2012 Porsche 911 Review

For the 2012 Porsche 911, there are actually two generations of the car on sale. An all-new Porsche 911 debuts and it's longer, wider, lighter and more powerful than before. Initially, this new car will be offered only as a coupe in Carrera and Carrera S trims. Meanwhile, the previous-generation 911 continues to be sold, and it carries over from last year without any significant changes and in a variety of different forms.

With a new 2012 Porsche 911 entering the mix this year, the definitive sports car continues to improve. With so many variants available, there's probably one that fits your needs.

While most cars are redesigned every now and then, there is one that evolves slowly over time. This is the Porsche 911, an iconic sports car with a shape that is as recognizable today as when the model was first introduced in 1963. And for the 2012 Porsche 911, you have the chance to actually see the process of evolution in action, because an all-new 991 car is being introduced even as the previous-generation car continues to be sold.

Porsche will be selling this new 911 alongside the "old" 911, so no doubt there will be quite a bit of confusion from a shopping standpoint about the 2012 Porsche 911. To help clarify the two, we'll refer to them here using Porsche's technical code names for each platform: "991" for the new car and "997" for the old one. Initially, the new-generation 991 will only include the Carrera and Carrera S models in coupe body styles. The models of the previous-generation 997 will continue to be sold until their specific 991-type replacements come to market.

From the outside, the more notable changes for the 991 include larger oval headlights, pronounced flares for the wheel arches and slimmer LED taillights. Inside the cabin, you'll find some styling cues from the Carrera GT supercar and Panamera sedan, notably a new center console that extends to the dash and places the gear selector closer to the steering wheel. In the back, where all Porsche 911 engines reside, the Carrera S sports a 350-horsepower 3.4-liter flat-6 engine, while the Carrera S gets a 400-hp 3.8-liter. Either can be had with a new seven-speed manual or dual-clutch automated manual transmission. Other changes for the new 911 include electric-assist power steering and updated suspension designs for improvements in handling and comfort.

Once you factor in the number of 997 variants still in the 911 portfolio, there's likely to be at least one 911 that will satisfy any driving enthusiast with access to between $80,000 and $245,000. A choice from the more affordable part of the spectrum makes for a highly proficient car for sport touring, while a choice from the upper end can vie for all-out track supremacy. This vast range of choices also widens the selection of rivals that include the Aston Martin V8 Vantage, Audi R8, Jaguar XK, Lotus Evora, Maserati GranTurismo, Mercedes-Benz SLS AMG and Nissan GT-R. But when it comes to a highly evolved and refined front runner, there is no substitute for the 2012 Porsche 911.

The all-new, 991-type version of the 2012 Porsche 911 is powered by a rear-mounted, horizontally opposed six-cylinder engine, continuing a tradition that goes back 48 years to the first 911. The new 991 models feature a standard seven-speed manual transmission. A seven-speed dual-clutch automated manual (known as PDK) is available as an option.

The 991 Carrera sports a 3.4-liter engine producing 350 hp and 287 pound-feet of torque. Porsche estimates it will go from zero to 60 mph in 4.4 seconds for the PDK. The Carrera S is powered by a 3.8-liter engine that makes 400 hp and 325 lb-ft of torque. In Edmunds performance testing, a manual-equipped Carrera S went from zero to 60 mph in 4.6 seconds, while a PDK car did it in 3.9 seconds.

Most of the 997 models that carry over are offered with a six-speed manual transmission, while PDK is standard on the Turbo S and optional on all but GT3 models. All-wheel drive is included on the Turbo, Turbo S and any model with 4 in its name.

The Carrera and Targa get a 3.6-liter unit with 345 hp and 288 lb-ft of torque. The S models get a 3.8-liter unit with 385 hp and 310 lb-ft of torque. This engine gets bumped up to 408 hp in the Carrera GTS and Speedster or when equipped with the Carrera S Powerkit. Expect these 911s to go from zero to 60 mph in about 4.5 seconds or less. Fuel economy for these engines is quite strong for a sports car, averaging 21 or 22 mpg combined.

The Turbo has a twin-turbocharged version of the Carrera S engine that produces 500 hp and 480 lb-ft of torque. An overboost function cranks the torque output to 516 lb-ft. In Edmunds performance testing with a PDK-equipped car, this engine was enough to hit 60 in a staggering 3.2 seconds. The Turbo S should be even quicker, with 530 hp, 516 lb-ft of torque and standard PDK.

The GT3 reverts to a naturally aspirated 3.8-liter good for 435 hp and 317 lb-ft of torque. As in all the high-performance GT 911s, a six-speed manual is mandatory. In performance testing, it hit 60 mph in 4 seconds flat. The GT3 RS gets a bump up to 450 hp, while the GT3 RS 4.0 gets a 4.0-liter flat-6 that produces 500 hp and 339 lb-ft of torque.

Finally, the GT2 RS gets a version of the Turbo S engine, but with a whopping 620 hp. Given that it only has the rear wheels for traction and the manual standard, expect it to be about equal to the Turbo in a straight line.

Every 2012 Porsche 911 comes with antilock ventilated disc brakes, stability control and front, side and side curtain airbags. The new 991 models also include knee airbags for the driver and front passenger.

In Edmunds brake testing, the new 991 Carrera S came to a stop from 60 mph in an astounding 98 feet. Despite being of an older design, the 997 Carrera 4 and the Turbo still stopped in 104 feet. The GT3 stopped in 99 feet. Given this excellent performance, you'd only need the available ceramic composite brakes if you frequent high-performance driving events.

Any fears that Porsche might screw up its iconic 911 with the new 991 generation are completely unfounded. The 911 remains an extraordinary car, but now it meets an even higher standard of handling and delivers even more cornering grip. The 991's new electric-assisted steering doesn't quite match the 997's hydraulic-boosted setup for feel, but the system remains incredibly precise, just as before. The new flat-6 engine produces strong acceleration and sounds fantastic doing it. At the same time, the revised suspension also makes the new 911 more comfortable over long distances, improving the car's ability to be an everyday sports car.

As for the 997 models that remain for 2012, we can't say you'll be disappointed. In many ways, the new 991-type 911 simply improves something that didn't really need fixing. It's important to note, though, that the bulk of 911 variants still belong to this generation, from the regular Carrera to the hard-core, 620-hp GT2 RS. All are great to drive, but the GT models certainly require more skilled hands to properly get the most from their talents. The Turbo, in particular, is an absolute rocket, producing truly amazing acceleration.

To get the best acceleration regardless of variant or generation, Porsche's PDK transmission is the way to go. Besides its performance credentials, it's also good for those who would rather not operate the clutch by themselves. For those who enjoy living with three pedals, Porsche's old-fashioned manual is one of the finest around -- even if its human operator can't match the gear-changing speed of PDK. The new 991 is also the first production car to feature a seven-speed manual for improved fuel economy. It sounds weird, and the shift pattern embossed on the cue-ball-shaped knob looks even weirder, but in operation it's just another upshift to the right of 5th.

Whether you're looking into the new 991 Porsche 911 or the outgoing 997 generation, exceptional build quality and superior materials are consistent throughout the varied lineup. Leather surfaces are top-notch and plastics are convincingly grained to match.

The redesigned 911 interior features a center console that sweeps upwards, creating a unified bridge between the center armrest and dash that's similar to the design Porsche uses for its Panamera sedan. The upside is that the gearshift is conveniently placed closer to the steering wheel; the downside is that the cabin feels less open and spacious than before. The new car's longer wheelbase also translates to added legroom, but only by 1 inch for the front seats. Rear seats also benefit from added legroom, but are still barely suitable even for small children. Realistically, their flip-down seatbacks create a useful parcel shelf big enough to hold a golf bag.

Either 911 generation provide supportive front bucket seats that do a great job of holding both driver and passenger in place while cornering. Roomy footwells and a tilt-and-telescoping steering wheel mean the 911 can accommodate drivers of nearly all sizes. Interior controls are relatively simple to operate, and items like navigation, Bluetooth, the iPod interface and ventilated seats help make this sports car a viable daily driver.