These are the clearest pictures yet of the highly anticipated new Porsche 911, spied testing in Germany. Spotted joining the public road, the car is almost completely free from disguise. The car will be officially revealed at the Frankfurt Motor Show in September. Look closely, and it鈥檚 possible to see how the firm鈥檚 designers have evolved the car鈥檚 legendary shape, adding sharper looking lights at the rear. The front end of the car is different too, and there鈥檚 a new look bumper, plus different looking headlamps - which are more oval in shape than before. Still lightly camouflaged, the lights take inspiration from the 918 Spyder concept car, revealed at last year鈥檚 Geneva Motor Show. The pictures also show the car鈥檚 new indicator arrangement, and modified hood opening, which is expected to give the car a more aerodynamic look. The side mirrors have also been moved onto the doors, rather than the wing.
As we have come to expect from Porsche, the new 911鈥檚 design is far from what we would describe as radical, however, drivers can expect a big boost in luxury, quality and functionality inside. According to sources, the refresh includes a Panamera-style centre console, and new leather trims. Under the skin, the car shares its front suspension and steering set-up with the forthcoming Boxster and Cayman, however, the rear suspension remains unchanged. Cars will continue to offer Porsche鈥檚 impressive PASM damper system, which allows drivers to choose between a series of different driving modes. The engine range is the same as that offered in the current 911 line-up. However, a new direct injection fuel system and stop and start promises to improve fuel economy by as much as 12 percent. Power upgrades are offered too, with the 3.6-liter flat-six Carrera model鈥檚 power and torque rising by 20bhp and 20Nm respectively, to 365bhp and 400Nm. The 3.8-liter unit in the Carrera S, meanwhile, gets 415bhp and 44Nm of torque. A six-speed manual gearbox will be standard, and the seven-speed PDK will be available as an option. Most buyers are likely to opt for the auto though, as around 80 per cent of current 911s feature the PDK dual clutch gearbox.
As with the outgoing GT3 RS, and Audi sedans of late, we鈥檙e floored by the 21-inch tires鈥?civility. That鈥檚 it for the exterior, mostly. Porsche preserved the 911鈥檚 sacred geometry: long rear overhang, short wheelbase, front fenders that dictate a lengthy bodyline. Any new elements are subtle, or rear-facing. Or both. Squint and nothing changed. This design feels cautious. More like 991.3 than 992. Don鈥檛 fiddle with your golden egg, Porsche maintains, lest it cracks. Thankfully, excitement boils under the decklid. The 992 Carrera S retains Porsche鈥檚 3.0-liter twin-turbo flat six. But there鈥檚 new injectors, an asymmetrical valve stroke (one valve opens further than the other), higher compression, re-jiggered turbos. The intercoolers straddle the engine now, expanding their footprint and the car鈥檚 heat capacity. The net effect: 443 hp at 6500 rpm (23 more hp than the outgoing car), routed through a PDK transmission that grew an eighth gear to stave off stops at Shell stations. We engage first in the PDK, tiptoeing through the pits at Circuit Ricardo Tormo, then blend onto the track past turn one.
Hammer throttle. The revised mill is manic and torquey. The turbos scream like boiling kettles in the midrange, octaves above the exhaust鈥檚 basso, rising to an almighty yowl at the 7500-rpm redline. Thank the optional sport exhaust for the symphony. Still, the 992 sounds huskier and livelier than the outgoing car. Hurtling into the track鈥檚 first curling left hander, we taste the brakes. Steel brake discs (350mm front and rear) are standard on the 992 Carrera S and 4S. Carbon ceramics are optional. The steel units reign in the 3487-pound Carrera 4S from triple digits, over and over, fade-free. Even right-seat stints beside Colgate-grin ambassador (and F1 鈥榮hoe, and LeMans champ) Mark Webber couldn鈥檛 swamp the basic steel units. During the lap, Webber worked the car, corner after corner, wiggling the 992鈥檚 hips. Video reveals him side-eyeing me, stepping the 911鈥檚 tail out, trying to fluster another crumply journalist. Arrogant of me. But it鈥檚 testament to the 4S鈥檚 talents.
I鈥檝e rarely felt more comfortable in a car after only a few laps. The 4S not only inspires absolute confidence, but also delusions of grandeur. It鈥檚 the way the Carrera 4S performs classic 911 courtesies without drama鈥攍ike that first pivot when you toss the thing into a high-speed bend, or the Skippy-smooth rotation during flying corner exits. The 4S flatters. Rarely has a modern, all-wheel-drive 911 felt this engaging, this vibrant, this playful鈥攖he outgoing 991 Turbo S and GTS included. The improved steering helps. On turn-in, the 992鈥檚 steering rack tenses immediately. No slop, just hyper-accuracy. Porsche says the rack is 11 percent quicker than the 991鈥檚. It鈥檚 not grainy and buzzing like the old stuff, but it stands out among modern electric racks. On throttle, the 4S鈥檚 wheel does go stiff, losing feel, but retaining accuracy. The numbness is likely a function of the powered front wheels, which receive 30 percent more torque than the last Carrera 4S. The car practically claws for grip mid-corner, muddying signals from the pavement to your palms.