Porsche claims 1415kg DIN (i.e. with a 90% full tank) for a PDK equipped Carrera S. We measured our test car at 1518kg, with 38.3% on the front wheels and 61.7% on the rear. German magazine Sport Auto measured their 991 Carrera S PDK at 1497kg (38.1%/61.9%) on a car with the PCCB carbon ceramic brakes and no sunroof. We also put a Porsche 997.2 Carrera S on our scales and saw 1473kg with the same 3.8L direct injection engine but a 6 speed manual gearbox. We are therefore unable to confirm that the 991 is lighter than the 997, further less the rather surprising figures listed on spec sheets.

The new PDK gearbox is now sitting at the pinnacle of double-clutch robotized gearboxes, thanks to notable progress in critical areas. Schlepping in traffic, it now stands out in terms of smoothness, agility and precision. Porsche engineering, who is said to have taken over firmware development from their supplier, have also significantly improved shifts at the sportier end of the driving business. The artificial jerks induced by the 997.2 PDK box software are gone. In Sport Plus mode, deep in the power curve, shifts are crisp, clean, with just the right amount of mechanical harshness to reflect a process that should somehow be a little brutal. Downshifts are splendid, with revs exquisitely matched. The paddles of the optional Sport Design wheel are a mandatory – albeit costly – upgrade to the standard push-pull system Porsche stubbornly fits as standard. Compared to the absolute reference in sports car gearboxes, the Ferrari 458 Italia, still falls short of the Italian alchemy that, at full tilt, melts tactile and mechanical feel to procure the ultimate experience in gear changes, but the PDK system scores points for compliance in mundane situations. We have not been able yet to sample the manual 7 ratio stickshift, it could be a rare sight.

Under the rear bonnet, the biggest change is the disappearance of … the engine. Porsche chose to increase body stiffness by drawing a narrower opening. Hidden underneath, the flat 6 of the Carrera has shrunk from 3.6 to 3.4 liters, but the Carrera S maintains displacement at 3.8L. Porsche squeezed 15 hp through higher revs (400 at 7400 vs. 385 at 6500 rpm on the 997.2 Carrera S). Torque progresses by 20 Nm (14.7 lbft) at 440 Nm, but peaks now at 5600 rpm, or 1200 rpm higher than before. With all disclaimers owed to a brand new engine with a couple hundred miles under the belt, the difference does not appear substantial, furthermore as, final drive ratio being equal to the 997, the 991 pulls longer due to is the larger 20in wheels. The new engine feels more lively above 4500 rpm, but we’ll have to wait for a fully broken in engine to pass judgment.

Porsche has blessed the 991 of the latest innovations from its Porsche Intelligent Performance efforts through a flurry of systems and features aimed at improving mileage and reducing emissions. Efforts that also come down to Intelligent Finance due to the carbon dioxide penalties imposed throughout Europe on vehicles exceeding 130 g/km. One such innovation is the adoption of electric steering assistance instead of a conventional hydraulic system. Many enthusiasts may have frowned when learning about this change in launch press coverage, and it turns out that they were right. Steering feel is bland and of little substance. Weighting is a little too light, ratio not direct enough, and it has become more difficult to stay connected with grip conditions under the front wheels. I remember vividly a 70 degrees turn on a climb through country roads, approached with a little too much optimism. It’s the perception of a widening line than the feedback at turn in that enticed me to partially lift to complete the corner safely. Engineering such a filter between a brilliant chassis and steering wheel is a pity. A saving of 0.1 L/100km could hardly be worth it.