The 911 can corner faster than the majority of its rivals, but you must be careful not to slide the back end. Photos by Juha is the photographer.
rely on your grip:
It’s a common mistake to overslow the 911 when entering a turn, especially in medium- and high-speed corners, which results in the vehicle losing a lot of momentum.
What works well is this: The front tires can manage faster cornering speeds than anticipated because there isn’t any engine mass up front to overburden them. In other words, let the car fly through the medium- and high-speed turns after letting off the brakes. Maintaining momentum and a neutral weight distribution are essential for making that work.
If you need to stop before a corner at a high speed, do it straight ahead so you can resume using a light maintenance throttle immediately after the turn. This will prevent engine braking and aerodynamic drag from slowing you down. Additionally, by shifting weight back to the rear wheels, it will balance the platform. The amount of lock and preload will dictate precisely when you may start feeding the gas. A small amount of maintenance throttle will also keep the differential locked and the car steady.
Take Off Your Hands and Use Your Feet:
Consider accelerating later and more smoothly the next time around if you see that you’re understeering at turn exit. I frequently see the error of increasing steering lock on a 911 that is understeering.
To alter your steering, slow down your hands and pay attention to your feet. It’s astonishing how quickly the car changes directions when you wait just a second longer to press the accelerator, allowing you a clear shot out of the turn. People who believe that the change from the brake to the throttle should occur instantly frequently experience a significant mid-corner shove. Be tolerant.
Avoid sliding the back:
Grip is compromised when the back end slides, which reduces speed. For the majority of 911s, a little rear roll on corner entry is acceptable and fairly usual. In comparison to other types of vehicles, the 911’s engine mass produces a little bit more movement. Apply the throttle and roll with it without getting nervous. By being aware of the difference, you can drive your 911 as fast as it can be when entering and leaving high-speed sweepers.
In This Article...
2/3 Walter Rohrl
Your driving is regarded as being very composed and under control. What would you say about it if you had to?
really simple. My strategy is to direct sparingly, gently, and early. Open up the steering as you approach the curve. When you are focused on the work at hand, driving keeps you psychologically fit as well.
Rallies are something you still do as a Porsche ambassador. There, consistency and complete control of the vehicle are the goals, not speed. How far has your ambition gotten away from you in this case?
You have consistently pushed the 1970 Porsche 911 ST to its physical limits while remaining in complete control. What was crucial when you started this car’s high-speed drift?
At high speeds, it was always crucial to sense every movement of the vehicle, countersteer at the proper angle, and time the opening of the steering. Control must be maintained in order to easily exit the drift and enter the straightaway in the rain. It’s either something you get or you don’t.
Your preferred 911 was a 1967 911 2.0 S rally car that you drove in the Bavaria Rally in the 1970s. Why was it your preferred 911?
That it exerted all of its force entirely on the ground. Additionally, it was difficult to maneuver due to its small wheelbase.
a healthy dose of deference and a readiness to always maintain attention on the subject at hand.
Respect is still due, but notably for the high speeds that can now be attained with such ease and are no longer audible because the 911 is so flawless.
instructions for driving tests
When Porsche creates vehicles from the imagination, the result is always an intensely sporty driving experience. To an experience that’s challenging to describe, you simply have to have it for yourself!
You believe that a test drive wouldn’t be adequate for you, then. So how about staying a few days with us and taking use of the fantasy Porsche we have provided? Check out the special vacations planned by the Porsche Travel Club for all of this and much more. Every excursion you take here is certain to be an unforgettable one.
Click on “Motorsports & Events” in the main navigation on the left to view all of the wonderful things the Porsche Travel Club has to offer.
The Porsche Leipzig facility offers a further chance to interact directly with Porsche. Here, you may see a Porsche from start to finish and participate in either on- or off-road driving. Explore new territory. Details are available here.
Mariana
A few time after turning 21, I purchased my first Porsche. It was love at first sight when I saw the 1991 Porsche 928 GT in Grand Prix white. It was the only 928 in Brasilia, the capital of Brazil, where I was living at the time. It wasn’t just lovely; driving it was also a dream. I was addicted.
“I’ve gone on a really amazing personal trip because I own a Porsche. I currently call California home and travel in a 911 Carrera 4S. My Porsche has given me so many chances and exposed me to a beautiful community. I’ve been able to go on fantastic drives and experiences because of it. I currently serve as the Porsche Club of America’s President for the Los Angeles area and am also a co-founder of Accelerating Change, a business that offers women automotive experiences. I’m thrilled that more ladies are experiencing the joy of Porsche ownership. I’m interested in watching it develop further.
One day, five modes with the Porsche 911
a road trip planned around the Porsche 911’s dynamic driving modes to explore the car’s adaptability.
The mode switch on the M6 motorway in the United Kingdom is set to 10 o’clock. The word “Normal” appears on the right-hand digital display in red illumination. Early morning commuters clog the highway with slow-moving traffic as the sun continues to rise over a gloomy eastern horizon.
How does that flat-six sound?
These days, something is missing, so you need to choose wisely. The entry one is rather softly spoken, but the GTS (with less soundproofing and a noisier zorst) is pretty persuasive. The ancient flat-six wail is already engulfing you like a storm by the time it reaches 7,500 rpm, which is pleasantly high for a turbo. The turbos moan as you lift off in the mid-ranges; if you let it overrun through the top fives, you get that distinctive hollow echo.
Of course, the engine of a 911 is used for much more than just propulsion. Almost every other aspect of driving is impacted by its rear-mounted location. But this is less so than ever. Driving an early 911 occasionally reminded me of canoeing through rapids while a large dog was bouncing around the tail. If you have the active engine mounts, the dog in the 991 walked forward and sat quietly. He is now essentially unconscious.
While the engine hasn’t advanced once more, the mounts’ location has, which gives them more control over the engine’s oscillations in the shell. It calms the ride and the steering, making them more pure like those of mid-engined cars. Those who believe in the traditional 911 would tell you that controlling that mass was fun. Perhaps, but no one wants to feel in peril on a chilly, rainy night. That has been traded for confidence and accuracy in the 991 and, more importantly, the 992.
Can I drive a Porsche 911 on a regular basis?
Overall, it appears that the majority of the members share the common consensus. Driving a 911 on a daily basis is fine, barring bad weather. But there are a few people who aren’t afraid to pack their 911 with a roof rack and go skiing in it.
What should I know before I drive a Porsche?
The 911 demands a unique method when braking for the curves due to its rear-engine design. Wayne Flynn is the photographer.
ABS Approach:
You might have antilock brakes if you drive a late-model, street-based 911 or a 996 Cup car. If you know how to make the most of them, this isn’t a bad thing.
In Germany, I used to race in the Super Cup and Carrera Cup, and I learned that a little ABS engagement is okay. Here is my primary guiding principle: When braking hard, it’s good to feel a small amount of ABS pulsating through the steering wheel; if you feel ABS through the brake pedal, however, you’re probably applying too much pressure and losing the last 10 to 20 percent of bite.
It’s a fine line, but you should maintain pressure and go further into your hairpins and tight bends if the ABS isn’t kicking back through the pedal. You may be able to extend the previous straight further than you initially believed.
Absent ABS, no issue
Avoid tricking yourself into thinking you have too much forward bias in non-ABS vehicles. Remember that when you turn in, the front of the car will begin to roll, making the inside-front tire very light and vulnerable to locking. To keep that tire spinning as you turn in, practice trailing off the brakes. The driver may need to adjust his approach and driving style to achieve the optimal setup adjustments.
Using the Clutch to Downshift:
I tend to use the clutch for all downshifts on all gearboxes. It’s controversial, but I think using the clutch stabilizes the chassis and lengthens the life of the gearbox.
Also, whether I’m using a conventional gearbox or a sequential one, I’ve never seen a reason to skip gears. I believe it is inefficient and detrimental to the engine to hold down the clutch while slamming through the gears. Additionally, I believe shifting through each gear keeps the platform neutral, which improves handling and braking.
Of course, correct throttle blipping is required with all of this downshifting. If downshifting requires you to blip the throttle to match the revs, your pedal box has to be updated or modified. Borrowing a manual car and spending the day figuring out what it takes is an additional alternative.
It’s absurd, but there are racing professionals out there who are incapable of performing a heel-and-toe downshift. Many of these negative behaviors are caused by excessive left-foot braking; if that describes your driving style, keep in mind that the 911 prefers matched revs on downshifts.
Taking on hairpins
A track’s corners won’t all be quick, and in hairpins the late, hard braker will always prevail. Use the aerodynamics of the high speeds to aid increase brake bite as you first enter the brake pedal.
It’s crucial to concentrate on bleeding off the brakes as you approach the corner to prevent the tires from locking up. Leaning into the tight turns with a little trail-braking pressure will also help the car rotate at the apex. Additionally, it will keep the rear agile and light. Depending on your setup, you should trail brake to a certain extent when entering a hairpin in a 911.
A supercar, is the Porsche 911?
Porsche has a long history of producing innovative vehicles. Their cars are always made to an exceptionally high standard, and the 911, their most well-known model, is no exception. But many still ponder whether the Porsche 911 qualifies as a supercar.
Without a doubt, the Porsche 911 qualifies as a supercar. It can compete with some of the best high-performance automobiles in the world and, in certain cases, even win races against them. It’s understandable why the Porsche 911 has long been regarded as one of the best vehicles ever produced.
Porsche succeeded in creating an iconic vehicle with the 911. Since the 911’s birth, the car’s design and appearance have stayed loyal to their originals, resulting in a famous and identifiable supercar. Let’s have a closer look at the Porsche 911.