2004 Porsche 911 Review

Specifications

As Addictive as Morphine and Twice as Effective

Whats not to like? OK, I would have liked it if Porsche had lined the cockpit of my 911 Turbo loaner with gorgeous carbon-fiber trim like it did in the C4S I most recently borrowed, but I can understand why the sports car brand would want to keep the as-tested price of this specially tuned rocket south of $140K.

Specially tuned? You heard me right, but I can appreciate why you might need to give your head a shake. I certainly didnt think my ears were hearing correctly when I was told on the phone this particular Turbo, code named X50, was rated at 450-hp.

Doesnt the stock 415-hp horizontally-opposed twin-turbo six-cylinder produce enough output? Evidently it doesnt, at least for some Porsche owners. Rather than give specialty tuners such as RUF all of Stuttgarts aftermarket business, the worlds largest independent automaker has decided to keep some of the action in house. The result is an increase of 35-hp without affecting the cars warranty, all for a cool $17K and change.

Ive been fortunate to have driven quite a few Turbos over the years, both in 6-speed manual and 5-speed Tiptronic automatic modes. Each delivered what seemed like an interstellar blast off the line, optimized by grippy all-wheel drive traction. Truly, few cars that Ive previously driven have the ability to accelerate with the ferocity of the Turbo, especially with the optional power upgrade.

Of course in most other cars the addition of 35-hp would be monumental. In the Turbo the upgrade is evident but hardly an overwhelming improvement. The “base” car is just so ruddy quick already that the extra oomph comes more as a Christmas bonus than a substantial pay raise.

The cars handling, on the other hand, is like winning the lottery. Its perfectly poised, no matter what the condition of the road or weather, and no matter how skilled the driver. Ive driven it under sunny skies, pouring rain, raging sleet and heavy snowfall, on a wet leaf strewn race track, crunchy powder, mucky slush and sheet ice; all in all its probably the most stable vehicle at high speed that money can buy.

While a tight body structure, sophisticated all-wheel drive, race-tuned suspension setup and lightweight alloy rims on meaty performance tires have a great deal to do with its road manners, its standard PSM (Porsche Stability Management) system is undeniably effective.

So are the brakes. Porsche coats the calipers in red paint to highlight their top-tier capabilities, a real site next to the massive cross-drilled rotors framed in 18-inch silver wheels. Few cars display such raw power so openly, its almost exhibitionistic.

But then, youve got to be a bit of an exhibitionist to drive something that attracts this much attention. Sure, in most major cities the sight of a Porsche 911 isnt exactly unusual, but all onlookers pay their respects when a Turbo drives by. Young boys jaws drop, young men look on in yearning lust, the middle-aged work harder and invest smarter with the eternal hope of retiring rich, while old men are envious that their lifes work didnt bear sufficient fruit to ever acquire the car of their dreams - which more often than not was, and still is a Porsche.

I have to admit it is for me. While at my writers salary a 1973 911 S is probably all Ill be able to afford, with an RS a dream to aspire too, a brand new Turbo is unlikely to enter my life on a permanent basis. I still count myself lucky to even have the opportunity to spend a week at a time in something so exotic, but giving it back is like ending the weeklong fling of a lifetime - an emotional pain all its own.

But just like a passionately beautiful woman, the 911 isnt without its flaws. While improved over the years its interior plastics arent up to the level expected in the $100,000 plus category, let alone a car ranging from $118,400 to $194,900 when all its many options are added up. I suppose theres an argument that hard plastics are lighter in weight than those covered in lacquers, but thats hardly a strong case.

A multi-disc dash-mounted CD changer for the 12-speaker Bose audio system would weigh more too, but the ability to crank out a variety of tunes from an easily accessible stack of CDs the way most other premium car stereos do, without having to hike around to the already small trunk, would be worth the millisecond lost in acceleration.

But the cars few indiscretions are quickly overlooked when the driving dynamics are once again taken into consideration. Setting the stage, the seats are perfect and pedal positioning ideal, while its steering wheel and shifter setup, excepting the traditional balkiness that comes from a rear transaxle, is exemplary.

Once underway it is pure unadulterated adrenaline, a natural high thats as addictive as morphine and twice as effective. Do you hear that Dr. Porsche? Ive got to have another hit soon or Im not gonna make it.