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2022 Porsche 911
Starting at: $102,550
Highs Incredible performance no matter the weather, peerless driving experience, spectacular powertrains choices.
Lows Digital gauges are easily obscured, prohibitively priced for average people, odd automatic shifter.
Verdict The 911 continues to be the perfect sports car for those who can afford one.
What’s New for 2022?
For 2022, the GTS trim level joins the 911 family. Along with a 473-hp version of the lineup’s ubiquitous twin-turbo flat-six, it’s available with an eight-speed automatic or seven-speed manual transmission and rear- or all-wheel drive. The GTS is offered in all three body styles, too. Its most notable features include a specially tuned suspension as well as 20-inch front and 21-inch rear wheels with black center locks as seen on the 911 Turbo. Likewise, the GTS inherits larger iron brake rotors from the top-tier Turbo. There’s also a lightweight package that removes the rear seats and adds carbon-fiber front buckets, lighter glass, and a rear-wheel-steering system. The 2022 911 receives Porsche’s latest infotainment software, including new features such as Android Auto.
Pricing and Which One to Buy
Carrera coupe: $102,550
Carrera S coupe: $118,450
Targa: $122,650
Carrera 4S coupe: $125,750
Carrera S cabriolet: $131,250
Carrera 4S cabriolet: $138,550
Carrera GTS cabriolet: $145,350
Carrera GTS coupe: $150,850
Targa GTS: $158,150
Based on our experience with myriad 911 models, we can confidently recommend the Carrera S. It boasts 64 horses more than the standard Carrera, and we’d be happy with either the engaging manual transmission or the snappier dual-clutch automatic. Those who want to enjoy their 911 year-round but have to deal with slippery winter conditions can add all-wheel drive for $7300 if you feel four winter tires aren’t enough. We’re content with the coupe body style, especially since the cabriolet costs almost $13,000 more. We’d also opt for the Sport Chrono package that adds launch control, additional drive modes, and more. The Sport Seats Plus provide more supportive front buckets, and the Sport package adds a lowered suspension and a louder exhaust system. Our selection of upgrades would conclude with ventilated front-seat cushions, passive entry, a heated multifunction GT steering wheel, and Porsche’s Dynamic Light System Plus that features automatic high-beams and headlights that swivel in the direction the front tires are pointed.
Engine, Transmission, and Performance
Mounted in the rear of the 911 is a twin-turbo 3.0-liter flat-six-cylinder engine. The base Carrera has 379 horsepower, the S pumps out 443 ponies, and the GTS generates 473 horses. While every model comes standard with a ridiculously quick-shifting eight-speed automatic transmission, a sweet seven-speed manual is offered on the S and GTS. The coupe and cabriolet have standard rear-wheel drive, but they can be fitted with all-wheel drive for four-season, high-performance driving. The Targa is all-wheel-drive only. We’ve tested the base Carrera as well as several variations of the more powerful Carrera S, which proved its prowess at the racetrack and its incredible traction in adverse weather conditions. No matter the application, every 911 has astonishing acceleration, especially when the gleefully good launch control is utilized. Porsche’s optional sport exhaust system also helps enhance the experience by providing a fuller engine note. Best of all, the 911 is as comfortable as ever and also better to drive. Its steering is communicative and brilliantly direct, and the coupe and convertible have increased cornering grip and stability. The ride quality is surprisingly supple, too, despite the 911’s amazing body control, which allow drivers to seamlessly switch between relaxed and spirited romps.
Interior, Comfort, and Cargo
The 911’s interior continues to look sophisticated rather than complicated, with a mix of buttons, knobs and touch-screen controls and—for the first time ever—a large center cupholder. The gauge cluster also deviates from history, ditching the mainly analog instruments for mostly digital ones. While these screens have some user-experience issues and can be blocked by the steering wheel, the central tachometer still uses a physical needle that follows the engine’s revs towards its heavenly 7400-rpm redline. The 911’s low-slung driving position and supportive front seats are fantastic, and the steering wheel has a wide range of adjustment.
Read More https://www.caranddriver.com/porsche/911
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