R&T First Drive - CS
11-10-2011 | 11:18 AM
#1
Thread Starter
Instructor
Joined: Oct 2005
Posts: 217
Likes: 32
From: NYC
R&T First Drive - CS
http://www.roadandtrack.com/tests/dr...arrera-s-coupe
Positive review, particularly about the electric assist steering feel.
Positive review, particularly about the electric assist steering feel.
11-10-2011 | 11:46 AM
#2
Rennlist Member
Joined: Jul 2009
Posts: 5,902
Likes: 23
From: MA
"The new 991 is hard to fault dynamically"
nicely put.
it`s like to write a review of vodka and put in 'this excellent distillate is so great now it can hardly make you drunk'. to each its own, anyway...
nicely put.
it`s like to write a review of vodka and put in 'this excellent distillate is so great now it can hardly make you drunk'. to each its own, anyway...
11-10-2011 | 01:28 PM
#3
Burning Brakes
Joined: Aug 2010
Posts: 930
Likes: 33
From: Minnesota
The new 991 is hard to fault dynamically. You really have to make a gross driving error to get the chassis to break a sweat, and even then the stability nannies intervene in the gentlest, least intrusive way. Forget any past wicked tendencies toward lift-throttle oversteer; the 991 exhibits easily catchable, controlled breakaway. The new electric-assist steering (another 911 first) is nicely direct and communicative, filtering out the most obnoxious bumps and nibbles but still letting you feel every crack and surface nuance. If there’s any doubt of the 991’s handling prowess and controllability, consider that its Nordschleife lap time of 7:40 is a full 14 seconds quicker than its predecessor.
11-10-2011 | 09:39 PM
#5
Instructor
Joined: Apr 2008
Posts: 134
Likes: 0
From: London, UK and CT, US
Hello All,
Santa Barbara, California—Normally, a car painted in a stealthy dark brown metallic wouldn’t be the center of attention. But this isn’t just any car.
We’re at the world introduction of the seventh-generation Porsche 911, whose iconic silhouette, rear-mounted flat-6 engine and round headlights are touchstones to more than 700,000 enthusiasts who’ve put a 911 in their garage since the first one rolled off the Zuffenhausen production line in September of 1964. And as we roll through Santa Barbara’s sleepy tree-lined streets, we have the undivided attention of a BMW 328i driver directly ahead, recording this moment for posterity with his iPhone—arm thrust straight up, Statue of Liberty style, through an open sunroof.
So the new car is instantaneously, innately identifiable as a 911. Only it’s a little different. And therein lies a tale.
2012 Porsche 911 Carrera S Coupe
The New Look
The new 911 is larger, but incrementally so. Overall length grows by 2.2 in. and wheelbase grow by 3.9 in. (now 96.5). Yet overhangs are trimmed, and most important, the rear axle moves aft roughly 3 in. relative to the engine (made possible by new 3-shaft transmissions whose output flanges are moved closer to the engine), resulting in a significant tweaking of the proportions, and a slightly less rear-heavy weight distribution. Add a wider front track—a full 2.0 in. wider for the Carrera S models we drove—and you end up with a significant challenge for the design team headed by Michael Mauer. Traditionally, the 911 has had a narrow front, wide rear look, so with the new car’s extra girth up front, some deft manipulation of rear flare radii took place to retain the iconic Coke-bottle contours. Do you miss the more exaggerated (and less aero-friendly) fender forms of earlier 911s? “Just wait for the 911 Turbo,” says Mauer. “You will not be disappointed.”
2012 Porsche 911 Carrera S Coupe
Head on, the new 911 (internally dubbed the 991) has very wide-set headlights that are now a bit more 3-dimensional, in the way of a Ferrari 612 Scaglietti, for instance. Front fender peaks are a bit less prominent, and wedgy directionals now appear to float above the intakes for the twin coolant radiators. It’s that stretched rear three-quarter view that’s changed the most, with a more voluminous form, wedgy taillight slivers capped with the protruding lip of a much wider retractable spoiler, and “engine cover” slats to stick proud of the bodywork. The quote marks are needed, because opening this flap reveals fillers for coolant and oil and a couple of heat-extraction fans, but no engine.
Inside the Beast
The biggest change inside is the high center console, inspired by the Carrera GT, adopted by the Panamera and now seen here in slimmed-down form. Purists may miss the more open feel of the 997’s lower console (and having the base of the windshield much closer to the dash), but there’s no arguing about ease of access to the nicely straightforward controls for chassis settings, ventilation, etc. Seats are great, with secure lateral hold without the 997’s upper-torso “pinch point,” and there’s more head room, despite a lower roofline. Magic? No; it’s made possible by a tilt-and-slide sunroof panel that articulates outside the roof, instead of sliding back within the sheet metal. Of course, the mandatory 5-circle gauge cluster remains (the second one from the right is a multi-configurable TFT display) as does the ignition socket to the left of the steering column. That last item, incidentally, now electrically tilts and telescopes.
2012 Porsche 911 Carrera S Coupe
More Power, Lighter Weight
The new 3.8-liter direct injected flat-6 of the Carrera S, however, can be clearly felt and heard in finest 911 tradition. Horsepower is now 400 at 7400 rpm—a 15-bhp bump over its predecessor—and torque is also up 15 lb.-ft., to 325 at 5600 rpm, the gains enabled by a lofty 7800-rpm redline and freer breathing through lower-restriction intake and exhaust systems. The hot-wire airflow sensor gives way to a manifold pressure sensor, cleaning up the intake pathway; and multi-hole direct injectors optimize combustion efficiency. On S models, an exhaust flap opens at higher rpm, putting all four exhaust tips into play. Two transmissions are offered: The 7-speed paddle-shift twin-clutch PDK, or in an industry first, a 7-speed manual. On the latter, a solenoid blocks an inadvertent 4-7 upshift, as 5th or 6th gear must be selected first. The linkage has a light and precise action, and the tall overdrive 7th ratio (0.71:1) allows for relaxed cruising; 80 mph equates to just 2200 rpm.
2012 Porsche 911 Carrera S Coupe
Although the load-bearing unibody of the new 991 is primarily high-strength steel, the trunklid, door skins, roof panel, and fenders are of aluminum. The result is a body-in-white that’s 176 lb. lighter than the 997’s. And total weight of the 991 Carrera S with PDK (versus a comparably equipped 997) is about 88 lb. lighter, at 3120 lb.
The Driving Experience
On fast, flowing canyon roads around Santa Barbara, and on a test track at the Santa Maria airport (graded and paved specifically for this event!), we were able to thoroughly evaluate Zuffenhausen’s latest. The Carrera S’ flat-6 is fabulously torquey, strong at 3000 rpm and absolutely ferocious from 5500 rpm to the lofty redline. And every trip around the tach is an aural treat—a sliding scale of tone and pitch, that classic 911 combination of resonance, tick and howl with the horn section of a manic orchestra thrown in at the upper reaches.
2012 Porsche 911 Carrera S Coupe
The PDK’s launch mode makes repeatable, violent standing-start passes as easy as microwaving a TV dinner: Select the Sport Plus mode of the Sport Chrono Package, stand on the gas and brake simultaneously (while the engine winds up to a preset launch rpm), and abruptly lift off the brake. Bam! Perfect wheelspin, and you’re punted forward as if rear-ended by an 18-wheeler. Porsche reckons the S so equipped will reach 100 km/h (62 mph) in just 4.1 seconds, and historically their numbers have been conservative. Claimed top speed is 189 mph.
2012 Porsche 911 Carrera S Coupe
Over the road, the wider front track, a new multilink rear suspension with redone kinematics and 20-in. wheels and tires (245/35ZR-20 front, 295/30ZR-20 rear) provide tautly suspended, precise control, and with the PASM you can choose the level of ride comfort and suspension aggression, along with different mapping for the PDK’s lightning-fast shifts. New for the 991 is PDCC active roll stabilization, much lighter and more compact than the split anti-roll bar setup in the Panamera and Cayenne. Instead, each conventional anti-roll bar drop link is replaced by a small 2-way hydraulic actuator with a 70-mm stroke. Depending on your level of driving aggression and the mode selected, the system can effectively add spring rate to any wheel to mitigate roll. On Porsche’s test track, it was especially effective through a tight slalom section.
2012 Porsche 911 Carrera S Coupe
The new 991 is hard to fault dynamically. You really have to make a gross driving error to get the chassis to break a sweat, and even then the stability nannies intervene in the gentlest, least intrusive way. Forget any past wicked tendencies toward lift-throttle oversteer; the 991 exhibits easily catchable, controlled breakaway. The new electric-assist steering (another 911 first) is nicely direct and communicative, filtering out the most obnoxious bumps and nibbles but still letting you feel every crack and surface nuance. If there’s any doubt of the 991’s handling prowess and controllability, consider that its Nordschleife lap time of 7:40 is a full 14 seconds quicker than its predecessor.
Reinventing the 911 for a new generation is a difficult and often thankless task, especially for those in love with the previous iteration. But the engineers from Weissach never cease to amaze by improving on the seemingly unimprovable.
The 991 will arrive at Porsche dealers on February 4, 2012. Prices start at $82,100 for the 350-bhp Carrera,
Santa Barbara, California—Normally, a car painted in a stealthy dark brown metallic wouldn’t be the center of attention. But this isn’t just any car.
We’re at the world introduction of the seventh-generation Porsche 911, whose iconic silhouette, rear-mounted flat-6 engine and round headlights are touchstones to more than 700,000 enthusiasts who’ve put a 911 in their garage since the first one rolled off the Zuffenhausen production line in September of 1964. And as we roll through Santa Barbara’s sleepy tree-lined streets, we have the undivided attention of a BMW 328i driver directly ahead, recording this moment for posterity with his iPhone—arm thrust straight up, Statue of Liberty style, through an open sunroof.
So the new car is instantaneously, innately identifiable as a 911. Only it’s a little different. And therein lies a tale.
2012 Porsche 911 Carrera S Coupe
The New Look
The new 911 is larger, but incrementally so. Overall length grows by 2.2 in. and wheelbase grow by 3.9 in. (now 96.5). Yet overhangs are trimmed, and most important, the rear axle moves aft roughly 3 in. relative to the engine (made possible by new 3-shaft transmissions whose output flanges are moved closer to the engine), resulting in a significant tweaking of the proportions, and a slightly less rear-heavy weight distribution. Add a wider front track—a full 2.0 in. wider for the Carrera S models we drove—and you end up with a significant challenge for the design team headed by Michael Mauer. Traditionally, the 911 has had a narrow front, wide rear look, so with the new car’s extra girth up front, some deft manipulation of rear flare radii took place to retain the iconic Coke-bottle contours. Do you miss the more exaggerated (and less aero-friendly) fender forms of earlier 911s? “Just wait for the 911 Turbo,” says Mauer. “You will not be disappointed.”
2012 Porsche 911 Carrera S Coupe
Head on, the new 911 (internally dubbed the 991) has very wide-set headlights that are now a bit more 3-dimensional, in the way of a Ferrari 612 Scaglietti, for instance. Front fender peaks are a bit less prominent, and wedgy directionals now appear to float above the intakes for the twin coolant radiators. It’s that stretched rear three-quarter view that’s changed the most, with a more voluminous form, wedgy taillight slivers capped with the protruding lip of a much wider retractable spoiler, and “engine cover” slats to stick proud of the bodywork. The quote marks are needed, because opening this flap reveals fillers for coolant and oil and a couple of heat-extraction fans, but no engine.
Inside the Beast
The biggest change inside is the high center console, inspired by the Carrera GT, adopted by the Panamera and now seen here in slimmed-down form. Purists may miss the more open feel of the 997’s lower console (and having the base of the windshield much closer to the dash), but there’s no arguing about ease of access to the nicely straightforward controls for chassis settings, ventilation, etc. Seats are great, with secure lateral hold without the 997’s upper-torso “pinch point,” and there’s more head room, despite a lower roofline. Magic? No; it’s made possible by a tilt-and-slide sunroof panel that articulates outside the roof, instead of sliding back within the sheet metal. Of course, the mandatory 5-circle gauge cluster remains (the second one from the right is a multi-configurable TFT display) as does the ignition socket to the left of the steering column. That last item, incidentally, now electrically tilts and telescopes.
2012 Porsche 911 Carrera S Coupe
More Power, Lighter Weight
The new 3.8-liter direct injected flat-6 of the Carrera S, however, can be clearly felt and heard in finest 911 tradition. Horsepower is now 400 at 7400 rpm—a 15-bhp bump over its predecessor—and torque is also up 15 lb.-ft., to 325 at 5600 rpm, the gains enabled by a lofty 7800-rpm redline and freer breathing through lower-restriction intake and exhaust systems. The hot-wire airflow sensor gives way to a manifold pressure sensor, cleaning up the intake pathway; and multi-hole direct injectors optimize combustion efficiency. On S models, an exhaust flap opens at higher rpm, putting all four exhaust tips into play. Two transmissions are offered: The 7-speed paddle-shift twin-clutch PDK, or in an industry first, a 7-speed manual. On the latter, a solenoid blocks an inadvertent 4-7 upshift, as 5th or 6th gear must be selected first. The linkage has a light and precise action, and the tall overdrive 7th ratio (0.71:1) allows for relaxed cruising; 80 mph equates to just 2200 rpm.
2012 Porsche 911 Carrera S Coupe
Although the load-bearing unibody of the new 991 is primarily high-strength steel, the trunklid, door skins, roof panel, and fenders are of aluminum. The result is a body-in-white that’s 176 lb. lighter than the 997’s. And total weight of the 991 Carrera S with PDK (versus a comparably equipped 997) is about 88 lb. lighter, at 3120 lb.
The Driving Experience
On fast, flowing canyon roads around Santa Barbara, and on a test track at the Santa Maria airport (graded and paved specifically for this event!), we were able to thoroughly evaluate Zuffenhausen’s latest. The Carrera S’ flat-6 is fabulously torquey, strong at 3000 rpm and absolutely ferocious from 5500 rpm to the lofty redline. And every trip around the tach is an aural treat—a sliding scale of tone and pitch, that classic 911 combination of resonance, tick and howl with the horn section of a manic orchestra thrown in at the upper reaches.
2012 Porsche 911 Carrera S Coupe
The PDK’s launch mode makes repeatable, violent standing-start passes as easy as microwaving a TV dinner: Select the Sport Plus mode of the Sport Chrono Package, stand on the gas and brake simultaneously (while the engine winds up to a preset launch rpm), and abruptly lift off the brake. Bam! Perfect wheelspin, and you’re punted forward as if rear-ended by an 18-wheeler. Porsche reckons the S so equipped will reach 100 km/h (62 mph) in just 4.1 seconds, and historically their numbers have been conservative. Claimed top speed is 189 mph.
2012 Porsche 911 Carrera S Coupe
Over the road, the wider front track, a new multilink rear suspension with redone kinematics and 20-in. wheels and tires (245/35ZR-20 front, 295/30ZR-20 rear) provide tautly suspended, precise control, and with the PASM you can choose the level of ride comfort and suspension aggression, along with different mapping for the PDK’s lightning-fast shifts. New for the 991 is PDCC active roll stabilization, much lighter and more compact than the split anti-roll bar setup in the Panamera and Cayenne. Instead, each conventional anti-roll bar drop link is replaced by a small 2-way hydraulic actuator with a 70-mm stroke. Depending on your level of driving aggression and the mode selected, the system can effectively add spring rate to any wheel to mitigate roll. On Porsche’s test track, it was especially effective through a tight slalom section.
2012 Porsche 911 Carrera S Coupe
The new 991 is hard to fault dynamically. You really have to make a gross driving error to get the chassis to break a sweat, and even then the stability nannies intervene in the gentlest, least intrusive way. Forget any past wicked tendencies toward lift-throttle oversteer; the 991 exhibits easily catchable, controlled breakaway. The new electric-assist steering (another 911 first) is nicely direct and communicative, filtering out the most obnoxious bumps and nibbles but still letting you feel every crack and surface nuance. If there’s any doubt of the 991’s handling prowess and controllability, consider that its Nordschleife lap time of 7:40 is a full 14 seconds quicker than its predecessor.
Reinventing the 911 for a new generation is a difficult and often thankless task, especially for those in love with the previous iteration. But the engineers from Weissach never cease to amaze by improving on the seemingly unimprovable.
The 991 will arrive at Porsche dealers on February 4, 2012. Prices start at $82,100 for the 350-bhp Carrera,
