One year ago, Porsche chief Mattias Mueller let it known that a compact, open-top, two-seater would make a useful addition to the brand. Only nine months later, however, Herr Mueller stated that the time may not yet be right for such a new entry-level model. Misunderstanding, change of strategy, red herring? A bit of everything, it seems. Having spoken to the vehicle line chiefs from Weissach and to representatives of the supplier community, we are confident that proposed mid-engined project 551 has not been cancelled.

918 Spyder: The New King Of The Hill

The second you sit down low into the firm sport seat, legs stick-ing out ahead of you, thumbs slotting into the perfectly proportioned steering-wheel rim where it tapers at quarter-to-three, everything feels familiar. Then you turn the ignition key located to the left of the wheel -- echoing the days when Le Mans racers twisted the key with their left hand and selected a gear with the right to save time -- and wuuum! Rev the mid-mounted flat six, and again it's deja vu as a slightly loose and raspy metallic roar trembles through the seatback and reverberates in your eardrums. No doubt about it, this is the Porsche Boxster we remember.

Like rear-mounted engines and torpid evolution, skepticism sits at the core of Like rear-mounted engines and torpid evolution, skepticism sits at the core of what makes a Porsche a Porsche. Since the very start, Porsche customers have challenged the decisions behind every new model, and the 1960 356B was no exception. The exterior changes to get from A to B were hardly radical -- more upright headlights, raised bumpers, and a larger luggage-compartment handle -- and yet they were enough to provoke both fickle distributors and fanatical customers.

As goes the 911 coupe, so goes the convertible. The all-new 2012 Porsche 911 Carrera Cabriolet is longer, lighter, and more powerful than its predecessor. While it retains all the unmistakable DNA like the rear-mounted flat-six and evolutionary styling that still pays homage to the 1965 original, there's no mistaking this 911 for any previous generation. With sophisticated suspension technology and controversial electric power steering, the 2012 911 Cabriolet is more refined than ever and the difference is palpable.

Mainstream cars keep getting more homogenous. Volkswagen has reduced the number of build combinations for Jetta from 148 to fourteen. Sedans like the Toyota Corolla are sold in huge numbers with just one engine. And even the bestselling car in America, the Toyota Camry, is available with your choice of only three powertrains.

Following up on the coupe models already announced, Porsche has released photos and information on the 2012 911 Carrera and Carrera S cabriolet models. The new convertibles are, like their coupe versions, based on the new 991-generation platform.

We can't look at any icon without understanding why it became an icon in the first place. Famously difficult to drive but incomparably rewarding to master, a Porsche 911 is the furthest thing from your loyal Labrador retriever: this bitch bites back. The 911 is always in charge, teaching its driver how to behave and not the other way around. The monster in the back of every 911 is loosely caged, ripping at its engine mounts, doing everything it can to pass the front wheels. The 911 is nearly fifty years old, but we know of no class-action lawsuits or Nader crusades to kill it. Why? Because everyone knows exactly what they're getting with a Porsche 911.

Absurd. Ridiculous. Insane. Awesome. Weird. Pointless. These are all adjectives that can aptly describe the Panamera Turbo S. Journalists overuse the phrase "explosive acceleration," but it is a completely accurate way to explain how this Porsche jumps off the line in Sport Plus mode. Thanks to the carbon-ceramic stoppers, braking is even more dramatic. Still, besides bragging rights, I see little point to owning this car in this speed-limited country. Seriously, who is going to drive a Panamera on a racetrack? I can think of countless better ways to spend $195K on a car(s). The Turbo S is notably lacking in the flashiness department, too, and certainly doesn't look like it costs that much. It sure would be fun to take it to a drag strip, though!

As this magazine went to press, we had not yet driven the redesigned 911, but based on early reports and nearly half a century of history, we're willing to go on record predicting it will be very good. The new 911 promises its biggest gains yet in refinement and efficiency. The longer wheelbase all but irons out the rear-engined snappiness found in earlier 911s, and the already-posh interior gains a high-tech center console and optional eighteen-way power seats. A smaller-displacement base engine, a lighter body, automatic stop-start and freewheeling technologies, electric power steering, and a seven-speed manual transmission collectively improve efficiency by up to sixteen percent. Power improves by 5 hp on the Carrera model and 15 hp on the Carrera S. That added horsepower, combined with a weight reduction of between 65 and 100 pounds (depending on trim), yields minor improvements in acceleration to 60 mph, to 4.5 and 4.3 seconds, respectively. Based on Porsche's past model rollouts, we expect to see new base and S convertibles join the coupe this year. Those in search of a spicier 911 will still have some choices--sixteen of them actually--as the last-generation's Carrera 4 and 4S, Turbos, Targas, Black Editions, and GTS models all carry over to 2012, albeit in limited quantities. The GT3, GT2, and all their spin-offs are gone for now, unless you manage to snag a leftover 2011.

An all-new Boxster is right around the corner, likely due sometime in 2012. Despite--or maybe even because of--that fact, we wouldn't overlook the current car. The Boxster, nearly fifteen years since its debut, remains an exquisite, focused driving machine. The most focused Boxster of them all, the Spyder, puts out 320 hp and keeps its weight below 3000 pounds--a feat for modern cars--by dispensing with such frivolities as a power-operated top, air-conditioning, and, um, inner door handles (there are fabric straps instead). Driving the Spyder is marvelous, to say the least. It essentially educates the palette for how steering should feel, how a suspension should respond, and how an engine should howl. Of course, the cheaper, more livable, less-decal-laden Boxster and Boxster S are not far off in terms of perfection. There are a few nits we can pick. The steering-wheel shift buttons for the optional seven-speed automatic, for instance, are uninvolving and counterintuitive. You can get shift paddles, but it will cost you. Indeed, some will balk at the lack of standard equipment--for instance, power seats--on a car that starts at nearly $50,000. For that price, though, the Boxster offers a better driving experience than do cars costing four times as much.

The Porsche Cayenne remains problematic from a brand purist's point of view: it's too big, too mass-market, too similar to other products from the Volkswagen Group (in this sense, it's a harbinger of the future). For the luxury SUV buyer unburdened by such philosophical concerns, however, the Cayenne is a compelling vehicle. With last year's redesign, the Cayenne looks much trimmer--and it is. An aluminum-intensive structure and a revised all-wheel-drive system shave up to 400 pounds from the previous Cayenne, depending on options. There are, of course, lots of options, from four powertrains to $2330 painted air-conditioning vents. The Hybrid achieves 20/23 mpg thanks to the 47-hp electric motor paired with its Audi-sourced 3.0-liter V-6, but it suffers from the dynamic pitfalls typical of this technology, including unnatural-feeling brakes. We hope the Cayenne diesel, headed to our market later this year, will serve up efficiency with fewer compromises. Those who don't really care about fuel efficiency in their German luxury crossover can opt for the 500-hp, 4.8-liter twin-turbo V-8, which makes the Cayenne Turbo feel far more agile than the previous version. The interior, even without those fancy A/C vents, will please even the pickiest luxury customers. The cornucopia of buttons on the center console may confound drivers at first, but they become rather intuitive over time.

The Cayman, depending on how you view it, is either a cynical way to make more money off the Porsche Boxster or the best sports car in the world. We tend to lean toward the latter. Yes, Porsche charges nearly $4000 more for the Cayman than it does for the Boxster, and yes, that $52,850 doesn't buy you nearly as much horsepower as you can get in a Chevrolet Corvette or a Nissan 370Z. But the Cayman, which is twice as stiff as the very rigid Boxster, makes up for its spec-sheet shortcomings with unparalleled balance and reflexes. It helps that the roof traps the wail of the boxer engine right behind your ears. The Cayman is not one of those cars that will allow you to pretend you're a great driver, though--it does exactly what you tell it to, for better or for worse. For those who seek more than the base model's 265 hp, there's the 320-hp Cayman S and, new for this year, the 330-hp Cayman S Black Edition. The hottest variant remains the Cayman R, which combines a hopped-up 3.4-liter flat six with a stiffer suspension. Like the Boxster Spyder, it spares no effort in shedding weight. There's no radio or air-conditioning, the door skins are made of aluminum, the battery is a compact lithium-ion unit, and the door pulls are canvas. The replacement for the five-year-old Cayman is not far off and will, we presume, be faster and more efficient (and possibly will offer a four-cylinder engine). For now, though, this is as good as it gets.

Two years ago, many pundits predicted that Porsche would fall on its face with this full-size, four-door hatchback. Well, the verdict is in: the Panamera is the brand's best-selling car, beating out the 911 in all its iterations. The secret is that under its somewhat polarizing exterior, the Panamera is an excellent luxury car. The well-appointed cabin features four nicely sculpted, 911-style chairs, although it takes some flexibility to sit in the ones in back. Those rear seats fold down to open up 44 cubic feet of cargo space--more than three times what you'll find in a BMW 7-series. We're still not sure about Porsche's approach to telematics: more than fifty center-console buttons collectively do the work of one BMW-style controller. The Panamera is also fast, especially when you opt for one of its V-8 engines. We suggest the 550-hp, four-wheel-drive Turbo S model for keeping away those pesky 911 GT3s. On the more sober end of the spectrum, one can opt for the same V-6/electric hybrid powertrain offered in the Cayenne and enjoy 30 mpg on the highway. The Hybrid comes only with rear-wheel drive and an eight-speed automatic. All other variants can be had with four-wheel drive and use a seven-speed dual-clutch automatic. For all its capability and versatility, though, the Panamera does not offer anywhere near the driving involvement of its sports car brethren. The steering is accurate but numb, the brakes powerful but not very progressive. Still, it's hard to argue with a four-door luxury sedan that can hang with a Nissan GT-R in a drag race.

If imitation is the sincerest form of flattery, Porsche's Panamera Turbo should be blushing a bright shade of Ruby Red Metallic. After all, the new 2013 Porsche Panamera GTS, which debuted at the 2011 Los Angeles auto show, is essentially a Panamera Turbo, albeit without any turbochargers.

The big existential question that Porsche surely asked itself when developing the new generation of 911 is: what is it that makes a car a Porsche 911? This is a question without a right or wrong answer -- it's a matter of perspective.

Choosing The Winners
What's the best car? Everybody wants to know. It's a difficult question, really. There is no single best car. But when you drive as many different new vehicles as we do, people expect you to have an answer, and we do. The best new car introduced in the past year is our Automobile of the Year. For 2012, the winner is the Audi A7.

It looks familiar. It sounds familiar. It is definitely a 911. But unlike the 997, which was a cleverly cost-conscious metamorphosis of the 996, the 2012 Porsche 911, code name 991, is an all-new car. Its body, which now uses aluminum for the doors, fenders, and engine- and luggage-compartment covers, features a much more modern, cab-forward design. The new interior is inspired by six generations of 911s but also takes cues from the Cayenne and the Panamera. In addition, the engineers have prepared a new evolution of boxer engines, the world's first seven-speed manual transmission, and a chassis with a bigger footprint that creates a more confident stance for Porsche's icon.

Some automakers unveiled a half-dozen vehicles at the Frankfurt Motor Show, but Porsche had just one: the new, 991-generation of the 911. To learn more about the seventh iteration of the 911, we sat down with Porsche president and CEO Matthias Muller, board member for sales and marketing Bernhard Maier, and Porsche Cars North America CEO Detlev von Platen.

It's a challenge for anyone to keep up with the constantly changing roster of cars on dealership lots. For car lovers it's an even tougher task, because beyond knowing that a certain model exists, you need to know where it fits in the automotive firmament. That's why we've gathered every new model due by the first half of 2012 and categorized them, not alphabetically or by some government-defined size class, but by their relevance to buyers, enthusiasts, and the companies that build them. Some cars thrust automakers into new segments, while others drive just like last year's model. Some cars protect the sanctity of the manual transmission, while others advance performance with the latest technology. Some cars address rising fuel-economy standards, while others disguise obscene speed in stealthy sheetmetal. Here are the 85 new arrivals shaping the automotive world for 2012.

I was never impressed with the last-generation Porsche Cayenne so I hoped for better with the new 2012 model. Unfortunately, this S Hybrid suffers from the same leaden feeling that plagued the previous car. I know that hybrids generally weigh more than their non-hybrid counterparts due to heavy batteries, etc., but there is more than just this vehicle's actual physical weight -- which is an obscene 4938 pounds -- at work here. Each of the driving controls -- steering, brake, and throttle -- are oppressively heavy. At low to moderate speeds, the steering wheel requires too much effort to turn and the pedals are absurdly stiff. To make matters worse, both pedals also have very little feel and seem to have a delay of a second or two before they respond to inputs. All of these factors add up to a driving experience that is very un-Porsche-like.

Two days, two totally different driving experiences, two key questions.

Can the new McLaren MP4-12C dethrone the Ferrari 458 Italia?

And how do these two high flyers compare to the sports car establishment?

True, it would have been nice to include the exciting new Lamborghini Aventador, and perhaps even the Bugatti Veyron Super Sport, in this contest, but we had to draw the line somewhere. That's how the 1200-hp Bugatti and the $390K Lambo fell off the grid, as did the Gumperts, Koenigseggs, and Paganis of this world. In the end, we picked the following six competitors: Audi R8 5.2 coupe, Ferrari 458 Italia, Lamborghini Gallardo LP570-4 Spyder Performante, McLaren MP4-12C, Mercedes-Benz SLS AMG, and Porsche 911 GT2 RS. Past masters like the Nissan GT-R, the Chevrolet Corvette ZR1, the Jaguar XKR-S, and the Aston Martin DBS would arguably also fit in, but for clarity and compatibility we decided to concentrate on the newest and most advanced variations of the breed. The showdown was staged on the "world's fastest" racetrack in Rockingham, Northamptonshire, England (day one), as well as on the most challenging rural roads of North Wales (day two). Ready for the ride of your life? Then come aboard, buckle up, and take a deep breath.

The latest-generation 911 is set to debut this fall, but in addition to the familiar derivatives, Porsche is readying a little something different this time, with the Clubsport, the Targa, and the Speedster.

For many people, the Cayenne is an assault on Porsche's brand integrity. The tall and heavy SUV would seem to be the polar opposite of the sports cars that have defined Porsche. But, alas, the Cayenne has become Porsche's bestselling vehicle.

New chairman Matthias Muller has ambitious plans to grow Porsche's volume, and thankfully the additional models are not all SUVs. One exciting project is a brand-new mid-engine sports car destined to challenge the pace-setting Ferrari 458 Italia.