Porsche

Richard Hutte, hutte@sprintmail.com

I have owned Porsche cars for 20 years, 356 S-90s, Speedsters, 912s, 911 Turbos, 993 C-4, amoung others.. I just sold the last of my collection in Jan. 98. I just purchased my first NSX 8-10 weeks ago. It is the best auto decision I have ever made. It is more comfortable for long trips, I believe more fun to drive, and more exclusive.

In my neighborhood there is a 993 in every other garage, nice cars but I am done with them. Porsche dealers in the states don't know the concept of goodwill repairs. I have had premature head stud breaks ($2,200), Factory clutch problems, Starter motors cook, premature oil leaks, dual mass flywheel problems. I could go on but I don't want to appear jaded!!

If you are going to keep a 911 for 20 k miles you might be ok, but then the fun begins. I made the change based upon the fact I have gotten tried of sending the owner of the dealership's son to Ivy League schools. As my young Porsche Crazed nephew says, "NSX rules" and my wallet agrees.

Rich Hutte
Former Porsche Club of America Member, 9 years/ Until March 98
356 Registry Member 5 Years, Until July 98
NSX convert

Porsche Twin Turbo

Michael A. Molitor, MolColAid@gnn.com

"Feel" is a hard thing to quantify.  The best way I can do this is to give an overview of the Porsche 911 twin-turbo, and how it compares to the NSX:

I have a '93 NSX, and a '96 993 Twin Turbo. The NSX was my first "sports" car, and maybe I'm biased, but....I like the NSX better.

FEEL:

The NSX "feels" like a formula car- low, great visibility, responsive, nimble, agile, great road feel, etc.. (you all know what I'm talking about). The Porsche "feels" entirely different.

While the NSX feels like a formula car for the street, the Porsche feels like a street car for the track. You sit higher in the Porsche, the suspension is stiffer and a little harsh- almost like a street car was tuned for track use. With the driving position and the almost vertical windshield, you don't get the feel that you're driving an exotic car- you almost feel that you're driving an everyday car- until you mash the throttle (more on that later.)

STEERING:

The Porsche has power assisted steering, my NSX has manual. The Porsche gives up road feel for steering effort, while the NSX gives great road feel without requiring significant steering effort. My only critique of the Porsche is the steering rack. I've driven older 911's with manual steering, and the feedback was amazing. I've driven the new 993 Carrera 2 (with a different steering rack than the C4s and the Twin Turbo) and even these have more steering feel than the twin-turbo.

HANDLING:

In quick, tight maneuvers, the short wheelbase of the Porshe helps it turn quicker, and in these maneuvers the Porsche outshines the NSX, but on exit ramps and faster turns, the NSX feels more nimble and responsive to steering inputs and provides more feel. Overall, the level of grip on the NSX is lower than that of the Porsche, but in 90% off street driving conditions, we're not going fast enough (or shouldn't be going fast enough) to appreciate or discern the difference. On the track- it's a different story though.

The absolute cornering ablity at skidpad speed and higher is vastly superior in the twin-turbo- probably due to it AWD system, stiffer suspension, and extremely low profile 18" tires that are wider on the front tires than our NSX's are in the rear. The Porsche has even wider rear tires. 225/40/18f, 285/30/18r.

But since the Porsche sits higher, you don't get that slot-car feel that you do in the NSX.

TRACK:

On the track, the NSX still feels like a street car- the brakes fade, the suspension is too soft, not enough mid-range torque. The Porshe has all of this right. No brake fade, suspension that's just right, gobs of power- and four wheel drive.

PORSHE'S AWD SYSTEM:

The four wheel drive system in the Porsche transforms the typical tail-happy Porsche into a usable, livable, manageable beast. In the NSX, you don't know where the engine is. It doesn't plow, it doesn't oversteer- it just goes. The car is so finely balanced. The Porsche AWD system overcomes the inherent imbalances of it's rear-engine design. While driving the Porshe in street conditions, you don't know where the engine is. You cannot spin thet car- period- only in the rain will the rear break. On the track, you only know where the engine is if you trail-brake into a relatively high speed turn.
Trust me- you don't want to do this in a Porsche. However, you can lift (mildly) in a turn with this Porsche- it will not bite back. It's the most forgiving Porsche ever made (probably).

POWER:

Where to begin- the Porsche's fortay is power. Porsche claims 400hp, 408lb-ft of torque. Stock engines have been dyno'd over 450hp & 440 lb-ft torque. So clearly the typical 993 twin turbo engine is a killer. You cannor compare 270 to 450 horsepower, so there is absolutely no caomparison to the NSX is this category.

When you step on the gas in the Porsche- it just goes like all hell broke loose. The tach advances through 4,200 rpm, and hold on. Before you know it, you're reaching for the next gear. The car is truly the fastest car I've ever driven- you can't appreciate it's power until you drive one. Magazine editors and journalists expound on it's power- and they're justified. The car just goes.

But the power is manageable. Driving around town you don't know you're in a super-fast sports car, until you step on the throttle. The power comes on strong, but it doesn't blow you over. It's so smooth ane predictable that there are no surprises. There's NO turbo lag- none. You only know you're driving a turbo due to the turbo whine- it's amazing.

The car does to 0-60 in 4 seconds, does the quarter mile in the low 12's, and goes from 60-100 (in fourth gear) in 5 seconds. It's amazing.

NSX vs. OTHER CARS:

I gleaned from the list recently that a member was selling his NSX for a Porsche C4s. I think that's a lateral, if not downward move. The Porsche has inferior ergonomics (although they have improved dramatically in the current iteration 993.) It's not that much quicker- barely noticable, and just doesn't turn heads or grab your attention like the NSX does. Maybe certain people are biasd towards Porsche's, but the C4s doesn't strike me as a step upwards- just sideways.

The Ferrari f355 is a diffent story, though. This is the only car I can say is a "better" NSX. It's faster, has pretty good ergonimics (still not as good as the NSX, though, but excellent for a Ferrari) and handles like the dickens. It has the grip of the Porsche, with the feel of the NSX. What more can I say? It's just a better NSX- speed, cornering, braking- and
sound- glorious sound (especially with the Challenge car exhaust). The emotions run wild!

SUMMARY:

The Porsche clearly has the NSX beat in the power department- but a 400hp supercharged NSX would surely tell a different story. But for everyday driving enjoyment- the NSX still "feels" better. The driving position, the grip of the seats, the agile/nimble feel to the car when it reacts to steering inputs- it's just better than the Porsche. For this, I enjoy it more. If I need to go someplace in the quickest possible time- it's the Porsche. If I want to have the most fun getting there- it's the NSX.

If the Porsche improved the steering rack, set the car lower, and improved the ride, then maybe I'd tell a differnt tale.

PRICE:

You cannot get a 993 TT for under 100k. New- some dealers are STILL asking (and getting) above sticker. The car is that good.

Sorry for the long-winded essay. It's hard to quantify "feel"- so I thought rounding out my description of the car will help you to read between the lines.

Tino Stramotas, boxer5@ix.necom.com

I may not be particularly nice to Porsches but, first, please note, I am not an NSX owner (I did come close last week as
explained at the end of this message) but I HAVE been a Porsche guy. What follows is not to show-off but probably of good relevance. I have owned half-a-dozen 911's including an early 1969 911E, a 1978 911 Turbo, a 1982 SC, a 1982 935 Twin Turbo race car. I have driven newer examples. I am an engineer and have raced Formula SV/Atlantic thru 1992. I hope this somewhat qualifies me for a comment and maybe acceptable advice for the poll-taker on your list.

I have always considered 911's "tricky cars" in the hands of enthusiastic owners with somewhat lower than professional aptitudes. I have had my share of close calls on and off the race track. There is something inherently wrong with the concept and Porsche has to be commended for having been somewhat successful and very resourceful in making an outdated and bad concept work in competitive conditions. For the road, 911'a have been nothing but dormant weapons that looked "good" and gave their owners "status" while driving at city speeds. 

I had the good fortune of knowing a good gentleman who worked at Weissach in the mid-eighties and, with a bunch of colleagues, tried to push Porsche management in a new direction (mid-engine, air cooled) but failed and was shown the door with many colleagues including the president (you may recall). The excuse was that "America" wanted the 911 and it had to be massaged through at least another ten years. The often-heard joke in Weissach at the time was " Three turbochargers and three ashtrays". (Neither came about of course). Recently, all-wheel drive was yet another band-aid solution to avoid greater disaster with 400HP in a wrong configuration. The dashboard/ashtray joke did not pan out either. (Sitting in a '97 TTurbo is no different from sitting in the '69 911E).

Last year, just as the first TTurbo's came out , I spotted a neighbor of mine in a sparkling new Arena Red example. That same week, I saw an identical car on a flat-bed, seemingly totaled. I never saw my neighbor drive his car since. Autosport recently reported the death of a very promising F3 young star who "lost it" in a new 911R3 car in Germany. I once (briefly) followed Hans Stuck at the old Neurburgring while he constantly battled and corrected a Carrera around the track. I also watched helplessly as Rolf Stommelen "lost it" in a 934 in Turn 9 at Riverside and  lost his life in the process. Enough said!

I drove a 1991 NSX (rented from Budget/Beverly Hills) in 1991 and thought the world of it. Never bought one! Last month I test drove a green 94 5-speed with 6000 miles (advertised on the NSXchange). I agreed to buy it, theorizing that there could be no better sports car for every-day use. It may not go as fast as a TTurbo but it is a much better mount for good spirited driving and every-day enjoyment. One day before the transaction, the seller called to ask for $2K more. Out of disgust and disappointment I refused to give in. I think I will keep looking !!

Francis Gan, francisgan@msn.com

Well, I've actually driven one. If you are interested read on, otherwise, delete. Most comments are in comparison to the NSX coupe.

Chassis: Is very stiff - maybe slightly better than the NSX coupe. The feedback and feel as a result is very good.

Suspension/Handling: As supple as the NSX normally, but a bit flatter in the turns when pushed hard. The chassis probably has something to do with this. For all intents and purposes, the handling is very NSX like. The engine may as well be in the middle. The rear does not feel like it is going to come around and overtake you. However, accelerating out of turns feels more planted than the NSX and braking feels more flat.

Steering: Get ready for this one. The 996 steering is sharper than the NSX! It's turn in is a bit more precise. The feel is also better despite the power assist.

Brakes: On street driving (and some highway ramp braking), the feel is the same as my 95T with the 97 pads. However, I would assume that for track use the 996's brakes would be better.

Comfort/Ergo: The NSX's seats are still more comfortable and supportive. The driving position is very similar to the NSX now (the 993 was not), though the cowl is a tad higher and you do not get that road in your lap feel. You still see more of the road through the NSX windshield.

Interior: The NSX's interior is much much more elegant. The 996's interior feels dated already.

Transmission/Shifter: As a 6 speed, it's ratios are well spaced. The manual shifter feels very much like the NSX but a bit less precise (i.e. does not center itself well when in neutral), but otherwise, would be the 2nd best manual transmission on the planet (IMHO), displacing the BMW manual.

Looks: This one is subjective. Despite the more swoopy lines of the 996, the NSX still looks like and exotic.

Christian Holmgreen, christian@netgroup.dk

I'm a former NSX owner ('94 NSX) that's recently bought a '96 993TT.

Performance: Can't comment on the acceleration of the non-turbo  993 - never tried one, but I don't suspect you'll feel it's much different from the NSX. My NSX didn't feel particularly faster than the 3.2 carrera I had before the NSX - mostly due to the relatively high revs needed with the NSX (and much less weight in the 3.2l 911). Maybe you'll feel the C4S needed more power because the AWD can handle much more than RWD.

Handling: For the handling part it's about even in my opinion, with a small edge for the 993 because of the AWD. The NSX is lighter, yes, but seriously it's not really THAT light anyway - 3100lbs for an alu-car?

Interior: NSX is boring - too Honda-esque as you put it. Both cars feel very "tight" and well built though. Far better aircon on the NSX if that matters :-) - equally good gearboxes - better electric seats with more adjustments in the 993 (at least on the turbo) than the NSX. On-board computer with the 993 (option in S4?) - no-go with NSX. Luggage space?
Forget about it in either.

Reliability: I don't think that'll be a problem with either. Never had any problems with either Porsches or the NSX.

Durability: Same as above.

Fun factor: For me the NSX never really did it, I guess. I fell in love with in when I rented one 1.5 years ago, and bought one shortly after. But after half a year the romance faded and I sold the car shortly after having owned it for only 10 months. It was just too nice and orderly I guess. It didn't really inspire me. Really nice car and all, but I didn't want to get
into changing exhaust, wheels, lowering the car etc. etc. that I think it would have required to make it fun for me (and required to be able to hear the engine below 4000).

On the other hand the 993 turbo DOES inspire me. Drives like a maniac on speed. Try persuading the dealer to try one when looking for a C4S. It's a riot. (Not really possible in the states, but trust me - there's a kinky sort of fun involved in driving the German Autobahn with the speedometer steady at 325km/h - about 200mph).

Both the NSX and the 993 feels extremely stable under high speed (150+mph),  if that means anything to you. The 993 DEFINATELY has better brakes. The C4S has the turbo-brakes and they kick a**. That car has some serious stopping
power. The NSX brakes are only mediocre (15" wheels as the first NSX had won't even fit  your C4S - minimum with turbo-brakes is 17" !).

Mastering a Porsche is not that hard. I did learn to master my old 3.2 carrera, and it wasn't at all as bad as I had heard. Now with the 993 it's a piece of cake. About as hard as with the NSX I'd say. Haven't seen any track action with a C4S vs. a NSX with the same driver which would be needed for a true comparison, so I can't say which is faster.

I think you'll discover that the 993 C4S feels like it lacks power because of  the AWD. I've tried a 911 Carrera 4 ('91) with 250HP, and it definately needed more punch, especially off the line where it could handle much much more. I'd
say the same would go for an AWD NSX as you mentioned - WAY too little power for that.

All of the above is ofcourse just my personal opinions and observations, and I have no doubt you will get a second opinion from other NSX owners. All I can really advise you to do is go drive a C4S - and see if you can arrange a
drive in the NSX the same day to compare.

Have fun, and good luck choosing.

Vic, vjd3@kscable.com

Jeez! Now I know why you guys are NSX fans ... after owning five 911's and poised to buy my sixth, I drove this spa yellow 98 NSX-T today ... what a fabulous car! The car is owned by a friend of mine who brokers mint low mileage high-line exotics through a local Volvo dealer; he's helping me locate a Porsche 911 cabriolet. I occasionally help him find enthusiasts for his nicer stock.

This is probably boring to most of you, but comparing the NSX to my last 911, a 1987 911 Turbo, and my soon-to-be 911, a 1995 911 Carrera 2 cabriolet, I found the NSX to be faster than the 95 911, and probably a close match for my 911 Turbo, which had some slight modifications and was probably putting out 330 hp or so. I was flat out amazed at the clutch and short throws of the shifter on the NSX, and the smooth power delivery was far more refined than the brutal turbo lag and sudden acceleration on the 911 Turbo. Ergonomically, the NSX beat both cars hands down (not hard to do on the quirky Porsches of old). In braking, I'd have to give the edge to the tremendous brakes on the 95 911, but not by much at all, the NSX brakes were very good indeed, much better than the big brakes on my 911 Turbo. I drove the 95 911 and the 98 NSX back to back today. I just about fell in love with that damn NSX, but it's about $20k more than the 911 I'm poised to buy, so I may have to wait a while.

The feel of sitting in that low car, with all that yellow paint around you, and the joy of watching other drivers' heads snap around as you rocket by, you just can't put a price on that! And there's no constant fear that the engine is going to hiccup and cost you $10k the way there is driving a Ferrari.

Vic (brand new NSX fan)

Boxster

Robert Larson, bobl@speedstix.eng.xpedite.com

I just went at lunch with a friend who's seriously considering a newBoxster. I didn't get to drive it. :-( But I have a few impressions.

When I first walked up to the red/black Boxster, I was underwhelmed. Cute, but the closer I got the more flat it seemed. Like the clay mound they started with to sculpt the Karman Ghia. The top was up, which at least looked OK. Peeked inside, and it looked simple but modern.

The salesman showed up and he and my friend took it out for a test drive while I kicked tires on Porsches and Audis sitting around the lot. Let me tell you, Japanese (and American) designers should be made to live in Audi's A4 interior for about 2 weeks. Everything says expensive, modern, and tasteful. A little cramped, but that's the size car it is. Amazingly classy at the price.

The Boxster returned with a distinct Porsche whir/rumble, and now seeing it with the top down and I was starting to understand. The fast power top is marvelous and the motion of the decklid top cover is mechanical poetry, not a whirlygig show like the Mitsu. 3000 Spyder. The plastic rear window is the only downer.

Good, deep storage space in the front compartment along with a full-size (diameter) spare, but there's nothing you can open up to really see the engine. Access is from below. The interior turned out to be as hip as pants hanging below your undies. The windshield shape with the top down is sensational, with low height and rounded corners. Perfect.

Deceptively simple at first, various design nuances reveal themselves around the interior the more you study it. The
automatic climate control was unexpected at this price (40K), and a decent stereo/cassette is included with a removable face-plate.

I never noticed this in the magazine photos, but the cowl over the instruments is more like the wing on the NSX-- light and air pass through an opening between the hood of the dash and the top of the instruments, whose coverings are the round, black plastic bumps defined by their interlocking shape. VERY cool-- it reminded me of a motorcycle layout.
Analog gauges are dominated by a center tach and supplanted with good LCD display windows (that also allow a digital MPH display below the tach in addition to the speedo dial), which to me is the right blend of tradition and technology. Passenger room was good. Opening the door into sunlight reveals lovely sculpting of what initially appeared to be
a bland surface, continuing a motif defined by simple arcs. The door armrest opens up over a partially concealed storage compartment. The side windows electrically tuck beneath the roof seals upon opening, a la BMW.

This gradual unfolding of delightful surprises I also found to be true on the outside. The more I studied the shape, the more it seemed exactly correct. Certain angles from the side showed a very tasty forward jutting of the center of the nose, with the light assembly wrapped beautifully into the framing fenders. Seen from the front with the top down, the haunches over the rear wheels are just right. Muscular without becoming a cartoon (BMW should have been so lucky with the Z3). Taillights are interesting and simple, helping to punctuate the curve of the rear fenders. Elegance.

So I didn't drive it, but I was impressed with the design. Confident, artful, historical, modern, supple, chic, all balanced in fine proportion. IMO, Porsche has produced its next masterpiece, at an unexpectedly reasonable price. A hopefully non-pretentious "Bravo" from me. I believe they will sell every one they can make for many years to come.

Boxster S

[BC - 2000/7/29] 

I was checking up on my NSX engine transplant operation at my Acura dealer and noticed a new Silver Boxster S parked out front, visiting from a the Porsche dealership under the same ownership. It's impossible to get a test drive in one of these around here since they are all special ordered... except in this rare case. So soon of course I found the keys had materialized in my hand and I was off on a test drive. I always wanted to try out an 'S' because the performance specs approach those of a stock 91 NSX.

First thoughts that came to mind as I sat behind the wheel:

- Interior feels very cramped, deep and tublike with the top up, though a bit larger than an S2000, nothing like the spacious open feeling of the NSX with its big windsheild and low dash. - Can't see anything out the rear quarters with the top up, and the back plastic pane is too murky for visibility as well. You are either blind or myopic for 180 degrees. - Why aren't the window controls on the doors? Instead buttons with cryptic icons aft of the shifter, indistinguishable from some identical seat heater buttons. - Non user friendly climate control, so many tiny buttons where the NSX has two large simple knobs. - Material quality in the cockpit is certainly better than the standard Boxster, but just doesn't seem as classy as the NSX. - I have no idea which gauge is for the fuel level or engine temp, and the funky speedo and tach numbers are hard to read. I can only guess how fast I'm going. The wrong place for a stylistic statement.

Finally moving I did a little zig zagging at what looks like 40 mph (still guessing) to get a feel for the steering. Must have extra low speed power assist because it felt very vague, though the chassis had a super solid feel, you'd never know it was a convertible. It had the 18 inch? turbo style wheels with big red brake calipers and big drilled rotors inside that make the NSX brakes look pathetic. The brake pedal felt solid as a rock, though because the pads had really never been used they didn't grab at all. Giving it a little gas I noticed the gearing was fairly short and there was a lot of torque available at all rpms. Upshifts were very smooth. A very easy but strong clutch, nothing like the monstrous comptech single disc racing clutch I'm used to. A child could use the Porsche clutch. A tight U turn at 5 mph which confirms my suspicions about the extra power steering boost (super vague at low speeds like the steering wheel is disconnected from the front wheels - The Sony Playstation Effect), and I'm set up to run through the gears up to third. Even short-shifting by 2000 rpm (hey the car has no miles on it) the engine feels very strong and the car builds speed deceptively due to the power linearity and quietness of the exhaust (I'm used to the supertrapp shriek). I was really impressed with the motor's performance at the 2-3 upshift, good acceleration even though I was nowhere near redline. The 'S' must have more low and midrange torque than a 91 NSX (the spec numbers agree). Another U and 1-2-3 run and I hit the brakes and make a hard right to end the fun where I started. Despite bumps in the hard turn the car doesn't bounce or bob or roll. A really refined suspension setup. In this same maneuver the Koni/Eibach/RM Sway setup on my NSX is just as flat but far more jarring. I'd need to see what the Boxster S could do on my favorite 90 mph turns though to say if it's really in the same league as my NSX as far as handling. I suspect it corners flatter than a stock 91 however, which are known to roll.

Conclusions: - You need to drive the Boxster S with the top down or not at all (too claustrophobic, no visibility). - The 250 hp engine is strong. A little tuning could easily make it as strong as the NSX 270 hp 3.0L, maybe even the 290hp 3.2L. The S2000 can't possibly have this much easy torque (unless you stuck a supercharger on it). - The S has serious brakes. The NSX doesn't. - The six speed gearbox is only slightly notchy, nothing to complain about. Its gearing is much better than the stock 91 NSX five speed but similar to the short gears with 4.55 R&P. - The exhaust note is nothing to get excited about. Not even close to a stock 91 NSX. You'd need to run the Boxster with open pipes or something radical. - The S sport suspension's handling may be close to a 91 NSX. - Power steering boost makes the car feel too disconnected and numb at low speeds, not sporty at all, but then nothing is when compared to the crisp 91 NSX unpowered rack and pinion.