Porsche 997 V Porsche 991 Head-to-head
The 991 is nevertheless a landmark Porsche. The other significance of the latest 911 is that it is the model that will represent the icon on its 50th birthday - an unprecedented anniversary in automotive model history. Although it has been six months since its launch, so understated are the visual changes between the 997 and 991 that a second and longer glance is required to confirm the sighting of the newer model. Even then, it is difficult to take in all the detail, and the 991 really demands a further viewing to begin to form an opinion. The first and unexpected impression, though, is how Porsche has changed the roofline. The 991鈥檚 is lower, and the windscreen is more heavily raked, seeming even to shorten the bonnet. It is interesting that the lead stylist for the 991 is Tony Hatter, he of the 993, whose imaginative plans for the roofline of that car were never realised due to lack of budget. How different it all is almost 20 years later.
From that roof, the eye is drawn to the 991鈥檚 slightly raised rear quarters, a striking new feature which incorporates the slimmer and, to some eyes, more elegant brake and side lights. On the subject of lighting, at the front the new model slightly forsakes the 997鈥檚 headlights, which had pleasingly reprised the 993鈥檚, themselves reminiscent of early racing Porsches. The 991鈥檚 headlight glass is a more raised oval and wraps itself around the wing. It鈥檚 a mild shock, though not as much as the 996鈥檚 fried egg look was. Time will tell whether people get used to it or if the 991 Gen2 will feature a redesign, but even from the side the eye picks up the headlamp first, and not the most fundamental change, the 100mm longer wheelbase. So smoothly does this merge with the 20-inch wheels, now standard on the S (19-inch on the Carrera) that you begin to realise that with the new 911, Porsche has a significantly bigger car.
The overall effect is bigger, but it takes some time to become apparent. Simple details like mounting the side mirrors on the doors rather than the window frame is a pleasing acknowledgement of a traditional Porsche style last seen on the 993, but they now fold in automatically. Porsche鈥檚 main objectives with the cabin of the 991 were to enhance quality and equipment, and to improve refinement. The 991鈥檚 greater - if deftly disguised - dimensions are reflected in the cabin where the immediate impression is one of airiness, a spaciousness quite unlike previous 911s, which is reflected in the greater shoulder room. Seats have more fore and aft movement, and the rear of the cabin now offers increased luggage/occasional passenger space. The new chassis allows for a deeper boot at the front, too. The 997鈥檚 sports seat becomes standard on the 991S, with the previous Sport Plus variety as an option.
These seats are firm yet particularly supportive, with the only criticism being that they might be a little tight for those with larger figures. With its base 77mm further forward, the angle of the windscreen is also very different from what the 996/997 driver is used to surveying, and those famous 911 wings are now slightly more visible. The standard steering wheel is flatter and wider, too, making it all the better for appreciating the 991鈥檚 electrically assisted steering. The dashboard largely retains the successful 997 layout, the main change being the conversion of the warning light fourth dial to a more useful information screen which replicates the display. Among other information, this includes the sat nav screen (where it is more accessible to the driver), and also the cornering G-force readout delivered by the optional Sport Plus Chrono. What is most striking about the new interior is that the long march to improve quality, which began after unprecedented criticism of the 996鈥檚 cabin, goes on.