Porsche’s iconic sports car can now be had with a basic engine and lighter body. Can the so-called Carrera T be more fun to drive?
The number of variants in the Porsche 911 Carrera lineup have swelled to new heights in recent months that you’d probably might have lost count of which is what.
When it comes to body styles, you can choose from a traditional coupe, laid-back cabrio or that unique Targo top.
If it’s performance than matters, there’s an array of engines to choose from, not to mention the type of transmission or number of driven wheels.
And if that’s not enough, there are some hard-core models in the GT range that can be driven both on the road and track.
In fact, Porsche has built a reputation of spinning off so many derivatives from a single basic model that many other rival makers of high-performance cars are now following suit. In short, this is seen as the best way in maximising the business case of making such vehicles.
As you now well know, today’s 911 (codenamed 991) is now in its sixth year of production, has already been given its mandatory mid-life facelift (nicknamed 991.2) and is about to be replaced with a next-generation model (referred to as 992) later this year.
But before the redesign is going to happen, Thai fans can still brace for more variants of the 991-based 911. Late last year, the Weissach boys have dusted off a moniker called Carrera T (standing for Touring) which is spin-off of the most basic model running the 370hp 3.0-litre twin-turbo flat-six motor.
Although one might be inclined to think that the Carrera T is about comfort-oriented traits for long distance driving, it’s actually the opposite. What the Carrera T receives instead are the 20-inch alloys from the go-faster 400hp Carrera S, a shorter rear axle ratio, louder exhaust sound and the PASM sport chassis that helps lower the body by 20mm.
It doesn’t stop here. A stricter dietary regime has been prescribed to the Carrera T including less sound absorption materials, rear windshield and rear side window made from lightweight glass, plus the deletion of the doggie seats behind the front chairs. In all, this has made the dry weight fall by 20kg.
Topping off the Carrera T treatment are some visual aesthetics like a redesigned front spoiler lip, slatted grille on the rear engine cover, fabric seats and cloth door opening loops inside.
All of a sudden, this sounds like a pared-down 911 for the sake of driving enjoyment rather cruising refinement. Actually, that’s the whole idea of the Carrera T which can now be had for 11.7 million baht in Thailand that’s more or less the same in price as regular Carrera coming in coupe, 370hp, PDK auto and rear-wheel drive form.
That said, can the Carrera T actually deliver on the road with its goals of shifting driving enthusiasts from the stock model? After an intensive drive with the Carrera T in Europe this month, Porsche is probably right about its mission.
After ascertaining the Carrera T’s well-being on the skin, the most notable differences in the cabin are those aforementioned details.
Sure, those straps on the door panels may give some feeling of a race car, but they really don’t operate in the same natural manner as conventional handles and appear more of a gimmick.
But the textile seats look quite special and are actually good to sit in. In fact, they felt supportive at all times and didn’t make the entire driving any tired.
And yes, the removal of the rear seats should have been done ages ago because they’re simply hopeless to sit in. What’s left is just two basins to store some small stuff, although there’s no flatbed option of whatever type.
Porsche probably doesn’t want to make the entire 911 family a strict two-seater because that concept belongs to the 718 Cayman/Boxster models positioned a rung below in the brand’s lineup of sports car.
Upon driving off, you’ll also be able to note the lower body height and the firmer ride that has also resulted from those bigger wheels. It’s not that uncomfortable, but the reduced levels of external noise suppression has certainly made the cabin noisier while driving. The din becomes especially loud when you start to drive fast on the German autobahn.
However, driving enthusiasts may like that for the fact that the exhaust and engine can be heard more, as if the tune is so musical on the ears, which it ain’t. You can even ramp up the riot by pressing that button on the centre console.
Speaking of that, the driving environment in the 911 is now somehow showing its age. There are too many buttons strewn here and there, the infotainment screen is small and there’s no head-up display to help keep the driver’s eyes firmly on the road when driving quickly.
But other than that, the driving experience is more fun that in the regular Carrera. There’s more grip and handling sharpness in the Carrera T and, despite a not-so-tuneful flat-six engine, the performance is aplenty at all times and utterly tractable from low engine revs.
Credit surely goes to those twin turbos whose response can be made sharper when switching the drive selector to the more aggressive settings. The higher levels of accessibility to the engine’s performance is also probably due to the revised axle ratio.
Our test car came with a seven-speed manual gearbox which proved to be slick at most times but occasionally notchy, especially when shifting from second to third and sixth to seventh gears. We’d easily recommend the twin-clutch PDK automatic and its lightning-quick gear shifts which is actually the option specified in that Thai retail price.
In the end, the Carrera T proves to be a satisfying drive for those who don’t want to spend more money on a higher or an unnecessarily more powerful Carrera. There are some compromises to be made, particularly in refinement terms. But if that doesn’t bother you, the Carrera T is a decently fun one to drive.
