The Octavia is respected for its solid feel keeping in tune with true Skoda/ Volkswagen tradition. It also boasts one of the largest variant lists in this segment. Square-shouldered, with smooth, neat and typically German lines, the Czech express is a handsome, understated car. The snub rounded nose, simple and high waistline are other features that would make a VW or Audi badge look at home here; most of the bits come from these cars anyway which explains why it feels the most solid of all.

The Octavia is based on the previous-generation VW Golf hatchback — which explains the somewhat small cabin and huge boot. The cramped rear seat is one of its biggest weaknesses. The front seats in contrast are extremely comfortable and ergonomically brilliant whatever your size. Simple, clear instruments are easy to read and the interiors come across as very functional.

The upside of the cramped rear seats is that the Octavia comes with a huge 528-litre boot — passenger space was compromised for luggage space. The added flexibility of the hatch allows you, with the seats flipped forward and parcel tray, to move an entire house.

The Octavia has a number of variants, from 2.0 petrol through a 1.9 turbo-diesel and the scorching 1.8 turbocharged petrol.

The manual-only 2.0 petrol is a four-cylinder engine with a healthy 111bhp. A simple, two valves per cylinder motor, the iron-block Skoda unit acquits it well in everyday urban driving conditions. Midrange torque, especially at part-throttle, is quite impressive, the fat torque of the larger capacity motor providing an advantage here.

The diesel is more impressive — not too refined but powerful and very frugal. An 1896cc turbo-diesel, it has enough punch to keep up with most petrol cars, and makes for a superb long-distance tourer. The Octavia diesel managed an astonishing fourth overall in our recent fuel-economy test, with 12.7kpl in the city and an unbelievable 18.9kpl on the highway.

The new four-speed automatic is available on the diesel only, and this variant offers ABS as well. This car, although likely to be less frugal than the manual diesel, makes life much easier in the city for self-driven owners. The star of the range is the new RS, with a turbocharged 1.8-litre engine making 150bhp and 21.4kgm, as much as the diesel. This car will rocket up to 200kph with ease, and riding on lower-profile tyres and wide alloys, is a fantastic driver’s car, although ride suffers considerably in the city.

The Octavia rides superbly, whatever the surface or speed. The solid stiff chassis, long travel suspension and big tyres give the Octavia the perfect balance between ride and handling. The Octavia tracks dead straight over any surface, irrespective of the surface below, even the largest of blows from below only resulting in a loud thump but not even a twitch from the chassis.

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Skoda India Ltd launched the Combi with two variants RS and L&K diesel. The single major change to the overall visual comes at the rear. The cut is distinct; there is no missing that flat rear section though styling is as subtle yet elegant and understated as before. In fact on closer inspection you would notice that the roof at the rear has a gradual downwards incline to reduce drag and enhance aero efficiency. Tail lamps are the same as on the sedan and so is the rear bumper.

The estate does not add much poser value to the Octavia but neither does it detract from the classic lines and elegant shape. The sports theme is nicely executed on the Combi RS with the hatch sporting a spoiler with integrated stop lamp. The L&K on the other hand only sports the high mounted stop lamp. The Combi L&K is as visually appealing on the exterior front as it is easy on the eye in the lush interior with well appointed creamy leather synonymous with the L&K luxury badge.

On the interior the rear most section now offers loads more space. The hatch opens up quite high making it quite easy to load tall objects. Even the loading sill sits low so you don’t have to lift objects too high. And unlike most other estates the rear struts don’t intrude into the glasshouse giving you maximum utilisation of available space.

The flat hatchback has not improved rearward visibility and if anything the glass area is smaller and it just as difficult as in the sedan to view what is behind. Build quality is still as good as ever and hard to find fault with. The L&K did have a CD changer with sparkling sound belting out of the six speakers.

This is another area that sees no change. The Combi RS is supported by the same suspension package like the one used on the sedan. Independent MacPhersons up front and compound link crank axles at the rear with coil springs and externally mounted telescopic shock absorbers provide a firm yet supple ride quality to the torsionally rigid chassis. Then there is the sports package that in addition to the large 16-inch wheels gives the RS great ground clearance coupled with a stiff ride and exemplary handling.

The front suspension on the Combi L&K is mounted on a subframe with MacPherson strut with stiffer coil springs and dampers, same as on the sedan. Lower triangular transverse links and a torsion stabiliser complete the front package. The rear also features basically the same type of suspension with pilot-pin technology.

The braking systems are also the same, large 312mm ventilated discs at the front and 256mm solid discs actuated by the single pot calipers to keep check on the RS. The L&K however has smaller 280mm ventilated discs at the front and 230mm drums at the rear. Both cars have ABS to assist and smoothen braking.

The Combi RS and the Combi L&K are the most powerful estates in the country. Both are powered by the same engines as in the sedans. The Combi RS sports the advanced all aluminium 1781cc five-valve technology engine that is extensively used by the Volkswagen group in their cars.

The five valves on each of the 4 cylinders are actuated by hydraulic bucket tappets operated by twin OHCs. A 150PS of max power peaks at 5700rpm and along with 210Nm of max torque is available throughout a very wide band of the rev range. Sadly India has yet to see the full might of this five-valve wonder which in its real state of tune makes around a 190PS though we do hope this engine makes its appearance in the new Octavia.

The Combi L&K is powered by the 1.9-litre turbocharged diesel unit fed by a direct injection fuel system. Optimal mapping ensures this 1896cc engine makes 110PS max power at 4000rpm and 235Nm of max torque at 1900rpm. With so much power on tap the Combi L&K packs in explosive performance that is nothing short of astounding for a diesel estate.

The Combi RS delivered 100kmph mark in 9.17 seconds. And the L&K delivered 0-100kmph run in 13.38 seconds is impressive figure among diesels. Both the Combi RS and the Combi L&K wring the best efficiency out of their engines. The Combi RS is the most fuel efficient, its 55-litre fuel tank giving a fantastic range of 694km.

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The Superb, powered by a 2.8-liter V6 motor. The Superb is built on a stretched VW Passat platform, with an additional 95mm between the wheels; the Superb is a massive car by any yardstick. Almost as long as Mercedes’ new E-class, the Superb’s impressive length and gently curving profile lend it an air of understated class. The metal flows organically over the entire length of the car, the Superb looks sleek enough to slip through the air without creating much turbulence.  The long Bi-Xenon headlamp cluster with the integrated lamp washers, behind the chrome wedge, looks very impressive too, but it’s bland apart from that when viewed from the front.

A front-wheel-drive car powered by a longitudinally mounted V6 engine, the Superb utilises a four- arm multi-link front suspension, anti-roll bars and traction control to help the front wheels deal with the 190bhp belted out by the motor. The rear suspension is also from the Passat and, surprising for a car of this size and cost, is of the torsion beam type, but you do get Anti lock brakes, Electronic Stability Control and Electronic Brake Force distribution.

The Superb’s interiors are its trump card. Beautifully built and crafted to VW-Audi standards, this vast comfortable cabin is nothing short of first class travel. The Superb’s whale-like innards look and feel as if it is wide as the QE 2, the massive seats and 70mm fascia make you very conscious of the overall size and you really have all the space you want or need. The Superb’s driver is very comfortably seated. The large seats adjust with servo motors, settings for individual drivers can be memorised, and the mirrors are electronically foldable too. The steering that is adjustable for both reach and height can only be adjusted manually. The rear seats are well moulded, support in the right places and generally allow you to relax totally.

The Superb is also full of interesting bits of equipment. You have a unique umbrella holder in the left rear door pocket that drains water away outside the car, the cabin is bathed with soft red pilot lights that make it look like the flight deck of an aircraft, there is a sunshade that can be drawn up or down manually at the rear, the rear view mirror dims automatically, the wipers can be deployed automatically due to a rain sensor and the Superb also has a ski-sack — ideal for carrying long items in the rear of the car. It has six airbags for your protection, a uniquely lockable boot and fuel cap, sure to deliver peace of mind when the car is valet-parked, and a clever storage box in the dash.

The Superb tracks dead straight, with no glide or floaty movements experienced even when the incredibly powerful massive ventilated discs are used hard. Steering and handling however are not the Superb’s forte. Where general levels of turn-in provided by Pirelli’s P6000 tyres are decent and the quick steering is willing, you’re forced to adopt a more relaxed driving style as the Superb lacks the body control or the grip to make it.  The Superb returned 7 kilometers on the highway, with consumption when driving within urban confines and traffic down to 6.1 kilometers per liter.

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The Superb is a sub-class bigger than the current D-segment cars in India and a notch below the Mercedes E-class. The aim is to straddle two segments in the same way the Octavia has successfully managed to slot itself in between the upper mid-size (C) and luxury (D) segments. The Superb diesel besides getting sporty identical functional elements as on her petrol powered twin. The design characterised by clean lines coupled with sober colours has an understated elegance about it. Measuring 4803mm in length and standing 1765mm wide, this is undoubtedly a large car. Rear cabin space is truly amazing and makes the likes of the Merc E-class feel decidedly undernourished inside. Even before you climb aboard you can’t help but stare in disbelief at the size of the rear doors. Walk inside - because you actually can - and sit on one of the two individually moulded rear seats and you won’t mind the person in front moving their seat fully rearwards. Not only is the Superb the most capacious saloon for the money but has more rear legroom than a Merc S-class. With its protruding rear vents and sculpted chairs, the Superb’s back row is best sampled by just two people which is a shame because there’s ample room for three abreast.

Front seat passengers have it good too with generous seats that come with all the power adjustments and logically placed switchgear. What hits you is the quality of the interiors, which seem to have been lifted straight out from the Passat. The plastics, switchgear and general feel of the materials all reek of VW’s legendary cabin quality. There is lots of space storage including a large glove box and a unique umbrella pocket in the left rear door which has a drainage hole so that an umbrella can be stored even when wet.

Equipment varies depending on the trim level but the minimum is full climate control, power steering, central locking ABS and a quartet of airbags. The top-of-the-line Elegance gets much more including a leather interior and electrically operated seats.

Though the Superb is offered with a choice of three diesel engines in most markets; two 1.9-litre TDI PD diesel engines, both using Pumpe D, one producing over 100PS and the other 132PS, Skoda has chosen its top-of-the-line 2.5-litre turbocharged V6 configured 4-valves-per- cylinder oil burner for this India-bound luxo-barge. The two are basically the same engine with identical bore and stroke configuration. The engine department at Skoda Auto carried out extensive modifications to the 155PS engine for it to meet the Euro IV requirements. These included changes to the fuel injection system, the turbocharger and the cylinder head design. The biggest modification though was made to the mapping in the ECU. All of these changes provide greater control over engine emissions and provide additional benefits of increased power (155PS to 162PS) and higher torque (310Nm to 350Nm at 1250rpm). The tiptronic box in the mean time is identical to the one employed in the 2.8 V6 petrol, with identical gear ratios as well as the final drive ratio.

In line with its role as a ride-friendly express, the Superb’s spring and damper settings have been deliberately chosen for comfort. For Indian conditions, these might prove too soft and Skoda may need to beef up the suspension. Also, the 225/45 tyres on 17-inch wheels may be too low a profile for our roads. Skoda would be well advised to stick to the standard 16-inch wheels shod with 205/55R rubber.

With highway figures without the aircon running the returned fuel economy figures of 15.23 kilometers. These figures dropped to 13.2kmpl on the same course although with the aircon switched on. In our city it managed commendable figures of 9.15kmpl. With an overall figure of 10.7kmpl and a fuel tank capacity of 62 litres, the range translates into approximately 670 kilometres.

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Skoda-Superb is the higher version of Octavia. Built on a stretched VW Passat platform, with an additional 95mm between the wheels, the Superb is a big car, with an air of understated class. The Superb is a imitation of VW Passat lines and Skoda detailing, and the headlights, grille and tail-lights do make it look Octavia-like from a distance. Its exaggerated length gives it real elegance.

The Superb’s interiors beautifully built and crafted to VW-Audi standards, this vast comfortable cabin is nothing short of first-class travel. It is very well appointed, with high-grade plastics, very convincing wood inlays, chrome garnish and plush-feeling leather. The front seats are large and comfortable, plastic quality is excellent, and it is ergonomically sound. And it gets even better at the rear: there is almost as much space as in a Mercedes-Benz S-class, and getting in and out is made easy by the long rear doors.

There are an umbrella holder in the rear doors, a cooled storage box and a host of safety and security equipment, including six airbags, a uniquely lockable boot and fuel cap. Other equipment is abundant as well, including power-adjust/heated seats, four-zone climate control, automatic wipers and a cooled storage box in the armrest. The only real problem is the refinement; far too much noise is transmitted into the cabin for a luxury car. It comes equipped with ESP (electronic stability program) which includes an anti-lock braking system and electronic brake assist. While four airbags are standard (driver, passenger and side), buyers have an option of ordering the Superb with curtain airbags to ensure greater protection between the occupants and the windows - from the A- to C-pillar.

Powered by a V6 motor that makes 190bhp, the petrol Superb is no slouch. This motor uses five valves per cylinder to help it breathe better, as well as double overhead camshafts and variable valve timing. Silent and smooth at low engine speeds, the Skoda leverages the five gear ratios of the automatic ’box to good effect. The Skoda delivered the 100kph mark in 11.42 seconds. Gearing is fairly short, so it moves quite quickly in the city.

The Superb is not the most efficient of cars, returns only 6.1kpl in the city and a fairly low 7.0kpl on the highway. The 163bhp diesel on the other hand trumps the petrol version. It is among the most refined diesels and very responsive. There’s barely any turbo lag and the strong mid-range power make driving it in stop-start traffic conditions easy. Fuel economy too is decent 7.34kpl in the city and 11.97kpl on the highway.

  
A front-wheel-drive car powered by a longitudinally-mounted V6 engine, the Superb utilises a four- arm multi-link front suspension, anti-roll bars and traction control; the rear, surprisingly, uses torsion-bar suspension, but you do get Anti-lock brakes, Electronic Stability Control and Electronic Brake Force distribution.

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Skodas in India are better known for their superior build quality and the diesel power plant that powers current Octavia’s. The latter, being both torquey and refined. The Laura is sportier. The lines and creases are sharper and are better executed. And the edgy design character continues throughout. The hood for instance is more sculpted with a prominent nose line running top to bottom, reminiscent of Formula 1 cars and also seen on the earlier Octavia though a little subdued in the latter. The grille meanwhile is typically Skoda, understated with vertical slats giving it the sober trait. The headlamps, which are suggestive of Superb, are again from the edges-are-beautiful school of thought. These are more like a sculpted trapezium.

Skoda Laura is the new generation Octavia which Skoda India had to rename since the older model is still doing well in the Indian market. The Laura gets a diesel engine which features VW’s Pumpe-Duse technology and that means instead of using a common-rail to feed the engine, this motor employs four injector-pump units so that pressure is not lost in transit. A more efficient explosion and hence better fuel efficiency and more power is the result. The power thus generated is transferred to the front wheels through a Direct Shift Gear auto-box, yet another VW-Audi Group invention. While the DSG automatic (which uses a second clutch that pre-selects the next gear for you to ensure faster and more precise shifts) works well with petrol engines, providing instant throttle response and sterling performance.

It delivered Zero to 60 kph can be managed in less than five seconds and a 100 kph run in 12.2 seconds. The passing speed performance is simply the best diesels, at 9 seconds for 80-120 kph and 13 seconds for 100-140 kph.

A diesel that is almost as quick and as fast as any petrol-powered car in its class. The new Golf platform makes the Laura even more sporty thanks to a revised suspension setup and an electro-mechanical steering system. Sharper steering and a perfectly acceptable ride on most road conditions makes driving the Laura good fun.

Inside, the seats are exceptionally good and fit and finish almost reaches C-Class levels. The only worry was a centre console display that was difficult to read during the day, more so when driving against a blazing sun. Rear seat room is acceptable for a notch, though D-segment dwellers won’t appreciate it much.

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Skoda India Ltd launched the Laura, it is Skoda’s new Octavia based on the VW Group’s A5 platform. Skodas in India are better known for their superior build quality and the diesel power plant that powers current Octavia’s.

The Laura is sportier. The lines and creases are sharper and are better executed. And the edgy design character continues throughout. The hood for instance is more sculpted with a prominent nose line running top to bottom, evocative of Formula 1 cars and also seen on the earlier Octavia though a little subdued in the latter. The grille meanwhile is typically Skoda, understated with vertical slats giving it the sober trait. The headlamps, which are suggestive of Superb, are again from the edges-are-beautiful school of thought. These are more like a sculpted trapezium.

Longer, wider and taller than the current Octavia, the Laura is a half size bigger with the new A5 platform, adding much-needed additional rear legroom and better stability. The Laura has features like Electronic Stability Control, Park-tronic parking sensors front and rear, rain sensors that start the wipers automatically, six airbags, a system that monitors the tyre pressure, puddle lights at the base of the outside mirrors, enough space in the 560-litre boot for a kitchen sink. The Laura has also been kitted out with what is known as a bad road suspension, essentially raised springs for greater ground clearance and marginally stiffer dampers for better body control.

Inside the Laura you will be amazed by the solid tree trunk-like build quality. Everything functions with a slick quality feel, the plastics used are much superior to those on the Octavia and the design of the dash is modern if slightly sedate. However the interiors look rather dull as if someone’s emptied a pail of paint on them, their shades of black being monotonous and boring in the extreme. Splashes of silver span the cockpit in an attempt to liven up the gloomy cabin, but it’s a gesture that feels like an afterthought. Driver and passenger comfort, however, is top notch. The large seats are extremely supportive; the power adjusters are nicely calibrated. The additional wheelbase or the distance between the front and rear wheels also mean much greater legroom, something the Octavia desperately needed.

The DSG or (Direct Shift Gearbox) is another feather in the Laura cap, with it being the latest in automatic gearboxes. Unlike a conventional automatic, which employs a torque converter to transmit power, the 6-speed DSG employs two input shafts with a dedicated clutch for each for the same purpose. The two clutches are of the wet multi-plate type; that is to say, these operate in an oil bath, and have been employed as these are better equipped to handle more power compared to their single dry plate counter parts.

The Laura uses a direct rack and an electromechanical dual pinion steering with power assist besides discs all around (ventilated up front and solid discs at the rear) with single-piston floating type caliper. Our test car also came equipped with ABS (Anti-lock Braking System), MBA (Mechanical Braking Assistant), MSR (Engine Drag Control) and ASR (anti-skid regulation).

The Laura’s engine is similar to the Octavia’s. It uses the same 1896cc iron block with a single camshaft and two valves per cylinder. However, the injection technology is different and the Laura comes with unit injectors known as pumpe düse (PD), which is unique to cars from the VW Group’s stable. PD technology combines the fuel pump and injector into a single entity, known as the unit injector, and each cylinder gets one. Developed by VW and Bosch, and tested extensively on Indian fuel, it allows for far greater injection pressures (up to 2068 bar in this case). The benefits are better throttle responses and greater control over the combustion process. Power and torque, as a result, are much higher and the motor makes 104bhp and 25.49kgm of torque over the Octavia 1.9Tdi’s 90bhp and 21.4kgm. The Laura also uses turbochargers with variable vane geometry for quick throttle response at low speeds as well as higher levels of resistance and thus, higher power. The well-sorted suspension and longer wheelbase chassis deliver a flat and composed ride which is truly exceptional.

The manual transmission Laura returned an amazing 12.9kpl in city and 18.65kpl on the highways. The automatic Laura with the DSG gearbox gave 11.4-kmpl in the city and 16.8-kmpl on the highway, a shade below the manual version. Skoda has however launched the DSG (Direct Shift Gearbox) version of Laura first since luxury car buyers have a distinct preference for automatic transmissions. DSG uses two clutches simultaneously to ensure smooth and quick shifts without interrupting power delivery from the engine to the wheels. It can be operated in a fully automatic mode or Tip-tronic manual mode. Laura takes 4.76 seconds for the run up to 60kmph from stand still or 12.13 seconds that she takes to get to the ton mark are certainly impressive.

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The Cayenne has built up a formidable reputation for itself, with executive-car luxury, sports car ability on tarmac and goat-like prowess off-road. The chin is tucked in, the windscreens are steeply raked with little regard to practicality and a strong shoulder that runs all the way to the tail-light seems to have been given preference over luggage space.

The Cayenne is a monocoque that has sports-car-like double wishbones, air springs, massive 300mm-plus discs and big anti-roll bars on all four wheels and Porsche’s stability management system (like ESP). It weighs a pavement crumbling 2.3 tonnes — the same as two normal cars.

The cabin is very nice, more limousine than sports car, with acres of leather, hugely comfortable seats, and plenty of equipment. Front seat passengers are comfortably seated on very supportive seats, but comfort levels are great at the rear as well, the backrest of the rear seat is a little too vertical.

The Cayenne is available in three guises: the base Cayenne, with a V6, the S, with a V8, and the Turbo, with a blown version of the V8. It’s difficult to call any of them slow, but the star of the range is the hellish Turbo. The top-of-the-line variant is powered by a state-of-the-art V8 with two large turbos to give it some serious wallop, 450bhp of it, at least a 100bhp more than the BMW X5, its closest rival.

Lower the ride height put the dampers on the hardest settings and the Cayenne feels as lithe as a sporting saloon. Transferring less of its weight and in possession of massive grip, with almost 70 percent of torque going to the rear wheels, you can hurl the Porsche around corners at extremely high velocities. Its 2.3-tonne mass shrinks around you and with only 2.7 turn’s lock-to-lock, it’s really easy to place and point the massive Cayenne.

The Porsche Traction Management (PTM) system working along with the Porsche Active Suspension Management (PASM) which ensured that it never wasted an iota of its prodigious torque, applying it where it was needed most.

Raise the suspension, put the dampers on soft and the Porsche will also make for the perfect leather-lined cruiser. Ride quality is really good, enough for a luxury limo. The Cayenne is astoundingly capable, with searing performance, great handling, highly welcome luxury and stunning off-road ability as well.

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Porsche-Boxster one of the world’s most celebrated sports cars, the mid-engined Boxster has been universally praised for its handling and (relatively) affordable performance. The suspension has been uprated and goodies like active steering have been tacked on, as well as PASM active suspension.

The new Boxster’s styling is more curved and Coke-bottle in the way the doors are well in-board of the higher, hipper wheel-arches. The headlights are moved further back and are more vertical, like the last 911’s, though the lens covers are flatter and the fog-lights now separate across the upper section of the large front cooling vents. The S also gets a signature, thin central front vent and twin oval exhaust pipe.

It has Carrera GT-like headlamps and new side air-intakes. This is the first roadster to get head airbags. The cabin has been changed drastically, and now feels like a really up market cockpit, with traditional Porsche instrumentation but a modern, Cayenne-like centre console. The car accelerates to 100 kph in 5.5 seconds flat. Porsche literature gives a 100-200 kph time of 19.4 seconds.

The Boxster comes with a choice of two engines, a 2.7-litre flat six and a more powerful 3.2-litre boxer engine. The latter is equipped to deliver 266PS (at 6200rpm) and comes with a new 6-speed manual transmission. There is also the option of a 5-speed Triptronic S transmission. The 2.7-litre flat-six offers 228PS but is just as exhilarating to drive. Both engines feature Porsche’s VarioCam variable valve timing gear plus a Bosch Motronic injection system. Unlike the 911, the engine in the Boxster is mounted in the middle of the chassis endowing the car with a near neutral balance. The Boxster exhibits the same flat cornering attitude which many have come to associate with Porsches and its ride quality borders on the firm when being hustled while pottering in town it is quite comfortable. The Boxster rides on 18-inch alloys shod with 225/40 ZR 18 tyres up front and wider 265/35 ZR18 tyres on the rear.

The S version uses a 276bhp 3.2-litre flat six, good enough to take the car to 266kph. Its high 7200rpm red line, and works very well with the outstanding six-speed manual gearbox, now made better than ever. It works effortlessly and eagerly, as easy to drive in traffic as on a track.

It is super-precise around corners, and the car pretty much reads your mind when you drive. The Boxster S slices beautifully through mountain roads, aided by incredible brakes and a firm but refined ride. The only letdown is the active steering system: at low speeds, the steering feels lighter, fuzzy around the on-centre position, so that on first turning the wheel the steering seems slower and the car less nimble.

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The Porsche 911 is finally in India. Porsche officially launching its entire range in the country. The 911 Carrera S has a more powerful engine. The shape is instantly recognisable, and prettier, having dropped the previous version’s runny-egg headlamps in favour of traditional ovals.  The chassis has been updated as well, with better safety equipment, upgraded suspension and better chassis electronics.

The quality of the interiors is top-class. Neat and perfectly formed, the powered seats are supportive and you can spend hours behind the wheel happily, with every creature comfort available. Look around the cabin and you will find a small button that operates the active damper system that adjusts both the ride height and the electronically controlled dampers. Drivers can choose between two settings - a comfort-style setting that has a slightly softer ride quality till the driver starts hustling her when the system automatically adopts a tauter stance and a track biased Sport setting wherein the dampers cancel out pitch and yaw and make for a faster track tool. The rear seats, if you can call them that, are only for kids, unless the front passenger is willing to be really cramped. But on the whole, this is a surprisingly user-friendly super car.

The 350mm Porsche Ceramic Composite Brakes (PCCB) are the ultimate word in braking systems and are gripped by four-piston calipers finished in yellow (red are for the standard 300mm steel discs). Power is channeled to the rear wheels by either a six-speed manual or in our case a Tiptronic auto ‘box that has a manual over-ride via toggle switches on the steering wheel.

The new Porsche 911 Carrera S’ motor is sharp, nasal and deep at low engine speeds. A 3.8-litre flat-six, the engine makes a terrifying 355bhp, enough for over 280kph, and spine-snapping acceleration. The gearbox is one of the best around, and the performance will make distances seem half as long. The car was fitted with the Sports Chrono package that allows the driver to set various parameters (revs, throttle response etc) to suit his driving style and mood.

The 911 is an exceptional driver’s car, with blade-sharp, perfectly-weighted steering, excellent, multi-mode PASM active suspension.

The S version that puts out the aforesaid 355bhp of power and 400Nm of torque from the 3824cc, four valves per cylinder, variable valve timed and switch able intake manifold equipped boxer six. All of which rockets the Carrera S to 100kmph in 4.8sec, 160kmph in 10.7sec, 200kmph in 16.5sec and a top speed of 293kmph. The S has an incredibly low centre of gravity due to that flat six motor, and with its engine slung out back, its full weight over the rear wheels in time-honoured tradition, there’s fantastic traction from the fat, 295 tyres at the rear.

Aiding aforesaid track work is variable ratio rack and pinion steering that’s brilliantly responsive and direct making the 911 feel like a racing car. While the standard 911 comes with 18-inch wheels, our S was shod with the full-on 19-inch wheels running 235/35 and massive 295/30 Michelin Pilot Sports. In fact check out any 911 from the rear and she looks awesome riding on those impossibly wide tyres.

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