The Tiptronic is dead. Long live the Tiptronic! We are cruising past the Great Salt Lake, through Salt Lake City neighborhoods whose backyards are littered with trampolines in a Porsche Carrera S with Doppelkupplungsgetriebe. What the hell are the Germans up to this time?!
Literally, it’s 23 letters that mean “Double Coupling Gear.†The German language has a penchant for really long words. It’s the basis for the shift-it-yourself-or-not autobox that will equip the 2009 Carrera S. Tracing roots back to the first Porsche 911, which started production as a 1964 model, the Carrera S takes the 45-years of refinements that have been introduced through the constant evolution of an iconic sports car that just seems to further cement its iconic status.
What is it?
The new 997, as it is known internally, is the latest version of a long line of classics from Zuffenhausen. Designed by Ferdinand Alexander “Butzi†Porsche, who was the eldest son of Dr. Ferry Porsche, the successor to the 356 was originally known as the 901. But it was not to last as Peugeot claimed exclusive rights to use three-digit car designation numbers with the middle number being zero. A bit of an obscure demand to me, but whatever. So the new Porsches bore the name 911 instead.
What’s it up against?
As a rear engine, rear-wheel-drive coupe, the Porsche 911 Carrera S stands alone. Add in a batch of cars in the same price point, and you have the Dodge Viper, Chevrolet Corvette Z06, and Jaguar XK as those you would most likely face in a street fight.
Any breakthroughs?
Several. First is the new 3.8-liter boxer engine with direct fuel injection (DFI). Second would be the Porsche Doppelkupplung (PDK) dual clutch transmission. Third is the Sport Chrono Package Plus, and finally the latest generation of Porsche’s Communications Management (PCM) system. It’s a lot of letters, we know, but we’ll take a look in a minute.
How does it look?
It looks like a legend should. A design that has endured for 45 years has to stand for something, and the Carrera S stands for performance, handling and technology. Though the basic shape dates back to 1963, it has continued to evolve through the years, even going through the change from an air to water-cooled vehicle. Still crazy, but it’s one of our favorite designs out there, even after all these years.
Porsche’s line is that design change, just for the sake of change can cause buyer alienation and worse. We agree, and chime in with the old axiom, if it ain’t broke, don’t fix it. That’s not to say that evolutionary changes shouldn’t be made. Apparently the stylists in the “Fatherland†have taken heed, and the result is a car that still causes us to stop and do a double take every time we see one. One of our favorite views: the ultra-wide Turbo-style rear fenders that keep the rear rubber in check.
During our launch in Park City and Salt Lake City, Utah, Porsche seemed to adopt a “green†attitude by outfitting the entire fleet of cars in a metallic forest green that maybe, in small doses, is a good thing. After seeing too many, we were tired of it. We did love the tan leather of the interior, though.
And inside?
The interior look is strictly business, if your business is racing cars. The seats offer an amazing amount of support and bolstering to keep the driver and passenger firmly in their grip. The rear seats offer a spot to sit in for about three minutes, that is, if you can find a place to put your feet. Once the front seats are occupied, and pushed back for the optimal amount of legroom up front, there will be virtually no legroom in the rear footwell. On the other hand, the rear seat backs fold forward for an additional increase in cargo capacity.
Porsche has added an optional ventilation function to the front seats, available in conjunction with heated seats. Engineers describe how most ventilated seats now blow cold air that potentially cause its occupants to catch a cold. Their answer is an active ventilation function that supposedly wicks the moisture away and prevents colds at the same time.
A newly designed three-spoke steering wheel is leather wrapped, and sports a new design of paddles to enable hands-on shifting of the new PDK. It’s a stylish look, although one that might be executed better. We found many times that while “palming†the wheel in a turn, that a downshift has occurred, putting us a gear down from where we wanted to be.
The leather-wrapped center console now houses a 6.5-inch monitor which, in addition to showing the navigation function and map, also shows the contents of an attached Apple iPod, pretty much the way it would appear if your were controlling it separately. Along with that is Sirius Traffic, and Bose 5.1 Surround Sound for an entertaining audio experience. An SD memory card slot is located on the right side of the monitor, while the storage bin houses a connection for iPod, USB, or mp3 player using various cable attachments.
But does it go?
It’s a tale of two cars. On one hand, the Carrera S is a perfectly docile grand touring machine, capable of cruising all day long, but able to turn into the Incredible Hulk at a moment’s notice. VarioCam plus is Porsche’s answer to variable valve timing. Combined with direct fuel injection, it is the basis for a new generation of the Carrera’s six-cylinder, 3.8-liter boxer engine. Producing 385-horsepower and 310 lb-ft. of torque, and coupled with the PDK, the S sees 60-mph in as little as 4.3-seconds. Order the optional Sport Chrono Package Plus, and the time drops to 4.1-seconds. As demonstrated at Miller Motorsports Park by Team Penske Porsche RS Spyder pilot Patrick Long, the Carrera S literally “pops†through the gears like nobody’s business. If you have ever been to Road America, Sebring, Laguna Seca or any of the other racetracks that handle the American LeMans Series, you will be the familiar with the sound these thoroughbreds make as they rush to top speed.
The PDK technology was first seen in racing Porsche 956 and 962 models in the mid-1980s. With a choice of manual or automatic control with seven forward gears, the PDK is essentially two gearboxes in a housing that always has the next gear preloaded, or charged for an immediate upshift. Add the Sports Chrono Package and get launch control and a racetrack gearshift re-map for the ultimate in ass-kicking performance. All this in a 3,208-lb car that gets 19 mpg in the city 26 on the highway!
Letting the PDK run its program on the technically challenging racetrack at Miller Motorsports Park is a case of a car making a better driver. The Porsche Stability Management (PSM) stabilizes the car as you set up for turns making sure that you don’t swap ends when lifting through a turn. The PSM, in conjunction with brake assist, helps to “pre-charge†the brakes for quicker and shorter stopping distances. The result is a sports car that tries to protect you from yourself, should you get in over your head.
Why you would buy it:
Because at $86,200 (base) the Carrera is a sports car you and your financial advisor can agree upon.
Why you wouldn’t:
Your net-worth has just tanked since the stock market took a dump about a week ago.
Words and photos by Mark Elias.
2009 Porsche 911 Carrera S, $86, 200. As tested, $93,630.
Porsche Doppelkupplung transmission, $4,080; Sports Chrono Package Plus, $960; Bose audio system, $1,440; Destination, $950.
