After more than a half-century, Porsche’s 911 Carrera remains one of the brightest lights in the automotive sky around which other sports cars must navigate. It has more rivals than ever, but in this market outshines the closest almost three to one.
Compared with the 1960s original, today’s 911 retains a “flat” six-cylinder engine, its eccentric position behind the rear axle, and strong visual links. In engineering terms, though, its trajectory has moved closer to the mainstream. Two of the decisive moments are still lamented by many 911 lovers: the move to water-cooled engines in 1998 and the adoption of electrically assisted steering in 2012.
That 2012 model, with the confusing series number 991, positioned Porsche’s core product for further changes later. So it proves, with the Series II upgrade another landmark: the wholesale introduction of turbocharging.
Design. Few enduring nameplates can claim such a strong link to the original shape as the 911. When Porsche has tried to move away from the recipe — it briefly flirted with a different headlight shape a few models ago — it has been dragged back by popular demand.
So the 991 Series II gently massages the formula again. It sharpens the nose and widens the front spoiler. Detail changes include a cluster of four LEDs in the headlights, “three-dimensional” tail-lights, and reshaped door handles. If you like the 911 look, there’s plenty to enjoy.
Centrepiece of the upgrade is a new infotainment system with touchscreen that responds to smartphone-style finger gestures and taps.
There’s an app to integrate phone information with the system and allow some remote functions, such as door locking. Those with an iPhone can use Apple Car Play. The sat-nav has been upgraded and includes real-time traffic information. The touchscreen responds quickly to inputs but reaching out to stab at a screen is inherently more difficult on the move than using the rotary knob systems adopted by other German brands. I got defeated by the menu logic more than once, and frustrated by the Bluetooth connection. It’s possible that familiarity would solve these issues, but other systems are easier straight out of the box.
Driveline. Unquestionably the biggest difference with Series II involves the downsized engines — both Carrera and Carrera S, driven here, use 3.0-litre units (instead of 3.4 and 3.8) — and the adoption of turbocharging. Both engines get 15kW more power and 60Nm more torque and claim 12 per cent improved efficiency — the reason for adopting turbocharging in the first place.
Turbocharged engines tend not to rev as high, so peak power arrives 900rpm lower and maximum engine speed is 400rpm lower. Torque peaks at just 1700rpm, against 5600rpm before. All that makes the car drivable from the get-go, with lots of acceleration to hand. Sprint times to 100km/h drop by 0.2 seconds and there’s plenty of strong, linear acceleration well beyond that.
There’s less evidence of delayed throttle response, a bane of turbo engines, than most makers achieve. The automatic double-clutch gearbox fitted to the test car delivers quick and timely shifts, as before, and has a Sports Response Switch that presets the engine and transmission for maximum attack for up to 20 seconds.
This is a smooth and powerful application of turbo technology. The engine is also much quieter than the previous unit, with a more refined note and less of a raw edge. It has lost a bit of mongrel.
For many buyers that will be a plus. But low-speed tractability was never an issue with these cars, and if you’re the sort of driver who likes to rev around the dial to extract performance, there’s less to do. And less drama, too.
There are new wheels with wider rubber, while rear-axle steering — which improves stability at high speed and makes parking manoeuvres easier at low speeds — is an option.
A new active rear spoiler deploys automatically and adjusts its angle to balance front and rear lift.
Although this 911 puts on a little weight (about 45kg), it’s hard to pick from behind the wheel. The signature 911 handling traits have survived the switch to turbocharging, which is hardly surprising given Porsche’s long experience at the cutting edge of the technology.
Safety and equipment. The main inclusions to standard equipment — a new infotainment system and adaptive suspension — add significant value and that’s just as well because 911 price-of-entry rises by $9600 for the Carrera manual. The test Carrera S with automatic transmission is $8000 more than before.
An addition to the safety kit is a post-collision braking system, designed to prevent secondary impacts after a crash.
Conclusion. Like other makers, Porsche has been forced to adopt turbocharging to hit efficiency targets in Europe and elsewhere; what was once a signature of the most powerful 911 flagship model is now ubiquitous across the range. Or soon will be.
The result is a quieter, more refined car that’s easier to live with day-to-day and over the longer haul. Purists, as with previous advances, will lament the loss of some raw sports car appeal and its accompanying sound. Again, with justification.
And as before, that will make the previous car more collectable — and valuable — over time. So if you have a 991 Series I, there are both advantages and disadvantages to making the switch.
Porsche 911 Carrera S Sports coupe | Engine: 3.0-litre turbocharged six-cylinder petrol | Outputs: 309kW at 6500rpm and 500Nm at 1700rpm | Transmission: Seven-speed manual or dual-clutch automatic, rear-wheel drive | Average fuel economy: 8.7 litres per 100km (manual), 7.7 (auto) | Safety: Not tested | Price: from $252,800 plus on-road costs | Rating: 4 out of 5
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