PRICE : 2013 Porsche 911 Carrera 4S Convertible $117,530
PRICE : 2013 Porsche 911 Carrera 4S Coupe $105,630
PRICE : 2013 Porsche 911 Carrera 4 Coupe $91,030
PRICE : 2013 Porsche 911 Carrera Convertible $96,200
PRICE : 2013 Porsche 911 Carrera S Coupe $98,900
Porsche is doubling its range of driving fun in the new 911 generation by launching the all-wheel drive Porsche 911 Carrera 4 on the market in four model versions. The new sports cars with their uniquely powerful proportions combine the excellent traction and driving stability of the active Porsche Traction Management (PTM) system with the benefits of lightweight design, new engines and additional assistance systems - traction and dynamics to the fourth power.
Despite enhanced engine and driving performance, all four models consume significantly less fuel than their respective previous models; in some cases the savings add up to as much as 16 per cent. So, the new all-wheel drive 911 is consistently following the same course as the 911 Carrera Type 991 presented in 2011. The Carrera 4 takes top efficiency and performance to an even higher level.
The most distinctive identifying feature of the 911 with all-wheel drive is still the wide rear section: compared to the two-wheel drive 911 Carrera models, the wheel housings at the rear are each 22 mm wider, and each of the rear tyres is 10 mm wider. This increases the track width of the 911 Carrera 4 by 42 mm, and the track width of the S-model by 36 mm. The impressive look at the rear is highlighted by an exclusive tail-light panel with parking light and rear light functions. The tail-light panel runs directly under the spoiler edge and visually joins the two rear lights. For one, this emphasises the powerful back end of the vehicle; for another, it lends the all-wheel drive models a unique and very distinctive night design. When the lights are turned on, the illuminated rear light band visually connects the rear lights and signals that a new all-wheel drive 911 is driving ahead.
EXTERIOR
In June 2012, we busted the 2013 Porsche Carrera 4 and 4S models whipping around the Nürburgring in an effort to work out the kinks in this upcoming revamp. The Carrera was bearing very little clothing, but still had enough on to leave a little bit to the imagination.
Like a tough game of Where’s Waldo, it takes a keen eye to spot the differences between the front end of the 2013 model and the 2012 model. The first thing we notice is that the nose is ever-so-slightly wedged more so than the 2012 model. Porsche also scrapped the all-too-typical boring Porsche front fascia and installed a new one. This new fascia boasts wider side air inlets and a slightly narrower mouth without the two side bars that we had on the 2012 model. Also changed up are the turn signals, as the 2013 model boast harder-angled, hockey-stick-style turn signals up front.
The mirrors have also moved from being A-pillar mounted to sitting on the top of the door – a trend gaining steam in the auto industry as of late. As you approach the back end of this AWD Porsche, you’re going to find a backside that is slightly more voluptuous than the RWD 911, as there’s an extra 44 mm of cushion to make room for the AWD system and the wider tires.
From the rear, you’re going to find the same illuminated taillight bar that was shown off on the 2013 911. You also get one fewer engine cooling louver, making the count three instead of four. Porsche also scrapped the old and fat looking taillights on the 2012 Carrera and replaced them with more triangular and thinner units.
As you reach the redesigned integrated rear diffuser, you will also find two large oval exhaust exits, as opposed to the four smaller units found in the previous generation.
In all, the redesigned 2013 Carrera 4 and 4S look pretty much as expected, as we have already seen the redesigned 911 and we knew it wouldn’t stray too far from its roots. Still, this is a great job building onto a legend, as opposed to tearing it down and starting over.
INTERIOR
Engineering and style and Porsche identity on the inside, as demonstrated by the ascending center console. In typical Porsche fashion, the use of form follows a basic principle: focus on the driver. This is why the distance between the gear lever or selector and steering wheel is extremely short and the operating logic, such as that of the two-zone air conditioning system or the suspension settings, is clear and uncomplicated. You shouldn’t have to browse one submenu after another. You should instead be able to concentrate on what’s important: the road.
Our materials are high quality with a sporty character. The steering wheel rim, door pulls and armrests are in leather, for instance. Alcantara has proven its worth in motorsport and is used as standard for the roof lining of the Coupe models.
In addition to the choice of Black, Platinum Grey, Luxor Beige and Yachting Blue for the interior, there is a wide range of other personalization options available, including two-tone color combination or special colors and materials such as carbon, aluminum or high-quality wood.
Engineering that takes you forward: optional Porsche Communication Management (PCM) with navigation module and a high-resolution 7-inch color touchscreen. PCM is your control center for audio, navigation and communication functions.
Another element of the Porsche identity is sound. Fitted as standard, the CDR audio system with 7-inch color touchscreen and the Sound Package Plus offer outstanding performance with a total output of 235 watts. Available as an option is the BOSE® Surround Sound System with a total output of 445 watts. In short, it delivers powerful audio playback combined with an impressive spatial sound.
No system promises such high standards in the 911, and fulfills them, as the optional High-End Surround Sound System from Burmester®, the bespoke manufacturer based in Berlin and one of the most respected premium audio manufacturers worldwide. With a total output of 821 watts, it ensures an incredible audio experience.
Our patented integral subwoofer enhances the bass performance of both optional sound systems and also saves weight. Typically Porsche.
Ergonomics, style and sound. Sports car technology, intelligently combined.
LIGHT SYSTEMS
The 911 Carrera models are equipped as standard with Bi-Xenon headlights including a headlight cleaning system and dynamic range control. With low or high beam, the road ahead is illuminated more uniformly.
The LED front light units incorporate direction indicators, daytime running lights and position lights.
Automatic headlight activation is also included as standard. The moment it gets dark, the daytime running lights switch off and the low beam headlights switch on automatically.
Cutting edge LED technology is also used for the taillights, the high-level third brake light, the license plate illumination, the rear direction indicators, the rear fog light and – on all-wheel-drive models – the rear light strip. LEDs provide better illumination and respond more quickly to driver input. In the event of sudden braking, the adaptive LED brake lights begin to pulsate. If the vehicle is braked to a halt, the hazard warning lights will switch on automatically, alerting following traffic more quickly to a critical situation.
The lighting system features an automatic switch-off and the ‘Welcome Home’ function. It’s good to know what’s around the next corner or on the way to your front door.
Porsche Dynamic Light System (PDLS)
The Porsche Dynamic Light System (PDLS) is available as an option.
Its dynamic cornering light function swivels the headlights towards the inside of a bend, based on steering angle and road speed, in order to illuminate more of the road at tight bends and turns. Put simply, the road ahead is illuminated the moment you enter a bend.
The system also offers speed-sensitive headlight range control. With adaptive light systems, it is possible for the maximum range of the low beams to be increased as a function of the speed of the vehicle. PDLS takes care of this automatically in two stages. Stage 1 is the basic position for driving in city traffic, for example. Stage 2 is designed for driving at faster speeds, such as on the motorway. Above 80 mph, the range is adapted again.
Another feature of PDLS is the adverse weather function, activated whenever the rear fog light is switched on. It reduces the effect of reflection phenomena in poor visibility conditions to avoid the risk of the driver being dazzled.
HANDLING
Electromecahnical Power Steering
Another possible definition of efficiency is a system that works only when it is needed, and then does so in a particularly effective way.
This was the guiding principle for our engineers in the development of the electromechanical power steering. Statistics show that a car drives in a straight line 90% of the time. Unlike conventional hydraulic pumps, the electric motor uses energy only when the steering wheel is actually turned. The absence of hydraulic fluid also makes the system more beneficial to the environment.
As far as the other 10% is concerned, we’re optimally prepared as the steering system is typically Porsche. It features a variable steering ratio and responds sensitively and directly at the same time as providing customary agility, a high level of comfort and precisely selected feedback from the road. Our definition of efficient.
Power steering Plus
Power steering Plus, the comfort-enhancing power-steering system, is available as an option for the 911 Carrera models. At high speeds, the steering is as firm extreme precision while steering comfort remains as high. At low speeds, the steering ratio of Power steering Plus adjusts for much easier maneuvering and parking.
BRAKE
Another crucial piece of the Porsche identity is the brakes. We value them as highly as we do our engines and chassis. They set standards for deceleration and stability, and give the driver the reassurance needed to push the car to the limits of its performance.
The 911 Carrera base models are fitted front and rear with anodized black four-piston aluminum monobloc fixed calipers. All brake discs have a diameter of 13 inches (330 mm).
On the S models, we have fitted larger brakes and more brake pistons to cope with the higher engine power of these models. Consequently, they feature red six-piston monobloc aluminum fixed brake calipers at the front and four-piston aluminum monobloc fixed calipers at the rear. The brake disc diameter is 13.4 inches (340 mm) at the front and 13 inches (330 mm) at the rear. The results are enhanced braking performance and stability.
On all models, the brake calipers have an enclosed monobloc construction. This makes them tougher but lighter and enables a more rapid response and release of the brake even under extreme loads. The pedal travel is short and the biting point precise. The brake discs are cross-drilled for better performance in the wet.
Other benefits of the standard braking system include the anti-lock braking system (ABS), designed to keep deceleration constant. Pedal effort is reduced and braking response improved by an 8-/9-inch tandem vacuum brake booster. In the S models, brake disc cooling is further enhanced by modified air spoilers.
ENGINE
You could ask whether the sports car is still relevant. It would be a good question, but you might as well ask the same of dreams.
The answer to both questions lies in the future or, to be more precise, in the future of the sports car. In the 911, the future is already here. The highly efficient, state-of-the-art engines make a considerable contribution to the comparatively low fuel consumption, but their sound is still unmistakably Porsche.
The 911 engines are also unmistakably sporty thanks to the SPORT button fitted as standard. At the push of a button, the engine becomes tuned for a sharper response and engine dynamics that are even more direct.
The 3.4-liter engine of the 911 Carrera models demonstrates, therefore, that performance and efficiency need not be mutually exclusive. Rather, the downsized engine capacity and increased maximum torque are the intelligent basis by which power output can be increased in an environmentally acceptable and sustainable way. Fuel consumption and CO2 emissions have been reduced by up to 16% compared with the previous model.
In their search for improved efficiency, our engineers analyzed an extensive series of engine components. Answers were found, including rapid heating of the engine and gearbox to normal operating temperature after an engine start by the thermal management system, improved air induction and extremely effective direct fuel injection (DFI).
The same principle applies to the 3.8-liter engine in the 911 Carrera S models. There has been no change in displacement since the previous model, but power output has been increased while fuel consumption has been reduced by up to 15%.
Weight is critical to efficiency. This is why the engines have a light-alloy construction, making them lightweight and yet structurally rigid. The result is comparatively low fuel consumption and a long service life.
The engine is the intelligent core of our identity. What else could the ‘Dr. Ing. ’ in our company name possibly stand for?
The 3.4-liter engine
The 911 Carrera base models are equipped with a 3.4-liter boxer engine with direct fuel injection (DFI) and VarioCam Plus. It develops 350 horsepower at 7,400 rpm and the maximum torque is 287 lb.-ft at 5,600 rpm.
For the 911 Carrera with 7-speed manual gearbox, this means acceleration from 0 to 60 mph in 4.6 seconds and a top speed of 179 mph. The new 911 Carrera 4 accelerates to 60 mph in 4.2 seconds and has a top speed of 185 mph.
The 3.8-liter engine
The 911 Carrera S models are powered by a 3.8-liter boxer engine with direct fuel injection (DFI) and VarioCam Plus. It produces 400 horsepower at 7,400 rpm and the maximum torque of 325 lb.-ft. is achieved at 5,600 rpm.
With optional Porsche Doppelkupplung (PDK), the 911 Carrera S accelerates from 0 to 60 mph in 3.9 seconds and achieves a top speed of 187mph. The new Carrera 4S completes the 0 to 60 mph sprint in 4.0 seconds and boasts a top speed of 185 mph.
Engine management system
The EMS SDI 9.1 engine management system ensures optimum engine performance at all times. It controls, for example, the position of the electronic throttle valve (ETC) – a prerequisite for compatibility with the Porsche Stability Management (PSM), which comes as standard. It also regulates all engine-related functions to achieve optimum fuel consumption, emissions and power output whatever the driving style.
Another function is the cylinder-specific knock control. Since the cylinders never all work under exactly the same conditions, the knock control function monitors each one separately. The ignition point is shifted individually, as and when necessary, to protect the cylinders and pistons at high engine speeds.
For compliance with EU standards, the on-board diagnostics detect any faults and defects that may occur in the exhaust and fuel systems and then notify the driver immediately. This also prevents increased pollutant emissions and unnecessary fuel consumption.
SAFETY
Porsche Carbon Composite Brakes (PCCB) are optional on Carrera and Carrera S models, along with front and rear park-assist sensors and a Porsche Dynamic Lighting System (PDLS). For 2013, Porsche introduces a new Active Cruise Control option along with new Porsche Active Safe technology.
FUEL ECONOMY OF ALL 4S & S PORSCHE
► 911 Carrera PDK: 20/28/23 mpg
► 911 Carrera 4 coupe with manual transmission: 19/27/22 mpg
► 911 Carrera 4 coupe PDK: 20/28/23 mpg
► 911 Carrera 4 Cabriolet with manual transmission: 19/26/21 mpg
► 911 Carrera 4 Cabriolet PDK: 20/27/22 mpg
► 911 Carrera S with manual transmission: 19/27/22 mpg
► 911 Carrera S PDK: 19/27/22 mpg
► 911 Carrera 4S coupe with manual transmission: 18/26/21 mpg
► 911 Carrera 4S Cabriolet with manual transmission: 18/26/21 mpg
► 911 Carrera 4S coupe PDK: 19/26/22 mpg
► 911 Carrera 4S Cabriolet PDK: 19/26/21 mpg
PERFORMANCE
The rear-mounted 3.8-liter, flat-6 puts out a healthy 400 horsepower with 325 pound-feet of torque. Zero to 60 is a tick over 4 seconds. The car has an auto start-stop function to save on fuel, but the restarts can be a bit jarring. The note from the twin-tube stainless steel exhaust is an awesome rumble. We found the ride more balanced and composed with the AWD; the car deserves twisty open roads that the bay area can't deliver. One of the best features in the car is the Torque Distribution Gauge in the instrument panel. It shows you real-time power distribution to the wheels. (Most of the time, it's like driving an RWD with more power to the rear.) Be careful, it's mesmerizing. The electronic steering is precise and agile. As much as we both love to shift for ourselves, Porsche has one of our favorite transmissions: the 7-speed PDK dual-clutch automatic, which snaps off precise shifts. There is a manual mode, but the PDK is so good, it just makes sense to let it take care of things. Our tester had the full complement of safety features most notably the Porsche Active Safe accident-avoidance feature. Still, there is no rear-view camera, which would come in handy when the top is up.
By : Automotive News & Super Modified Sports Cars