Name: 2020 Porsche 911
Brand: Porsche

Porsche 911

EPA MPG: 20 mpg

Owner Reported MPG:

EPA MPG: 20 mpg

Owner Reported MPG:

RECALL ALERT: There are 7 recalls on this vehicle. Learn More.

There are 7 recalls on this vehicle. Learn More.

Porsche 911 First Drive

Summary

Introduction

Redesigned 2020 Porsche 911 Proves Its Mettle

This latest version of the iconic sports car is immensely capable and civilized

Overview

The Porsche 911 is an iconic rear-engined coupe that has dominated race tracks, starred in movies, and inhabited country clubs since 1964. Other than a Jeep Wrangler, there's probably no other currently available car that’s as identifiable.

The current generation (known as 992 in Porsche parlance) debuted for the 2020 model year. We rented one from Porsche to get a feel for it. This latest 911 Carrera doesn’t stray much from the established format, but it ups the ante on the infotainment system and advanced driving assistance features. The dual-clutch automatic transmission, now standard equipment, moves from a seven-speed to an eight-speed unit. A seven-speed manual transmission can be ordered on the uplevel Carrera S as a no-cost option. (This is the first 911 where a manual is not available on the base model.)

As before, both coupe and convertible body styles are offered, and each can be had with all-wheel drive. And just like every new generation of any Porsche model, the price keeps climbing.

CR has a history of testing the 911 spanning from the 1967 edition through the modern era with 2006 and 2014 vintages. We found previous generations of the 911 to be terrific sports cars that also can serve as decent daily drivers. Historically, it’s a performance car that can corner and brake on a dime, shoot into the horizon with an invigorating bellow, and still ride reasonably comfortably. You also can count on a 911 to provide a token of practicality, decent outward visibility, and palatable fuel economy.

Whether on road or a track, the way the 911 tackles corners is fantastic. The body stays planted with hardly any roll. Turn-in response is immediate, yet the car doesn’t feel darty. The steering communicates candid feedback regarding the pavement texture and cornering loads. The car has an uncanny ability to traverse wrinkled and undulating pavement, staying completely unperturbed.

If you are lucky enough to take the 911 to a track and turn up the volume, you’ll discover that it exhibits tenacious grip and gobbles up corners in an astonishing manner. It remains stable and predictable even when exploring the edges of its performance envelope, where it very gradually and controllably shows an onset of a tail slide. The handling truly is sharp as a surgeon’s scalpel. It puts a smile on your face and can make anyone behind the wheel feel like a Formula One driver. Sport Plus mode lessens the reins of the electronic stability control and allows for some controlled fun. But we wish Porsche would take a page from the Chevrolet Corvette playbook and create a "competitive mode," which lets the car exhibit a controlled tail slide for more thrills.

Throttle response is immediate, delivering rapid forward thrust that’s accompanied by a melodious soundtrack. The turbocharged 3.0-liter six-cylinder boxer engine (cylinders are horizontally opposed) produces 379 horsepower. Porsche claims a 0-60 mph acceleration time of 3.8 seconds. Our last 911, a 2014 model with a non-turbo 3.8-liter engine and seven-speed manual, posted 4.1 seconds.

The 911 comes standard with an eight-speed dual-clutch transmission. It has the inner anatomy of a manual gearbox, but the driver interface is like that of an automatic. We were quite surprised that most of us didn’t feel cheated to not have a traditional manual transmission. Shifts are quick, direct, and smooth. When you dial the handy little knob on the steering wheel to Sport or Sport Plus modes, shifts get a bit more aggressive and occur at higher revs. It feels like someone is doing the shifting for you. You can also choose Manual mode and use the paddle shifters behind the steering wheel rim to orchestrate your own shifting.

Impressions

The Porsche engine sound is one of the ingredients that make the 911 driving experience so sensual. It’s a throaty gurgle that develops into a heart-warming shriek as the revs climb. Dial the mode selector to Sport or Sport Plus and every upshift comes with an exhaust bark and every downshift arrives with rev matching and exhaust pops, which is sheer delight.

You can choose Sport and Sport Plus through a handy knob that’s on the steering wheel. The Individual mode lets drivers mix and match parts of each mode. There is also a Wet mode that blunts throttle response to make driving easier during slippery conditions.

The front seats with their multitude of adjustments provide a comfortable and supportive driving environment. They are slim and well-defined but not restrictive except for very broad-shouldered drivers. Four-way lumbar support adjustment helps keep fatigue at bay, and the extendable seat-bottom cushion provides added thigh support for long-legged drivers. We also loved the optional red leather on our particular example. You are perfectly situated in the cockpit with plenty of seat and steering wheel adjustments, and the view forward over the low sloping nose is unobstructed.

Among hardcore sports cars that have a six-figure price tag, the 911 is alone in having a rear seat. The Audi R8, Jaguar F-Type, and Mercedes-Benz AMG GT are strictly two-seaters. Not that it’s a particularly usable rear seat, but it can be handy in a pinch or provide much needed storage space.

A small compartment under the armrest will accommodate your wallet and face mask but not much more. A phone can be wedged on its side in the channel surrounding the gear selector, if you prefer not to store it in the enclosed compartment on the wireless charging pad. There is a retractable cup holder on the passenger side. No matter how you slice it, you better travel light with the 911. The front trunk takes in a small carry-on bag but anything beyond that goes in the back seat.

We found the center dash vents too low so they ended up cooling our knees and elbows more than our upper body. At least the optional ventilated seats acted quickly.

While the touch screen is an easy reach and manageable with some practice, the steering wheel buttons are not clearly labeled. The wide instrument panel has a prominent tachometer. That is appropriate, but its placement ends up shoving the time and outside temperature readouts to the side, effectively hiding them. True to Porsche, the start switch is on the left of the steering wheel. The electronic gear selector takes some getting used to; engaging Reverse from Drive doesn’t always take on the first try.

It’s been long established that the 911 rides well for a sports car and that’s still very much the case. The suspension provides a layer of isolation and body motions are small and controlled. Compared with other sports cars, the 911 doesn’t beat you up. However, anyone expecting a smooth ride by virtue of the brand or price tag, might be surprised.

The sound is a soul-stirring experience when it fits the occasion. In reality though, there are enough instances when you’re just driving and trying to have a conversation with your spouse and you wish the omnipresent thrum from the rear engine would be more subdued. An engine resonance at 1,500 rpm isn’t endearing.

There is a token of practicality by the mere fact that the 911 has a rear seat. We found it to be very upright and even a petite passenger will have to be a contortionist to find legroom. We also found the strap that’s used to recline the front passenger seat forward for access a bit finicky.