2022 Porsche 911 Reviews, Pricing & Specs

There’s perhaps no vehicle that is as recognizable as a Porsche 911. Since its introduction in 1963, the 911 has stuck with its rear-engine layout and iconic styling. Porsche has chosen to gradually evolve the 911 over decades rather than completely rethink it with every generation. As a result, the Porsche 911 is one of the best sports cars on sale today, but it's also somewhat limited in how much it can change.

At its core, the Porsche 911 is a “driver’s car.” It’s intended for those who derive pleasure from performance and are willing to make some sacrifices for that level of athleticism. Being a driver’s car is both an affirmation and an excuse, and in this case, it can be clouded by a shopper’s enthusiasm. That said, the majority of the numerous 911 models are relatively comfortable and easy to live with as a daily driver.

Whether you’re sold on the 911’s performance or prominence, you’re sure to appreciate its sturdy build quality and refined interior, which help to justify the rather exorbitant pricing. If you’ve been coveting a 911, you may want to start thinking about satisfying that urge sooner rather than later. With the push toward an all-electric future, it’s not clear how long the 911 will remain in its current internal-combustion state. There is already official word that the next-generation Porsche Boxster and Cayman sports cars will be electrified. Considering how good the Taycan electric sedan is, we’re looking forward to seeing how Porsche tackles a 911 EV, should it decide to go that route.

The 911’s engine is just as iconic as the car itself. Since its debut, the 911 has been powered by a horizontally-opposed six-cylinder “boxer” engine mounted behind the rear axle. This places more weight at the car's tail, which tends to induce oversteer or fishtailing when approaching the handling limits. This weight balance favours racing or high-performance driving, as the vehicle is more responsive and can rotate its tail into turns and increase overall speed.

By comparison, most vehicles favour understeer, or front-end plow, because it’s safer and easier for the majority of drivers to recover from this type of event. Early 911s had a reputation for being more difficult to drive, with many suffering from rear-end crash damage, but over the decades, technology and engineering have made them much more manageable.

Today’s Porsche 911 roster is very deep, with 10 variants to choose from. The base Carrera’s 3.0-litre turbocharged boxer-six produces 379 horsepower, which is plenty for a car this size. The Carrera 4 (and indeed any 911 with a 4 in its model name) denotes it as all-wheel drive (AWD), as opposed to the standard rear-wheel drive (RWD). Stepping up to the Carrera S increases output to 443 hp. We spent some time with the new 473-hp, 420 lb-ft GTS, which represents a middle ground between the Carreras and higher-performing 911 models, including the Turbo and Turbo S, GT3 and GT3 Touring, and the forthcoming GT3 RS.

An eight-speed dual-clutch transmission (PDK in Porsche-speak) is offered on almost all 911 models while a seven-speed manual gearbox is available on S and GTS models (GT3 models get a seven-speed PDK and six-speed manual transmission). The PDK will improve acceleration and fuel efficiency but the manual is the preferred choice for drivers seeking more engagement.

Our Porsche 911 Carrera GTS Cabriolet (convertible) test vehicle has the PDK transmission and is estimated to reach 100 kilometres per hour in a mere 3.6 seconds, with a 309 km/h top speed. Needless to say, it has more power than the majority of drivers will ever desire, but it’s not at all intimidating because this grade of 911 is easy to drive conservatively. In many ways, it’s as well-mannered as the base Carrera. Prod the throttle pedal harder and the engine (which breathes through a GTS-spec sport exhaust system) responds with appropriate levels of aggression. To further extend its performance reach, there are also Sport drive modes that sharpen engine and transmission response as well as stiffen the suspension’s adaptive dampers.

The 911 corners with thrilling confidence and can still be coerced into oversteer, but you’ll have to be very deliberate and aggressive about it. Otherwise, it carves through turns with precision. Adjusting the stiffness of the suspension noticeably changes how compliant it is over ruts and bumps, but even on broken pavement, the ride is never harsh.

In the same vein, the brakes are very effective at rapidly scrubbing off speed, yet are easy to modulate and smooth in everyday driving conditions. This is emblematic of the 911 in general. It’s an accomplished sports car that makes minimal sacrifices to drivability, comfort, and refinement.

The interior design blends the 911’s historic personality with modern sensibilities. On the surface, there’s a simplicity that is reminiscent of older 911s, with a large analog tachometer dead-centre in the instrument panel flanked by smaller secondary digital gauges. There’s also a 10.9-inch infotainment touchscreen in the middle of the dash that allows for some buttons to migrate to the screen rather than take up valuable interior real estate. Thankfully, there are still many physical controls for climate, audio, and drive modes that can be operated without the distraction of having to use the touchscreen.

The standard seats are comfortable and supportive over long distances. Upgrading to sport seats increases the side bolstering for improved lateral support when cornering and doesn’t negatively affect comfort, but larger passengers might feel a bit constrained. There’s plenty of space for taller drivers and front passengers, but the rear seats are comically small. They’re better suited to carrying cargo overflow rather than passengers, and you’ll need that added cargo shelf since the front trunk is limited to a paltry 132 litres.

Interior storage for your personal items doesn’t fare much better. There’s a multipurpose pocket in the centre console that can also be a cupholder, a very shallow armrest bin, small door pockets, and that’s about it. But Porsche and its fans are quick to point out that the 911 is a driver’s car, putting practicality second to performance.

If open-air driving is your thing, you’ll be pleased to know that the convertible’s fabric top can be stowed or deployed in 12 seconds with a press of a single button at speeds up to 50 km/h. The top does an excellent job of filtering out wind noise, to the point you may forget it’s a convertible. With the top down, wind buffeting is greatly reduced by a power-folding mesh wind blocker behind the front seats, further reinforcing the notion that the back seats aren’t meant for passengers.

Overall, the 911’s interior features excellent materials and sturdy construction. There’s a certain seriousness and austerity about the cabin that can be livened up with a splash of colour from the upgrades menu, but be warned: Porsche options are notoriously expensive.

Since the 911 is billed as a driver’s car, technology features are further down the priorities list. The infotainment system’s touchscreen is mounted lower than many other vehicles, where it’s typically placed on top of the dash. As a result, you have to take your eyes off the road to use it, which is not ideal. Bluetooth is standard and Apple CarPlay is wireless, but Android Auto still requires a USB cable. In CarPlay, the on-screen app buttons are also rather small, making it incrementally more difficult to use.

The base audio system will likely disappoint many users, so we recommend upgrading to at least the optional Bose system. The premium system’s $5,560 price tag is wince-inducing but audiophiles should be able to justify the cost. Remote ParkAssist is also available as an add-on to the Premium package.

Otherwise, most of the innovative technology is incorporated into the various drive systems. The default Comfort drive mode and Sport Plus mode noticeably change the character of the car, sharpening responses and dialing back the traction and stability controls. Furthermore, the Sport Chrono package adds several performance-related features, including a lap timer with analysis that can be performed on a connected smartphone.

The 2022 Porsche 911 has not been evaluated by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS), which isn’t unusual for high-end luxury vehicles.

Forward-collision warning with automatic emergency braking, blind spot monitoring, and lane-keep assist are standard on the base Carrera. The optional Premium package adds adaptive headlights and a surround-view camera system. Other options include night vision and an integrated dash cam feature. Feature availability will vary depending on trim level, too. Compared to conventional sedans and SUVs, the 911 offers very few safety features, but this relative scarcity is typical of sports cars.

With a starting new car MSRP of $115,000 (not including destination charges of $1,750) for the base Carrera coupe, the Porsche 911 is not a purchase that is easily justifiable. It’s an aspirational purchase that makes you feel special and can give you a rush of adrenaline and we’re glad the original formula has remained largely intact.

In the lower Carrera lineup, pricing is consistent. If you want to step up to an AWD Porsche 911 Carrera 4, it will cost $123,400. Going with a Carrera 4 Cabriolet (AWD convertible) or 911 Targa 4 semi-convertible (only available with AWD) will set you back $138,000. The more powerful RWD Carrera S coupe has a starting price of $133,100 and the Carrera 4S and Cabriolet follow at $141,500 and $156,100 respectively. The same holds true for the Carrera GTS that starts at $150,700 and the Carrera 4 GTS at $159,100.

Things start getting exorbitant when you reach the higher-performance 911 Turbo models. Note the capital “T” in Turbo, since these follow the traditional 911 naming structure from before the lower-level models were also turbocharged. The 572-hp Porsche 911 Turbo coupe starts at $198,400 and the 640-hp Turbo S costs $235,600. The track-focused and naturally aspirated Porsche 911 GT3 starts at $180,300. At the top of the lineup is the Turbo S Cabriolet with a stomach-turning $250,200 starting price.

With this broad and lofty price range, there are plenty of rival performance cars. On the low end, the Chevrolet Corvette is a relative bargain, while the BMW 8 Series and M8 are more in line with the 911. Let’s also not forget Porsche’s own 718 Boxster and Cayman, which deliver similar thrills at a much more accessible price. On the higher end, the Audi R8 and Aston Martin Vantage and DB11 are worthy alternatives. Past that, you’re looking at exotic supercars from the likes of Ferrari and Lamborghini.

In the Porsche 911 lineup, we’re confident that the base Carrera or Carrera S will easily satisfy the vast majority of drivers. The GTS, Turbo models, and especially the GT3 are best enjoyed on a racetrack where you can explore their full potential. Otherwise, you’re just paying for bragging rights.

Note: Images and video show a US model.