Porsche has revealed its latest 911 sports car, with an extensive facelift of the 992-generation introducing refreshed styling, interior upgrades, and a thorough mechanical update under the 992.2 type name. Electrification also finds its way to the 911 for the first time, with a performance-minded twist for the new hybrid powertrain.
Seeing as the current (eighth) generation Porsche 911 first arrived at the end of 2018, a mid-cycle model update was recently announced. We expect it in South Africa as soon as stock becomes available - Porsche SA isn't known for making local enthusiasts wait. In addition to the usual cosmetic changes and tech additions inside and out, the 911 facelift features extensively revised engines and enhanced chassis hardware. Most significantly, the 992.2 (as this refreshed 992-generation is called) receives a hybrid option - but with an emphasis on performance enhancement instead of merely boosting its eco credentials.
As has become the norm with Porsche, the mainstream Carrera and hotter Carrera GTS were the first from the new range to be announced in coupe, targa and cabriolet forms, and with RWD as standard or with an available AWD layout for the GTS. Mid-range S and extra high-performance “turbo” and GT models will follow in due course, to complete the staged range roll-out.
Build your dream 911 on Porsche’s configurator, and see the available specifications here.
Porsche 992.2 styling changes
Being a Porsche, the alterations for the 992.2 exterior are functional as well as aesthetic. Up front, a redesigned bumper brings active air intakes to prioritise either drag reduction or cooling capacity, but the most noticeable difference is its lack of auxilliary lighting units. All lighting functions are now incorporated into the all-LED clusters fronting the characteristic 911 “fender tunnels”.
At the rear, a new LED light strip reinforces the 911’s kinship to the other new-generation Porsches, and the redesigned rear grille now neatly ties into the retractable spoiler. The result is a cleaner and more contemporary look, but its evolutionary nature won’t instantly render the pre-facelift 991 obsolescent, either.
Interior and tech updates
Inside the cabin, the most noticeable change is the arrival of a fully-digital instrument cluster. The big analog rev counter directly ahead of the driver, once a Porsche signature feature, has been consigned to history, its space taken up by a digital simulation on a curved 12.6-inch hi-res display.
The infotainment system also receives a rework, with enhanced connectivity and a a number of native apps such as Apple Music and Spotify embedded in its functionality. There’s a new wireless charger in the centre console as well, complete with its own cooling system, because first-world problems require first-world solutions.
Revised base engine
Before we discuss the 911’s new T-Hybrid setup in the new Carrera GTS, it’s worth mentioning that the base Carrera engine is also revised. Still displacing 3.0-litres, this twin-turbo flat-six receives the top-mounted intercooler from the current “turbo” model, along with the pre-facelift GTS’s turbochargers.
Peak power only rises by 7 kW to 290 kW and peak torque remains at 450 Nm, but these changes do improve efficiency and take a not-really-significant 0.1 seconds off the old model’s 0 - 100 km sprint time for a new claim of 3.9 seconds with the Sport Chrono package. Not too shabby for an “entry-level” variant at all!
Performance hybrid
The petrol component of the T-Hybrid drivetrain fitted to the new 911 Carrera GTS is a new turbo engine. Now displacing 3.6-litres thanks to increased bore and stroke dimensions, it is optimised for efficiency through direct injection, variable cam timing and valve lift control, and runs a perfect (stoichiometric) air-fuel ratio across its operating envelope.
Even in this “efficiency tune”, it delivers 357 kW and 570 Nm, so it’s not exactly a model of tardiness. Add the clever electrical assistance to the equation, and the combined system outputs of 398 kW (45 kW more than before) and 610 Nm become truly impressive. The 992.2 Carrera GTS is claimed to dispatch the 0 - 100 km/h dash in 3 seconds flat, on the way to a top speed of 312 km/h.
400V Electrics makes engineering dreams come true
The electrical component deserves closer scrutiny, because it operates on a 400V architecture. This high-power system enables various niceties, but, most significantly, it allows for applications needing lots of electric power to work properly.
Integrated into a new 8-speed dual-clutch automatic gearbox (PDK in Porsche-speak) is one of two 400V electric motors in the T-Hybrid system, capable of instantly adding up to 150 Nm and 40 kW to the petrol engine’s output. It also functions as a kinetic energy recovery system to recharge the high-voltage battery.
More electrickery
The 400V system is also integrated into the very complex exhaust turbocharger. Attached to the turbo shaft is a motor-generator unit, which uses the high-power electricity on tap to quickly speed up the turbine shaft. This effectively eliminates the typical boost threshold and boost lag issues inherent when relying only on exhaust flow to spool up the turbo.
The turbo itself has no wastegate for boost control, and instead uses the motor-generator unit to harvest any excess exhaust energy and put it in the high-voltage battery for future use. Up to 15 kW of electrical power can be recovered in this way, and ensures that the hybrid battery remains topped-up even in hard driving.
Finally, because the electrical assistance can overcome the lag issue in any turbo, the engineers discarded one of the non-hybrid engine’s two turbos and fitted a single, much bigger one (which would have introduced massive lag with a traditional turbo) to achieve their volume flow requirements instead. This freed-up space on top of the engine to mount the 400V power inverter and related gubbins.
Small battery keeps weight down
Hybrids generally have a weight problem compared to their pure-combustion counterparts, but Porsche took great care to limit this weight penalty to only 50 kg. The hybrid battery is tiny, with only 1.9 kWh of capacity, so it’s light and compact. The 12V electrical system uses a lightweight lithium-ion battery to further pare down weight.
And, again thanks to the high-voltage electrical power on tap, the air conditioner is now electrically-powered, as in an EV. This eliminates the drive belt altogether, which makes the engine more compact to free up yet more space for electrical hardware in the engine compartment.
Advanced new suspension
The final enhancement made possible by the 400V electrical system is the active roll-control system. Fitted to the anti-roll bars are computer-controlled actuators which continuously adjust the suspension’s roll stiffness.
Combined with newly-standard rear-axle steering and adaptive dampers, the 992.2 Carrera GTS should offer stupendous handling abilities and real-world comfort in equal measure. This has always been part of the 911 ethos, and this latest round of enhancements further refines the car which still defines the Porsche identity.
Martin Pretorius
- Proudly ALL THINGS MOTORING
