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Porsche has subtly updated its entry-level 911, the Carrera. The flat six engine lacks the T-Hybrid tech you pay more for on the GTS model, but it now develops more power - 394PS - and has bigger brakes and rear-wheel steering. Plus you get a lightly evolved exterior look and a more digitalised cabin.
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Performance Sporting Cars
Background
Porsche doesn't need to fundamentally change the 911 formula. But it does need to finesse it in the face of growing competition from increasingly desirable high performance alternatives from Mercedes, Maserati and Aston Martin. In short, it does need this rejuvenated version of the 992-era model, available as ever in Coupe and Cabriolet forms, with most sales based on Carrera-series variants like this one.
There's long been quite a debate as to what is the 'sweet spot' in the 911 range. Prior to this 992.2 update, most agreed that this lay with the mid-level GTS model. But that's become extremely expensive and in its latest T-Hybrid guise, possibly needlessly powerful. So enthusiasts for this iconic model line might well now be tempted to turn to the uprated 394PS version of this base Carrera variant. Should they do just that? Let's take a closer look.
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Range data
| Min | Max |
| Price | 99800 | 109800 |
| Insurance group 1-50 | 50 | 50 |
| CO2 (g/km) | 230 | 230 |
| Max Speed (mph) | 183 | 183 |
| Min | Max |
| 0-62 mph (s) | 4.1 | 4.1 |
| Urban Mpg | 28 | 28 |
| Length (mm) | 4543 | 4543 |
| Width (mm) | 1852 | 1852 |
| Height (mm) | 1303 | 1303 |
Driving experience
Unlike the 911 GTS, this base Carrera model doesn't feature T-Hybrid electrification. But in this '992.2' form, it does get a bit more power, the twin turbo 3.0-litre flat six gaining turbos from the GTS and a charge cooler from the turbo. Consequently, power is up from 385 PS to 394 PS.
For reference, the alternative Carrera GTS model now puts out 541PS. But do you really need that extra power when this base Carrera is now so startlingly quick? There's a gutsy 450Nm of torque (same as before), rest to 62mph occupies 4.1s and this Zuffenhausen sportscar wouldn't let up until it reached 183mph, were you to be on the main straight at the Nurburgring. As part of the '992.2' updates, bigger brakes and rear-wheel steering have been added as standard.
As before, you still get a delightful howl from the 'boxer' motor and with so much low and mid-rev torque from this powerplant, you can drive it as lazily as you like. Unfortunately, there's no longer a manual gearbox available, but most buyers will want the PDK paddleshift auto anyway, which offers eight speeds. As previously, the usual selection of drive modes includes a 'Wet mode' that senses excess road surface spray and can adapt the handling for slippery conditions.
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Design and build
You'd need to be very familiar indeed with the 992-series 911 to spot the visual changes made to this updated model, offered as before in Coupe and Cabriolet forms. The main difference lies with the redesigned headlamps, now with standard matrix tech, which retain the characteristic 4-point graphic but now incorporate all the illuminating functions, so there's no need for front driving lights, which creates space for larger cooling vents at the front of the car. There's also a redesigned rear light strip and model-specific bumpers. Otherwise, the pure 911 shape remains unaltered, as are the staggered wheel sizes - 19 or 20-inch fronts and 20 or 21-inch rears.
You might more easily note the major change made to the traditionally driver-focused cockpit; for the first time, the 911 has a fully digital instrument cluster, though the rev counter remains the central feature in the 12.6-inch curved driver's display, customisable with up to seven layouts; including a 'Classic' display inspired by the traditional five-tube Porsche dial design with a central tachometer. There's also now a start button rather than a twisting dial. As before, infotainment is still taken care of by a 10.9-inch Porsche Communications Management central screen. But this monitor now offers more customisation options for drive modes and driver assistance systems, plus there are lots of new connectivity features, including video streaming.
As before, there are the usual two rear seats (unless you order the optional 'lightweight package'). And under the bonnet, there's 132-litres of storage space.
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Market and model
Carrera model pricing has risen quite a bit with this mid-term update. It now starts at around £100,000 for the base Coupe version. The 911 Carrera Cabriolet costs from around £110,000. At the time of this 992.2 model's launch, there was no four-wheel drive option or Carrera S model.
That's quite a step up from the pricing applied to this 992-era Carrera at its original launch. At least you get quite a bit more standard equipment now as part of the deal. There's rear-wheel steering, plus Matrix LED headlamps featuring more than 32,000 light points. Their high performance high beam illuminates the road to a distance of more than 600 metres and offers innovative additional functions such as a driving mode-dependent dynamic cornering light, lane brightening, a construction site and bottleneck light and a non-dazzling high beam that is precise to the pixel. Inside, the car now benefits from a fully digital instrument display. You'll want to consider paying extra for the optional electrohydraulic roll-stabilisation PDCC set-up. And the larger 20/21-inch wheel size.
As you'd expect on a super sportscar, there's also a driving modes system that primarily tweaks steering feel, throttle response and gear change timings, with 'Normal', 'Sport' and 'Sport Plus' options, along with a 'Wet Mode' that can adapt the behaviour of the car to better suit rainy or icy conditions. And an 'Individual' option so you can personalise your own preferences. These driving modes also tweak the damping thanks to the fact that the brand's 'PASM' 'Porsche Adaptive Suspension Management' system with its choice of either 'Normal' or 'Sport' modes is also standard.
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Cost of ownership
The 911 has long led its class in terms of running cost efficiency - and not much has changed. A base Carrera Coupe manages up to 28mpg on the WLTP combined cycle - and 230g/km of WLTP-rated CO2. The figures won't vary too much from that if you go for the Cabriolet body style. As a result, whatever the Carrera-series model you choose, the 67-litre fuel tank might easily take you over 500 miles between fill-ups.
All 911 models are covered by the brand's usual three-year unlimited mileage warranty package. And the 911 also has 12 years of corrosion cover and a three year paint guarantee. Insurance for a car of this power and performance is never going to be cheap; all 911 variants attract a top-of-the-shop group 50 rating. Still, residual value percentages are uber-high - think in the late fifties after three years of ownership - or better. Bear in mind that depreciation will take a hit if you load your car up with too many unnecessary pricey extras.
There's a wider dealer network than many rivals can offer and you'll only need to visit your local Porsche centre every two years or every 20,000 miles, whichever comes first. There's no option to buy into a pre-paid servicing package at point of purchase, but the brand does provide a fixed price servicing approach that makes sure you'll know in advance exactly what work will be carried out and what it will cost.
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Summary
The 911. Whether you've a classic model or this updated version of the eighth generation 992-series model, it's an automotive icon that's globally loved. Which is why though this improved model has been usefully updated, Porsche hasn't messed with the fundamental formula. In other words, if, like us, you've always loved this car, then you'll love this one.
There are surely lots of reasons to. The improved six cylinder twin turbo used in this Carrera series is efficient, yet sonorous and gloriously tractable. Plus the cabin's more up to date and the infotainment's been brought up to scratch. In addition, like its predecessor, this 911 is practical and easy to use - and remains satisfying to drive in a way that rivals can't quite match. In other words, though apparently everything's changed, nothing is really different. Thank goodness.
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