Porsche 911 Carrera 2012 review

It's a 911. That's all anyone really needs to know about the latest newcomer in the Porsche family. The shape is traditional, the approach is traditional, and the result is tradition.

But the latest car to carry one of the best-known badges in motoring is much, much more than just a backward-looking, inwards-focussed 911. It's only the third all-new car since the 911 hit the road in 1963 and that means the familiar shape is wrapped around a high-tech 21st century package that makes driving easier, greener and more relaxed - yet still just as much fun.

We will only know the answer when we get the 911 home and onto familiar roads, but right now I think the changes have resulted in a 911 that is right for its time and buyers. A Lamborghini Gallardo looks wilder, and a Ferrari 458 Italia is plain wonderful, but there is nothing in the 911s price class that runs even close to the German star.

VALUE

There is more to see and touch and feel in the new 911, as well as more performance, but it's still a costly car with prices from $229,900 for the Carrera or $263,100 for a Carrera S with the a 3.8- litre engine.

For now, the extra value comes in everything from a new and lighter body - which helps economy - to a cabin with noticeably more space and a dashboard that's been morphed from the luxury Panamera. The end result is a car that's got so many detail changes it's impossible to cover them here. "We've done a lot. Emotions, performance, comfort," says Michael Winkler, chief of Porsche Cars Australia.

Of course, there are all sorts of options including sports seats, sound systems, leather choices and special luggage. And there is a new hero colour - a creamy brown called cognac, for people who have extra to spend.

TECHNOLOGY

Porsche has managed to make the new 911 lighter despite a basic body that's heavier, thanks to work on every area of the car including more aluminium. The wheelbase is up by 10 centimetres, a help in the cabin and also for a future hybrid system, the front track is wider and there is (controversial) electric power steering.

Engine outputs are up 257 kiloWatts/390 Newton-metres for the downsized 3.4-litre flat six in the Carrera and 294/440 for the 3.8 in the Carrera S, which means sprint times as quick as 4.3 seconds to 100km/h and a top speed of 304km/h. Fuel consumption can be as little as 8.2 litres/100km and all new 911s have a stop-start system as standard, headlining a suit of efficiency improvements.

There is also a new seven-speed manual gearbox - with an extra leg on the usual H pattern - that shares its casing and basic mechanicals with the quick-shifting PDK twin-clutch manumatic. And there is a stop- start system to save fuel and cut emissions.

DESIGN

The basic shape is the same but the new 911 is different in almost every detail. "It is possible to modernise an Icon," says Porsche boss, Matthias Muller. So the headlamps are still roundish, the side windows are much the same shape as always, and the curvy body is wrapped around the wider front end and over the rear-mounted engine. But the body is lowered and stretched out, and the rear-view mirrors are now mounted on the doors.

Inside, the dials are much the same as always - with the tachometer sitting front-and-centre - but the minor switches are trendy modern from the Panamera and there is even a park-brake button. The materials inside are the same as always, with lots of leather, and Porsche's switch to paddles for the PDK double-clutch gearbox is reflected in chunky metal levers. But there is also a new 12 centimetre colour display screen and three plug-in power sockets. So the melody is the same, even if the words have changed.

SAFETY

The new 911 will be a five-star car for safety, although we're not expecting anyone to kill one against an NCAP wall any time soon.

There are front-side-head airbags, ABS brakes, stability control and even a new torque-vectoring differential to make cornering safer and easier. The real proof comes in little things, like the big bins in the doors that have been sacrificed to provide more side-impact protection.

DRIVING

Wheel time is the only thing that really matters to 911 fans and the new car is great. It sprints well, it corners very well, and it gives the sort of feedback you expect - and need - from a 911. But, and this is a big difference, it's more refined with less road noise and none of the steering kickback of earlier cars.

The pitchy, bouncing ride and steering fight through corners was something that always made 911s a challenge to drive. Some people will think it's sad that it's gone, but it means you can really tackle a testing road without fear.

There is more space in the front seats, too, although I'm not a fan of the latest steering wheel designs or a multi-adjustable driver's seat that I could not get low enough in a couple of evaluation cars. But that's all minor stuff, just like the need to really think about changes in the seven-speed manual gearbox.

It's sprung towards the 3-4 plane and that means coming out of the cruising top gear - 2000 revs at 100km/h - down to fifth takes concentration. The latest PDK gearbox is great, with swift shifts and a gear for every occasion. It's also great to be able to left-foot brake into a corner - something that previously killed the engine as part of a Volkswagen safety system - and then select the right gear almost at the apex.

Braking is great, the ride is good, and the new dash is simpler and easier to use - like the one-touch buttons for the sports settings and the dial that records G-loading in corners and under brakes.

The Porsche people have done everything they can to ensure the new 911 is headed for greatness. It is still a brilliant driver's car, but it's also now easier to access the performance and it's more relaxing for touring work. In short, the new 911 is a winner.

VERDICT

The new 911 is a brilliant update of a timeless classic. It ticks all the right boxes.

RATING