My weekend cars are a 3.6 and a 3.8 997 RS, which have often been cited as handling benchmarks and close to the final development of the 997 platform. The greatest criticism that Porsche seems to get on a new platform comes from existing owners. I recall the endless angst when the company abandoned air-cooled engines, for instance. So, as an existing owner, it was time for an unfair comparison with the RS and to find out what the new car was like as a daily driver in mixed conditions.
It was clear that Porsche had to change. The 997, long at or near the top of the sports-car heap, was getting long in the tooth. The Nissan GT-R had delivered a warning shot heard in the halls of every other performance-car manufacturer. The future included everything from the Acura NSX, a new Audi R8 in a few years, a possible Toyota Supra, and a new Chevrolet Corvette, among others.
The 911 was the target, and someone would start to lead in key statistics. You can't learn all that much from numbers in isolation, but car enthusiasts care about them. So 0-to-60-mph times, Nürburgring lap times and so on are discussed and used endlessly in promotional materials. Another very large group of buyers cares more about everyday drivability, fit and finish, aesthetics, depreciation and reliability.
I had the opportunity to live the 991 S for 10 days. The car was heavily optioned with all of the Porsche acronyms. In profile, the car is to me the best-looking 911 since the 993, tautly resolved and much more streamlined in appearance. The larger size is balanced by the 20-inch wheels. The rear three-quarter view is the least attractive. While it's no wider than an RS, it seems fat from this angle. I would have liked to see it balanced by larger taillights. The strange sunroof leaves an ugly shelflike extension outside the roof when open. However, it's a great-looking car and makes the 997 look a bit old-fashioned. It occurred to me that future full-race versions of the car might look a bit strange with regulation 18-inch wheels.
Interiors on the 911 have been criticized as being low-rent given the price point, but this interior is a complete rethink. The seats in particular are a huge improvement over the previous “regular” 997, with adjustable side bolsters, cushion and lumbar support. The wide center console is logically laid out, with the central buttons for changing shift and stability modes grouped logically. Porsche has provided a thicker steering wheel that is free of buttons; the thicker wheel was a fairly obscure option on previous cars and feels a lot better than the 997's thin one. The interior is a very nice place to be. As with all German manufacturers, the cupholders are mad. Porsche's are strange devices, like handcuffs on sticks that balance threateningly over the knees of the passenger.
There is a strong impression that this is a much bigger car because of the windshield rake. This greater spaciousness has a couple of less positive results. The top of the deeper dash creates a fair amount of reflectivity. This could be solved by using something less glossy than leather for the dash top. Secondly “aiming” the car using the two front fenders is no longer possible. While this was an unexpected change, in practical terms I quickly got used to it. Most performance cars do not have this feature.
Slipping the 991-shaped key into the slot for the first time, I started the car. The engine is basically an upgraded version of the 997's, quiet and smooth, unlike the mechanical rattles of the Mezger in the RS. I initially put the PDK in automatic. The first impression is of a very refined car, with little of the sportiness of the traditional 911. At low speeds, steering is very light with little feedback. In auto the car shifts seamlessly up to seventh gear by about 50 mph. It sips gasoline. So far, nothing of the sporting 911 is to be felt. However, during a very mixed use of the car—including a long highway trip to New York, some very aggressive driving on a private road, twisty country roads and dense city commuting—this mode proved to be used more often than I imagined when performance driving was out.
On the heavily patrolled 1-90 in New York where speeds of more than 70 mph will invite a conversation with a state trooper, I found myself in a relaxed, quiet GT. The car is very quiet, and there is little tire noise.
However, engaging the paddle shift, selecting the sport-plus mode and deactivating the hard suspension setting, an entirely different car emerges. The engine noise is suddenly much more aggressive, shifts are immediate and crisp and the car feels taut. The big revelation is cornering. The old 911's slow-in, fast-out has basically disappeared—there is simply no comparison as to how quickly you can corner. The new platform is supremely stable, and there is no sensation of the old pendulum effect. I tried to make the car swing in wet and dry conditions. Based on a lot of experience with the RS, the 991 on street tires can corner equivalently to the RS on track-focused PS cups. This is the greatest advance over the older platform. For those used to the traditional eccentricities of the 911 it will be a rethink, but for new buyers it is a much more accessible drive.
How about that electric steering? Given the extensive press on it, I was anticipating feel like that of a 1956 DeSoto. The short answer is that at this stage it does not provide the almost magical feedback of the RS (or any of the 997s), especially at lower speeds. However, after 10 days of daily driving, I developed a lot more comfort with it. It is far from bad and certainly equivalent to most of the competition I have tried. Talking to a number of 991 owners in the United Kingdom who have had their cars for a number of months, it would appear that the issue is a bit of a yawner, with no dissatisfaction being reported. Certainly, when pushing the car really hard, the whole platform feels planted and the steering is fine. It is, however, the single thing I would improve.
As for the ongoing debate about manual versus sequential, it's really up to personal choice. When BMW shocked the world by making the M5 and M6 paddle-shift in 2005, I bought one, imperfect SMG and all. Since then, I have owned both manual and sequential cars continuously. The question of which can shift faster is long over. I love the feeling of engagement of a manual, but driving a stick in daily commuter traffic on cratered urban roads is not my idea of fun. Having driven a variety of sequential cars on tracks, I am sold on the fact that this is the future. The PDK is lightning fast, and I suspect it will be specified by the majority of buyers.
Looking at the trend of performance cars in general, the inevitability is clear. The Ferrari 458, the Nissan GT-R, all AMGs and even exotics such as the Pagani Zonda are all either sequential or full auto. As there is a seven-speed manual shift available for the 991, the market will decide in Porsche's case. The 997 RS was the last 911 to be built as manual only, and it remains to be seen what happens in Porsche's future.
If the RS represents the ultimate development of the past, the 991 represents the basis for the future. It was a genuine surprise to me that the performance was so similar between the two cars. The 991 is a car with two personalities in one--a flexible and quiet daily driver, and a true sports car. I suspect it will have a broader appeal than its predecessor.
In my unfair comparison, the RS turns me into a misanthrope, hunting for long tunnels to hear the howl of the engine, twisty back roads and avoiding pesky passengers. Like a roller coaster, it is best experienced in short, intense bursts. The 991 can be enjoyed every day in every weather condition but can also be driven as a true sports car. It is much better for daily use while still being formidably quick. It was a big hit with passengers and people who came by at gas stations to admire it. A 30-minute test drive in the city will reveal little about its real capability.
On the rare occasion that the 911 gets a truly new platform the debate rages. Has the 911 lost its soul? I don't think so.
After using the car daily almost exclusively, it seems to me that this platform has huge potential. The usual variants will follow--the C4S, the Turbo and on to the GT3 and GT2 versions. There are many very exciting new cars coming from many manufacturers, and it is going to be fascinating to see who remains king of the hill.
Porsche 991 S, with the following options:
Lime gold paint
Black leather
Premium package with 18-way seats
PDCC
Sport exhaust system
PDK
Light design package
Sport Chrono
Electric sunroof
Power steering plus
Bose surround-sound system
Sirius satellite radio
Electric folding mirrors
Sport design steering wheel
Read more: http://www.autoweek.com/article/20120517/carreviews/120519830#ixzz2EKvikB5F
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