Driving report: toy for the dentist’s wife

At the end of the 1980s, the Porsche 911 series caused wide open mouths and divided opinions. Apart from the bulging bumpers, the design of the 964 was largely unchanged compared to the puristic previous generation of the G model, but for the first time there were comfort features and a lot of high-tech such as power steering, airbags, automatic transmission, ABS and all sorts of details that you once saw in a 911 could only dream of. The technical highlight, in addition to the automatic transmission selection, was the all-wheel drive – technically innovative from the 959 and a real advantage over the ever-increasing competition from the USA and especially Asia.

After its market launch, the Porsche 964 quickly acquired the reputation of being the fabric-softener Porsche, because with its automatic transmission, all-wheel drive, power steering and airbags, the 911 Carrera 4 quickly became the favorite model of elite women. Even today, in posh districts such as Grünwald or Blankenese, it is not uncommon for an elderly woman to sit behind the wheel of the classy Targa, coupé and convertible versions of the 964 type, who equally enjoys the sporty qualities or the open roof. The 964 is the first 911 that can also be used as a cruiser – with a manageable amount of space and lots of driving fun.

But the Porsche 964, which is just 4.25 meters long, is much more than that, because with appropriate modifications it can also shine on the race track. Even today, the 911s from the early 1990s are a fast number in classic circuit cups and, despite expensive spare parts, are only too happy to be at the top of the result lists. Porsche was early aware of the newly gained comfort qualities of its sports car and deliberately took countermeasures in-house. This is how the Porsche 911 RS was launched, a 911 that visually offers little more than the off-the-shelf production model. But behind the leather steering wheel, it quickly becomes apparent that the RS doesn’t have much in common with the dentist’s wife’s favorite model. This is hardly due to the extremely manageable performance increase of 10 hp, because in contrast to the standard model, the 3.6-liter six-cylinder boxer delivers 191 kW / 260 hp and a maximum torque of 325 Nm. The rear-wheel drive sprints loudly from a standing start in 5.3 seconds and also manages 260 km/h like its tamer brothers. Almost two dozen of the RS models were even sold as RS4 with all-wheel drive and are more popular than ever.

Even the sound of the original RS descendant from 1972 is sawing, roaring and more dangerous than the standard 964, which makes a lasting impression on those around it. Visually, not much has changed in the sports version of the time. Instead of the fog lights in the bulky front apron, there are additional air intakes for the brake system. In addition, cup rims with 17-inch wheels and corresponding mirrors ensure a sporty feeling in addition to the smoky, rumbling exhaust system. Inside, the tall driver squeezes into tight-fitting bucket seats with colored belts, misses switches for the electric sunroof and the all-wheel drive lock, since the engine power in the vast majority of RS versions without a cardan shaft is transferred solely to the rear axle. In contrast to the US version of the Porsche 911 RS America with a fixed wing, the rear spoiler of the RS in the European version stretches into the wind as you know it, depending on the speed. The fact that the sports car also sounds much louder on the inside than the other versions is not least due to the lack of sound materials, which reduce the weight from 1,220 to around 1,160 kilograms.

Instead of the popular but unattractive airbag steering wheel, the driver tries to direct the fate of the front axle via an unattractive sports steering wheel with the RS logo, which works much better than with the comfort variant. The biggest difference, however, is the chassis tuning, because not much has remained of the sporty, casual 964 cruiser at the wheel of the RS. The otherwise usual nodding and swaying of this everyday 911 version has been blown away with the RS. The curve robber is a terrific sportsman and when the driver shifts out of second or third gear via the robust, crisp combination of clutch and five-speed manual transmission, feelings of happiness are not long in coming. The steering is great despite the lack of power assistance; However, just like the brakes, it is not always easy to dose. The Porsche 911 RS is something for use on country roads and circuits – there are better vehicles for a short shopping trip to Maximilianstrasse or a trip to the Elbphilharmonie, because the chassis is tight to hard.

With a purchase price of over 145,000 German marks, the Porsche 911 RS was one of the most expensive 911s of its time. Only the 911 Carrera RS 3.8 and the 911 Turbo S with 300 and 381 hp were even more expensive. The situation is similar on the used car market today, because there is nothing below 150,000 euros and many models with a correspondingly good history and complete maintenance records cost 200,000 euros or more. That’s more than two to three times a good standard 964. On the other hand, many fans are only too happy to do without electric windows, a rear seat, air conditioning or electric chairs and open the doors using the handle straps in a contrasting color. It’s only available in the RS. You have to be careful with the modifications, because some of the RS models have been extensively modified over the years, from interior cages to increased engine performance, modified chassis / brake systems and even transmissions.