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2008 Porsche 911 Carrera S Coupe Road Test

It's been a long time since I've had a C2S at my disposal, the last one being part of a road and track test event at the California Speedway that also included another half-dozen

Now this is one gorgeous sports car. (Photo: Kevin Wang, American Auto Press)

cars from the storied Stuttgart automaker, including the outrageous Carrera GT. Like then, the S Coupe continues to be my favorite Porsche to drive, and probably to look at, especially when dipped in chocolate like my gorgeous Macadamia metallic tester.

Sure the GT was fabulous on both accounts, albeit a bit of a challenge to get used to due to its hinged clutch pedal. And the Turbo is stunning in every respect, being more aggressive in its vented and winged styling treatments and much more powerful, but as a daily driver I prefer the understated elegance of the S. Slightly more muscular than the base 911, its design remains clean, uncluttered and oh-so classically shaped, and the car's very real, much intensified performance upgrades are already more than most of us can realistically make use of. As much fun as it is, the Turbo epitomizes overkill, where this S is simply 911 perfection.

Like all S models,

Classic profile hasn't changed for decades. (Photo: Kevin Wang, American Auto Press)

my tester came with a displacement boost from 3.6-liters to 3.8, good for an additional 30 horsepower and 22 lb-ft of torque over the regular 911, for 355 horsepower at 6,600 rpm and 295 lb-ft of torque at 4,600 rpm. And while on paper it seems like such a small increase over the regular 911's output, you can certainly feel it at the rear wheels. The S has a jump to it that the entry-level 911 doesn't quite achieve, now fully capable of a 4.6 second sprint to 60 mph, 10.7 second runs to 100, and a top speed of 182 mph when equipped with the six-speed manual transmission, which, thankfully, Porsche included with the car in these pictures. Yes, that's supercar territory! The sprint is achievable due to the powerful engine and relatively lightweight construction, at 3,131 pounds, and top-speed thanks to its slippery shape, big retractable wing, for downforce, six-speed gearbox and, that powerful engine again. Porsche sells a considerable number of 911s with the optional five-speed automatic, by the way, and really, the slightly longer times that it takes to achieve the aforesaid benchmarks, at 5.0 and 11.6 seconds respectively,

The "S" makes all the difference! (Photo: Kevin Wang, American Auto Press)

and slower 177 mph pace it finally resides at with legs fully stretched, won't matter to those who'd rather let the shifter swap cogs on their behalf. They're both wonderful cars, truly. I just prefer my 911 with a stir stick on the console instead of shifter buttons on the steering wheel.

Rather than the iconic rumble Porsche's flat six is known for, the optional sport exhaust system that my Carrera S came equipped with creates a howling sound that has to be heard to be appreciated, or in the case of some disdainfully expressive onlookers, frowned upon. When the "SPORT" button is pressed it's loud, for sure. Not like a Harley with straight pipes, but more like a Le Mans GT2 racer. Yet while it sounds fabulous, does it do anything for performance? You'd think that opening up the exhaust should free up a few extra horses, and this may be true, but l couldn't find anything that confirmed any

Optional sport exhaust sounds like a GT2 racer. (Photo: Kevin Wang, American Auto Press)

power increase on paper or the company's website, and further discussion with the automaker's North American PR rep confirmed the company is not attesting to any power gains. Whatever the case, the deeper growl at idle and raspier note on throttle gives the car more of a go-fast feel, and as anyone who grew up on a diet of MGs, Triumphs and Alfa sports cars can tell you, it's not how fast you're going that counts, but how fast you feel you're going.

Before we talk about the drive, have you ever been in a car that can shoot from standstill to 60 mph in anywhere near 4.6 seconds? It's a shocker for those experiencing it for the first time, an actual breathtaking experience. The S makes mouths gape and tongues hang even further with its uncanny control at speed. Few cars can manage the road with such cavalier nonchalance as a 911, and the S accentuates all of the regular car's inherent roadworthiness with uncanny balance. Something I did notice, however, was the Carrera S'

Silly fun in the corners! (Photo: Trevor Hofmann, American Auto Press)

willingness to let its tail hang loose. Not uncontrollably, mind you, as its electronic Porsche Stability Management (PSM) anti-skid system would cut in if too much oversteer presaged a potential spin, but unlike the regular 911 which hardly seems to allow any mischievous behavior in order to maintain absolute control all the time, the specially tuned program for this upper-crust model lets enthusiast drivers play around a little more before it pulls in the reins. Get on the throttle hard amid turn and the rear wheels will spin, especially in the wet, throwing the car into a slide and forcing some opposite lock correction on the steering wheel in order to keep it between the lines. Feather the power steadily and the revs won't cut out, like some other traction and stability control systems, but rather it keeps accelerating, rear end still a bit wayward and grin plastered all over your face... or at least I couldn't wipe the smirk off of mine.

The standard six-speed manual could make anyone smile too, its positive engagement and smooth, short throws making it a real dream to row through the gears.

Fabulous down the straights... and this is about as straight as this mountain road gets. (Photo: Trevor Hofmann, American Auto Press)

The clutch is easy to modulate as well, and, as if you'd expect any different from a car that's won more international motorsport events than any other, each of its pedals is ideally placed for “heel-toe” driving.

And that middle pedal connects to four of the beefiest brakes in the business. Large ventilated discs, larger than those on the regular 911, clamped down on by four-piston monobloc fixed alloy calipers, in red no less, haul the Carrera S down from silly speeds to standstill in no time at all. The G forces at full stomp are even more intense than during acceleration, so I have one recommendation before hitting the binders... check your rearview or you'll have an SUV's bumper in your engine compartment.

Considering that the S adds an extra 10-percent surcharge over and above a regular 911, I should also mention that it doesn't just offer more power, but a sportier suspension setup too. It's 0.4 inches lower, and rides on stiffer-set springs and dampers. Another sweet benefit that comes from moving up to the Carrera S is PASM, or Porsche Active Suspension Management. It lets the driver swap between a comfortable ride and a high-performance track-tuned setup, optimizing ride and handling. Just press the aforementioned “SPORT” button on the lower portion of the center stack and the system is activated; made immediately apparent by the more aggressive exhaust note. The shocks stiffen too, making the car a bit of a beast over anything but the smoothest of roads or a freshly surfaced track, so if you just want the other improvements without the bone-jarring ride, press on the button with the little graphic of shock absorbers next to it, and the ride will go back to normal – believe me, the standard setup is good enough for everyday driving and better for slinging through the curves if the road you're on has a few too many dips and blips, as tires grip a whole lot more convincingly when they're connected to the tarmac and not in the air – often the result of an overly rigid

Nutty through my favorite back road. (Photo: Trevor Hofmann, American Auto Press)

suspension setup. I was able to keep all four wheels planted all the time, a good thing, much thanks to leaving it in the standard setting more often than not, only switching the shocks over to sport mode when the road went velvety smooth.

Feeling racy, later in the week I took the S out for a wee jaunt on a little-known back road in my neighborhood, a favorite haunt of mine. It's so narrow in some sections that it feels more like a well-paved lane than the B-road it is, connecting the suburb I live in to a quaint cluster of homes on the waterfront. The curves on this stretch can be so tight and undulations so aggressive that it's a real handful for anything but the best suspension setup, although it's a cakewalk for the Carrera S. It's so planted, so ridiculously stable at speed that there's absolutely no concern about it disobeying direction. And unlike most cars, you can use the weight of that engine hanging out back to torque the car sideways mid-turn by braking into the corner - a technique known as trail-braking. Really, it's so ruddy predictable that if it wasn't so much fun it'd be boring. Does that make any sense? I sometimes read message board comments complaining about the 911's handling, one going so far to say his Corvette was much more capable in the corners and more stable at speed. C'mon, let's get serious. I love the Corvette, but soak the roadway with water and it takes a much braver man than I to maintain the same speed up a curvy mountain road in America's muscle car than I can with any modern-day 911, let alone the S. And when those curves get ultra-tight it's no contest, as long as you know how to drive the 911 like it was meant to be driven. After all, it's an entirely different driving style than the Corvette or any other car.

Still, amid all the excitement the car's civility never ceases to amaze me. It reeks

Amidst all the excitement, splendor. (Photo: Kevin Wang, American Auto Press)

of quality, with beautifully detailed upholstery, weighty metal door handles and fine aluminum trim, top-tier soft-touch plastics, not to mention a compact and efficient infotainment system that not only pumps out tunes via its integrated Bose audio system and pulls up directions and maps through its easy-to-use nav screen, but will also display lap times and more if the optional Sport Chrono package is chosen, which adds to the elegance by placing a metal dial atop the dash that looks more like fine Swiss movement than efficient German engineering.

And while all of the details are so nicely put together, that's not really what I like most about the Carrera S, or any 911 for that matter. No, what's best is how perfect the car's ergonomics are. I don't know if God's made a body type that wouldn't fit comfortably into this car. OK, I've seen some folks on TV programs that

Ergonomics are superb. (Photo: Kevin Wang, American Auto Press)

wouldn't fit onto a bus, but I'm betting you get what I mean. There's so much seat travel, so many possible adjustments and so much room to move around in that your ideal driving position is easily within reach, and then simple, effective controls for adjusting the mirrors allow for all-round visibility that bests most four-door sedans. And if you've driven many sports cars, you'll know that visibility out the sides and rear isn't exactly a segment strong-point.

And then there's the convenience aspect. The 911 is one of the only sports cars that I can fill up with all my kids (minus the wife) and go off for a drive. Sure, those in back don't have a ton of room, but my seven year old still fits in fairly well, booster seat and all, and my four-year old's safety seat can be squeezed in back too. As for the fifteen-year old, well like I said, there's lots of room up front. I've even crammed myself into the back of a 911 before, although I wouldn't recommend it. And what about all their gear? The trunk, situated up front, is large and deep. How deep? Let me explain how accommodating it is. Having gotten overzealous in my local grocery store, I ended up with a buggy-full of groceries and a quizzical frown from an onlooker as I approached the little Porsche. Popping the trunk, I placed all the heavier bags of milk, juice and cans on the bottom and then layered in the lighter items. An entire buggy's load of groceries went in with room to spare, at which point, clicking the lid into place, a simple smile was all that was needed to snap this bystander out of her state of shock.

But the real state of shock sets in when taking friends out for a ride. I usually dispense such favors when something special lands in the fleet, and in this case

Room for two smaller types in back, or more cargo when the seats are flipped down. (Photo: Kevin Wang, American Auto Press)

I just happened to have the Carrera S at an impromptu lunch with a business colleague. While eating I couldn't help but notice him continually gazing out the window, followed by his admission that he was looking at my car. And my friend isn't your average enthusiast. He's managed to acquire a tidy collection of sports and GT cars, including a brand new Bentley Continental GT Speed, which was parked close to the 911, and a Lamborghini Gallardo Superleggera, back home in his garage. So, you'd think a car worth about a third the value of either of these two would invoke a nonchalant attitude, but he was bubbling over with excitement at the prospect of going for a ride, and during the course of our twenty-minute spin got even more excited at how wonderful the car was, and how visceral an experience compared to his much more expensive cars.

And there's the Porsche credo in a nutshell, the guiding principle behind every car the automaker builds. It's got to be fun to drive, for sure, yet more so it needs to be as close to a mechanical extension of the human anatomy as possible, a real live entity all on its own. And where every 911 has personality in spades, the S expands on that personality to an anthropomorphized state. Few cars can elicit such connection, which is probably why Porsche hasn't strayed too far from the original 911 with every enhancement on the design. Certainly the new car is eons more advanced than that ‘60s model that forever changed the motoring world, but that classic spirit lives on unfettered.

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