Porsche 911 2019 Review

Egypt has the Pyramids of Giza and Greece the Statue of Zeus at Olympia. But for car-lovers, Germany has its own seven wonders of the world in the storied Porsche 911 range.

Now, there are eight.

The new, eighth-generation Porsche 911 has landed in Australia in the form of the one-step-up 911 Carrera S and Carrera 4S coupes.

In due course, they will be followed by manual, entry-level 911 Carrera, drop-top 911 Cabriolet and range-topping GT, Turbo and hybrid models – numbering more than 20 variants in total.

Naturally, tradition breathes strong in the latest incarnation of this rear-engined breed, with a flat-six engine positioned aft of the rear axle and a familial silhouette complete with a Beyoncé-esque booty.

For 992-generation guise, Porsche has continued the evolution with a more capable chassis, improved aerodynamics and notable gains from the turbocharged flat six.

Physically, the new Porsche 911 is 20mm longer and 44mm wider across the range, measuring closely in width to the outgoing ‘wide-body’ 911 Turbo S.

A new outer skin houses wider wheel housings and wheels that are larger in diameter and width (20x8.5 front and 21x11.5 rear). However, the core wheelbase measurement remains.

But perhaps the most startling feature of our first impression with the rear-wheel drive Carrera S and all-wheel drive 4S is that it will soon be considered an ‘entry model’ within the range, notwithstanding the regular Carrera.

Porsche’s enduring sports car might have its flagship heroes – the GT3 and Turbo S – but in this brave new guard, the yardstick has shifted immensely even at the more modest end of the scale.

For prospective owners, there will be something wholly satisfying in knowing the 992 S engine’s 331kW/530Nm outputs match those of the outgoing 911 GTS, or that its 7min25sec lap of Germany’s Nurburgring is as quick as the outgoing 911 GT3 RS.

A 3.6-second 0-100km/h time is nothing to sneeze at either – for the record, that’s 997 GT2 RS or ‘widow maker’ territory.

Available in Australia showrooms from April 16, the 992 is the first of a flotilla of 911 models that will arrive in Australia over the next three years, all based on Porsche’s new aluminium-intensive platform.

Pricing starts at $265,000 (plus on-road costs) for the Porsche 911 Carrera S and $281,100 (plus ORCs) for the Carrera 4S. The $10,000 premium over the predecessor is reflective of dynamic and technical advancements, along with the fact its new eight-speed PDK automatic transmission is now standard. The seven-speed manual due around October will be a no-cost option.

Keyless access and start, front and rear parking sensors and a reversing camera are now standard (a 360-degree round-view monitor is optional), as are speed sign recognition and lane change assist.

The latest Porsche Communication Management infotainment system with CarPlay compatibility, BOSE DAB+ audio and connected services is also standard on the 992 Series 911 Carrera S and 4S in Australia.

You’ll still have to shell out extra coin for Sport Chrono (launch control and other features), but Porsche is offering customers an exciting new app for free – the Track Precision Driving app. We’ve tried it and it’s brilliant.

There is a reason Porsche seems to invariably perfect its storied sports car. In looking forward, engineers also keep lessons learned from the past top of mind.

The 992 adopts active engine mounts from the 718 Cayman, for example. Engineers wanted to pipe a more dramatic sound into the cabin, so they used the much-loved normally-aspirated flat-six for motivation.

Then there are the integrated styling cues, like those prominent bonnet lines straight from G Series 911 from the 1980s. Anoraks would have a field day with the detailed changes.

The dashboard, which takes elements of earlier 911s, now integrates a 10.9-inch display screen atop the centre fascia, driving the key functions of the PCM infotainment display.

Immediately to the right in the driver instrument cluster is another collection of screens projecting key driving functions. Importantly, those digital screens flank a large analogue tachometer; it’s nice to see Porsche intends on maintaining the tradition there.

Functionality ultimately dictates the layout of the buttons and switchgear, of which there is very little. There is a bank of five hard-wired buttons located in the centre fascia and dedicated to key chassis functions, flanked by a redesigned steering wheel and functional climate control and sound layouts. Otherwise, those immersive displays control much of the car’s key functions.

The changes bode well for longer journeys in the seat, as do the new materials and two new cup-holders (one centrally mounted, the other on the far passenger side of the cabin) which replace the old model’s flimsy fold-out units.

Even the new gearshift mechanism has had a rethink, and is much more streamlined than it looks.

Equally, the 911 takes a stern approach to the future, adopting new safety technology including autonomous emergency braking, greater crash compliance and, importantly, much lower emissions. All of this has been without diluting the 911’s appeal, it must be said. But surely at $265K adaptive cruise control should be standard?

At the rear, the 991’s 3.0-litre flat-six isn’t simply an evolution; it now needs to comply with stricter emissions standards, which are particularly pertinent in Europe.

New turbochargers and plumbing and the introduction of piezo fuel-injectors more familiar with diesel cars are aided by new cylinder-heads, new cam drives and a new inlet manifold.

All told, the Carrera S and Carrera 4S now produce 331kW and 530Nm – up 22kW and 30Nm.

Future-proofing the 911 means lower fuel consumption, and the 992 adheres with an official fuel readout of 8.9L/100km in rear-drive form and a combined CO2 emissions output of 205g/km. Australian cars go without particulate filters because of the high sulphur content in our petrol.

Withstanding that, expect a bigger change with the advent of a hybrid 911, most likely wearing a Turbo S badge. That’s because, wedged between the gearbox casing, there’s room for a disc-shaped electric motor. Porsche is convinced the hybrid model will be the quickest variant in the range. Say no more.

The latest Porsche 911’s new aluminium-intensive MMB platform promises greater stiffness, evidenced by various Newton-metre charts spruiked by Porsche. However, nothing illustrates the improvements like a country back-road from which huge chunks of bitumen have seemingly fallen away to create washouts.

The 911 is simply unflinching over these kinds of obstacles, reflecting improved torsional stiffness by quickly settling back into its 80km/h rhythm without so much as a squeak inside the cabin.

Naturally for a sports car, the ride is on the firmer side of ledger and is prone to some low speed jiggle, but it is always controlled and resists crashing.

The new Porsche 911 is a decidedly more rounded touring machine than before, too. Road noise has been massively hushed -- particularly from the huge rear hoops -- and the ride comfort is as good as any modern 911 before it, perhaps better.

A more direct steering ratio elicits a sharper, organic feel compared with the 991’s breakthrough electrically-assisted unit. In road driving it offers instant response and weighting without feeling darty in any measure.

The engine is incredibly linear out of corners thanks to its new turbocharger configuration, while the gearbox has an uncanny knack of rising to the occasion – whether that be a five-tenths drive through country side, an economy run, or a full-tilt blast. At highway speeds, the overdrive-style eighth-gear now pedals the engine at about 1400rpm.

All these observations are founded by the time we arrive at the remote town of Tailem Bend, where the shiny new, mirage-like ‘The Bend’ motorsport facility awaits.

Turning the steering wheel-mounted drive mode selector from comfort to Sport or Sport Plus instantly elicits more drama and purpose from the 992. But before we go sampling the car’s dynamic wares on circuit, it’s time for a ride-along with none other than former F1 ace Mark Webber. I’m still pinching myself.

In the hands of Webber, the 2019 Porsche 911 is completely predictable, placed millimetre perfect irrespective of whether its barrelling into a sharp turn or cresting a blind uphill apex, the Goodyear Eagle F1 tyres squealing or otherwise.

There’s no doubt Webber’s skill is the defining feature here – riding shotgun with the man will humble even the most ardent track-day warrior – but what’s important is that the 911 allows garden-variety drivers to inch ever closer to Webber’s skillset with the electronics on hand.

This much is reinforced later during a wet skidpan exercise. Exercising the 911’s new wet mode brings incredible (read: almost unbelievable) levels of grip and poise from the car while performing a figure-eight in a couple of inches of standing water.

The system uses the various driver assistance aids to optimise the car for wet conditions – full disclaimer here – to reduce understeer and oversteer, and improve stability.

The next morning arrives and it’s time to experience the new 911 on circuit for ourselves. On Tailem Bend’s mix of fast, sweeping bends, multiple-apex corners and long straight-aways – all against the backdrop of a slightly slippery surface – the 911 feels incredibly at home.

Despite larger proportions and a slightly heavier 1515kg kerb weight (Carrera 4S 1565kg), the newcomer sings to the same song sheet as every 911 before it, while offering more pace and grip than ever.

Changes to the steering and the brakes (now measuring 350mm at both ends, clamped by six-piston front callipers and four-piston rears) ultimately cultivate more of a connection and confidence from the driver.

The new Porsche 911 feels glued to The Bend surfaces even at corner speeds approaching 170km/h, such is the mechanical grip on offer. No doubt the car’s active aerodynamics have a role to play here, too – albeit benignly – helping with downforce and high-speed stability, along with straight-line braking.

The engine and gearbox are a seamless combination, eliciting the most of what’s on offer – whether that be low-speed to middling revs or allowing the engine to howl to its 7500rpm cut-out.

What’s most surprising is the soundtrack. For a turbocharged engine, the 3.0-litre flat-six performs a stirring rendition of normally-aspirated 911s of yesteryear: there’s the signature parp and rasp early in the dial, and from 4000rpm, it feels as though a storm is brewing. Then it hits, an almost maniacal howl reverberating around the cabin with a spine-tingling crescendo.

The premium for 4S over Carrera S is a tough argument to make, but it’s worth noting the improvements afforded by all-wheel drive system on track. The 4S feels slightly more planted and is faster to take up drive out of corners... But for road driving only, it’s hard to overlook the Carrera S.

Another point – don’t bother with the optional carbon ceramic brakes. The benchmark performance of the regular steel (or iron) units is exemplary. Even when there is a slightly longer pedal evident, after countless laps of torture, there is no semblance of brake fade.

Pulling into pit lane, it’s hard not to be enamoured by the latest 911’s ability. In every measurable respect, this is easily Porsche’s best effort yet.

How much does the 2019 Porsche 911 cost?
Price: $265,000 plus on-road costs (Carrera S), $281,100 plus on-road costs (Carrera 4S)
Engine: 3.0-litre flat six-cylinder turbo-petrol
Output: 331kW/530Nm
Transmission: Eight-speed dual-clutch automatic
Fuel: 8.9-9.0L/100km (ADR Combined)
CO2: 205-206g/km (ADR Combined)
Safety rating: Not tested