2012 Porsche 911 Carrera, porsche 911 carrera price, porsche 911 turbo, porsche 911 carrera review, porsche 911 carrera s cabriolet

The Porsche 911 became an icon almost the instant it arrived nearly 50 years ago, so when it comes up for a redesign, relatively small steps have usually won the day. Bowing at the 2011 Frankfurt auto show, the seventh-generation 911 Carrera and Carrera S may look to follow that pattern at first blush, but there are some radical changes—albeit not as large as the shift from air- to water-cooled engines—underneath the largely familiar shape.

The new Porsche 911 is scheduled to be released in 2012. This 48 year old car, fundamentally unchanged since being first released, is now entering a new stage in its storied history. If this car would be up to the hype is a completely different story. But looking at its specs, the 2012 911 Carrera has everything needed to carry the 911 name proudly.

Exterior

The shape is still the same old 911. But for 2012, it features some changes. For instance, despite a reduced overall height, the wheelbase is increased by almost 4 inches. A visual impression of width, from the traditional wide arched fenders to the new side mirrors, is created quite spectacularly. But the modifications on the exterior is more than just skin deep. The body panels are composed of an aluminum steel composite that allows a reduction of weight by about 100 pounds compared to last year’s model. In addition, it is aerodynamically constructed, with an overall drag coefficient of 0.29.

Iconic Details, Bigger Package

Indeed, as we’ve seen from a preponderance of spy shots, Porsche designers made sure the new 991 generation looks the part. Its iconic fender shapes, ovoid headlamps, and fast tail remain, but it looks fresher and sleeker. The nose has a more aggressive lower fascia, although the LED running lights are still located directly atop the intakes. The headlamps gain more complex innards, and the side mirrors move from the A-pillar to the door. Around back, the taillight elements are squinted and smaller, the chunky blocks around the license plate have fallen off, and the quad exhaust finishers are replaced with a more understated duo of outlets.


Sitting lower overall, the stretched wheelbase (by 3.9 inches) gives the car a lower stance, an impression furthered by the wider front track. Porsche is withholding full specifications, but we’re told the overall length is only slightly up from the 997 generation. The new body makes more use of aluminum and Porsche says it’s 100 pounds lighter. It retains the same 0.29 Cd, and now is said to have virtually no front or rear lift, thanks in part to a wider, variably extending rear spoiler.

The new cabin reflects the Porsche Carrera GT–like design that’s marked new Porsches since the Panamera, with a sloped center tunnel placing the shifter closer to the steering wheel. The execution is simpler than in the Panamera or Cayenne, though, with fewer buttons. The traditional five-pod instrument cluster keeps a large tachometer in the center, while a useful multifunction color display finds a home to the right of that. The 2+2 seating layout remains, but don’t expect those tiny back seats to offer much more room even with the extra space between the wheels.

The Juicy Stuff

The 911 is a driver’s car, and our extensive experience in a prototype confirmed that Porsche kept dynamics at the top of its priority list. We’ll have to wait for a turn behind the wheel of the finished product, though, before our fears are allayed regarding the 2012 911’s electro-mechanical power-steering system. We wouldn’t normally be this skeptical, but a big steering change made in recent BMWs—to a fully electric system—resulted in a numb tiller, so we’re feeling a bit burned. A Porsche spokesman, however, tells us that the setup is specific to the 911 and that “the steering is the most important part of a Porsche.”

Performance

Other mechanical updates include a new engine for the base Carrera. Downsized by 0.2 liter from its previous iteration, the 3.4-liter flat-six (it’s different from the 3.4 found in the Cayman and Boxster) in the 991 will make 5 more hp than the 3.6, for a total of 350. The Carrera S will get 400 hp from its 3.8-liter, an increase of 15. Porsche claims a PDK-equipped Carrera will hit 60 mph in 4.4 seconds, or 4.2 when dispatched with the assistance of the optional Sport Chrono package’s launch control. Those times drop to 4.1 and 3.9 seconds for the Carrera S. We figure we’ll see a tenth or two better than Porsche’s estimates. Maximum velocity is 179 mph in the base car and 188 mph in the S.

The 2012 Porsche 911 has debuted in the 2011 Frankfurt Auto Show last September. And it is safe to say that the world has glimpsed the future of the legendary 911. And truth be told, it is still as good as ever.

U.S. dealers will start receiving shipments of shiny 991s next February, and you might need the intervening months to save for the price increases: $83,050 will be required for a base Carrera, a jump of $4300, while a Carrera S will set you back $97,350, $5900 more than last year. Porsche says both models will pack substantial increases in standard equipment that justify the hikes, but we’ll have to wait until next month in Frankfurt to learn more.

This is, of course, just the first fusillade from the type-991 911 cannon: Plenty of variants will be spun off from this basic coupe, including a next-gen cabriolet, Turbo, Carrera 4, GT3, GT2, Speedster—well, you know the drill.

Video:
2012 Porsche 911 Carrera S Coupe - design analysis with Michael Mauer


2012 Porsche 911 Carrera S 400hp (Carrera 350hp) official teaser, 16% more efficient fuel/emissions


2012 Porsche 911 Carrera CGI animation promo


2012 Porsche 911 (991) TV-commercial


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