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 1 year ago
    / #Porsche-911-GT3-991.2 vs. #Porsche-911-Carrera-T-991.2 / #Porsche / #Porsche-911 / #Porsche-911-991.2 / #Porsche-911-991

    A question came up at a recent cars and coffee, and I’d like to know your opinion – plus those of any others who wish to get involved. It all started when we saw a manual 991.2 GT3 for sale. The owner wanted £140k for it.

    Somebody made what I thought was a good point: why not buy a Carrera T and save yourself the best part of £60k? I am in a position to buy a GT3 (I’ll likely have to settle for a 991.2 as I do not have a relationship with any dealer, so I’m not even bothering trying to secure a 992) and it really got me thinking. Everybody is quick to chase the latest GT car, but is a GT3 really double the car of a Carrera T? I’d think not. I also think the Carrera T has taken its big hit, whereas the GT3 WILL come down over the next year or so, and I’m not really interested in losing out on residuals. So, what do you think? As a toy for pure enjoyment, is the GT3 really worth the big stump up over a Carrera T?
    • As with any 911, it all comes down to how you’ll use it. If you want a show-stopping 911 that’s good for gentle drives in sunnier climates, the TargaAs with any 911, it all comes down to how you’ll use it. If you want a show-stopping 911 that’s good for gentle drives in sunnier climates, the Targa makes a compelling choice. If you’re a circuit junky intent on being the fastest at the track day, you’ll need a GT2 RS. Similarly, there’s a place in the lineup for both a 991.2 GT3 and a Carrera T, particularly if the GT3 is a Clubsport with PDK. However, assuming both the Carrera T and GT3 are manual (and the GT3 is a Comfort spec to be as comparable as possible), the GT3 is a complete reworking over the Carrera T. Its motorsport engine is far superior than the turbocharged engine in the Carrera T. We think the former is the best engine in any road car, ever. The GT3’s six-speed manual is also vastly superior to the Carrera T’s seven-speed. A GT has and always will carry a cache of being a fine performance machine, whereas some dealers have already commented that the Carrera T is a hard sell as not everybody understands the car.
      The reality is both cars will make for a cracking driving machine for Sunday blasts and continental road trips, but you’d really have to be extremely convinced by the Carrera T’s ability to perform to pass up the scintillating 991.2 GT3.
        More ...
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  •   Andy Talbot reacted to this post about 1 year ago
    Taking the 911 to a whole new level

    Kyle Fortune tests Porsche’s latest ’Ring-meister: the 211mph #Porsche-911-GT2-RS-991.2 / #Porsche-911-GT2-RS-991 / #Porsche-911 / #Porsche-991 / #Porsche-991.2 / #Porsche-911-991 / #Porsche-911-991.2 / #Porsche / #2017 / #Porsche-911-GT2-RS / #Porsche-911-GT2-RS-991 / #Porsche-911-GT2-RS-991.2 / #Porsche-911-GT2 / #Porsche-911-GT2-991 / #2018 / #2018-Porsche-911-GT2-RS-991.2

    There was a gap in the traffic and suddenly we were travelling at 180mph before a slow-moving truck prevented bigger numbers appearing. The car was a prototype 911 GT2 RS. When he’d pushed the accelerator to the floor, Andreas Preuninger, Porsche’s GT product line director, calmly said there’d be more to come from the production cars. Goodness.

    Now, a few months later, I’m sitting in one. It is ‘the alpha 911’, as the GT man said during that prototype ride. You only need to look at it to see that. It’s a vented, ducted, bewinged, carbonfibre lightweight monster, that is in no way shy in exhibiting its intent.

    The GT2 RS has always been a little bit unhinged, and this one is no exception. Rare, exclusive, collectable, but a car sought out by those who want not only low-number bragging rights but also the fastest, most outrageous 911 Porsche builds.

    The formula remains the same, the GT2 RS taking elements of the GT3 RS and the Turbo S and adding new, exotic technology to the mix. It’s got a 3.8-litre bi-turbo flat-six with water-cooling on the charge air system, bespoke internals and a titanium exhaust. Power is up to 700bhp. Yes, a 700bhp 911. Driving the rear wheels only.

    There’s PDK now, a seven-speed auto insetad of its predecessor’s six-speed manual. Being faster, paddleshifts are the RS way. Frankly, with that much horsepower, it’s probably sensible. There’s less weight, as you’d expect with the RS badge, but the GT2 RS’s 1475kg kerb-weight can be reduced by a further 29kg if you lighten your wallet by £21,000 for the Weissach package. You get magnesium wheels, a carbonfibre roof and bonnet with body-coloured stripe, a titanium rollcage and anti-roll bar and coupling rods in carbonfibre. We can’t imagine anyone won’t.

    Inside, as standard, there are bright red, body-hugging Alcantara lightweight sports seats and a little less sound deadening. You hear the engine and find it lacks the rich, racer’s intensity of the GT3 RS and GT3 naturally aspirated 4.0-litre flat-sixes, this turbocharged 3.8 having instead a heavier, more bassy blare. Blip the accelerator and there’s less eagerness, as you’d expect, not that you’ll notice that too much on the road.

    That it’s fast is no surprise, but it’s not the engine that defines the GT2 RS. Yes, there’s massive, linear shove, and the gearbox is so quick to translate your finger-pulls to swapped ratios that it cracks 62mph in 2.8sec. You can double that in 8.3sec and go on to a top speed of 211mph shortly after. Yet, for all that, it’s the chassis that shines through. In essence it runs on GT3 Cup settings for the Nürburgring. There are upside-down dampers, with every connection, bar a single one on the rear-wheel steering, being ball-jointed, yet that uncompromising set-up does not manifest in a chaotic, harsh ride. Far from it: the way the GT2 RS copes with the vagaries of the UK’s ravaged tarmac is revelatory, as it rides with tautness yet civility too. It’s never the chassis that demands you slow down, rather the engine’s exponentially increasing pace. The steering is rich in sensation, quick in response and near-perfect in its weighting.

    This is a GT2 RS that bins the uncouth, difficult manner of its predecessors and responds with pin-sharp agility, mated to its massive power. It’s engaging and interesting at any speed, which begs the question why it needs quite so much of it. Sure, nobody will be disappointed with the GT2 RS; it moves the 911 game on massively. But however incredible it is, the idea of this chassis being mated to the more intoxicating naturally aspirated 4.0-litre of the GT3 is an even more bewitching proposition.

    Above Despite some awesome performance figures – 2.8sec to 62mph and just 8.3sec to double that – it is the sublime chassis that defines the new GT2 RS.
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  •   David Vivian reacted to this post about 3 years ago
    FIRST IMPRESSIONS The Widowmaker’s Return. #Porsche-911 / #Porsche-991 / #Porsche-991.2 / #Porsche-911-991 / #Porsche-911-991.2 / #Porsche / #2017 / #Porsche-911-GT2-RS / #Porsche-911-GT2-RS-991 / #Porsche-911-GT2-RS-991.2 / #Porsche-911-GT2 / #Porsche-911-GT2-991 / 2017

    For the 991-generation 911, Porsche has skipped the GT2 and gone straight to the GT2 RS. We hitch a ride with #Andreas-Preuninger , head of Porsche’s GT division. By Kyle Fortune.

    Yes, the GT2 RS is happening. Porsche’s worstkept secret since the last one is out, and we’ve called shotgun on a development ride with GT division boss Andreas Preuninger.

    Physically, the prototype is a GT3 RS under a black wrap, converted by Preuninger’s team to GT2 RS technical specification. They’re extremely cagey about details, as the model won’t be homologated until the first preseries cars start running off the line, and that’s still a few weeks away.

    What they will tell us is that it has a 3.8-litre engine from the Turbo S with water-spray intercoolers fed by a 5-litre tank, plus a bespoke exhaust and revised internals.

    Outputs will be ‘more than 650bhp and 750Nm [553lb ft]’. In true GT2 RS fashion, it’s not unreasonable to expect that to be quite a bit more. Mighty then, but this is a GT2 RS, and that’s what buyers expect. It’s also, says Preuninger, something of a riposte to those saying the GT division’s focus on outright speed has been lost. Expect Walter Röhrl to put in a ludicrously quick Nürburgring time (the rose-jointed suspension is essentially a 911 Cup setup). Preuninger promises that in a straight line it will beat all its internal competition, which means 0-62mph in 2.9sec or less. With rear-wheel drive (and rear-wheel steer) the limiting factor is traction, even with bespoke 325/30 ZR21 rear Michelin Cup 2 tyres. Above 62mph it’ll monster the clock, reaching 124mph in under 9 seconds and going on to over 210mph.

    Standard PDK helps; Preuninger says it’s the only option, not just because it’s faster, but to cope with the torque. It also allows the use of the electronically controlled diff with 0-100 per cent locking.

    Extensive weight loss sees the RS usefully under 1500kg, and buyers can do their bit by dropping comms and air con, though few will. An optional Weissach pack removes an extra 30kg via a carbon roof (replacing the standard magnesium one), carbon elements in the suspension, a titanium roll cage and magnesium wheels, behind which ceramic brakes are standard. Visually it’ll be a riot: bespoke vanes on the front wing-top outlets, new intakes, a huge rear diffuser and plenty of carbonfibre. Downforce levels will be much the same as the GT3 RS’s, though it’ll look even more overt.

    We’re on roads Andreas knows well. That it’s quick is no surprise, but its acceleration is 918 Spyder in its ferocity. The ride is remarkable, too, though Weissach’s smooth tarmac is rather flattering. An autobahn run underlines brutal ingear pace, while the cabin is filled with a melodious note vaguely reminiscent of a 930 Turbo’s. Preuninger raves about the GT2 RS’s agility and poise, combined with the effortlessness of the power. He also says this prototype is only about 80-90 per cent there. Final development will bring more of everything. From where I’m sitting that’s genuinely difficult to comprehend. But then that’s exactly how the GT2 RS should be…

    Left and above: GT3 RS body, with a few tell-tale mods, cloaks GT2 RS hardware. Interior is all familiar 911, but with lightweight fixed-back buckets and roll-cage. Preuninger (blue shirt) talks us through changes.

    The cabin is filled with a melodious note reminiscent of a 930 Turbo’s
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  •   Stuart Gallagher reacted to this post about 3 years ago
    Gemballa revives the Avalanche / Latest news, key dates, star products & race results from the world of Porsche

    German tuner’s iconic model relaunched as 820hp car based on #Porsche-911-Turbo / #Porsche-911-Turbo-991 / #Porsche-911-Turbo-991.2 / #Porsche / #Porsche-991 / #Porsche-911 / #Gemballa / #Gemballa-Avalanche / #Porsche-911-Turbo-Gemballa / #Porsche-911-Turbo-Gemballa-Avalanche / #Gemballa-Avalanche-991 / #Porsche-911-Turbo-Gemballa-911.2 / #2017 / #Porsche-911-Turbo-Gemballa-991.2 / #Porsche-911-Turbo-Tuned / #Porsche-991.2

    Legendary Leonberg-based tuning outfit, Gemballa, has revealed its staggering new Avalanche model at the Geneva Motor Show. Based on Porsche’s 911 Turbo (for the third time), the Avalanche has always sought to provide an extreme-styled, high-powered example of what Gemballa believes is the ultimate expression of a supercar. The latest model certainly looks to continue that trend: headline figures of 820hp, with a scarcely quantifiable 950Nm torque, provide approximate gains of 25 per cent more than any factory #Porsche-911 , ever.

    Some 32 years on from its first Avalanche, Gemballa’s latest iteration takes Porsche’s 991 Turbo and, according to the company itself, “has once again set standards with its uncompromising design, its interior opulence and its vehicle dynamic properties.”

    A hallmark of the Avalanche has always been its ostentatious styling, emanating here from its rear where that huge carbon fibre rear wing sits above an aerodynamically enhanced carbon rear apron and diffuser. The entire body is made from carbon fibre, with 62mm wider fenders at the front and 100mm at the rear making room for wider tyres and increased track width. Gemballa says its new side skirts quieten the airflow between axles, ensuring improved stability.

    Notably, the 2017 Avalanche looks to have done away with the 991 Turbo’s rear screen in favour of a striking intake to feed more air to both exhaust turbochargers, giving the car its silhouette. Its ludicrous power figures are the result of a flat six modified to the extent of a performance turbocharger system; intake manifolds and air suction housing made of carbon; new throttle valve bodies; a high-performance air filter; reworked cylinder heads and valves; and newly programmed engine and gearbox electrical systems. The company expects its car to “attack existing performance records.”

    The rebirth of its flagship car marks a return to the limelight for a German tuning house famous for its outlandish yet popular takes on the 911, and Total 911 looks forward to seeing the fruition of performance tests that will, again, mark the Avalanche out as a supercar with substance to match its grandiose style.
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  •   Lee Sibley reacted to this post about 3 years ago
    Track test new supercars comparison

    / #2017 #Nissan #Nissan-GT-R 570bhp version
    0 – 25 mph - 1,3 seconds
    0 – 62 mph – 3,5 seconds
    0 – 100 mph – 7,4 seconds
    0 – 160 mph 11,5 seconds

    2017 #Porsche-911-Turbo-991.2 / #Porsche-911-Turbo-991 / #Porsche-911-Turbo / #Porsche-911 / #Porsche-991.2 / #Porsche-991 / #Porsche

    0 – 25 mph - 1,0 seconds
    0 – 62 mph – 3,1 seconds
    0 – 100 mph – 6,8 seconds
    0 – 160 mph 10,8 seconds
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  •   Adam Towler reacted to this post about 4 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 4 years ago
    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.


    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.


    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


    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 4 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 4 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.


    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.


    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.


    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.


    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.


    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.


    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.

    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

    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
    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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