A number of people had asked me to comment on how the Alfa and Porsche 944 turbo compare, so I wrote the following
comparison to share my thoughts on the two vehicles. When the Westfield joined them in Scuderia Throttle Steer, I decided to append that dissertation with some preliminary thoughts on that car (in original crossflow/cruiser guise). Then along came the BMW and further verbiage was added to describe how it compared to the car it was meant to replace: the 944 turbo.
As it was first written: Other than the fact that both car plant a huge smile on my face, they are very, very different animals. The Porsche wins virtually every measurable category hands down. It is substantially faster, handles better, rides better, is more comfortable, roomier, quieter, far more practical (hey, it's a hatchback), gets better gas mileage, and has infinitely better ventilation. Yet, half of the time I choose to drive the Alfa when I need to clear my head.
Part of the reason is the performance differences. You can't keep your foot in the Porsche for very long without risking jail time and because the handling limits are so high, you frequently maintain very high cornering speeds by simply steering the car. In other words there is no drama at the kind of speeds you can drive in a highly populated area. The Alfa on the other hand is all about drama. The car feels alive and is always darting, always moving, always requiring constant attention. It is this quality that makes it so endearing.
That is not to say that the Porsche is comparatively boring. It is definitely not. It is simply that the car is so amazingly competent that I find few chances to push it without incurring the long arm of the law. When those chances do come on occasion, the thrill that car delivers is stunning. I'll never forget a road trip I took from Seattle to Santa Barbara. I won't go into details since my insurance agent might read this, but let's just say that if I ever had any doubts about the Porsche's worthiness, they were obliterated during that trip. In fact, even after putting over 50,000 miles on the car, there are days I still walk out of the car shaking my head in awe and whispering a respectful "Damn..."
Perhaps the best way to put these differences in perspective is to relate my impressions from the passenger seat when driven around a racetrack in each car. One day last year I was the passenger in a 944 S2 (not as ultimately fast as the turbo, but close enough for this comparison) fitted with a modified suspension and a '67 GTV set up for vintage racing (by far the fastest 1600 Alfa I've ever been in). The Porsche was turning laps at SIR that were 8 seconds faster than the Alfa, yet the latter felt like it was going faster. The Porsche was so composed, so fluid, that it seemed relaxed on the track and consequently not particularly rapid. The Alfa, however, was alive and made me acutely aware of how close the trees were to the edge of the track.
Both cars were fitted with R-compound tires and both were piloted by very competent, very fast drivers. The difference was in the nature of the vehicles. One is more cerebral and the other more emotional. Because of its stellar abilities, if I could have only one car, I would immediately choose the Porsche, but if I were asked to select one car to keep for life, I would waffle like a bad politician trying to get everyone's vote. Not much of an answer, is it?
The Westfield: Take everything that I wrote about the Alfa's "Drama" personality and then multiply it by a factor of 10. The Westfield has just one thing on its mind: thrills. Until its barn door aerodynamics take over at about 70 mph, it is quite a quick little car and it generates huge g-forces. It also changes direction faster than Bill Clinton changes his opinion on the definition of sexual relations (you know, I never thought I would see that name on my website, but then this car does things like that to you).
The gear change is a little stiff and the car desperately needs a limited slip differential, but damn if that car doesn't plant a big-ass grin on your face. It also makes the most wonderful sound as it passes 4000 rpm -- that little crossflow just screams! In fact I often find myself taking the car out just so I can race up through the gears and listen to that intoxicating engine note. Simply put, the SPa is an X-game on wheels and is a wonderful addition to the stable.
The BMW: Comparing the M coupe to the 951 is a difficult chore for a number of reasons. First of all the Porsche is a 1986 car with nearly 130,000 miles under its belt while the BMW is a far more modern 2000 model with only 28,000 miles; secondly, the BMW is bone stock (for now) whereas the Porsche features a number of modifications to the engine and suspension; and thirdly, I have driven the hell out of the Porsche for the last 7 years, so consequently I really know the car and have formed a deep emotional bond with her. As I wrote in the introductory page for the M coupe, I consider the 951 to be one of the best cars ever made. No, it is not perfect, but when you look at what you get, how it feels, and how much it costs, then you realize that it is a very special car indeed.
Acceleration: The BMW wins down low and through first gear, but once the Porsche gets into second gear and hits full boost, it is no contest. My wife put it best when she said “The BMW is quick, but it doesn’t punch you back in the seat like the Porsche.” If I had spent the extra money and purchased a ’01 or’02 M Coupe with the 315hp S54 motor, then this would no doubt be a different story. Of course there are also a number of supercharger kits available for the S52 engine in my car that would definitely turn the tables. Hmm, supercharging...
Handling: The BMW has great turn-in for a 3000lbs car vs. the Porsche's very good turn-in. The 951 counters though with its vastly superior steering. The BMW disappoints here losing out to the Porsche's meatier feeling, and far more communicative helm. Fortunately my biggest complaint about the M coupe's handling is easily addressed: the stock suspension is simply too soft for my taste and results in a lot of squat on corner exit and a disconcerting level of pitching after encountering a big mid-corner bump. There is also a disconnected feel to the chassis that I hope is related to this relatively soft springing and dampening. It is almost as if the body is moving around its bushings. The porsche also has much better grip on exit despite its superior torque and lack of LSD (the BMW comes with a Torsen system standard). Advantage Porsche
Gear Change: The Porsche has a smoother gear change, but the BMW is a little lighter and has a more mechanical feel. Advantage BMW.
Brakes: No contest. The Porsche has very good brakes. The BMW has GREAT brakes. Just amazing Hand-of-God stuff when you step on the middle pedal at speed -- and hand-of God stuff is always a good thing.
Visibility: The Porsche has wonderful visibility, but the BMW doesn’t fair well in this department. The A pillars are huge and the upper section of the driver's side pillar is so close to your head that it creates a nasty blind spot when turning left on a windy road. Add to that a sizable rear view mirror which sits in the middle of the windshield blocking a large portion of the forward view and thick C pillars which impede your view when reversing, and things don't stack up to well for the BMW. Fortunately the rear view mirror problem is addressable, but it does mean replacing the very cool looking, stock unit with a more pedestrian design. Oh well, seeing where you are going is generally considered an important part of the driving experience.
Driving position: At this stage, I prefer the Porsche’s driving position. You sit lower, with your legs outstretched and the steering wheel in your lap versus the M coupe’s more sedan-like posture. A good analogy is that you sit “in” the Porsche, whereas you sit “on” the BMW. Although that higher seating position is great for daily driving, it isn't my preference when pushing the car, since it makes me feel a bit disconnected from the chassis.
Stiffness: I always thought the Porsche had a pretty stiff structure, but the BMW… This thing is a rock!
Overall: At this stage of the game, the Porsche wins the handling, power, and livability (room & visibility) categories, while the BMW wins in the drivetrain, braking, and creature comfort departments.
Rereading this comparison it does come across as if I am less than enamored with the M coupe, yet the reality is just the opposite -- the M coupe is a great little car. It is simply that this purchase marks the first time I have changed daily drivers and didn't feel like I was taking a huge step forward. That's not a knock against the BMW, rather it is an acknowledgement of the Porsche's inherent greatness. UPDATE: Okay, that last paragraph was written in an attempt to fool myself into thinking I hadn't made a mistake when I purchased the BMW. As much as I tried to love this car and justify its purchase, I could never connect with it and so I finally sold it after spending 10k miles together. Although the M proved itself a nice daily driver with great low-end torque, and a comfortable and stylish interior, every time I drove it hard I came away disappointed and wanting more. The wonderful drivetrain and brakes were more than offset by the lifeless steering, out of control suspension, lack of rear grip, and awful forward visibility.
The Porsche, however, is just the opposite. When used as a daily driver, I lament the lack of low-end torque, the coarse engine, and boomy interior, but as soon as the pace quickens to levels not endorsed by my insurance company, I break out in a huge grin and immediately forgive any of those shortcomings. Unlike the BMW, it flows from corner to corner and always seems to ask you to take the next bend just a little bit faster. To sum it up, the BMW feels like what it is – a great sport sedan manufacturer’s attempt at a sports car. No matter how you slice it, that sedan DNA is still present in the car, and sport-sedan feel is not what I look for in a 2-seater.
comparison to share my thoughts on the two vehicles. When the Westfield joined them in Scuderia Throttle Steer, I decided to append that dissertation with some preliminary thoughts on that car (in original crossflow/cruiser guise). Then along came the BMW and further verbiage was added to describe how it compared to the car it was meant to replace: the 944 turbo.
As it was first written: Other than the fact that both car plant a huge smile on my face, they are very, very different animals. The Porsche wins virtually every measurable category hands down. It is substantially faster, handles better, rides better, is more comfortable, roomier, quieter, far more practical (hey, it's a hatchback), gets better gas mileage, and has infinitely better ventilation. Yet, half of the time I choose to drive the Alfa when I need to clear my head.
Part of the reason is the performance differences. You can't keep your foot in the Porsche for very long without risking jail time and because the handling limits are so high, you frequently maintain very high cornering speeds by simply steering the car. In other words there is no drama at the kind of speeds you can drive in a highly populated area. The Alfa on the other hand is all about drama. The car feels alive and is always darting, always moving, always requiring constant attention. It is this quality that makes it so endearing.
That is not to say that the Porsche is comparatively boring. It is definitely not. It is simply that the car is so amazingly competent that I find few chances to push it without incurring the long arm of the law. When those chances do come on occasion, the thrill that car delivers is stunning. I'll never forget a road trip I took from Seattle to Santa Barbara. I won't go into details since my insurance agent might read this, but let's just say that if I ever had any doubts about the Porsche's worthiness, they were obliterated during that trip. In fact, even after putting over 50,000 miles on the car, there are days I still walk out of the car shaking my head in awe and whispering a respectful "Damn..."
Perhaps the best way to put these differences in perspective is to relate my impressions from the passenger seat when driven around a racetrack in each car. One day last year I was the passenger in a 944 S2 (not as ultimately fast as the turbo, but close enough for this comparison) fitted with a modified suspension and a '67 GTV set up for vintage racing (by far the fastest 1600 Alfa I've ever been in). The Porsche was turning laps at SIR that were 8 seconds faster than the Alfa, yet the latter felt like it was going faster. The Porsche was so composed, so fluid, that it seemed relaxed on the track and consequently not particularly rapid. The Alfa, however, was alive and made me acutely aware of how close the trees were to the edge of the track.
Both cars were fitted with R-compound tires and both were piloted by very competent, very fast drivers. The difference was in the nature of the vehicles. One is more cerebral and the other more emotional. Because of its stellar abilities, if I could have only one car, I would immediately choose the Porsche, but if I were asked to select one car to keep for life, I would waffle like a bad politician trying to get everyone's vote. Not much of an answer, is it?
The Westfield: Take everything that I wrote about the Alfa's "Drama" personality and then multiply it by a factor of 10. The Westfield has just one thing on its mind: thrills. Until its barn door aerodynamics take over at about 70 mph, it is quite a quick little car and it generates huge g-forces. It also changes direction faster than Bill Clinton changes his opinion on the definition of sexual relations (you know, I never thought I would see that name on my website, but then this car does things like that to you).
The gear change is a little stiff and the car desperately needs a limited slip differential, but damn if that car doesn't plant a big-ass grin on your face. It also makes the most wonderful sound as it passes 4000 rpm -- that little crossflow just screams! In fact I often find myself taking the car out just so I can race up through the gears and listen to that intoxicating engine note. Simply put, the SPa is an X-game on wheels and is a wonderful addition to the stable.
The BMW: Comparing the M coupe to the 951 is a difficult chore for a number of reasons. First of all the Porsche is a 1986 car with nearly 130,000 miles under its belt while the BMW is a far more modern 2000 model with only 28,000 miles; secondly, the BMW is bone stock (for now) whereas the Porsche features a number of modifications to the engine and suspension; and thirdly, I have driven the hell out of the Porsche for the last 7 years, so consequently I really know the car and have formed a deep emotional bond with her. As I wrote in the introductory page for the M coupe, I consider the 951 to be one of the best cars ever made. No, it is not perfect, but when you look at what you get, how it feels, and how much it costs, then you realize that it is a very special car indeed.
Acceleration: The BMW wins down low and through first gear, but once the Porsche gets into second gear and hits full boost, it is no contest. My wife put it best when she said “The BMW is quick, but it doesn’t punch you back in the seat like the Porsche.” If I had spent the extra money and purchased a ’01 or’02 M Coupe with the 315hp S54 motor, then this would no doubt be a different story. Of course there are also a number of supercharger kits available for the S52 engine in my car that would definitely turn the tables. Hmm, supercharging...
Handling: The BMW has great turn-in for a 3000lbs car vs. the Porsche's very good turn-in. The 951 counters though with its vastly superior steering. The BMW disappoints here losing out to the Porsche's meatier feeling, and far more communicative helm. Fortunately my biggest complaint about the M coupe's handling is easily addressed: the stock suspension is simply too soft for my taste and results in a lot of squat on corner exit and a disconcerting level of pitching after encountering a big mid-corner bump. There is also a disconnected feel to the chassis that I hope is related to this relatively soft springing and dampening. It is almost as if the body is moving around its bushings. The porsche also has much better grip on exit despite its superior torque and lack of LSD (the BMW comes with a Torsen system standard). Advantage Porsche
Gear Change: The Porsche has a smoother gear change, but the BMW is a little lighter and has a more mechanical feel. Advantage BMW.
Brakes: No contest. The Porsche has very good brakes. The BMW has GREAT brakes. Just amazing Hand-of-God stuff when you step on the middle pedal at speed -- and hand-of God stuff is always a good thing.
Visibility: The Porsche has wonderful visibility, but the BMW doesn’t fair well in this department. The A pillars are huge and the upper section of the driver's side pillar is so close to your head that it creates a nasty blind spot when turning left on a windy road. Add to that a sizable rear view mirror which sits in the middle of the windshield blocking a large portion of the forward view and thick C pillars which impede your view when reversing, and things don't stack up to well for the BMW. Fortunately the rear view mirror problem is addressable, but it does mean replacing the very cool looking, stock unit with a more pedestrian design. Oh well, seeing where you are going is generally considered an important part of the driving experience.
Driving position: At this stage, I prefer the Porsche’s driving position. You sit lower, with your legs outstretched and the steering wheel in your lap versus the M coupe’s more sedan-like posture. A good analogy is that you sit “in” the Porsche, whereas you sit “on” the BMW. Although that higher seating position is great for daily driving, it isn't my preference when pushing the car, since it makes me feel a bit disconnected from the chassis.
Stiffness: I always thought the Porsche had a pretty stiff structure, but the BMW… This thing is a rock!
Overall: At this stage of the game, the Porsche wins the handling, power, and livability (room & visibility) categories, while the BMW wins in the drivetrain, braking, and creature comfort departments.
Rereading this comparison it does come across as if I am less than enamored with the M coupe, yet the reality is just the opposite -- the M coupe is a great little car. It is simply that this purchase marks the first time I have changed daily drivers and didn't feel like I was taking a huge step forward. That's not a knock against the BMW, rather it is an acknowledgement of the Porsche's inherent greatness. UPDATE: Okay, that last paragraph was written in an attempt to fool myself into thinking I hadn't made a mistake when I purchased the BMW. As much as I tried to love this car and justify its purchase, I could never connect with it and so I finally sold it after spending 10k miles together. Although the M proved itself a nice daily driver with great low-end torque, and a comfortable and stylish interior, every time I drove it hard I came away disappointed and wanting more. The wonderful drivetrain and brakes were more than offset by the lifeless steering, out of control suspension, lack of rear grip, and awful forward visibility.
The Porsche, however, is just the opposite. When used as a daily driver, I lament the lack of low-end torque, the coarse engine, and boomy interior, but as soon as the pace quickens to levels not endorsed by my insurance company, I break out in a huge grin and immediately forgive any of those shortcomings. Unlike the BMW, it flows from corner to corner and always seems to ask you to take the next bend just a little bit faster. To sum it up, the BMW feels like what it is – a great sport sedan manufacturer’s attempt at a sports car. No matter how you slice it, that sedan DNA is still present in the car, and sport-sedan feel is not what I look for in a 2-seater.