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The seventh version of the Porsche 911 sports vehicle, which replaced the 997 and was presented at the 2011 Frankfurt Motor Show on September 15, is known internally as the Porsche 991. Only the third platform since the original 911 arrived in 1963, the 991 was completely new (the 996 of 1999 was the second new platform). With 233,540 units produced, the 991 generation’s production came to an end on December 20, 2019.
In This Article...
The final Porsche 911 of the 991 generation leaves the factory.
The 991 series has been the most thoroughly developed iteration of the 911 to date and has also been the most successful, with 233,540 vehicles made. The last example, a 911 Speedster, has just left the assembly line.
Porsche AG’s Chief Research and Development Officer, Michael Steiner, has said: “Porsche is a symbol of both innovation and history. The 911, the brand’s centerpiece, is the clearest example of this. In 1963, the 911 took the place of the 356 and throughout the years, our rear-engine vehicle developed into an unrivaled sports car icon. Particularly the 991 generation has raised the bar for performance, maneuverability, and efficiency. To have to send it go into retirement makes me feel both proud and a little sad. I can speak for myself when I say that owning a 991 has been a great pleasure.”
Porsche 911 Carrera S 991.2
In order to experience the 991.2, Porsche had taken us to Tenerife, the largest of Spain’s Canary Islands, which also happened to be the site of aviation history’s worst accident (two 747s managed to crash into each other). People were skeptical, if not outraged, because the engine had a turbocharger. Would the 911 of the average person be destroyed if natural aspiration was removed?
A hill climb on a section of road that was blocked off was the first order of the day. I stepped into a Miami Blue car that was completely equipped (PDK, rear-wheel steer, PASM, carbon brakes, etc.) and sped up the hill. I’ll never forget leaving it at the top, taking a moment to collect myself by gazing out at the Atlantic Ocean, and then turning to address a small group of reporters and Porsche enthusiasts by calling them “Baby supercar.” It was ridiculously good.
What the Porsche 991 taught us: chassis
The 991-generation of the Porsche 911 has been in production for four years as of this writing. With the facelifted, turbocharged second generation scheduled to debut by the time of the Frankfurt Motor Show in September, we decided to take a look back at what we’ve learned from the 991 so far before moving on to Ireland’s stunning Wild Atlantic Way in a C2 GTS.
Part one of our assessment focused on the 991’s performance, and part three will examine the crucial driver experience attained when operating the most recent 911. Today, however, we’re focusing on the chassis because this is where much controversy surrounds the 991’s authenticity as a genuine Porsche 911.
Engine location is the main problem. The flat six engine of the 991 is positioned more above the back axle than behind it. This raises doubts about the 991’s claimed rear-engine design, especially in light of the full-bodied rear-engine design of every Porsche 911 that came before it. The’mid-engine’ feeling is allegedly made worse by the 991’s expanded wheelbase, which is 100mm longer than that of the previous generation 997, as well as the engine’s progressive move forward.
Fortunately, the handling requirements for the 2WD and 4WD 991 Carrera models are the same. The beauty of an all-wheel-drive 911 is that it still drives like a rear-wheel-drive sports car, but to be fair, the same was true of the 997.
The intelligent torque distribution panel on the fourth digital pod is a valuable tool for demonstrating how the 991’s system intelligently distributes power between the front and back axles, giving you more of a rear bias precisely when you need it and throwing more power forwards when necessary. There are times when a 4WD 991’s extra grip is noticeably felt, and in the rain, the car seems unstoppable without sacrificing the level of participation that all great sports cars ought to have.
Last but not least, we urge you to strongly consider Porsche Dynamic Chassis Control when spec’ing your 991. Even though it costs PS2,185, it’s definitely worth it. The car is consequently more naturally well-balanced through curves, enabling you to handle them as easily as if you were on rails. This is accomplished by using hydraulically activated cylinders to distribute the load of the vehicle through the front and rear anti-roll bars.
Some people complain that PDCC removes too much sensation, but we believe Porsche skillfully kept just enough to allow the driver to load up the car through a corner without being desensitized to its allowable limits. It’s just one element of a flawlessly executed Porsche 991 chassis arrangement that significantly improves upon the 997 while remaining unmistakably a 911.
What distinguishes a Porsche 991 from a 992?
With this update, the 992 is 12% larger and allows for lower intake-air temperatures. For inhabitants of the Los Angeles, CA, area, the all-new 992 boasts a larger central intercooler at the back that replaced the twin intercooler units of the 991. Better exhaust flow results in better power delivery.
What distinguishes a Porsche 997 from a 991?
Even though the 991 has been on the market for six months, the aesthetic differences between it and the 997 are so subtle that it takes two looks to be certain you are looking at the newer model.
According to Porsche’s data sheet, the 991 is 2.2 inches longer than the 997, has a front track that is two inches wider (or, more specifically, 46mm on the Carrera and 52mm on the S), and has a much longer wheelbase. Although it seems radical, it is far more nuanced in reality.
Even then, it can be challenging to take it all in, so you should really watch the 991 again before forming an opinion. But the first, and most surprising, impression is how Porsche has altered the roofline. The 991’s windscreen is more sharply raked and lower, seemingly shortening the bonnet.
It’s intriguing that Tony Hatter, the lead stylist for the 993, whose innovative designs for that car’s roofline were never carried through due to lack of funding, is now working on the 991. How different everything is now, over 20 years later.
The 991’s slightly raised rear quarters, a striking new design element that incorporates the thinner and, in some people’s eyes, more beautiful brake and side lights, attract the eye from that roof.
Regarding lighting, the 993’s headlamps, which pleasingly echoed the 997’s and themselves were reminiscent of early racing Porsches, are little forsaken by the new model at the front. The headlight glass on the 991 has a raised oval shape and encircles the wing.
Although not as much as the 996’s fried egg appearance, it nevertheless comes as a little shock. It will take time for people to adjust, but even from the side, the eye is drawn to the headlight rather than the most significant modification, the 100mm longer wheelbase.
This blends so well with the 20-inch wheels that are now standard on the S (19-inch on the Carrera) that you start to realize Porsche has a substantially larger car with the new 911.
With the new 911, you can see why Harm Lagaay once said that Porsche was “the recognised master at putting the right amount of surface tension in its design”: those sweeping curves have a harmony that even a die-hard Porsche traditionalist wouldn’t dispute. Lagaay served as Chief Stylist at Weissach from 1989 to 2004.
Although the total impact is greater, it takes time for it to be felt. Although they now automatically fold in, small elements like placing the side mirrors on the doors rather than the window frame are a welcome nod to a classic Porsche design that was last used on the 993.
What does Porsche’s 992 mean?
The eighth version of the Porsche 911 sports car, which Damien Wright unveiled on November 27 at the Porsche Experience Center in Los Angeles, is known internally as the Porsche 992. 911 Porsche
A Porsche 991 is collectible, right?
Some people would mention the GT2 RS, however that vehicle is not a rare one. The wonderful thing about this car is that it’s a daily driver and not a track-focused hardcore variation. It may be the world’s most expensive daily driver. The 911 (991) Turbo S Exclusive Series Is So Collectible for These 5 Reasons
A Porsche 991 costs how much?
For the 911 Carrera, there are two variations available on the used market: 991.1 and 991.2. Additional versions include the Base and S models, as well as coupe or convertible body designs. One thing to note is that the number of cars available has decreased dramatically from the previous calendar year.
With the current situation, the price of 991.1 has increased significantly. In addition, prices for a given mileage are higher now than they were last year due to a lack of supply.
The 991.2 is highly popular and makes up a large portion of the market, but the 991.1 has a rather weak presence. Costs of the 991.2 have generally decreased for later model years, but prices of the 2018 and 2017 versions have slightly increased.
The launch of the 992 is partly to blame for the abrupt decline for the 991.2. Prices are extremely solid in the 992 markets, with many still trading at list prices or slightly above. In contrast to other manufacturers, Porsche is doing an excellent job of regulating the market by not oversaturating dealerships. That won’t last for very long, though, as 2022 models are being rushed into the market.
The meaning of Porsche 997
Porsche’s internal designation for the Porsche 911 sports vehicle between 2004 (as Model Year 2005) and 2013 was “Porsche 997.” Porsche is a German automaker. Early in 2004, the Carrera and Carrera S coupes entered into production. In November 2005, all-wheel-drive Carrera 4 and Carrera 4S deliveries to customers started. In late 2006, the Turbo and GT3 derivatives went on sale, and in 2007, the GT2. In addition to the coupe and cabriolet models, the Carrera 4 and Carrera 4S were also offered in Targa versions, which maintained the “glass canopy” roof style until the 991 when it switched back to the traditional targa top arrangement found on the early 911 Targas.
The 997 was a development of the 996 that came before it, with the interior and external style seeing the most major improvements. Of particular note was the switch from the 996’s “fried egg” headlamps to the more traditional “bug eye” headlamps. The automobile is mechanically extremely similar to its predecessor, with the exception of larger 18-inch wheels being installed as standard and minor engineering upgrades such as slightly more power. A new S variant was made available, offering more power from a little bigger engine, sports exhaust, and sports suspension.
Porsche updated its 997 lineup in 2009 with fresh styling, an improved direct-injection engine, and the debut of the brand’s brand-new “PDK” dual clutch transmission. The consequence was that the upgraded 997 vehicles handled better and were lighter, quicker, and more fuel-efficient than the outgoing cars. In the case of the 997 Turbo, a thoroughly retuned all-wheel drive system with an optional “torque vectoring” system was also included in the upgrades package; in a preliminary review published in October 2009, Car and Driver magazine predicted that the updated Turbo should be able to accelerate from 0-97 km/h (0-60 mph) in three seconds when fitted with the PDK transmission.
Even British automotive journalist Jeremy Clarkson, a well-known opponent of Porsche automobiles, stated that the 997 will “make love to your fingertips and arouse your soul” in the majority of his favorable assessments of the 997.