Porsche 911 Review 2022


What is?

The Porsche 911 has shown incredible resistance to the trends of more than five decades. Its look, its dynamics, and its very purpose have been unwavering and yet adaptable. Now is the time to take the next step, but in the same direction. A new 911 has arrived eight times, just eight, since 1963. Sometimes those generational leaps are significant (the 996 was stretched, water-cooled, and was actually an entirely new car). Sometimes they are more about the details.

The 992 is a bit of a mid-size movement of the 991. The entire body is, for all intents and purposes, new. Previously, the helmet and skin were two-thirds steel. Now it’s only a third, and the rest is aluminum in sheet form, extrusion, and casting. On the outside, all the metal panels are changed. The bodywork is wider and slimmer, but still with that wonderfully subtle 911 shape.

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The trim line and contours of the bonnet are reminiscent of the G-series from 1974. The calligraphy on the rear and the design of the fully analog rev counter nod to the original 901 before the 911. The spirit of this car lies here, they want to imply .

And yes, he resides here. The new 911, like all 911s, is not a diva. It’s just a car, it’s the call. So the 992 does everything that looks like a car: the trunk, the rear child seats, the practical upright cockpit, the glassed-in view. All fair… plays. He has a relaxing everyday manner; the ability to weave through traffic or swallow highways.

But it’s not just a car, right?

Unless you’ve lived under a rock, you’ll be aware of the race-hardened heritage that the 911 embodies. And its real dynamic characteristics live up to that. The edge of its engine, the connectivity of its chassis, the balance and precision of its controls. A Porsche is alive in the way it connects with you.

This contradictory domain of the prosaic and the exciting remains what has made the 911 great. As does its ability to evolve over time. See a first and this generation side by side, and the effects of progress are reflected in an almost comical increase in the circumference of the hall of mirrors. This is how the world moved.

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The new car is noticeably wider than the 991. Which is a shame because compactness was part of what made a 911 practical, whether in town or on a B-road. But you can see why it’s grown. Wider means more grip and room for wider, larger-diameter tires—the rear tires are 21-inches. The 911 now hangs like a supercar.

inside there is a large step instead of medium. It may have some visual reminders of earlier cars, but it’s absolutely of the moment. Interfaces are all about reconfigurable screens, full gear, and driver assistance. It is beautifully made, simple in its lines, sophisticated in its appearance.

What is the range of models?

It is really very wide. It was always like this. Base model is the regular Carrera, 380bhp from the 3.0-litre PDK twin-turbo dual-clutch gearbox only, but a choice of rear or four-wheel drive, coupe or convertible. Above is the S: same engine, more power: 450 hp. 0-62 mph times vary by team, but hover around the middle of all three. Then there’s the 480hp GTS, it uses Turbo components but is meant to be a GT3. Split the difference. Arguably the pick of the range, but we’re already down to £109,000, while the base car is under £85,000.

Then we have the more specialized machines, the versatile Turbo and the track-focused GT3. Turbo versions use a 3.7-liter twin-turbo. It’s a sharper, more focused car in this generation, the chassis able to keep pace with an engine that delivers up to 640bhp. The GT3 dispenses with turbos. Still. Instead, an asp 4.0 nat flat-six hits 9,000 rpm and there’s a scalpel-sharp chassis.

Is the standard engine taken from the 991?

Yes, although it has higher compression, intelligent piezoelectric injection and, above all, new intake and exhaust systems. The turbos and intercoolers are new and larger, and all are more advantageously positioned for sharper response. The exhaust also receives particulate filters.

The PDK transmission, meanwhile, is an all-new eight-speed. It’s faster than anything else, but it’s all about saving fuel at high speeds. Seventh and eighth are so long that the car hits around 190 mph in the top of sixth.

In the chassis we find similar principles to the previous one but many interesting improvements. They include higher-ratio steering (with optional four-wheel steering as before), better brakes, and new adaptive dampers as standard with a wider operating range than the 991.

For aerodynamics, there are active cooling fins at the front that, when open, also cancel forward lift. The rear wing now has three positions: down, a mid-range, low-drag “echo” position, and the top speed setting that keeps you on the ground as you approach top speed for a light aircraft. The spoiler is beautifully integrated when lowered, but when raised it feels like the entire rear end is falling off. Oh!

Our choice of the range.

Porsche 911 Carrera GTS red
PDK 2 doors

What’s the verdict?

The 911 is always definitive, stretching the poles of the capabilities of a sports car without making a mistake at the foot

The new 911 adds speed and grip, but also better balance and sharpness to its handling. The turbo flat-six now has an energy and charisma that few prices can match.

Yes, it feels like a bigger car on the road now, but its capability for everyday use and touring has also increased, displaying comfort and a range of useful technology that puts it alongside simple sport sedans. It’s just as comfortable and useful as they are, but delivers on so many other levels.

The 911 remains definitive, stretching the poles of sports car capabilities without fail.

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Porsche 911 Carrera GTS red frontPorsche 911 Carrera GTS reds19_0181_good.jpg

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Source : topgear.com

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