Our early-build car, however, didn't have the $550 Comfort Access option that prompts them to present themselves automatically when you approach the car. The only thing breaking up the monotony is the knurled gray trim extending from the door handle and on the ridge under the center screen running across the dash.Īlso new on the 992 are power door handles that pop out to facilitate opening. Entry-Level Innardsīase also means a uniformly grained black interior, which, although soft to the touch, is not as convincing in the six-figure space as are the leather-upgrade options that start at $2840. Despite the improved real-world fuel economy, for some unknown reason the EPA values took a huge hit in the 992 generation, dropping from a 30-mpg highway estimate to 24 for a base car with the automatic transmission. That's 2 to 3 mpg better than its 992 S and 4S siblings and also 3 mpg better than the best previous-gen 991 (a Carrera 4 automatic). When not wailing, the engine settles below 1800 rpm at 75 mph, allowing for an outstanding 33 mpg on our highway fuel-economy loop, the best result from any 911 we've ever run. Remember that the 992 went to a staggered-diameter wheel arrangement with 19-inch fronts and 20-inch rears as standard and available 20/21s. But on under-maintained roads, it can get clompy over bumps and pavement seams, especially with the narrower sidewall and higher-pressure rear tires. Aided by its rear-heavy weight distribution, the 911's stopping distances of 139 feet from 70 mph and 277 from 100 mph are up there with the best of the best.Īs far as sports cars go, the 911's ride smoothness is reasonable. Brake feel is nigh on perfect, with telepathic responses and no lost motion.
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The additional bolstering of the $810 Sport Seats Plus option is soft enough to not be restrictive nor fatiguing on longer drives. That's it, and yet they fit both the short and the tall commendably well.
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The headrest on our lightly optioned car is fixed, and there's manual fore-aft, and power adjustment for height and seatback angle and bottom height. The 911 also continues to prove the point that seats don't need a lot of adjustments. Resting an elbow there intercepts the communicatory tingles of what the car happens to be trampling over at the moment. Interestingly, the lid of the center console bin is surprisingly talkative, too. This is electrically assisted steering done properly. The 911's buildup in steering effort is just right, and it's constantly atwitter with road-surface information. In addition to straight-line acceleration, the fundamentals of a great sports car are all here.
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Michael Simari | Car and Driver Excellent Fundamentals Despite adding inches and turbos, the 911 doesn't weigh even 100 pounds more than the 15-year-old 997-generation cars. This car weighs just 57 pounds more than before, making it roughly 300 pounds lighter than today's Corvette. One reason for its more-with-less performance is that the 911 has kept its weight gain in better check than many of its peers. Those results also make the base car just 0.3-second slower than the 443-hp Carrera S in both measures.īesides the phenomenal performance bargain that is the latest Chevrolet Corvette, any sports car that outruns the 911 costs substantially more. Our test car made consistent, repeated passes of 3.2 seconds to 60 mph and 11.5 seconds through the quarter-mile, which are 0.1- and 0.3-second quicker, respectively, than the 2017 911 Carrera with the PDK that we previously tested. And it is happy to repeat this launch-toward-the-horizon routine just as often as you'd like. The engine speed never drops below 4000 rpm as the car makes a smooth and very swift departure.
Also familiar is Porsche's simple and extremely effective launch-control function, which revs the engine to 5000 rpm before dropping the hammer and perfectly slipping the clutch. Its general brilliance in terms of both quickness and smoothness is familiar, although the car we drove did bobble a couple of shifts before it was fully up to temperature. In the new-for-2020 992-generation 911, an eight-speed dual-clutch automatic transmission-PDK in Porsche parlance-replaces the previous seven-speed unit.
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