Porsche 911 2008 Review

Porsche 911 (997 Second Generation) Coupe and Cabrio

What we liked
>> Clever, smooth-operating PDK
>> Tractable engines; refined chassis
>> Styling tweaks; worthwhile comfort inclusions

Not so much
>> Shift buttons too easy to nudge
>> Recalled rear reflector strip for 4 models

Overall rating: 4.5/5.0
Engine/Drivetrain/Chassis: 5.0/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 3.5/5.0
Behind the wheel: 4.5/5.0
X-factor: 5.0/5.0

About our ratings

OVERVIEW
The most significant update of Porsche's most significant model was launched to international motoring media over a number of months earlier this year, beginning with the Carrera 2 and Carrera 2S models.

The second-generation 997 series 911 range arrived in Australia in Coupe and Cabrio versions of the two-wheel drive and four-wheel drive Carrera 2 and Carrera 4 models; with either 3.6-litre or 3.8-litre all-new six-cylinder engines, and the race-bred PDK transmission. The Targa models arrive late October.

Invitees to the local launch were lucky enough to share company with Thomas Krickelberg, Program Manager for Powertrain Product Line Carrera -- "one of the legends from Weissach" on hand to explain the technical aspects of the second-generation updates for the 997 911.

The 45-year-old was born the same year as the original 911, but joked that unlike the model he hadn't become younger, fresher or more attractive... More seriously, he admitted that every time the company speaks of new engines, 911 fans become suspicious, recalling the "drama worldwide" caused when Porsche switched from air-cooled to water-cooled engines in 1996.

So Krickelberg was quick to point out the new model retains the original formula: same rear engine layout, still flat-six... "Still [with] a real sportscar engine, as it has been for the last 45 years."

But better… Not merely more compact, more production-efficient or 'greener', but more tractable, sportive... and must-have. Expect a fair few low-k first-gen 997s in the used car section soon!

PRICE AND EQUIPMENT
Porsche Cars Australia announced prices for the new 911 range during the launch, based on 33 per cent LCT, but promptly re-issued pricing (more here) with 25 per cent LCT after the bill was defeated in the Senate. It's since been pushed through again at 33 per cent.

Allow at least $219,300 for the 'entry' 3.6-litre Carrera Coupe model and just over $248K for the 3.8-litre Carrera S Coupe. The Carrera and Carrera S drop-top versions cost $241,500 and $270,300 respectively.

Without rehashing equipment details for the Carrera and Carrera 2 models, read our review of the international launch in June, here.

The Carrera 4 and Carrera 4S Coupe models start at $236,400 and $265,200 respectively, and the all-wheel-drive Cabriolets start at $258,600 for the 4 and $287,400 for the 4S convertible.

Add $7000 across the range for the new PDK (see under MECHANICAL) double-clutch transmission.

The Carrera 4 is fitted with 8J x 18 alloys with 235/40 tyres at the front, and 11J x 18 wheels and 295/35 tyres at the rear. The 4S model gets Carrera S II design 8J x 19 alloys with 295/30 front tyres and 11J x 19 versions with 305/30 tyres at the rear.

Australian-delivered Carreras come standard with the PCM (Porsche Communication Management) multimedia system with 6.5-inch touchscreen, six-disc in-dash CD/DVD and Bluetooth connectivity.

The 3.6-litre models now include bi-xenon headlights, with dynamic range control and cleaning system.

The Cabrio models come standard with heated seats and wind deflector. The electrically folding fabric roof can be opened at speeds up to 50km/h, or remotely via 'smart' key, and includes heated glass rear screen.

MECHANICAL
The all-new engine family for the 911 is designed to meet what the company identifies as known and potential requirements for the next decade, including upcoming Euro V emissions standards. Anticipating customer demands, Porsche also ensured the cleaner, more efficient engines do not sacrifice output and in fact boast increased power and torque.

Engineers aimed for maximum flexibility in engine capacity, according to Krickelberg. Porsche must be prepared to react to "future trends" he says. "For example, if the political pressure to reduce fuel consumption increases then we would be able to have smaller engines; smaller displacement. Or, the other way around for markets that are not fuel economy sensitive, it would be possible to increase the [size of the] engines."

The engines use direct fuel-injection -- a carryover system, but optimised for the new 911 -- for benefits to fuel economy, power and torque output, and to reduce exhaust emissions. 'Knock' danger has been reduced with the cooler air-fuel mixture, allowing engineers to increase compression ratio and enabling more efficient combustion.

Maximum engine speed has increased, from 7200 to 7500rpm. Output is now rated at 254kW/390Nm (3.6-litre) and 283kW/420Nm (3.8-litre); up from 239kW/370Nm and 261kW/400Nm.

The company admits the extra performance added a challenge for designers of the engine lubrication system, due to increased lateral and longitudinal load. The second-gen 997 911 gains an electronically-controlled electro-magnetic on-demand oil pump; availing 2 per cent reduction in fuel consumption and higher power output.

Flat engines have four critical areas in terms of the lubrication circuit, according to Krickelberg, namely under hard (corner) braking or acceleration, sending oil to corners of the unit. Engineers incorporated four scavenging pumps which soak the remaining oil from the cylinder head and send it back to the oil pan.

Testing for the system's reliability was undertaken on a swivel dyno, replicating the Nurburgring track... at a 7min56sec laptime. Check the video .

In short, the new 911 is characterised by a more compact engine package. The engine height was reduced to ensure flexibility for future design changes, according to Krickelberg, and along with it advantages of a lower centre of gravity and improved handling.

Porsche engineers also reduced the number of components due to higher degree of (parts) integration, including new crankshaft design as detailed in our international launch review. Incorporating the bearings into the crankcase "dramatically" reduced the number of parts used compared to the predecessor's version. Less components means less parts to assembly, says the engine guru, and also higher production quality.

Krickelberg said the company stayed with the 3.6-litre and 3.8-litre capacity for the engines because the goal was 'simply' to up power and torque. So engineers changed bore and stroke ratio rather than engine capacity; for example the 3.8-litre unit is now much more oversquare. According to Krickelberg, the company stated early and clearly that it wouldn't increase displacement.

The new seven-speed PDK transmission (more here) boasts increased fuel economy and reduced friction over the predecessor's Tiptronic gearbox. In short, the advantages wrought by the PDK have enabled better CO2 emissions figures for the first time in the 911's history.

The PDK-equipped 911s manage the 0-100km/h sprint 1sec faster than the Tiptronic versions, and in another first for the company's most iconic model, the 'normal' (non Turbo or GT3 models) 911's top speed is now 300km/h.

A six-speed manual is also available, featuring an upshift indicator. The PDK's ratios resemble the manual unit, according to the maker, with benefits of engine speed reduction via the addition of the seventh gear.

S model upgrades include Porsche's Active Suspension Management with 10mm lower ride setting, and beefier brakes with disc thickness at 34mm (front) and 28mm (rear). The 3.8-litre models also feature red-painted brake calipers.

The Carrera 4 models use Porsche's Traction Management (PTM) all-wheel-drive system with electronically-controlled multi-plate clutch, in replacement of the previous viscous coupling version. Porsche says the PTM reacts in 100 milliseconds to distribute torque most effectively between the front and rear axles.

The new electro-mechanical system can direct most or all drive in situations such as oversteer to the front axle compared to the viscous system's maximum front-drive offering at 40 per cent. At cruising speeds, 10 per cent is sent frontward.

The all-wheel-drive 911s are also fitted with a mechanical rear LSD; available as an option for the Carrera 2 models.

PACKAGING
Second-generation styling updates include Audi-esque LED daytime running lights, in place of the predecessor's foglights, and LED taillights. The 3.6-litre 911s come with new single-tube tailpipes while the S models get dual-tube versions. See our international launch review for full details on the Carrera 2 models.

The all-wheel drive Carrera 4 models feature rear red light strip -- recalled by popular demand, according to the company -- black and titanium exterior finish, and wider (44mm) track across the rear axle. To suit, the 4 models get wider (305/30 19) tyres at the rear.

The Cabriolet models come with heated seats as standard.

SAFETY
All second-generation 997 model Carreras come standard with two-stage front passenger airbags and POSIP side impact protection system comprising thorax airbag in each front seat backrest and head airbag in the door panels.

Porsche argues its PTM system as fitted to the 4 models offers better control via enhanced driving stability, traction and handling in all including adverse conditions.

The Cabrio models come with auto-deploying roll-over protection and the abovementioned POSIP system. Porsche says the body shells for the Coupe and Cabriolet were produced in parallel.

EuroNCAP has not tested the second-generation 997 911, or its predecessor. In fact, ENCAP doesn't publish test results for any Porsche cars.

COMPETITORS
As mentioned in our international launch review, the 911 has few peers. Especially now. It's the 'nowness' of the new 911 that solidly knocks out the rather old XK and XK-R Jaguars and Aston Martin Vantage.

Audi R8 raises quattro to Porsche's PTM-equipped 4 models, but really, that's where it ends. Perhaps deliberately so, considering family ties...

Count in BMW M3 Coupe and 6 Series if you will, and the M-B CLK63 AMG. In the latter's case, at least, you're guaranteed the exclusivity the popular Porsche doesn't have.

Both engines are smooth and responsive; the 3.8-litre largely identified by a more pronounced sound and yet more tractability, though the 3.6-litre is equally eager to the task. Both offer good low-down response and substantial mid-range flexibility.

We drove a manual-equipped Coupe on the track, and can't fault it, but the PDK was superior in either full auto mode or in 'manual' when using the steering wheel shift buttons. Wind-up from standstill is barely discernible, and shifts occur quickly and smoothly while in auto. It's a must-have, but it was too easy to palm the shift buttons which are mounted on the steering wheel. Paddles would've been better.

The Sports mode absolutely does away with any need for manual interactivity, such is its readiness to shift, and was reserved to serious sprints simply because the PDK is so responsive if left in auto. The Sports Plus setting is sharper again, and best left to coursework. Combined with the Launch Control the unit is completely trackworthy, as you'd expect from its background.

The 911's steering is quick-witted and rewards a gentle hand -- at all times delivering precise point-and-shoot response. No surprises the Carrera 4 models offer a sizable dose of grip and added directness into corners, with particularly good control of the rear.

With or without the PASM fit, the 911 has a firm but comfortable ride that was able to soak up some less-than-ideal rural road surfaces during the drive route. Poor conditions are more heard than felt, with (welcome) feedback offered through the steering.

The PASM-equipped 4S model we drove appeared to react with some waver if unsettled, but the setting is far from unliveable unlike some sports offerings from others we could mention... However, with several model variations to try, the drive program could accommodate only a brief stint in each so wait for our seven-day test for the final call.

Stopping is a highlight, if possible. No one wants to haul-up such spirit but even the standard-fit stoppers work just fine: smooth, quiet and quick. Porsche again offers a ceramic brake package for serious slammers.

The Cabriolet is every bit as refined as its Coupe counterpart, betraying none of the usual soft-top traits such as scuttle shake or body creaks over broken surfaces. Roof down the cabin is reasonably serene, though not as sheltering as the likes of, say, Benz's CLK convertible.

Interior-wise the 911 is the same neat, if conservative, cocoon as always but now with handy comforts such as Bluetooth connectivity, hard drive and cleverer PCM. Porsche says the "clear design" of the interior didn't require modification, and we'd have to agree.

As for the same-same exterior styling, say what you will. For mine, the tweaks are just enough to make a beautiful design better. The reflector strip for the 4 models is a tad retro, but who cares... it's wearing this season's new 'black': LED lighting. The 4's extra width at the rear looks positively mean and works well to differentiate the all-wheel-drive versions from the rear-driver.

You'd happily settle for the two-wheel drive version, but the 4 models offer such control of the 911's ability, no-one could get it wrong. Even this 911 neophyte was complimented for my finesse on the tight Tassie track... by reigning Carrera Cup champ David Reynolds, no less.

In any form -- two-wheel drive or four; Coupe or Cabrio, or equipped with the 3.6 or 3.8-litre -- the new 911 won't disappoint. Pick your poison...

» Watch the Carsales Network's video on Porsche driving aids (PTM and PDK)

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