2022 Porsche 911 Carrera

Ordering a Porsche 911 is an involved process. Before you even get to the fun stuff like choosing a color and combing through Porsche's endless customization menu and options list, you must first decide on which 911 model to buy. This is trickier than you might expect, as the 911 range currently includes 21 different models (15 if you exclude the GT3 and Turbo). We'll be focusing on the 911 Coupe in this review, but the iconic sports car is also available as a Cabriolet or Targa model in Carrera, Carrera S, and new-for-2022 Carrera GTS guises, with rear-wheel-drive or all-wheel-drive available. We told you it was complicated.

Porsche invited us to its US headquarters in Atlanta, Georgia to sample two flavors of the new 2022 911 Carrera GTS; a tasty Carmine Red Coupe with a manual transmission, and a Chalk Targa with the PDK. From this brief 911 taste test, we learned that there is massive differentiation not just between model variants, but within them as well. The Carrera GTS is designed as the pinnacle 911 to sit between the Carrera S and GT3 in the lineup, straddling the line between a comfortable cruiser and a track-focused weapon. It uses a 3.0-liter twin-turbocharged flat-six engine, dishing out 473 horsepower and 420 lb-ft of torque. As we found out driving the two cars through the Georgia hills, the 911 GTS can drastically change personalities depending on how you order it.

Restraint has become a rarity in modern car design. Instead, the trend is to go bigger, bolder, and angrier. Porsche should be commended for retaining the 911's clean lines and instantly recognizable visual cues like the oval headlamps and the tapering roofline.

As standard, the base 911 comes with 19-/20-inch staggered alloy wheels, an auto-deploying rear spoiler, a sleek taillight strip with the integrated Porsche logo, and two single-tube tailpipes. LED lights with four-point LED spotlights are standard too. The Carrera S has bigger 20-/21-inch wheels and quad-exit tailpipes, while the new GTS models are highlighted by black exterior accents, Satin Black wheels, and GTS script on the doors. This model has a sport exhaust system with two oval tailpipes in a high gloss black finish. An electric sunroof and a carbon-fiber roof are among the exterior options.

The base Porsche 911 Carrera has a length of 177.9 inches, a width of 72.9 inches with the mirrors folded or 79.7 inches when they're extended, a height of 51.1 inches, and a 96.5-inch wheelbase. These dimensions are similar across the rest of the lineup with a few small variances. For instance, the Carrera 4S is a bit wider at 79.9 inches. The GTS models have a length of 178.5 inches and are slightly lower, with a height of 50.9 inches.

Curb weight varies between 3,298 pounds for the Carrera S manual to 4,431 lbs for the 4 GTS PDK.

Porsche offers a choice of four standard colors consisting of White, Black, Guards Red, and Racing Yellow. The metallic palette consists of eight colors with a cost of $840 each. These are Carrara White, Jet Black, Agate Grey, Dolomite Silver, GT Silver, Gentian Blue, Night Blue, and Aventurine Green. For the more adventurous, there are five special colors that cost $3,270 each: Chalk, Carmine Red, Lava Orange, Shark Blue, and Python Green. Porsche will also be willing to whip up a custom color for you but charges $11,430 for the privilege. We sampled two great examples of how to spec out a 911. Carmine Red is voluptuous and shows off the car's curves, while Chalk looks understated but less mundane than white, black, or silver.

At the heart of every 911 Carrera is a 3.0-liter twin-turbocharged flat-six engine. Regardless of which transmission or drivetrain it's paired with, this power plant doesn't disappoint. In the base rear-wheel-drive 911, you get 379 hp and 331 lb-ft of torque, enabling a 0-60 sprint time of four seconds and a top speed of 182 mph. With the Sport Chrono Package, the 0-60 time improves to 3.8 seconds. The heavier Carrera 4 adds all-wheel drive to the mix and this slightly reduces the top speed to 180 mph, but it'll manage the same 0-60 times.

Even though the GTS, the newest Porsche 911, has arrived, the Carrera S may just be the perfect 911. It can reach 60 mph in as little as 3.3 seconds with the PDK transmission and the Sport Chrono Package, along with a top speed of 191 mph. It's the first 911 to offer a manual option and it'll hit 60 in four seconds in this guise. With its standard AWD system, the Carrera 4S has a top speed of 190 mph and a best 0-60 time of 3.2 seconds with PDK and the Sport Chrono Package.

The new GTS produces 473 hp and 420 lb-ft. In RWD form, it will reach 60 mph in 3.2 seconds with the Sport Chrono Package and the PDK gearbox, or 3.9 seconds with the manual. The top speed is 193 mph. The quickest-accelerating 911 Carrera that doesn't have a Turbo badge on the back is the Carrera 4 GTS. It takes 3.1 seconds to reach 60 (with PDK and the Sport Chrono Package), and completes the quarter-mile in 11.5 seconds in this configuration. However, it's slightly slower at the top end than the RWD GTS with a top speed of 192 mph.

Those are a lot of numbers to digest but all you need to know is this - no matter which 911 you choose, you'll be behind the wheel of a very powerful sports car that outperforms cars with far more power.

With plenty of torque low down and linear power up to its 7,500-rpm redline, the 3.0-liter twin-turbo flat-six engine found in all 911 Carrera configurations is a gem. The rear-mounted power plant makes 379 hp and 331 lb-ft in the Carrera and 443 hp/390 lb-ft in the Carrera S. The new GTS, which we had on our test drive, has the most impressive spec sheet with outputs of 473 hp/420 lb-ft. The engine is flexible and, especially in the GTS with its sport exhaust system, makes a pleasingly sporty sound. Around town and on the highway, the Porsche 911 feels quick and engaging, yet is refined enough for the daily commute.

The base Carrera, unfortunately, misses out on a manual gearbox but does get Porsche's superb eight-speed dual-clutch automatic transmission. Known as the Porsche Doppelkupplung (PDK), this DCT provides phenomenally quick gear changes and extracts the best acceleration times from the engine. Whether left to its own devices or taking manual control using the paddle shifters, the PDK is the best transmission available in any car today. Shifts take place as if the car was reading your mind, never leaving you waiting. In automatic mode, shifts are nearly imperceptible, and Porsche includes a Sport Response mode that triggers near-instantaneous downshifts when you mash the throttle.

In the S and GTS, the seven-speed manual gearbox provides its own thrills and positive shift action. A progressive clutch makes this transmission a joy to use, and the slightly slower acceleration times seem like a small price to pay for the manual. The GTS gets a slightly shorter throw to improve shift feel, making it a joyous occasion to row through the gears. There's no wrong transmission choice here, but we'd lean towards the manual purely for nostalgia's sake.

For the purposes of this review, we will mostly focus on the Carmine Red 911 GTS Coupe, which came with the manual transmission and the Lightweight package. Porsche also had us sample a Targa 4 GTS with the PDK, giving us a clear picture of how wide the GTS model ranges, depending on how you option it. For buyers who plan to use their 911 GTS as a daily driver with limited track work, our experience in the Targa showed how livable this car can be - even the hardcore GTS trim offers standard Porsche Active Suspension Management (PASM), it doesn't punish its occupants, even in Sport Plus mode. On the highway, the cabin doesn't let in too much road noise and the 18-way adjustable seats are perfectly comfortable on long journeys.

The GTS Coupe was a different story. Porsche optioned this car to show how track-capable the GTS can be at its peak. This car had the Lightweight Package, stripping out the rear seats, reducing the sound insulation, and shaving the window thickness to create a more raw experience. There's far more road noise with this package, but on the plus side, it lets you hear more of the throaty sports exhaust. This car had the Coupe-only optional carbon fiber-backed racing bucket seats, which are a bit extreme for average road use. If you plan to take your GTS to the track often, the buckets are fantastic, holding you in place even through the most high-G corners.

The GTS Coupe is firmer than the Targa with a standard PASM system, including a 10-mm ride height reduction from the 911 Turbo. All GTS models get the same brakes as the 911 Turbo, with massive six-piston calipers up front and four-pistons in the rear. Despite their size, we found the standard brakes on the heavier Targa to be a bit faded by the end of our long day carving up Georgia's mountain roads. By comparison, the optional Porsche Ceramic Composite Brakes (PCCB) repeatedly brought the GTS to a screeching halt, with zero signs of fading.

The 911 may offer more flavors than a Baskin Robbins menu, but there are no duds here. Few automakers offer steering that talks back to you like this car, giving you a precise feel of what the front end is up to. This impressive steering feel comes in handy because the 911 is no longer a tiny car, and you can feel it on a narrow back road. Porsche mitigates the 911's size with available rear axle steering, improving agility at low speeds and creating stability at high speeds. With AWD, the 911 GTS feels stable without understeer killing the fun. The RWD model feels slightly more natural, letting you play more with the rear end and providing a slightly more on-edge experience. Porsche lets buyers configure the 911 GTS to their liking, creating the ideal daily driver or forgoing some creature comforts for a perfect track experience. No matter which direction you lean, the 911 still stands as the pinnacle sports car.

The most fuel-efficient model is the Carrera S manual which returns 18/25/21 mpg city/highway/combined. Not far behind is the PDK-equipped Carrera and Carrera 4 which will manage 18/24/20 mpg. Both the Carrera S and Carrera 4S automatics should manage 18/23/20 mpg, and the Carrera 4S manual has figures of 17/25/20 mpg. EPA estimates for the GTS are not yet available.

RWD models have a 16.9-gallon gas tank and AWD models a slightly bigger 17.6-gallon tank. That means that the Carrera S manual has a range of around 355 miles on a full tank, but the less efficient Carrera 4 is just three miles behind thanks to its larger tank. Depending on how much long-distance driving you do, you may also want to tick the box for the 23.7-gallon extended-range gas tank. It costs $230.

The 911's interior is thoughtfully designed to allow you to get on with the important task of driving. The basic design won't blow you away but there are enough color and material options to jazz up the environment to suit your tastes. Major controls are perfectly positioned, and the traditional analog tachometer is still positioned centrally. As expected, the build quality is excellent. The entry-level 911 ships with standard features like dual-zone automatic climate control, front/rear parking sensors, and two seven-inch TFT displays on either side of the rev counter. In the GTS, there are some sporty add-ons like a GT Sport steering wheel and Race-Tex upholstery that covers the seat centers, gear lever, and more.

Porsche sells the 911 as a two plus two with an interior fit for up to four people, but anyone sitting in the back will have to be quite small. Occupants in the front shouldn't run into any issues, but we can't imagine squeezing anyone except young children into those rear seats because headroom and legroom are minuscule. In our opinion, it's best to consider the 911 a two-seater, and fold the rear seats for additional storage. Should you not need the rear seats, the Porsche 911 GTS Coupe offers a Lightweight package that deletes them altogether. This option is great for buyers who plan to track their 911, but limits practicality by deleting any way to store items behind the front seats. It's worth noting that the Lightweight package includes full bucket seats that are height adjustable but lack any ability to recline. We found the 18-way adjustable seats far more comfortable for daily driving, but they don't hold you in as well during extreme driving.

The base 911 comes with partial leather seats and an interior color in black, Slate Grey, or Black/Mojave Beige, with the latter adding $700 to your bill. For full leather in the same colors, you can upgrade to the Sport Seats Plus for an extra $810 ($1,510 total for the Black/Mojave Beige). With the leather package, you will need to spend $2,840 and can only choose between Black and Slate Grey. There are several more tiers of upholstery upgrades including Graphite Blue or Bordeaux Red leather for $4,530, leather with Sport-Tex centers, or club leather in colors like Truffle Brown or Agave Green. The club leather is one of the more expensive upgrades and costs $6,040. A Heritage Design interior and an Exclusive Manufaktur leather interior are also available. On the Carrera S, leather upholstery is standard (including seat centers in leather) and the same choice of upgrades is offered.

For GTS models, Race-Tex upholstery in black is standard but black leather is available. These models can be equipped with the GTS Interior Package for $4,530 in either Chalk or Carmine Red, but this adds various extras that will raise the price of the Porsche 911 GTS by nearly $9,000. Our GTS came with the full front bucket seats including a rear-seat delete option that adds $5,900 to the bill, along with matte carbon fiber interior trim for $3,970.

Dark Silver inlays and a leather-wrapped steering wheel are standard. The GTS gets a Race-Tex steering wheel and the same material on the center console storage compartment lid and door panel armrests, plus black brushed aluminum trim. All models can be upgraded with specific interior elements in carbon fiber, Race-Tex, leather, or a combination of these materials.

Because Porsche now has two SUVs and the Panamera full-size sedan, the 911's absence of a large trunk seems minor. If you really need a lot of space, Porsche has other options for you. In the case of the 911, the front trunk or 'frunk' measures 4.6 cubic feet which are just enough for two overnight bags. Alternatively, you can use the small back seats for extra storage.

The cabin offers a small center console storage space and dual front cupholders, and there are door pockets too. We found the central cupholder to be completely useless with the manual transmission because you will bump into it with every shift. Luckily, it's fine with the PDK. The second cupholder pops out of the dashboard on the passenger side, and holds large bottles even during hard cornering. There's just about enough space for the 911 to be used as a daily driver but some competitors, like BMW's M4, are a lot more practical.

Although there are now six different Porsche 911 Carrera models outside of the Turbo and GT3 variants, they are primarily differentiated by their powertrains and drivetrains, which means that all are equipped to a similar standard. In the base Carrera, the front seats are heated and have electric adjustment of the backrest angle and seat height - fore- and aft adjustments are done manually. There is also dual-zone automatic climate control, two seven-inch driver displays, cruise control, a rearview camera, front/rear parking sensors, a garage door opener, and comfort access with keyless go. The GTS gets standard four-way Sport Seats Plus with extended bolsters. This isn't a long list of standard features considering the 911's price.

There is a vast options list that includes 18-way power front seats with memory, a surround-view camera system, ambient lighting, ventilated front seats, lane change assist, adaptive cruise control, and remote parking. The Sport Chrono Package will be an appealing option for many with its analog/digital chronograph, special mode switch, and launch control.

We didn't have extended time to play with the Porsche Communication Management (PCM) 6.0 infotainment system, but we found it easy to operate in our limited exposure. The standard 10.9-inch touchscreen offers crisp images, and the menus are simple to navigate with the ability to reorganize the layout. Wireless CarPlay comes standard, Android Auto (wired) is finally included on a 911, and SiriusXM is included as well. PCM 6.0 is upgraded for the 2022 model year, now including built-in Apple Music and Apple Podcast integration, natural voice command, and a Track Precision app that can record lap times.

Audio is rarely Porshe's forte, as the company would prefer you listen to the exhaust. Even on such an expensive vehicle, the standard sound system is a pedestrian eight-speaker unit with 150 watts. Our testers both featured the optional 12-speaker Bose system, which was fine at best. If you do want an audio upgrade, the Burmester unit offers 13 speakers and 855 watts.

The 2022 Porsche 911 has been highly rated by J.D. Power with an overall score of 84 out of 100 and an 80/100 rating for quality and reliability. So far, there have been no recalls for the 2022 911 but the 2021 model had three. The problems were improperly tightened suspension components and a seatbelt locking retractor function. Another recall for an incorrect passenger seat that could affect the airbag was announced, although only 911 Turbo, 4S Targa, and 4S Cabriolet models not covered in this 911 review were mentioned as being affected directly.

All new 911s come with a four-year/50,000-mile warranty including 24-hour roadside assistance. A limited corrosion warranty runs for 12 years regardless of mileage covered and a limited paint warranty is valid for four years or 50,000 miles. Porsche includes scheduled maintenance for the first year or the first 10,000 miles.

No Porsche 911 crashworthiness reviews have yet been conducted by local authorities. Considering its lofty price, it's possible that we'll never get an official safety rating for the coupe, although this in no way means it isn't a safe vehicle.

While a 911 GT3 may serve as a track weapon or weekend toy, many 911 Carreras are used as daily drivers or for longer trips on the highway. In this context, it's very disappointing that Porsche continues to charge high prices to access the most advanced safety features. If you want a surround-view camera system, you'll need to part with $1,430 (this automatically adds power-folding mirrors for another $370). Night vision assist is $2,540, adaptive cruise control is $2,000, and lane change assist is $1,060. You'll also need to pay extra for traffic sign recognition, remote parking, and active lane-keep assist. There are a few packages that are available that bundle some of these features together and offer better value, but it's still a raw deal for a car that starts at over $100,000.

Fortunately, not every single safety feature will increase the number on your final bill. As standard, the 911 coupe comes with a rearview camera, front/rear parking sensors, tire pressure monitoring, LED headlights, basic cruise control, a Porsche Wet Mode, and forward collision warning. There are six airbags, including front-, side- and curtain airbags for the driver and front-seat passenger. Porsche ceramic composite brakes are available optionally.

There's a reason why every new sports car is instantly benchmarked against the Porsche 911; it's brilliant. Rivals like the Chevrolet Corvette have made huge strides in recent years, narrowing the gap on performance, build quality, and fine tuning, but we still favor the 911. Porsche nails the intangible aspects of sports car manufacturing; the steering is best-in-class, the fit and finish is flawless, and the cohesiveness of the product is unmatched. If there's a more complete sports car on the market right now, we haven't driven it.

We only have two complaints about the 911; it's a bit big for our liking, and the price tag is extreme. These are both reasons why we might choose one of Porsche's 718 models instead. But if money is no object, it's nearly impossible to beat the 911. As we discovered, no sports car offers such a wide range of customizability, allowing customers to fine-tune the experience to their liking. Even in the narrow spectrum of the GTS model, customers can build their 911 as a comfy GT car, or a track-focused maniac. If you missed the opportunity to nab a GT3 allocation or don't want to spend up for the Turbo, the 911 GTS feels like anything but a consolation prize.

The base 2022 Porsche 911 will cost $101,200 before any options and the delivery fee of $1,350 in the US. Following this is the Carrera 4 at an MSRP of $108,500, the Carrera S at $117,100, and the Carrera 4S at $124,400. The new GTS begins at $136,700 and the 4 GTS tops the lineup at $144,000. It's very easy to eclipse the starting price of the 911 Turbo ($174,300) by adding just a couple of options to the GTS.

The 2022 Porsche 911 Carrera is available in a choice of six models: Carrera, Carrera 4, Carrera S, Carrera 4S, Carrera GTS, and Carrera 4 GTS. All the '4' variants are AWD while others are exclusively RWD. A 3.0-liter twin-turbo six-cylinder engine is equipped to all and produces between 379 hp in the Carrera/Carrera 4 and 473 hp in the GTS twins. The Carrera sticks with an eight-speed PDK gearbox while the others can be fitted with a seven-speed manual too.

In the base model Carreras, standard features include 19-/20-inch alloy wheels, an auto-deploying rear spoiler, partial leather seats, dual-zone climate control, a 10.9-inch touchscreen interface, two seven-inch driver displays, front/rear parking sensors, wireless Apple CarPlay, and wired Android Auto.

The mid-range Carrera S models have larger 20-/21-inch alloy wheels, quad-exit tailpipes, full leather seats, and greater performance thanks to 443 hp. The S can also be equipped with a manual gearbox.

Finally, the new GTS and 4 GTS have black exterior trim, GTS script on the doors, Race-Tex material on the seats and other interior parts, a GT Sport steering wheel, and model-specific interior upholstery upgrades.

If you like customizing your sports car, no Porsche 911 model will leave you disappointed. It must be noted that some package prices differ by trim. On most trims, the Premium Package is a $5,350 option that adds power-folding mirrors, a surround-view camera system, lane change assist, ambient lighting, ventilated front seats, and a Bose sound system. The same package can be combined with remote park assist for $6,950. An exterior Aerokit costs $6,910 and adds SportDesign fascias, a fixed rear wing with integrated brake light, and rear decklid slat inlays in Silver. The Sport Chrono Package costs $2,760, adding launch control, a chronograph, and more high-performance goodies to get the best out of your 911.

For the Carrera 4, the $5,840 Sport Package combines the Sport Chrono Package with a sport exhaust system and Porsche Torque Vectoring Plus. The GTS has a cheaper Premium Package ($3,760) as this one does not include ventilated front seats. An available Lightweight Package for the GTS saves 55 lbs by deleting the rear seats, replacing the side and rear windows with lightweight glass, and eliminates some sound insulation.

There are many standalone options like an electric sunroof ($1,560), a carbon-fiber roof ($3,860), adaptive cruise control ($2,000), night vision assist ($2,560), ventilated front seats ($840), and a heated steering wheel ($280). A Bose sound system costs $1,600 and the Burmester high-end sound system has a price tag of $5,560.

Speccing out a Porsche 911 is a highly involved process with limitless possibilities, so your perfect configuration may differ heavily from ours. We'd stick with the standard 911 GTS Coupe, and would only suggest the 4 GTS if you plan to drive the car year-round in a cold climate. From there we'd add an exciting color (like Shark Blue), the 18-way adaptive Sport seats, and the Premium package. With these options, you can keep the 911 GTS just under $150,000. It's tough to resist checking every box on the options list, but we think the 911 is a fabulous sports car no matter what, so you don't need to go nuts adding expensive extras.

This is a much more interesting comparison now that the new Carrera GTS is here. In RWD guise, the GTS starts at $136,700, making it $37,600 less expensive than the cheapest 911 Turbo in the USA. For your extra money, the 911 Turbo dials power up to 572 hp and it'll require only 2.7 seconds to reach 60 mph. The even more powerful Turbo S shaves another tenth of a second off that time but costs over $200,000. Both the GTS and the Turbo are magnificent to drive, with the former being a touch rawer and the latter a little more comfortable. The Turbo has nicer cabin materials and more adjustable front seats, but the GTS can be ordered with a wonderfully tactile manual gearbox. You can save almost $75,000 over the Turbo and be perfectly happy with a base Carrera too, which has all the performance and comfort you'll ever need. While the 911 Turbo remains the ultimate 911 on the road, we'd save the money and opt for a manual Carrera S or GTS.

The 911 is a bona fide sports car while the M4 is based on a much humbler coupe. The two cars go about impressing you in different ways. As a piece of engineering, the 911's polish blows you away; from its engine to its steering, suspension, and both gearboxes, all the major elements blend together beautifully. The new BMW M4 screams for your attention before you even turn the key with its audacious styling and extreme carbon bucket seats. In base form, it's around $30k cheaper than the entry-level 911 yet has more power (and that's before upgrading to the M4 Competition), offers much more interior space, and comes with a manual. The new M4 is much more buttoned-down than its predecessor and is thrilling to drive, although its available eight-speed automatic can't match the Porsche's PDK. BMW throws in features like lane departure warning and blind-spot detection by default. Because these are high-performance machines, we'll give the edge to the 911, but in some ways, the M4 is more car for a lot less money.