Written by Alan Taylor-Jones Published: 24 December 2024

Overview

This isn’t just any old Porsche 911, it’s the updated ‘992.2’ generation Porsche 911. This subtle visual evolution from its predecessor the ‘992’ hides a couple of first for the 911, and both could get traditionalists a bit upset whilst possibly helping it become the best sports car out there.

So, what are the reprofiled bumpers, fresh lights front and rear, fresh colours and new wheels hiding? Peer inside and you’ll notice the analog rev counter is gone, with a 12.6-inch curved digital display replacing it. The biggest and most controversial news is that the 911 GTS is now a hybrid.

Don’t worry, there’s no CVT gearbox or massive increase in weight. You still get an eight-speed dual-clutch gearbox, while the small 1.9kWh battery and motors mounted in the gearbox and turbo add only 40kg. There’s no electric only running, just a boost in performance and efficiency from a system derived from its championship winning endurance racers. Total power is 541hp, 61hp more than the old GTS.

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The Carrera continues with its 3.0-litre twin-turbo flat six that gains a meagre 9hp, and we’ve already seen the high-revving and naturally aspirated GT3. Rivals include the BMW M4, Mercedes-AMG GT, Chevrolet Corvette and Aston Martin Vantage, with the upcoming Turbo able to worry full blown supercars with its savage off-the-line acceleration.

Read on for our impressions of the base two-wheel drive Carrera driven in the UK, and hybrid GTS in Europe. If you’re curious about how we test at CAR magazine, there’s a page that explains everything.

What’s it like inside

The biggest change is that 12.6-inch digital driver’s cluster, so let’s start with that. It has crisp and attractive graphics that allow a variety of displays, although I found myself sticking to a variation of the familiar five-dial layout but with your speed in the centre of the rev counter. The display certainly makes the cabin feel more contemporary, and is thankfully operated by buttons and dials, not touch sensitive icons.

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Everything else is familiar 911, with a near-perfect driving position (at least with optional fully electric front seats), plenty of space up front and a few physical controls for key functions. This includes the heating and controls on the steering wheel, while all models now get a rotary drive mode selector on the steering wheel. Some may wish for a bit more storage given the usable nature of the 911, but we’re really nitpicking here.

Bear in mind 911s no longer come as standard with rear seats, presumably to save a few pounds in both weight and money. Surprisingly, Porsche doesn’t charge to install them if you want the additional practicality. As ever, they’re best suited to children, shorter adults or additional baggage.

How does it drive?

Reassuringly like a 911. There are new adaptive dampers with a wider bandwidth of operation, but even the Carrera is a firmly sprung sports car that’ll be less comfortable than a BMW M4, if still perfectly liveable. The damping is well-judged, so it never crashes or thumps over imperfections, with Sports mode bringing a bit more control and sharpness. Go any firmer on the suspension and it’s a bit much for a B road.

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You need the Sports Chrono pack with its launch control for the headline 3.9-second 0-62mph time in the Carrera. It hooks up staggeringly well from a standstill on cold tarmac despite the clutch being dumped at a highly optimistic number of revs – how very 911. Even after driving down in an 800bhp AMG SL, it does not feel remotely slow or like you really need any more poke. At least until you’ve driven the even more responsive and far faster GTS – that’ll do 0-62mph in 3.0-seconds dead.

The base Carrera engine has plenty of low down muscle but is still happy to rev, making a great noise in the process, with the GTS feeling sharper and more like a naturally aspirated engine like you get in a GT3. You can’t have a manual Carrera or GTS, just the quick-witted eight-speed auto with paddle shifters that give faithful manual control.

Four-wheel steering boosts agility on many models including the GTS, but there’s a lot to be said for the purity and predictability of the Carrera’s front-wheel steer. Both have plenty of feel, feedback and precision, as do the excellent brakes. The heavy rear weight bias gives fantastic traction out of tight bends and an occasional sense of lightness over the front axle for that classic 911 feel.

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What models and trims are available

The 992.2 kicked off with the base Carrera and sportier GTS, with the driver-focussed GT3 on the way. New versions of other favourites such as the Turbo will be along in due course. You get more equipment as standard which does explain some of the price hike across the range.

Adaptive LED headlights, lane keep assist, traffic sign recognition, brake assist, parking sensors and a rear-view camera should help protect you, and heated front seats and steering wheel are most welcome during a UK winter. Going up a model doesn’t guarantee a great deal more luxury, so budget for five-figure options spend if you’re doing it properly.

The new front bumper retains the horizontally split front intakes rather than the vertical ones of the hybrid GTS, there’s a new back bumper and new wheel choices including Taycan-style aero-optimised ones.