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Porsche 911 Carrera 2 S 2009 Review

Why did I go to school? I can mix pool chemicals without needing to understand the hieroglyphics of chemistry.

Biology was fun and interesting but I've yet to find the time or inclination to come home after work and studiously slice up a frog.

I know that when a violent woman in the shopping aisle pushes her trolley against mine in order to get to the salted crisps first, we're not interested in directional forces and any theory of relativity. Despite me getting relatively angry.

So I didn't need physics. Which is just as well.

One thought of a car that is basically a pendulum and shouts at all the principles of physics would be enough to make me refuse a ride.

Except that in this case the car is from Porsche and the physics lesson was a distant decade, or two — or four — ago.

Porsche has stuck its engine out beyond the rear axle since 1948 (though the very first car was mid-engined) and each year its engineers brilliantly mask this unusual layout.

This year it's probably relative only to those who hammer Porsches on the track.

Owners who test their cars on leafy streets en-route to the office would never know the limits of a Porsche's rear tyre traction.

If the car tested here, the Porsche 911 second-generation 997 big 3.8-litre, rear-drive Carrera — in summary, 911 Carrera 2 S — has limits then it rarely showed them.

 

Pricing

The 911 Carrera 2 S costs $248,100 but this is a Porsche and the option list awaits.

As tested, the car was $258,580 — remember, this is without any on-road costs — thanks to the addition of metallic paint ($1990), the three-spoke multi-function steering wheel that I consider should be standard ($1490) and of course the PDK transmission that you wouldn't want to leave home without. Add a cool $7000 for that gearbox.

 

Appearance

Though externally it appears practically identical to its predecessor, beneath the curvaceous steel body is a whole lot of changes.

Externally the second-generation 997 adds LED daytime running lights and tail lights. The Carrera S has quad exhaust pipes.

Inside it's business as usual — in this case, well thought out controls in a rather austere environment.

Upgrades include a screen monitor for the sat-nav and radio, though controls on the steering wheel are optional. There's more personal storage space than a few models previous but it's hardly cavernous.

Though low and occasionally awkward to enter and leave, there is comfortable room for two adults. The rear seats are purely for children and are better flipped forward to boost luggage space from the bin-shaped boot box.

That beautiful flowing body shape that so identifies Porsche bites back at the driver by offering zero hint to the placement of the front and rear bumpers. Parking is, at best, a very gentle manoeuvre.

 

Drivetrains and chassis

Porsche kept the S engine capacity at 3.8-litres but it's not the same engine as before. It whacks out 283kW/420Nm at higher revs thanks to an improved direct-fuel injection system.

This system allows it to breath a cooler fuel-air mixture so the compression ratio has been pushed to a whopping 12.5:1 for maximum efficiency. Most cars are 8:1 or 9:1.

There is also a sophisticated on-demand oil pump and scavenging arrangement that saves 2 per cent in fuel and adds the same in power.

Power and torque are up though emissions and fuel consumption is down. So impressive was the leap over the old engine that Porsche's next model, the 998, is likely to have smaller-capacity engines that reap equivalent or increased performance with even less fuel use.

Aiding navigation down the green route is the PDK dual-clutch transmission. Its seven cogs perfectly match the engine and further help economy.

Blisteringly quick in its shifts, the PDK unit is quicker than the old — yet incredibly reliable — Tiptronic box, delivers better acceleration, less fuel use but is a bit heavier.

 

Driving

The Carrera 2 S's biggest asset is its tractability. The 3.8-litre engine's low-end grunt makes it surprisingly easy to drive and the PDK in auto mode could be just like any other automatic gearbox.

That's matched by its responsiveness. Touch the accelerator and this thing's just poised to fire. And it will, so be careful.

It's also addictive. The roar of the exhausts and the subdued whirr of the engine's moving metal parts combine with a nose-up stance under acceleration.

The steering is direct and, combined with the car's tail-heavy bias, lightens at speed so that imperfect bitumen at high speed makes it subtly — though initially disconcerting — dance. It's something you get used to.

Corner speeds can be phenomenal. This car sits flat, shows a bit of understeer and will start to break traction at the rear but is (nearly) always controllable.

Things get messy if you lift off the accelerator during hard cornering but that's physics.

It can be a bit noisy inside but it's never annoying. Coarse-grade bitumen will make the tyres howl and there's a bit of wind noise around the window at higher speeds.

The split-second reaction of the gearshift lever to the manual mode is just glorious but the rocker-shifters on the steering wheel are badly designed, too easy to knock and illogically each combines the up/down shift.

But the Bose sound system is delightful, the comfort an absolute surprise (though you can select a firmer ride) and the quality is close to perfect.

Above all, it's easy to drive. This is specifically where the Porsche trounces most of its opposition. This is a car that will thrash most other four-wheeled vehicles in performance, yet will happily putter down to the shops and into work.

I want one. It's just as well I failed physics.

 


Snapshot

Porsche 911 Carrera 2 S

Price: $248,100 ($258,580 as tested*)

Engine: 3.8-litre, 6-cyl, direct-fuel injection, quad-cam, variable-valve timing

Power: 283kW @ 6500rpm

Torque: 420Nm @ 4400rpm

Fuel economy (official): 10.2 litres/100km, (tested): 11.6 litres/100km

Transmission: 7-speed dual-clutch PDK semi-automatic, sequential, rocker shifters; rear drive

 

Pricing guides

$84,260
Based on third party pricing data
Lowest Price
$50,380
Highest Price
$118,140

Range and Specs

VehicleSpecsPrice*
GT3 3.6L, PULP, 6 SP MAN No recent listings 2009 Porsche 911 2009 GT3 Pricing and Specs
GT3 RS 3.6L, PULP, 6 SP MAN No recent listings 2009 Porsche 911 2009 GT3 RS Pricing and Specs
Carrera 3.6L, PULP, 6 SP MAN $50,380 – 57,860 2009 Porsche 911 2009 Carrera Pricing and Specs
Targa 4 3.6L, PULP, 6 SP MAN $59,400 – 68,310 2009 Porsche 911 2009 Targa 4 Pricing and Specs
Neil Dowling
Contributing Journalist

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Disclaimer: The pricing information shown in the editorial content (Review Prices) is to be used as a guide only and is based on information provided to Carsguide Autotrader Media Solutions Pty Ltd (Carsguide) both by third party sources and the car manufacturer at the time of publication. The Review Prices were correct at the time of publication.  Carsguide does not warrant or represent that the information is accurate, reliable, complete, current or suitable for any particular purpose. You should not use or rely upon this information without conducting an independent assessment and valuation of the vehicle.