Porsche 911 (991) Carrera in the test

Rossen Gargolov
Porsche 911 (991) Carrera in the test
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W So we are not buying an S and want to solve anyway. In this case the question of whether the price of around 14,400 euros for this one letter would actually be worthwhile. After all, we are talking about the equivalent of a VW Polo, which separates a Porsche 911 Carrera from a Carrera S.

To make it short: Even the entry-level 911 proves to be a 911 through and through in the test, as well not so easy to identify from the outside as the weaker one. It has slightly smaller brake discs, four-piston calipers painted black instead of red, and 19-inch and not 20-inch wheels. The standard scope of delivery does not include an electronic chassis control PASM or a mechanical differential lock. In any case, the heart, even if it is around 0.4 liters smaller, wears the Porsche 911 Carrera on the right-hand penalty spot.

Up to 4,800 rpm, the Porsche 911 Carrera lacks a bit of guts

Von Outwardly invisible in the rear, under the service flap it gurgles and rattles - with the sports exhaust (2,606 euros) the robust boxer could be classy or classy at the push of a button. Ultimately, an S doesn't sing harder either, but its show is still bigger. Because the Porsche 911 Carrera lacks a bit of guts up to around 4,800 revs. Of course we complain at a high level, but the boxer seems a bit tied up, inhibited below. On the other hand, it suddenly rages all the more, whirls suddenly and almost unleashed towards the 7,000, storms on easily and only releases its entire 350 hp at 7,400 revolutions.

Crisp gear changes only interrupt the joy of turning in short - no, not automatically via PDK (optional), but in seven-step manual work, the gears in the Porsche 911 Carrera are sorted. Initial concerns about getting bogged down in the stepped gear train, missing the right alley and putting an end to the relatively frugal boxer heart with an average of 12.5 liters test consumption, turn out to be groundless after a short familiarization. On the other hand, the gearshift indicator turns out to be largely useless, as the number of gears in the display only lights up when the clutch is already engaged.

So it's better to rely on your own senses, which the Porsche 911 Carrera according to all the rules of the modern 911 art appeals. He can also - on the one hand, make a stretch, irrelevant, straightforward, relaxed and relaxing. It laces with suspension comfort that is very good for a sports carthere. The fact that a Carrera S could pass by at 304 to 289 km /h in extreme cases only plays a major role at the regulars' table.

Exactly steer, circle superbly, draw squeaky clean radii

In truth, even the supposedly little one is a big one in his field, which can be experienced very comfortably in the exquisitely cut sports seats. Steering precisely, circling superbly, drawing squeaky clean radii, directly and neutrally downgrading curves to straight lines, super-fast and very safe, that works convincingly even without an S. Because anyone who meanders through ISO-Wedelgasse - the certified double lane change - at over 140 km /h is simply one of the well-trained athletes. The fact that the Porsche 911 Carrera now even masters the quick evasive test with an average speed of 152.3 km /h is not only due to its excellent driving dynamics.

In our measurement procedure, the auto engine and sport's own evasive test, the ISO Wedelgasse, which has been in effect until now, in order to introduce uniform test requirements across all vehicle classes. And not to artificially praise the Porsche 911 Carrera over the clover or the S, because he absolutely does not need the game.

Uniform evasion test for everyone

In the original ISO wedge test, the widths of the pylon lanes are based on the respective vehicle width, which tends to increase more and more. In road traffic, an obstacle, and this is simulated by the wedge test, will hardly change. That is why auto motor und sport is standardizing the width of the alley to values ‚Äč‚Äčthat are uniform for all classes.

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