Deep within the cavernous Porsche Museum in Stuttgart, where it was surrounded by sparkling examples of everything from modest 356s to mammoth 917s, the new 2012 911 (known internally as the 991) was waiting beneath a white sheet.
It sat through a marketing presentation that stressed its critical importance to the brand, and its influence on future Porsches (including the upcoming Cajun).
It waited through a technical presentation that explored the various efficiency-enhancing details that lower the fuel consumption of the PDK version by over 15 percent "” including its 40 kg lighter aluminum/steel hybrid chassis (that's also 20 percent stiffer), its standard auto-start/stop system on all models, its micro-recapture of brake energy via the alternator and starter battery, its electrically-assisted power steering that only uses energy when it's required, its clean underbody devoid of air-resisting vents or scoops, its 7 percent lower rolling resistance tires, and its efficiently-integrated thermal management includes transmission cooling into its calculations.
It waited through a discussion of its PDCC (Porsche Dynamic Chassis Control) system that hydraulically manipulates the anti-roll bars to almost completely delete roll while cornering.
It waited through a run-down of its performance: the Carrera's 3.4-liter engine gains 5 hp over its 3.6-liter predecessor to 350 hp, and shaves 0.1 seconds from its 0-62 mph sprint (4.8 seconds for the 7-speed manual, 4.6 for the PDK). Likewise, the Carrera S's 3.8-liter engine with 400 hp (up from 385) clips 0.2 seconds off its predecessor's 0-62 mph dash (4.5 seconds for the manual, 4.3 for the PDK).
And finally it waited through a cagey discussion of its rethought styling that illustrated its shape beside its predecessor via shadowy, ill-defined, images on the big projection screen. And then two Porsche officials grasped the sides of the while sheet and pulled it away. The 356s and 917s stared.
As did we in the audience. The 991 is a beautiful car. It's lovely from every angle, and downright intriguing from more than a few. It'll be certain to elicit slow whistles as it snorts past cafes on Pacific Coast Highway in Malibu.
But I'm also certain everybody in that room was also thinking the same thing as we politely applauded – has Porsche stretched the visual rules that define a 911, too far this time? Revolving on the rotating stage before us, the car's rear is taller than before, and defined by surprisingly beveled details that frame taillights that'll have Aston Martin calling its patent attorneys. The car's profile is noticeably elongated (the wheelbase is 4-inches longer, but with less rear overhang) making it seem slightly androgynous as to which end really contains the engine. Up front, the headlight covers are bulging crystalline shells, and laterally more separated, thus nearer to the car's flanks "” the effect being very Panamera. The wheel diameters "” 19s on the Carrera and 20s on the Carrera S (the fronts are carried on a widened track that loudly pronounces them) "” are absolutely terrific. But maybe so terrific they compete with the bodywork instead of complement it.
Nearby, Porsche had a number of prior 911s rotating on turntables of their own, making stark the evolution's progress. Early 911s were characterized by tall windshields, delicate upright greenhouses, and tails that swept close down to the ground. By the time the 997 appeared (the 991's predecessor) the entire car seemed to have widened, thickened, and melted towards the road; its tail tapered less and bluntly finished. With the 991, however, any vestige of those early cars is now gone. The 911 seems memorable principally for its visual width, lowness and stretched length. If the 997 was a stalking jungle cat, the 991 is a much, much bigger one, creeping very close to the ground. If I gave it a quick glance directly from the rear, I might not even recognize it as a 911.
The Panamera's influence seems considerable "” including a miniature version of the four-door's sweeping, button-filled, center stack (unfortunately, the much maligned, small PDK toggle switches have somehow survived). While we'll have to wait and see if the 991 lives up to Porsche's technical billing, the odds are we won't be disappointed. However, its aggressively-altered styling may take a bit more time to decide about. Will Porschefiles accept a 911 that's this big and this different, or will the seventh generation of the breed be the one that doesn't get included in the Stuttgart museum with the 356s and 917s? As I said, it's a gorgeous car "” that's not in question. But is it a gorgeous 911?
I'm still rubbing my chin.