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From there I worked my shift speed back to normal, which gave me a sense of accomplishment I don鈥檛 normally have when learning to shift an unfamiliar car. For the first 100 or so miles, I drove the 911 SC to my hotel, various auctions, and a dinner out in the suburbs of Scottsdale. The roads in the Phoenix/Scottsdale area are mostly straight with a lot of traffic, and the 911 felt at home in this environment. A clear view in all directions and of all four corners of the petite sports car made it surprisingly joyful to navigate traffic, the peppy 180-horsepower engine allowing me to accelerate and slot into small openings and take off. An air-cooled flat six likes to be kept at or above 3,000 rpm, good for second- and third-gear cruising up to about 50 miles per hour and giving it the beans in a split-second鈥檚 notice. It was in this environment where I first opened the taps and held second gear until the 6,500 rpm redline, leaving the traffic in my dust. The first time you experience full throttle past 4,000 rpm in an air-cooled 911 is when the magic really begins.
Until then, a 911 is a pleasantly small car, with an annoying transmission, that transmits a lot of noise and the texture of the road into the cabin. The cacophony of noise and sensations is a bit overwhelming in daily driving, and it鈥檚 not until that first hit of real speed with the flat six wailing behind you does it all come together and start to make sense. So much sense that you start thinking about what the car would be like on a twisty back road. 0.75 per extra mile) of my rental agreement. This turned out to be Bartlett Dam Road, aka, Service Road 205, leading to Bartlett Lake and an outdoor recreation center. During any spirited drive in a 911, be it air- or water-cooled, I am always wary of the heavy rear end and the effect it has on the balance of the car. I tend to exaggerate any rule of thumb I have about staying safe while driving fast.
Brake in a really straight line. Slow down earlier and more than what鈥檚 needed for a turn. Be extra judicious coming off or getting onto the throttle. And, in the case of a 911 SC, there is no anti-lock braking system, so no standing on the brake pedal. Basically I drive like I鈥檓 on a set of cold racing slicks. And of course, this isn鈥檛 my 911, it鈥檚 somebody鈥檚 pride and joy. 1 million of liability insurance and agreed-value insurance for any physical damage to the car during DriveShare rentals 鈥?a key feature of the program is to make sure renters and car owners are protected. The nice thing about a 911 is that what many may perceive as flaws in normal driving are assets when the speed picks up, the aforementioned low-speed cacophony turning into vital communication. No need to look at the tachometer to time an upshift when the engine鈥檚 howl turns to a scream a few hundred rpm before redline.
The Michelin Pilot Sport A/S 3 tires fitted would send a thump through the chassis over the smallest ripple, while the steering wheel would tug at my fingertips when the camber dipped at the edges of the road. On the throttle over a crest, I sensed through the steering wheel and the seat of my pants exactly when the front tires, followed by the rears, lost and then regained grip. All of these sensations are present in most Porsches, just not with the same clarity. I made it down to Bartlett Lake a little before 7:30, snapped pictures until the sun crested the surrounding mountains, and then turned around to head back to my hotel 50 miles away. The drive back up the service road was fun yet uneventful, as was the slog on the freeway heading towards Phoenix. I decided to get some coffee, exited the freeway, and pulled onto a boulevard.