Vehicle Layout Rear-engine, RWD, 4-pass, 2-door coupe Engine/Transmission 3.0L twin-turbo DOHC 24-valve flat-6/8-speed twin-clutch auto
Curb Weight (F/R Dist) 3,369 lb (36/64%) Wheelbase 96.5 in Length x Width x Height 178.4 x 72.9 x 50.8 in Energy Consumption, City/Hwy 187/140
kW-hr/100 miles CO2 Emissions, Comb 0.96 lb/mileSPECS 2020 Porsche 911 Carrera S
Base Price/As Tested $114,650/$122,640
Power (SAE net) 443 hp @ 6,500 rpm
Torque (SAE net) 390 lb-ft @ 2,300 rpm
Accel, 0-60 mph 2.9 sec
Quarter Mile 11.2 sec @ 124.3 mph
Braking, 60-0 mph 96 ft
Lateral Acceleration 1.09 g (avg)
MT Figure Eight 22.7 sec @ 0.94 g (avg)
EPA City/Hwy/Comb 18/24/20 mpgThat’s a lot of improvement.
It starts with the body. The
structure is just 30 percent steel,
compared with its predecessor’s
63 percent, yet rigidity has been
improved by 5 percent.
The front fenders are 1.8 inches
wider to accommodate a wider
front track and make room for the
forthcoming 911 hybrid’s battery
cooling system.
The wide rear fenders previ-
ously reserved for the Carrera
4S are standard on all Carreras,
and overall length has increased
0.8 inch, all at the front of the car
to meet pedestrian protection
regulations.
The 96.5-inch wheelbase is
unchanged, but chassis upgrades
include the adoption of 20-inch
front wheels and 21-inch rears.
The EPS has been recalibrated to
be more responsive, and spring
rates have been stiffened.
The 3.0-liter turbo engine
shares crankcase, cylinder heads,
oil system, and valvetrain with
the previous 911’s powerplant.
Compression ratio has beenF
amiliarity breeds contempt:
It’s easy to dismiss the 2020
Porsche 911 as ... just another- But look closer. This is as
beautifully rendered a 911 as has
ever been built.
The exterior—its surfacing
and detailing and proportion—is
simply sublime. “I couldn’t have
done it better,” said Callum, a
man no stranger to designing
beautiful sports cars. The interior
can look a bit dour unless you
spend some money, but the focus
is the driver. And the drive expe-
rience is tighter, tauter, and more
communicative than ever.
The philosophy behind the
design and development of
this eighth-gen 911 was simple,
R&D chief Michael Steiner said:
“We ignored short-term trends
and focused on things we
could improve.” The 992-series
911 is longer, wider, and more
powerful than the car it replaces.
It also unveils a revised engine
and suspension, plus a new
transmission, new interior, and
new driver assistance tech.
upped, more precise injectors
fitted, and the variable valve
control system now opens one
intake valve farther than the other
under partial load to reduce emis-
sions and improve smoothness.
Larger turbochargers have elec-
tronically controlled wastegates
and unique housings for the left-
and right-side units that ensure
equal-length intakes.
It all comes together beautifully
on the road. There’s more preci-
sion in the chassis than ever, a
more direct connection between
the road and the driver. The
steering is delicate and precise,
the transmission smooth and
alert, and there’s a lovely nuanced
feel through the brake pedal.
“I feel a part of the car, not
apart from the car,” Walton said.
“As if by intuition, I know exactly
how much brake to apply, how
much steering to dial in, when the
right moment is to apply throttle,
and at what rate. I’m struggling to
compare it to another car in this
way, and I’m not sure there’s one
as good as the 911.”Perfection? Close to it. But
some will find the ride very firm,
even with the shocks in the softest
setting, and there’s always lots of
road noise. The shiny black plastic
on the center console reflects sun
harshly. The stubby little gear-se-
lection lever polarizes opinion:
“It’s for e-gamers, not serious
drivers,” Rechtin said.
Oh, and it’s expensive, with few
standard goodies for the money.
“I get making radar cruise control
an option,” Markus said, “but I find
it obnoxious that Porsche wants
me to pay extra for keyless entry.”
For decades, the Porsche 911
has been the unrivaled king of
affordable, everyday supercars.
But with launch of the accom-
plished—and much less expen-
sive—mid-engine C8 Corvette,
uneasy rests the crown.
Angus MacKenziePRO Responsive powertrain • Communicative chassis • Well-executed design CON Tiny shifter • Shiny black plastic • Pricey optionsCOTY
2020 Porsche 911 Carrera S
Finalists
88 MOTORTREND.COM JANUARY 2020