With Four New Vertical Chassis Sensors

If you mentioned Porsche to the average Indian, you could forgive them for thinking of the Cayenne. The big SUV is, after all, the best-selling Porsche in the country by a huge margin, and the one you are most likely to see on our roads. No less than 90 percent of the new 911鈥檚 mechanical ingredients are either all new or significantly improved. It has completely new dimensions, a new electromechanical power steering system and a construction richer in aluminium than ever before. It retains the classic rear-engine layout of every 911 since the original from way back in 1963, albeit with modifications to the engine mounting points, which have been optimised for improved weight distribution. The latest 911 adopts Porsche鈥檚 new cabin design theme that made its debut in the Panamera. However, given that it鈥檚 a sportscar, the 911鈥檚 cabin layout is more driver-focussed than the Panamera and the Cayenne, with a narrower centre console and less of a button overload. The Carrera 4S is powered by a 3.8-litre, direct-injection six-cylinder motor. Producing 395bhp, this naturally aspirated motor sends its power to all four wheels via a seven-speed dual-clutch gearbox (there is the option of a seven-speed manual too).

This potent engine delivers brilliant performance from anywhere in its powerband and the four-wheel-drive system is quick to channel power optimally to the wheels. This motor鈥檚 mid-range and top end are nothing short of explosive too. Tap the throttle and the 4S vaults off the blocks; thrust is immediate and very strong, power delivery is linear, and even short bursts of acceleration are addictive. Configure the onboard computer and set the gearbox, dampers and engine to Sport Plus mode, and things get even more insane. Performance is now in proper supercar territory, and the car changes the way it responds to throttle inputs. The seven-speed, twin-clutch gearbox is lightning quick with its shifts and, as ever, you can use it in manual mode, where the gears shift up only when you pull the right paddle. Flat-out performance is rapid, with 100kph taking 5.09 seconds, 150kph 9.54 seconds and 200kph just 16.86 seconds!

In-gear acceleration is very strong too, despite the car having tall gearing. The Porsche 911 remains unequivocally one of the most involving cars to drive and, at the limit, can be one of the most demanding as well. It doesn鈥檛 flatter the faint-hearted with its rearward weight bias, but once you understand the physics of its rear-biased weight distribution, it can be hugely rewarding. This is a car in which you need to build up speed progressively through corners. It鈥檚 best to finish braking before you turn in and then feed in the throttle gently upto the apex before flooring it as you exit. Under hard acceleration, you will feel the front go light before the 911 sits down on its wide haunches. The grip is simply astonishing and this can actually be measured by the 鈥楪-force鈥?meter displayed in the instrument cluster. Lifting off or braking mid-corner unsettles the 911, but the all-wheel-drive system and sophisticated stability programme will ensure that you don鈥檛 swap ends. The ride is pretty impressive for a sports car and Porsche鈥檚 PASM adaptive damping system (standard on the S models) must get credit here.

With four new vertical chassis sensors, the PASM is capable of making the 911 as supple as a family saloon whilst cruising, and instantly stiffening the dampers the moment you barrel into a fast bend. Also remarkable is the suspension鈥檚 ability to absorb bumps and maintain composure over broken tarmac. In Sport mode, you can feel jolts more prominently and body movements are sharper but never to the point of being unduly harsh. Even the ground clearance is generous enough to tackle most speedbreakers. The new 911 is an immense engineering achievement. It's got everything that you would expect of a sportscar; towering performance, engaging handling and a properly comfortable cabin. Even more incredible is this 395bhp monster's usability; it's armed with a comfortable chassis setup and a well-mannered gearbox. There are a few shortfalls, though. Although billed a four-seater, it's only really good for two, most of the features are optional, and though the engine is more efficient than before, it's easy to empty the small fuel tank quickly. And, at Rs 1.46 crore (ex-showroom, Delhi), the Carrera 4S is expensive. But, for this price, there's little else that can match its blend of driver thrills, everyday usability and quality.