000rpm and staysthat way right through to 4500rpm certainly helps.Pushing the GT2 around Eastern Creek — aided in no small part by Porsche Experience instructor Steve Pizzati calling encouragement and advice — is far less intimidating than the raw performance figures suggest.Such is the balance of the car — both mechanical and through the computer-controlled PASM logarithms — that only an over-estimation of ability isgoing to upset the applecart.The car itself knows exactly what isrequired and how to handle it.  SNAPSHOT PORSCHE 911 GT2Price: $425,700Engine: 3.6L/6-cylinder bi-turbo boxer; 390kW/680NmTransmission: 6-speed manualPerformance: 0-100km/h 3.7 secs, 0-160km 7.4 secs, 0-300km/h 33 secs; top speed 329km/hEconomy: 12.5L/100km 

A lot of things, including the words on this page, would be a blur.What wouldn't be clouded by the experience is the allure of a Porsche.Standing still, alongside the curb in a leafy street, it arrestingly melds delicate beauty with coiled ferocity, like a caged animal ready for a meal.At speed it is athletic, running lightly on its tyres and even when pushed hard, feels relaxed, confident and capable. It even makes me look good.This is the 997 version of the enduring Porsche 911, the model that is regarded as the company's flagship. Think Porsche, think 911.Unfortunately, that is no longer the case.Porsche nationally sold a respectable 183 cars in January but more than half — 74 were Cayenne SUVs.It frighteningly reflects that if Porsche hadn't introduced an SUV, arguably the company today would barely be profitable.I could dwell on the glum outlook but the corner is coming up. Squeeze the clutch, click the lever back from third, pressure the accelerator before the apex and power through.The steering is perfect, as is the weight of the clutch and even the slight rubbery vagueness of the gear change feels comfortable.The tyres — whopping 305 Michelins at the rear — sing softly and there's a bit of movement from the tail. But I'm not stupid and stability control remains switched on.Even with this control, the rear can be tempted to step out a fraction and the nose can be pushed to understeer. The control is almost intuitive, letting you have a bit of fun yet always ready to pull you back to safety.What is changed is the button to wake Porsche's Active Suspension Management (PASM).Promptly the ride firms but this system is more about constant monitoring and altering the suspension to maximise grip and minimise roll.There are a host of bits and pieces under the chassis like this and they're all there primarily to keep the car on the road.Their secondary task is to try to defeat the laws of physics.For the iconic 911 carries in its DNA a potentially nasty trait — it has its engine hanging out the back, behind the rear wheels.What we have here, dear reader, is a pendulum. Rush it hard into a corner and it will attempt to swing its tail out. With a bit of momentum, it can spin wildly.That was a problem with many of the original 911 models, starting in 1964. Today, the 997 uses every trick in the book to thwart what Einstein and others wrote as fact.Such is Porsche's engineering expertise that you will have to be very silly to get the 997 in a position where it will let you leave the road sideways or backwards.Tempting you to this end, however, is Porsche's biggest flat-six engine. The Carrera S gets a 3.8-litre version of the 3.6 unit available in the other cars.Compared with a Carrera 3.6, the S variant is easier to drive and can lull the driver into near lethargy with its docile manners.Drive to the shops, putter along the Freeway in the morning and idle along in the city — the 3.8 is more comfortable and obliging than the slightly peakier 3.6.It is so easy to drive that it's almost on par with a Corolla.But the Cabriolet — desirable as it is to those who like the wind ruffling their greying locks — has issues with rear visibility when closed. It's also noisier than the steel-roofed Coupe. But with the fabric roof electrically retracted it provides marginally more comfort for the two children shoehorned into the rear.Finally, it's not cheap. At $247,800 it's less than $10,000 away from a red hot GT3 version. Or a small apartment somewhere near the coast.Snapshot Porsche 911 Carrera S CabrioletPrice: $247,800 ($255,930 as tested)Engine: 3.8-litre, flat-6Power: 261kW @ 6600rpmTorque: 400Nm @ 4600rpmAcceleration: 0-100km/h 4.9sec; top speed 293km/hFuel: PULP, 64-litre tank, 11.6l/100km (claimed), 14.8l/100km (tested)CO2 emissions: 277g/km (Corolla: 175g/km)Transmission: 6-speed manual; rear-driveBrakes: 4-wheel vented, cross-drilled discs, ESC, ABS, EBD, brake assistTurning circle: 10.9mSuspension: MacPherson struts, electronically adjusted dampers (front); multi-link, coils, electronically adjusted dampers (rear)Wheels/tyres: 19-inch alloys; front 35/35ZR19, rear 295/30ZR19, no spareDimensions (MM): 4427 (l), 1808 (w), 1300 (h)Weight: 1505kgWarranty: 2yr/unlimited km, roadside assistService: 30,000kmFeatures: airconditioning, 10 airbags, 6-disc CD/audio, trip computer, electric hood, cruise controlOptions: test car fitted with 19-inch Carrera sports wheel with 235/35ZR19 front and 305/30ZR19 tyres ($2080) 

Take “collision”. It used to be a car couldn't collide with a tree — it hit it — because “collide” means an impact between two moving objects — unless the tree was falling at the time, of course. Nowadays “collide” is widely used for any impact.Then there's “unique”. My dictionary says it means “only one of”; now it's widely used to mean “unusual”.Which brings us to “icon”.No, it doesn't mean a superstar or the best thing out, but a painting of a sacred person. So unless the Pope sings very well, you cannot have a pop icon, if you get my drift.So while we may all think of cars like Porsche's stunning 911 Carrera as a motoring icon, it can't be. Supercar, maybe; awesome, definitely; expensive, well, that's a given. Inspirational and desirable are probably the best descriptions.Mind you, the desirability factor was wearing a bit thin as this week's road tester, a black 911 Carrera S cabriolet, was forced to crawl to a snail's pace in peak-hour city traffic. While the 911 is happy to walk this slowly, it is like a leashed dog that has spotted a rabbit.Lowering the soft-top roof sounded like a good idea at the time. We were at risk of severe sunburn at this pace and the exhaust fumes from other road users, not to mention the bugs and insects, were becoming increasingly annoying.But you can't possibly be seen in one of the world's classiest convertibles with the roof down, especially driving through some of the seriously snobby neighbourhoods of Melbourne where cars with $250,000-plus price tags are common in the driveways of plush mega-mansions. Oh no.It's not until you get out of suburbia and into rolling back country roads that the 911, with its stunning exhaust howl, shows its real mettle.Sans roof and with the rear wind-deflector in place (once you master its origami foldaway design), you can mash the right foot and start tackling the twisty stuff just as Porsche intended. At last, the 911 was in its element.Yep, I'll have one of these — just as soon as I win Tatts. The base price is $247,800 plus on-road costs, but Porsche had thrown in a few optional extras on the test car, like a $2000 phone kit, two grand's worth of sporty alloy wheels, another two for the electronic park assist and a multi-function steering wheel, and even Porsche crests ($490) on the headrests, just in case you had forgotten what you were driving. That lifted the total price to just under $256,000. Say it quickly enough and it doesn't hurt.Now I suppose it is easy to be a little tongue-in-cheek about a car the majority can't afford. But you cannot deny the degree of engineering precision and those sometimes old-fashioned seat-of-the-pants driving dynamics that the 911 represents. Few cars on the road today deliver it as Porsche does. That's why it's iconic — sorry, masterful.The S version is not the most powerful, or the dearest, in the 911 open-top line-up. That's reserved for the potent Turbo (a mere $357,500) which can do zero to 100km/h in a flat four seconds, thanks to its twin turbos punching out 353kW.My humble (but still charismatic) naturally aspirated flat six 3.8-litre had to make do with just 261kW and 4.9 seconds for the sprint. Oh, I can live with that extra point nine of a second and the fact the S is $109,700 cheaper to buy.Performance, as expected, is stunning, but I'm not going to discuss top speeds. Yes, it will easily exceed the highway limit without even breathing hard.And the performance is all quite controlled, even well mannered. If you wind on the revs and dump the clutch, you don't get a lot of smoke-producing wheel spin as the car fights for traction. The 911 is clever enough — it has enough computer aids — to override your right foot. It simply squats, squirms and then provides the kick in the pants of acceleration that only Porsche can develop.The car's dynamics are sweet. The chassis is more rigid than earlier versions so there's no scuttle shake, as found in some open-tops. The engine sits over the rear axle, which means the car be a bit tail-happy, but that's quickly tamed by the stability control systems.So is the drop-dead gorgeous 911 with its 19-inch wheels an easy car to live with? No.On the plus side, the car has a well-sorted but firm active suspension, eye-popping brakes and an impressive array of safety features including six airbags plus a rollover bar. There's loads of leather, the audio is sublime, the seats are snugly comfortable and even the once-oh-so-heavy clutch, the bugbear of previous models, has been tamed. You can even raise and lower the 42kg roof at speeds up to 50km/h, which is quite a party trick, but it takes a slow 20 seconds.On the downside, the back seat is ridiculously tiny, there's a lack of storage and the Carrera's wide hips reduce rearwards vision.But you don't buy the 911 for its practicality, do you?