Somewhat surprisingly, it continued the 356’s behind-the-rear-axle engine placement that went back through the 356 to Ferdinand Porsche’s 1930s-designed Volkswagen Beetle, from which the 356 derived its major components. The air-cooled rear engine resulted in a 40:60 front-rear weight distribution, an inherently unstable configuration that few if any engineers would attempt today.

Porsche no doubt recognized this, and in the 1970s tried to wean Porsche enthusiasts off rear engines with their 924 and 928 models powered by front-mounted inline fours and V8s. The rear engine mystique was too strong, however, and Porsche relented and continued producing the “real” Porsche, the rear-engine 911. More recently it did manage to reconfigure a little by adding mid-rear-engine Boxter and Cayman sports models. 

In spite of the 911’s unorthodox arrangement, Porsche engineers over the years have done a remarkable job of suspension tuning, tire selection and electronic intervention, in the process turning the 911 into a stellar road holder that’s able to race head-to-head with the best.

Porsche uses such suspension enhancing technologies as active anti-roll bars that automatically stiffen front and rear bars in cornering, and Porsche’s Dynamic Chassis Control (DCC) that selectively brakes the right or left rear wheel. 

Based on such inputs as steering wheel angle, vehicle yaw angle and vehicle speed, the DCC computer senses when the vehicle is deviating from the intended path. Braking the inside rear wheel makes it act like a fulcrum to “lever” the vehicle back to the intended path. These features, combined with Porsche’s Torque Vectoring Plus that can send more power to either driving wheel, achieve flatter and faster cornering.

Styling development has also been subtle. The new 911 is so remarkably similar to the original that anyone who knew the first one would immediately identify the new one, even though the 2012 model is 50 mm longer and has 100 mm added to the wheelbase. This resulted in slightly less front and rear overhang. More significantly, lengthening the wheelbase moved the rear axle some 75 mm further back, helping alleviate the effect of the behind-the-axle engine placement.   

Engines are horizontally opposed (flat), direct injection, water cooled sixes (Porsche changed the 911 from air to water cooling in 1998). The Carrera’s power is up 5 hp to 350 hp, in spite of engine displacement being reduced from 3.6 to 3.4 litres. The Carrera S’s 3.8 litre has horsepower increased 15, to 400 hp. 

Weight reduction of approximately 45 kg was achieved through what Porsche calls “intelligent aluminum-steel construction,” using more aluminum, lightweight high-strength steel and magnesium, and replacing mechanical fasteners with adhesives. This body structure is claimed to be stiffer than the outgoing model. 

The lower weight, plus electromechanical steering and Automatic Stop-Start that shuts off the engine when the car is stationary and re-starts it when the brake is released, contribute to approximately 16% lower fuel consumption and emissions.

The standard transmission is a seven-speed manual, which Porsche says is the first seven-speed manual offered in a production car. Optional is a seven speed, twin-clutch automatic with manual control. Porsche reduced cost by keeping many internal components common.

New Porsche 911s come initially as base Carrera and Carrera S models in both closed and open bodies, with the cabriolet’s new lightweight roof design giving the same sleek profile as the hardtop. The usual model spin-offs will no doubt follow. An external identifier for the 2012s is the long, slim tail lamp shape. The Carrera S has four exhaust tips and the base Carerra, two. 

Other visual changes are a flatter rear window, narrower side windows and a 10 mm lower profile. An automatic rear spoiler aids high-speed stability.The 2012 911 will go on sale in Canada early in 2012, and in spite of the subtle changes and Porsche’s almost 50 year old design, aficionados will no doubt welcome it with their usual enthusiasm.
Bill Vance is a founding member of the Automotive Journalists Association of Canada & author ( This e-mail address is being protected from spambots. You need JavaScript enabled to view it ).