IT’S A PRAGMATIC EVOLUTION NOT DEVOID OF EMOTION
break loose if it wasn’t for the host of traction aids. There’s even tech confined within the front wheel arches that acts as multistage rain and ice sensors – clever, that. Sadly, a software glitch prevented us from fully deactivating the ESP.
Ultimately, a handily specified 992 can do much more than merely accelerate swiftly, steer accurately and brake promptly. It can answer the driver’s every dynamic whim by adjusting the damper action, the ESP mode or the throttle response.
The 911 now has five different levels of excitement to tune the various parameters. Tap the big screen and those options will pop up. They are labelled Wet, Normal, Sport, Sport Plus and Individual. Gone are the direct access buttons next to the gear lever, so every single menu and submenu needs to be opened via the main display. Surely the old-fashioned way would have been better here. No?
Finding fault with the seventh-gen 911 is nit-picking at its finest. However, the tuning of the PDK ’box when it is in Normal mode is too dozy, a clear sign that economy and emissions factors came into play. Conversely, in Sport and Sport Plus, high-revving hooliganisms are once again the name of the hectic game. Yet still, when stationary and flooring the throttle, ABOVE
With a new turn of speed (3.7sec to 100km/h for the S is supercar fast), the 911’s rivals should be worried – otherwise this view will become very familiar indeed revs are capped at 3500rpm – strange indeed.
Inside, the new 911 welcomes you with a different blend of fashion and function. The fascia looks familiar, bit it is actually quite a sophisticated new design. The central rev counter still swings an analogue needle and, somewhat refreshingly, you still need to turn a key in the ignition. However, when the flatsix fires into life, four of the five round dials are now digital and freely programmable. They’re quite complex as far as the depth of their talent goes. High in the centre console resides a large touchscreen, which invites you to zoom, scroll and swipe (thanks to the Panamera and Cayenne). Finger training also comes in handy when operating the new multi-function steering wheel. The rotary thumb wheel remains with the boost option ready to push at will.
Ultimately, the take-home story to the new 992 is this. The seventh generation directs a greater portion of its enhanced, high-tech content towards convenience and comfort. Thankfully, it does so without compromising the core qualities that have made this sports car a legend in its own right. It’s a pragmatic evolution that’s not devoid of emotion.
Now that’s progress.