How to configure the ultimate Porsche 911: all variants face off

Of course, this isn’t true, not least because today our plain white, 380bhp Carrera can act as a control against which to assess all those tempting options (see below) and therefore define the optimal 911. We also have four opinionated road testers and three further 911s, each with varying levels of kit, including a 444bhp manual Carrera S (Gentian Blue) and a PDK-equipped Carrera 4S (Agate Grey) with rear-wheel steering. Unlike the regular Carrera, both the S and 4S also have the 10mm-lower PASM Sport suspension and sports exhaust. And just so we have at least one car running PDCC active anti-roll bars and carbon-ceramic brakes, there’s the grandaddy, 641bhp Porsche 911 Turbo S (Guards Red). It’s no Carrera, but with it here, every possible 911 option can be assessed.

So we drive all day, up and down the most challenging B-roads known to our collective hive mind, repeating runs in each of our four subjects until we are clear about what we like and what we would spend our own money on.

And? Well, the big takeaway is that, no matter how you specify your 911, you’re getting a machine of supreme ability, balance, ergonomics and general finesse. That might sound twee but I can’t stress it enough: there are no losers here, and talk of underdone and overcooked cars quickly evaporates. As James Disdale observes, the character of each car is plainly different, although clearly it’s difficult to screw up the 992 911 by Porsche’s own hand. Mind you, the same isn’t true of your bank balance.

Next, minor notes. No one felt any of the larger 20/21in staggered wheel sets had any detrimental effect on ride quality compared with the Carrera’s 19/20in pairing. With the rear suspension cradling the mass of the 3.0-litre twin-turbo flat six, any 911 needs to prioritise control over plushness at its back axle, so an appreciable degree of road roar and reactivity on poor surfaces is unavoidable. Marginally smaller wheels won’t change that. Interestingly, Matt Prior and your scribe also preferred the 911 without its sports exhaust. The standard system is less bombastic but less bassy, and it lets the engine’s higher frequencies filter through.

Now it gets more intricate. Do you go for four-wheel drive? It depends. The 4S is the easiest car to drive here, and on wet roads it is devastatingly effective. There’s no torque steer, just neutrality, drive, control and confidence. Yet compared with the rear-drive Carreras, there’s no doubt the steering feels fractionally thickset and the car less inherently bubbly. And that’s unsurprising. There’s more unsprung mass in the nose of the 4S; at 1565kg, it weighs 85kg more than the S, which is the lightest car here and daintier even than the basic Carrera, saddled as it is with the 35kg-heavier PDK dual-clutch automatic gearbox.

Front driveshafts, therefore, fall by the wayside early on. However, the 4S still makes a prodigiously good GT car, and if you do choose to prioritise stability over handling purity, you might well also go for the rearwheel steering, the effects of which (namely, shortening the 992’s lengthy wheelbase) are at once detectable yet effortlessly integrated. It is telling, though, that nobody chooses either option for their dream spec.

The two shoo-ins are the PASM Sport suspension and the Sport Chrono Pack. The effect of not having Porsche’s shorter springs is demonstrated by the Carrera. Admittedly, it takes an evil road to markedly expose the car’s looser body control, and muddying the water is the fact that the slight slack in the suspension, along with the Carrera’s narrower wheels, makes the handling more beholden to the 911’s fundamental layout. The result is often a more fluid, engaging device with more of the spirit of an oldschool 911, and one that requires a thoughtful mind and sensitive hands and feet to drive properly fast.

What you won’t necessarily like are the flashes of unexpected oversteer, or mid-corner understeer if you’re too early on the throttle. PASM Sport tempers both, while the usefully relaxed but not entirely hands-off PSM Sport ESP setting only comes with the Sport Chrono Pack. The combination of the two ups the 911’s fun factor considerably.

Enter the Turbo S, which in this company looks like Mike Tyson in a tutu turning up at ballet class. It’s also every bit as shocking as that mental image when punted down a B-road. This car benefits from every dynamic trick Porsche has for a 911, so while it weighs 1640kg, through its Alcantara rim it somehow feels the lightest thing here. It is fiercely direct yet immensely stable and surprisingly gritty in its feedback.

But what can we learn from it? First, its steering, crisper than the Carrera 4S’s, which also had four-wheel drive and rear-steer, is likely down to the unsprung mass saved by the composite brakes. Despite the expense, three out of the four testers here would have them. Second, the switchable active anti-roll bars, which torque themselves through corners to limit weight transfer, are overkill for road driving.

With the Turbo’s contribution done, and almost all else accounted for, less, but not least, is best. We like the basic Carrera, but the inability to have it with the seven-speed manual gearbox and PASM Sport mean the Carrera S is the apple of our eye. Yes, three pedals. Because in something as capable and fluid as the 992, why wouldn’t you get as close as possible to the nexus of the experience?

The options

PASM Sport suspension, £665: Shorter springs with higher rates give greater body control, but only if you need it. The standard dampers on the Carrera are continually ‘adapting’ to the road surface, but the PASM Sport set-up has two selectable modes (actually predetermined parameters): Normal and Sport. The car also sits 10mm closer to the road.

Rear-axle steering, £1952: Porsche’s modern-day take on rear-wheel steering was first seen on the 918 Spyder. A motor sited ahead of the upper suspension wishbone turns the rear wheels in contrary direction to the fronts in slower corners but with them in faster bends. It is becoming more important as the 911’s growing wheelbase erodes its natural agility.

Manual gearbox, No cost: There’s one big caveat here: the seven-speed manual gearbox is available only on S models, so it is now impossible to create the purest 911 expression: a three-pedal Carrera. Oh well. This option does, however, come with the full Sport Chrono Pack and, this being 2021, it also touts a rev-matching function for lazy souls. Don’t expect it to outsell the PDK.

Sports exhaust, £1844: There is no point pretending that the arrival of turbochargers and chunky petrol particulate filters haven’t muted the 911’s flat six. So perhaps it’s no surprise that the sports exhaust option is more popular than ever. It’s recognisable by the two big-bore tips, rather than four smaller outlets. However, both systems use electronically controlled valves.

Porsche ceramic composite brakes (PCCB), £6321: Brutally expensive and not the best option if you like track days. That’s because you’ll still wear through the discs, just as you would with cast-iron items, but these cost a fortune to replace. The reduction in unsprung mass – not to mention the lack of dust they generate – could make ceramic discs the better option for the road.