First Look: 2012 Porsche 911
7-speed Manual, a Whole Lot Bigger...But is it Any Better?
June 30, 2011 / By Mike Febbo
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Okay, everyone, get it out of your systems. "Oh, look! A new 911 that looks just like the old 911!" We know that sentiment is going to fill the comments section below this article. For fans of the 911, we celebrate the fact that every new 911 still looks like a 911. The first car was a near-perfect design for its time, and all Porsche has had to do over almost 50 years of production is modernize it with each new generation. What really matters is what's under the skin, and the 2012 991 has plenty going on.
To start, the dimensions have changed more in one fell swoop than ever in 911 history. The wheelbase has grown by almost four inches, while the overall length has only grown by 2. This may not seem significant, but the 911 has always been defined by long overhangs, especially in the rear. The shorter overhang in back is accomplished by using newly designed transaxles that move the axle line 3 inches back in relation to the engine. This is a big step in Porsche's -- and more specifically the 911's -- ongoing battle with physics. The more mass that is positioned between the axles, the less cantilevering that takes place under high-load conditions, something that defines and hinders the rear-engine design.
Moving the engine and transmission forward means more intrusion into the interior. To increase passenger space, the A-pillars and windshield have been pushed forward. The A-pillar has moved 1.4 inches, while the base of the windshield center is pushed forward more than three inches, translating to a more rounded windshield, also part of the 911's ongoing evolution. Trunk volume is said to be the same at 4.8 cubic feet, while the front-mounted gas tank volume increases by nearly a gallon.
With all the extra size, you might think the 991 has put on some weight compared to the 997, but the new design makes extensive use of aluminum and magnesium along with the traditional steel pieces. The front and rear structure, floor, hood, and doors are all built from aluminum, while the rear quarter panels, front longitudinal crash structures, A-pillars, and roof frame are all steel. Even a few magnesium pieces are thrown in for good measure as structural supports inside the car. The mixed metal architecture did provide some challenges with construction. Like-metal pieces are welded but aluminum and steel joints are affixed with adhesives. The entire body is larger and stiffer than the outgoing 997, but it actually is lighter, with a base 991 Carrera weighing almost 80 pounds less than the current 997.
With every 911 generation, Porsche has made huge strides in handling development. The 991 will be no different, not only because of its improved weight distribution, but several new systems Porsche has developed for the new platform. MacPherson strut front and multi-link rear suspension is still being used, but the geometry has been recalibrated to reduce dive and squat. Porsche will of course offer a range of performance options for the 991 chassis. Adaptive dampers were developed on the 997 and will return for the 991, augmented by an adaptive anti-roll system similar to the PDCC system found on the Cayenne. Adding to Porsche's alphabet soup will be a yet-unnamed electronically variable limited slip differential offered on PDK-equipped cars. The LSD uses the hydraulic pump in the PDK to change the lock-up ratio to suit driving conditions. Cars equipped with the seven-speed manual will still have to make do with a standard mechanical limited slip differential.
For the first time in 911 history, the 991 will switch to electric power steering. While most electric power steering units don't live up to Porsche standards, the company insists this system does. Not only will it reduce complexity and the number of hydraulic lines that run the length of the vehicle, but it also is more efficient, only drawing power when needed.
Porsche is giving the new cars more efficient powertrains as well. The 997 mid-cycle update marked a switch to direct-injection, but there is a bigger change for the 991 base model. The engine drops from 3.6 to 3.4 liters but gains 5 horsepower. S models will still use 3.8-liter flat-6s but will gain 15 hp, up to an even 400 thanks to new fuel injectors, hollow camshafts, and lighter variable valve timing gear. The lighter rotating and reciprocating mass inside the engine also allows for a higher 7800-rpm redline. Transmission choices are either the seven-speed PDK or a seven-speed manual transmission based on the three-shaft semi-automatic. The PDK has proven itself to be the faster of the two transmissions yet again. Looking at Motor Trend data, a PDK-equipped 2012 911 GTS with 408 hp and weighing 3272 pounds did 0-60 mph in 3.9-seconds. We estimate a more efficient Carrera S 991 with similar power will be slightly quicker.
Click to view GalleryWith the assembly line requiring a complete retooling for 991 production, we have to wonder how big of a gap customers will see in production of cars like the 911 and GT models. It isn't likely Porsche will want to see those nameplates, or customers' checkbooks, sit idle for very long. Porsche may move the development of those models along faster than in previous generations.
The 991 will make its first public appearance at the Frankfurt Auto Show in September and first drives are expected in the fall. New 911s have historically received a cool reception from enthusiasts, and this one might be downright frigid. This will no doubt be the best 911 ever, technically. But will it be the best 911 ever, emotionally?
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