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There were few complaints about the 997鈥檚 insides apart from the tendency of the bolster on the driver鈥檚 seat to wear and fray, but with the 991 Porsche has produced a more plush interior with more robust wearing surfaces. Most noticeable is the 鈥榗orporate鈥?raised centre console housing the gearshift, a development first seen on the Carrera GT and more recently extended to the Cayenne and the Panamera. The handbrake lever has also disappeared, replaced by an electric parking brake. The combination of more space and richer materials has elevated the 911鈥檚 cockpit to a distinctly 鈥榞rand touring鈥?environment rather than that of a mere top flight sports car. The most consistent criticism of life aboard the 997 was the level of tyre roar transmitted to the cabin. This is lowered on the 991 we tried, which had optional 20-inch Carrera Classic rims, and on 19-inch wheels tyre noise is less intrusive still. If there has been any negative reaction at all to the revised interior, it has been of a certain 鈥楶anamerisation鈥? which seems to some be taking the 911 ever further from its ethos as a sports car.
To understand the real difference between the 991 and the 997, you have to look beneath the sheet metal. The 991 carries over only the 9A1 engine and the PDK transmission from its predecessor, while the rest of the car is all-new. While the PDK remains as on the last 997, the manual gearbox now becomes a seven-speed as standard, giving the economy of a very high top gear with the pleasures of self-shifting. Porsche UK says that sales of PDK to manual were 70:30 for the 997. It won鈥檛 hazard an estimate for the 991, but Porsche North America is talking in terms of a 50:50 split. Porsche says that it is possible to get one generation of a model from a given chassis, and at the very most, two. Effectively, the underpinnings of the 997 were those of the 996, a design that managed an impressive thirteen-year lifespan.
For comparison, BMW鈥檚 forthcoming new MINI will have an entirely new chassis after barely a decade. New in 1997, the structure of the 996 was modified several times. The advent of the 997 meant bigger wheels, which required more space, and the chassis itself has periodically had to be reinforced in places to meet evolving safety norms requiring impact absorption from more angles. A longer wheelbase improves stability and the wider track means that a slightly milder anti-roll bar can be employed at the front, thus reducing the tendency to understeer, an inherent 911 trait. As it stands, the revised front and rear running gear combined with the larger dimensions make the 991 a different handling Porsche than the 997, particularly in terms of stability. A 911 is an invitation to the keen driver to press on, and the 991 is no exception. While it does feel like a larger car, it loses nothing in terms of the 997鈥檚 outstanding cornering agility, and deals with imperfections better, endowing a more refined yet no less rapid ride.