FIRST OVERSEAS DRIVE
Grip; handling with 4WS and diff; stance and exterior cosmetics PLUS & MINUS Fuel thirst; no more power than base Carrera; cheesy door pulls
Model Porsche 911 Carrera T
Engine 2981cc flat 6, dohc, 24v, twin-turbo
Max power 272kW @ 6500rpm
Max torque 450Nm @ 1700-5000rpm
Transmission 7-speed PDK
Weight 1445kg 0-100km/h 4.2sec
Price $245,070 On sale Now
THE Porsche 911 Carrera T seems to have some reviewers confused. So, by way of remedial summary, hereís what itís not. Itís not a cut-price 911 GT3. Nor is it a stripped-out hardcore factory lightweight. Itís not a cynical marketing exercise designed to gull 911 buyers into nabbing a premium-price options pack and it isnít a faithful recreation of the original 911 T from 1968.
With no more power or torque than a regular Carrera and a weight saving of only five kilograms, the Carrera T doesnít appear much of a bargain upon first inspection. Porsche charges an extra $17,500 for the privilege but itís well worth the premium. Imagine Porscheís best chassis dynamics guys sitting around a table and being asked to develop the ultimate Porsche Carrera for around $240K. The Carrera T is that car. Its thinner side and rear glass and reduction in sound deadening help offset the add ion the addition of extras like 20-inch wheels, whe ls a limited-slip differential and ti er adaptive dampers. Thereís also the so option of paying $5490 to get the 0 t et th rear-steering axle, something that thin th canít be optioned onto the base the b Carrera. The standard-fit PASM Sport Chassis lowers the ride height by 20mm, hunkering the car down onto the 20-inch Titan Grey wheels. Thereís also a deeper front splitter, seats trimmed in Sport-Tex material with leather bolsters and Carrera T legends on the dials, kick plates, door decals and engine cover. Just about the only bum note is the pair of fabric door pulls protruding from the fully stitched leather-trimmed door cards. Porsche also sells the car with the rear seats and infotainment as no-cost options. Youíll almost certainly want at least the latter put back in.
Available with either the so-so seven-speed manual or slick PDK, the Carrera T makes the most of t of the diff and lower centre of wer cent e of gravityto fullyd of y deploy gravity to fully deploy its 450Nm s 450N on cor er on corner exits. Thereís a level its. Ther s a level of b ig ma of benign malleability to the car bi y to t th t makes t a that makes it a genuinely wieldy nu nely eldy prospect on Australian roads prospect on Au ral an roa and you get something from the and yo et s met ing from th turbocharged engine even when youíre not pulverising the redline. The four-wheel steering also adds a welcome measure of both low-speed agility and high-speed stability. Maybe because of its shorter gearing, fuel economy is worse than a base Carrera, though. A PDK-equipped Carrera will see 7.4L/100km whereas an equivalent Carrera T will drink 8.5L/100km: a 15 percent hit in efficiency for a supposedly lighter car with the same power.
Other than that, the 911 Carrera T barely puts a foot wrong. Itís the no-nonsense driverís 911 Carrera weíve been waiting for ever since the 991-generation car debuted in 2011. Done to a T, you could say.
The thinner Gorilla glass and sound insulation st p-out strip-out doesnínít make the Carrera T ar era T significantly louder than si ni ica y louder t the base Carrera. As much th Ca re Asmuch as an as anything itís the removal re val of the rear seats that has f the biggest effect on the Carrera Tís interior acoustics. This introduces a little more mechanical character into the soundtrack, the turbocharger laying a subtle backing track of zizzes and wheezes at part throttle. Thereís also a welcome propagation of the breathy treble notes of old 911s that we thought the latest blown 991s had lost for good.