Crown

yo im also in line :)

 thanks for posting all the pics!!!!

i'll be curious how they resolve-revise the side vents (never been much a fan of the 997s slat)...

Also-- it's interesting that they are running xenon's and not LED headlights which are now making their way into cars much less expensive than the rarified echelon "supercars" --

**

i would guess they will be standard or an option on the 991.2-- (after all, the LED brake lights had made their way into Prius' and lower end Hondas before they were being offered on a 100,000 dollar Porsche!

Super Darius:

Thanks god the wing is back!!

 

i whant one!

I always said there will be a wing.
 

The secret of life is to admire without desiring.

New instruments of the 991:

The secret of life is to admire without desiring.

Test drive the new Porsche 911 (991)

(12 July 2011)

Whenever a new Porsche 911 will, holds the automotive world held its breath. We have the 991 series, which debuts in September at the IAA official, accompanied by a prototype ride in South Africa. 

Are the most important change is at the rear. Who wants to show friends and proud that his powerful boxer engine 911, takes the tube. For the heart of the Porsche can not be viewed publicly on the new series 991st Instead of a bonnet at the rear is only open to another service door, as it was known years ago as the Audi A2. The engine itself is located behind covers in secret. Basic aerodynamics and construct a new rear spoiler is fitted with a retractable, significantly wider than it previously knew from the penalty. Who sees the back of the 911 detects even elegant design parallels to Aston Martin. "The Porsche 991 is a really new 911s," says development manager Bernd Kanau, "the former 997-based to a great extent on the previous 996th This is completely different from the 991. " 

More than three years, the new series of the Porsche flagship shield in Scandinavia, Germany, the United States and Africa was put under the microscope and tested for heart and kidney. As the European mid-February temperatures are anything but comforting, it took a team of eight test vehicles to South Africa this time. The grim-faced prototypes fall around here on little more than normal 911 models. Painted black and equipped with planking on the front and rear, it goes from Cape Town via Paarl and Wellington on the road 301 in direction R Wittebrug nature reserve and then further north into the mountains. Suspension and dampers in the full-day program also put under the microscope like air conditioners, trim, propulsion units, and wheel-tire combinations. Bernd Kanau it is the last project. His life is the Porsche 911 Since the G-series, he worked at Porsche's development team responsible. He succeeded his father, who was at the Zuffenhausen a similar job. In autumn, when the new Porsche 911 will on the market, his work is done and goes into the automotive Kanau retirement. He is happy in South Africa, where Porsche subjects for over ten years, new models of its toughest tests of torture. 

"We're testing now much Weissach in the simulation," says the prospective retiree, "but the real test is of course no substitute. But we are today with cars in the real test, which we had previously made the market launch. "One doubts makes little to the words of Bernd Kanau, as the prototype of a 911 Carrera, he moved aside from the Tarnmatten in the interior and the lining from the characteristic light units outside a largely standard prepare impression. A few panels of gray leather interior fit yet so right, the wind noise are ignored and when driving over rough roads and bumps on it creaks yet powerful. At last, the big sunroof makes a few niceties. But exactly why the development team from Stuttgart and Weissach has come to the southernmost tip of Africa. Small mistakes here is to eradicate it.

Heinz Bernhard knows this region after many visits in recent years as his vest pocket. He is also part of Porsche's development team, ensures the secret test routes and the camouflage of the vehicles. "It is here in South Africa much easier for us unmolested to test prototypes than in other regions - particularly in Europe," says the father, "there is hardly Erlkönig hunters and we have just in the mountains of free travel for our tests." About half a year before production start of the new Porsche 911 is the 991 series is made, the coarsest work. Now it comes to the final testing of production parts and fine-tuning. In parallel, the new penalty of Porsche 50-60 in the final testing of prototypes. While some of the vehicles in South Africa is sweating, turn other component teams in Sweden, Finland, Namibia and the United States their laps. Every day, the new measurement data are transferred to Stuttgart and Weissach, parts adapted and partly filled with new software versions for engines, transmissions and avionics. 

The new Porsche 911 is now 4.49 meters long is to set not only by its performance and dynamics, but also through its efficiency records. The Carrera base model with 3.4 liter displacement and 350 hp is already almost 290 km / h and will consume just 8.5 liters. A start-stop module is included as standard features like the sails of function when driving without a throttle. In addition, the new Porsche 911 is the first production vehicle with a seven-speed manual gearbox. Which was derived from the previous dual-clutch gearbox, which also has seven speed levels. About 80 percent of the eleven customers now opt for the PDK. This is the new model hardly be otherwise. In addition to the 911 Carrera with 350 hp is the launch of the 400-hp Carrera S with 3.8 liter engine will be available. He cracked the already 300-km/h-Marke and consumes no more than nine liters. Until next year, the Cabriolet will replace the current 997 series. "We also think a Targa after" Director August Achleitner series leaves open the future of a third body variant. The oversized sunroof made of glass since the introduction of the convertible in the early 80s, far from being a bestseller, but it has loyal customers. 

Inside, the Porsche 991 is compared to its predecessor, almost unrecognizable. Instrument panel, switches and instruments show a close affinity with the Panamera and Cayenne. The wheelbase was lengthened by six inches is good for the inside good and the seats are much better than its predecessor. On the twisty mountain roads in the hinterland of Cape Town can be convinced by the qualities of the newly developed Wankkontrolle and the dynamic engine bearings, which are available in November in conjunction with the Sports Chrono Package. "Our best lap on the Nordschleife with the new Porsche 911 Carrera S was a 7:40 minutes," adds shines August Achleitner and Bernd Kanau: "This is 13 seconds less than before. Most of the time it took to win the dampers from Bilstein with Wankkontrolle. We just had to be something snappy again. This has been achieved. "He's right. Retirement can come. 

Porsche-991-Test-Driver_Classic-Driver-article

Thanks for the pictures 

Boxster Coupe GTS:

Are the most important change is at the rear. Who wants to show friends and proud that his powerful boxer engine 911, takes the tube. For the heart of the Porsche can not be viewed publicly on the new series 991st Instead of a bonnet at the rear is only open to another service door, as it was known years ago as the Audi A2. The engine itself is located behind covers in secret.

Thanks for the link. It might be due to the Google translation but it seems to be overlooked. The 991 obviously does not have a traditional bonnet but only provides access to serviceable elements as the oil filler.
 

Boxster Coupe GTS:

Who sees the back of the 911 detects even elegant design parallels to Aston Martin.

Funny, that´s just what I mentioned in another thread.

 Ferdie, are you suggesting that the engine is not accessible by the bonnette? That would make sense, because the new bonnette looks much higher up in the car, which would significantly raise the center of gravity if the engine were right there. I was wondering why the bonnette was so high up since the very first spy shots. If the engine is not accessible via the bonette this makes much sense.

Some have said the 991 will have a hatchback like the Cayman

73 Carrera RS 2.7 Carbon Fiber replica (1,890 lbs).  Former: 73 911S, Two 951S's, 996 C2, 993 C2, 98 Ferrari 550 Maranello

Carrara, according to the article the 991 features a service hatch similiar to the Audi A2 a few years ago. The engine itself is located behind several panels and, due to the aerodynamic concept and a new rear layout including the bigger wing, not easily accessible. ClassicDriver usually provides these topics in both German and English so they should come up with an English article soon.

 Okay I understand. I find it upsetting that now you can't view the gorgeous engine. It does make sense though. I hope they will make the service hatch sexy. haha.

The Stone Grey was getting on my nerves, so, a little PS...

Is the 7:40 Nurburgring time a disappointment to Rennteamers?  Somewhere in the prior threads I thought I read a sub 7:30 time. 

The original time stated was 7:37. How is that at all disappointing? We're talking a $90k Carrera S, not exactly an exotic car, and it's 10 seconds slower than the Carrera GT (granted 10 seconds is a wealth of time under the 8 minute mark). 7:37 is astonishing, actually. Imagine what the Turbo will do! I predict 7:22. For the GT2 RS, I predict 7:15...

 I bet the engine bay access is under this tape

 I hope you're correct. Access to some filler caps instead of an engine is just... Not "Porsche-ish".

I'm getting a headache hearing all the little tid bits of info, and from looking at all of these boring (yet some how wonderful) spy shots that are exactly the same, every time. I hear August 24th is the first press release. I'm not sure I could wait 'til July 24th!

 I would take the 7:37 lap time with a grain of salt. It is probably with all the sports options + ceramic brakes +  cups + ????  

 997.2 C2S, PDK, -20mm

Carrara:

 I hope you're correct. Access to some filler caps instead of an engine is just... Not "Porsche-ish".

 That's what the Boxster and Cayman have had since their respective introductions. 

fritz

Some of the Google translation is really amusing ...

RT Moderator - 997.1 Carrera S GT Silver/Cocoa, -20mm sports suspension/LSD, PSE, short shifter, SportDesign rims, Zuffenhausen collection

We have flown to South Africa to join August Achleitner, the man known as "Mr. 911," responsible for all 911-series cars, and 991 project leader Bernd Kahnan for the car's final chassis-tune shakedown. First question to Achleitner: "How will you keep the soul of the 911 intact?" He smiles and urges calm. "We sharpened the 911 by making it faster, more responsive, safer, and more environmentally friendly. But we didn't mess it up!"

That's certainly true of the bodywork, which is stretched and pulled but still unmistakably 911, even under the camouflage. The car's body is 2.2 inches longer than the outgoing 997 and sits on a 4.0-inch-longer wheelbase. This is to make real estate available for the coming-for-2016 hybrid version's electric motor and components. The front and rear overhangs are shorter, by 1.3 and 0.5 inch respectively, and the car's roofline is lower by 0.5 inch. Because our particular 911 S is outfitted with the sport suspension, it crouches an additional 0.7 inch closer to the pavement.

Dimensional changes to the greenhouse may seem equally small on paper, but they have the effect of making the whole car look sleeker. The windshield is more convex and its rake faster in the interest of aerodynamics -- the new 911's Cd is a claimed 0.29, identical to the 997's. Porsche moved the base of the A-pillars forward by 1.4 inches. And the center bottom of the glass punches out by a meaningful 3.2 inches so that, in combination with a full-length sunroof and more shoulder room, the cabin feels much airier than before. But the back seat is still only useful for the tiniest of children and dogs. Standing on 19- (regular 911) and 20-inch (911 S, optional for 911) wheels, the 991 looks ready to pounce.

Sliding into the car's seat is as easy as ever. The shells are made of aluminum and covered with flat, leather-wrapped pads, offering the comfort and lateral support we've come to expect from a 911. The major differences inside are the Panamera-like door trim, gauges, and sweeping center console, which sacrifices the 911's mechanical parking brake to the electronic gods. But thanks to the higher position of the shorter gear lever, the distance your right hand has to move from the steering wheel to the gearshifter is lessened. Small compensation for all the shared parts and the loss of the auxiliary steering control between the seats.

Crank the key with your left hand, and the engine wakes up with a low-frequency belch and a high-frequency whine. Sort of like a mother-in-law. The Carrera S is powered by the 3.8-liter flat-six with direct injection. It makes 400 horsepower at 7200 rpm, and the rev limiter doesn't kick in until 7600 rpm. The power is chopped up by either a seven-speed manual gearbox (yes, that's seven speeds) or the seven-speed PDK dual-clutch automatic, both made by ZF.

The base 911 loses the 3.6-liter; it now shares the 3.4-liter, direct-injected flat-six with the Boxster S. In the 911, it makes 350 horsepower at 6400 rpm and max torque of 280 pound-feet between 4400 and 6000 rpm. Like the Carrera S, it also offers the choice of ZF's manual or dual-clutch automatic seven-speed.

Porsche gave us a provisional 0-to-60 time of 4.5 seconds and a top speed of 186 mph. Launch control, a feature that will no longer be exclusive to PDK-equipped versions of the 911, should shave considerable time from that conservative sprint figure (we launched the previous Carrera S manual to 60 in 3.9 seconds).

Why are we so sure this bigger car will be quicker? Because it's lighter. Its curb weight is some 55 pounds lower than the 997's due to more extensive use of high-strength steel. And the hybrid version, with its aluminum chassis components and roughly 80-percent high-strength steel, will shave off an additional 22 pounds.

But, as noted, the hybrid Carrera S is four years away; it is due to arrive with the car's midcycle refresh. Even without dual-source power, though, the 2012 911 posts significantly better consumption figures than those of the outgoing car: On the European combined cycle, the 991 quaffs between 12 and 15 percent less fuel, depending on the engine and transmission configuration.

Achleitner hops behind the wheel and heads into the Hawequa Mountains on narrow R101 North out of Paarl. He changes throttle position more than is strictly necessary in order to demonstrate the flat-six's responsiveness. It sounds great -- roaring and burbling under increasing load, snarling menacingly after the engine comes on the cam at 3600 rpm. Above 6000 rpm, the sound coming from behind us is like that of a chain saw tearing down an oak. But we were long gone before we could check for sawdust.

As with the classic, raunchy engine note, steering sensitivity is one of the things that makes a 911 a 911. The development crew was intent on preserving its feel with the new electric-assisted system. "And yet," Achleitner tells us, "it does not transmit as much impact from bad surfaces as before." As we watch his hands work the wheel, we witness no corrections, not even slight ones, at high speed on rough surfaces -- a fairly large change from the more nervous 997.

Achleitner also demonstrates the car's reduced tendency to understeer at tight corner entries. The car reacts more neutrally and does not jiggle over expansion joints anymore due to the fitting of softer anti-roll bars and a 2.1-inch-wider track (60.6 inches) up front. Additionally, the new torque-vectoring differential helps to stabilize the car's back end during load changes in corners. The limited slip provides up to 28-percent lock under throttle and opens completely when you lift.

There was plenty of adjustment work needed in implementing new parts, as Achleitner explains: "For example, carrying over the dynamic engine mounts from the GT3 and the 911 Turbo is relatively simple. But to adjust them to work properly took us thousands of kilometers to dial in." It seems to have been worth the trouble. From the passenger seat, the 991 comes across as the most stable 911 ever built, with minimal loss of directional stability during braking and less front-end washout at the limit.

Of course, this new 911 comes with separate buttons for damper adjustment and dynamic driving modes, as well as the special "journalist button" to fully deactivate stability control, or as Porsche calls it, PSM (Porsche Stability Management). The system stays idle as long as the driver doesn't touch the brake pedal, at which point PSM kicks in again.

But what about the Nürburgring times, Achleitner? No Porsche story is complete without those! The regular 991 does it in 8 minutes 4 seconds, the 991 S in 7:50. "With the best setup, we did 7:37," he says. For some reason, he doesn't want to tell us what his best setup looks like. Maybe it's with the optional carbon-ceramic brakes. Or maybe it's all the little things adding up, as always.

Look at what has been posted here already..
 

regarding the time from the turbo: the current turbo S does 7.44..if the new one is 10s faster that would already be a lot - proportionally more than the gain from the normal 991..where the gain according to official words is sometimes close to 0..!!

read again what was said..

Carrara:

 I hope you're correct. Access to some filler caps instead of an engine is just... Not "Porsche-ish".

I am rather inclined to believe that the access is gained in front of the wing (consider the panel gaps). The watercooled models were already limited in accessibility, not to mention the 986/987 models. The aircooled models were visually dominated by the cooling fan and, on the older models, some proper carburetors. If Porsche takes care about the interface design this concept might even be looking very interesting.

Whatever one might say about the new car, I appreciate that Porsche is going a more revolutionary path than in recent years. Not only is the car entirely new, the increased wheelbase and front track will certainly make the car even better handling without loosing its characteristics.

Those who already own a Carrera GTS, shouldn't really worry about the 991. Unless they really always want the latest look, the latest fuel saving technology (7-speed manual for example) or more interior space, especially in the rear. The 991 chassis has been improved too and with no doubt, a professional driver in a 991 Carrera S could squeeze out  5-10 seconds less vs. the Carrera GTS on the Nordschleife but on a track which is over 20 km long, well...do the math.

Bottom line is: Carrera GTS buyers are lucky, they made the right choice, at least for the next 24-36 months.

Personally, I will have a surprise for you guys...soon. 

RC (Germany) - Rennteam Editor Porsche 997 Turbo, BMW X5M, BMW M3 Cab DKG, Mini Cooper S Countryman All4

RC:   Personally, I will have a surprise for you guys...soon. 

A little driving review, perhaps?  That would be great!

73 Carrera RS 2.7 Carbon Fiber replica (1,890 lbs).  Former: 73 911S, Two 951S's, 996 C2, 993 C2, 98 Ferrari 550 Maranello

RC, Having recently driven a GTS with the Aero package on the track, I agree with your thoughts on the GTS. For an average driver like myself the GTS is a great car and represents a great buy  for the next 3 years.  Also, looking forward to seeing the surprise you have in store for us.

2006 997 C2S Cab, Triple Black,  2006 Cayenne Titanium Iceland Silver Metalic New York

Believe Ferdie is correct, this pic was from earlier in the thread.

lexs4:

 "Believe me, there really is an engine in there!"  

fritz

RC:Personally, I will have a surprise for you guys...soon. 

My bet: you ordered a 997 GTS4 Cabrio !!!

Blueflame

blueflame:

RC:Personally, I will have a surprise for you guys...soon. 

 

My bet: you ordered a 997 GTS4 Cabrio !!!

Blueflame

 I' m betting gor the  GTS cabrio 

 997.2 C2S, PDK, -20mm

RC:

Those who already own a Carrera GTS, shouldn't really worry about the 991. Unless they really always want the latest look, the latest fuel saving technology (7-speed manual for example) or more interior space, especially in the rear. The 991 chassis has been improved too and with no doubt, a professional driver in a 991 Carrera S could squeeze out  5-10 seconds less vs. the Carrera GTS on the Nordschleife but on a track which is over 20 km long, well...do the math.

Bottom line is: Carrera GTS buyers are lucky, they made the right choice, at least for the next 24-36 months.

Personally, I will have a surprise for you guys...soon. 

Hi rennteam moderator,

What an honour to have you here

PS: You seem to be always well informed..bif Mr Achleitner talks about 8:05 for 991 and 7:50 -7:40 about the 991 S..then I wonder where you see the 10 sec gap?

Sport auto did the 997S.-2 with PdK with 7:50..

RC:

Personally, I will have a surprise for you guys...soon. 

997TT RS Tuning stage II,2011 Cayenne Turbo