Porsche 911, the eighth wonder. Behind the wheel of the evolution of the queen of sports cars

True myths are those who accept the challenge of time without ever betraying themselves. Among these is certainly the Porsche 911, which has now reached its eighth generation (project code 992) keeping the same recipe that makes it unique a dish appreciated by the gourmets of the steering wheel since 1963. A philosophy expressed, once again by a style that maintains its figure, but becomes even more efficient. The cx is 0.29 and the merit is of the cleaner side, thanks to the concealed handles, and the front air intakes that open like a shutter only when necessary.

The same is true of the retractable rear spoiler, 25% wider and better integrated into the tail, which is also characterised by the extended grille, with the third stop light in the centre, and by the single light unit that is now found on all Porsches. The new 911 is 4.52 metres long (+2 cm) and has a much richer body in aluminium: 70% instead of 40% of the 991, but it is 5% stiffer and more protective, allowing the total mass of the car to be reduced by 12 kg. They seem to be poor results, but they are the result of refinement work that has involved every single detail: from the 10 body joint systems to the brake pedal, in plastic material, and the seats, slimmed down to 3 kg. The wheelbase (2.45 metres) has remained the same, but the track widths have increased considerably – front 45 mm, rear 44 mm – and this has made it possible to obtain wider and more advanced attachments to accommodate the 6-cylinder boxer. Like the previous one, it is a 3-litre twin-turbocharged engine, but the power of the Carrera S rises from 420 to 450 hp thanks to new devices such as the symmetrical turbines – the one on the right bank turns in the opposite direction to the one on the left – and the differentiated lift for the intake valves, which improves combustion at partial loads. To make it suitable for current and future anti-pollution standards, it has a particle filter. The arrangement of the air intakes and intercoolers also changes, as does the gearbox. Now the only choice is an 8-speed double clutch that is ready to accept an electric motor inside, a sign that leads straight to an easy conclusion: soon we will see a 911 hybrid.

The chassis is also more advanced, with differentiated tyres (front 20″ and rear 21″) and electronics that coordinate every element concerning the dynamics of the vehicle: from the differential to the all-wheel drive in the 4S version up to the steering, now more direct and that, on request, can also involve the rear wheels. The interior also retains the taste of 911. The graphics of the instruments have changed, with the analogue tachometer and the rest digital, and the controls have also changed, all with sliders, even the gear lever. At the centre is the 10.9″ screen of the info-telematic system that allows the car to interact remotely via an app, also to analyse times on the track. The 911 also becomes safer. At night there are LED matrix headlights and night vision system, at all hours they keep their ears straight sensors that recognize the presence of pedestrians and cyclists, whether they pass by or are in front of the car to activate the automatic braking.
The 911 now recognizes the signals, has adaptive cruise control with stop&go function, lane maintenance system and is also able to understand if the asphalt is wet, so that the rider, among other driving positions, can also choose the Wet that makes it virtually impossible to make mistakes. If you buy the new 911 to enjoy its performance and sportiness, know that it easily exceeds 300 km/h and has a 0-100 km/h that varies from 3.7 to 3.4 seconds, depending on the versions and equipment. But perhaps even more impressive is how the German sports car manages, even more than in the past, to reconcile the quiet driving in everyday traffic with the most extreme, as we could try on the curbs of the circuit “Ricardo Tormo”, near Valencia. The “neunelf” has become even faster to insert, has a monstrous traction almost as much as its braking and it is a real pleasure to hear the 7,500 rpm of the 6-boxer marked by a PDK simply perfect. The new Porsche 911 Carrera S starts from 123,999, but this is only the starting point, not only for the customization possibilities offered by the price list, but also for all the variants that will follow and that promise to maintain another tradition of home in Zuffenhausen, to amaze.

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