Never-Ending Story: Part 2 of 2; For the sixth time, Porsche launches a 911, and it is good.(Product/Service Evaluation)

Byline: MAC MORRISON

Blasting over the autobahn and twisty country roads near Hameln, Germany, those estimates seem accurate, even conservative. Compared with the familiar 3.6, the 3.8 redefines mid-range punch. You feel the extra torque, but the delivery is so smooth you may need awhile to realize yes, you are traveling that much quicker. Only when we noted engine speed and gear did we realize how flexible the extra grunt makes this engine; at little more than 3000 rpm, the 3.8 nearly equals the 3.6's torque peak. The engine just keeps on cranking to 7300 rpm, as we discovered on our way to 160 mph, 22 mph shy of Porsche's claimed top speed. Third gear is a blast as you negotiate what you assume are third-gear corners, but leave it in fourth and you can still tuck the S through the turns at a sickening pace. Choose to shift and the new, Aisin-built six-speed gearbox delivers 15 percent shorter throws and quick, easy action. It's the best Carrera transmission we've driven, with no vagueness and little slop. A reprogrammed version of the Tiptronic S five-speed autobox is also available, but rumblings suggest only as a stop-gap measure until Porsche introduces a double-clutch transmission in the near future-despite the denials of executives and engineers we spoke with.

Engines are not the only major difference between the Carrera and S. The Carrera offers a redesigned, slightly stiffer version of the 996 suspension, while the S gets PASM active dampers (also available on the Carrera). There are new mounts for the MacPherson struts in front and multilink in back, as well as wider, lighter aluminum subframes. Front track increases by 21 mm, rear by 54 mm over a 996 equipped with 18-inch wheels, which are now standard on the Carrera. The rear track increases by 36 mm on the S, due to 19-inch wheels. Tires are custom-designed Michelin Pilot Sports measuring 235/40 front, 265/40 rear on the Carrera; 235/35 and 295/30 on the S. The Carrera's four-piston brakes (12.52 inch front, 11.77 inch rear), always world-class, are the same as those found on the 996, though they boast greater servo assist. The S employs the 996 Turbo's larger binders (13 inches front and rear). For the first time, Porsche offers ceramic composite brakes as an option on the Carrera, as well as the S.

The active suspension lowers ride height by 10 mm and uses accelerometers to measure vertical body motion, as computer software monitors steering, lateral acceleration, brakes and throttle. An electronic control unit regulates oil flow through the shocks, increasing and decreasing damper rates as required. In normal mode, the ride is softer than the 996 suspension, but sport mode stiffens things to the level of the old car's optional sports suspension.

Porsche claims PASM in sport mode slashes five seconds from a 997's lap of the old Nurburgring, and if you plan to drive on racetracks, you will want the sports chrono package, too: Flick a button on the dash and the electronic throttle responds more quickly, and the stability management program allows more yaw before activating. There's even a lap timer placed on top of the dash, and you can call up your data on the onboard computer screen at any time. It's a cool gimmick, but it would be better if you didn't have to manually start and stop the clock via a steering-wheel stalk.

For drivers who stick to public roads, we're torn over PASM. You indeed feel the difference ...