Porsche 911 Carrera T

It’s been almost two months since the Porsche 911 Carrera T arrived at our home.

During this time, my wife has been the primary driver of the 911 Carrera T, mainly handling the break-in period. I myself have only driven it occasionally and not daily. However, recently I’ve had more time behind the wheel, so I’d like to share a review of the Carrera T here.

Just because my wife bought the car herself doesn’t mean I’m going to give it any special favoritism. In fact, if you look at my past reviews of cars I’ve owned, you’ll see some negative impressions too—like how the 992 Cabriolet wasn’t a car I wanted to take touring much, or how the GT3 could be frustrating at times.

So please understand that everything I’m about to say is completely honest.

First Impressions of the Porsche 911 Carrera T

To start, my first impression on delivery day honestly wasn’t that great.

Specifically, while the engine sound at startup was loud, once driving, the engine noise was barely audible, making it feel like a somewhat quiet 911. Also, the engine’s feel was a bit stiff, lacking the smoothness I expected. On the other hand, despite having the PASM Sports Suspension lowered by 10mm, the ride quality was surprisingly good.

However, overall, it still felt like just a regular 992 Porsche 911.

Seats from the Carrera T-exclusive Carrera T Interior Package

Talking with my wife, we exchanged impressions like “It’s quieter than I thought.” She even said, “Honestly, the 981 Boxster GTS is more fun.”

I agreed with her; the delivery day impression was that it lacked impact.

As the Break-In Progressed

However, that impression changed after about 300 to 500 kilometers. My previously negative wife started saying, “The Carrera T is really fun lately!”

Around that time, when I drove the Carrera T again, my impression was completely different.

First, the engine sound became clearly audible. This was a stark contrast to delivery day. Even when cruising through town in 2nd or 3rd gear, the pleasant six-cylinder sound makes driving enjoyable. Turning on the sport exhaust makes it even better, producing a perfectly balanced volume—not too loud, not too quiet.

The engine also runs very smoothly, with noticeably less friction than at delivery.

The Sports Design Package gives it GTS-like aero and raises the license plate position.

Compared to the 992 Cabriolet we have at home, the sound quality differs slightly. Specifically, the Cabriolet sounds noisier and has a more aggressive turbo character. In contrast, the Carrera T’s sound is calmer and more refined.

When rhythmically accelerating through 1st, 2nd, and 3rd gears with manual shifting, the balance with the sound is excellent. The shifts are smooth, very short-throw, and engage crisply with just a flick of the wrist.

I think the manual transmission in this 992 is excellent. The 991 GT3 manual was also very good, but personally, I find this one even easier to operate with better feel.

The Appeal of the Base Carrera Engine

The engine’s torque feel is ample, and turbo lag at low RPMs—often felt in S and above engines—is minimal.

This makes acceleration from low speeds in town very easy, and mid-speed acceleration on highways like the Hanshin Expressway is also effortless.

Honestly, the combination of this base Carrera engine and manual transmission is exquisite. No, it’s the best.
Although it’s turbocharged, the engine revs like a naturally aspirated one, and controlling its torque characteristics with the manual shift sometimes even feels like an extension of the NA engines in the 981 or 991.

Of course, it can’t match the overwhelming power and high-revving nature above 4000 rpm of the S model, but still, very few would call this car slow.
Even as a base Carrera, it’s very fast. Going any faster might actually make it harder to handle.

Rather, the ease of use, torque-rich feel, and minimal turbo lag in the everyday driving range below 4000 rpm are far more valuable advantages.

Exquisite Handling

And the most remarkable feature of this 911 Carrera T is its handling. First, the steering is incredibly light.

To be precise, it’s not just light—it has very low friction. As a result, the steering feels very refined, and you can clearly sense the tire contact and angle through your hands.

Of course, this is a model without Power Steering Plus. Even so, it feels very different from the 992 Carrera Cabriolet. The Cabriolet’s steering is heavier and feels very solid, giving an impression closer to the Carrera 4 models compared to the 991 generation.

I wondered why there’s such a big difference even though they’re both base Carrera models of the 992.

The answer is probably that the Carrera T is equipped with a lightweight lithium-ion battery.

[caption id="attachment_31545" align="alignnone" width="1280"] Standard lightweight LiFePO4 battery on GT3, Turbo, and Carrera T

I wrote about my impressions when I replaced the battery in a 981 Boxster GTS with a lithium-ion one in a previous blog post, and the feeling is exactly the same here.
The physical weight change shifts the center of gravity, and the reduced front-end weight improves turn-in response. The strong power delivery of the lithium-ion battery likely positively affects the electric power steering.

This lithium-ion battery effect is undoubtedly huge. I can say that with confidence.

In Porsches, the heavy battery is located just below the windshield, a spot that greatly influences the center of gravity, so making it lighter has a big impact on handling.

Operating this wonderful steering through corners feels very quick. However, it’s not at the level of a GT3. It doesn’t have that razor-sharp racing car edge, and if anything, the initial steering response feels better in the Carrera Cabriolet.

But once the steering angle is applied, the Carrera T’s responsiveness is overwhelmingly superior.

This particular car is equipped with the optional rear-axle steering, which has a huge effect. It keeps turning endlessly and clears corners effortlessly. You almost forget it’s a rear-engine car—it handles like a mid-engine one. Because of this, even at somewhat high cornering speeds, there’s no sense of unease, and you can confidently and aggressively take the inside line.

Winding roads are truly fun. It’s the best 992 I’ve driven so far.

Honestly, I never really wanted to go touring in a 992 Porsche 911. It’s a great car for city and highway driving, but on long-distance tours through various Japanese winding roads, it sometimes felt a bit too well-behaved and left me wanting more excitement.

But the Carrera T is different. The combination of the Carrera engine and manual transmission, plus the PASM Sports chassis and lightweight battery, makes a big difference. This is the first time I’ve felt an emotional 992 that really appeals to the senses.

Ride Comfort in the City

Next, I’d like to share impressions of city driving. The biggest concern was the ride comfort of the PASM Sports chassis, but it’s absolutely fine. Of course, compared to a regular Carrera, it can sway side to side over road repairs and bumps. This is also felt in the GT3, but it’s much gentler here. On smooth roads, it even feels more comfortable than the Carrera.

Surprisingly, even with the PASM Sports chassis, this kind of parking block is no problem.

I had a bad impression of the PASM Sports after test driving an S model equipped with PASM Sports and PCCB at the dealer, where the ride was harsh. But after test driving the Carrera T, my impression of PASM Sports changed dramatically. I think it’s perfectly suitable for everyday use.

However, for those who prioritize ride comfort, such as using it as a date car, the overall ride quality in various situations is probably better with the standard PASM.

This Is the True “Touring Package”

Overall, I believe this Carrera T is a true “Touring Package.”

There’s no falsehood in the “T” standing for Touring in the model name. Whether on long-distance tours, in the city, in traffic jams, on highways, or on winding roads, you never feel frustrated.

It’s always fun. You always want to keep driving.

You want to keep driving it forever. Finally, I’ve found a true touring machine—that’s what this 911 is.

Of course, for those who seek explosive acceleration, engine revving, or a car with flair, the S, GTS, or even GT3 models might be better.
But from the perspective of maximizing Porsche’s appeal on public roads and enjoying the pure driving experience, I don’t think there’s a more balanced 992 911 than this.

Truly perfect balance in the 992—that’s my impression.