Every new Porsche 911 is a revelation. Somehow, Stuttgart consistently refines its legendary model, making it even more compelling and relevant for each new era.
We recently took the updated 992.2 911 Carrera—the entry-level variant—for a spirited run, and as always, it offered plenty to reflect on.
First, the updates: the new model features subtly refreshed front and rear bumpers. They’re understated tweaks, sure, but they inject just enough freshness into the classic 911 silhouette. The headlamps and taillights have also been reworked, though the exact look you’ll get depends heavily on your spec. Our test car featured a few options: sharp new matrix LED headlights, paired with a sleek, desaturated taillight bar – the standard being Porsche’s iconic full red strip.
On the road, the Carrera delivers power that’s more than sufficient for spirited daily driving. It might not stun you with raw figures, but it certainly won’t leave you wanting.
At the rear, a redesigned grille signals further subtle evolution. However, it’s under the skin where Porsche enthusiasts will truly perk up: power now climbs by roughly 10 bhp thanks to the adoption of a larger turbocharger from the outgoing GTS and a beefier intercooler from the mighty 911 Turbo. Admittedly, we expected a heftier boost from the reworked 3.0-litre twin-turbo boxer engine. But perhaps the addition of four catalytic converters—necessary evils due to tightening emissions regulations—or Porsche’s deliberate power hierarchy, restrained the Carrera from stretching its legs too far.
Regardless, real-world performance leaves nothing to complain about. On the road, the Carrera delivers power that’s more than sufficient for spirited daily driving. It might not stun you with raw figures, but it certainly won’t leave you wanting.
Inside, changes are similarly restrained but impactful. The standout feature is the new 12.6-inch digital instrument cluster, replacing the much-loved classic Porsche ringed dials. I preferred the old-school analogue charm, but digital is the future that Porsche is embracing.
One interior change that left me perplexed was Porsche’s decision to ditch the traditional, tactile key-twist ignition in favour of a generic push-start button. The old method felt distinctly Porsche, adding a mechanical connection and sense of occasion every time you started the engine. This new setup feels disappointingly ordinary and somewhat out of character for a car so steeped in heritage.
But enough about switches and dials—let’s address the key questions every Singaporean sports car buyer cares about: Is it engaging to drive, and can you live with it on a daily basis?
Happy to report the answer to both is a firm yes. The 911 Carrera is still an absolute joy to drive. Acceleration is brisk; Porsche claims 0-100 km/h in 4.1 seconds, and that feels spot-on—my trusty butt-dyno approves. Tackle a twisty route like 99-bends, and you’ll find there’s still a hint of the 911’s rear-weighted balance shifting through tight transitions. It’s no lithe Cayman, but its inherent balance inspires confidence. The brakes, as usual with Porsche, are exceptional.
The revised suspension is impressively compliant, smoothing out the imperfections of Singapore’s roads effortlessly. It’s arguably the most daily-friendly and comfortable 911 yet.
When the excitement calms, the Carrera settles beautifully into its other role as a genuine Grand Tourer. The revised suspension is impressively compliant, smoothing out the imperfections of Singapore’s roads effortlessly. It’s arguably the most daily-friendly and comfortable 911 yet.
Yet there’s one critical aspect that leaves something to be desired: the sound. Flip the Carrera into Sport mode, and while it does get noticeably louder, the drama you’d expect from a sports car is disappointingly absent. Even in Sport Plus, despite the heightened revs and noise, the exhaust note feels muted and sanitised. Gone are the pops, burbles, and crackles of overrun—those playful sonic trademarks that add so much character.
Our test car had a staggering $120,000 worth of options, bringing the sticker price to around $690,000 (base price is $570,000), excluding COE. On that note, how about we spec one up for ourselves? Well, this is what I’d choose:
- Standard black paint: No additional cost
- RS Spyder wheels: $16,072
- Two-Tone Partial Leather Interior, Black-Chalk Beige: $3,405
- Sport Chrono Package with Porsche Design Subsecond Clock: $17,672
- Sports exhaust system: $14,912
With a total price of about $621,329, factoring in COE and some negotiation, we might squeak in at slightly above $700,000.
All things considered, not too bad for the modern Porsche 911 Carrera. It remains an incredible sports car—one that’s fast, refined, and eminently usable. It’s a subtle yet meaningful evolution, and while it doesn’t tick every box, it undoubtedly keeps the 911 legend very much alive.
