The Moment of Delivery: Expectations vs. Reality of the 911 Dakar

This time, my younger brother purchased a Porsche 911 Dakar.

I accompanied him to pick up the car and then we went on a roughly 900-kilometer grand touring drive together, so this report covers that experience.

What kind of impression do you have of the Porsche 911 Dakar? Honestly, I wasn’t very interested in this car. I had the impression it was just a 911 with raised ride height, a derivative model that could handle off-road and serve as a family leisure car.

For example, I thought it was positioned like Audi’s Allroad Quattro or Mercedes-Benz’s All-Terrain models.

However, after actually driving it, I realized it’s a completely different car. I’d like to explain its appeal here.

That day, we went to the dealer where my brother bought the 911 Dakar to pick it up. Covered with a protective sheet, the 911 Dakar looked only slightly taller, and its overall silhouette was no different from a regular 911. It was finally time to remove the cover and face the car in person.

The 911 with the decal “Rally 1978” looked very cool. It might stand out a bit too much, but for the Dakar, this level of boldness is just right.

First Drive: From City Streets to Winding Roads

When the engine started, it woke up with a loud roar just like other 992 models. Aside from the raised ride height, the interior and controls were exactly the same as other 911s, so there was no confusion.

We left the dealer and drove through the city. My brother drove first, and I sat in the passenger seat. The only noticeable difference was the louder block noise from the tires, but it didn’t feel strange at all. The ride was very comfortable, smooth without any harshness.

These specially designed Pirelli Scorpion tires are absolutely fantastic. They’re impressively versatile and a must-have choice for the Dakar.

We then headed to a nearby winding road. After driving several dozen kilometers, the sharp edges of the new tire blocks seemed to have rounded off. Road noise was also suppressed, making it hard to tell the difference from regular tires.

By the way, the tires on this 911 Dakar are Pirelli’s factory-original Dakar-specific tires developed in collaboration with Porsche. Although the tread blocks look very large, they were comfortable even during sporty driving. The sound, ride comfort, and grip were all tuned to an extremely satisfying level.

We took some sporty corners on the winding road. The steering feel was very close to that of the Carrera T, with a light and agile touch. This is probably thanks to the lithium-ion battery.

The driving experience is truly excellent. I felt embarrassed for having imagined it as just a raised 911 family car that can go anywhere.

It’s not an exaggeration to say it’s like a GT3 that can also handle off-road, with performance and feel at a very high level. It’s definitely oriented toward racing rather than family use.

The big difference from the GT3 is the target terrain. Unlike the GT3, which is aimed purely at circuits and smooth winding roads, the 911 Dakar’s strength is being fast on all kinds of surfaces.

The Porsche Essence: Handling and Performance

The ride is comfortable in any situation, and the confidence of the four-wheel drive feels as natural as in a regular car. It might seem like a family car, but the precision of handling, cornering stability, posture, and the information from the steering are pure Porsche through and through.

My brother said, “It’s easier to drive than the 992 Carrera S. It doesn’t feel like a rear-engine car, and the handling is natural. Unlike the Carrera S’s ground-hugging cornering, it turns naturally like a regular car, yet is fast and stable.”

Certainly, the higher ride height means more body roll than a regular Carrera, but it settles firmly during cornering. There’s no unpleasant vertical movement, and vibrations are suppressed for smooth turning.

This is also why the ride feels comfortable and like a regular car. Because it doesn’t corner with minimal roll like the Carrera S, even passengers in the front seat hardly feel lateral G-forces. The suspension seems to flex just enough to dissipate vertical G-forces.

Both my brother and I became silent, fully focused on the fantastic driving on the winding roads. And above all, the sound is amazing.

The tone is close to the Carrera T, but the PDK control is clearly different from the Carrera S or Carrera, and also distinct from the GTS base.

From a standstill to very low speeds, the PDK clutch engages with slight vibrations. At 40-50 km/h, the flat-six engine resonates clearly inside the cabin, but it’s not unpleasant.

I’ve experienced many 992 PDKs, but when cruising around 3000 rpm in third gear, the sound is usually not very pleasant. There’s quite a bit of mechanical noise, and it’s hard to call it “enjoyable.”

However, the story is different for the Carrera T’s manual and this 911 Dakar’s PDK.

It produces a very clear sound close to a naturally aspirated engine, allowing you to cruise around 3000 rpm with great pleasure. This is truly satisfying, and one of this car’s biggest charms is being able to enjoy the 480 hp engine on public roads without pushing it hard.

In the next part, I’ll share impressions of its performance on the highway, night driving, and the Matrix LED headlights.