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911 Carrera S – 450 ch

Porsche 992 Carrera S – TECHNO : un moteur loin d’être à plat

D’une cylindrée et d’un mode d’aspiration inchangés, le 6-cylindres à plat 3.0 biturbo de la huitième génération de Porsche 911 semble en tout point identique à celui de la précédente mouture. Mais vous savez ce qu’il se dit des apparences…

Comme son petit nom l’indique, le bloc 9A2 Evo est en réalité une évolution assez nette du 9A2 étrenné par la 991 à partir de son restylage, fin 2015.

Amené à développer plus de puissance que celui qu’il remplace, comme le suggèrent les 450 ch dorénavant affichés par une “simple” Carrera S (contre 420 ch jusqu’à présent), ce moteur reçoit de plus gros turbos. Leurs aubes voient notamment leur diamètre majoré, de 3 mm côté échappement et de 4 mm côté admission.

Ces deux assistants respiratoires sont aussi désormais installés de façon symétrique, chacun tournant dans un sens opposé. Il est ainsi plus facile de réguler la circulation des gaz, le circuit qu’ils empruntent devenant identiques d’un banc de cylindres à l’autre.

Cette meilleure gestion est aussi favorisée par l’adoption de soupapes de décharge contrôlées électro-mécaniquement et non plus par simple dépression. Le système de suralimentation s’avère d’autant plus efficace que ses échangeurs, plus volumineux, sont placés directement au-dessus du moteur et non plus dans les boucliers arrière. Une place aujourd’hui occupée par les filtres à particules. L’air compressé vers…


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Test drive Porsche 992 Carrera S: un essai au sommet

Essayer une Porsche 911 est toujours une invitation qui ne se refuse jamais mais tellement stressant parce qu’une 911 ça ne se conduit pas, ça se respecte, ça se pilote surtout. Alors, malgré mon expérience, c’est avec une certaine appréhension que nous nous sommes rendus au centre Porsche Annecy pour prendre le volant de la …


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2019 Porsche 992 911 Carrera S Review

Yes, that’s right, there’s a new one and it has got me a little bit worried. Let me tell you why. The 991 Porsche 911 generation was something of a mixed bag – Think of an album of your all time favourite artists – Michael Jackson, Phil Collins, Barry White and Michael Buble (at Christmas […]


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2019 Porsche 992 Carrera S vs 4S first drive review

We’ve been here before, right? A new 911, which among our fraternity will forever be known as the 992. In Porsche’s model line there’s nothing more significant, even if today 911 sales are a mere support act to the SUV bottom line. Simply put, the 911 remains the company’s icon, the car that defines the firm. The 911 represents success on road and track, a million-selling sports car that’s instantly recognisable; unique in the automotive world.

Which is why replacing it is about as difficult a task as Porsche has. Time doesn’t stand still though, and the 911 has to evolve to work in the world it finds itself in. That evolution has unquestionably allowed it to endure and succeed, but the transitional points in its lifecycle will always be significant and debated ad-infinitum among drivers and the likes of me in titles like this.

The 911 matters to people then, more so than any other car. It doesn’t actually seem like that long ago I was reviewing the then new 991, or indeed 991.2; in the time since they’ve gone on to become the 911, after the usual difficult transition period where everyone is looking dewy-eyed about the outgoing model. I’ll do that now, the Carrera T manual that I’d borrowed off the UK press fleet in anticipation of driving the new 992 feeling pretty much perfect to me. That 991 should be good though, it being at the end of its development cycle.

Everything learned from that and more has been adopted here with the 992. There are two of them here today, a Carrera S and Carrera 4S. They are, as all will be until the standard Carrera arrives later this year, PDK, and pulling the right paddle shifter here can now be done eight times. “They’re the same,” is the reply when I request that both cars feature in the same shot.

Visually, that’s true; the Carrera S and Carrera 4S are identical, even more so when they’re painted the same Racing yellow. The only clue to the 4S’s additional drive is the badge on its backside. Choose the model delete option, or better still the simple 911 numbering, and you’d not know it’s a four, Porsche’s decision to make all Carreras widebody removing that go-to identifier of drive. It’s big, this new 911, as wide as the outgoing GTS and GT3, a bit longer and taller, as well as heavier. We’ll get to that later.

The dynamics engineers certainly weren’t complaining when the decision to go widebody was made. You might think that it was the chassis engineers that dictated it, but the 992’s a widebody for different reasons, key among them being the cooling. The 992’s 3.0-litre twin turbo flat-six has to pass ever-tighter laws for economy and emissions, and an efficient turbo engine is a cool one. That defines not just the physicality of the 911’s shape, but the large cooling intakes fed by active vanes at the 992’s nose. Here, now, in natural light and in the pitlane of the Hockenheimring, I have to say it looks good. It’s unmistakably 911, as it should be, design boss Mauer’s team having dipped into the 911’s past to bring it forward. From the cut-out recess on the bonnet to the SC-aping font for the rear 911 badging, via the large headlights sitting upright (cut exclusively out of the wings rather than puncturing the bumper), there’s no mistaking its lineage.

That expansive rear is spanned by an LED strip light across its entire width, the slightly recessed lighting and three-dimensional Porsche badge across the back leaving you in no doubt that you’re following a 911. The pop-up rear wing that aids stability now also acts as an airbrake when stopping from speed. It’s better integrated than that on the 991, but is still arguably an inelegant if undeniably effective solution to the 911’s aerodynamic Achilles heel. It’s the other pop-out element to the new 911 that’s causing the most debate here today; the door handles. They look neat, but their operation isn’t perfect, feeling insubstantial and not always popping out to greet you. That you have to lift and pull rather than simply grab counts against them too. A small thing, perhaps, but they feel like the answer to a question nobody asked, particularly in comparison to those on a 991.

Once inside, this is clearly a 911 for a new era. The quality takes a leap, the build feeling substantial, the materials, too. It’s an attractive cabin, the centre dash coming with a near 11-inch screen containing all the info and entertainment functions. It’s a touchscreen, adding connectivity and configurability to your nav and entertainment that you probably never knew you wanted or, arguably, needed. Choose the Sport Chrono and you’ll be able to select the driving modes…


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Nouvelle Porsche 911 Carrera S avec toit carbone par Porsche Exclusive Manufaktur

Porsche Exclusive Manufaktur dévoile un exemple de personnalisation de la dernière Porsche 911 type 992, sur la base d’une Carrera 4S où raffinement et exclusivité font bon ménage. Porsche continue à proposer des équipements exclusifs et des personnalisations pour ses clients comme un toit léger en carbone, des ceintures de sécurité de couleur vert Lézard …


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