Review: Porsche 911 Carrera S 992

Which, when you think about it, is incredible. The GT3 RS is the second fastest of Porsche’s track day cars, behind only the insane GT2 RS. It was built to be fast around a track. That is its purpose, which is why it has huge wings, sticky tyres, a roll cage and no rear seats. By contrast, when the range has filled out, the Carrera S will be the second slowest of the ‘normal’ 911 range, with a Carrera GTS, Turbo and Turbo S quicker still. It is not built to be fast around a track: it is built to be quiet and civilised on the road.

Such is the pace of progress. The 992 has progressed in other ways too, over the 991 model it replaces and looks superficially alike. In fact its body is all new, its outer skin made entirely from aluminium for the very first time. Beneath is a new aluminium intensive platform hung off which are new suspension units bearing fresh wheels and tyres, those at the back having a one-inch greater diameter than those at the front, another first for the 911.

The interior is entirely new, and more like one you’d find in a Cayenne or Panamera with its sleek black TFT screens. Porsche has offset this and tried to make the cabin more distinctive with an analogue, retro-styled rev-counter and some chunky switchgear, but to me and for now at least, it doesn’t quite gel.

Then again, I’ve only driven the car on the track and it being an exceptionally slippery Hockenheim I had my mind in issues other than the ergonomic nuances, like avoiding all opportunities for making a 911-shaped hole in its infrastructure.

It’s an odd thing: I’ve been telling anyone who’ll listen that ever since Porsche gifted the 993 proper rear suspension in 1994, all the historical handling issues that built its once tricky reputation are exactly that: history. And yet to this day whenever I get in one, there’s a little frisson of nervous excitement in anticipation of how the car will respond to being hoofed around a track, and what will happen when the tail starts swinging.

But, before that, a few gentler laps. My goodness it’s fast: the engine is actually just about the only part that’s not substantially changed, but bigger turbos still raise its power 30bhp to 444bhp, backed by a solid slug of torque. When it came out in 1986 the 959 was the world’s first hypercar, quicker than anything else by a mile yet its power and performance match the Carrera S eerily closely. Of course the 959 was manual and the Carrera has an eight speed double clutch ‘box, but thankfully a third pedal is coming later in the year.

The car feels predictably poised and precise but even in Sport Plus mode on this oh-so slippery track, I’m aware of electronics working overtime to keep it precise. I want to find out what it’s like au naturel. The answer is that in Carrera S form it feels sublime. It’s totally secure and confidence inspiring, much more easy and eager to guide into the corner, and so easy to select your desired means of exit: conventional, mild oversteer, or full blooded drift.

There is more to be discovered about the ride and refinement of the Carrera S on the public road but my strong sense is that it will be at least as quiet and comfortable as its predecessor. If so the first job of any new 911 – to be both more fun to drive and easier to live with than the last – will have been delivered in full.

Stat Attack

Price: £93,110

Engine: 3.0-litre flat-six, twin-turbo petrol

Transmission: Eight-speed PDK, rear-wheel-drive

Power/torque: 444bhp @ 6,500rpm/391lb ft @ 2,300rpm

0-62mph: 3.5 sec (with Sport Chrono)

Top speed: 191mph

Kerb weight: 1,515kg