specification
for any new Porsche is a tricky, but it's especially true for the 911. Beyond bodystyle, power output and gearbox there is a smorgasbord of dynamic options, from active roll stabilisation to ceramic brakes to four-wheel steer and a whole host more. It makes deciding on a 911 pretty damn hard given the significant effect these extras can have, a point we will return to later.
After the excitement of driving the new and improved Turbo S on the Kyalami-based launch event it's time to consider the rest of the newly turbocharged Carrera range also available to drive. There were all-wheel drive Targas, Cabriolets and coupes, all specified in a slightly different way to show off just how broad the 911's range of abilities is. And to ensure making definitive conclusions is very hard, presumably.
The day in the turbocharged non-Turbo turbo 911s begins with a C4 S cabriolet and some taster laps of the circuit. They're PDK but the options beyond that are unknown. But you know what? It's actually quite enjoyable, certainly more entertaining than you might expect from ostensibly one of the least sporting 911s. Don't misunderstand, the Turbo is certainly more fun, but it would be wrong to dismiss the C4 S cab.
Despite the additional weight it feels fast, even if the new engine doesn't quite rip through the last revs with quite the same vigour as previously. What you gain, however, is the ability to drive out of bends with way more low-down punch than ever before. Third will suffice in slower bends, with second suitable if you're in full Porsche Supercup mode; there are options with this new turbo engine, so don't dismiss it just yet.
The brakes feel strong, it changes direction sharply and controls its mass well; before you know it a drive in an automatic Carrera 4 Cabriolet is becoming quite good, and those claims about stability "during extremely sporty driving" seem less fanciful. Of course its main duty will be cruising around roof down and looking good - which it does very well - but don't shirk away from driving it more enthusiastically; it might just surprise you.
The Racing Yellow C4 S Coupe is more up the PH street from the off though. Not only is it a manual, it has the PASM Sport Suspension option too. That PASM is crucial there - this isn't a Porsche Sport option where the adaptive dampers are replaced by passive items. Just to confuse things a little further...
But even without pressing or pushing anything other than the pedals and the gearstick, the C4S feels good. Naturally shedding the weight over the cabrio has boosted acceleration, but the added involvement of the manual gearbox is really welcome. Sitting a tad lower it feels more connected to the road, although going straight from a freshly resurfaced racetrack to suburban Johannesburg probably isn't the best back-to-back. Hopefully it's becoming clear that direct comparisons weren't the easiest.
The ride remains decently pliant despite the suspension and 20-inch wheels, the four-wheel steer makes a noticeable difference even at road speeds and the reaction from locals would suggest they approve of the widebody look. Or it was just something other than a Toyota Hiace or VW Citi Golf to look at.
Whatever, the yellow C4 S certainly gave the impression of being a rather nice 911, one that could thrill on a track (we didn't get the chance sadly) just as well as it could take you on holiday or commute to work. Problem is, with the fancy seats, ceramic brakes and Sport Chrono package on top of the options already mentioned (and that wasn't an exhaustive list), a 911 like that would cost you £108,000 in the UK. Yikes.
The updated Targa was always going to have a tough time of it. Heaviest of all the cars here - a PDK Targa 4 is just 10kg lighter than a Turbo but 210hp down - the Targa perhaps even more than a cabriolet is about looking really, really good.
Trouble is it's hard to be cynical about the Targa when you're gawping at a Miami Blue 4 S, the sun is shining and the roof is doing its party piece - it really is a stunning car. But that's for someone else, as we're allocated a Sapphire Blue Targa 4.
Oh look, it's a manual. No doubt a Targa 4 with three pedals will prove a rare specification in the UK, and it doesn't take long on the road to back that up. It's not slow, of course, but that additional weight and some fairly long ratios certainly dent acceleration. If ever a model was destined for the 420hp engine and PDK, this is it, the additional power and ease of use surely sitting perfectly with the Targa remit.
The spec sheet of this particular Targa appears to have been on a January detox compared with the others too: it does without four-wheel steer, the ceramic brakes and the PDCC active roll stabilisation. For everyone bar regular track day goers, the standard steel brakes will be fine and the four-wheel steer will be a matter of opinion; some will love the additional agility, others will feel it's yet more of the 911's idiosyncratic character being eroded away. As for the PDCC, that would really need a back-to-back comparison of otherwise identically specced cars to be definitive on the difference.
And that brings us back to the nub of the problem here: the 911 is fundamentally still a great car, but knowing exactly how to spec it and really bring the best from it is a challenge. Of course it sounds rather a first world problem, but when you're spending a six-figure sum you really want to be sure. From this experience, the manual is easily good enough in this facelift to justify over the PDK. Where that may have been a contentious decision with early 991s, the improvements have been significant and it's now worth sticking with the, er, stick. And you'll save two grand.
Elsewhere it would be worth investigating the chassis options properly too. The PASM Sports Suspension can be added individually of the PDCC for £558 and feels a worthwhile option to make the 911 feel a tad more exciting without ruining the ride. Given every 991.II press car has had the sports exhaust, does that suggest it's a little too quiet with the standard pipes? Every car in South Africa had the speed sensitive Power Steering Plus'too; while never intrusive, it could surely be ditched just as easily.
We're yet to find out what a car without Sport Chrono is like either; you get the picture...
So are there any meaningful comparisons to draw? Yes. For all but the very worst conditions, a Carrera 2 has that much grip and composure that the C4 isn't actually necessary. Should you want all-wheel drive though, the most driver-focused and rewarding C4 is a coupe with the Sports Suspension, Sports Exhaust and manual 'box. Oh yes, and the lovely GT Sport wheel. Nothing more. The result will be a very fast and very satisfying all-conditions sports car. The rest is up to you as the consumer and whether the OPC has the options you want to try on a demonstrator. Good luck!
: 2,981cc, flat-6 twin-turbocharged
: 7-speed manual, four-wheel drive
: from £90,843 (PDK from £93,231)
Porsche 911 Carrera 4 S Cabriolet
: 2,981cc, flat-6 twin-turbocharged
: 7-speed PDK, four-wheel drive
: £102,072 (manual from £99,684)
: 2,981cc, flat-6 twin-turbocharged
: 7-speed manual, four-wheel drive
: from £90,240 (PDK from £92,628)
* All weights are Unladen DIN