2002 Porsche 911

C for Carrera; 4 for four-wheel drive, S for Sport. The S has existed in 911 form since 1967; the Carrera moniker replaced the 911 badge in 1984; and the first, major production all-wheel-drive 911 appeared in 1989 as the first model in the new 964 lineup. In 1996, Porsche morphed all three into one outstanding vehicle. The 993 Carrera 4S combined four-wheel drive with the Turbo's wider body, sans wing, and was produced from 1996 to 1998. Do the math: It's been nearly four long years since a 4S graced the Carrera lineup. Fortunately, the wait is now over.

One look at the new C4S and you know it's more than a Carrera. The front-end spoiler has the Turbo's three distinctive air intakes. (A slight modification to the center lip reduces the front axle lift for aerodynamic balance.) The wide rear fenders-a 2.56-in. increase over the standard Carrera-allow 11x18-in. "Turbo-look" alloys wrapped in 295/30R18 tires to grace the wheelwells. Apart from the rear skirt, which keeps the Turbo's side air outlets for visual effect even though they're not needed, the C4S's rear end has its own design. Below the fiberglass-reinforced plastic engine cover, a rear lighting strip bridges the gap between the taillights, reminiscent of the previous 993 model. The rear spoiler is from the Carrera, but its extended position has been modified slightly to accommodate the wider fenders.

Inside, the leather upholstery and trim, the "sound package" audio system, and the electrically adjustable seats with position memory reinforce the model's differences, as all are standard equipment

The C4S has more than just looks and luxury, however. Lower to the ground than the C2/4 by 0.39 in., and lacking the Turbo's divided, extending wing, the C4S has the better drag coefficient: 0.30 compared to the C2/4's 0.34 and the Turbo's 0.31.

The suspension is based on the Turbo's, as is the braking system. The front independent suspension uses lateral and longitudinal control arms, and MacPherson struts optimized by Porsche engineering. And, as with the Turbo, the struts are integrated into the front-wheel-drive system. The front stabilizer has also been adapted to front-wheel-drive space needs, and the spring/shock ratings were revised to match the changed axle loads. The rear suspension is the same as the Turbo's multi-link setup. As with the front, the spring/shock settings are computed specifically to the C4S.

The braking system is comprised of cross-drilled and vented discs, 13 in. in diameter all around and 1.34-in. thick in front and 1.10-in. thick at the rear. Four-piston fixed calipers in Turbo red are at all four corners and, in order to improve ventilation, the front axle pivot bearing has been modified in the steering arm area.

As with the previous C4S (and all the current C4s), the new model's four-wheel-drive system utilizes a multi-plate viscous coupling with front-wheel transfer at a constant minimum of 5 percent and a maximum of 40 percent when required. Weighing only 121 lb, Porsche's four-wheel-drive unit is one of the lightest on the market. Combined with Porsche's ultimate traction and stability control system, PSM (Porsche Stability Manage-ment, but "Please Save Me" applies as well), which is standard on the C4S, Porsche's engineers have created one of the tightest and safest sports cars on the road. PSM can be switched off for those who want to practice four-wheel drifting; however, if you do lose it, stomping on the brake will re-engage the system.

Power comes from Porsche's new 3.6-liter engine (debuted in the 2002 Carrera) and features VarioCam Plus-a highly sophisticated program that enables the engine to respond to engine load demands in milliseconds.