Porsche 911 992 Review (2019-present)

What is the Porsche 911 992?

Porsche introduced the 911 way back in 1963, and the model and badge has endured to become iconic, on both road and track. The current eighth-generation 911 Carrera was introduced in 2019, it being referred to in Porsche circles as the 992, with the car it replaced being the 991. You could find yourself falling into a wormhole of previous 911 nomenclature, with the 997, 996, 993, 964, G-Series and more besides, with dedicated fans of each obviously arguing theirs is the best 911 ever.

Whatever your viewpoint on the old ones, the new one is very difficult to argue against as the finest. As with its predecessors Porsche offers plenty of choice, the 911 Carrera really can be everything to everyone, with a breadth of model choice possible that no rivals can hope to match.

There’s the standard 911 Carrera, the 911 Carrera S, both available in four-wheel drive instead of the standard rear-wheel drive, these called 911 Carrera 4 and 911 Carrera 4S, respectively. Any of those can be had in coupe, or cabriolet guise. There’s also the 911 T, which is coupe and rear-wheel drive only, and is a bit of an enthusiast’s twist on the basic Carrera, taking the same engine but a manual gearbox, a bit less weight and some slightly sportier handling and suspension tweaks.

There’s the Targa, too, which is sort of a halfway house with its cool hardtop and part fabric roof; whole rear deck of the car lifts to allow the section above the driver and passenger to stow under the back window. It’s only offered in four-wheel-drive form, so as a Targa 4, or Targa 4S.

Confused? Well we’re not finished yet, because the 911 can also be had in GTS, Turbo, Turbo S and GT3 and various other forms. The Turbo and Turbo S in coupe and cabriolet guises offer the sort of pace that was once the preserve of hypercars, yet, they retain all the civility and usability of a standard Carrera.

The GT models, hailing from Porsche’s motorsport department, are a bit more singular in their focus. They lose their rear seats to become strict two-seaters, but add bigger everything – wings, brakes, bodywork, wheels and tyres – and more power from their motorsport-derived 4.0-litre naturally-aspirated flat-six engines, too. The GTS and GT3 models appeal to owners who seek out racing tracks in their spare time.

How practical is it?

You probably think that there’s no such thing as a practical sports car, and in almost all respects you’d be right. These sorts of cars have been designed to put the driver front and centre, to eliminate rational and sensible thoughts of versatility in the pursuit of high octane thrills and excitement. Yet there always has to be an exception to prove the rule - and that’s where the 911 comes in.

Now, we’re not going to pretend that the Porsche can rival large estate cars or boxy MPVs for family-friendly appeal, yet as dedicated driver’s machines go, the 911 is rather usable. Yes it’s grown over the years, but it’s still more compact than many rivals, while visibility from the driver’s seat is excellent, making it easy to see out of and park.

Then there’s the space on offer, witn the driver and front passenger getting generous amounts of head, shoulder and legroom. There’s also a wide range of seat and wheel adjustment, with few cars offering such a perfect, low slung driving position as the Porsche. Ahead of the driver there’s also the traditional Porsche dials with the rev counter front and centre, but here they appear in a cool digital TFT cluster.

You also benefit from a decent array of storage, including a large glovebox, a lidded cubby between the front seats and some slim door bins.

But the 911’s party trick is the fact that it’s a 2+2, with a pair of small rear seats. These are only really suitable for children, but that’s more than any other rival offers. What’s more, they can be folded flat in seconds to create a useful extra space for luggage, offering overflow for the 132-litre boot that’s mounted in the nose. If you need more space, then you can even fit the 911 with a roof rack and roof box.

What's it like to drive?

There’s a reason the 911 has been such a success story over the last six decades, and that’s the way it drives. With its unique rear-engined layout and howling flat-six motors, the Porsche goes like nothing else on the road. In the early days the car demanded real respect and skill to get the best out of it, but continuous development means this iconic machine is safe and secure as any rival, yet it still retains its trademark feel.

Even a standard, entry-level 911 Carrera today offers supercar pace and agility, with every model adding more power as you climb up the price ladder – or just a bit more handling fizz and involvement, in the case of the 911 T. The quick and precise steering is full of feedback, while the car always feels poised and balanced through corners, encouraging you to make the most of its considerable grip and traction. Few cars are as engaging and rewarding when driven down a twisting back road, and taking the long way home will become a force of habit.

Of course there are many different models to choose from (see below), but all are exciting and invigorating to drive. The majority of 911s feature Porsche's PDK paddle-shifted, eight-speed, automatic transmission, some models only being available with this, but as a nod to its most committed enthusiast customers there is a seven-speed manual gearbox offered with some versions.

You’ll also have to navigate Porsche’s bewildering array of chassis and dynamic upgrade options, from torque vectoring limited slip differentials through to active anti-roll bars and four-wheel drive. None is particularly cheap, and while they do make the 911 even more capable, the standard set-up is so well sorted that it’s difficult to justify the extra costs.

That said, for ultimate high adrenaline driving thrills, the GT3 is in a class of its own. With its razor sharp track-honed responses, sensational naturally aspirated 4.0-litre engine and incredible driver feedback, this stripped out special is a true racer for the road.

In terms of comfort and refinement, the 911 has the measure of many rivals too. As we’ve mentioned, visibility is better than most, while the ride is firm but never uncomfortable and on a long journey the Porsche is surprisingly relaxing. Only the booming tyre roar on course surfaces upsets the calm of the cabin.

Technology, equipment & infotainment

Unlike the smaller Cayman and Boxster models, Porsche hasn’t scrimped so much on the standard kit list of the 911. There’s still an options list as long as both your arms, and the arms of the person sitting next to you, but you don’t have to spend big to get all the bits and bobs you need.

For instance, dual zone climate control is standard, as are front and rear parking sensors, cruise control, leather trim and heated seats. You also benefit from alloy wheels and automatic LED headlamps. The top spec Turbo and GT3 models also get hi-tech additions, such as four-wheel steering and carbon ceramic brakes.

All cars get the firm’s touchscreen infotainment system that’s straightforward to use and packed with features, including Bluetooth, DAB radio and Apple CarPlay. It’s also connected to a powerful 150 Watt eight-speaker hif-fi system, although (as you’d expect) you can upgrade this further if your pockets are deep enough. Safety kit runs on autonomous emergency braking and numerous airbags, while adaptive cruise control and lane keep assist can be added at extra cost.

Porsche 911 992 running costs

No sports car is ever going to be inexpensive to run, and the 911’s no exception, Porsche being a premium manufacturer, with prices to match. That said, given the 911’s breadth of ability it could conceivably take the place of two cars, being both your daily driver and weekend toy – or at least that’s an argument you can try with your significant other if they need convincing.

The switch to turbocharged engines with the 992’s predecessor was dressed up as a means to fulfil ever tougher emissions and fuel economy goals - that it also brought more flexibility at lower revs being a happy by-product of that. The cheapest to run will be that entry-level Carrera, at least in relation to fuel consumption, returning as much as 27.4 mpg on the WLTP tested combined consumption cycle.

The rest of the Carrera line-up achieves in the region of 25 mpg up to that Carrera figure, with slight variances depending on specification, be it Coupe, Cabriolet, rear-wheel drive, four-wheel drive or with a manual or automatic gearbox. The Targa is a bit higher thanks to its increased weight, while you pay for the Turbo and Turbo S’s performance at the pumps, these being quoted at around 23 mpg.

All those fuel consumption figures are genuinely achievable, and can be surpassed on a long cruise, but think in the region of 10-20% less if you’re using your 911 as intended, or significantly less if you’re really enjoying it. The GT department cars are thirstier still, but if you’re driving one you simply won’t care.

All 911s sit in the highest insurance groups, while servicing from your Porsche dealer won’t be cheap, but you’ll have the assurance of that important dealer stamp in your service book – for the first five years or so at least. Buy tyres from specialists, though, as they’ll be cheaper, as will servicing, in time, there being a huge number of Porsche specialists that’ll be only too happy to maintain your pride and joy for you, for less than Porsche’s OPC (Official Porsche Centre) network.

A sizeable number of the Carreras dodge the very highest VED tax rate, but after your first year’s payment you’ll pay the full over £40,000 surcharge on VED (road tax) for the first five years of ownership. All Porsche purchases come with a chance to take part in a Porsche Experience Centre day, which allows you track time and some driver training with Porsche’s expert drivers. This is a great way to get to know what you and your car are capable of.

Porsche 911 992 reliability

In its current 992 guise the 911 Carrera hasn’t been around long enough to have suffered any reported mechanical maladies, and Porsche’s reputation for reliability is fairly impressive. Yes, there have been hiccups with previous models (the internet is awash with pages dedicated to things like IMS bearings on older 996 models), but the reality isn’t as bad as you’d think.

There have been a few instances of cars with poorly operating sunroofs, and electrical gremlins on some of the driver aid and security systems, but all these are not uncommon teething issues with new cars and will be sorted under the warranty.

The 911 comes with a full three-year unlimited mileage warranty, after which Porsche offers the ability to extend for extra cost. As part of its approved used scheme, 911 buyers can have a warranty on cars as old as 15 years, or as much as 125,000 miles.

Outside Porsche’s official network of dealers there are countless specialists that can look after your Porsche as it gets older, too, though Porsche also offers servicing and care for older cars, via its Porsche Classic service. Porsche has sold more than a million examples of the 911 over its various iterations, and it's said that well over two thirds of those built are still on the road today. That, more than anything, underlines this model's longevity and reliability.