2024 Porsche 911 Carrera 4 GTS - Wild Luxury Sport Car!

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2024 Porsche 911
Starting at $116.050
Highs: Performance benchmark for many reasons, delicious turbo flat-six powertrains, surprisingly easy to live with daily.
Lows: Interior storage could be more generous, toggle-shaped automatic shifter isn’t that intuitive, six-figure price tag no matter which one you choose.
Verdict: Equal parts sports car and grand tourer, the Porsche 911 comes by its icon status honestly.
Pricing and Which One to Buy
The price of the 2024 Porsche 911 starts at $116050 and goes up to $223.650 depending on the trim and options.
Carrera: $116,050
Carrera 4: $123,350
Carrera T: $126,550
Carrera S $132,950
Targa 4: $136,150
Carrera 4S: $140,250
Carrera GTS: $152,550
Targa 4S: $153,050
Carrera 4 GTS: $159,850
Targa GTS: $172,650
Dakar: $223,650
Engine, Transmission, and Performance
Mounted in the rear of the 911 is a twin-turbo 3.0-liter flat-six-cylinder engine. The base Carrera has 379 horsepower, the S pumps out 443 ponies, and the GTS generates 473 horses. While every model comes standard with a ridiculously quick-shifting eight-speed automatic transmission, a sweet seven-speed manual is offered but you'll have to shell out for an S or GTS to get it. The coupe and cabriolet have standard rear-wheel drive, but they can be fitted with all-wheel drive for four-season, high-performance driving. The Targa is all-wheel drive only. We've tested the base Carrera as well as several variations of the more powerful Carrera S, which proved its prowess at the racetrack and its incredible traction in adverse weather conditions. No matter the application, every 911 has astonishing acceleration, especially when the gleefully good launch control is utilized. At our test track, the GTS model bolted to 60 mph in just 2.8 seconds when equipped with the eight-speed automatic; with the seven-speed manual, the 911 GTS delivered a slightly slower 3.2-second result in the same test. Porsche's optional sport exhaust system also helps enhance the experience by providing a fuller engine note. Best of all, the 911 is as comfortable as ever and also better to drive. Its steering is communicative and brilliantly direct, and the coupe and convertible have increased cornering grip and stability. The ride quality is surprisingly supple, too, despite the 911's amazing body control, which allow drivers to seamlessly switch between relaxed and spirited romps.
Interior, Comfort, and Cargo
The 911's interior continues to look sophisticated rather than complicated, with a mix of buttons, knobs, touch-screen controls, and-for the first time ever-a large center cupholder. The gauge cluster also deviates from history, ditching the mainly analog instruments for mostly digital ones. While these screens have some user experience issues and can be blocked by the steering wheel, the central tachometer still uses a physical needle that follows the engine's revs towards its heavenly 7400-rpm redline. The 911's low-slung driving position and supportive front seats are fantastic, and the steering wheel has a wide range of adjustment. We only wish Porsche used less piano-black trim on the center console, provided more interior cubby storage, and gave this icon of a car a grander shifter than the stubby flipper that comes on automatic-equipped models. Although the 911 continues to offer seating for up to four in theory, the tiny back seats remain as hostile to adults as they were when 911s first hit the road in the mid-1960s.
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