991 V 997/2
Published Friday, 13 January, 2012 by Jack McCall. Categories: New Inventory.
First of all, there is no V. The debut of the 991 does not mean the 997 is yesterday's news. Oh contraire, The 997 now becomes an instant classic. To discount the competitiveness and stature of the 997 is sacrilege. For its time, the 997 has represented the quintessential sports car. In no way, shape, or form should the 997 apologize for anything.
Essentially, the 997 and 991 are playing for the same team. The 991 is a first round draft choice that will guarantee the future success of the franchise. In some cases it may be necessary to use the 997 as a reference point, but the two cars simply possess their own unique characteristics and priorities.
To experience the 991 is to step into the future. Imagine piloting the Millennium Falcon and engaging warp speed. That is not to say the 991 is all about straight line speed. There are several automobiles that can push you back into the seat and compete in the stop light grand prix. The 991 is all about finesse. It combines all the attributes of a proper sports car; it just does so to unimagined new levels.
Synergy is the proposition that one plus one equals 3. With the 991 you can make that six. Each subsystem has been massaged or reinvented to bring about a driving experience of which one could only dream. Well, now it's a reality.
Let's look at Porsche's strong suits. First and foremost, the communication to the driver in the 997 has always been second to none. This is where some of the professional publications have attempted to differentiate the 997 from the 991, suggesting that the purist (top gun) will not appreciate the 991.
The obvious target here being the electromechanical steering, but there is no Novocain being injected between the tires and the steering wheel. Yes, the steering does feel lighter and it doesn't wrestle with the driver on a washboard surface. However, if one were to roll over a quarter, they still can discern if it's heads or tails.
Second, or shall we say 1B, the brakes on a Porsche are legendary. The Carrera S has added six piston calipers to the front and made them 10mm larger. Not only can you stop on a dime and get nine cents change, but now it can be done a hair quicker and with even more confidence.
The suspension, like a proverbial fine tuned instrument, has been dialed in to perfection. The 991 also offers some phenomenal handling assists like PDCC (Porsche Dynamic Chassis Control). The proof of the changes is in the lap time at Nurburgring Nordschleife. Not only did the 991 S shave 17 seconds off the time of a 997 S, it equaled the times of the GT 40, Lamborghini Murcielago, MB SLR McLaren, and our own GT3. Again, we are doing this with finesse, not with brute strength.
Yes, some of the dimensions have changed, but what does that mean? From a distance the 991 is easily recognizable as a 911, but the subtle changes contribute to a more aggressive looking vehicle with an interior that coddles its occupants. The console from the Carrera GT puts the shifter right at one's hand as it drops off the steering wheel.
Taller drivers rejoice, as the new seat offers .98 inches more leg room and .59 inches more head room thanks to a sunroof that deploys up and out. The sunroof's design has also eliminated the unsightly lines that collect polish and wax. All this in a car that is 10mm lower.
The accolades for the 991 are seemingly endless, so where does that leave the 997? According to the German Technical Inspection Agency, TUV, the Porsche 911 is the most trouble-free vehicle of this century. This has been calculated from approximately eight million technical inspections. The 10 to 11 year category, for example, showed the 911 with an 8.3 percent fault rate with the Toyota RAV4 in second place with a fault rate of 10.2. All the other time periods found the 911 either at or next to the top.
Anyone looking for the best bet on a pre-owned sports car should be looking at the 911. That combined with the best pre-owned certification program in the business should do nothing but inspire confidence. The few remaining 2011 and 2012 997s are possibly the best values around and should disappear quickly. Remember, you are purchasing an instant classic.
Essentially, the 997 and 991 are playing for the same team. The 991 is a first round draft choice that will guarantee the future success of the franchise. In some cases it may be necessary to use the 997 as a reference point, but the two cars simply possess their own unique characteristics and priorities.
To experience the 991 is to step into the future. Imagine piloting the Millennium Falcon and engaging warp speed. That is not to say the 991 is all about straight line speed. There are several automobiles that can push you back into the seat and compete in the stop light grand prix. The 991 is all about finesse. It combines all the attributes of a proper sports car; it just does so to unimagined new levels.
Synergy is the proposition that one plus one equals 3. With the 991 you can make that six. Each subsystem has been massaged or reinvented to bring about a driving experience of which one could only dream. Well, now it's a reality.
Let's look at Porsche's strong suits. First and foremost, the communication to the driver in the 997 has always been second to none. This is where some of the professional publications have attempted to differentiate the 997 from the 991, suggesting that the purist (top gun) will not appreciate the 991.
The obvious target here being the electromechanical steering, but there is no Novocain being injected between the tires and the steering wheel. Yes, the steering does feel lighter and it doesn't wrestle with the driver on a washboard surface. However, if one were to roll over a quarter, they still can discern if it's heads or tails.
Second, or shall we say 1B, the brakes on a Porsche are legendary. The Carrera S has added six piston calipers to the front and made them 10mm larger. Not only can you stop on a dime and get nine cents change, but now it can be done a hair quicker and with even more confidence.
The suspension, like a proverbial fine tuned instrument, has been dialed in to perfection. The 991 also offers some phenomenal handling assists like PDCC (Porsche Dynamic Chassis Control). The proof of the changes is in the lap time at Nurburgring Nordschleife. Not only did the 991 S shave 17 seconds off the time of a 997 S, it equaled the times of the GT 40, Lamborghini Murcielago, MB SLR McLaren, and our own GT3. Again, we are doing this with finesse, not with brute strength.
Yes, some of the dimensions have changed, but what does that mean? From a distance the 991 is easily recognizable as a 911, but the subtle changes contribute to a more aggressive looking vehicle with an interior that coddles its occupants. The console from the Carrera GT puts the shifter right at one's hand as it drops off the steering wheel.
Taller drivers rejoice, as the new seat offers .98 inches more leg room and .59 inches more head room thanks to a sunroof that deploys up and out. The sunroof's design has also eliminated the unsightly lines that collect polish and wax. All this in a car that is 10mm lower.
The accolades for the 991 are seemingly endless, so where does that leave the 997? According to the German Technical Inspection Agency, TUV, the Porsche 911 is the most trouble-free vehicle of this century. This has been calculated from approximately eight million technical inspections. The 10 to 11 year category, for example, showed the 911 with an 8.3 percent fault rate with the Toyota RAV4 in second place with a fault rate of 10.2. All the other time periods found the 911 either at or next to the top.
Anyone looking for the best bet on a pre-owned sports car should be looking at the 911. That combined with the best pre-owned certification program in the business should do nothing but inspire confidence. The few remaining 2011 and 2012 997s are possibly the best values around and should disappear quickly. Remember, you are purchasing an instant classic.
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