2017 Porsche 911 Carrera: The Speed of Evolution

Evolution takes time. Centuries, millennia are required in order for changes to occur, if they are needed. Evolution brings improvements and adaptation. It can also equate to extinction thus survival of the fittest is ensured. The environment and the climate are huge factors in bringing forth changes and in places like San Diego, California; Athens, Greece; or Stuttgart, Germany, evolution takes a little longer.

Although the climate in the city that “offers more” isn’t exactly Mediterranean, the evolution of some of Porsches’ cars has taken its time. And like a fine wine, the 911 has improved with age, it has evolved. Unlike many other would-be sports cars that have experienced a transformation, the 911 has survived natural selection.

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The latest 991.2 generation of the venerable 911 takes performance, handling, efficiency and pleasure to a level matching or surpassing all other competitors in its segment that includes players from Mercedes-Benz, Chevrolet, Nissan, Audi and many more. These cars may mutate into something else in time, but the 911 will continue to evolve.

A shape that stands the test of time

We can all admit that the 911’s shape has always been quirky, and this, going back to the 356. Despite the odd headlights, almost cylindrical fenders and the engine’s location, the car has aged gracefully. The new front and rear ends are masterfully tucked for a cleaner and sharper look.

Much like the Beetle, a very close sibling some 60 years ago, the 911 is instantly recognizable and one of the best-known performance cars in the world. While I was in possession of the 991, a friend of mine, who got in on the 911 frenzy before it broke, contacted me and suggested we do a photo-shoot with my car, and his gorgeous Guards Red 1996 993 Carrera.

If you keep an eye on cars, you’re well aware that they certainly are not getting any smaller. This applies to the 911 and it was most apparent when both cars were side by side. The evolution in the roofline, beltline, girth and overall stance is simply amazing and being an old man, I think I prefer the 993… Even so, there’s no mistaking that they are both 911s.

The 991’s cabin is nothing if not sublime. Porsche has aligned all of its vehicles with near-identical dashboards and console layouts. This basic Carrera is devoid of distracting extras on the steering wheel, for starters, but included the important optional Sport Exhaust System.

The simplicity and near austere level of kit of this 2017 car slayed me. An additional “S” after the Carrera badge would have sent me to the crazy house. The seat bases were manual and there were three pedals under the dashboard. It’s just about impossible to get a truer Porsche 911 than this one.

Turbo for all

As with the 718 Boxster and Cayman, the days of normally aspirated power are gone for good. Once the tear had left the corner of my eye, I was more than ready to tolerate this new reality.

Contrary to the 718s, the Carrera retains most of the flat-six’s signature mechanical snarl so it’s all the more easy to accept. Once the key to the left of the column is turned, the clutch pushed in, lever nudged into 1st, the immediacy of torque and easy power suddenly makes you realize how good life really is.

The Carrera may be the base 911, but its 370 horsepower at 6500 rpm and 331 lb.-ft. of torque between 1700 and 5000 rpm are not so basic. They are most delicious specs, but for those with a few more dolla-bills, the S’ 420 hp and 368 torques make a compelling case for spending an extra $16k over the Carrera’s $102,200 base price.

From the specs, you can guess that there is no lull or significant drop in power delivery under acceleration. In fact, the gusto is dispensed in such a linear fashion that I got the impression that I wasn’t going that fast. Truth is that the car will reach 100 km/h in 4.6 seconds and 160 km/h in less than 10 seconds.

The ease with which the powertrain manages itself, along with the chassis’ settings, encourages the driver to press on. The 911 reminds me of the Mazda MX-5 where every ounce of power can be used without the fear of ending up in the ditch or someone’s second-floor guest room.

The push is instantaneous, sustained and glorious. As good as the PDK automatic is, nothing beats the feeling of shifting one’s own gears. Pedal placement is so perfect that I swore the car had been custom-fit for my feet and legs. Heel and toe is completed without fuss and the brake pedal’s sensitivity and responsiveness is ideally tuned for this most satisfying part of driving a manual car.

Tuned by drivers

The suspension is fairly common simple setup: MacPherson struts with anti-roll bar in the front and aluminum multi-link with anti-roll bar in the rear. Despite the presence of rubber bands on 20” wheels, the 911’s ride is compliant and beautifully controlled.

If track time is more your thing, Porsche now offers their brilliant Porsche Active Suspension Management (PASM) system as standard kit. The little button on the middle-left of the centre console transforms the 911 from a boulevardier into a car that can pull serious Gs. What’s more, the rear-axle steering takes the Porsche’s agilities to the next level. Its operation is so invisible that it is quickly forgotten. Further steering the car into a corner, it improves responsiveness, enhancing the driver’s impression that he or she is in Patrick Long’s league.

Evolved

The 991.2, the successive generation to the 991, is better adapted to the present and will live on for many more years. The 991, and 997 before it, were dazzling cars but somehow, Porsche continues to make improvements.

The Porsche 911 persists as the bar by which all other sports and performance cars are measured. Every time a carmaker comes close, the next iteration of the 911 is even better. Despite the 911’s ostensibly slow evolution, cars that skip generations still come up short.