Porsche 911 Carrera 2008 Review - International

What we liked
>> Eager, soulful engines
>> Responsive, truly sporting, chassis
>> Most aspects of PDK -- especially auto mode

OVERVIEW
It may not look like it, but the car that defines Porsche has just undergone one of its most significant upgrades ever. Indeed, though the chassis and bodywork changes might require trainspotter-like levels of observation, the mechanical heart of the Second Generation 997 series 911 is, for all intents and purposes, all-new.

The second-gen 997 heralds the arrival of an automated sequential manual gearbox in a road-going Porsche for the first time. Dubbed Porsche-Doppelkupplung (PDK), the seven-speed gearbox will replace the Tiptronic S auto transmission option and will (eventually) be rolled out across the 911 range (and beyond).

And while it is able to perform with auto tranny levels of refinement, that doesn't mean it's a soft option, however -- PDK-equipped 911s will be the pinnacle performers in their respective ranges.

But as important as it is, the gearbox is not the big news. Not since the arrival of the watercooled 996 series (in 1996-97) has the 911 undergone such a significant mechanical upgrade. Specifically, the Second Generation 997 debuts the first all-new Boxer engine family in more than 12 years.

The new engines feature petrol direct fuel-injection and carry over but a handful of minor components. Launched initially in 3.6 and 3.8-litre versions, they use 40 per cent fewer parts and are more powerful, more torquey and yet use less fuel than the engines they replace.

The first of the new 911 models, the coupe and cabrio versions of the rear-wheel drive Carrera 2 and 2S were unveiled last week, just days after the Zuffenhausen-based company's 60th anniversary. The four cars are the building blocks of the 911 range, and with that, literally define the identity of the Porsche brand.

Over the next 12-30 months the rest of the second-generation 997 models will be rolled out. The first of these, the all-wheel drive Carrera 4 and 4S models (in coupe, cabrio and Targa variants, we're told) are just around the corner. Later this year the entry-level Porsches -- the mid-engined Boxster and Cayman -- will also receive the DFI/PDK transplant.

PRICE AND EQUIPMENT
Porsche will not announce pricing for the latest 911 models until changes to the Luxury Car Tax (LCT) are finalised. According to Porsche Cars Australia (PCA) boss, Michael Winkler, the company will hold off any final pricing announcements until the proposed LCT increase has been dealt by legislators. This could mean final pricing will not be announced until very close to the Carrera 2/2S models' scheduled launch Down Under in September.

Base pricing for the new models has increased around 1-1.5 per cent, says PCA. However, in conjunction with the mechanical changes there has been a significant upgrade in standard specification.

A comprehensive equipment list for Australian-delivery 911s will have to wait until closer to the local launch, however, we can confirm items such as bi-xenon headlamps, reverse sensors, auto-dimming mirrors and the upgraded Porsche Communication Management system will now all be offered as standard equipment across the 911 model line-up.

In the case of the PCM system, this represents a significant upgrade that includes full hard-disc-based satnav system plus full phone, iPod and Bluetooth functionality. The new colour screen is larger and features the latest touchscreen technology with a level of integration that is akin to the best PDAs and the like. For example, using the touchscreen you can select and program a destination, obtain information on that destination and, if applicable (such as in the case of a business), telephone the location -- all in a couple of easy steps. You can even customise the information screens to your own wants.

The Sport Chrono Package Plus will return, in conjunction with Porsche Active Suspension Management (PASM), offering useful tunability of engine, suspension and, in the case of PDK-equipped cars, gearbox across normal, Sport and Sport Plus settings. Though an expensive option (currently around $6500 in combination on the Carrera -- PASM is standard on the S), we expect many PDK choosers to also tick the PASM and/or Sport Chrono boxes.

Myriad seat, wheel, upholstery, trim and mechanical options will, of course, remain on offer. The latest range includes new colour choices including an off-white/cream called Carrara, that looks w-a-y better than it sounds.

At the existing 25 per cent LCT rate, the sum total of changes should see prices increase by around $10,000, says PCA. This would mean the Carrera 2 Coupe would open up the line-up at around $210,000. The 2S Cabrio will top-out the sec-gen two-wheel drive range at just under $260,000.

Porsche's new PDK twin-clutch automated manual gearbox will be an option on all models, replacing the Tiptronic S auto option. The price for the smart seven-speeder will be circa $6.5K -- again based on a 25 per cent LCT rate.

MECHANICAL
Petrol direct fuel-injection might be the headline of Porsche's new 'Second Generation' 997 model 911, but the full story behind the new sportscar's engine room runs much deeper. Indeed, rather than just an induction and fuel system change, the 997 series two's boxer engines are all-new.

More compact, mounted lower and sharing no major parts with the engines they replace, the new 3.6 and 3.8-litre engines achieve the holy grail of today's powertrain engineers -- more power, more torque and in addition to lower emissions (they meet or exceed Euro V emission requirements), lower fuel consumption.

Coupled with Porsche's new PDK seven-speed dual-clutch automated manual gearbox (more below), Porsche's development engineers say the new powerplants have achieved fuel economy improvements of up to 13.2 per cent compared to corresponding series one 997 models.

The new engines have revised bore and stroke dimensions and are redlined at 7500rpm -- an extra 200 revs compared to the previous version. That said, power and torque peaks have both moved downward a touch on both powerplants.

The previous 96 x 80.2mm (bore and stroke) 3598cc Carrera powerplant pumped out 239kW at 6600rpm and 370Nm at 4600. The latest series two 3614cc powerplant (97 x 81.5mm) produces 254kW at 6500rpm and 390Nm at 4400 revs.

In the case of the new Carrera S powerplant, the differences are even more marked. Significantly more oversquare, the slightly smaller series two 3800cc engine (down 24cc) has a 5.3mm shorter stroke and 3mm bigger bore than the engine it replaces. Final bore and stroke dimensions are 102 x 77.5mm.

Its peak power figure of 283kW is up 22kW over the previous-generation engine, however, with torque 15Nm up to 420Nm. Both peak figures at the same revs as the cooking-model Carrera powerplant.

Porsche has gone so far as to have changed the design of the most basic components of the engine -- for example removing the ladder-frame-style bearing supports for the crank and camshafts. There's a new cam drive design (still chain but without the intermediate idler shaft) and the inlet and exhaust systems are also new.

This simpler architecture means less parts (around 40 per cent says Porsche) without compromising strength or durability. Porsche's boxer engine development team leader Thomas Wasserbach, claims the new powerplant is 22 per cent more rigid than the series it replaces.

Rotating mass has been reduced and overall mass is down around 5kg, Porsche further claims. This is despite all the direct fuel-injection (DFI) hardware, including an all stainless steel fuel system -- required so the new engine is 'safe' with all fuel types (including high ethanol content blends).

Both variants of the new powerplant also feature an electrically-powered 'on demand' oil pump. The 'heart' of Porsche's 'integrated dry sump' oiling system, the electric pump frees up 3hp and contributes around 2 per cent of the fuel economy improvement the new engines boast. Powertrain development these days is a game of many small gains, it seems.

In addition to the use of detailed changes like the use of low-friction coatings on components such as piston rings and tappet buckets, the new engines also boast maintenance enhancing features such as a new two-stage air filter with a service life that has been extended from 60,000 to 90,000km.

No stranger to sequential manual gearboxes on the racetrack -- the company claims it pioneered dual-clutch use in 1983 in the 956 Group C sportscar -- Porsche-Doppelkupplung (PDK) is the company's first roadgoing application of such technology.

Designed internally and built in conjunction with ZF, the dual-clutch PDK does not share any design elements with VW Group's well-known DSG sequential -- despite rumours to the contrary.

Very much the current trend in gearbox technology, PDK uses sophisticated computer controlled electro-hydraulic actuation and is remarkably compact -- unlike its bulky, hydraulic-only racing ancestor.

The new design features twin shafts (one hollow) and twin wet clutches that are co-axially located. Reverse and odd-numbered gears are fitted to the inside shaft and outer (larger) clutch, while the even-numbered cogs are mated to the inner clutch and hollow, outer shaft. A third output shaft takes drive midway from the main shafts and transfers it to the differential (LSD is optional) that is integrated into the PDK housing.

Around 10kg lighter than the Tiptronic S it replaces, PDK has been under development for around six years.

Like all twin clutch boxes, the PDK effectively preselects the next gear. The clutches are then operated electronically delivering rapid crisp changes.

All DSG-style gearboxes work well at full throttle; what the PDK does better than most is function as a full automatic. There's little hint that this is anything but a conventional auto when manoeuvring at low speed or driving around town. Porsche's boffins point out that the engine management system and gearbox 'brain' can vary both the throttle settings and clutch slip to make low-speed manoeuvring absolutely fuss-free.

At the other end of the performance spectrum, the gearbox has a 'full-welly' launch mode that is quite simply the easiest and most effective this tester has ever used. From standstill, stamp on the brake and then floor the throttle (ie: both pedals to the metal) and revs rise to a predetermined 6500rpm limit... When you're ready, sidestep the brake and you're off -- like the proverbial.

Porsche claims a 0-100km time of 4.9sec for the Carrera 2. The S is 0.2sec faster. And given the launch control and PDK's efficacy Harry Hamfist could very probably match those times.

The PDK's steering-wheel mounted sliding gear selectors can be operated in any gear or mode. To select full manual requires moving the main console-located lever to the left of the Volvo-style 'stick and ball' style gate.

When manual is selected the box will hold gears to the rev limiter and not change down, until below stall speed. The one exception to this is if the throttle is 'buried' to the kickdown position (ie: past 100 per cent) and the rev limiter is reached -- even in manual mode it will then change up.

In practice there is rarely need to select full manual. Even when we were taxied at maximum attack on Porsche's Weissach test track by a trio of obviously talented development drivers, they left the PDK to its own devices. The box's ability to snap downchange at the correct moment on entering a corner under full brakes makes even manual downchanges superfluous.

On the road the change between manual and semi-auto mode is seamless. Around town as noted above, we let the PDK to its own devices.

Our one complaint is the choice of to and fro sliding selectors rather than more conventional paddles (for more see ON THE ROAD below). Traditionalists will appreciate that you can choose to use the transmission lever -- though in our thinking that operates in the wrong direction way, too.

According to European cycle testing the Carrera coupe returns 10.3L/100km in manual, with the PDK even better at 9.8L/100km. This is down from 11.2L/100km for the Tiptronic S equipped 997 series one -- and more frugal than a Camry! The PDK-equipped Carrera S returns a still-frugal 10.2L/100km in combined testing and registered better than 15L/100km in our real world, real fast, launch day drive.

Body and chassis changes to the Second Generation 997 take a supporting role to the drivetrain. Up front there's a revised fascia and all 997 models now include LED running lamps. PASM has been refined and effectively replaces the former sports suspension with its conventional dampers.

Wheels are 18-inch on Carrera. Fronts stay at 8-inch width, with rears up to 10.5-inch. The S model gets 19 inchers, with the rears now a steamroller-like 11 inches wide. Spare tyre? 'Goo' and an air compressor like most of today's sporties, we're afraid.

The other main area of upgrade is brakes. While Porsche Ceramic Composite Brakes (PCCB) are still offered as an option on all models, the standard steel binders have been overhauled -- indeed, the Carrera's set-up is all-new, says Porsche.

The 3.6-litre 911 now features larger diameter cross-drilled and vented 330 x 28mm (up from 318mm) discs with new alloy four-piston monobloc calipers sourced from the 911 Turbo. The front suspension now features integrated cooling ducts to maximise performance. Rear discs are also 330 x 28mm and the calipers four-pot also.

The Carrera S also gets four-piston calipers, air management and 330mm discs all round. In this case the fronts grow to 34mm thickness.

As a convenience item, the brake systems feature a hillstart assist function. See also SAFETY for more.

PACKAGING
With that iconic shape comes packaging compromises that 99 per cent of 911 buyers and fans are willing to accept.

Luggage space up front is adequate, rather than large, and though the 997 comes with four seats, only two of them are truly usable. Okay, perhaps three at a real pinch. That said, criticising Porsche's trademark car for this is a bit like taking points off a FA-18 for sonic booms.

Fold the rear seats down (or better still rip 'em out!) and use the space for your briefcase, overnight and/or helmet bag.

The cockpit is pure classic 911, with the near-vertical wheel adjustable through a relatively limited range for height and reach. We love the Siamesed instruments with the tacho in the centre with pride of place. Meantime, the new PCM system has lost around half its buttons (thank you!) and is much easier to use.

For two the ergos are pretty well spot on. The seats have been tweaked for this generation and they are available with optional cooling for the first time. If it was our 911, we'd probably opt for the new no-thrills folding race buckets, a la GT2 (more here). As it is, the standard seats provide adequate location and are all-day comfortable.

There's great vision ahead and, in supercar terms, to the rear and flanks in the Coupe as well. Park assist is now standard and helps if you in very tight spots – especially in the case of the cabrio.

Also in the case of the soft-top, Porsche has done extra work on the power hood system, which is operable up to around 50km/h. The top itself weighs just 42kg, claims Porsche, and takes 20sec to open or close. Sound and heat insulation has been improved as has the fabric's appearance and longevity.

We can vouch for its weather sealing and wind noise effectiveness -- even at very, very high speed.

SAFETY
Porsche doesn't trouble the burghers at EuroNCAP to crash test its products. It makes no claims therefore on the crash rating of the Carrera models. The company says, however, the construction and reinforcing of 911 coupe and open bodies ensure a "high level of crash safety even in an offset collision".

Six bags are fitted including two two-stage full-size frontal airbags and Porsche Side Impact Protection (POSIP) made up of a thorax airbag on the outer side of the front seat backrests and a head airbag in the door.

Rollover protection in the soft-top is via reinforced A-pillars and two spring-loaded (rather than pyrotechnically actuated) rollover bars behind the rear seats.

The new Carrera 2 models feature the latest iteration of Porsche Stability Management which includes anti-lock brakes, traction and stability control, EDC (engine drag control) and ABD (automatic brake differential). The system now also incorporates the Carrera 4 models' "Brake System Pre-Filling and Brake Assistant" -- Porsche's version of emergency brake assist.

Such is the dynamic latitude allowed a driver (especially in the Chrono Pack's Sport Plus mode) that there seems few occasions where you'd need to turn the PSM system off.

COMPETITORS
Locally the 911 is untouched in its segment in terms of sales strength. There are however a number of vehicles that are muscling in on its territory in terms of configuration (ie: two-door prestige sports) and true everyday performance.

In the former arena we'd count Jaguar's XK and XK-R models and Aston Martin's V8 Vantage as key competitors, along with the likes of Maserati's more expensive Granturismo. BMW's 6 Series and Benz's SL range (and perhaps CLK 63 AMG) would also sit in this company.

As a true everyday supercar, the 911 has few rivals. Audi would like to think its R8 sits in the same realm (we don't), but arguably the most compelling everyday performance uber-coupe competitor is BMW's significantly cheaper M3.
ON THE ROAD
Driven on the roads close to its development and production home bases near Stuttgart in Germany, we expected the Second Generation 997 Carrera 2 models to be good, and we weren't disappointed. Just how good they were, however, caught at least a few of us by surprise.

Each variant and update of the 911 since the 996 has managed to combine added refinement with more engaging driving dynamics. The combination of the chassis tweaks, the all-new DFI engines and the amazingly competent PDK dual-clutch gearbox makes the latest Carrera 2 and Carrera 2S models the most complete naturally-aspirated 911s ever.

This is a big claim but we're confident anybody who drives the cars with an open mind will agree. We're also confident that this generation of 911 delivers the most homogenous result in terms of capabilities across Coupe and Cabrio. No longer should the soft-top be considered the softer variant -- based on our initial impressions it's every millimeter the consummate sportscar the hardtop is...

Even leaving the powertrain advancements aside for a moment, the series two 997 chassis is a step beyond the 997 in terms of responsiveness and involvement. Like the 911s of old this is a car that needs an assertive but 'tactful' hand at the wheel.

If you grab this new car by the scruff of the neck and flog it, it's fast but also nervy. On the other hand, place it exactly where you want it and spare it the 'hard' hands on the wheel, and any harsh inputs, and it will reward you with super fast cornering and precision.

Again like older 911s, you must allow this car its head a touch to get the best from it. It's a car that doesn't feel foolproof -- like say a Japanese all-wheel-drive hotty -- but demands due care and attention.

Turn-in is immediate and the grip of the car is such that it even copes well with mid-corner line changes...  To a point, that is -- the laws of physics still apply.

Try and tighten your line too overtly and you can provoke both under and oversteer depending on the situation. Blunder on through with too much throttle and the lightly loaded front will push wide. Chop the throttle (or on a camber change) and the rear can smartly step out before you, or more likely, the PSM (Porsche stability management) gathers it back. Great fun... In the dry at least!

Indeed, the driver's connection with the car is palpable. You get tactile feedback via the wheel which tells you exactly what the front-end's up to.

The stoppers are strong in both versions but it's easy to nip up a wheel here and there with staccato stomps on the brake pedal. The ABS deals with this with aplomb, but it pays to get the forward weight transfer happening and then squeeze on the anchors if you want to avoid the electronic intervention. It may have been the pace of the drive, or perhaps the chosen Michelin rubber, but we'd struggle to remember a car that uses its ABS as much this generation Carrera 2/2S.

We drove both open and closed Carrera 2 and Carrera 2S models equipped with Porsche's new PDK seven-speed automated manual gearbox. On the tight twisty hill roads and open sweeping farmland two-laners alike, the PDK gearbox was beyond criticsm. To avoid superlative overload, let's simply say there is a now a new benchmark in the world of twin-clutch gearboxes.

In the models equipped with Porsche's Sports Chrono Package Plus there are in effect three modes in which the gearbox can operate. Unlike some other systems, they are noticeable different and endow the car with quite different characters.

In standard trim, PDK approximates a refined and well-fettled automatic gearbox with ne'er a hint of the histrionics (jerks, graunches, grinds and bangs) some automated manuals exhibit -- especially in stop-start traffic. Click the sport button and the upchanges become sharper and downchanges more intuitive, thanks to the onboard 'smarts'. Choose Sports Plus mode and the gearbox adopts a 'maximum attack' mindset.

While you can shift in all three modes using the steering-wheel spoke-mounted slides (more on these in a moment), there's no need to select or deselect manual or auto modes like some twin-clutch gearboxes. The change between the two operating modes is seamless -- if you don't want to change gears, it will.

Both the standard and Sport modes are also adaptive and will 'learn' your driving style.

Slap the gearshift lever into manual mode and select Sport Plus, however, and you have a fully manual system that blocks upchanges to allow you full control. This would be perfect on the track, though to be honest on the road we were almost completely satisfied by the 'decisions' PDK made.

The one thing we're not satisfied with is the direction Porsche chose for the up and downchanges.

Use your thumbs to push the slides (positioned at 'quarter to three' on the main steering wheel spokes) away from you and PDK selects the next highest gear. Use your finger tips to push it back towards you and you get a downchange. This is diametrically opposed to the intuitive.

As you brake it seems commonsense to this tester to push away from you to go down a gear. Time and time again we'd do exactly this and get an upchange when we wanted the opposite. Such is the muscular torquey nature of both engines, however, that we're rarely without enough go, however, you get the point.

On the unrestricted open spaces of the autobahn we opened the taps on both the 3.6-litre Carrera 2 and 3.8-litre Carrera 2S engines and weren't disappointed -- speeds in the high 200s are available in short order.

Both engines have the immediate fluff-free throttle response you'd expect from high-compression injected engines and both have glamorous, generous soundtracks.

The S engine has a sharper bark to it and fair honks when provoked -- we saw 280-plus in short order on the E41 just north of Ludwigsburg. The 3.6 is no slouch, however, and can humble almost any other car you meet. Driven in isolation we'd be more than happy to settle for the 'lesser' version.

Though we were able to log more than 400km on three different Second Generation 997s during the one-day launch drive, such are the complexities of the cars and the myriad combinations of PDK, PSM and Sports Chrono functions, that we only scratched the surface on getting to know them.

We can tell you the latest Cabrio was all but flex free (even on some of the bumpiest, broken bitumen we found) and serene in the cockpit (with wind deflector in place) beyond 160km/h, and that the Coupes exhibit the bank-vault-like solidity that has become a trademark of the 911, but there's so many other aspects to the cars that it seems would take ownership levels of familiarity to fully appreciate.

Perhaps it's these layers of excellence that keeps 911 buyers coming back. Were it we had the readies to find out...