Just because a diamond has a flaw can either increase its appeal, or turn off the buyer majorly. The Porsche 911 has endured its rear-engined flaws that have added to its character, yet it is a ‘Marmite’ model among its peers. With an all-alloy, water-cooled ‘boxer’ (six horizontally opposed cylinders) engine slung out defiantly behind the rear axle line and eight generations’ worth of re-engineering required to cure its natural imbalance; it could be stated that Porsche has finally got it right.
From a strictly personal viewpoint, I have always enjoyed the handling ‘edge’ provided by the 911. Given the choice, my 911 would be the rear-driven Carrera2S, because I feel that the all-wheel drive C4S is just a bit too safe, too predictable. Yet, there is no surer means of transmitting 444bhp, through an 8-speed automated-manual gearbox, to terra firma, and it is a means to attract the confirmed mid-engine brigade to Porsche.
In its latest ‘wide-body’ form (by 44mm), the current 911 body is immensely handsome. Just as quantum science is related to small things, Porsche has employed quantum improvements throughout the history of its model. The latest interior detailing is outstanding, with the highest quality introduced everywhere, from switchgear to dashboard leather and improved seating making it even more accommodating and comfortable too.
Yet, it is the delivery of the 3.0-litre turbocharged engine that is the mystical prize, not merely in its wide-band accessibility but in its hard-edged bark and lack of Italianate histrionics. It underscores that flat-six power plant to muscled perfection and provides a warranty of glitch-free progress at all times. Flicking the paddles in the transmission’s ‘manual’ mode merely adds to the operatic, basso profundo drama.
The test car is equipped with the optional active antiroll-bars, four-wheel steer and lowered suspension, which combine with the 4WD to make its handling surprisingly responsive, without a whiff of electronic intervention, even in trying weather conditions. Trying to find its limits at normal road speeds was almost impossible. Yet, it still features the characteristic nose ‘bob’, despite the composed and surgical precision of its deliciously alive steering. Okay. I know that this is a near £100,000 sports coupe but I would defy you to round-up a better rival.
Tipping the scales at 1.5 tonnes, capable of blitzing the 0-60mph benchmark in just 3.3s, with a top speed of 190mph, while returning 27mpg on average, the Porsche 911 remains the best-rounded, most prodigious and yet most practical of supercars, capable of daily driver status, as well as long-distance cruising, with a small boot up-front and a roomy ledge behind the front seats. It can cover ground faster than ever and is as tough as old boots, when you need it to be. In my book, there is no finer example of sporting prowess than a Porsche 911.
