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Here Are All Of The Quirks and Features of the 992-Generation Carrera

We all know that the 911 has grown a lot, but seeing Doug DeMuro next to this Lizard Green 992 has really cemented just how much. All 992s are now « widebody » cars, and as a result a base Carrera is a whopping 72.9″ wide. That’s 4.5″ wider than a 993 (though perhaps about the same as a Carrera RS), or 3.2″ wider than a 996. It’s a full 10″ longer than a 993. While it’s only slightly longer than a 996, the blunted nose and general proportions make the 992 appear to take up significantly more volume. Porsche has gone to great lengths to ensure that the 911 is both mechanically and visually a 911 through and through. It is simply striking how large it looks next to a 6’3″ Doug.

More striking than the size though is the dizzying array of technology throughout the car. From the lighting to the infotainment, there is a lot here to digest. Gone are the days of climate control sliders whose operation can be reversed if you hook the control unit up incorrectly (I’m looking at you, Project 944 GTS), and in are capacitive buttons governing most functions, vast infotainment displays, and multi-adjustable everything.

While some of those items, notably the capacitive buttons, will send enthusiasts who recall the Lagonda into convulsions, it’s really shocking how classically-Porsche the interior looks. The material choices look excellent. The shapes and layout inside the car will make an air-cooled 911 owner feel much more at home than any 996 or 997.

While enthusiasts have a luddite-like tendency to abhor technology in sports cars, I think Porsche deserves praise here. The new car seems to have given a lot of consideration to which controls are best served by physical buttons and switches rather than an endless array of sub menus. It’s a hard balance to strike, and while hardcore technophobes will never be truly happy with the 992, for the majority of us the car offers technology when you want it, and enough transparency when you do not.

While there isn’t much to take away from Doug’s driving impressions, you’d be better served looking to someone like Chris Harris for on-track insight, or JayEmm for on-road insight, his impressive level of thoroughness is always exceedingly helpful with the nitty-gritty of what a car will be like to live with.


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Here’s What It’s Like To Drive The 2020 Porsche 992 Carrera 4S On The Tail Of The Dragon

Porsche really wanted to make a splash with the new 992-generation of its iconic 911. The company invited several automotive journalists, including friend of the site Matt Farah, to Germany to drive the new 911 around for a couple of days. So far, that’s pretty standard for how this industry works. Then came the unorthodox bit. Porsche instructed Matt to point his GPS to the airport where the car was loaded onto a pallet and into a cargo plane. He then boarded the plane with the car, and transited across the globe to Ohio of all places (it’s a DHL hub). Then Porsche sent these folks with some of the first 992s in America down the spine of the Appalachians to the wonderful Tail of the Dragon, US 129 in Deals Gap, North Carolina. Sounds like an epic road trip, right?

After spending more time with the 992 than anyone else outside of Porsche employees, Farah got a pretty good sense for what the car was capable of. Check out his impressions in this most recent one take video below. It’s definitely worth your time to watch. And surprisingly the 992 sounds better than I remember the 3-liter Turbo sounding when I drove that engine in the 991.2 a couple of years ago.


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The Porsche 911 Is A Champion of Profitability

Transitioning into building an expanding lineup of electric models is a costly venture. Though the Taycan recently launched, and the next generation Macan is destined for electrification, these models are not expected to turn a profit for some time. Fortunately for Porsche, the bank of 911 is printing money. Though the marque’s top sports car makes up just 11% of Porsches sold, it accounts for an astounding 30% of the company’s earnings. Let that sink in- just over 1/10th of the sales, and approximately 30% of the earnings. The 911 is a veritable machine for profitability.

CNET attributes much of the model’s profit potential to its configurability. While I have bemoaned the excess of variety in the past, it’s hard to argue with reality. Derivatives are relatively inexpensive to implement compared to new models. Options are cheaper still, and Porsche offers a lot of them.

I challenge you, the Flatsixes reader, to try the following. Use the configurator on the Porsche website, and see how high you can spec a base model 992 Carrera. Without breaking a sweat or getting into Tequipment items, I managed to add more than $80k in options to a base model 992, and most of these options can be added to any model in the range.

Of course, this is not to Porsche’s detriment, nor are they just playing a game with the margins. Global 911 sales exceed the combined sales of Bentley, Ferrari, Aston Martin, Ferrari, and Lamborghini. Though Porsche does not artificially limit the global supply of 911s as some other brands do with their models (though some models are specifically slated for limited production), it remains an extremely impressive feat.

Enthusiasts have posited that the Cayenne is a worthwhile vehicle because it lets Porsche make more 911s. Oddly though, it is starting to look like the 911 may not actually need the help. With strong sales and intense profitability, the 911 is truly a juggernaut of the automotive world.


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Porsche: concepts mules and prototypes

Before any new model goes into manufacture the design – in various stages of finalisation – has to go through practical testing. These vehicles are prototypes, recognisably and most often visually identical to the subsequent production vehicle.

Far less frequently these days, where more extensive research and dynamic development can be carried out with software simulations, a manufacturer experiments with a radical new idea by building some of the technology into the preceding model. These cars are often referred to as ‘mules’.

In the past, the need to keep particular experiments confidential even led to some mules wearing total disguises to fool both press and competitors.

Examples of this at Porsche include the Audi 100 Coupe, into which Weissach shoehorned the 928’s V8 and running gear; later the 928’s innards would also be built into an Opel Diplomat.

Concepts are used by manufacturers to float an idea, to test acceptability of a particular design or style. A phenomenon which in today’s homogenised and regulated auto industry has become unusual, the most successful example in Porsche history was the Boxster concept, greeted with standing ovations when it was revealed in 1993.

That the resultant Boxster – which would closely prefigure the new 911 – was so similar to the concept was a tribute to Porsche’s original design, achieving homologation with a minimum of compromises which usually dilute and sometimes completely spoil the original idea.

The real workhorses of pre-production are, of course, the prototypes, masked these days if their makers want to hide them by an astute application of chequered tape, which brilliantly sabotages visual perspective.

Of the thousands of prototypes built, virtually all of them are subsequently broken up, occasionally to the dismay of auto historians. In deference, however, to the interest they generate, Porsche has selected a handful of the more remarkable prototypes it has kept, and sometimes displays them at the Museum at Zuffenhausen…


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The 2020 Porsche 992 Carrera S Is Quick But Isn’t Much Of A Track Star

Give a car to Steve Sutcliffe and he’s bound to flog it within an inch of its life. He extracts every iota of performance from the car, and in addition to giving a good thrashing, gives it a fair judgement. For that reason, he’s one of the best. How many journalists can run times similar to an F1 test driver in that test driver’s regular F1 car?

Of course, he prefaces his critique of the 992 Carrera S with the acknowledgement that it’s first and foremost a road car, and not a racing car. That said, it does wear an S on its rear hatch, which holds it to certain expectations.

The front end is reminiscent of the 959’s, isn’t it?

It has to be said that, as a car optimized for road usage, it’s a success. More power, 391 lb/ft of torque from 1,900 revs, and an exquisite exterior make it a hit. However, its added heft make it a less involving car. Add a small amount of girth, and it’s immediately noticeable on road or track; the car is just not as placeable.

Still, it managed a 1:16.00 around Anglesey, which is nothing to sniff at. Considerably quicker than the 991 Carrera S, and even faster than a Nissan GT-R, there’s no denying its pace. Only being 0.8 of a second off a 991.1 Turbo, especially at a circuit that rewards the punchier motors, speaks to the power this mid-tier 911 offers. It’s a staggering amount of performance for a car that isn’t truly made with the track in mind, and as civil as any two-door Porsche on the market.

Still, Sutcliffe is underwhelmed. Noticeable heft, a less incisive front, and a less characterful motor make it « quick with a lower-case q. » While his standards for track performance probably exceed most owners’, it’s still refreshing to hear a blunt, reasoned, and fair take on a car that will undoubtedly stretch a smile across the face of 95% of its users.


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