N there are plenty of novelties - as part of the IAA also likes to be of an automotive type. Hardly anybody has been so eagerly awaited by the sports car-loving public this autumn as those from Swabia. The car manufacturer Porsche, which has hit the headlines in recent years primarily due to its incorporation into the almighty VW group, has finally revealed the secret of the 911 successor.
The fact that the unveiling of the Porsche 911 (991) falls almost exactly on the tenth anniversary of the drama about the New York twin towers, which is labeled with the same sequence of digits, is certainly not on purpose. It was just about time. As good as the good cult athlete may still be in the mood for one dynamic driving record after the other since its appearance in 2004, as timeless as the design language of the 997 911 is - after seven years of construction, fun is over; although - as the Porsche 911 GT3 RS 4.0 recently proved in the Supertest - due to the solid and extremely well-engineered base, the “old”, 2008 face-lifted 911 could still be found anywhere.
14 seconds faster on the ring
All that - so was heard from the Weissach developers - was Fine-tuning in the details, a policy of small steps. But now, with the new 911, one would take a quantum leap. The fact that this can be expressed in a simple number is almost self-evident for the performance-oriented Stuttgarters. In the case of the new Porsche 911 with the internal code 991, this is 14 - the S code of 385 should be that many seconds faster Carrera armed with 400 hp around the Nürburgring Nordschleife. Connoisseurs know: This is a world and in no case can be attributed to the moderate increase in performance alone.
Porsche 911 makes a quantum leap
'That's right,' says Production Line Manager August Achleitner and emphasizes that the step from 997 to 991 is not only larger in the sequence of numbers than that from 996 to 997. The new Porsche 911 is based on a completely redeveloped platform, can rely on ten centimeters more wheelbase and a body that is now 46 percent aluminum. The cell of the new 911 weighs half a hundredweight lessthan that of the old one. Legal requirements and increased rim formats cause an increase in weight elsewhere, but the bottom line is that the visually more striking newcomer should still weigh 35 kilos less than its predecessor. That can be seen.
Most of the double-digit time jump on the Nordschleife, however, can be attributed to the work on the chassis and transmission. The longer wheelbase, the wider front track, lush tire formats with a larger contact area and the new hydraulic roll stabilization system, as demonstrated by a first drive with the Porsche 911 (991) on the in-house test track in Weissach, result in significantly more relaxed driving behavior with increased driving comfort.
The new electromechanical steering of the Porsche 911 requires noticeably lower holding forces, but still provides sufficient feedback. The pumping of the rear part, which once occurred in fast corners due to the rear-heavy weight distribution, is completely a thing of the past and shows the already exemplary restrained stability program called PSM at Porsche for action. The consistently re-tuned and consequently jagged and polished working seven-speed PDK in the 911 reveals its blessings not only at the limit.
Whoever cruises comfortably in automatic mode and lifts his right leg will be rewarded with almost silent gliding. The phenomenon of the Porsche 911, described by the development team with the wanderlust word “sailing”, describes an imperceptible automatic disengagement.
But as good as 'I am sailing, I am sailing' - voiced either by Rod Stewart or the new 911 - may sound like: We prefer the goosebumps-arousing voices of the flap-controlled sports exhaust of the Porsche 911 (991 ) with the double twin tailpipes. That is entertainment enough.
You can read the first test of the Porsche 911 Carrera S in sport auto issue 12/2011, in stores from November 18th. As a foretaste there is an exclusive video of the Porsche 911 Carrera S .