In its maturation into its eighth (992) generation the Porsche 911 has grown, but that’s brought with it even more comfort and technology that means the iconic sports car is now also a better GT, offering more technology and practicality than ever.
However, it’s not at the expense of performance as today’s Porsche 911 is also faster and more agile than its predecessor. It still offers the package’s unique rear-engined dynamics but with that comes a friendly side that makes the 992-generation an even more exploitable sports car.
Of course, the price has risen as a result of all this extra tech and ability, but the 911 is still a stunning piece of engineering. Together with improved efficiency, these changes on the 992 mean it offers even more of what the 911 is famed for: comfort, usability and performance.
Whereas the last three generations of 911 have focused on a vertical centre stack in the cabin, this 992 returns to its older ancestor’s roots with a more classic horizontal design.
That’s been made possible by the new 10.9-inch landscape touchscreen Porsche Communication Management infotainment system. It’s clearly been inspired by the setup in the firm’s Panamera and Cayenne models, although it’s not quite as large here.
It’s just as advanced and easy to use though. The touchscreen is nicely integrated and with most functions operated by the panel, it has allowed Porsche’s designers to de-clutter the cabin. There are fewer buttons on the transmission tunnel, and the climate controls have been simplified.
The main screen is joined by a pair of seven-inch high-definition units either side of the central rev counter – again, a 911 trademark. This is now the only analogue dial in the binnacle, even though there are digital representations of the other four on the pair of screens.
Quality has taken yet another step up too. The surfaces are cleaner, the dash lined with leather and there are plush-feeling materials on the centre console where the new shift lever is located, for example.
Along with the retro inspired design Porsche has revived some more classic interior trim combinations, with wood veneers now available. It sets the cabin off nicely, while you can of course choose cool metal finishers and all manner of different leather colours to tailor your car’s cabin to your tastes.
The interior has had a rather simple but effective rethink, and that extends to storage. The door bins have been modified slightly and will take phones and wallets, while the glovebox is a decent size. There’s enough storage for a car of this type, which helps make the 911 the usable package it is.
Sat-nav, stereo and infotainment
There’s even more in-car technology available – this is the most advanced and connected 911 ever. Online navigation fed by swarm data for traffic services is complimented by Apple CarPlay and a host of other functions that make the 911 easier to live with. There’s even a free track telemetry app that’ll record your laps and overlay data if you fancy venturing onto the circuit to explore the 911’s performance.
The latest PCM system is easy to manipulate on the move, while the twin screens that flank the rev counter are controlled by button clusters on either side of the steering wheel. The menus are logical and you quickly get the hang of navigating around the system.
You can also use the display to alter the driving mode – there’s an updated rotary drive mode selector on the steering wheel too, allowing you to select between the new Wet mode, Normal, Sport, Sport Plus and Individual (coming as part of the Sport Chrono pack). Using the touchscreen you can also toggle the sports exhaust, if it’s fitted, and the dampers.
A standard Carrera will arrive later, along with a manual option, but for now only the S-spec 3.0-litre turbocharged flat-six engine is available, mated to an eight-speed PDK automatic transmission.
Thanks to the PDK’s launch control, the 0-62mph sprint now takes just 3.7 seconds in the rear-wheel drive Carrera S. This drops by 0.2 seconds if you go for the Sport Chrono pack.
Go for the 4S and those times stand at 3.6 and 3.4 seconds respectively, while top speed is 191mph for the 2S and 190mph for the 4S. It feels every bit as quick as those numbers suggest too, helped by the new transmission’s rapid-fire shifts.
In fact, it feels at least as punchy as the previous 911 GTS, which boasted the same power output as this Carrera S, revving out here with ferocity and a fairly free-spinning feel at higher rpm for a turbo engine. With 530Nm of torque sustained from relatively low down at 2,300rpm all the way through to 5,000rpm, the mid-range punch is great too.
Four-wheel drive isn’t a necessity in our opinion as traction in the two-wheel drive car is so strong – a typical 911 trait that hasn’t been altered with this move to the 992-generation model.
This MMB platform, as Porsche calls it, features retuned PASM adaptive dampers that are more intelligent and now more adjustable on the move, monitoring the suspension’s state of travel up to 100 times per second and reacting to improve comfort.
But it’s not at the expense of handling. All the cars we tried were fitted with rear-axle steering, which boosts the agility of the car in slow corners. That wider front track means there simply isn’t an understeer problem on the road – the 911 turns, sticks and goes. But there’s a strong sense of communication with it.
Gone are the days where a 911’s steering moves with the road, but this electrically-assisted setup is faithful, consistent in its feel across the rack’s range of movement and quicker than its predecessor, which translates into an alert-feeling front end. You get an idea of the grip building up and ebbing away.
The more sophisticated suspension also means the car flows better on corkscrewing, poorly surfaced roads, but the level of control is still present. Its ability at each end of the spectrum appears to have been widened without compromising either trait.
PASM adaptive dampers and a 10mm chassis drop are worth it. In the softer mode the suspension is compliant, in Sport it feels stiffer vertically with a slight degradation to comfort and a tauter edge to the body control, but it’s not wince inducing. We’d still leave the suspension in its default mode most of the time though.
In fact, that’s how we’d choose to drive the 911, as the gearbox is still quick enough to shift, the chassis more compliant and therefore comfortable and the steering weight and throttle response just about perfect for this type of car.
Engines
Compared with its predecessor the engine has been tweaked dramatically to improve performance and efficiency.
New, larger and more efficient turbochargers are teamed with repositioned intercoolers (now on the top of the engine) that offer better cooling of the intake air. Along with Piezo injectors that operate at higher pressure and feature more injection pulses of fuel during the combustion cycle power is up to 444bhp while torque stands at 530Nm.
Much effort has been focused on small detail improvements throughout the engine, but they add up to a noticeable result.
Throttle response is strong for a turbo engine. There’s still the faintest hint of lag, but only on rare occasions; in the right gear at the right revs the new electric wastegates mean the pair of blowers spool up quickly, delivering a solid wall of torque that’ll hurl the 911 along at a not insignificant rate if you don’t feel like fully extending the motor. Efficiency is also part of the noticeable result, as we’ll see.
Performance is still the key though, and those turbos give the 911 incredible mid-range flexibility but do dampen the noise a little. However, we knew this from its predecessor and at least with the Sports exhaust engaged it’s still got a characterful enough sound signature that means it emits a noise like little else. It still produces the 911’s trademark bassy, raspy bark.
A detuned version of the 992 will arrive in time. Expect a similar 30bhp increase to the S model over its predecessor, so around 395bhp. However, for now, this Carrera S or 4S with PDK is your sole option.
A 911 Cabriolet has been shown and will join the range, while more potent and focused GTS, Turbo and motorsport-inspired track cars will appear in time, too.
Although there have been many tweaks to the engine, the basic architecture of this 3.0-litre flat-six is now powering its second generation of 911, and it’s already proved reliable so there’s no reason to think otherwise.
As much of the interior tech is related to that in Porsche’s SUVs and luxury cars, the same is true here. The screens are clearly powered by rapid processors as they respond quickly and almost never crash. Expect the same in the 911.
Safety has undergone a big improvement – while the body’s steel content is down from 66 per cent to 30 per cent, helping offset the weight gain from other areas like the new gearbox, it’s just as strong.
Plus, there are more technology and assistance systems, including autonomous braking with pedestrian detection. You can add to this with lane keep assist, blind spot monitoring, night vision assist, adaptive cruise that now works down to a standstill and LED matrix headlights. Standard LED lights are included in the price.
It’s unlikely that Euro NCAP will test the 911, but we’d expect that with all this new tech it would receive a good score.
Another point that’s worth mentioning is the new Wet driving mode. Microphones in the 911’s wheel arches can pick up when you’re driving on a consistently wet surface rather than just through a puddle and will recommend you activate the setting.
This alters the settings of the ESP, the traction control, the Porsche Torque Vectoring system and a number of other functions to ensure the car stays as stable as possible on the power. It’s well integrated and the system’s action is smooth. We tried it on a wet track and it felt natural and safe.
Warranty
Porsche’s warranty package is fairly standard. There’s three years’ unlimited mileage cover, which is pretty good for a high performance sports car.
Servicing
Being a complex machine and a premium car servicing won’t be cheap. Porsche hasn’t released routine maintenance prices for the new 911 yet, but budget a similar amount – in the region of £500 for an intermediate service and around £700 for a major service.
Service intervals are every 20,000 miles though, so they aren’t super short and mean you can genuinely use the 911 – averaged out over this period those service prices seem a little more affordable and will be competitive with performance rivals.
The 911 has grown, so there’s a little more room inside than before, yet it doesn’t feel too much larger to drive thanks to engineers adding even more agility. Parking will be a little trickier maybe due to the wider body, but there are tech options to help you here.
Plus, visibility is great – a 911 trait – and with rear-axle steering giving it a relatively small turning circle, it’s still not as intimidating to manoeuvre as something like a Mercedes-AMG GT or Audi R8.
This was always the case, but now there’s more comfort on offer too. The 911 is a better GT car than ever, yet it doesn’t feel like it’s sacrificed its sports car credentials.
The driving position is great – you can get low behind the wheel without compromising your forward visibility – and there’s plenty of storage. However, the split cup-holders (one behind the gear lever and one by the passenger door) are a retrograde step from the clever solution mounted in the dash of the 991-generation car.
Combined with the respectable efficiency it’s worth mentioning that the 64-litre fuel tank will give the 911 a decent cruising range. As it’s a more accomplished GT car this will be an important factor for many owners.
Size
In its evolution to the 992 generation, the 911 has grown. It’s now 20mm longer with an engine that sits further forward, although the wheelbase hasn’t changed. Due to the single body width being offered, the car is also chunkier with wider front and rear tracks.
Plus, for the first time in a non GT 911, it uses different sized front and rear wheels. They are 20 inches at the front and 21-inches at the rear - the latter using huge 305-section tyres, which partly explains its great traction. The fact that the 911 rides so well on huge alloys like this is all the more impressive, too.
The 911 always felt like a compact car next to its rivals, and while it might have grown it’s still no larger than some of the mid-engined competition. In fact, it’s still much easier to drive on narrow roads than mid-engined cars like the Audi R8, while its front-engined rival from Mercedes-AMG and the Jaguar F-Type also feel like physically larger cars to drive, yet they’re more cramped inside.
Leg room, head room & passenger space
Cabin space in the front is good. There are no complaints here and the ergonomics are fundamentally sound as while Porsche has changed the cabin design, the layout is basically identical. This 911 is actually 4mm taller than its predecessor, so there’s actually a little more headroom too.
The trademark small rear seats mean this is a sports car that can easily carry a young family if your children are small. Not many rivals can do that.
There’s not much room back for adults, while access isn’t the easiest either, but the seats are fine for short journeys around the corner. The rear berths also double as extra luggage space should you need it but the 911 is actually relatively functional in that regard too.
Boot
Due to its rear-engined layout, the 911’s luggage space is in the nose – and there’s 132 litres available. This is slightly down on its two-wheel drive predecessor, but what you need to know is that there’s enough space for two bags and a few other items, so weekends away or a small shop won’t be a problem.
Of course, there are always those back seats to use if your bags spill over into the cabin. The back rests can be folded down to create a flat ledge that runs to the base of the tapered rear glass, while the space underneath the folded back rests can be packed with stuff too. Or you can just leave them in place.
The boot itself is easy to load as the nose is low, it’s a regular shape and access is simple. Beyond this, there isn’t much more to tell.
The 911’s new injectors give more power but also improve fuel consumption. With the help of a particulate filter in the exhaust, it’ll emit as little as 205g/km and return up to 31.7mpg. Impressive stats given the performance on offer.
Given the sphere the 911 occupies, it’s one of the more efficient sports cars on sale and should therefore be relatively affordable to run. The caveat, of course, being that it’s affordable for a circa £100,000 sports car that can crack 0-62mph in 3.5 seconds.
Insurance groups
It’s no surprise that with this level of performance on offer, the desirability and the price, that the 911 falls into the top group 50 insurance bracket no matter whether you go for the two or four-wheel drive option. That means it’ll not be a cheap car to insure, but then neither are its rivals at this level of the market.
For our sample driver – a 43-year-old male living in Oxfordshire with three points on their licence – expect to pay around £1,000. Of course, this could vary depending on your driving history, age, where you live and how many points you have.
Depreciation
911 used values are traditionally very strong. This car is so new that residual values are difficult to accurately predict, but based on the car it replaces – the 991.2 Carrera S PDK – it’ll hold onto plenty of its list price.
After three years or 36,000 miles that previous generation Porsche 911 would be worth 58.1 per cent of its new price, which is mightily impressive for an expensive car like this. Our experts predicted that the 991.2 Carrera 4S PDK would retain 57.7 per cent, so an equally strong showing