Porsche finally introduced its new generation of the 911, baptized as 992. After several test takings, the car gave the faces to the world. At first glance it does not seem to have changed that much compared to the 991, generation that is now predecessor. The silhouette and proportions respect the lineage begun in 1963 with fidelity, maintaining the characteristics of the authentic 911. The straight lines at the bumper joint with the mudguards and the hood edge refer to the classic Porsche 911 from the 60’s, 70’s and 80’s. Now in all versions, the Porsche 911 will have wider bodywork, not just in some versions, as it was in the 991. Porsche has not yet confirmed the overall dimensions of the new body, although it has stated that the axles and gauges were slightly larger.
Inside, big changes. According to the manufacturer, the new dashboard was inspired by the 911s of the 1970s. The multimedia hub has a huge 10.9-inch screen. The central console is new, as is the shift lever, and the driver’s commands in the new center console are all physical, with buttons that refer to fighter aircraft commands including an interesting horizontal display for the air-conditioning controls. The instrument panel is now digital, with the spindle in center position while still maintaining an analog piece. There are two screens, one on each side, for the other dials. The new 911 will also have adaptive cruise control with distance control, night vision with thermal camera, a wet track assistant, which detects water on the tread and automatically adjusts stability control, and a new assistant for emergency braking. Plenty of embedded technology to keep up with industry trends. For now, Porsche has revealed only two versions of the 911 992: Carrera S, rear-wheel drive, and Carrera 4S, all-wheel drive. Both use the flat-six twin-liter three-liter engine launched in the second stage of last generation. However, upgraded to produce 450 horsepower at 6,500 rpm and 54 kgfm of torque between 2,300 and 5,000 rpm (an increase of 30 horsepower and 3 kgfm over 991.2). Both versions are initially available with a new variant of the dual-clutch PDK gearbox, now with eight gears. In the future, for the joy and relief of enthusiasts, it will be possible to order the 911 992 with a seven-speed manual gearbox.
356 AO 911
You must go back to 356 to understand under what circumstances 911 came about. When the first prototype appeared in 1948, the brand began its career in the world of the automobile, after having occupied itself with the production of tractors, cables of steel for winches and even cable cars. Another of Porsche’s businesses was the recovery of German military vehicles. But it was actually with the emergence of the 356 that the brand began new era of its existence. To get an idea of the success of this model, Porsche produced between 1948 and 1950 52 units of the 356/2, 44 units were coupes and the other cabriolet. These units were assembled by hand in Gmünd, Austria, and it was not until 1949 that the brand returned to motorhome covers class c.
The 356 Speedster.
The 356/2 engine was a 4-cylinder four-cylinder boxer with a power output of 40 cc, mounted behind the rear axle, allowing more internal space in the rear to accommodate some luggage or even accommodate two children. Closed bodies made of aluminum had excellent aerodynamics, even though they had never been tested in a wind tunnel. The success was such that the brand had to develop the 356 project and in 1954 introduced the 1500 Coupé, where in addition to the larger engine capacity (1,488cm3) more power (55 hp), gained some changes in the external part. One was the windshield, which became one-way. Dubbed “Knickscheibe” – German designation of curved windshields – this version still received separate bumpers from the bodywork and new internal design. The emergence of the 356 A 1600 S Speedster in 1958 was a response from the German manufacturer to the exacting standards of the North American market, following a request made by Max Hoffmann, a local importer. Once again, Porsche made several improvements on the 356, such as the greater slope of the windshield. In terms of safety, the side windows were made of plastic.
After four years, in 1962 the 1600 version received the GS Carrera GTL Abarth version, a small series that was very successful on a sporting level thanks to the design made by Franco Scaglione. With the 356B 1600 GS Carrera GTL Abarth, the brand won the World Championship three times and was the best of its class in the “Targa Florio” of 1962. In terms of normal production, Porsche announced that same year the Cabriolet version of Carrera 2 , where curiously the brakes used derived from the Porsche 804 of Formula 1. In 1963 appeared the 356 B Coupé with 75 hp.
It was in 1956 that Porsche decided to invest in a new project, not necessarily substitute for the 356. The guidelines given by Ferdinand Porsche for a car should have four seats, wider than the 356. However, Porsche was forced to change the plans, because if the new car had four seats, it would compete directly with brands like Daimler-Benz, unthinkable for a small brand like Porsche. They then went on to work in a two-seater car, like the 356, while looking for some in the pioneer, but with a more luxurious interior, larger interior space and a six-cylinder engine with more power. The first prototype of the 911 (or the 901) was coded 695 and, with the front quite similar to the one we know from 911, the rear was completely different, with the creased ceiling and large rear window.
During the summer of 1964, the 911 finally went into production and while many bet that Porsche would never again find its sporty spirit that marked the 356, due to the high weight of the car and its luxurious interior, the truth is that the specialized press received the car well. After launching the 911 in 1963, the German brand found it opportune to produce an intermediate version between the 356 and the 911. It was the 912, less luxurious than the 911, still using the same engine of the 356. Even being considered the “poor cousin” of the brand, the 912 arrived in 1965 with several attributes, including good aerodynamics, rigid bodywork and the 911’s external look. Commercially, the 912 was another success with a sales volume of 9,000 units in 1965 and 13,000 in sales. 1966. In terms of news, the German brand also showed in 1965 the Targa version of the 911. If Porsche thought in a first phase to equip the Targa with only a traditional “santoantonio”, the final version showed otherwise, with a very broad steel structure and highlighted. The novelties did not stop here in 1966, because the S version of the 911 was presented, more “muscular” – with an increase of 30 hp and a more aggressive look, thanks in part to the Fuchs wheels. However, brand managers confided to reporters that the S was unspeakable when taken to extremes and that the driver easily lost control without any notice from the car, which Porsche tried to remedy by putting a 11 kg ballast in the front of the car, to try to improve stability.
Still in version S, the North American market stopped receiving this model for environmental reasons during some years. That’s why Porsche launched the 911 L, which was the 911 S adapted to US standards. In terms of power, the European 911 S had 190 hp. The E version, on the other hand, had 160 hp in Europe and, in the United States, 140 hp.
NEWS IN 1969
Porsche acknowledged that its car was not flawless, so when it introduced the Series B in 1969, it showed several improvements. One job was to move the rear wheels 57 mm further back, thus improving the mass distribution. This made 911 more stable, which was one of its critical points. The chassis was also extended in some versions, which allowed more internal space. Over the years, the brand evolved the 911 and from 1969 to 71, the engine grew from 2.2 to 2.4 liters. The 911 Carrera RS with a 210 hp 2.7-liter engine and less than 1000 kg of weight was an attraction on the tracks. Ten years after the introduction of 911, the engineers turned their efforts to reveal the G version. Produced between the years 1973 and 1989, this series was the one that remained for a long time in the Porsche portfolio. The improvements were evident, such as the introduction of reinforced bumpers, imposition for the car to pass the crash tests in the United States. Still in the safety area, the 911s won three-point belts as standard equipment, plus integrated headrests. In 1974 came the 911 Turbo, a milestone in the history of the brand. With a 260 hp 3.0-liter engine and huge rear spoiler, this was a great combination of luxury and performance. The next step was the presentation of the version with engine 3.3, turbo and intercooler. With 300 hp, soon became reference among sports. In 1983 the 911 Carrera with aspirated engine was replaced by the SC, with engine of 3.2 and 231 hp. Air-cooled car fans could also choose the 911 cabriolet version in this version. More recently, the 911 Carrera Speedster emerged in 1989, evoking the 356.
When everyone expected that Porsche would announce the end of 911 in 1988, the brand surprised with the 911 Carrera 4, known as 964. After 15 years of production under the same platform, Porsche redesigned the base with 85% new components, giving the new project the status of a modern car. With air-cooled 3.6-liter boxer engine, the car had 250 hp. In terms of aesthetics, the Carrera 4 diverged from its predecessors only in small details, like the bumpers made of polyurethane and a rear spoiler that arose automatically from certain rotation of the engine. Designed to appeal to the most purist admirers of the German brand, the 964 was quite comfortable, something that Porsche had never fully satisfied its customers. In addition, the car had ABS, Tiptronic gearbox, power steering and airbags, and was made from a completely redesigned chassis with alloy arms in suspensions and springs in place of previous torsion bars. A revolutionary element in the 911 line was the Carrera 4 with full wheel drive. Then came the Carrera Coupé, Cabriolet and Targa, as well as the well-prepared version of the 964 Turbo, starting in 1990. Initially, this latest version had 3.3 engine, passing the Turbo to make available – from 1992 – respectable 360 hp with the engine of 3.6.
THE LAST “AR”
The 911 designated internally as 993 remains in the memory of the Porscheists, although it was introduced in 1993. One of the reasons for this was the pleasure in driving it provided, coupled with the elegance of the drawing. The bumpers integrated in the set gave the visual front quite aggressive. Of course, the performance of this brand new bet had to be a benchmark, and so Porsche technicians guaranteed the 993 agility and breathtaking performance, especially on account of the new aluminum chassis. The Turbo version was the first to receive the biturbo engine. Meanwhile, the 911 GT2 was affirmed in the sport plan. As for the Targa, highlight the electric ceiling, transparent. Produced between the years 1993 to 1998, this was the last generation of the 911 air-cooled.
When Porsche showed the 996 the press, the specialized press praised the changes made in the then latest 911. And it was not for less, since even under the designation of 911, this new bet was quite radical before the mark had produced until then. Beginning with the boxer motor, which was then cooled by water. With four valves per cylinder, it reached 300 hp and had reduced emissions of gas and noise, as well as lower gasoline consumption. In terms of aesthetics, a note of prominence for the reinterpretation of the classic 911 lines, only with smaller Cx. The lines of the 996 were the result of the studies carried out in the Boxster. As for aesthetics, it was the headlights with integrated flashers that stood out. This item, widely criticized initially, was later followed by many automakers. Inside, the driver was surrounded by improvements. With the 996, the German brand presented a huge line. The 911 GT3 was one of the most representative of Porsche in 1999, keeping alive the Carrera RS. The 911 GT2, for its time, was the first factory-equipped car with ceramic disc brakes, starting production in 2000.
997 to 991
It was in July 2004 that the Porsche troouxe to the world another generation of 911, in the versions Carrera and Carrera S. With the front remembering the early versions of the 911, the 997 offered much more than simply style. The engine was 3.8 boxer in the Carrera S version, where it could enjoy 355 hp. The chassis has undergone significant evolution with the introduction of Porsche’s active suspension system as standard equipment. In 2006 appeared the 911 Turbo, first turbo vehicle that used variable geometry compressor. Thanks to the evolution of the dual-clutch and injection system, the 997 was even more efficient in 2008. At this time, the 911 line had never been so complete and so pleasing to Porsche customers, with the Carrera, Targa, Cabriolet, rear wheel drive or integral, Turbo, GTS, special series and proposals for competition GT, The 911 introduced in 2011 was known as 991, and represents the greatest technological finding of the brand founded by Ferdinand Porsche. With completely new suspensions, longer chassis, wider gauges, larger tires and a very ergonomic interior, Porsche has set itself up on a very high level.
The Porsche 991.
In technical terms, we highlight the reduction of fuel consumption, despite the best performance. With a smaller cubic capacity engine, 3.4 liters, inherited from the basic version of the Carrera, the brand achieved thanks to the combination of aluminum and steel, reduce the total weight of the car. Other innovations included the use of the Porsche Dynamic Chassis Control (PDCC) and the first seven-speed manual gearbox. With a very nice design, the seventh generation 911 Carrera continued to be one of the best car designs ever achieved in the automotive world.