Rear axle track was spread by 34mm (1.34 in.) to accommodate the tires. This further enhanced handling. Couple all of this with the PASM and the Carrera S driver has two cars in one. In "normal" mode, the 997 offers a comfortable ride with small and medium bump modulation slightly softer than the standard suspension on the base Carrera. Switching to "sport" mode lowers the car by 10mm, (0.39 in. in Europe; for the U.S., figures are likely to be 8mm or about 0.31 in. to accommodate our driveways and curbs.) As the car descends, shock damping stiffens and its response quickens. This yields crisper handling, less body roll and greater agility.
Porsche's Walter Rohrl, lapping Nrburgring with a PASM-equipped car, cut 5 sec. off his "normal" suspension lap times when he set PASM in "sport." What's more, if the driver leaves the car in "normal" and begins maneuvering aggressively, the system advances settings toward "sport" configurations. On the road, PASM disallows grand-standing, tail-sliding performances. But it enables exhilarating travel through twisty, hilly country at nearly irresponsible rates of speed.
"It was the last changes in PASM software in March 2004 that made the car," Achleitner emphasized. "We drove the car and thought, 'This can be better.' At the end of the development process we weighed riding comfort, a stiff feeling versus a smooth ride. We weren't quite satisfied with small bump response in the 'normal' setting; it still was a little too hard. So we changed the timing of how quickly the characteristics can change the suspension from one input to the next."
Porsche has always been known for exceptional brakes. The Carrera provides four-piston, cross-drilled 318mm (12.51-in.) discs at front and 299mm (11.77-in.) rotors at the rear, the same as the 996. However, engineers increased brake servo boost by 17%, which provides drivers more spontaneous response while reducing pedal pressure. Carrera models get black-painted calipers. S models inherited the 996 Turbo's 330mm (13 in.) rotors with red-painted calipers. Porsche's new ceramic composite brakes (PCCB) are options for both models. These 350mm (13.78 in.) rotors with their bright yellow calipers save 34.4 lb in unsprung mass.
In the German world of three-lane autobahnen with unrestricted speed, the new ceramic brakes further the impression this car gives of unerring competence. Keeping up with traffic at 135 mph, an interloper doing perhaps 85 segued into our path 40 yards ahead of us. It took more effort to catch our breath than to haul the 997 down to match speeds. When the intruder resumed his place in lane two, we accelerated quickly back to 135 and continued hurtling past the slower traffic
One other impression is notable. At 135 mph in other cars (and in some of previous 911s) conversations ceased. In this new car, engine noise intruded adequately to remind us what we were doing and how quickly we were doing it. Still, it was muted enough that my colleague and I fell silent as it struck us that we had been talking, not shouting.
Except for its back seats, the interior is nearly all new. There are four seat options to satisfy most backs and body shapes. All are very comfortable and supportive with headrests 2 in. higher and angled closer for better support. Six airbags surround the driver and passenger. Music can come from an optional Bose 13-speaker surround sound system integrated into the standard DVD navigation system. Perhaps the most entertaining option is Porsche's Sports Chrono Program with its flip-up time-piece. A steering-wheel mounted paddle starts, stops and accumulates times for laps on track days or honey-do-errands around town. A combination of buttons then reveals all the data graph-like on the navigation system screen in the console.
Porsche plans to produce "far more than 15,000" of the 997s in the first year, mixing equally standard and S versions. Prices start at $69,300 for the Carrera ($700 more than the 996) and $79,100 (about $4,300 off the 996 C4S coupe.) for the S. Other variations will follow, but not before 2006.
"The big giants have discovered the sports car as a marketing niche," Peter Schwarzenbauer, CEO of Porsche Cars NA, said. "The 911 reigns above the competition by its character alone. It is unique, discrete, elegant. Its silhouette exudes understatement. Anytime we change the 911, there is a debate among our customers as to whether we've gone too far or not far enough."
The murmur of response is building. Porsche has given enthusiasts the best 911 yet.