Chasing sunsets in the Porsche 911 (992) C2

Legendary is a word that is often overused in the automotive sphere. If you dig deep enough, most modern vehicles with sporting prowess can trace their lineage back to famed motorsports teams, vehicles or races, with some being immediately apparent - the Quattro badge on the back of any performance Audi product for example - and some less so, though few could argue that the 911 is, indeed, worthy of the accolade, both in terms of its performance and reputation, and its instantly-recognisable styling. Point at a 911, and almost anyone will be able to tell you that it’s a Porsche, even if they know nothing more about cars than the fact they have four wheels and an engine.

As a lifelong Porsche fan, getting the opportunity to spend some time with the latest iteration of the 911 was a real treat, and certainly a ‘bucket list’ experience for me as an automotive journalist. Growing up and entering the automotive journalism sphere when I was <25 years of age, I always saw more experienced or older journalists enjoying the ‘more exciting’ cars, and I knew one day I’d be there eventually (n.b, it turns out Porsche will loan their vehicles from age 21, though I never knew this at the time - how annoying!)

So, having finally ‘come of age’ as far as most insurers were concerned, I decided to fire off an email to Porsche asking to try out their flagship product, the car that no doubt cemented their reputation as manufacturers, and is, perhaps, one of the most iconic models ever to grace the road. Truthfully, I never expected much of a response, but Porsche’s lovely PR team (shout out to Rob and James here) were not only accommodating to my request, but granted me a brief 48-hour fling with their 992 Carrera 2, wearing the legendary registration of ‘A 911’. A registration that was just as eye-catching as the car itself, to the point people were taking photographs of it in traffic. Yes, really.

Twenty-one year-old me would’ve positively bursted with excitement. Naturally, I toned down my excitement somewhat on a professional level, but I’d be telling a lie if I pretended I wasn’t lying in bed like a kid on Christmas Eve the day before collecting the car for my whirlwind test-drive.

Interestingly, and from a less emotionally-charged perspective, this would also give me a chance to experience the 992-era 911 at *almost* its most basic form. A form which, according to the provided options sheet, still cost a total of £88,648 with options, which comprised of 4-way sports seats (£324) ParkAssist (£464) ‘Power steering plus’ (£185) black logos (it apparently costs £105 to affix a different-coloured badge to the rear) and folding mirrors, weighing in at £240. Without options, the 992 C2 retails for £87,330 at the time of writing. Bargain motoring, this is not, but Porsches have always come at a price, so this isn’t particularly a surprise.

Unlike most sensible consumer reviews at this point, let’s do things the SHIFT way and take the money out of the equation. These are strange times we’re living through at the moment, and - regardless of the current economic outlook - I have precisely ZERO prospect of walking into my local OPC and ordering one of these, so deciding if it is worth the cost of admission from a purely economic point is entirely pointless, and I’d be talking about perspectives and viewpoints that I have absolutely no authority in doing so. It would be like the King of England talking about whether he shops at Aldi or Lidl, but in reverse.

So, money no object, what’s the 992 like? Well, first impressions count, and it’s fair to say that the 992 - even in its most basic guise (basic being a relative term here) - certainly draws the eye. Finished in classic Guards Red, the enlarged lines of the 992 are still instantly recognisable as being from the 911 family. Bonus points to Porsche GB for the spec, since they chose to go with silver wheels, which are always a plus point for me, and just about any other photographer you speak to.

Much like many of us through various COVID lockdowns and in the last few years, the current-generation has put on a noticeable amount of weight, which is immediately apparent when compared to the 991. The rear in particular is visibly larger, and when compared to the 997 or the 996, the 992 looks positively portly in its stature.

That’s not to say it isn’t a looker, however. This redesigned rear end features a full-width light bar - à la 996 C4S - which looks nothing short of stunning especially when the sun goes down, whilst the more curvaceous lower rear section is much cleaner and more modern looking than its predecessor, and small details such as the twin vertical high-level brake lights, retracting door handles and contrasting black trims all add up to a design which is clean, yet effortlessly effective and up-to-date.

Inside, the recipe is, once again, recognisable, but bang-on with current design trends and language. This is a double-edged sword, however. The good news is that the iconic central rev counter, driver-focused cockpit layout and high-quality leather and fabrics remain throughout, the bad news is that - in keeping with modern automotive design - there is copious use of piano black trims and surfaces, which is nothing short of mildly frustrating, due to how quickly they show up all the dust, dirt and finger prints that naturally occur through regular use and driving.

Another area in which the 992 stays true to its roots is the fact that although it is sold and labelled as a 2+2, the rear seats are virtually useless for anyone or anything lager than a small child, and are best looked at as luggage space which doubles up as an uncomfortable seat in a pinch. Then again, I’m not sure anyone buys a 911 with the notion of it being a practical family car for four…

There’s other small issues with the design of the 992, also. The gear selector for the class-leading 8-speed PDK transmission is a stubby switch in the centre console which is near-identical to those seen in VW and Skoda models, the doors are tricky to open in confined spaces, and - along the same lines - the size of the 992 makes all but the largest parking spaces almost too small for comfort.

But, you know what? None of that matters. Absolutely none of it. In fact, forget you ever read those 1,000 words in the paragraphs above, they’re irrelevant the moment you fire up the turbocharged 3.0-litre flat six and head out onto the road, as the driving experience has always been central to the 911s philosophy, and it more than makes up for any frustrating design issues or impracticalities that may annoy you whilst parked up.

Starting up with a dry howl characteristic of the Porsche ‘six and then settling down into a surprisingly quiet rumble, the turbocharged flat-six at the rear of the 992 may have lost the n/a soundtrack of its predecessors (and, in the process, stirred up all kinds of debate over whether the hallowed ‘turbo’ badge still holds the same gravitas as it once did) but it still sounds fantastic, even without the switchable Sports Exhaust system, which would’ve been the only additional option I would’ve added to the spec of A 911.

Out on the road, the driving experience can only be described as sublime. The sports seats are comfortable and supportive, the suspension is wonderfully compliant in its standard setting, and the overall feel of the experience is that this is a thoroughbred GT car, with plenty of sporting prowess, lineage and performance to enjoy as soon as you demand it.

And boy, when you demand it, does it deliver.

Switch the drive mode to ‘sport’ and activate the more performance-oriented setting on the PASM-equipped suspension, and the 992 transforms from laid-back GT car to a genuine performance vehicle, not that it would surprise anyone to hear that, given its heritage.

Porsche have a habit of ‘just getting it right’ and the latest iteration of the 911 is no exception. The chassis and body control are simply fantastic, happily dealing with the added bulk of the 992 without breaking a sweat, even on a succession of tight S-bend corners with significant camber.

Equally, the electromechanical power steering is worthy of a medal in its own right, with the variable ratio making urban driving a breeze, whilst giving plenty of feedback and ‘feel’ when pressing on in a way that most electrically-assisted systems cannot. In fact, I’d go out on a limb and say that this is the best steering setup I’ve had the joy of using in any press car of the last few years, it really is *that* good.

It almost goes without saying, but the straight-line performance of the 992 is blisteringly fast, even in its most basic form. With 385bhp on tap and twin turbochargers ensuring there is little-to-no lag, the pace at which this 911 can travel without breaking a sweat is impressive.

Given just how fast this 911 - the lowliest of all the 992 range, at the time of writing - can travel, it begs the question of whether you really ever need more power, or whether buying models such as the S, Turbo and Turbo S is simply showing off your bank balance, as opposed to wanting the extra performance.

That last question is one that I pondered as I began my deliberately long-winded, winding drive back to Porsche HQ in Reading. For me, personally, I could see no need for any more performance than that on offer in the 992 Carrera.

Sure, the additional options and aesthetics available to the higher-end models is appealing (who can argue with the gorgeous lines of the Turbo, or the automotive ballet of the Targa’s magical roof mechanism) but in terms of what is really useable, it’s almost a level playing field. Track days and racing excluded, I see no need for any more power, any more performance or any more driving ability than that on offer here, unless you’re playing ‘rich kid Top Trumps’ with your mates at the local pub, or at a PCGB meet.

Yes, the ‘higher end’ models in the range can make the 0-60 or 0-70 sprint a second or more faster, but in the real world, is that really noticeable? Or does it just decrease the enjoyment time between starting off and watching your license disappear in the rear view mirror?

Regardless of whether it ‘makes sense’ or not, one thing is absolutely certain here. The 992 is, without a shadow of a doubt, a simply wonderful car. Looks, style, performance and enjoyment, it really does have it all, and it is truly worthy of carrying the hallowed 911 badge.

Bravo, Porsche. Bravo!

Rating: 10/10

Pros:

Fantastic styling, looks excellent at night too with the full-width rear light bar

Wonderfully comfortable

Simply outstanding to drive

Cons:

No switchable sports exhaust fitted to test vehicle

Additional size makes parking tricky in older parking lots

Having to give it back after just 48 hours!