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smoothshift · 7 years ago

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A beginner's guide to Audi models via /r/cars

A beginner's guide to Audi models

———————————————Audi———————————————

T = turbo

TT = twin turbo

d = diesel

Td = turbodiesel

Avant = Wagon bodystyle

Cabrio (Cabriolet) = 2 door convertible bodystyle

Coupe = 2 door hardtop

Sportback = 4 door hatchback (similar to the A7)

Spyder = Convertible (R8)

There will be a note the bottom of the A3, A4, and A6 sections if Avant/Cabrio/Sportback models are available in addition to the sedan/saloon bodystyle.

The Audi Quattro, introduced in 1980, was the first vehicle with Audi’s AWD, quattro system. It is often referred to as the Ur-Quattro (with “Ur” meaning “first” in German)

All subsequent models using the word “quattro” spell it with a lowercase “q” in honor of the Ur-Quattro.

————————————————————————————————

Generation - model years

Model Displacement/ Cylinders/ Horsepower Notes/

Aspiration Configuration (bhp) Years in production

————————————————————————————————

80 B1 - 1973-1979

Fox 1.5 I4 55hp (1973-1979)

Fox 1.6 I4 83hp (1974-1976)

Fox 1.6 I4 78hp (emissions) (1977-1979)

*The Fox was available as a two-door and as a four door*

————————————————————————————————

80 B2 – 1980-1986

4000 1.6 I4 76hp (1980)

4000 1.7 I4 74hp (better tq.) (1981-1987)

4000 5+5 2.1 I5 100hp (1981-1983)

4000S 1.8 I4 102hp (1984-1986)

4000CS quattro 2.2 I5 115hp (1984-1986)

*4wd 80 first available in 1983*

80 B3 - 1988-1992

80 (FWD) 2.0 I4 108hp (1988-1990)

80 (FWD) 2.3 I5 130hp (1991-1992)

80 quattro 2.3 I5 130hp (1988-1992)

90 2.3 E 2.3 I5 130hp (1988-1989)

90 quattro 20v 2.3 (20v) I5 164hp (1990-1992)

Coupé quattro 2.3 (20v) I5 164hp (1990-1991)

*There was a sport package available for the 80 quattro including sports seats and additional gauges*

80 B4 - 1993-1994

90 2.8 V6 172hp (1993-1994)

*In the United States, only the Audi 90 was sold, whereas in Europe, only the Audi 80 was sold*

C2 100 - 1978-1988

5000 2.1 I5 103hp (1978-1983)

5000 Turbo 2.1T I5 130hp (1980-1983)

5000 2.0d I5 67hp (1980-1983)

5000 2.0Td I5 84hp (1983)

C4 A6(?) - 1994-1997

Audi 100/S4 2.2T I5 227hp

4.2 V8 286hp

————————————————————————————————

TT Mk1 - 1998-2006

TT 1.8T I4 180hp

TT 3.2 V6 250hp

B5 A4 - 1994-2001

A4 1.8T I4 150hp

A4 2.8 V6 190hp

S4 2.7TT V6 261hp

RS4 2.7TT V6 375hp (Europe only)

C5 A6 - 1997-2004

A6 2.8 V6 190hp

A6 2.7TT V6 250hp

A6 4.2 V8 300hp

S6 4.2 V8 335hp

RS6 4.2TT V8 444hp

*The 2002-2003 S6 was also offered as an Avant*

D2 A8 - 1994-2002

A8 2.8 V6 190hp

A8 3.7 V8 230hp

A8 4.2 V8 295hp

S8 4.2 V8 355hp (5 valves per cylinder/40v)

*W12 A8 not yet released in North America*

————————————————————————————————

B6 A4 - 2000-2006

A4 1.8T I4 180hp

A4 3.0 V6 217hp

S4 4.2 V8 340hp

*No RS4 this generation*

*The B6 A4 1.8T, A4 3.0, and S4 were also offered as Avants and Cabrios*

————————————————————————————————

TT Mk2 - 2008-2014

TT 2.0T I4 200hp (2008-2010)

TT 2.0T I4 211hp (2011-2014)

TT 3.2 V6 250hp (2008-2009)

TTS 2.0T I4 265hp (2009-2014)

TT RS 2.5T I5 335hp (2012-2014)

8P A3 - 2005-2012

A3 2.0T I4 200hp

A3 3.2 V6 250hp (2005-2010)

*8P A3 only offered as a Sportback in America*

B7 A4 - 2004-2008

A4 2.0T I4 200hp

A4 DTM 2.0T I4 220hp (2005-2007)

A4 3.2 V6 252hp (2004-2010)

S4 4.2 V8 340hp

RS4 4.2 V8 420hp

*DTM: Special edition made to celebrate Audi winning the DTM championship in 2004…

A4 DTM includes: carbon fiber lip spoiler, unique wheels, front and rear bumper with air intakes and carbon fiber trim, larger exhaust, more power and tighter suspension.

The S4 DTM just had the aesthetic modifications (bumpers, wheels, spoiler)

S4 25quattro: This was a special edition S4 made in 2006 to celebrate quattro’s 25th anniversary. 250 S4 25quattro’s were made. They had similar aesthetic modifications as the DTM A4/S4. They only came with the 6spd transmission and in the Avus Silver color. The S4 25quattro also differed in that its exhaust had custom dual tips instead of quad tips.

*The B7 A4 2.0T and A4 3.2 were also offered as Avants and Cabrios*

*The B7 RS4 and S4 were also offered as Cabrios*

C6 A6 - 2004-2011

A6 3.2 V6 252hp

A6 3.0T V6 296hp (2008-2011)

A6 4.2 V8 330hp (2004-2008, 40v)

A6 4.2 V8 345hp (2009-2011, 32v fsi)

S6 5.2 V10 429hp

RS6 5.0TT V10 571hp (Europe only)

D3 A8 - 2002-2009

A8 4.2 V8 335hp

A8L 6.0 W12 444hp

S8 5.2 V10 444hp

1st gen R8 - 2006-2015

R8 Coupé 4.2 V8 414hp (2006-2012)

R8 Spyder 4.2 V8 428hp (2011-2012)

R8 Coupé 5.2 V10 525hp (2009-2012)

R8 Spyder 5.2 V10 525hp (2010-2012)

R8 V10 Plus 5.2 V10 542hp (2012-2014)

R8 GT 5.2 V10 552hp (2010-2013)

R8 GT Spyder 5.2 V10 552hp (2010-2013)

R8 LMX 5.2 V10 562hp (2014)

————————————————————————————————

**The 3.0T engine in the following cars is supercharged even though it has a T**

B8 A4 - 2008-2016

A4 2.0T I4 208hp (2008-2012)

A4 2.0T I4 222hp (2013-2016)

S4 3.0T V6 329hp

RS4 Avant 4.2 V8 450hp (Europe only)

*The 2008-2012 A4 was also offered as an Avant *

B8 A5 - 2007-2016

A5 Coupe 2.0T I4 208hp

A5 Cabrio 2.0T I4 208hp

A5 Coupe 3.2 V6 261hp

S5 Cabrio 3.0T V6 329hp

S5 Coupe 4.2 V8 349hp

RS5 Coupe 4.2 V8 450hp

C7 A6 - 2011-Present

A6 2.0T I4 208hp

A6 3.0T V6 306hp

S6 4.0TT V8 414hp

S6 4.0TT V8 450hp (later model?)

RS6 Avant 4.0TT V8 552hp (Europe only)

RS6 Performance 4.0TT V8 597hp (Europe only)

C7 A7 - 2011-Present

A7 3.0T V6 306hp

S7 4.0TT V8 420hp

S7 4.0TT V8 450hp

RS7 4.0TT V8 560hp

RS7 Performance 4.0TT V8 605hp

D4 A8 - 2010-2017

A8 L 4.2 V8 367hp (2010-2012)

A8 L 4.0TT V8 429hp (2012-Present)

A8 L 6.3 W12 493hp (2010-2016)

S8 4.0TT V8 512hp (2012-2015)

S8 Plus 4.0TT V8 605hp (2016-Present)

————————————————————————————————

TT Mk3 - 2014-Present

TT 2.0T I4 220hp*

TTS 2.0T I4 292hp*

TT RS 2.5T I5 400hp

*The TT and TTS have 230hp and 310hp (respectively) in Europe*

8V A3 - 2012-Present

A3 1.8T I4 170hp

A3 2.0T I4 186hp

A3 e-tron 1.4T hybrid I4 204hp (combined) (2014-Present)

A3 2.0T I4 220hp

S3 2.0T I4 300hp

RS3 2.5T I5 400hp

*The A3 is also available as a Cabrio*

*The A3 e-tron is only available as a Sportback*

**The 3.0T engine in the following cars is now turbocharged, it is no longer supercharged**

B9 A4 - 2016-Present

A4 2.0T I4 252hp

S4 3.0T V6 354hp

RS4 Avant 2.9TT V6 450hp (Europe only)

B9 A5 - 2016-Present

A5 Coupe/Cabrio 2.0T I4 252hp

A5 Sportback 2.0T I4 252hp

S5 Coupe/Cabrio 3.0T V6 354hp

S5 Sportback 3.0T V6 354hp

RS5 Sportback 2.9TT V6 450hp

2nd gen R8 - 2015-Present

R8 Coupé e-tron Li-ion Battery 456hp (future)

R8 base 3.0TT V6 450hp (future)

R8 V10 5.2 V10 540hp

R8 V10 Spyder 5.2 V10 540hp

R8 V10 RWS 5.2 V10 540hp (RWD)

R8 V10 Plus 5.2 V10 610hp

————————————————————————————————

Over the past few months I made this list for fun to show some of my family how Audi (as with most other automobile companies) share engines between models. I also wanted to show that just because two engines may look similar, doesn’t mean they are, they can have drastically different specifications. For instance, the 4.2 V8 in the B7 S4 is similar to the 4.2 in the C6 A6 (albeit tuned differently); however the 4.2 in the B7 RS4 is a whole ’nother animal.

The list started with the B7 A4, S4, and RS4 and I got a bit carried away!

**Some notes**

I’m know the list probably isn't perfect, but this more so just for fun and for having a list right in front of you where it is easy to compare details. Most of the data in here is from the top of my head (ha, I wish), from years of reading about cars in magazines, forums, websites, etc. and of course, I had a bit of help Wikipedia.

The data in this list represents the American versions of these models; however, I included some notable models from the European market, just to compare them (or because I’m envious we didn’t get them in the United States…yes you, C6 RS6). I’d happily add more from other markets later.

For some models I have a side note saying Europe only, I know these models may have also been available in parts of Asia, Latin America, or other countries/continents; I mean no disrespect, I’m just not as knowledgeable about the availability of models in those other countries; but as I learn more, I’ll happily go more in depth about specific markets and which models are offered there.

Also, I didn’t include diesel engines; I plan on adding them at some point.

The horsepower is in brake horsepower, I know that isn’t the only thing that matters, but it’s what I have so far. Initially I was just going to put the engine configuration and displacement but I wanted to add the hp ratings to show that just because it’s the same engine configuration/size doesn’t mean it’s the same power. If anybody has dyno results or wheel horsepower numbers for any of these models that they would like to share, feel free to let me know and I’ll start making a list to add them in the future.

I am aware that my generations (B6, B7, C6, etc.) aren’t perfect and may not match up exactly. This started just as a list for the A/S/RS4 models, then I added the A/S/RS6, and then I figured I’d add pretty much everything else. I tried to fit the generations for different models/chassis’ into a similar time frame when they were using the same engines across different models.

Also I know the T and TT may not match the badging on the car (for instance the I put 4.0TT for the C7 S6 even though the badge on the fender says 4.0T). I’d rather show if it is a single turbo engine vs. a twin/bi-turbo engine than match the badging. However, I kept the T for the supercharged 3.0 V6 engine. I considered writing it as 3.0S or 3.0S/C but I figured that would just make it more confusing, especially mixed in with the S4, too many S’s. However, doing this may have made it more confusing, so I might change it to S/C down the line.

Eventually I’ll add more to this list, make it look a bit nicer, and touch up my grammar (I fall victim to run-on sentences)... I’ll update along the way!

I plan on adding more vehicles, such as Allroad models, SUVs and crossovers. I would also like to add older vehicles, such as the 4000, 5000, and Quattro. On top of that I think it would be fun to include some rally cars, but the engines and power seemed to fluctuate so much race-to-race, so we’ll see. Either way it’d be awesome to compare Audi’s production engines to engines like the crazy inline-5 in the Group-B Quattro that Walter Röhrl drove at Pikes Peak.

I also would like to add more details on the cars/engines later, such as lb-ft torque, whp, quarter mile times, 0-60 times, weight, drivetrain (for the few FWD cars and the RWD R8 V10 RWS), top speed (restricted and unrestricted), differentiate more on body styles (Avant, Cabrio, coupe, saloon/sedan, etc.), and mention if it was produced at quattro GmbH / Audi Sport Gmbh.

At some point I might color code the engines or something along those lines... I mean the initial reason I made this list was to show how different models share engines (although with slightly different tunes/internals) so it would be helpful to have the similar engines to stand out.

Finally, I am not perfect, and I whipped this together pretty quickly last night. I know I can clean it up a bit, and there may be some mistakes, feel free to let me know as I am open to constructive criticism.

Thanks and enjoy! ☺

#reddit #autonews #auto #cars

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skateofministry · 4 years ago

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A Complete Guide to Every Car Brand’s Electric Vehicle Platforms

Hyundai

The automobile world goes electrical: a rising checklist of automotive producers are pledging to section out combustion engines by 2030. And good method to monitor this transition’s progress is to have a look at the assorted platforms these automobiles are constructed on, in addition to how they’re constructed.

On a fundamental degree, there are 3 ways for producers to create an EV:

Retrofitting: Producers modify current inner combustion structure to construct an electrical automobile. It’s the only and quickest methodology to construct an EV, and the method has turn into much more refined within the days since Tesla dumped batteries right into a Lotus Elise chassis to construct its Roadster. But it surely’s nonetheless an advert hoc methodology, and is usually a dead-end for future improvement.

Hybrid Platforms: Many fashionable automobile architectures have been designed to pair with modular combustion, hybrid, and pure electrical powertrains. On the plus facet, this offers the producer a variety of flexibility to regulate to the market —ut on the EV entrance, it limits design selections by forcing them into the strictures of combustion platforms.

Devoted EV Platforms: Most producers are (or shall be) transferring to devoted EV platforms over the subsequent decade. These are principally skateboards consisting of wheels and a battery pack, and provide most design flexibility. They’re costly and time-consuming to develop, however as soon as a producer has a purpose-built EV platform, it’s comparatively easy and low cost to design new automobiles from it. This is the reason you may have some firms taking a very long time to get their first EV out the door, however are nonetheless pledging to have 10-25 of them at sellers by 2025.

Right here’s a have a look at the all of the EV platforms particular person producers are presently utilizing.

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BMW

CLAR / FAAR: BMW makes use of two platforms for many of its present vary: CLAR for RWD-based automobiles and FAAR for FWD-based automobiles. The platforms are designed to be modular and dealing with combustion, hybrid, and EV powertrains, even permitting for all three to be assembled on the identical manufacturing line. BMW is growing a devoted EV structure, however it might not arrive till 2025.

Ford

GE1: Ford World Electrified 1 Platform. Ford developed a brand new platform for the Mustang Mach E. It is a considerably altered model of the C2 platform Ford makes use of within the Escape, the Bronco Sport, the Lincoln Corsair and the Focus. It helps RWD and AWD.

Common Motors

BEV2: Common Motors’s second-generation EV platform. It debuted within the Chevrolet Bolt in 2016, and continues to be present in the revised Bolt and new Bolt EUV.

BEV3: GM’s third-generation battery-electric car platform. It is a skateboard utilizing GM’s new proprietary Ultium batteries which will be packed vertically or horizontally. It could possibly accommodate ranges as much as 400 miles and 0-60 mph occasions as much as 3.0 seconds. It is appropriate with RWD, FWD and AWD automobiles. It is going to be utilized in the Cadillac Lyriq, amongst many others.

BT1: An electrical body-on-frame platform developed from GM’s T1 truck platform. It can additionally reap the benefits of GM’s new Ultium batteries. It can underpin the new Hummer EV and future electrical Silverados, Sierras and Escalades.

Honda

Honda e: The Honda e platform debuted with, you guessed it, the Honda e hatchback. It is RWD, and designed for driving dynamics and most effectivity from a small battery pack. We’re unlikely to see these metropolis automobiles within the U.S. The primary Honda/Acura automobiles within the U.S. may be SUVs built on GM’s BEV3 platform forward of a Honda bigger EV platform arriving later.

Hyundai Group

E-GMP: Electrical World Modular Platform. That is Hyundai’s skateboard platform that can underpin future EVs for Hyundai Genesis and Kia, together with the brand new Ioniq 5 and EV6 sports crossover. It can permit for each 400-volt and 800-volt fast-charging and V2L performance to ship energy again out to the grid. Excessive-performance functions may see 0-60 mph occasions of three.5 seconds and high speeds in extra of 160 mph.

B-SUV/GB/Eco-Automotive: Hyundai Group has electrical variations of automobiles on hybrid platforms, together with the Hyundai Kona Electric, the Hyundai Ioniq Electrical and the Kia Niro EV.

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Mercedes-Benz

EVA: Electrical car structure. It is a new, devoted platform for giant EV automobiles and SUVs. It can arrive this yr with the EQS and EQE sedans and subsequent new electrical SUVs.

MMA: Mercedes-Benz Modular Electrical Structure. This shall be a devoted platform for small and medium-sized EVs that Mercedes desires to have by 2025.

MEA: Modular electrical structure. These are Mercedes automobiles just like the EQC and EQA, which run on an electrical model of their inner combustion engine counterparts’ platforms.

Renault/Nissan/Mitsubishi

CMF-EV: That is the electrical automobile model of Renault/Nissan/Mitsubishi’s Frequent Module Household platform. It is going to be utilized in compact automobiles, sedans and crossovers throughout the model’s lineup. The primary manufacturing mannequin shall be the upcoming Nissan Ariya crossover.

Nissan EV Platform: It is a front-motor, FWD platform Nissan first developed for the Leaf in 2010.

Rivian

Rivian “Skateboard”: Rivian’s skateboard platform is a quad-motor system with an adjustable air suspension. The “skateboard” title comes from how flat it’s; all drive parts sit beneath the peak of the wheel for optimum flexibility. It can underpin the R1T truck, R1S SUV and Rivian’s Amazon supply automobiles.

Tesla

Mannequin S: The Mannequin S platform is a full-sized car platform that additionally underpins the Mannequin X. Presently, it is just utilized in dual-motor or tri-motor AWD functions. It permits for 480-volt charging on Tesla’s supercharger community.

Mannequin 3: The Mannequin 3 runs on a compact car platform. The Mannequin Y makes use of it as effectively and shares about 75 p.c of its componentry with the Mannequin 3. It provides much less vary and efficiency than the Mannequin S platform.

Toyota / Subaru

e-TNGA: That is the electrical model of Toyota’s New World Structure platform co-developed by Toyota and Subaru. It is going to be a modular system with mounted and variable parts, permitting Toyota to make use of it for a spread of auto sizes. It can seem in forthcoming Toyota and Lexus EVs in addition to the Subaru Evoltis.

Volkswagen Group

MEB: VW’s “modular electrical toolkit.” This platform will underpin RWD and AWD ID vary automobiles that can fulfill Volkswagen’s pledge to construct electrical automobiles for the hundreds of thousands, not the millionaires. The platform is designed to be low-cost and versatile for reasonably priced EVs. VW will license it to different producers such as Ford.

J1: Porsche-developed platform for high-performance presently used within the Taycan and the Audi E-Tron GT. Distinctive for its 800-volt charging infrastructure, which ought to permit for sooner charging when there’s the infrastructure to assist it.

PPE: Premium Efficiency Electrical. This platform has each excessive and low-floor variations, and shall be used to underpin automobiles and crossovers just like the Porsche Macan and far of the Audi lineup.

MLB Evo: The Audi E-tron runs on the MLB Evo platform, a combustion platform that’s, because the title suggests, an evolution of the MLB platform. It’s also utilized by the Bentley Bentayga, the Porsche Cayenne and the Lamborghini Urus.

Volvo / Polestar

CMA: Volvo and Geely collaborated on the Compact Modular Structure platform. It could possibly use FWD and AWD variations propelled by inner combustion, hybrid, or full-electric variations. It is the platform used for the Volvo XC40 and it underpins Volvo and Polestar’s three present electrical automobiles: the Polestar 2, the Volvo XC40 Recharge and the brand new C40 Recharge.

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jdmwheel · 7 years ago

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louisonurmark · 6 years ago

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Some of the world’s most celebrated individuals are school dropouts. Steve Jobs, Bill Gates, Ellen DeGeneres and Mark Zuckerberg are some of today’s most distinguished examples. But did you know that the person responsible for designing the Porsche 911 was also a dropout? Well, he actually got kicked out of design school, so it’s one the same.

Ferdinand Alexander Porsche, more affectionately known as Butzi, was his name. After his expulsion, Butzi – then in his 20s – worked for his grandfather Ferdinand Porsche and was rubbing shoulders with then hotshot design director for Volkswagen and Porsche, Erwin Komenda. That tutelage didn’t go too well for him either, so they parted ways. Butzi holed up in the adjacent body shop and immediately started working on the 911.

It’s been 56 years since the original Porsche 911 broke cover. After eight iterations, it remains as one of the world’s most endearing sports cars, and is among the very few to still use a rear-engine layout. Prioritising tradition has always been one of the automaker’s key mantras, and the 911 is unequivocally its torchbearer.

From a design standpoint, the 992-generation Porsche 911 remains unmistakably recognisable, like all the models that precede it. While the exterior styling seems familiar, everything else underneath is 95% new. So yes, you’re looking at an entirely new Porsche 911.

Essentially, the front and rear design of the car have been modelled after the automaker’s latest styling direction, which comprise of the four-point LED headlights (the top LED matrix headlights feature 84 individual LEDs), wide air intakes, and the continuous rear LED bar.

Speaking of which, the body is considerably wider than the 991 model it replaces – the 992 is a staggering 45 mm wider up front. We’re told that it’s a deliberate design decision (influenced in part by the new chassis) to emphasise the bulging rear arches, and this combination helps accentuate the tapered midsection.

This widebody look is now standard for all models including the Carrera 2. Traditionally, rear-wheel drive 911s feature a narrower rump, but many 911 owners prefer the swelled haunches. There’s also an adaptive rear spoiler with a 25% larger surface area, which supports charge air cooling to prevent loss in performance.

Even before stepping into the car, the 992’s shell features a number of firsts for the model, such as the pop-up door handles, vertical third brake lights that take the form of a pause symbol (which I’m unusually fond of), and a more rigid all-aluminium body. Mixed tyre width is also applied for the first time – the front gets shod with 20-inch wheels, and the rear gets fatter 21-inch hoops.

Inside is where things get a bit more snazzy. Here, the cabin feels like the end result of zealous over-engineering. Materials are soft to the touch for most surfaces – there’s ample use of leather, and our test unit had matching burgundy suede headlining and floor mats. Am I really in a 911?

As if that wasn’t enough, the driver now gets a cleaner, more sophisticated cockpit, featuring two seven-inch digital instrument displays that flank the analogue rev counter in the middle. Together, they form the iconic five-dial setup that’s graced by every other 911 in existence. Next to that is a high-resolution 10.9-inch touchscreen display for the Porsche Communication Management, below which rests a row of five retro-styled switches.

The centre tunnel is also entirely new, and gone is the good ol’ stick. In its place is a mini electronic shifter that’s super intuitive to operate – flick up to reverse, down to drive. Easy peasy. Purists though, may find this modern approach slightly offensive. There’s no manual version for now, but perhaps in the near future.

The redesigned seats collectively shave three kg off the car – they are plonked five millimetres lower than before – and offer better lateral and shoulder support. In short, build quality is absolutely on point, and the cabin is a work of art, by far the best in a 911. This reinforces the notion of it being an all-purpose driving machine. But is it any better to drive than before?

Well, the experience starts at the turn of the key. Like the 991.2, base models get the turbocharged 3.0 litre horizontally-opposed six-cylinder petrol engine. While displacement is the same as before, the engine is new for the most part, featuring larger symmetrical turbochargers and a brand new intercooler. Piezo injectors are used for the first time, allowing improved responsiveness and revving characteristic.

As one of the world’s last few remaining devotees to the Boxer engine, one has to appreciate the distinctive acoustic rumble it makes. The optional Porsche Sports Exhaust system amplifies this addictive trait, and unless you’re crazy (like those who claim that a flat-six engine is simply a V6 with a 180-degree opening), you’d have it specified right from the get-go, even before you choose the colour of your car.

In Carrera S form, the engine makes 450 PS at 6,500 rpm and 530 Nm of torque at 2,300 to 5,000 rpm, or 30 hp and 30 Nm more than the 991.2 Carrera S. That’s more than enough for most drivers’ needs – the 992, now equipped with a new fast-shifting eight-speed PDK, rockets from standstill to 100 km/h in just 3.7 seconds, or 3.5 seconds with the optional Sports Chrono Pack.

The extra cog (the 991 has a seven-speed PDK) allows for a wider spread of ratios, and there’s an obvious sense of linearity and responsiveness during in-gear accelerations. This is in part due to the larger turbochargers, which feature mirrored turbines that rotate in opposing directions. This improves air flow, with a maximum boost pressure of 1.2 bar.

Gearshifts are lightning quick, as you’d expect from the world-renowned PDK, and imperceptibly slick as well. All eight ratios are new, with the first gear shorter and eighth longer, allowing for a longer final-drive ratio. Also, the 306 km/h V-max can be achieved in sixth gear, and all things considered, there’s absolutely no way of faulting the eight-speed PDK. World-class stuff, this.

Barreling down Circuit Ricardo Tormo (otherwise known as Circuit de Valencia) in the C2S showcased increased stability and balance, two traits that further distance itself from the ominous widow-making reputation its predecessors were infamously known for.

There are two things that proved key to achieving this, the first being the wider tracks – the front tracks are wider by 46 mm, and the rear is pushed out by 39 mm. The other thing is that the entire powertrain assembly is moved forwards by 20 mm. Don’t worry, loyalists, the engine still hangs over the rear axle.

The 992 also gets stiffer springs and uprated anti-roll bars to combat lateral forces – the net effect of this is a less tail-happy RR sports car, though the small downside to this is that the drive becomes a tad more predictable.

You could still go sideways with PSM (Porsche Stability Management) turned off, but unfortunately we weren’t permitted to disable the life-saving system. What’s clear is that the 911 Carrera S is not as focused a machine as the 718 Cayman GTS, but what it lacks in the drive is made up for with the sublime cabin. Plus, the 911 still seats four.

As for the C4S, its all-wheel drive system also gets upgraded with a new clutch and differential unit. They are water-cooled and strengthened to cope with the higher engine output, and the car is inherently less twitchy when cornering, especially when gunning the throttle on exits.

There’s a discernible deftness to the steering as well. Porsche says the steering rack on the 992 is 11% quicker than before, while models with the optional rear-wheel steering are 6% more direct. One thing’s for sure, the steering feels keener on the turn-ins than the 991 C4S.

Typically in a RWD car, you’d want the tail to swing wide when prompted. But to avoid wrapping the car around a tree on a rainy day, Porsche develop Wet Mode, otherwise known as the world’s first wetness recognition programme. This works by using acoustic sensors in the front wheel well to recognise spray patterns while driving, and this helps the system determine the amount of water present on the driven surface.

The process is swift, and upon detection, the driver will be prompted to manually switch to Wet Mode. When activated, PSM and PTM (Porsche Traction Management) work in unison to prevent the car from swapping ends. We exhaustively tried pushing the C2S wide on a designated wet surface as best as we could, but the second slippage is detected, power gets cut and the ABS system springs into action. It’s a weird sensation, but like it or not, it’s going to be available across the new 911 range.

On the track, the new Carrera S has shown its mettle – it’s got a sharper front end, a more stable tail, and a decidedly more pliable powertrain. Power is available on demand, no matter the speed or gear it’s in. But at the end of the day, the 911 is not all about track days, and the three million odd kilometres the prototype vehicles have gone through covers just about every driving scenario imaginable.

For city dwellers with a penchant for spirited drives along scenic routes, the 911 is just the kind of car Porsche makes for you. It’s like a Swiss Army knife, an all-in-one package that includes all things necessary and omits the redundant. Except now, the new 911 feels infinitely more luxurious than ever before.

It rides better as well, thanks to a set of fully re-engineered adaptive dampers (Porsche Active Suspension Management). This suspension is standard and has been upgraded on both the hardware and software side of things, so it’s more comfortable and, conversely, sportier. If it’s not firm enough, there’s PASM sports chassis, which lowers ride height by 10 mm.

The brakes bite more precisely, which makes brake modulation seamlessly intuitive and confidence-inspiring. This is achieved by shortening the brake pedal ratio and the employment of an electric brake booster, which replaces the older pneumatic booster.

Since the rear wheels are now bigger and can accommodate larger discs, the rotor size is up by 20 mm to 350 mm, yet each weigh 300 grammes less than before thanks to new compounds. For track junkies, there’s the optional Porsche Ceramic Composite Brake that’s even lighter and doesn’t fade.

To add salt to injury (die-hard purists would have considered forsaking the 992 by now), the 911 can be specified with a number of driver assistance systems. This includes autonomous emergency braking (AEB), adaptive cruise control with stop-go function, lane keeping assist with traffic sign recognition, lane change assist, park assist with 360-degree view and night vision assist with thermal imaging. Blasphemy, I hear you say?

Well, as with many things, change is inevitable. As Zuffenhausen’s crown jewel, the 911 will continue to evolve unapologetically, and in the case of the 992, that change is for the better. In short, the Carrera S is many times more than good enough for most 911 virgins.

Objectively, the 718 Boxster and Cayman would be the obvious driver’s choice, but the charm in which the 911 radiates is second to none. With over a million collective units sold, it’s impossible to overlook the colossal cult movement a design school dropout instituted 56 years ago. If special is what you’re looking for, then there’s none out there with the legacy to match the Porsche 911. Also, stay in school, yeah?

DRIVEN: 992 Porsche 911 Carrera S in Valencia, Spain Some of the world’s most celebrated individuals are school dropouts. Steve Jobs, Bill Gates, Ellen DeGeneres and Mark Zuckerberg are some of today’s most distinguished examples.

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