Porsche 911 (992.2) (2024-) Review

Introduction

The Porsche 911 doesn’t really need any introduction. Here is a two-door coupe that has become the definitive sports car for generations, consistently justifying its position time and time again. Somehow, just when we think Porsche has taken the 911 to the limit, the engineers in Stuttgart take it to another level.

So there’s a degree of expectation on the shoulders of this new 911, known to the enthusiasts as the 992.2. It’s predecessor, unsurprisingly known as the 992.1, was a doozy, and it spawned models as varied as the madcap GT3 RS, the stable and sensible (yet still spectacular) 4S and the rally-spec Dakar. The new model differs from its predecessor in terms of tech — both in the cabin and in the engine bay — but it’s essentially an evolution of what came before. Will that mean it’s still brilliant, or will Porsche have finally pushed the 911 that bit too far?

At a Glance

How the new 911 looks largely depends on which version you choose. Porsche has worked hard to increase differentiation between the models, so the purist GTS versions look slightly different from the basic Carreras, while the Turbos also get their own little touches. By and large, though, the recipe is unchanged, with much the same bodywork as before and a choice of coupe, convertible and Targa body shapes.

Inside, there’s more to report, with a new digital instrument cluster inspired by that of the Taycan. It’s a useful addition primarily because unlike the old ‘hybrid’ display that combined analogue and digital displays, you can actually see it from the driver’s seat. An important update, that one.

But the headline has to be the introduction of hybrid power in the new 911 models. It isn’t the plug-in hybrid system many might have expected, and it’s so subtle you barely notice it’s there, but the GTS versions of the new 911 do get electrical assistance. Don’t go expecting mega economy — the so-called T-Hybrid system is a performance-orientated addition — but it has allowed Porsche to increase the GTS model’s power without increasing emissions.

Elsewhere in the range, things are much as they were before, with other variants missing out on the hybrid power — at least for the time being. Whether other T-Hybrid models will surface remains to be seen, but even the basic Carrera has had a small power boost and some minor mechanical upgrades. And of course, every version is still every bit as agile and as engaging as its predecessor when you show it a corner.

Key Features

Much has been made of the new 911 GTS models’ T-Hybrid systems, so it would be remiss of us not to mention it. For some, it’ll be a disappointment because they hoped Porsche would hold on to pure petrol power for a while longer, while others might be disappointed that the T-Hybrid technology is relatively subtle. For everyone else, though, the system simply makes the 911 GTS faster and more responsive, even if it is a bit heavier as a result. The electric motor just helps the petrol engine out at times, and the system also spools up the turbocharger in advance to make sure you’re always getting maximum boost. Just don’t go expecting incredible economy, because the T-Hybrid is no Toyota Prius. It isn’t even as economical as the conventional 3.0-litre petrol Carrera.

But while the engine range may have been developed, the key to the 911’s appeal has always been the way it drives. The rear-engine layout may not be the done thing among modern supercar manufacturers, but Porsche has stuck with it and refined it to make the 911 range as good as it can be. And it is very good indeed, regardless of which model you choose. The GTS is the handling-orientated option — at least until a new GT3 arrives — and what it can do in corners is spectacular, but that agility comes at the cost of comfort. Similarly, the Carrera models are softer and easier to live with every day, and they still drive magically on the right road, but they don’t have the focus of the lower, stiffer GTS.

Performance & Drive

Thus far, customers choosing a new 911 have a choice of just two powertrains, although that choice will surely grow in the not-too-distant future. For now, though, you get a 3.0-litre turbocharged flat-six petrol engine as standard, driving the rear wheels via an eight-speed automatic gearbox. That engine is carried over from the old 911 Carrera, but it has had a power hike, upping the output to 394hp, which gets the car from 0-62mph in 4.1 seconds. However, if you choose the optional Sport Chrono package, which gets you more driving modes and a launch control function, that time will drop beneath the four-second mark.

To be honest, most customers will be more than happy with that arrangement, and the basic 911 Carrera is a very sweet thing to drive. The ride is supple enough to make long drives pleasant, and the power is more than adequate every day. The steering is spectacularly precise, accurate and feelsome, while the brakes are powerful, the body control is impressive with the suspension in its sportiest mode, and the balance of the car is near-perfect. As a pure driving experience, little else comes close.

But it is by no means the summit of the 911 mountain, which is currently topped by the GTS. Originally designed to be a sporty option for those who drive on track occasionally but want something more road-friendly than the GT3 models, the GTS has become a bit of a cult hero among 911 fans. But the new model risks upsetting them all with its new T-Hybrid powertrain, which combines an electric motor with a 3.0-litre turbocharged flat-six engine broadly similar to that of the basic Carrera. However, it comes with an electrically assisted turbocharger and the option of all-wheel-drive, which allows it to put its power down more easily in wet weather.

And there’s plenty of power to put down. The GTS has 541hp and it gets the Sport Chrono package as standard, allowing it to get from 0-62mph in three seconds flat, and on to a top speed of 194mph. Yet apart from the power delivery, which is unbelievable, you don’t really notice the hybrid system. The electric motor never drives the wheels alone, so the engine is almost always running, and the sound is still spine-tingling. And it isn’t especially fuel efficient.

The GTS also comes with lowered suspension that gives it even better body control, and there’s a rear-axle steering system included for greater manoeuvrability at low speeds and better stability at higher speed. The combination works brilliantly, providing spectacular handling on a race track and improving on the Carrera’s agility, body control and braking performance. But there’s a catch, because the lower suspension is less comfortable than that of the basic Carrera, and while opting for the all-wheel-drive system makes the GTS more usable every day, it also increases weight.

But you can tackle part of that problem by opting for the Targa model. While it is only available in all-wheel-drive GTS form, it misses out on the 10mm drop in suspension height, making it more comfortable around town. It isn’t quite the sporty sensation the Coupe and Cabriolet might be on a track, but it’s more user-friendly on the road and it’s still a very special thing to drive.

Running Costs & Emissions

Although nobody buys a 911 in a bid to save money on fuel, you might expect the T-Hybrid version of the new 911 to be the most economical, but you’d be wrong. Because the T-Hybrid system is so performance-orientated, the economy is still pretty underwhelming, and something in the mid-20s is about as good as it’s going to get. That isn’t bad for something with so much power, but the fact remains that the basic Carrera is still more efficient, albeit only to the tune of around 10%.

The T-Hybrid won’t be a great choice for company car drivers, either, because while the uplift in power for GTS versions of the 911 has come without a CO2 emission penalty, it hasn’t come with a bonus, either. All 911 models still attract the top rate of company car tax, so that shouldn’t be a consideration when choosing between them.

Interior & Technology

Porsche hasn’t made too many changes to the 911’s interior, and that’s generally a good thing. After all, the latest-generation car has always been well made, luxurious and nicely styled in a classical, unassuming way. And that’s still the case, with a classic design across much of the 911’s dashboard and impeccable build quality still on show.

However, Porsche has made some changes to the in-car technology, swapping the old ‘hybrid’ instrument display that combined an analogue rev counter with digital screens for an all-new, all-digital instrument cluster. That has a couple of benefits – primarily the ability to see all the display through the gap in the steering wheel (something that wasn’t possible before) and greater configuration options – but it doesn’t quite have the character of the old system.

Otherwise, things are much the same as before, with a slick touchscreen infotainment system that’s very useful in a forgettable kind of way, and a head-up display available for the windscreen, projecting important information such as speed onto the glass so you don’t have to look at the aforementioned instrument cluster.

As you’d expect from a Porsche, everything works beautifully, and the digital display is even easy to see when the sun is shining on it, which matters more in the Targa and Cabriolet versions than in the Coupe. It’s all very well thought through and considered. It’s very German, but it still feels special enough.

Practicality & Boot Space

The Porsche 911 has never been the most spacious car on the market, and the new model doesn’t really improve anything on that front. As before, having the engine in the back means the boot is under what would normally be called the bonnet. It’s basically a big, lined tub that measures 135 litres in volume. That doesn’t sound like much, but the truth is it’s enough for a carry-on suitcase and a few soft bags – certainly, you could do a weekend away for two without impinging on interior space.

If you get a 911 Coupe, and many customers will, you’ll find back seats are a no-cost optional extra. Go for them, and you will have the option of carrying kids in the back (adults won’t thank you for trying to shoehorn them inside), or using the seats as a kind of glorified extra parcel shelf, but some will prefer to use the 911 as a pure two-seater and use that space for storage.

Safety

As Euro NCAP, the independent European crash-testing organisation, buys the cars it crash-tests before smashing them up in the name of safety, it’s no surprise that the new 911 has not been tested. In fact, nor has the old 911, because it would cost an absolute fortune. So we don’t really know how safe the new 911 will be, but Porsche does have a habit of making its cars fairly safe, whether Euro NCAP can afford to test them or not. The only other Porsches to face the tests – the Macan, Taycan and Cayenne – all achieved five-star ratings.

And the new 911 should continue to fare well, with plenty of driver assistance tech on offer. There’s all the obligatory stuff, including autonomous emergency braking to stop the car if the driver fails to react to a hazard, and speed limit warning. Normally, such technology is a pain in the you-know-whats, but Porsche makes it easy to deactivate, which helps alleviate the annoyance. And, naturally, things like cruise control are available, along with parking sensors and reversing cameras to aid visibility and reduce the chances of a low-speed bump.

Options

With just two versions of the 911 available at present, choosing your car should be a relatively simple affair, right? Yes, the range is expected to grow, but for now, you just pick between Carrera and GTS, then decide whether you want the roof to fold away or not.

And to a degree, that’s true. Ignoring the fact you can still get the old 911 in various forms (including GT3), the 992.2-generation range comprises Carrera Coupe and Cabriolet, GTS Coupe and Cabriolet, and GTS Targa. All are well equipped, with navigation, heated seats and two-setting suspension thrown in as standard, along with the digital instrument display and big alloys, but the GTS models get sportier styling, lowered suspension (apart from the Targa, obviously) and some internal visual upgrades.

That should be it, but Porsche loves an optional extra, and the online configurator is a minefield of goodies that could leave you spending a lot more than you originally intended. Especially as so many extras appeal. Carrera customers, for example, will probably want the Sport Chrono package that comes as standard with the GTS, and the sports exhaust system might be worthwhile, too. And that’s before we start messing about with seat upholstery, paint colours and alloy wheel options. You can even specify what colour you’d like the key to be painted, if you so wish.

Rival Cars

In many ways, the 911 has seen off many of its rivals. The elderly Jaguar F-Type, for example, is on its way out after more than a decade of sterling service, and though it remains a great car to look at and to drive, it can’t match the Porsche when it comes to handling.

Similarly, the Audi R8 — once heralded as the everyday supercar — has been canned, and sports cars seem to be getting either bigger and more extravagant or smaller and lighter, depending on which one you look at.

So while the 911 treads on the toes of upmarket Alpine A110 models and begins to compete with the likes of the Maserati MC20, two of its biggest rivals are the Mercedes-AMG GT and the Aston Martin Vantage. Both have recently been refreshed, and both offer more of a sledgehammer approach than that of the precise Porsche, but both are still spectacular cars in their own rights.

Verdict & Next Steps

The new 911 carries on where its predecessor left off, and while the times may have changed, the Porsche’s brilliance has not. Few other manufacturers could integrate hybrid systems so perfectly in an iconic model, but Porsche has done it. As brilliant to drive as ever, and just as well built, this is still the yardstick by which all other two-door sports coupes are measured, and the evidence suggests it will continue to be that way no matter what happens in the world of motoring.

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**Score based on Select’s unique meta score analysis, taking into account the UK’s top leading independent car website reviews of the Porsche 911.

**Correct as of 21/10/2024. Based on 9 months initial payment, 5,000 miles annually, over a 24 month lease. Initial payment equivalent to 9 monthly payments, or £11,317.50 (Plus admin fee) Ts and Cs apply. Credit is subject to status.