Porsche: Legend flies the coupe

The new 911 is more cruisy than compact - but its mojo is firmly intact. Photo / Supplied

Now entering its seventh generation, the Porsche 911 is one of the most idiosyncratic sports cars of all time, certainly one of the most engaging to drive and arguably the one with the most passionate and devoted following. With only seven different models in 48 years, every major change brings potential for conflict between the factory and protective fans.

With the 993-series of 1993, it was the dramatic change in styling - a move to the combination of concave and convex surfaces quite unlike any 911 before. With the 996-series of 1999, it was the move away from air-cooled engines to water-cooled - something many believed would mark the end of the 911 as we knew it.

With the new car, known as the 991, the issue is size. The 911 has crept up in dimension with each new model, but with the latest the growth is immediately clear: an extra 100mm in the wheelbase, 56mm longer overall and 50mm wider at the front.

Glistening in the Californian sun ready for the international media launch drive programme, the new 911 looks less the compact coupe and every inch the cruisy GT. What's more, the 991-series features advances [sic] such as power-saving electro-mechanical steering and a new Porsche Dynamic Chassis Control (PDCC) system designed to keep all four tyres flat on the tarmac during cornering.

It's enough to make the 911 devotee wonder whether the world's most famous sports car has finally decided to opt for the easy life.

Gladly, not so. The flat-six engines retain that exhilarating rasp and, while they are 16 per cent more economical, there's also more power: the standard Carrera has lost 200cc capacity (now 3.4 litres) but makes an extra 4kW, with 257kW/390Nm.

The Carrera S version provided for the launch drive keeps its 3.8-litre capacity but boasts an extra 11kW/20Nm, with 294kW/440Nm.

The drive is still sensational. Steering feel? On the road, I'd argue nothing is lost with the new system. On the track, - a purpose-built one was provided for us at Santa Maria Airfield - you'll notice less communication just off-centre. But the 911's engaging handling character shines through, with an extra injection of cornering speed and stability thanks to the longer wheelbase and trick suspension. The 991 still feels nimble, because aluminium construction means the new car is actually 40kg lighter than the old, despite the increase in size and equipment.

The seven-speed PDK double-clutch gearbox has been modified for the 991 and now features stop-start. While it'll be the mainstay transmission for New Zealand, Porsche remains committed to offering a proper manual - with good reason, as three-pedal 911s still outsell automatics in the model's most important market, California. Truly.

New for the 991 is a seven-speed manual, intended to give the car the same long-legged cruising ability as the PDK version. Third and seventh are slightly altered in the manual, to give better urban driving characteristics and reduce the need for swapping between sixth and top on the open road (something the PDK does unobtrusively and automatically).

No issues with the car's more grown-up exterior, because it still looks distinctive and unmistakably 911. Not so keen on the blingy cabin, which is beautifully built but takes much of its ergonomic inspiration from the Panamera and Cayenne. Admittedly, some of the German interpretations of colour-scheme "taste" on the test fleet didn't help the cause - how does grey/brown or burgundy leather over everything sound? But fundamentally, the interior is just a bit too busy to do justice to a driver-first sports car.

There's no doubt that Porsche has made some fundamental changes to the 911 this time around. But fears that it's gone soft are unfounded. It's easier to drive than before, but no less engaging. It's still an icon and, in my opinion, still the world's greatest sports car - especially as it's practical enough to drive every day, with great visibility and a total of 340 litres of luggage capacity front/rear. Expect to see it in New Zealand by March next year.

Why "911", by the way? According to the company, when initial negotiations with suppliers were under way, that particular code was assigned to the project to stop word getting out that Porsche was starting development of a successor to the 997-series. And it stuck.

Rear end worth a double-take

The old joke is that being a Porsche 911 designer is the easiest job in the world: you simply get a picture of the current one, put it on the photocopier and enlarge it 5 per cent.

In reality, some of the initial styling concepts for the seventh-generation 911 were quite radical, said Matthias Kulla (pictured), general manager of exterior design for the new car. "We had to extend those boundaries to see at what point we started to lose the essence of the 911."

Naturally, the classic profile has remained. But the 911 is now lower and wider at the front - although not wider overall, as the 50mm extension in track has merely brought the front in line with the flared rear guards.

The extra width has enhanced handling, as well as giving the design team the opportunity to move the round headlights further towards the outside of the car, giving it a more aggressive look.

Kulla said the design process was aimed at finding the "golden mean between the status quo and moving forwards without moving away from the core of the car".

Now it's finished, what's the best angle to appreciate the 911-series from? Not surprisingly, Kulla reckons it's the rear three-quarter. "The rear end really distinguishes the 911 from other cars - the way it tapers from the roof. The new car now has a fine edge [a single line across the top of the tail lights] that's new for this model and gives it real bite."