Importing new torque transfer technology from the 473bhp Porsche 911 3.6 Turbo and dropping it into the less powerful 911 3.8 Carrera 4S has added driveline refinement. The new electro-magnetic coupling technology diverts all power and torque to the rear wheels when that's where traction needs to go. The previous Carrera 4S was always left with around 6% torque running through the front axle thanks to the older viscous couple refusing to give up all of its authority.The result? A cleaner feel to the 385bhp 4S in tight turns when rear-drive predominates – and that's most of the time. You'll pay more than £4000 for the 4x4 4S compared to its similarly-powered rear-wheel drive 3.8 2S, but that's a choice only the individual can make. Me? I'd be happy with the 2S for 99% of the time, but the extra traction security of the more expensive S might just be what saves you in an extreme situation and make that extra investment worth every penny.The Carrera 911 4S feels lighter at the wheel than my last excursion some years ago in the older model. Compared with the £70,190 rear-drive Carrera 2S my £74,534 4WD Carrera 4S delivers more traction, but is basically the same Type 997 car except that it is 44mm wider across the rear arches and has a red reflector panel across its rear and aluminium effect surrounds on the front intakes.The latest car delivers more power from a smaller capacity six-cylinder boxer unit - 385bhp from 3800cc compared to 355bhp from 3924cc. But it's the superb precision of the six-speed manual gearbox as it grabs slices of power just when it's needed that helped the car deliver that wonderful deep Porsche exhaust "growl" from 4000rpm.But it's not all good news. Maybe it's the Porsche drive for greater mechanical efficiency and economy that makes it a little milder in its responses compared to its predecessor - still delightful, but a bit too refined for a Porsche.However, there is something special about a 911. The driving position is superb. Rear visibility is not great, but the driver's environment is near perfection. The dash is classically Porsche with instrumentation dominated by a large central revcounter.I appreciate the 911's little quality design touches, like the inch-deep aluminium-finish strip in front of the passenger that flips down at the lightest touch to expose two soft-deploying drinks holders. The precision of that mundane feature is a clue to the rest of the car's breathtaking build quality.To most the 911 4S is all about performance - 185mph top speed, rest to 62mph in 4.7 seconds and limpet-like 4WD traction. But there's more. It's a great touring car, despite its lack of luggage space because of the intrusion of 4WD mechanicals in the front. You just need to "dress down" and make do with the tiny 105-litre underbonnet compartment.As I growled along demanding secondary roads I experimented with the adaptive suspension - Normal or Sport at the touch of a dashboard button. Frankly, leave it in Normal. Slipping the 1.5 tonne car into Sport nearly loosened my fillings. It was harsh for the undulating and ridged surfaces I was on. Sport is fine on autobahns, smooth motorways or the odd track experience, but Normal was perfect for swift progress on normal roads. The 4S remained taut and glued to the road while delivering a surprisingly refined ride quality despite low-profile 19" Michelin Pilot 235/35 ZRs on the front and 305/30 ZRs on the back.The new four-wheel drive system delivers a rear-end bias that give the car life on demanding secondary roads. But I can't help feeling the car would be just as good with traditional rear-wheel drive. With the main weight of the engine and transmission over the back axle there's never going to be a lack of traction just because the front wheels and being left to get on with steering the beast.The 4S is a stunningly fine car - but do you really need four-wheel drive? I think not. If it was my money it would certainly be a Porsche Carrera, but a 2S. And, because I'd like to enjoy this iconic masterpiece on demanding roads rather than a track or autobahn, I'd even forego the excellent new optional £2288 double clutch PDK Porsche Doppelkupplungsgetriebe transmission. Instead I'd stick with the slick six-speed manual and the £372 short shift sports gearlever fitted to the test car.The sensuous profile may have been around for more than 60 years, but it still occupies the high ground as a desirable supercar coupé. It's everything a supercar should be – usable, impeccably built and a delight to drive. And if you're not convinced, you just have to experience the deep growl of the 3.8 boxer as it clears its throat at 4000rpm. Sublime! Engine 3800 cc, 6 cylinders Power 385 bhp @6500 rpm Torque 310 ib/ft @4400 rpm Transmission 6 speed manual Fuel/CO2 26.4 mpg / 251 g/km Acceleration 0-62mph: 4.9sec Top speed 185 mph Price From £88475.00 approx Release date 25/10/2008
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