Key considerations
• Available for £ 60,000 • 3.0-liter 6-turbo petrol, two or all-wheel drive • Even the slowest race can do 183 mph and 4.4 seconds from 0 to 62 mph • Not without problems, mainly in front of the rattle • The GTS is Predictably fantastic on two or four wheel drive •… but the “read” Race T could be the one to look at
The 991.2 update to the Porsche 911 991 series, unveiled at the Frankfurt Motor Show in 2015, was significant for three reasons. One, it was the model at stake when the 911 millionaire was built. Second, it gave us the most powerful 911 ever, the 700hp GT2 RS. And three, the 991.2 established supercharging as the default engine for all 911s except the specialized GT3, GT3 RS and Speedster models, which were powered by Porsche’s naturally aspirated 4.0-liter dry sump unit. For maximum turbo power, the blown 3.8 engine equipped the revamped Turbo with 540 hp and the Turbo S with 580 hp, but the 911 we’ll see here is the regular 3.0-liter turbocharged 991.2.
The first two of these 991.2 ‘everyday’, which appeared in Porsche showrooms in the autumn of 2015, were the basic model Rear-wheel drive with 370 hp (20 hp more in the 991) and the Race S, 20 hp more in the 991 to 420 hp. courtesy of its larger turbos and with a cavity 10 mm lower than the Carrera base. Both were available in fabric-roofed coupe or convertible body styles, and both could be had with a seven-speed manual gearbox or a seven-speed PDK dual-clutch automatic gearbox.
In late 2015, “4” versions with wider body traction were announced along with the new Targa 4 and 4S models. All 4 had an active PASM suspension as standard. After that, there was a pause until January 2017 when a snowstorm of no less than five versions of what many consider the seminal 991.2, the GTS: GTS coupe and rear-wheel drive convertible, arrived on the scene. same two in total. -traction on wheels, plus the Targa option in all-wheel drive.
With 450 hp at 6,500 rpm and 406 pound feet from 2,150 rpm to 5,000 rpm, the GTS was not only the most powerful rear-wheel drive 911, but it was also the sharpest 911 “daily” and overall a powerful machine. The standard kit included PASM adaptive suspension, Sport Chrono package, a drop height 10 mm lower than the S, 20-inch center locking wheels, the wider track body of AWD cars, a nicer steering wheel and the black details that characterized GTS. models. The basic 2WD GTS coupe cost just over £ 94,000, £ 8,500 more than the Carrera S, and turned the Nordschleife in a 7min 26sec or 7min 22s with fitted P Zero Corsa tires.
In 2017 a British edition of legends was released in honor of Le Mans race winners Derek Bell, Richard Attwood and Nick Tandy. Available in red (Attwood), blue (Bell) or white (Tandy), it was basically an AWD GTS equipped with Sport Chrono, four-wheel steering, PASM and dynamic chassis control and some badges and stickers attached. We’re not sure how many were made, they just said the offer would be ‘limited’, which means nothing but the starting price of £ 122,376 for Attwood cars (the other two were £ 123,210 each ) attracted some mockery of the PH posters. . It seems justified, because in the course of assembling it we saw a 5,000-mile target on sale for just under £ 110,000, which was far from the appreciation you would normally expect to see in a special 911.
In late 2017, Porsche unveiled the rear-wheel drive Carrera T (Touring), an interesting £ 85,500 ‘GT3 lite’ that had the 370 hp manual transmission of lower power, a thinner glass on the side and rear ( as long as you don’t have it). fly dyes), reduced sound insulation and a cost-free removal option in the rear seats and infotainment system, all with the aim of offering a reduced driving experience. Standard specifications included a lower 10mm PASM Sport suspension, Sport Chrono, 305mm rear tires, fabric door handles, a limited-slip mechanical differential, a shorter final transmission ratio (and a shorter shift lever ) and a double-exit sports escape.
For £ 1,600, T buyers could add the rear axle steering system that wasn’t on the list of options for the Straight Race (but that was for the S). For an additional £ 3,300 they could once again outperform Carrera buyers by replacing the standard electric seats with a pair of GT3-style cube seats. You could have your T with a PDK gearbox, but then you would miss the limited slip differential and the vectorization of the PTV pair.
We mentioned the Sport Chrono pack. This option put the cherry on top of the already considerable bare capacity of a 991.2. It was visually distinguished by the timing clock at the top of the dashboard and, in the lower right corner of the steering wheel, a button with four settings: “O” for, hmm, Ordinary (?) Or normal, giving a smoother ride, previous changes, shut-off valves in the sports exhaust (an option of almost £ 1,800) and retaining the stop / start function; ‘S’ for Sport, strengthening the suspension, fine-tuning the throttle response, altering the configuration of the dynamic engine mounts (which were “soft” in normal driving to reduce vibration, harden into a more aggressive driving ), delay gear changes and open the valves on the sports exhaust; S + for Sport Plus, obviously Sport with an additional advantage; and “I” for Individual, which gave the driver close control not only of the individual chassis and transmission configuration, but also of the rear spoiler deployment.
The button in the center of the knob of the 991.2 equipped with PDK was the PSRB or Porsche Sport Response button, which gave you 20 seconds of boost boosted allied to the almost instant selection of the best gearbox ratio. That was quite something. Note that the whole 991.2 has changed a bit. The 991.2 with PDK gearbox was on average 0.2 seconds faster during the race from 0 to 62 mph than the manuals, and Sport Chrono reduced 0.2 seconds more PDK times, which for coupes were 4.4 seconds (Race), 4.2 seconds (T), 4.1 seconds (S) and 3.7 seconds (GTS). Equivalent times for the PDK’d AWD “4” versions were 4.3 seconds (Race), 4.0 seconds (S) and 3.6 seconds (GTS). There was no AWD version of the T.
The 992 successor unveiled at the Los Angeles Porsche Experience Center in November 2018 prior to its entry into showrooms in 2019 led to more style changes and standardized body widths. Essentially, of course, the basic shape of the 911 hasn’t been altered since 1963, nor from the late 1940s if the 356 is included, and even if hell remains thawed it probably never will. This constancy, along with the well-controlled prices of the 911s and, of course, their overall fabulousness are great news for resale values if you have one.
What if you don’t have a 991.2, but would you really like it? Well, the first thing to say is that there aren’t that many 370 hp Carreras of basic power floating around. Manual gearboxes are not as common as dirt either. The result is a slight reduction in choice at the end of the market. The lowest priced 991.2 we found was a four-hp Carrera PDK 365 hp blank with Sport Chrono, sports exhaust, 50,000 miles and a full service history at £ 58,995.
It was a 2016 model. The 991.2 was launched in 2015, but any “normal” 911 carrying a 2015 plate is likely to be a 3.4-liter 911, so be careful. It’s not that you don’t care when making that kind of spending. So less than £ 60,000 for a modern and fully developed 911. Could this be your new “first 911” option? Keep reading to confirm this, or possibly to stick with your original 964 plan.
SPECIFICATION PORSCHE 911 991.2 CARRERA (2015-18)
Engine: 2,981 cc six 24v dual turbo Transmission: 7-speed manual or 7-speed automatic PDK, rear-wheel drivePower (hp): 370 @ 6,500 rpm Torque (lb ft): 332 @ 1,700-5,000 rpm 0-62 mph (sec) : 4.6 (4.4 PDK) Maximum speed (mph): 183Weight (kg): 1.430MPG (official combined): 34CO2 (g / km): 190Wheels (in): 8.5 x 19 (f), 11 , 5 x 19 (r) Tires: 235/40 (f), 295/35 (r) On sale: 2015 – 2018New price: £ 76,000 Price now: from £ 59,000
Note as a reference: car weight and power data are difficult to determine with absolute certainty. For consistency, we use the same source for all of our guides. We expect the data we use to be correct more often than not. Our advice is to treat it as relative rather than definitive.
ENGINE AND GEARBOX
The 991.2 signaled the end of the 9A1 engine. The new car had a twin-turbo 9A2 unit that is often described as more “linear” in its power delivery. While the linearity was clear to most who had experience with both the 9A1 and 9A2, so was the slight delay in the newer car. Still, everything was relative and very rarely was it a problem, even if you were in the “wrong” gear, that it was hard to give the pair the spread. No doubt some owners were happy to see this minimal delay as a sort of oblique homage to the first (much more obviously) 911 Turbo.
The reason for the global shift to supercharging, regardless of the car with which we did so, was to achieve more efficient and respectful internal combustion with the planet. 991.2 ticked this box with a 12 percent increase in efficiency. There was a small price to pay for forced aspiration, i.e. a reduction in high rpm. The addition of the fan hardware obviously increased the weight of the engine by about 35 kg, although the total weight penalty of 991.2 was reduced to 20 kg by the use of lighter components in other places, especially in the escape, which, by the way, brought a new sweetness to the sound. of the 911 engine.
Mechanical reliability so far has been good. There was a workshop campaign to replace a dubious vacuum solenoid with the shift valve (VOC) that controlled many functions related to 911 intake. You could often hear some noise from the valve gear during the first few minutes in a cold engine and some owners noticed a strange point of failure, but this would usually be fixed.
A withdrawal was issued from the expansion tank that could generate false low coolant / overheating warnings, and there was another for a fuel system screw that could corrode …