Crown

I think that Agate Grey Metallic paired with Espresso would make the ultimate combination!

Just imagine walking up to this:

And being greeted to this when you sit down:

INCREDIBLE!!!

The one I like the gray agate with espresso inside !!!!!!!!!!!!

Hello I'm from barcelona

I'm going to buy a Porsche 991, but I always liked the 4s, someone can tell me exactly when it goes on sale? If I had to wait long, I'll buy the s.

Thank you. incredible Web

Welcome Cristian,

Around summer next year I believe but there is never an exact date. The Cab version still has to arrive before the AWD version normally.

--

Hi Cristian - welcome (although I'm quite new here too!)

Why do you want a 4S?  I always wonder why guys here in South Africa buy 4's too - surely it's only really a benefit for winter driving conditions..?

Some might say it's even a compromise - and that the 2WD is a better car for all other conditions..?

Regards

the 2S is funster than the 4S......and apparemtly the 991 is even more planted than the 997.

Hi Carlos! Thanks:)

BUDSTERThanks for the welcome, it's amazing the level of people's cars on the forum:)
I always liked the 4s, first because it is fatter, and second because it will be my only car and I want to catch them in the rain, but I want to try the December 1 the race to see how it works.

Another thing: You live in cape town? My girlfriend is going there in December and January to work as a model.
I would like to see it go 15 days vacation.

MY ENGLISH IS A SHIT I'M USING THE TRANSLATOR :)

Cristian991:

Hi Carlos! Thanks:)

BUDSTERThanks for the welcome, it's amazing the level of people's cars on the forum:)
I always liked the 4s, first because it is fatter, and second because it will be my only car and I want to catch them in the rain, but I want to try the December 1 the race to see how it works.

Another thing: You live in cape town? My girlfriend is going there in December and January to work as a model.
I would like to see it go 15 days vacation.

MY ENGLISH IS A SHIT I'M USING THE TRANSLATOR :)

 

I think you might be wrong. The regular CS should be faster than the 4S except in horrid conditions.

haha, good one! 

+1

Cristian991:

Another thing: You live in cape town? My girlfriend is going there in December and January to work as a model.
I would like to see it go 15 days vacation.

Hey Cristian - this is such a co-incidence!  I am the official consul assigned to look after models when they come to Cape Town!   

You don't believe me?  Well, OK - it was worth a try...

Back to the topic - it's interesting you like the "wide" body of the C4 - I recently posted a question of why Porsche don't offer the C2 in widebody form as an option, as it would be so popular...  Leaving the concept of a widebody C2 until the end-of-model GTS is cool, but I can't believe it's the best economic model...

Maybe you should buy a 997.2 Carrera 2 GTS...?  (It's what I'm doing...)

Budster:

Cristian991:

Another thing: You live in cape town? My girlfriend is going there in December and January to work as a model.
I would like to see it go 15 days vacation.

Hey Cristian - this is such a co-incidence!  I am the official consul assigned to look after models when they come to Cape Town!   

 

You don't believe me?  Well, OK - it was worth a try...

Back to the topic - it's interesting you like the "wide" body of the C4 - I recently posted a question of why Porsche don't offer the C2 in widebody form as an option, as it would be so popular...  Leaving the concept of a widebody C2 until the end-of-model GTS is cool, but I can't believe it's the best economic model...

Maybe you should buy a 997.2 Carrera 2 GTS...?  (It's what I'm doing...)

 

Exactly! That way if you can't order a wide body on the C2, you'll be enticed to get the C4 and spend more money!

But we all know the C2 is better behind the wheel, while the C4 is better in the car following it.

Platinum next to a Racing Yellow car, Dark Blue metallic and Guards Red.

maybe just me but somehow the 991 reminds me the 996

Another Racing Yellow.

Racing yellow looks good on the 991, yellow is the new white 

2012 Cayenne S White/Espresso 

Ex: 993 Targa, 986S, 986 and 964 C2

Yellow looks good. Postauto as we say here 

Hm, the yellow in the first photo is a 997. Sure this is racing yellow and not speed yellow?

997.2 Carrera S in Carrara White. PASM-Sport Suspension (-20 mm), PSE.

987.1 Boxster S in Arctic Silver. OZ Racing Ultraleggera HLT Wheels, H&R Monotube Coil-Over Suspension, H&R Anti-Roll Bars, Sachs Racing Clutch, Single-Mass Flywheel, Recaro Pole Position Seats, PSE.

Have a look at this article from automobilemag.com below - "First ride in a 2012 Porsche 991".  Interesting especially because of the quotes attributed to Walter Rohrl and August Achleitner (see the text I bolded in the story below).  Not all 911 drivers are going to be equally thrilled to read this - especially those who enjoyed driving the car precisely because of (rather than in spite of) its quirks.  Enjoy.

It looks familiar. It sounds familiar. It is definitely a 911. But unlike the 997, which was a cleverly cost-conscious metamorphosis of the 996, the 2012 Porsche 911, code name 991, is an all-new car. Its body, which now uses aluminum for the doors, fenders, and engine- and luggage-compartment covers, features a much more modern, cab-forward design. The new interior is inspired by six generations of 911s but also takes cues from the Cayenne and the Panamera. In addition, the engineers have prepared a new evolution of boxer engines, the world's first seven-speed manual transmission, and a chassis with a bigger footprint that creates a more confident stance for Porsche's icon.

"The 991 takes a step ahead in all key areas," states chief engineer August Achleitner, a twenty-eight-year Porsche veteran who has been involved with every 911 since the 1990-94 964-series.

"The new model is even better balanced, even more compliant, even more untouchable," claims Walter Roehrl, multiple rally champion now involved with Porsche development. Both men will be demonstrating the new 911, while we ride along to get our first taste of the latest Porsche.

Still fit as a fiddle at age sixty-four, Roehrl is an eerily fast yet incredibly smooth driver. Despite the light drizzle, the lanky Bavarian establishes what felt like a new speed record on the sleepy Nockalm pass, which is dotted with 90-degree hairpins, blind crests, and pupil-widening sweepers. It was on this very road that Ferry Porsche and senior designer Karl Rabe put their type 356 roadster through its paces back in the late 1940s.

Seemingly immune to g-force, oncoming traffic and wayward cattle, Walter keeps talking while tap-dancing on the pedals and twirling the wheel. "There! Follow the nose of the car. See? It turns in like a swoosh. And it sticks, sticks, sticks. No more understeer. Incredible. All that tugging and pulling is gone. This 911 no longer fights its driver. Instead, it follows the line like a ruler, stays flat as a Dover sole, and is so well balanced you would never believe the engine sits aft of the rear axle."

Driver change. Roehrl steps out, Achleitner hops in. The steering wheel whirs into position at the push of a button. He adjusts the new eighteen-way adaptive sport seat, which has adjustable side bolsters, heating and ventilation, extendable cushions, and multidirectional lumbar supports. My hope that Achleitner will select a more leisurely pace is squashed the instant he takes off, revving to 7500 rpm in first and second gears and using every inch of suspiciously slippery blacktop through the fast sweepers that lead to the summit. "The wider front track makes all the difference," claims the chief engineer. "It rivets the front end to the tarmac, eliminates any trace of nervousness, and enhances stability and confidence. The longer wheelbase helps, too. The 991 simply feels more grown-up, more competent, more sure-footed. Those who regularly push the car to the limit may appreciate special equipment packages that further enhance braking, cornering and roadholding."

Extras on our lime-gold metallic Carrera S include carbon-ceramic brakes, Porsche Torque Vectoring Plus with dynamic torque distribution via a side-to-side differential lock, active dampers with a lower sport suspension, twenty-inch wheels, magnetorheological engine mounts, and PDCC active roll compensation. This system employs hydraulic extension elements that split the antiroll bars to reduce unwanted body movements, flatten the ride, and enhance roll stiffness. Which of these options are must-haves? Roehrl and Achleitner look at each other, mutually search for words, and eventually agree that even the no-frills base 911 should satisfy most needs.

A lot of controversy accompanied the gestation of the new electric power steering that debuts here. It is lighter and more efficient than the previous hydraulic system, but does it provide the same quality of feedback and response? "Early on in the development process, we had problems on low-friction surfaces," recalls Roehrl, who drove the car near the Arctic Circle and on the Nuerburgring. "The phenomenon was called snap-over, and it only showed at the limit when ultrafast corrections were required. But engineering quickly fixed it, and the fix was later backed up by various software updates. Although the new steering may face an acceptance problem among some Porsche purists, in my view it is superior to a conventional rack. In critical situations it can support the driver, for example, by enhancing the self-centering motion or the directional stability on split-friction surfaces." Extra money buys Power Steering Plus, which can adjust power assistance at speeds below 30 mph and in particular during parking maneuvers.

Our roller-coaster drive through the most picturesque parts of Styria, Carinthia, Salzburg, and Tyrol put the new 911 through a continually changing set of paces. On the narrow and winding toll road that leads to the top of the Malta valley, the Porsche impressed with newfound maneuverability. Up and down the challenging Katschberg, we relished the extra torque in combination with the higher rev limit, as well as the more powerful brakes that benefit from bigger cooling ducts, lighter discs, and six-piston front calipers.

On paper, the 400-hp new 911 Carrera S is only a blink of an eye faster than last year's 385-hp 997. At 4.3 seconds, the PDK-equipped version accelerates to 62 mph 0.2 second quicker than the model it replaces. In terms of top speed -- 188 mph versus 186 mph -- it's basically a dead heat. In real life, however, there is much more between these two siblings than the numbers suggest. In direct comparison to our best-of-the-old 911 GTS chase car, for instance, the new 991 was lighter on its feet, more agile, more stable, and more homogenous overall. But what exactly are the elements that make the difference?

Chief engineer Achleitner: "Depending on specification, we took out between 30 and 45 kilos [66 to 99 pounds] in weight, and it shows. In addition, we extended the wheelbase, widened the track, lowered the suspension in two steps by up to 20 millimeters [0.8 inch], and modified the proportions. These measures permit higher cornering speeds, help to speed up turn-in, and allow only a relatively small measure of understeer and oversteer." It seems as if the days of tricky-handling 911s are over.

Since Austria has embraced the mobile radar trap, Roehrl was careful before he put his foot down and let the car fly. In the 911, part throttle is by no means a joyless anticlimax. Thanks to a variety of new fuel-saving techniques (including automatic stop/start), it is actually fun to squeeze extra miles out of the 16.9-gallon tank. Perhaps the most intriguing is the free-wheeling mechanism, which decouples engine and transmission. To summon it, you can either lift off -- but not quickly -- or select the highest available ratio via the upshift paddle. In response, the engine speed drops to idle and the gear indicator displays the ratio in which the journey is going to continue.

At the end of day one, the onboard computer readout indicated an average of 31.7 mpg. These numbers were influenced by slow-moving traffic from Stuttgart to Gmuend. The thirst increased quite a bit on day two, but despite Roehrl's habit of pushing the engine to its 7800-rpm fuel cutoff, there was no need for a second pit stop. Surprisingly, the elevated rev level does not seem to affect consumption. The 3.8-liter flat six needs 7400 rpm to dish up 400 hp, which compares to 385 hp at 6500 rpm for the old engine. Perhaps even more significant is the shape of the torque curve; it now peaks at 5600 rpm, where 325 lb-ft of torque is on tap. In the previous car, 4400 rpm was enough to produce 310 lb-ft. The same high rpm ceilings apply to the base Carrera engine, which has been downsized from 3.6 to 3.4 liters but nevertheless has gained 5 hp and a claimed sixteen percent in efficiency.

Roehrl and Achleitner whipped the new 911 through the historic hunting grounds with so much verve and ambition that Ferry Porsche would have been proud. Although the passenger seat was definitely the second-best place for this experience, I was able to learn a lot about the new car's many virtues and few vices. Perhaps the most significant dynamic asset is the almost total absence of understeer. The 997-series 911 would grab every opportunity to shy away from the apex. Only the very brave -- or stupid -- pushed the 997 into oversteer. Mastering the monster made you feel like a hero, but the 997 was never quite as quick as this incredibly balanced 991-series 911.

When we asked Roehrl to put in a couple of sideways stints, his face lit up and he instantly shifted down a gear or two. But we soon found out that this 911 is now a talented carver, no longer a casual slider. "This can't be true," he said. "Maybe I need first gear. No, we're running out of revs much too soon. Second then, perhaps, let's try again. Go, go, go! Still does not want to do it. Just does not want to do it. Maybe it's my driving style. I always need to have the car absolutely straight again at the exit of the bend. That's better now, much better. But I was expecting more attitude, much more attitude." It was not to be. According to Achleitner, tail-out mode is not only counterproductive, "it also is no longer part of the car's character the way it was in older 911s. The 991 is more communicative than its predecessors, but it is never tail-happy. It won't lose its temper, preferring to deliver rather than to show off. Don't forget, however, that this is only the first chapter of an even more complex story. Although there will be sharper and faster variations of the theme, accessibility remains a prime objective."

Of course, this Porsche is not devoid of flaws, but at this point it's difficult to decipher them. The front suspension of our example felt a bit stiffer than it should; Sport Plus again makes sense only on the racetrack, where its extreme calibration pays off; the stability control system still lacks a user-friendly in-between mode; there is no indicator to alert you that you are in coasting mode; and the long options list lacks any camera-based driver-assistance systems. In a nutshell, there is not much to complain about but plenty of reason to wax lyrical. After all, this 911 epitomizes the fine art of evolution. It is both trendsetting and tradition-conscious, and it is a promising sequel to one of the planet's greatest sports cars.

Read more: http://www.automobilemag.com/reviews/driven/1111_2012_porsche_911_carrera_s_driven/suspension.html#ixzz1algMER3e

Expected...

There is no try. Just do.

Wow, that red looks so good .....

2005 997S Blk/Blk

To me, Porsches do look best in black! No other car on the planet looks better in black! No wonder they release special Black series of their models. Speeks a lot about their feelings as well.

dxpetrov:

To me, Porsches do look best in black! No other car on the planet looks better in black! No wonder they release special Black series of their models. Speeks a lot about their feelings as well.

I've had black for seven years.  It's time for a change.

2005 997S Blk/Blk

Nooo, black is the new black....

- "I see dead pixels..."
- “When the only tool you have is a hammer, everything looks like a nail.”

No.... black was the new silver then white was the new black. Now silver is the new white again

For you maybe, but the populus is going white again from silver hehe.

Black is sweet but I clean and buff too much.

I'm still in love with all darker blues.. especially BMWs carbon black (very dark blue) No idea why.

indeed shifting is ancient technology - so is a fuel burning engine..  I happen to like both :) 

ISUK:

No.... black was the new silver then white was the new black. Now silver is the new white again

Hey Iain, I want some of that stuff you've been smoking.

The secret of life is to admire without desiring.

Atzporsche:

For you maybe, but the populus is going white again from silver hehe.

 

White has been overdone in the UK market and there will be too many used examples in the next 12 - 18 months. I like to stay ahead of the heard

Rossi:

Hey Iain, I want some of that stuff you've been smoking.

Wow, nice pics ISUK!! Thanks