The latest fully revised version of Porsche‘s hallowed 911 sports car marks less of a departure from its predecessor than previous versions have done in terms of its appearance.
It maintains its hallmark six-cylinder boxer engine, mounted at the rear of the car, which now produces 350hp in the entry-level Carrera and 400hp in the Carrera S. Coupe and cabriolet body styles are available from launch, while more extreme new versions such as the Turbo and GT variants have yet to be added.
Styling changes are very much evolutional and include a lower ride height, 100mm longer wheelbase, slimmer tail lamps and a mildly revised nose. Equally, the interior, which is exceptionally well built, is similar to that of its predecessor, save for minor updates such as a multi-function dial to the right of the rev counter and speedometer, which allows the driver to scroll through screens including a second satnav readout, mpg, engine vital levels and similar information.
A more noteworthy addition is the word’s first seven-speed manual gearbox. The extra cog acts as an overdrive gear for cruising purposes and cannot be selected unless sixth gear is engaged beforehand to avoid accidental shifts. Both manual and the PDK auto transmissions now come with stop/start too.
The Porsche’s beautifully composed handling and awesome power tick the box for driving enthusiasts. Ride comfort belies its sporting nature too, although intrusive road noise is a slight let down.
The high price and running costs limit the 911 to the echelons of top-flight executives and business owners. That said, strong RVs across the range make a case for it over the majority of high-performance rivals, as do 194g/km CO2 and 34.4mpg from the most economical version – the Carrera coupe when fitted with Porsche’s PDK automatic gearbox.
Expensive it may be, but the 911’s scintillating driving experience, exquisite build and no-fuss usability make it difficult to better in this category.
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