Further back, new door handles sit more flush with the bodywork and the rear haunches are more pronounced. The rear also adopts the full-width tail-light design of other recently launched Porsche models. The new 911 also adopts a number of active aerodynamic features, including louvres within the front air ducts and a new rear spoiler claimed to provide improved downforce. Dimensionally, the new Porsche is said to have grown. The platform of the new 911 is said to position the engine more inboard than in any previous generation for improved weight distribution. Along with passive mounts on lower-end models, Porsche will continue to equip the more powerful models with dynamic mounts to help suppress movement of the engine鈥檚 mass under load for more neutral handling. The existing turbocharged 3.0-litre horizontally opposed six-cylinder engine will be retained for the Carrera and Carrera S. It adopts a number of changes to improve performance while reducing CO2 emissions, including altered turbocharger geometry and a new particulate filter. In the Carrera, power output is said to increase by around 20bhp to 390bhp. With added turbo boost and other minor tweaks, the Carrera S is likely to make up to 450bhp, some 30bhp more than today鈥檚 model. Both units are said to have undergone a weight optimising process, although the reductions are described as 鈥榠ncremental鈥? Indications are that the eighth-generation 911 could be the first to be launched without a single naturally aspirated engine in the line-up.
That's no bad thing, because if you extend the engine, it doesn't have as sporty the soundtrack you might expect. Thanks to the car's refined cabin, it's not noisy, but the four-cylinder thrum won't have you hunting for the rev limiter if you're shifting gear using the steering wheel paddles. While the numbers might have you thinking that the Velar P300 is a sporty SUV, the drive will tell you otherwise. The HSE R-Dynamic model we tested had the standard steel springs, and while they do a good job of soaking up bumps - you hear big potholes more than feel them - it's not really designed with cornering in mind. Body roll is well controlled, but there's a softness to the damping that means the Velar tends to lollop around corners in a way that a Jaguar F-Pace or Porsche Macan does not. Push harder and it feels like the Velar's suite of electronics are putting in a lot of effort to keep the car on the road.
A high centre of gravity means it's no sports car in the corners. The rotary Terrain Response controller on the centre console allows you to select a sporty R-Dynamic driving mode, but it makes little difference, save for a slightly sharper throttle and heavier steering. It's better to leave the car in Auto and let the electronics take care of things - and as long as you're not pushing the car hard, the Velar is a perfectly hospitable and comfortable SUV. Our car featured the Velar's trademark double touchscreen centre console, and while it's a magnet for fingerprints (stick a microfibre cloth in your glovebox if you want to keep it clean), they work well and are responsive to the touch. Space inside is good for five, too, while the quiet and refined cabin makes the Velar a comfortable and relaxing cruiser. However, this HSE R-Dynamic P300 starts from 拢67,500, which is a bit steep. You wouldn't feel short-changed by choosing the standard car, though, and you could save a couple of grand if you went for the slightly less powerful P240 - or indeed, one of the diesels.
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