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Porsche 911 lovers have a spoddish streak. They're spotters, endlessly playing Pelmanism with the tiny details that set the different versions apart.They can tell their optional ceramic brakes at 10 paces - it's the yellow calipers, stupid. They can spot the 996 model-year change when orange indicator lenses gave way to white... and they know that it happened a year earlier on the Carrera 4.

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Porsche 911 lovers have a spoddish streak. They're spotters

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endlessly playing Pelmanism with the tiny details that set the different versions apart.They can tell their optional ceramic brakes at 10 paces - it's the yellow calipers

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stupid. They can spot the 996 model-year change when orange indicator lenses gave way to white... and they know that it happened a year earlier on the Carrera 4.So they won't be troubled by the new 997-series Carrera 4 and 4S. Both have slightly more flared rear arches

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covering a wider track and even more obese tyres - 305/30 ZR 19s in the case of the C4S. OK these are subtle changes

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but they are enough for those in the know.Because of the wider track and tyres

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the new Carrera 4 can lap a dry track faster than a Carrera 2. In every previous generation

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that would only happen in the wet.But now

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the viscous coupling that feeds the front axle is arranged so that just five per cent of the torque goes forward in normal driving

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so turn-in should be as good as a normal 911

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and the steering uncorrupted in fast but reasonable cornering. It's only when the rear tyres lose traction that up to 40 per cent goes forward to keep things neutral.This is not a car you tailslide. As with the two-wheel driver

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the C4 experience comes in two strengths: the standard model (for the spotters' FAQ

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that's twin oval tailpipes) has 3.6 litres and 325bhp while the Carrera 4S (four-exit pipes) gets 3.8 litres and 355bhp.The standard car's rolling stock is 18-inch tyres

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the S having 19s and adaptive dampers as standard - both are optional on the base car. Turn-in under throttle and the light nose will understeer. Add power and things even out. This of course is what makes a 911 such a delight on smooth

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with its extra nose weight and stabilising traction

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changes its attitude less than any 911 before

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but it's still a 911. The car's motions and exertions operate around its engine

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whereas in a mid-engine car (and there are no higher examples than the Boxster and Cayman)

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are the fulcrum.This peculiar 911 feeling is why true believers accept no substitute and why

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is therefore less of a 911. Cobblers! As far as I'm concerned

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the extra stability and all-weather ability makes up for the ridicule these types will pour on me.A 911 has such a superbly developed driveline

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it's highly co-operative to drive in traffic. It's easy to see out of

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decently quiet when the engine isn't howling its merry way toward 7

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navigation and hi-fi. All of which means that a 911 is a superb companion on any journey

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epic or trivial.If I had a 911 I'd want to use it all the time

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and that means in all weathers. For that I'd want one with a 4 on the engine lid.Now

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C4 or C4S? Tricky. Yes there is more urge in an S

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and more grip. But it takes a back-to-back drive for it to be an issue. If you have the cash

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take the base C4 - even if 911 saddos (OK

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I'm one) will know you by the seven-stone-weakling tailpipes.

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Porsche 911 lovers have a spoddish streak. They're spotters, endlessly playing Pelmanism with the tiny details that set the different versions apart.

They can tell their optional ceramic brakes at 10 paces - it's the yellow calipers, stupid. They can spot the 996 model-year change when orange indicator lenses gave way to white... and they know that it happened a year earlier on the Carrera 4.

So they won't be troubled by the new 997-series Carrera 4 and 4S. Both have slightly more flared rear arches, covering a wider track and even more obese tyres - 305/30 ZR 19s in the case of the C4S. OK these are subtle changes, but they are enough for those in the know.

Because of the wider track and tyres, the new Carrera 4 can lap a dry track faster than a Carrera 2. In every previous generation, that would only happen in the wet.

But now, the viscous coupling that feeds the front axle is arranged so that just five per cent of the torque goes forward in normal driving, so turn-in should be as good as a normal 911, and the steering uncorrupted in fast but reasonable cornering. It's only when the rear tyres lose traction that up to 40 per cent goes forward to keep things neutral.

This is not a car you tailslide. As with the two-wheel driver, the C4 experience comes in two strengths: the standard model (for the spotters' FAQ, that's twin oval tailpipes) has 3.6 litres and 325bhp while the Carrera 4S (four-exit pipes) gets 3.8 litres and 355bhp.

The standard car's rolling stock is 18-inch tyres, the S having 19s and adaptive dampers as standard - both are optional on the base car. Turn-in under throttle and the light nose will understeer. Add power and things even out. This of course is what makes a 911 such a delight on smooth, familiar roads.

The C4, with its extra nose weight and stabilising traction, changes its attitude less than any 911 before, but it's still a 911. The car's motions and exertions operate around its engine, whereas in a mid-engine car (and there are no higher examples than the Boxster and Cayman), you, the driver, are the fulcrum.

This peculiar 911 feeling is why true believers accept no substitute and why, to them, only a C2 will do, because a C4, in feeling more 'normal', is therefore less of a 911. Cobblers! As far as I'm concerned, the extra stability and all-weather ability makes up for the ridicule these types will pour on me.

A 911 has such a superbly developed driveline, it's highly co-operative to drive in traffic. It's easy to see out of, decently quiet when the engine isn't howling its merry way toward 7,300rpm and blessed with topnotch aircon, navigation and hi-fi. All of which means that a 911 is a superb companion on any journey, epic or trivial.

If I had a 911 I'd want to use it all the time, and that means in all weathers. For that I'd want one with a 4 on the engine lid.

Now, C4 or C4S? Tricky. Yes there is more urge in an S, and more grip. But it takes a back-to-back drive for it to be an issue. If you have the cash, by all means splash it on the S. If not, take the base C4 - even if 911 saddos (OK, I'm one) will know you by the seven-stone-weakling tailpipes.

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Porsche 911 lovers have a spoddish streak. They're spotters, endlessly playing Pelmanism with the tiny details that set the different versions apart.

They can tell their optional ceramic brakes at 10 paces - it's the yellow calipers, stupid. They can spot the 996 model-year change when orange indicator lenses gave way to white... and they know that it happened a year earlier on the Carrera 4.

So they won't be troubled by the new 997-series Carrera 4 and 4S. Both have slightly more flared rear arches, covering a wider track and even more obese tyres - 305/30 ZR 19s in the case of the C4S. OK these are subtle changes, but they are enough for those in the know.

Because of the wider track and tyres, the new Carrera 4 can lap a dry track faster than a Carrera 2. In every previous generation, that would only happen in the wet.

But now, the viscous coupling that feeds the front axle is arranged so that just five per cent of the torque goes forward in normal driving, so turn-in should be as good as a normal 911, and the steering uncorrupted in fast but reasonable cornering. It's only when the rear tyres lose traction that up to 40 per cent goes forward to keep things neutral.

This is not a car you tailslide. As with the two-wheel driver, the C4 experience comes in two strengths: the standard model (for the spotters' FAQ, that's twin oval tailpipes) has 3.6 litres and 325bhp while the Carrera 4S (four-exit pipes) gets 3.8 litres and 355bhp.

The standard car's rolling stock is 18-inch tyres, the S having 19s and adaptive dampers as standard - both are optional on the base car. Turn-in under throttle and the light nose will understeer. Add power and things even out. This of course is what makes a 911 such a delight on smooth, familiar roads.

The C4, with its extra nose weight and stabilising traction, changes its attitude less than any 911 before, but it's still a 911. The car's motions and exertions operate around its engine, whereas in a mid-engine car (and there are no higher examples than the Boxster and Cayman), you, the driver, are the fulcrum.

This peculiar 911 feeling is why true believers accept no substitute and why, to them, only a C2 will do, because a C4, in feeling more 'normal', is therefore less of a 911. Cobblers! As far as I'm concerned, the extra stability and all-weather ability makes up for the ridicule these types will pour on me.

A 911 has such a superbly developed driveline, it's highly co-operative to drive in traffic. It's easy to see out of, decently quiet when the engine isn't howling its merry way toward 7,300rpm and blessed with topnotch aircon, navigation and hi-fi. All of which means that a 911 is a superb companion on any journey, epic or trivial.

If I had a 911 I'd want to use it all the time, and that means in all weathers. For that I'd want one with a 4 on the engine lid.

Now, C4 or C4S? Tricky. Yes there is more urge in an S, and more grip. But it takes a back-to-back drive for it to be an issue. If you have the cash, by all means splash it on the S. If not, take the base C4 - even if 911 saddos (OK, I'm one) will know you by the seven-stone-weakling tailpipes.