Porsche 911 Carrera 4 2013 Review

In the colder climates of North America and Europe, the all-wheel-drive Carrera 4 has always been the thinking person’s 911, offering more traction on low-grip surfaces while essentially maintaining the rear-drive dynamics for which Porsche’s iconic supercar is famous.

Not so in Australia, where the vast majority of customers buy the C4 not because they desire its greater wet-weather performance or safety, but simply for its tougher, sexier wide-body look.

That’s despite the C4’s $26,000 entry-level price premium. Indeed, the base 911 Carrera 4 manual coupe costs a hefty $255,400 plus on-road costs (up from $241,200) compared to the equivalent rear-drive C2 at $229,400. Even more stratospheric, the 911 Carrera 4S manual coupe is now priced at $289,400 (up from $271,000) compared to the C2S at $262,600.

Convertible Carrera 4 models command similar premiums, with the manual C4 Cabriolet priced at $280,900 and the C4S Cabriolet being the most expensive new 911 at $315,000.

Of course, apart from doubling the new 991-series 911 line-up, the C4 models incorporate all of Porsche’s newest advances. As we’ve well documented, that includes a vastly stiffer yet lighter (up to 65kg lighter, in the new C4’s case) new steel/aluminium bodyshell that rides on a significantly larger footprint, including wider wheel tracks and a 100mm-longer wheelbase.

Engine choices are as per the 911 C2, meaning a downsized 3.4-litre boxer six in the base C4, offering 257kW at 7400rpm and 390Nm at 5600rpm. The result is 16 per cent lower fuel consumption (8.6L/100km), a 4km/h faster top speed (285km/h) and 0-100km/h acceleration in 4.7 seconds, down by one-tenth – all compared to the 997 generation all-wheel drive variant.

The latest C4S scores a 294kW/440Nm flat 3.8-litre six, consumes 9.1L/100km, sprints to 100km/h in 4.3 seconds and a boasts a 299km/h top speed.

The slightly heavier cabriolet models are a respective 0.2 seconds slower to 100km/h and 0.1L/100km thirstier, and all four C4s are available with the 911’s new seven-speed manual gearbox and Porsche’s slick seven-speed dual-clutch automated manual PDK transmission (now with automatic downshift throttle-blipping) – the latter for an extra $5950.

There’s also controversial new technologies like a more luxurious Panamera-style cockpit and electric power steering -- which we agree is the best such system we’ve sampled.

The latest Carrera 4 retains the same classic rear boxer-engine layout as every previous 911. In addition, however, the it brings a range of new features to the 911 for the first time, as stated in our first drive from the global launch in Australia last November.

They include a full-width rear light bar that underlines the engine cover and links each LED tail-light, modified front lower grille intakes, black door sills and the option of a tilt/slide electric glass sunroof ($3890) and -- for PDK automatic models -- radar-operated adaptive cruise control with Porsche Active Safe, which can follow vehicles at a pre-set distance and even stop if required.

Naturally, there’s a host of pricey optional extras, including a Sports exhaust system ($5890), the Sport Chrono Package including launch control ($4790), brushed aluminium interior highlights ($3600), a multi-function steering wheel ($1390) and even front parking sensors ($890).

The reason for the C4’s being is its all-wheel drive system, which resides beneath 44mm-wider rear bodywork, comes with an animated TFT instrument panel display that shows front/rear torque distribution in real time, and rides on 10mm wider front and rear tyres measuring 235/40 and 285/35 19s for the C4 and 245/35 and massive 295/30 20s for C4S models.

In case you missed its wider hips, the model name is now spelled out on the rear deck lid in bold, double-deck lettering: PORSCHE 911 CARRERA 4S.

First seen in the original Cayenne before arriving in the 911 in the 996-series Turbo two generations ago, the 991-series 911 employs a development of the mechanical wet multi-plate clutch-operated AWD system that replaced the on-demand viscous centre coupling seen in the 993 and 996-series 911. Although the upcoming 911 Turbo will be further developed, the big advance here is response time, with the active Porsche Traction Management system claimed to respond in real time to road conditions and driver inputs every 100 milliseconds.

Unlike similar systems, Porsche’s AWD hardware remains rear-biased, making the C4 feel like a traditional 911 with a 98 per cent rear torque split in normal conditions. The spilt remains active all of the time, however, and will send a maximum of 54 per cent of torque to the front wheels if required.

The result is instant reaction to throttle inputs. The AWD dash display showed a small percentage of drive going to the front wheels on Phillip Island’s main straight but directed about half of it forward the instant we picked up the throttle on the run into Southern Loop.

The real-time torque distribution between the front and rear wheels is now so instant and seamless it can no longer be felt, giving the C4 an even higher traction envelope than the latest 911 C2s. In fact, the new C4 generates so much traction it was deemed too grippy for us to sample on the wet Phillip Island skidpan, where even the C2 was difficult to get sideways.

On the track, the new C4 carried even more corner speed than the latest C2 (not to mention the 997 C4 it replaces) in both tight turns and high-speed sweepers like Phillip Island’s notorious Hayshed, through which experts can now drive at full throttle without backing off.

We spent the previous day at Phillip Island testing Mercedes-AMG’s new SLS Black Series flagship, which lapped the GP track in 1:41 in the hands of GT3 racer Peter Hackett. Although we weren’t allowed to time our laps in the vastly cheaper C4, we’d wager it would’ve been about only about five seconds slower – and was effortless to drive in comparison.

Back-to-back launch control comparisons between the C2 and C4 also showed the 50kg-heavier AWD 911 takes off quicker, getting its power to the ground even more effectively than the rear-drive 911. The rear-driver eventually capitalises on its lighter weight, but only above 100km/h in second gear.

In short, the C4 lifts the latest 911’s broader dynamic envelope to even higher levels without ever feeling like an AWD. It offers discernible advantages in both traction and stability without diluting the 911 'experience', providing a tantalising taste of the capabilities of the next 911 Turbo.

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