Teste de estrada do Porsche 911 GTS: dirigir em Munique parece divertido. É horrível. - Autoblog

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MUNIQUE — Passar uma semana com um 2023 Porsche 911 O Carrera 4 GTS em Munique revelou ter 473 cavalos de potência do yin esperado e uma pilha fumegante de yang. O yang não teve nada a ver com o Porsche.

But let’s start with the sweetness embodied in this Ice Grey Metallic coupe. By now, we all know enthusiast scribes get the zoomies worse than a husky in winter’s first snow over four things: lightness, manual transmissions, brown wagons, and Porsche 911. Tenho dois deles neste carro.

The thing about the 911 is that almost everything said about it is true — at least, true enough to be a useful generalization. Sarcasm over the Darwinian pace of mutations? The cynic’s take on sticker packages and relentless special editions? Invective about the owners? Horror at the fantastically atomized and traumatically expensive options menu? All true enough.

Como o 911 incorpora o seu próprio yin e yang, o outro lado merece uma audiência; existem sacramentos dinâmicos que absolvem supostos pecados. Direção sobrenatural suficientemente afiada para transmitir o conteúdo de água no asfalto? Aceleração que prioriza o manuseio utilizável e o controle sobre as estatísticas da planilha? Uma rajada de escapamento de alta rotação tão viciante que a Big Pharma pagaria aos médicos para prescrever altas dosagens, se isso fosse possível? Tudo isso também é verdade. O equilíbrio mudou desde os tempos analógicos – melhor dirigibilidade, pior nota de escapamento, por exemplo – mas o 911 sempre foi uma classe abrangente e hoje, como naquela época, os engenheiros de Stuttgart se misturam à frente da classe.

Some demerits I could charge against the GTS could just as easily be taken as a compliments. Specifically, around town, it’s all relaxation and composure with zero sense of occasion. The easiest way to remember you’re in a 911 is to look at the people outside looking at your 911.

On the smooth, snaking roads between German towns, the GTS maintains the same demeanor – it’s just quicker and louder about it. Staggered 20- and 21-inch “Turbo S” wheels clinging to staggered, sticky rubber weren’t going to come undone short of velocities that would have had radares de velocidade brilhando como paparazzi no Festival de Cinema de Berlim.

The only genuine dent in the armor was the exhaust note, done additional disservice by Europe’s mandated gas particulate filter. Over a surprising range of steady-state speeds, it was endlessly monotonous.

E a Porsche deveria vender cada 911 com um frasco, porque o único porta-copos acessível ao motorista tem mais desdém do que líquido.

Chega disso. Essa coisa é grandiosa. Quando o colega Byron Hurd revisou o 2022 GTS, he called it “Just shy of perfect,” his archetype of perfection being a GT3. I call that an honest and reasonable assessment, and I agree with it. If you want the ultimate modern and subtle 911 daily without the playboy flamboyance of the Turbo or the arrogant flamboyance of the GT cars, the GTS marks the X that marks the spot. Especially if you live somewhere you can regularly run 160 mph on a four-hour Roadtrip.

In keeping with Mr. Hurd’s financial wariness about the cost of perfection, I nominate a different paragon of the ideal, though: A previous-generation 911 that’s lighter, rawer, more alive. I admit to this being a fallacious and unreasonable assessment. Life, like a 911, isn’t meant to be enjoyed in reverse, so my thousand-yard-stare into the rearview mirror is a waste of time. Instead, I would likely be better served looking to the left, at the lighter, rawer, and admittedly less powerful 911 Carreira T.

Sad thing is, I wouldn’t look at either car if I had to have them in Munich again, which brings me to the hot, heavy paper bag full of yin I experienced over those seven days. The worst part of having a GTS for a week in Munich was not wanting to drive the GTS in Munich.

I’ve been writing for years about how European cities have taken up battle against mudança climática, com armas incluindo rigorosas emissões legislação, zonas de emissões exclusivas, taxas de congestionamento, diesel bans, and the impending ostracism of the internal combustion engine. I think this Munich trip was my first intense experience of it, and it wasn’t fun. Until I was headed out of Munich, the car spent most of its time here:

Let me make the first of three interjections. Munich, with Germany’s densest population, has been a haven for molasses traffic for a while, and roped off uma zona especial de emissões no centro da cidade em 2008. Em 2010, o tráfego global empresa de pesquisa INRIX listada em Munique sexta na lista das cidades alemãs com os piores congestionamentos.

Despite that, this was the first time I decided to drive as little as possible, and I’ve been hanging out with cars in Munich for 20 years. There was more traffic throughout more of the day, moving even more slowly than I remembered. There were strangely placed and frustratingly low speed limits. The closer I got to downtown, the worse it got. There were road works in the strangest places, some of them looking arbitrary or abandoned and requiring ungainly detours. Dawdling there felt like getting around the west side of Los Angeles, where you accept that an eight-mile trip is going to take an hour assuming everything goes well.

Munich’s always been a bike town and everybody gets along with it. But there were new bike lanes flowing with cyclists and scooter riders who made every right turn a chance to get charged with vehicular manslaughter. I rode a bicycle for years; I’m fine with giving the right-of-way. But the hordes were effectively another lane of traffic between me and a right turn that usually lacked measures to make sure vehicles could turn safely. And the 911 doesn’t offer the most generous three-quarter view.

On my third day in Munich, I took a trip out of town with a local friend to Sternbergersee. As we hit the highway — then had to slow down to 80 km/h on a four-lane-wide stretch of Autobahn for no discernible reason — I asked her, “Has traffic in Munich got worse?”

She turned sideways in her seat to face me, took a deep breath, and said, not exactly at conversational volume, “Yes. It’s the Greens. It’s terrible.”

Ela estava a falar sobre a coligação política governamental, salientando o longo e entusiasmado argumento de que os Verdes tinham tornado a condução quase insuportável nos seus esforços para lidar com as alterações climáticas.

O 2R divide ao meio BMW sede e faz um círculo em torno de Munique

Time for my second interjection: I’m all for veículos elétricos e liguei minha casa com um carregador last year. I’m an even bigger fan of clean air, clean waterways, clean power. I love the word “sustainable.” I don’t have enough thumbs to show how much I upvote a clean Earth.

However, certain implementations in certain places have made me wonder about the means being enacted to create and/or ensure one. Munich isn’t the first time.

I asked two other friends, Munich locals, the same question. Both told similar tales of political action and confounding traffic measures. I saw how seriously one of them took it when I had to return the key to the apartment I’d been staying in.

I usually stay on the west side of town by Nymphenburg Castle and BMW Welt (pictured above) where the 2R thoroughfare is a well-used connector. My friend who needed the key had a brisk response to that plan: “I don’t want you to have to cross town.” He told me to instead leave the key with a friend of his on the west side and he’d pick it up whenever he was over that way.

If “do not drive” is the next phase of what I’ve been writing about, or, heaven forbid, the endgame … well … wow.

O que me leva à minha última interjeição: devo dizer mais uma vez que think this trip was my first experience with climate action’s confounding effect on traffic. That conclusion is based solely on anecdotal evidence from my friends. So far, I can’t find any English-language reporting relating the two. Munich’s traffic has got worse, though, regardless of the cause. In 2016, uma pesquisa INRIX colocou Munique em oitavo lugar na lista das cidades europeias com os piores engarrafamentos, o terceiro pior na Alemanha, depois de Karlsruhe e Estugarda. Outro estudo INRIX no mesmo ano nomeou o 2R, perto do meu local habitual, como o segundo pior ponto de trânsito na Alemanha. Em 2022, Munique conquistou a taça. INRIX’s 2022 Traffic Scorecard classificou Munique como a pior da Alemanha pelo número de horas que o motorista médio perde no trânsito todos os anos e pela velocidade média de última milha mais lenta da cidade.

I’m going back to Europe for an extended stay over the summer, and there will be a few weeks in Munich and around Germany. I’m going to try to connect some whats with some whys while there. And this time, if I end up with another car as cool as the GTS, I’m going to park outside town and ride a bicycle in.