2013 Porsche 911 Turbo Spied.

It seems we’re getting to a point now where there are about as many future Porsche 911 test mules running about as there are different versions of the current car on sale. Our adventures in spotting 991s (Porsche’s internal designation to refer to the upcoming 911) started late last year when we brought you a bevy of details on the base car, which was at that time roaming around with decals mimicking the Turbo’s massive rear-fender intakes. Those big ducts became the real thing back in March but that 911 Turbo test mule seemed to be missing something. Where’s the wing, Porsche?

Considering that early mule did show evidence of a Panamera-style retractable spoiler, it’s entirely possible that Porsche plans to offer the next Turbo with a smaller, power-deployable unit. But these new photos should soothe traditionalists, as they seem to indicate that the usual whale tail will reappear. As with past mules, the head- and taillight designs are fake-outs; the real things should be markedly different than these disguised shapes, especially at the rear. If you see a 991 Turbo on the street, that view is likely the only one that you’ll need to worry about, because it will pack an estimated 550 horsepower—bettering both the current base car’s 500 and even the Turbo S’s 530, and, with few exceptions, whatever you’d be driving.

The Turbo’s supercar-grade output and all-wheel-drive system put it near the top of the 911 hierarchy, but it also will boast all of the next-gen traits we’ve reported for the base car. That means a longer wheelbase and a jump in overall length, but also weight-savings efforts like aluminum skin to cancel out any extra mass from the increase in size. Because of its higher price tag and place in the 911 lineup as the acceleration king (or at least the crown prince), the Turbo is likely to boast a few additional lightweight bits. Porsche’s seven-speed PDK will carry over as the car’s automatic transmission option, but we’re more intrigued by the manual, which we expect will be the world’s first do-it-yourself seven-speed. The standard 911 will debut this fall in Frankfurt; figure on waiting a few months to see the Turbo.

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Test Drive: 2012 Porsche Cayman R

Our 2012 Porsche Cayman R tester was painted in the most intriguing shade of Peridot Metallic green. My sax-playing friend Sasha described it thus: “It’s the colour of spring… of renewal; the colour of life.”

Sure, there were a few who thought the green was gaudy, but the essence of the $75,600 Cayman R is unarguable: it distils the sublime dynamics of the mid-engine Boxster/Cayman platform down to an even purer form. The colour of life indeed…

As last year’s Boxster Spyder was to the Boxster S, the Cayman R is a lightened, more powerful and increasingly focused version of the $70,900 Cayman S – already one of the finest handling cars money can buy.

In its base form with six-speed manual transmission, the R weighs 55 kg less than a similarly equipped S. This comes from lighter 19-inch alloys, aluminum hood and door skins, a fixed rear spoiler replacing the powered unit, carbon-fibre shell sport seats and the deletion of the radio and air conditioning. And, oh yeah, those funky red fabric straps that replace the interior door handles. They might save a few grams, but they’re really there to spell out this car’s mission.

The Cayman R sits 20 mm lower on stiffer springs, and Porsche Active Suspension Management (PASM) with its two-stage dampers is not offered. We’re talking purity of purpose here, folks. Nonetheless, despite its firm ride, the R is hardly punishing in the way a non-PASM 911 can be.

The 3.4-litre direct-injection flat-six gains an extra 10 hp over the Cayman S thanks to a less restrictive exhaust and revised engine management. It puts out 330 horses at a lofty 7,400 rpm. Torque remains at 273 lb.-ft. at 4750 rpm.

Of course, if your R is to be a daily driver you’ll want to buy back that automatic A/C (12 kg, thank you) for $2,010. My tester was fitted with an $800 audio/CD package.

Also on this car’s spec sheet was Porsche’s fab 7-speed dual-clutch PDK transmission that lightens your wallet by $4,180 – and adds 25 kg. With this tranny you’ll also want the $1,690 Sports Chrono Package that, along with the lap timer chrono thingy on the dashtop that I have yet to use or ever see in use, gets you the magic Sport Plus button that calls up a track-ready transmission map, launch control and a more lenient stability control program.

There’s no graceful way to get into the Caynman R, equipped as it is with those aggressively bolstered sports seats, but once ensconced in their firm embrace you’re ready for business. I found the seat supremely comfortable even over a two-hour drive. Larger framed individuals may not fit quite so well.

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