Porsche 911 2008 Review

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 Cabriolet

Price: $247,800 ($255,930 as tested)

Engine: 3.8-litre, flat-6

Power: 261kW @ 6600rpm

Torque: 400Nm @ 4600rpm

Acceleration: 0-100km/h 4.9sec; top speed 293km/h

Fuel: PULP, 64-litre tank, 11.6l/100km (claimed), 14.8l/100km (tested)

CO2 emissions: 277g/km (Corolla: 175g/km)

Transmission: 6-speed manual; rear-drive

Brakes: 4-wheel vented, cross-drilled discs, ESC, ABS, EBD, brake assist

Turning circle: 10.9m

Suspension: 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 spare

Dimensions (MM): 4427 (l), 1808 (w), 1300 (h)

Weight: 1505kg

Warranty: 2yr/unlimited km, roadside assist

Service: 30,000km

Features: airconditioning, 10 airbags, 6-disc CD/audio, trip computer, electric hood, cruise control

Options: test car fitted with 19-inch Carrera sports wheel with 235/35ZR19 front and 305/30ZR19 tyres ($2080)