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Porsche 911 991 Club - Porsche 911/Turbo S Base Engine 3.4L/350-hp/287-lb-ft flat-6 Opt Engine 3.8L/400-475-hp/324- 32...
Porsche 911 991 Club - Porsche 911/Turbo S
Base Engine 3.4L/350-hp/287-lb-ft flat-6
Opt Engine 3.8L/400-475-hp/324- 325-lb-ft flat-6; 3.8L/520-560-hp/487-516-lb-ft twin-turbo flat-6; 4.0L/500-hp/338-lb-ft flat-6
Drivetrain Rear engine, RWD/AWD
Transmission 7M; 7-sp twin-cl auto
Basic Warranty 4 yrs/50,000 miles
IntelliChoice 5-Yr Retained Value 51%
An icon that meets the needs of every enthusiast.

BASE PRICE $85,295-$195,595
BODY TYPE Coupe, convertible
There’s a flavor of the iconic 911 for everyone. A newly introduced GT3 RS reigns supreme, but since the entire run of GT3 RS models (as well as the 911 GT3 it’s based on) is sold out, we say drive one if you can and then keep an eye on Craigslist. The GTS model has the most performance you can get without the help of forced induction, and the Turbo S model is the horsepower king. We love manual transmissions, but Porsche’s PDK automatic transmission is really, really good.

EPA ECON CITY/HWY: 14-20/20-28 MPG 0-60 MPH: 2.6-4.5 SEC*
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  •   Adam Towler reacted to this post about 3 years ago
    NEW GT3 CUP REVEALED / News The latest news from the fast-paced #Porsche world. #Porsche-911-GT3-991.2 / #Porsche-911-GT3 / #Porsche-911-991 / #Porsche-991 / #Porsche-991.2 / #Porsche-911-GT3-Cup-991.2 / #2016 /

    Porsche’s new GT3 Cup car gives us a hint of what a road-going secondgeneration Porsche-991-GT3-991 might look like…

    Alongside the E-Hybrid and 919 Hybrid on the Porsche stand at the Paris Motor Show (right) was the brand-new secondgeneration 991 GT3 Cup racing car. The car has been completely reworked by the Porsche motorsport department to fall in line with the newest generation of production-style GT racing across the globe.

    An aluminium-steel composite construction ensures maximum rigidity and a lightweight body, resulting in the car weighing in at 1200kg. It is powered by a naturally aspirated four-litre flat-six producing 485hp and, thanks to a redesigned aerodynamics package, it is already producing faster lap times than its forebear, we’re told.

    This latest #Porsche-911-GT3-Cup car follows a string of successful variants, which started with the 996 in 1998 since which some 3031 units have been delivered. Significantly, the new car as shown at Paris hints at what a road-going face-lift car might look like. Completely redeveloped, this latest 911 GT3 Cup car will take to the starting grid of the world’s race tracks in #2017 . It features a range of innovative details designed to improve its efficiency and engine performance, ensuring increased durability and reduced maintenance costs.

    A valve drive with rigidly mounted rocker arms and a central oil feed are employed for the very first time. Alongside that an integrated oil centrifuge optimises oil defoaming in the engine, and a crankshaft with increased rigidity appears. On the outside a new front apron is joined by a fresh rear end to improve downforce aiding traction and performance. Talking of downforce, the car’s prominent 184cm-wide rear wing has been retained from the previous model.

    The wheel dimensions are also unchanged: the single-piece 18-inch rims with centre lock are shod with vast Michelin racing slicks. The driver is protected by a solid safety rollcage and an innovative, bucket-style racing seat that is moulded around the head and shoulder area. An enlarged rescue hatch in the roof sits in line with the latest FIA standards, making driver extraction in the event of an accident easier.

    The GT3 Cup is built on the same production line as the 911 road car at Zuffenhausen. Its tuning is performed at the Weissach motorsport centre, where vehicles are also thoroughly tested by a professional race driver prior to delivery to customers.

    As Porsche has built 3031 units of the 911 GT3 Cup (996, 997 and 991) since 1998, that makes it the most-produced GT racing car in the world. Initially the new car will appear in the Porsche Mobil 1 Supercup series in support of the F1 calendar, in the Porsche Carrera Cup Deutschland, and in North America before spreading to the rest of the world’s Porsche Cup championships, including the UK’s Carrera Cup GB, in #2018 .
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  •   Nick Trott reacted to this post about 3 years ago
    END OF DAYS
    Porsche’s new turbo charged future revealed

    In half a century of 911 evolution, this latest update will rank amongst the most controversial: the Carrera is going turbocharged. Here’s the low-down on that - and other changes. #2016 #Porsche-911-Carrera-S-991.2 / #Porsche-911-991.2 / #Porsche-911 / #Porsche / #Porsche-911-991 / #Porsche-991.2 /

    Dr Rerhard Mossle would rather let the car do the talking. On more than one occasion during our 48-minute interview I try to draw the senior Porsche engineer into making bold, cocksure claims for this revised and updated 911, but each time he simply replies: ‘You will see when you drive it.’

    If ever a new car - or rather a new engine - had much to prove against a backdrop of such apprehension, this is it. The 911 Carrera is now turbocharged. In closing the book on five decades of tradition, Porsche has jabbed the ribs of the sports car purist who - for three very good reasons - will wonder if this could be the beginning of the end. Immediate throttle response, a serrated exhaust note and high crankshaft speeds have been central tenets of mainstream 911 engines since the original model arrived in 1964 and, owing to the fundamental way in which turbochargers work, all three of those principles could be at risk. Mossle’s quiet assuredness, though, is more convincing than any conceited sound bite.

    The current 911, codenamed 991, arrived three years ago complete with its own breaks from tradition, and this facelift is intended to keep it fresh and competitive for the final few years until a replacement arrives. The big news, of course, is the switch to turbocharging, although significant revisions have also been made to the chassis, bodywork and cabin. The facelifted Carrera and Carrera S will arrive in UK showrooms before the end of the year, in both coupe and Cabriolet body styles, with four-wheel-drive versions to follow within six months.

    By introducing the new turbocharged engine on this facelifted model, Porsche has given itself a head start on the 991’s replacement, which is due in 2019, and spared itself from having to develop a complicated new powertrain and an all-new platform at once.

    Asked if he can understand the apprehension that some will feel about the move to forced induction, Mossle is emphatic: ‘Yes, of course I can! The normally aspirated six-cylinder boxer is a famous engine in the 911, but we face some challenges, not only in terms of fuel consumption and emissions, but also from our competitors. When you look at our competitor cars, like the Mercedes-AMG GT S or other cars with turbocharged engines, it’s getting harder to stay close to them with a normally aspirated engine.

    Porsche isn’t just responding to the ever more stringent emissions regulations set out by the European Union and other legislative bodies around the globe, then. It’s also doing what needs to be done to keep up with the state of the sports car arms race in 2015, which, regrettably or otherwise, has reached a point where a naturally aspirated six-cylinder can no longer be competitive.

    Both the new Carrera and Carrera S use an all-new 3-litre, twin- turbo engine, still with six cylinders arranged in a boxer formation. In terms of displacement, this is the smallest engine fitted to a 911 since the SC ceased production 32 years ago, but in terms of power output the mainstream 911 has never been more potent. Torque output, meanwhile, has gone through the roof.


    Both versions boast a 20bhp increase over their naturally aspirated predecessors, to 365bhp for the Carrera and 414bhp for the Carrera S. Peak power in each model arrives at 6500rpm, with the red lines set at 7500rpm. Maximum torque on each model has risen, by 44lb ft on the Carrera and 45lb ft on the Carrera S, resulting in 332lb ft and 369lb ft respectively - but it’s now delivered from 1700rpm right up to 5000rpm. To put that in context, the prefacelift Carrera S delivers its peak torque at 5600rpm, which means the new model will be in a different league in terms of flexibility and muscularity from low engine speeds.

    The turbochargers are supplied by BorgWarner. They’re fixed- vane units rather than the more advanced variable-vane items used by the 911 Turbo, and boost at 0.9bar in the lower-powered car and l.lbar in the more powerful model. The intercoolers are mounted within the bulging wheelarches and are fed via the air intake atop the central engine cover.

    With more power than ever, the 911 Carrera is faster than ever, too. The base model will crack 62mph in 4.2sec when equipped with the optional PDK gearbox and Sport Chrono Package; that’s two-tenths quicker than its equivalent predecessor. The Carrera S dips below four seconds for the first time to record a 3.9sec dash (again with PDK and Sport Chrono); that’s another two-tenths improvement. Top speeds are now 183mph and 191mph respectively.

    Fuel efficiency is another point of progress. With PDK, Porsche claims the Carrera will manage 38.2mpg on the combined cycle and the Carrera S 36.7mpg, which represent improvements of 3.8mpg and 4.2mpg respectively. ‘When it comes to fuel efficiency, Porsche is clearly ahead of the competitors now,’ reckons Mossle.

    The benefits of turbocharging are very well documented, but so are the drawbacks. The mass market will equate more performance and improved fuel efficiency with progress, but it remains to be seen how cleverly Mossle and his colleagues have nurtured those less quantifiable characteristics that can make an engine truly exciting rather than merely effective. As Mossle said himself, we’ll find out for certain when we drive the car, but it’s clear that the engineering team did make a priority of response, soundtrack and excitement. ‘We tried to model a normally aspirated engine and avoid turbo-lag as much as possible/ he says. ‘A lot of detail work has gone into the system to improve response. For instance, when you come off the throttle the turbos keep spinning, so they are running at a higher speed when you get back on the throttle. We also have a new sports exhaust system that sounds really good. Yes, it’s different to a normally aspirated engine, but it sounds better than the 911 Turbo, more emotional.’

    On the thorny subject of turbocharging, Mossle has the last word: ‘I think there will be a lot of discussion in the next half-year about it, but (ultimately) customers will always want the faster car.’

    The manual gearbox faces a similar threat of extinction to the naturally aspirated engine in the world of the performance car, but in the Carrera it lives on. Was there pressure to ditch the manual? ‘We had discussions, of course,’ says Mossle, ‘because our manual installation rate worldwide is about ten per cent. It’s a kind of USP (in this sector) now. It’s not the fastest gearbox when you go on a racetrack, but it makes a lot of fun and that’s important for us. This weekend I drove a Cayman GT4 and I didn’t miss the PDK.’

    The manual gearbox, still with seven speeds, gets new ratios to suit the new engine’s power and torque delivery. It’s also been beefed up to cope with the extra torque output, but the PDK transmission is unchanged, save for the ratios. Drive is still distributed between the rear wheels by a limited-slip differential - purely mechanical in the Carrera and electronically controlled in the Carrera S.

    With a turbocharged engine comes weight. The new unit is 40kg heavier thanks to the turbochargers themselves, plus the necessary cooling and plumbing. Around 10kg has been offset by weight savings elsewhere in the car, but there is now more weight over the rear axle. As a result, weight distribution has moved rearwards by half a percentage point to 38:62 front to rear, which has required a complete overhaul of the chassis settings. Notably, the spring and anti-roll-bar rates on the rear axle have been turned up.

    The rear tyres are now 305mm in section at the rear on the S model rather than 295mm, while four-wheel steering has filtered down from the Turbo and GT3 models as an option an the S. At low speeds the rear wheels turn in the opposite direction to the fronts to reduce the car’s turning circle (by 40cm), but above 50mph they turn with the front wheels to improve stability. With that added rear-axle stability the engineers have been able to make the steering more direct around the centre point, by 10 per cent, to make the front axle more responsive. ‘We have more grip on the rear axle so we could go a bit sharper on the front,’ explains Mossle.

    The steering system itself is still electronically assisted, but Mossle claims it’s been improved dramatically since the original iterations of 2011, with lessons having been learnt during the development of competition cars as well as the GT3 and RS versions.

    The brake pads are now a little bigger to deal with the added performance, and Porsche Active Suspension Management is standard fit. The vast majority of buyers were specifying it anyway, apparently, and as Mossle notes, ‘a sports car in this sector should have the best suspension technology available’.

    As a direct result of the turbocharged power unit, the new tyres and the chassis revisions, the new Carrera S is six seconds faster around the Niirburgring than the outgoing model, posting a time of 7min 34sec. Impressively, that’s the same time Porsche claimed for the 997-generation GT2.

    Visual updates are limited to revised bumper designs, new headlight and LED daytime running light layouts, vertical slats on the engine cover, more stylised rear lights and a new placement for the exhaust tips, plus a cleaner door handle design and new wheels.



    The frontal air intakes now feature active flaps, which close in certain conditions to improve aerodynamics and therefore fuel efficiency. A front axle lift is now available, as it has been on the GT3 for some time, although the new system is 3kg lighter and offers 40mm of added clearance rather than 30mm.

    Within the cabin is a new steering wheel, while a smaller, 360mm GT wheel is available as an option, which features a new 918 Spyder-inspired switch for adjusting the car’s chassis and drivetrain modes. The fourth-generation Porsche Communication Management system is introduced here with a multi-touch screen, a smartphone style menu system and Apple CarPlay preparation.

    UK prices are confirmed at £76,412 for the Carrera coupe, £85,857 for the Carrera Cabriolet, £85,253 for the Carrera S coupe and £94,648 for the Carrera S Cabriolet.

    The prevailing technologies change, Porsche responds and we traditionalists declare the end of days. It’s a story almost as old as the 911 itself. Looking back to the 1998 introduction of the 996-generation model, which was a comprehensive sea-change for the 911, it now seems entirely logical that Porsche switched from air- to water-cooling, despite the protestations of the purists. A modern performance engine cooled entirely by air is more or less unthinkable now and perhaps, with time, the same might seem true of normally aspirated engines, as frightful as that prospect might sound.

    However, Mossle suggests the normally aspirated 911 might not yet be dead (putting to one side the GT models for a moment, which won’t adopt turbocharging in the foreseeable). There will never be another series-production normally aspirated 911,’ he says, ‘but maybe we will do some special-edition cars.’

    Make no mistake, with the introduction of this facelifted model something has been lost from mainstream 911s forever. With the best turbocharged engine the world has ever seen, Porsche could mitigate against that loss to some degree, but no matter how responsive the new engine is and no matter what exhaust sorcery has been deployed, it will not match the outgoing naturally aspirated power units for pure, red line-chasing drama. It is the end of an era, but it’s also the start of a new one.

    PORSCHE AND TURBOCHARGING

    If any manufacturer is well positioned to navigate the automotive industry's pitfall-ridden journey towards widespread turbocharging, it’s Porsche. The factory first dabbled with the nascent technology in the early 70s. Having been roundly thumped by McLaren in the Can-Am series for several years, it introduced a turbocharged version of its 917 for the 1972 season, which would go on to dominate the championship for two years. Turbocharging would become a mainstay of Porsche’s competition models, with the 935 and the multiple Le Mans-winning 956 and 962 all using turbochargers. Today, the 919 Hybrid is also turbocharged.

    Porsche’s first turbocharged road car was the 911-based 930 Turbo of 1975. With the technology still in its earliest days, the 930’s 3-litre engine was laggy and unresponsive, characterised by an unpredictable rush of boost halfway through the rev range. With every Turbo model that followed, though - through 964. 993.996.997 and 991. plus various rear-wheel-drive GT2 models - Porsche refined the art of turbocharging.

    The introduction of variable turbine geometry has been one of the biggest advances in turbo technology. Porsche first used it on the 997-generation 911 Turbo of 2006. By changing the vanes’ angle of attack, the turbos gave better response at low engine speeds without compromising performance at higher speeds.

    Today, turbocharging features across Porsche’s model line-up. from 911 to Macan. Cayenne and Panamera. A four-cylinder turbo unit is in development for use in the Boxster and Cayman sports cars.

    A BRIEF HISTORY OF TURBOCHARGED 911s IN EVO

    The advent of the turbocharged 911 Carrera might seem rather scary. A travesty, even. But a jog through the evo archive serves as a reminder that over the years some of our favourite 911s have had their induction forced.

    Way back in issue 003 there was a memorable jaunt with a 993 GT2. and a Viper GTS-R. to Le Mans. David Vivian described the GT2’s steering as having ‘enough feedback to fill a book’ and noted the bark of the Porsche's exhaust turning bellicose at around 4000rpm, just where it got into its stride. Justin Bell, who brought the Viper along, thought the GT2 was relatively easy to drive, but then he was sportscar world champion.

    Metcalfe running a black 993 Turbo (whose 408bhp will be overshadowed by the new Carrera S) in Fast Fleet for 18 months. The numberplate C8 UFO always seemed appropriate for the otherworldly speed that it was capable of. yet it also served as an everyday car for family Metcalfe, transporting children and even, memorably, a Christmas tree about the countryside. A more modern incarnation of C8 UFO. a 997 Turbo with a manual gearbox, would be something I would absolutely adore as an everyday car. Huge pace, surprisingly lairy, yet also remarkably comfortable. A wonderful thing.

    In more recent times, who could forget the incredible 997 GT2 RS. The GT3 RS might be the purer option, but there is no doubt which is the faster. And the scarier. Andy Wallace famously got out of a GT2 RS, pointed at it and said: 'That, must be the best road car ever. The steering, damping and traction are incredible. And that engine... I mean, that is performance.'

    Then there are the oddballs - the Ruf CTRs, the GT1s, the 959 - all wonderful cars that we have adored in their own particular ways. And turbocharging is an intrinsic part of each one of them, whether it be the almighty shove of a Yellowbird arriving on boost or the runaway- train feeling as the second of the sequential turbos in a 959 comes in at 4500rpm.

    As this brief reminisce hopefully shows, turbo'd 911s have always been exciting and as much a part of evo As any GT3. No, they don’t have the soundtrack, but whether it’s the slight terror of trying to get on top of a rear-wheel-drive variant or the bewildered awe instilled by the cross-country pace of a four-wheel-drive version, they certainly hold your attention. Almost every article we’ve written about a turbocharged 911 talks about squeeeeezing on the power. Adding forced induction and really testing the legendary traction of the rear-engined layout alters the character of the car and makes you drive with a different mindset. Given what’s gone before, we’re rather excited to see what the 991.2 holds.

    Far left: 993 GT2 (and a Viper) in evo 003. Left: 997GT2RS thrilled-and scared. Below: Metcalfe’s 993 Turbo and year-2000 Xmas tree. Main pic: 997 Turbo a Catchpole fave.

    Right: new bumpers, headlights and wheel design help mark out the turbocharged Carrera, as do vertical slats on the engine cover and closer-together exhaust pipes (see previous spread).


    TECH DATA #2015 / #2016 PORSCHE 911 CARRERA S (991.2)
    Engine Flat-six, 3 litres, twin-turbo
    Power 414bhp @ 6500rpm
    Torque 369lb ft @ 1700-5000rpm
    Transmission Seven-speed manual ( #PDK option), rear-wheel drive, LSD, Porsche Torque Vectoring
    Front suspension MacPherson struts, coil springs, #PASM adaptive dampers, anti-roll bar
    Rear suspension Multi-link, coil springs, PASM adaptive dampers, anti-roll bar
    Brakes Ventilated and cross-drilled discs, 340mm front, 330mm rear, #ABS , #EBD
    Wheels 8.5 x 20in front, 11.5 x 20in rear Tyres 245/35 ZR20 front, 305/30 ZR20 rear
    Weight c1420kg
    Power-to-weight c296bhp/ton
    0-62mph 3.9sec (claimed, with PDK and #Sport-Chrono-Package )
    Top speed 191mph (claimed)
    Basic UK price £85,253
    On sale December 2015


    THE ELECTRIC POWER STEERING HAS BEEN IMPROVED WITH LESSONS LEARNT FROM THE GT3 AND GT3 RS

    Above: optional steering wheel has a 918 Spyder-style driving mode switch (just below the right-hand spoke); Infotainment system has been updated and gains a multi-touch screen and Apple CarPlay.
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  •   Nick Trott reacted to this post about 3 years ago
    THE NEW 911: THE FACTS #2016 #Porsche-911-Carrera-S-991.2 / #Porsche-911-991.2 / #Porsche-911 / #Porsche / #Porsche-911-991 / #Porsche-991.2 /

    The second generation 991 officially breaks cover at the Frankfurt Motor Show this month. Key details of the new car, which represents the biggest step change for the 911 since the 1990s, have already emerged. Story: Simon Jackson. Photography: Porsche.

    Reliable details of the new 911 Carrera, set to represent one of the biggest step changes in the car’s history, have emerged ahead of its official reveal at the Frankfurt Motor Show later this month. Pre-production prototype cars sporting minimal camouflage have been undergoing final extreme weather tests in South Africa, followed by cold weather trials in Canada, before final sign-off on the revised 2016 Model Year 911.


    This ‘new’ 911 comprises a face-lift for the 991 rather than a clean sheet design (we expect that in 2019), but this second generation 991 is significant for a number of reasons – chiefly its engines. The long-rumoured switch from naturally aspirated engines to downsized turbocharged units for 911 Carrera models is the major headline. And, as has been widely reported, all but the face-lifted GT3 and GTS models will feature turbo power in order to meet strict regulations ordering increases in efficiency and reductions in emissions. The new Carrera and Carrera S will therefore run a force-induced 3.0- litre six-cylinder Boxer engine featuring two small turbochargers. Peak power will sit at approximately 370hp with 332lb ft (Carrera), and 450hp with 368lb ft (Carrera S) through the addition of a factory Powerkit on the latter. The Carrera will hit 62mph in 4.3 seconds, the S in 4.0 seconds flat, yet the new powertrain will also hike fuel efficiency to around 37mpg (Porsche claims the current Carrera model can achieve 34.4mpg – #PDK , combined). Purists will rejoice, however, that a seven-speed manual gearbox will be offered in the new 911.


    There are also several key additions to the new car that have filtered down through the Porsche technology food chain. The Carrera S will now benefit from the rear-axle steering facility previously found on Turbo models; the system provides up to three degrees of counter steer on the rear wheels at speeds below 31mph while also allowing for three degrees of parallel steering at speeds above that. Inside the new car will, like the rest of the Porsche range, move across to the 918-style steering wheel, a trend first seen in the Macan, and will feature revised four-point projector headlights. On the outside fresh mirror and front bumper styling (and a rear bumper cooling vent) are the big visual giveaways on the new 911. The mirrors will feature LED ‘blinkers’ while the rear light clusters feature a fresh LED appearance, too.


    There are also completely new additions to the 911 Carrera. Adaptive air ducts in the front bumper will manage the flow of air to the car’s radiators, closing at speeds above 9mph, opening up again above 105mph. The new Carrera will not feature the side vents traditionally found on 911 Turbo models, as these new smaller engines do not require the same high quantities of air. In a bid to answer the difficult question of how the driving dynamics of the new Carrera will differ from the 911’s Turbo badged variants, Porsche has fitted a replacement for the #PSM button. This takes the form of a Sports Response Button (SRB) which has four distinct modes: ‘O’, ‘S’, ‘SI’ and ‘I’. Mounted on the new style steering wheel, the switch alters throttle response and is said to minimise lag from the turbo. The ‘S’ setting is for normal driving, ‘SI’ is for circuit use, while ‘I’ stands for ‘individual’ and allows drivers to set their own preferences.

    The second generation 991 seemingly moves the 911 closer than ever to being a full-blown modern GT car, which is a double-edged sword. In come inherent safety features and levels of comfort and convenience now expected by customers in this marketplace, such as lane change assistance (with a visual warning, not a haptic one, thankfully), and postcollision autonomous braking, which ensures the car is brought to a halt following an accident to prevent additional secondary damage. For the first time on a Carrera there will also be the option to specify the hydraulic nose lift function, enabling the car’s front end to be raised by a speed-hump friendly 50mm at the touch of a button. What all this equates to, though, is a heavier 911 – in part a result of the extra kit but also the new engines, which are heavier. A new Carrera will now tip the scales at 1475kg, up by almost 100kg over the existing model, equivalent to the weight of a first generation 991 Carrera 4 GTS.

    Certain hand-picked journalists have been permitted early passenger rides in the second generation 991, but we at GT Porsche would prefer to refrain from commenting on the new car’s driving dynamics until we actually get behind the wheel. Until then we look forward to seeing the car in the metal at the #2015-Frankfurt-Motor-Show .
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  •   Nick Trott reacted to this post about 3 years ago
    / #Porsche-911 Version 2 / Coverstory / Words by Lester Dizon Photos by Keith Mark Dador Additional photos courtesy of #Porsche-AG / #2017 / #2016 / / #Porsche-911-Carrera-S / #Porsche-911-991.2 / #Porsche-991.2 / #Porsche-911 / #Porsche / #Porsche-911-Carera-S-991.2 /

    Even if you’re not an avid Porsche enthusiast, you will soon be once you see the new 911 Carrera S in person. Known internally as the 991.2, this new Porsche will make you want to blow your children’s college fund just because you want to give in to your inner Porschephile. We know we would. Also, read about the history of the 911 and the story behind the Porsche crest.

    The 2016 Porsche 911 Carrera s is cause for excitement among car enthusiasts around the world. Dubbed internally as the 991.2 since it is an updated version of the 991, this new Porsche got this magazine’s full front cover attention not just because of the minor facelift, but because the previous 3.4 and 3.8-liter liquid-cooled boxer engines of the Carrera and the Carrera S, respectively, have been replaced with a 3.0-liter liquid-cooled boxer engine.


    Uh… Why are we excited with a smaller engine? The answer is simple: The new smaller engine makes more power and torque with improved fuel efficiency. And how is this possible? Again, the answer is simple: Twin turbo supercharging.

    Turbo Power…

    A turbocharger is a turbine-driven forced-induction device that forces extra air into the combustion chamber and increases the efficiency and power output of an internal combustion engine. The turbine forces more air and fuel into the combustion chamber than atmospheric or natural air pressure alone. If one turbo is good, imagine what two can do.

    Technically, turbochargers were originally known as turbosuperchargers when all forced-induction devices were classified as superchargers. Today, the term “supercharger” is applied only to mechanically-driven forced-induction devices, which are often driven by a belt connected to the crankshaft. Compared to a belt-driven supercharger, a turbocharger, which is powered by a turbine driven by the engine’s exhaust gases, tend to be more efficient but less responsive.


    … BUT NOT BY NAME

    Despite having two small turbochargers, the 991.2 cannot be called the “911 Turbo” because that’s a specific Porsche model since 1975, which in terms of acceleration and pure power, remains at the top of the 911 lineup. Ironically, the 3.0-liter displacement of the new turbocharged 991.2 models is the same as the single turbo engine of the 1975 Turbo but the power output has significantly increased. The 1975 911 Turbo produces 260hp but the base 2016 Carrera trumps it with 370hp while the Carrera S delivers 420hp.

    Porsche claims the two small turbochargers provide more power and greater fuel economy without losing the naturallyaspirated 911’s rev-happy, lag-free power delivery. The factory says the Carrera reaches 100 km/h in 4.4 seconds with the manual transmission, 4.2 seconds with the #Porsche-Doppelkupplung (PDK) seven-speed, twin-clutch automatic, and 4.0 seconds with the PDK and Sport Plus programming. Our Carrera S gets the job done in 4.1, 3.9, and 3.7 seconds, respectively. Slow, the 991.2 definitely isn’t. Torquey and quick, it surely is.

    EVOLUTIONARY CHANGES

    Since 1963, Porsche has always focused on evolutionary changes with the 911, mostly with detail improvements to its drivetrain. The new engine gets plasmatransferred iron cylinder liners, new cylinder heads, variable timing on the exhaust cam, and a new, lighter composite oil pan. The engine of the Carrera S makes 50 additional horses with different turbo compressor impellers, a new exhaust system, and new engine programming that increases boost.

    Porsche 911 Carrera S Hydraulic Front Axle.

    The liquid-cooled flat-six redlines at 7,500 rpm accompanied by a cacophony of mechanical sounds – a hollow and throaty exhaust, with small, crackle-gargle backfires – that makes any Porschephile reminisce about the older air-cooled 911s. The 991.2 sounds exactly like a 911 should: Half snort and half ripping tenor, with a grunt from the intake and the occasional whistle and a soft chirp from the turbo on closed throttle. Evolution has its merits, indeed.

    PDK DEVELOPMENT

    As in previous 911s, the PDK and manual transmissions continue to share many components and get taller transmission ratios in gears 3, 4, 5, 6, and 7 to handle the engine’s greater and more widespread torque. The gearbox has been reprogrammed, and now offers a dual-mass flywheel that helps dampen vibration at low rpm. The reprogramming incorporates an overrun cutoff that works with the car's start-stop system, which shuts the engine off on deceleration under certain conditions.

    Porsche engineers included a “virtual intermediate gear shifting profile” that allows the PDK to function like a continuously variable transmission (CVT).

    The PDK’s twin wet clutches can slip while transmitting drive, creating a virtual “false gear” that improves fuel economy at low load and low speed, where shifting into a higher gear would lug the engine and produce inadequate torque. This unobtrusive technology can also be found in the 911 Turbo so it is only logical that it finds its way into the turbocharged 991.2.

    IMPROVED BRAKING AND STEERING

    The new 911 is equipped with larger brakes for improved stopping power. The front rotors on the Carrera are 6mm thicker and have 17 percent more pad contact area for more efficient heat dissipation. The Carrera S uses front pads from the 911 Turbo, which are 16 percent larger and 10mm more in diameter. The optional carbon-ceramic brakes on both cars are borrowed from the 911 Turbo S and are capable of dissipating almost as much heat.

    The 991.2 retains the EPAS electrically-assisted power steering of the 991.1, which is loathed by Porsche purists because it dampens steering feel and driver confidence. However, EPAS helps improve engine efficiency by removing the parasitic load generated by hydraulic pumps of older power steering units. The 991.2 EPAS hardware is virtually identical to the 991.1’s but Porsche claims that the steering feel is improved with new software. The 991.2 gives more of the traditional 911 wiggle on uneven pavement and slightly more feedback from the front tires to provide the tactile feeling of actually driving a responsive sports car.

    REFRESHED FACELIFT

    The 2016 Porsche 911s underwent evolutionary cosmetic changes and looks almost identical to the previous model. However, look closely and you’ll see that the taillights, headlights, fender curves, and engine lid of the 991.2 differ from the 991.1. Compared to the 997 that was parked nearby during our photo shoot at the PGA Porsche Service Area, the 991 is bigger. So, it’s only natural that the 991.2 inherits the 991.1’s not-so-svelte dimensions. However, the 911’s enduring teardrop shape is still a sight to behold.

    Inside, there’s a new flush-fitting, seven-inch touchscreen infotainment system that offers both Apple iOS app integration, pinch-to-zoom, and a navigation system with new handwriting-recognition feature that allows you to use Google Earth and Google Street-view to make finding destinations easier. The new PSM Sport feature in the stability control has an intermediate setting allows more yaw and freedom while retaining safe handling. There’s also Lane Change Assistance to warn the driver of vehicles in the car’s blind spots and a switch that hydraulically lifts the front end of the car to prevent the chin spoiler from scraping humps and steep ramps.

    NOTHING COMES CLOSE

    Of course, the 991.2 retains the 991.1’s roomy interior that replaces the old 911 cockpit intimacy with a luxury car-like setting. For those who like the feeling of being inside an old 911 and how the car always seem to wrap around you, you can always get that feeling from the first 1965 short-wheelbase model to the last 997. However, you’d be missing the point of the 991.2.

    The new Porsche 911 is made for those who love to mix speed with luxury. The 991.2 may have grown up from sports car to GT machine but its mission is still the same: to go blindingly fast safely. It may have grown larger but it still looks sexy, only with a heightened sense of sedate dignity.

    You can invest in a nice condo or a townhouse with P12.5M, but we’re sure that your real estate investment won’t create the same excitement as driving a new #Porsche-911-Carrera S with a 420hp 3.0-liter twin-turbo flat-six in the back. You may not fully recover your investment after a couple of years but then again, money can’t buy the satisfaction you’ll get from driving a Porsche. Nothing comes close.


    TECHNICAL DATA SPECIFICATIONS
    Category 2-door, 2+2 sports car
    Configuration Rear-mounted engine, rear wheel drive
    Price N/A
    Engine Liquid-cooled twin turbo horizontally-opposed 6 cylinders
    Displacement 2981cc
    Power 420Bhp @ 6500rpm DIN
    Torque 500 Nm @ 1700-5000rpm DIN
    Transmission 7-speed manual or 7-speed #PDK-automatic

    FUEL EFFICIENCY
    City 12.2-10.1 L/100km
    Highway 6.6-6.4 L/100km
    Suspension Front: Independent, double wishbones / Rear: Independent, double wishbones
    Brakes Front: Vented and crossdrilled discs with 6-piston calipers / Rear: Vented and crossdrilled discs with 4-piston calipers
    Wheels/tires Front: 8.5Jx20 ET49 245/35ZR20
    Rear: 11.5Jx20 ET76 / 305/30ZR20
    DIMENSIONS
    Length 4,499 mm
    Width 1,808 mm
    Height 1,294 mm
    Wheelbase 2,450 mm
    Weight 1,440 kg
    Performance 0-100 km/h 4.4 seconds (4.2 seconds with PDK) (FULL LOAD TEST)
    Top speed 309 km/h (FULL LOAD TEST)

    Porsche 911 Carrera S Phantom view

    "The new 2017 Porsche 911 991.2-SERIES is made for those who love to mix speed with luxury. The 991.2 may have grown up from sports car to GT machine but its mission is still the same: to go blindingly fast safely. It may have grown larger but it still looks sexy, only with a heightened sense of sedate dignity."

    "The factory says the Carrera reaches 100 km/h in 4.4 seconds with the manual transmission, 4.2 seconds with the #Porsche #Doppelkupplung ( #PDK ) seven-speed, twinclutch automatic, and 4.0 seconds with the PDK and sport Plus programming. our Carrera s gets the job done in 4.1, 3.9, and 3.7 seconds, respectively. Slow, the 991.2 definitely isn’t. Torquey and quick, it surely is."
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  •   Lester Dizon reacted to this post about 4 years ago
    The ultimate #Porsche-911 models: The new #Porsche-911-Turbo and #Porsche-911-Turbo-S / #Porsche-911-Turbo-S-991.2 / #Porsche-911-991.2 / #Porsche / #2016 / #Porsche-911-Turbo-S-Cabriolet-991.2

    Stuttgart. At the start of 2016 at the North American International Auto Show in Detroit, Porsche is presenting another highlight of its product range. The top models of the 911 model series – the 911 Turbo and 911 Turbo S – now boast 15 kW (20 hp) more power, a sharpened design and improved features. The models will be available in both coupe and convertible versions from the start. The bi-turbo six-cylinder engine in the 911 Turbo with 3.8 litres of displacement now has a power output of 397 kW (540 hp- DIN). This power gain was achieved by modified inlet ports in the cylinder head, new injection nozzles and higher fuel pressure. The 911 Turbo S now develops 427 kW (580 hp - DIN) thanks to new turbochargers with larger compressors. Porsche is still the only manufacturer to utilise turbochargers with variable turbine geometry in petrol engines.


    The engines now also have what is known as a dynamic boost function to further improve engine response in dynamic operation. It maintains the charge pressure during load changes – i.e. when the accelerator pedal is released briefly. This is achieved by just interrupting fuel injection, whereas the throttle valve remains open. As a result, the engine reacts with practically no delay to another press of the accelerator pedal. The effects of this function are more pronounced in the Sport and Sport Plus modes than in Normal mode.

    Overall, the new high-performance sports cars attain breathtaking driving performance, while fuel consumption is reduced even further. The 911 Turbo S Coupé sprints to 100 km/h in 2.9 seconds. Its top speed of 330 km/h is twelve km/h higher than before. The 911 Turbo reaches the 100-km/h mark in 3.0 seconds, and its top speed is 320 km/h – five km/h faster than the previous model. Nevertheless, the coupes only consume 9.1 l/100 km, and the convertibles 9.3 l/100 km. This represents 0.6 litres less fuel per 100 km for all versions. The reason for this is further advanced electronic engine and transmission management with revised gear change mappings.
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