2020 Porsche 911

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2020 Porsche 911
MSRP Range: $97,400 - $120,600

MSRP$104,700
Edmunds suggests you pay$120,778
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2020 Porsche 911 Review

  • Impeccable handling inspires driver confidence
  • Powerful and surprisingly economical engines
  • Premium interior with lots of customization possibilities
  • Comfortable and practical for daily driving
  • Infotainment system is quirky and hard to reach
  • Engine doesn't provide much aural thrill
  • Fully redesigned for 2020
  • Many small changes to the exterior and a completely new interior
  • Designed to be more comfortable over a wider variety of driving conditions
  • Kicks off the eighth 911 generation
EdmundsEdmunds' Expert Rating
Rated for you by America’s best
The Porsche 911 expertly fills the middle ground between touring and scintillating performance. The new interior will likely divide opinion, but Porsche's push for modernity has been largely successful. Though it may have lost its evocative sound, the 911 hasn't lost its benchmark status.
We tested the 911 Carrera S with the PDK eight-speed dual-clutch automatic transmission. Acceleration is impressively rapid in any situation. The launch control mode is easy to activate, and with it we observed a 0-60 mph sprint of just 3.2 seconds. This car feels as if it can do full throttle and high speeds all day.

Similarly impressive are the brakes. Our test vehicle had the optional carbon-ceramic brakes, and they stopped our test car from 60 mph in a scant 97 feet. Brake feel and pedal effort are excellent for both casual and high-performance driving. Around turns, the 911 is so quick and precise that it feels as if it's tapped directly into the driver's mind. Even with all this capability, the 911 is an easy car to drive in everyday conditions thanks to its best-in-the-business PDK automatic transmission. The breadth of the 911's capabilities is nearly unrivaled at this price.
Overall comfort is impressive considering how much performance the 911 provides. The optional ventilated adaptive sport seats are agreeable even after several hours of driving, for instance. Our test vehicle had the optional sport suspension. With it, you'll feel every flaw in the road, but impacts are never harsh, even when driving in Sport mode.

Road noise is more noticeable than in some rival sports cars, but it's not grating. The engine sounds rough and surprisingly unrefined at cold startup and really doesn't start sounding like a proper 911 flat-six until you get the revs high. Buyers new to the 911 might not mind but returning customers will pine for the sound of older 911s.
Porsche bills itself as a builder of driver's cars, placing technology and infotainment as secondary concerns. While some owners may appreciate that sentiment, we're sure more will be disappointed in both the execution and functionality of many of the 911's advanced features.

For example, many drivers will find the high-definition touchscreen and controller knob placed just out of reach, and the on-screen buttons are too small. Apple CarPlay is easier to use and has more natural voice controls than Porsche's native system, but Android Auto is not offered. The standard audio system is truly disappointing — it sounds weak and suffers from terrible staging.
Because the engine occupies the rear half of the car, cargo space is restricted to a 4.6-cubic-foot bin under the hood. It's large enough for two soft-sided carry-on bags but not much else. You can use the rear seats for additional storage, but getting stuff in and out requires an awkward stoop and a tight squeeze. There's also not a lot of space for your personal items. The cupholders, pockets and bins are all small, so pack accordingly.

Want to take your new baby along for a ride? The car-seat anchors are easy to find, but that's about the only good thing we can say. The lack of rear seat room means installing a child safety seat is very difficult. (The same goes for getting a child in or out.) But if you really need a vehicle for family duty, the Panamera, Cayenne and Macan are obviously better suited.
The EPA estimates the Carrera S at 20 mpg combined (18 city/24 highway), which is good for the class. As with any sports car, achieving those results is an exercise in restraint. On our best behavior, we only managed 16.4 mpg. On a racetrack, our results plummeted to a wastefully rewarding 6.6 mpg.
The Carrera and Carrera S base pricing is right in there with other sports car rivals, but you won't get nearly as many standard features as you would with the competition. At this price, competitors such as BMW 850i come almost fully loaded. In some cases, you'd have to shell out tens of thousands of dollars to option-up a 911 to a similar specification. Of course, the build quality is excellent, and Porsche offers nearly endless opportunities for personalization. In warranty coverage and ownership experience, it's comparable to the rest of the class.
When it comes to pure driving joy, the 911 Carrera S gets it right. It's very entertaining to drive and, even more important, it's easy to drive in a spirited manner. The impeccable steering and predictable handling encourage the driver to push a little harder, yet the 911 remains controllable if you overstep those boundaries.

Just as impressive as its outright performance is the 911's friendly demeanor in everyday situations. The 911 is perhaps a victim of its own success since its prevalence means it doesn't turn heads as much as some other sports cars. But it hasn't lost any of its style or desirability.

Although the 2020 Porsche 911 kicks off a new generation — code-named 992 — it isn't wildly different from its 991 predecessor. If you want that from your next sports car, Chevrolet will be happy to sell you a mid-engine C8 Corvette. But the redesigned 2020 911 is more than up to the challenge of subtly evolving Porsche's rear-engine icon.

This new 911 picks up right where the old model left off by pairing supercar-adjacent performance with everyday drivability. For now, Porsche is offering just the Carrera and Carrera S versions, plus the all-wheel-drive 4 and 4S versions. Engine horsepower is up slightly, and the PDK automatic transmission now sports an extra gear. Bored with the idea of just a "regular" Carrera? Just as the sun sets in the west, you can bet that Porsche has its typical buffet of Turbos and GT3s queued up in the pipeline for future model years.

Key infotainment updates and interior improvements make the interior look more modern than before. But, really, it's the driving experience that matters, and here the newest 911 once again delivers. It's relentlessly fast in a straight line, uncannily balanced through tight or long-sweeping corners, and surprisingly comfortable to drive on a daily basis. If you need one performance car that can do it all, the Porsche 911 is still at the top of a very short list.

Notably, we picked the 2020 Porsche 911 as one of Edmunds' Best Luxury Cars for this year.

Which 911 does Edmunds recommend?

While we expect plenty of additional variants in the 992's future, there are only a few to pick from right now. As the default choice, we'd recommend the Carrera S. It's got more power, bigger standard brakes and a torque-vectoring differential. From there, you can customize your 911 to your heart's content with all sorts of unique paint, stitching, seat belts and extra options packages.

Porsche 911 models

The 2020 Porsche 911 is currently available as a coupe and convertible. Both come in four variants: Carrera, Carrera S, Carrera 4 and Carrera 4S (the 4 indicates all-wheel drive). The Carrera and Carrera 4 share a turbocharged 3.0-liter flat-six engine rated at 379 horsepower and 331 lb-ft of torque. The S models get an upgraded version of that engine good for 443 hp and 390 lb-ft. All four variants come standard with an eight-speed dual-clutch (PDK) automatic, though a seven-speed manual is available for the Carrera S and 4S for no additional charge.

Standard equipment on the Carrera includes 19-inch wheels in front and 20-inch wheels in the back, summer tires, an adaptive suspension (PASM), LED headlights, parking sensors, dual-zone automatic climate control and leather upholstery. Technology features include two USB ports, a 10.9-inch touchscreen interface, a navigation system, Apple CarPlay, onboard Wi-Fi and an eight-speaker sound system.

The Carrera S gets the aforementioned more powerful engine, bigger wheels and brakes, and an electronically controlled torque-vectoring rear differential. Selecting the manual adds the Sport Chrono package (optional on PDK models) and a mechanical differential. The Carrera 4 and the Carrera 4S feature all-wheel drive.

As you'd probably expect if you've got any familiarity with the 911, the options are nearly endless. Depending on whether you go with the standard Carrera or the S, you can add upgrades such as a PASM sport suspension, a sport exhaust system, a rear-wheel-steering feature to tighten the turning radius and improve high-speed stability, and a more advanced torque-vectoring rear differential (PTV Plus). Inside, Porsche offers sport seats with a combination of leather and simulated suede upholstery, a couple of sound system upgrades, and a seemingly endless array of trim and color customization options. Most of the 911's advanced driver safety features, such as adaptive cruise control and lane keeping assist, are optional as well.

Consumer reviews

Read what other owners think about the 2020 Porsche 911.

5 star reviews: 100%
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2 star reviews: 0%
1 star reviews: 0%
Average user rating: 5.0 stars based on 10 total reviews

Trending topics in reviews

  • comfort
  • interior
  • handling & steering
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Most helpful consumer reviews

5 out of 5 stars, 2018 Grd Sport Corvette For 2020 Porsche Carrera S
Tom,
Carrera S 2dr Convertible (3.0L 6cyl Turbo 8AM)

Traded in a Corvette for the new 2020 Porsche Carrera S. In short, I have never looked backed. The performance and handling are true German outstanding engineering. It feels similar in straight line speed but handling is tighter with the Porsche. The car just feels better built to me and renewed my excitement about driving a sports car. The interior is very comfortable and instrument panel fantastic. My only con is that the learning curve is more for feeling comfortable with all the controls. After a few weeks, the controls came natural to me. I have been surprised by all the capabilities of the controls. The one surprise was that I did not have AM on the radio. However, I was able to get it via bluetooth from my phone.

5 out of 5 stars, 911 Thrill machine 4K update
Chic 911,
Carrera S 2dr Coupe (3.0L 6cyl Turbo 8AM)

911 C2 Carrera S is everything and more than I could have wanted, The car is so enjoyable to drive that I often find myself smiling or laughing at how incredible and usable the performance is. It makes you feel like a better driver than you are. All specifications are on line so I won't mention them however I will discuss how those number translate in the real world. O-60 and 60-0 are easily achieved without drama. The brakes are so strong that I find myself occasionally looking in the rear view mirror hoping the car behind me left enough braking room. 4 wheel steering is a must purchase option. Lane changes at highway speeds and above are telepathic, no body lean, no upset to the chassis, just rock solid performance. Interior is pleasant but not luxurious considering the price. Sound levels are rather high at around town speeds but fade away on the highway. Storage is adequate thanks to the small back seat which can never be used for a human over 4 ft tall. I have noticed when the temp drops below 45 degrees the tires have a hard time keeping contact during rapid acceleration from stand still. This is typical of summer tires however makes me think maybe I should have opted for the 4S. Update...Car now has 4K miles . Still agree with my original review. Had the car on the track finally and it was superb. Few stock vehicles can keep up with it. Steering feedback is excellent, you can feel when your approaching the limits of adhesion. Brakes are powerful. I could late brake into a turn well after other vehicles were on their binders. Rained in the afternoon which gave me the opportunity to test wet mode on the track. Once again the car amazes. All but 2 cars pitted during the storm but my Porsche felt planted. You can't imagine the performance capability of this vehicle until you bring it to the track.

5 out of 5 stars, New Porsche 992 S
Pete Strombeck,
Carrera S 2dr Coupe (3.0L 6cyl Turbo 8AM)

This car is insane. I've owned 6 Porsche cars even a 911 Turbo. This new 992 S is insane from the new body lines to the interior, Porsche got this one right.

5 out of 5 stars, Love at first ride
JP,
Carrera 4S 2dr Coupe AWD (3.0L 6cyl Turbo 8AM)

Was looking at the new c8, but the lack of sports car feel and handling made me go out and test drive a 911. After the test drive I was sold. 1200 miles in and it’s been a love affair with the road that I haven’t had since owning my 2001 YZF-R6.

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2020 Porsche 911 videos

Drag Race! Porsche 911 vs. Chevy Corvette vs. Shelby GT500 — Which Sports Car Has the Fastest 0-60?

Drag Race! Porsche 911 vs. Chevy Corvette vs. Shelby GT500 — Which Sports Car Has the Fastest 0-60?

[MUSIC PLAYING] This is Edmunds' Chevrolet Corvette. Yes, if you haven't heard-- we bought one. You can read all about what it's like to live with at Edmunds.com or by clicking the links below. But we're going to talk about that right now. We're going to talk about drag races. As you can see, I'm lined up against a Ford Mustang Shelby GT500 and a Porsche 911. Now, how does this stack up against those two as it relates to going fast in a straight line? Well, this is kind of mid-pack. It has 495 horsepower from a naturally aspirated 6.2 liter V8. It's going an 8-speed dual-clutch automatic transmission. In fact, all the cars here have dual-clutch automatic transmissions. And it weighs 3,600 pounds-- or thereabouts-- giving this a power-to-weight ratio of 7.4 pounds per horsepower. Now, that's significantly higher than the Shelby GT500 next to me being driven by Alistair. Now, he has 760 horsepower-- again 760 horsepower in the supercharged 5.2 liter V8 under the hood of that thing. But that may not be the advantage you think it might be, even with 5.5 pounds per horsepower. Hey, Alistair-- how are you going to deal with the weight of that thing and also all that power? ALISTAIR WEAVER: Uh, clearly with immense talent, Carlos. CARLOS LAGO: Are you driving, or is somebody else? ALISTAIR WEAVER: Keep laughing of your own jokes, son. CARLOS LAGO: He does sign the paychecks here. No, but how is that going to work? You've got 760 horsepower, 4,200 pounds-ish, I mean, talk about over-endowed. ALISTAIR WEAVER: Yeah, it's the first time anybody's ever said that about me. 56 of the weight is at the front, which is not good news. Rear wheel drive, of course, but I have got 760 horsepower, so I think I'm going good shape. But I am driving it myself. We've had this car on the test track. We know that the fastest route is to do it manually. So unlike you cheater boys, I shall be driving this properly. CARLOS LAGO: The words of a man with something to prove. ALISTAIR WEAVER: An inferiority complex. CARLOS LAGO: Now, on the far end is a Porsche 911-- a car that we don't own, unfortunately. It's being driven by Reese and even though it costs $116,000, as it sits over there, it's a base Carrera, so it just has 379 horsepower, giving it a power-to-weight ratio of about 8.9 pounds per horsepower. But that may not necessarily be the disadvantage you think it might be. Hey, Reese, what business do you have showing up to this drag race of American cars with just 379 horsepower? REESE COUNTS: OK, hold on. So the Shelby may make more than twice as much power as I've got but, Alistair is going to have a hell of a time trying to put that down. And I'd argue this has got the best chance here. I've got most of the weight over the rear axle, so I've gotten plenty of traction. And I think Porsche's probably got the best launch control. So I don't think you guys should be as confident as you are. I think I could surprise you. CARLOS LAGO: You may have something on the launch there, but we'll see how it does against the Corvette. Remember, this-- though, it's not rear-engined, it still has the mast right by the rear axle. So it will be interesting to see how this does against that rear-engine Porsche. REESE COUNTS: And Porsche has been building rear-engine cars for how long now? This is Chevy's first attempt at a mid-engine thing, so we'll see how that goes. CARLOS LAGO: All right, let's get to it. REESE COUNTS: So to set up launch control in this, all I have to do is switch the drive mode button to Sport Plus, which is the most aggressive setting, push my foot on the brake, push my foot on the gas-- a little light comes on that says, Launch Control Activated, the engine settles around 5,000 RPM, I release the brake and go from there. CARLOS LAGO: All right, to put the Corvette in launch control. I'm going to put the drive mode in Track by twisting this dial here. I'm going to enter the Performance Traction Management settings, which is an option unique to this car and this doesn't apply unless you have PTM. I'm going to hit the traction control button twice to activate the PTM Mode Selector, and dial in-- say, Sport 2. Once I'm in that setting, left foot firmly on the brake pedal, and then we're ready to go. Right foot firmly on the gas pedal. I'm going to see about 4,000, 4,5000 RPM and I'm going to release the brake and then hold on. Pretty easy stuff. ALISTAIR WEAVER: So like the other two are basically cheating by letting the electronics do the work, I'm actually going to drive this myself. We've had the car on the Edmunds test track. We know that it is marginally quicker if you ignore the launch control system and effectively do it yourself. So this is the plan-- I'm going to have my left foot on the brake, I'm going to take a little throttle with my right foot, and then, at the point of the go, I'm going to be very smoothly on with the power, off with the brake, let it light up and then feed the power as we start to feel the traction come in. I am launch control, but I'm also Usain Bolt. I know that I won't be the fastest off the line, but come the second 50 meters I'm going to come flying through the middle to take victory. Oh, yes. CARLOS LAGO: Before we get it started, make sure to like, comment, and subscribe. And also, be sure to visit Edmunds.com. Alistair, where should they be going to at Edmunds? ALISTAIR WEAVER: You should check out our new feature-- Edmunds.com/sellyourcar where you can get a cash offer for your car. So sell your car with Edmunds, buy a Mustang, go drag racing. CARLOS LAGO: That's Edmunds.com/sellyourcar or sell my car-- Edmunds.com/sellmycar. ALISTAIR WEAVER: That's right, Carlos. Well done. Gold star. CARLOS LAGO: Get it right one of these days-- Edmunds.com/sellmycar. Now, we go drag racing. [ENGINES RUMBLING] MAN ON LOUDSPEAKER: Drivers ready. [ENGINES REVVING] 3, 2, 1, go! [ENGINES REVVING] REESE COUNTS: Yeah! CARLOS LAGO: I've got to beat the Porsche! Come on! Come on! Come on! ALISTAIR WEAVER: Oh, god, that's awful. CARLOS LAGO: Oh! By a hair! By a hair and GT500 is nowhere to be seen. Woo! I think he goes by a hair, Mr. 911. REESE COUNTS: Yeah, I got a hell of a launch. CARLOS LAGO: I don't know where the Mustang is at. Maybe it went so fast it ended up behind us. REESE COUNTS: That was supposed to be the ringer with all the power-- twice as much as this 911 and nowhere to be found. CARLOS LAGO: Well, Alistair, I think you'll be first back to the start line, at least. Reese, tell me about that launch. REESE COUNTS: So this thing launches hard. Hold the brake, hold the gas, and it light revs at 5,000. All this weight over the rear-- I just hooked and went. Yeah, that was a-- I don't know. I got everything right that run. CARLOS LAGO: I'm surprised how quickly this thing shifts out of first. It's a real quick shift into second gear-- like there's just tire spinning it does anything it can to get in second gear to quick-- keep applying throttle. The timing-- it's computer on the dash showed me I did 0-60 in 3.6 seconds. But Alistair, what happened with the Mustang? ALISTAIR WEAVER: This is a bad surface for it. It's dusty, we're in the middle of the desert, it's super hot and it's just so traction-limited. The weight's in the wrong place. And of course, you've only got two-wheel drive. CARLOS LAGO: Are you saying that 760 horsepower is difficult to put through two tires? ALISTAIR WEAVER: I fish-tailed all the way down through third gear. So it never really got the-- got the run on the second-- never got it's second wind and came through the middle. CARLOS LAGO: So we're going to try the GT500 in launch control and see how that fares against these two. REESE COUNTS: Alistair is really going to struggle in that Shelby, but if he gets a good launch, I'm probably toast. That thing pulls so hard once the power gets on and I just can't match it. The trap speed down the quarter is so much higher. But we'll see. CARLOS LAGO: Turns out we have all your mass over the rear axle you can launch way higher when it comes to engine speed because that mass is just going to press down on the rear tires even more than you could get from a front-engine car. That's the advantage, kids. You want that junk in the trunk. ALISTAIR WEAVER: So I have Launch Control on through the myriad of menus in the Mustang. Left foot hard on the brake. Right foot dally up then we should hear a little pop, pop, pop, pop, pop. Dump the brake, which also dumps the clutch and away we go. But I still think I'm going to have the feather-- feather the throttle, as it sort of fish-tails down the road. Last time, we were actually still fish-tailing in third gear. OK, I think I've got another plan. I think there's a bit of a lag between him shouting go and then Launch Control kicking in. So it's a bit like that lethal weapon movie-- I'm going to have to go on the-- or who was the sprinter that said, go on to B of bang? CARLOS LAGO: Go on one. REESE COUNTS: This is just a lesson in traction management. ALISTAIR WEAVER: Yeah, I think so. CARLOS LAGO: We going to try it again. I don't know what I can change to beat the Porsche, except for cheating and leaving earlier-- and I may just try that but man, that Porsche-- ALISTAIR WEAVER: Are you getting beaten, Carlos, in Vette? CARLOS LAGO: Like, by a hair. Anyway, we're going to try this again and I got to do this country and do this car better by beating that under-powered German-engineered Porsche. ALISTAIR WEAVER: Glorified Volkswagen beetle. REESE COUNTS: If I knew the German anthem, I'd start singing but-- MAN ON LOUDSPEAKER: Drivers ready? [ENGINES REVVING] 5 4, 3, 2, 1-- Go! CARLOS LAGO: Oh, Alistair jumped the line-- and he still can't make it happen. And I've got the Porsche! I've got the Porsche! I've got a nose on the Porsche! Woo! Come on! [BELL DINGS] Oh, and then the Mustang goes soaring by-- like a teenager on the freeway with his hazard lights on. [LAUGHS] The race was over, and then suddenly Mustang appeared out of nowhere. REESE COUNTS: I mean, if we were on a half-mile, this would be a different story, but-- CARLOS LAGO: So Alistair, what happened with that run? ALISTAIR WEAVER: I'd just been tweaking a little bit to almost launch with no gas at all and then you just-- just be smooth-- just try and be super smooth. Um, it's fish-tailing. I don't know if you can see it, but I'm actually still getting movement. I'm applying a little bit of correction, just to keep it in a straight line. And then it's only when it gets to kind of the last cone and we get towards the end of the quarter mile that I've got everything deployed and then I just real you in. And that's when you really feel the power come on. CARLOS LAGO: I feel like having to be smooth with the GT500 is like NASA Space Control telling Buzz Aldrin and crew to be smooth with the Saturn V Rocket, you know-- just ease on it, ease on it. Reese, I feel good because I beat you. REESE COUNTS: I mean, are we sure about that? It was pretty close. CARLOS LAGO: I could see your headlights. I could see the front of your headlight from where I was sitting. That's not-- that's not pretty close. That is a win and I'm going to call it. [ENGINE REVVING] So now we're going to get set up for a roll-on race. All three cars are going to line up at the same speed, and then as soon as we cross the start line, we're all going to hit the gas and see what happens when we're already moving. This test simulates what might happen if you were-- I don't know, hypothetically, on a freeway and next to somebody and you wanted to demonstrate to them what your 6.2 liter V8 sounded like-- or 5.2 liter V8, or 3-liter flat-6? 3.60-liter flat-6? I forget, exactly. For the Corvette, I'm going to put it in Track Mode-- not because you'd be commuting on the freeway in that mode, but hey, I want all the competitive advantage I can get. And I'm going to try second gear, I think. We'll see how it goes. ALISTAIR WEAVER: So a rolling race, we're going to sustain about 40 miles an hour, hit the cones. I'm hoping that we're going to choose the right gear. And then this should-- should hold traction and we should win this race. It could be the return of the Mustang. What is incredible, and to this car's credit is, as soon as you can deploy the traction then it was almost like just sucking in the other cars. And these guys were saying to me while we had a quick break-- it was kind of crazy how fast this thing suddenly overtook him at the end of the quarter mile. MAN ON LOUDSPEAKER: All right, guys, we're rolling. ALISTAIR WEAVER: OK, so we're going to just stay at about 40 miles an hour through there. Through the corner, bang on 40. Throttle control. OK, we're going to risk this. I was thinking about short-shifting to third, but I think we're going to roll onto the throttle hard in second. Here we go. Here we go. Hit that cone and go. Come, on, Baby. CARLOS LAGO: Oh, get the start-- oh my god. Oh, my god. ALISTAIR WEAVER: I've just blown them away. Goodbye, everybody! CARLOS LAGO: The Mustang's gone. The Mustang is gone. ALISTAIR WEAVER: That was insane, how fast this thing is. CARLOS LAGO: The Mustang-- it just disappeared. What happened? I thought I was doing something wrong. Alistair, what did that feel like? ALISTAIR WEAVER: I almost forgot to change gear because I was too busy looking in the rear view mirror. It just shows, doesn't it? I mean, once you can deploy this power, this thing is an absolute monster. CARLOS LAGO: That's a one-horse race. You-- we were never even close to the Shelby. I started hitting the gas pedal harder because I didn't think I was hitting it hard enough by how quickly that thing moved away. That's insane! ALISTAIR WEAVER: I think it's restored some honor. I think any just sort, of you know, a trophy-like Grand Prix-- that's not really what life is about, is it? It's about that kind of mid-range grunt. CARLOS LAGO: So Reese, what have you learned about the Porsche here? REESE COUNTS: It's a lot better than I thought it was going to be. Porsche knows how to build a car that will just nail it off the line and do it over and over and over again. CARLOS LAGO: I think it proved what we said-- I think it proved what we said earlier is that Porsche 911 always punch well above their weight class. Alistair, tell me about the GT500. What have we learned? ALISTAIR WEAVER: For a while there, Carlos, I was getting pretty embarrassed and starting to imagine all the YouTube comments in my head. Of course, in a rolling race, the power can kick in, the traction is there, and it just destroyed the other cars. And also, this thing so much fun-- so much fun. CARLOS LAGO: You know, I got to say, overall, I'm proud of the Corvette's showing-- doing everything it could with just a naturally aspirated V8. And I think it was a really cool test, because it showed us the importance of not only horsepower, but also how far your race goes and also weight placement, because I don't think any car could do what that Porsche could do unless it had the engine and transmission setup exactly where that was. So good race, all. Even though the GT500's front-engine layout and less-effective launch control means it doesn't get off the line as quickly as the C8 and the 911, its surplus of power allows the Shelby to quickly close the gap as the race goes on. At least, that's what happened when we tested it. There, at the test track, where you only need one good launch to record a number, the GT500 was the quickest to the quarter mile of these three. But this drag race shows what happens in the real world and on a street surface. There, getting the perfect launch is even trickier, thanks to a maddening delay between the time you release the brake pedal and the time you start moving forward-- not to mention all that power you have to manage. With stickier tires and a stickier surface, like a prepared drag strip, there is no question the GT500 would win, but that's not what happened here. Now, how do we explain the Porsche's performance versus the Corvette? Well, we filmed this drag race at higher elevation and in the heat, which likely affected the C8's naturally aspirated V8 more than it did the 911's turbo-charged 6-cylinder. That's going to wrap up this drag race and roll-on race video. We hope you guys enjoyed watching it as much as we enjoyed actually doing it. Make sure to like, comment, subscribe. Also, visit Edmunds.com, especially Edmunds.com/sellymycar. And we'll see it next time. Tootles. [ENGINES REVVING]

We went into this thinking the GT500 would dominate and the 911 would come in dead last. Boy, did we have some surprises waiting for us!

Features & Specs

Carrera S 2dr Coupe features & specs
Carrera S 2dr Coupe
3.0L 6cyl Turbo 8AM
MSRP$113,300
MPG 18 city / 24 hwy
SeatingSeats 4
Transmission8-speed automated manual
Horsepower443 hp @ 6500 rpm
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Carrera 4S 2dr Coupe AWD features & specs
Carrera 4S 2dr Coupe AWD
3.0L 6cyl Turbo 8AM
MSRP$120,600
MPG 18 city / 23 hwy
SeatingSeats 4
Transmission8-speed automated manual
Horsepower443 hp @ 6500 rpm
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Carrera 2dr Coupe features & specs
Carrera 2dr Coupe
3.0L 6cyl Turbo 8AM
MSRP$97,400
MPG 18 city / 24 hwy
SeatingSeats 4
Transmission8-speed automated manual
Horsepower379 hp @ 6500 rpm
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Carrera 4 2dr Coupe AWD features & specs
Carrera 4 2dr Coupe AWD
3.0L 6cyl Turbo 8AM
MSRP$104,700
MPG 18 city / 24 hwy
SeatingSeats 4
Transmission8-speed automated manual
Horsepower379 hp @ 6500 rpm
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See all 2020 Porsche 911 features & specs

Safety

Our experts’ favorite 911 safety features:

Porsche Active Safe
Alerts the driver about an imminent front collision and applies the brakes if necessary. It's included with adaptive cruise control.
Front and Rear Park Assist
Sounds an audible warning when the front or rear bumpers of the car are approaching an obstacle.
Porsche Car Connect
Automatically alerts emergency services in the event of an accident. Remote door locking also included.

Porsche 911 vs. the competition

Porsche 911 vs. Chevrolet Corvette

Redesigned for 2020, the Chevrolet Corvette is now a closer rival to the Porsche 911 than ever. Chevy has switched the Corvette from front-engine to mid-engine, and by doing so created plenty of buzz. Like the 911, the Corvette has been around for decades and should offer a desirable combination of practicality and performance. We can't wait to put these two titans head to head.

Compare Porsche 911 & Chevrolet Corvette features

Porsche 911 vs. Porsche 718 Cayman

If you want a Porsche but the 911 is out of your budget, the 718 Cayman might be the right fit. A high-performance sports car in its own right, the 718 Cayman, especially in GT4 trim, feels right at home on a track or on a bendy mountain road. It also offers the same exceptional Porsche build quality as the 911 and an excellent driving experience from behind the wheel.

Compare Porsche 911 & Porsche 718 Cayman features

Porsche 911 vs. Jaguar F-Type

Available in a wide variety of trim levels with different engines and specs to match, the Jaguar F-Type is the British answer to the German 911. The F-Type has sleek styling, precise handling and an impressive interior. It's also a comfortable daily driver, even if it is a bit loud on the highway. From a design standpoint, however, the F-Type is getting a bit dated. Read Edmunds' long-term road test of the Jaguar F-Type SVR.

Compare Porsche 911 & Jaguar F-Type features

Related 911 Articles

Edmunds Track Tested: 2020 Porsche 911 Carrera S

Jonathan Elfalan by Jonathan Elfalan , Manager, Vehicle TestingOctober 9th, 2019

For years we've known that the Porsche 911 Carrera S expertly fills the middle ground between comfortable touring and scintillating performance. Its sharp responses and communicative feedback make it very easy to just hop in and get on with spirited driving. It's a satisfying sports coupe whether you're a seasoned veteran or relative newcomer. But what's the deal with the new 992 generation — is it better enough than the last?

To find out, we took a 2020 Porsche 911 Carrera S to the Edmunds test track. For reference, a 2017 911 Carrera S PDK hit 60 mph in 3.4 seconds in our testing, en route to an 11.4-second quarter-mile at 120.3 mph. Tough act to follow, no? Read on to see all of the numbers and information on the 992 C2S from our proprietary testing process, plus exclusive driving impressions from the best testing crew in the business.

2020 Porsche 911 Carrera S Performance Testing Results

Price as tested: $143,350
Date of test: 8/26/2019
Location: Los Angeles, CA
Odometer: 3,599
Powertrain: 3.0L Flat-6 Turbo | 8-Speed Automated Manual | RWD
Horsepower: 443 hp @ 6,500 rpm
Torque: 390 lb-ft @ 2,300 rpm

2020 911 Carrera S Acceleration

Acceleration Test Result
0-30 mph 1.4 sec
0-45 mph 2.2 sec
0-60 mph 3.2 sec
0-75 mph 4.5 sec
Quarter-mile 11.3 sec @ 122.1 mph
0-60 mph w/1 ft rollout 3.0 sec

"For launch control, be in Sport Plus with PSM off. Left foot on the brake and floor the accelerator. 'Launch Control Activated' will pop up on the right hand screen. Revs climb to 5000, and we had better luck letting them sit there for a couple moments, which possibly helps build turbo boost, knocking off a couple hundredths of a second to get down to 3.2 seconds to 60 mph. The quarter-mile is pretty much the same any way you run it, but this seems to have a positive effect on the launch. The launches are effortless and dead repeatable. They don't feel harsh on the powertrain, yet they push forward with impressive thrust, with no perceptible wheel spin. Gear changes are quick and relatively smooth, but bump you forward just a bit with each engagement. Very linear powerband. So nice."

2020 911 Carrera S Braking

Braking Test Result
30-0 mph 24 ft
60-0 mph 97 ft

"As expected, braking is rock solid, coming in at a tidy 97 feet from 60 mph. Stability is arrow-straight with only the mildest of steering-wheel wiggle. The ABS is super fast-acting — sounds different, even — and the brake pedal is very nice amount of firm. Because there's so little nosedive, it actually feels like you aren't braking as quickly as you are. ABS pulses happen so quickly that you don't feel them as much through the pedal, but it's perceptible enough to know when you're braking into that zone. There was some pad squeal when braking hard around the handling loop, but the carbon brakes remained fade-free."

2020 Carrera S Handling

Handling Test Result
Skidpad, 200-ft diameter 1.10 g

"Wow, amazing amounts of grip here. Sport Plus and Comfort were able to generate nearly the same amount of cornering performance, though it felt more dramatic in Sport Plus. You can definitely feel the gain in roll stiffness when dialing it up. I found myself tilting my head to nearly horizontal in counteracting the G-Forces. Yet this car still feels very approachable and mild-mannered. Initial turn in can feel a little unnatural at times if the torque vectoring kicks in, but midcorner changes in throttle and steering are well received. You can pretty much place this car where you want it. Such easy precision."

2020 Porsche 911 Carrera S Vehicle Details

Drivetrain
Drive Type: Rear-wheel drive
Engine Type: Conventional Gasoline                                                                 
Engine Configuration: Flat-6                                                                    
Engine Displacement (liters): 3.0                                                             
Engine Induction Type: Turbocharged                                                               
Indicated Redline: 7,400                                                               
Actual Redline (rev limit): 7,500                                                               
Fuel Type: 91 octane                                                                    
Transmission Type: Auto-clutch manual                                                             
Transmission Speeds: 8
Paddle Shifters: Yes, wheel mounted                                                      
Downshift Rev Match/Throttle Blip: Yes                    
Holds Gears at Rev Limiter: Yes 

Curb Weight and Weight Distribution
Curb weight as tested (lbs): 3,428                                                 
Weight L/F (lbs): 597                                                          
Weight L/R (lbs): 1,098                                                                 
Weight R/F (lbs): 651                                                                    
Weight R/R (lbs): 1,082                                                                
Weight distribution, front (%): 36.4                             

Brakes
ABS Type: Full ABS                                                           
Brake Rotor Type - Front: Carbon-ceramic disc            
Brake Rotor (other) - Front: Vented and drilled           
Brake Caliper Type - Front: Fixed                                                            
Brake Pistons - Front: 6                                            
Brake Rotor Type - Rear: Carbon-ceramic disc             
Brake Rotor (other) - Rear: Vented and drilled                                
Brake Caliper Type - Rear: Fixed                                                            
Brake Pistons - Rear: 4                                                                 
Parking Brake: Button                           

Tires
Tire pressure spec - Front: 38                                                                 
Tire pressure spec - Rear: 46                                                                  
Tire Make: Pirelli                                             
Tire Model: P Zero NA1                                                                
Tire Tread: Asymmetrical                                                              
Tire Type: Regular                                                              
Tire Season: Summer                                                                   
Tire Size (sidewall) - Front: 245/35 ZR20 91Y                                          
Tire Size (sidewall) - Rear: 305/30 ZR21 100Y   
Spare Tire Type: Sealant plus inflator                                                                
Tire Treadwear Rating: 220                                                                    
Tire Temperature Rating: A                                                                     
Tire Traction Rating: AA    

About the Driver
From radar guns to GPS-driven data loggers, Jonathan has been pushing cars to their limits (for science!) since 2005. Today, he helps manage Edmunds' testing dream team.

2020 Porsche 911 Overview

Living Legend Gets a Careful Redesign

Josh Sadlier by Josh Sadlier , Director of Content StrategySeptember 9th, 2019

What is it?

Although the 2020 Porsche 911 kicks off a new generation — code-named 992 — it isn't wildly different from its 991 predecessor. If you want that from your next sports car, Chevrolet will be happy to sell you a mid-engine C8 Corvette. But the redesigned 2020 911 is more than up to the challenge of subtly evolving Porsche's rear-engine icon. Available as a coupe or convertible with a variety of turbocharged flat-six engines, the 992 charges forward as one of the very best performance cars you can buy.

Why does it matter?

The 911 has come a long way since the 1970s, when the front-engine Porsche 928 coupe was developed to replace it. Instead, the 928 only made it through a single prolonged generation, bowing out in the mid-'90s, while the 911 has rebounded to become one of the world's premier sports cars, regardless of price. In fact, the 911 has been through no fewer than five generations since those dark days — 964, 993, 996, 997, 991 — and now there's a new generation for 2020, the 992.

At a high level, the 992 picks up right where the 991 left off, pairing supercar-adjacent performance with everyday drivability, but adding key enhancements like a new customizable digital instrument panel and a greatly improved central touchscreen. The tendency at Porsche is to roll out new 911 variants slowly as a generation gets underway, but shoppers can already choose from rear- or all-wheel-drive models with multiple levels of power and grip. In the RWD category, there's the base 911 Carrera and the more aggressive 911 Carrera S, while AWD fans can look to the 911 Carrera 4 or 911 Carrera 4S. The Carrera and Carrera 4 share a twin-turbo 3.0-liter flat-six engine rated at 379 horsepower and 331 lb-ft of torque; the S models, meanwhile, get a beefier 3.0-liter unit good for 443 hp and 390 lb-ft.

Why does all that matter? Because the 911 is Porsche's halo car. It's supposed to be the perfect driving machine, or at least as close as you can get to perfection for the money. Purists may continue to bemoan the demise of Porsche's delightful naturally aspirated flat-six engines, but the move to turbocharging across the board has undoubtedly pushed performance to a new level. The 911 always matters, but with expectations at an all-time high, the pressure is squarely on the 992 to deliver.

What does it compete with?

The redesigned 2020 Chevrolet Corvette comes at the 911 from a lower price point, as does the flawed but fierce Jaguar F-Type. But the 911 really competes with every premium sports car in the world, from the Audi R8 up to true exotics from Ferrari, Lamborghini and McLaren. You might pay less for a 911 (although Porsche's endless options list can close that gap rapidly), but it would be hard to argue that you're getting less car.

Edmunds says

The redesigned 2020 Porsche 911 doesn't stray far from its predecessor's successful formula, but key infotainment updates make it feel every bit the modern luxury sports car. If you need one performance car that can do it all, the 911 is at the top of a very short list.

2020 Porsche 911 Carrera S First Drive

Porsche's Venerable Sports Car Grows Slightly Quicker, Bigger and Pricier

Carlos Lago by Carlos Lago , Senior WriterJanuary 17th, 2019

Porsche doesn't do revolution. If you want that from your next sports car, you should wait for Chevrolet and its next-generation mid-engine Corvette. Instead, the redesigned 2020 Porsche 911 epitomizes what this automaker does so well: subtle evolution. After a day behind the wheel on a racetrack and public roads in Spain, we can report that the new Porsche 911 sticks to what works but does just everything a bit better, too.

What's Different About It?

Rather than wholesale change, the eighth-generation 911 — the 992, as Porsche calls it — is a product of continual honing.

Much of the bodywork, interior and underlying construction is new. But it's hard to tell that from just a glance. Part of the reason is that the 911's size has barely changed. The wheelbase remains 96.5 inches long, and you'd need less than the first inch of a ruler to measure the differences in length and height.

Width is a different story. Where previous 911s were differentiated by standard- and wide-body variants, the new 911 only comes in the latter (so far, anyway).

Aficionados will likely notice the updated bumpers, including the light bar that runs across the width of the rear. Owing to the constant yet gradual swelling of 911 proportions, the rear wheels have grown to 21 inches in diameter. The fronts remain 20 inches.

Porsche is using more aluminum and less steel in the 911's construction, but overall weight has increased by around 160 pounds. Much of the weight gain comes from the hardware needed to support the future 911 hybrid that will likely be coming out in a few years.

More Weight, More Power

The 2020 911 is first available as the rear-wheel-drive Carrera S or all-wheel-drive Carrera 4S — the S designates the second rung on the 911 ladder. A less expensive non-S Carrera enters production later in 2019. You can expect the usual onslaught of ever-faster GTS, Turbo and GT3 versions to follow after that.

Regardless of drive wheels, the 911 Carrera S comes with a twin-turbocharged 3.0-liter flat-six engine that makes 443 horsepower and 390 pound-feet of torque. Those figures represent modest improvements of 23 hp and 22 lb-ft of torque compared to last year.

A new eight-speed dual-clutch automatic transmission (PDK in Porsche-speak) comes standard. The addition of an eighth gear permits a wider spread of ratios, improving both acceleration and fuel economy. Gears six through eight are overdrive, and top speed is attained in sixth. A seven-speed manual transmission will be available later this year.

True, you can get dramatically more power from less expensive American sports cars. But the 911 has always been a car that somehow punches above its weight class. Porsche claims that, with the automatic and launch control, the new 911 rips from 0 to 60 mph in 3.3 seconds and clears the quarter-mile in 11.7 seconds for rear-drive models. Considering that the previous-generation 911 was quicker than that in our testing, we expect even better numbers when we get our hands on this 911 for a full test.

What's It Like to Drive?

The one area that hasn't changed is the driving experience. Engage launch control and the 911 tears away from a stop with greater acceleration than its power figures suggest. The shifts are immediate and smooth, and the entire car relays an immediate and easy sense of control through the first series of corners.

The engine revs cleanly to redline, offering a strong pull that doesn't relent until you're in the limiter. You can hear the turbochargers build boost when you romp on the gas pedal, but there's also a strong mix of engine and exhaust noise. The whistle and howl make for a pleasing combination.

Regular 911 models have always balanced sporty handling with comfortable road behavior, and that merger remains true here.
Standard adaptive suspension dampers and available adaptive anti-roll bars provide flat and sure-footed handling but not to the detriment of ride quality. Available rear steering enables both nimble low-speed maneuverability and high-speed stability.

A few laps around a racetrack reveal that little has changed with the 911's dynamic abilities. This car is easy to drive fast. It pivots quickly into corners, and it has ample traction and power to exit with authority. As with all recent 911 generations, the car's balance remains on the stable side, but skilled drivers can extract plenty of adjustability.

What's the Interior Like?

The easiest way to tell a new 911 apart is by looking inside. The familiar themes remain but with an embrace of modern design and function. The ignition, for example, still sits to the left of the steering wheel. But instead of a button, it's a permanently installed key you twist to start the car.

The gauge cluster hosts a gorgeous analog tachometer that resembles a watch face. It's flanked by two digital displays that can show neat tricks such as navigation or night vision (if optioned). The default display mimics the five-dial gauge cluster the 911 has had since its introduction. It all looks great, but the steering wheel blocks the outer portion of each screen, requiring head movement to see your fuel level.

The gear selector is new, and it looks like a small electric shaver. Instead of grasping it, you sort of pinch it at the top and pull or push it through clearly defined detents. A beefy shifter it's not. But it works, and there's enough feedback to know whether you've selected Drive or Neutral.

Porsche has added a bigger infotainment display (10.9 inches) and moved it up to the top of the dash. The relocation is meant to make it easier to look at the screen while driving. Beneath it are five switches whose functions change depending on options. There's been a clear effort to reduce the number of buttons on the instrument panel, so some functions require diving into a submenu. Performing a 911 pre-flight checklist — setting the exhaust to loud, turning off stop-start, and so on — becomes a nuisance unless you save your ideal settings under the one customizable drive mode.

Every 911 comes with Apple CarPlay standard, though Android Auto remains unavailable. Porsche says the 911 is ready for it, but that negotiations remain ongoing with Google.

Interior storage options are tight, with just enough room to accommodate a large phone in the center console and a few small personal items. We appreciate the addition of a real cupholder behind the gear selector, especially how you can remove it for a bigger cubby underneath.

On the downside, the piano black on the instrument panel collects scuffs and smears quickly, and the hard surface on the left side of the center console can hurt your right knee if you use it as a brace while driving quickly.

What's New With Safety Technology?

Along with the usual array of adaptive cruise control, lane keeping assist, and the aforementioned night vision, the 911 also has a trick system for the rain. A Wet drive mode adjusts parameters for the stability control, antilock braking, throttle and other systems to provide better safety on soaked roads. Acoustic sensors in the wheelwells can detect a certain threshold of water spray, and the 911 uses that info to adjust the stability control and anti-lock brakes as well as recommend activating this mode when needed.

The effects of the system were noticeable on a wet handling course. We tried to spin the 911 out, and the system cut back the power wheelspin to keep the car stable. The real-world benefits are less clear. You have to activate Wet mode (thankfully) manually, and you won't notice its effects if you drive responsibly in the rain. On the other hand, it's hard to argue with the largely invisible adjustments to the stability systems this technology makes. Worst case? Ignore it and drive responsibly.

2020 Porsche 911 Pricing and Release Date

Unless you're looking at the interior, the new 911 doesn't immediately display the changes that one expects with a new generation. And starting at $114,550, including destination, it carries an $8,000 price increase over the equivalent model from the last generation. Porsche points to more standard features, such as the automatic transmission, heated seats and auto-dimming mirrors, as part of the reason for the increase. Our fully loaded test car totaled $160,850.

After shelling out that kind of coin, you might find it strange having to explain to your friends that the Porsche in your driveway is, indeed, the new 911. There's also the fact to consider that the 911 always improves, at times significantly, through the lifecycle of a generation. A carefully sourced previous-generation 911 could provide more value for selective shoppers.

But if you don't care about bragging to your friends, the new 911 is quicker, more luxurious and nicer to drive than ever before. The interior upgrade in terms of look and feel might be worth it alone. So for those seeking the latest and greatest, these attributes make it an easy pick.

The 2020 Porsche 911 Carrera S reaches dealerships in the summer of this year.

Notably, we picked the 2020 Porsche 911 as one of Edmunds' Best Luxury Cars for this year.

2020 Porsche 911 Carrera S and 4S Cabriolet First Look

The 2020 911 Carrera S and 4S Get Variable Headroom

Kurt Niebuhr by Kurt Niebuhr , Vehicle Test EditorJanuary 8th, 2019

Since 1983, as sure as the sun has risen, Porsche has offered its 911 in drop-top form alongside its iconic coupe. So it doesn't come as any surprise that Porsche's upcoming 2020 911 Carrera is going all Malibu with a Cabriolet version. But as we're still unpacking the futuristic styling on the coupe, it will be interesting to see how the new design translates into convertible form.

What's New?

Along with everything we learned when the 2020 911 Carrera Coupe debuted at the Los Angeles Auto Show, the Cabriolet gets a few enhancements of its own. Starting at the top (or with the top), there's a solid glass rear window along with bits of magnesium in the framework for the roof. Also worth noting is that the top remains fabric as Porsche continues to resist the use of a retractable hardtop. Porsche claims the cloth top can be raised or lowered in around 12 seconds at speeds up to 31 miles an hour — perfect for sneaking in that low-speed convertible selfie without having to obliterate your hairstyle.

But the new drop-top isn't just a style exercise. Porsche has made Porsche Active Suspension Management (PASM) available as an option for the first time on Carrera S and Carrera 4S Cabriolet models. This sport suspension gets you stiffer springs, redesigned shocks, different sway bars, and a ride height that's 0.4 inch (10 mm) lower than the standard suspension. Previously, this suspension has only been available on the Carrera S and GTS coupes. Based on our experience with those models, we can say PASM guarantees some formidable handling capabilities, so we'd suggest checking the box for the adaptive 18-way sport seats to help keep you in place in the corners.

It Won't Be Slow

The Cabriolet's performance is expected to be just shy of mind-boggling, thanks to the upgraded 443-horsepower twin-turbo 3.0-liter engine the convertible shares with the coupe. Porsche claims the two-wheel-drive Carrera S will hit 60 mph in 3.7 seconds, with the all-wheel-drive 4S pipping it by a tenth of a second at 3.6 seconds. Plunking down for the Sport Chrono package will knock an extra 0.2 second off both of those times. Initially, only the eight-speed PDK dual-clutch transmission will be offered, but we can expect a manual gearbox to arrive at a later date. Oh, and top speeds are limited to 190 mph for the S and 188 mph for the 4S, should you live in a world without laws (or with an autobahn).

Order Now

If you want to make the most of glorious late-summer driving weather, it's best to order your 2020 911 Cabriolet now as they won't reach dealers until just before fall. Prices start at $127,350 for the Carrera S Cabriolet and $134,650 for the 4S Cabriolet; both include destination charges. Stay tuned to Edmunds for more details, driving impressions, and a full review once we can get our hands on the car and the wind in our hair.

Reinventing an Icon: 2020 Porsche 911

The Details Behind the 992's Subtle Evolution

Kyle Fortune by Kyle Fortune , CorrespondentDecember 17th, 2018

We've ridden alongside the development team in and around San Francisco, seen it revealed in L.A., and now we're at the Hockenheimring in Germany with the redesigned 2020 Porsche 911. The mission here is to take an in-depth look at the technical details of this new 992 generation. Time moves on, and the 911 has to evolve with it. Facing confident challengers from all corners, is Porsche's reinvented icon up to the task?

More Is More

This 911 is bigger, more comfortable, more efficient, yet faster again. It will lap the Nürburgring 5 seconds quicker than its predecessor did — a pointless yardstick in reality, but the 7 minutes and 25 seconds it takes a 911 Carrera S to do the deed betters what Porsche used to manage with its V10 Carrera GT hypercar. This, remember, is a refined coupe that's just as happy collecting the groceries as it is setting blistering times around Germany's most famous racetrack.

At a glance, the engine in Carrera S specification is similar to its predecessor, displacing 3.0 liters and featuring a pair of turbos. But much has changed behind the curtain, from the intake and intercoolers to the exhaust plumbing and the size of those turbos. The result is 443 horsepower, a 23-horse improvement to go with the expected uptick in fuel economy. A quirk of U.S.-spec cars is that they do without the particulate filter in the exhaust, allowing a slightly earlier torque response compared to the Euro spec.

Fully unleashed, the Carrera S with the PDK automatic transmission will do 0-60 mph in 3.5 seconds, or 3.4 seconds if you opt for all-wheel drive with a Carrera 4S. Per usual, the optional Sport Chrono package adds a dash-top timer and launch control, which shaves 0.2 second off either time. Suffice it to say that the 992 is unlikely to disappoint shoppers with a need for speed.

Faster but Safer

The 911 has always had excellent brakes, but the 992 stops better than ever. It drops 3 feet off its 60-0 mph braking distance, and nearly 40 feet should you need to stop briskly from 186 mph. During stops from high speeds, the rear spoiler, which goes up at 55 mph, raises its angle of attack to work as an air brake, not just helping to slow the car but increasing stability while doing so.

Porsche has also achieved the tricky task of making the rear-engine 911 a safer, more predictable car in the wet. The new driver-selectable Wet mode monitors moisture on the road via sensors mounted in the front wheelwells. If wetness is detected, the stability control and braking systems are primed for a quicker response. Around a soaking course laid out at the Hockenheimring, with Wet mode activated, Porsche test driver Timo Kluck couldn't get the 911 to misbehave. Impressive stuff.

In addition to the Wet mode, the 911 now has options such as lane keeping assist, active cruise control with stop-and-go capability, and a night-vision system for spotting pedestrians and animals. There's also a standard brake-assist program that will warn you if you need to brake to avoid an accident or automatically initiate emergency braking if necessary.

Sports Car at Its Core

No need for those safety aids on the full track of Hockenheim, where, unleashed from the impressive electronic shackles of Wet mode, test driver Kluck reveals the other end of the 911's capabilities. What's clear is that performance remains a top priority for the new 911, with huge grip, sensational braking and that characteristic flat-six warble from astern. It doesn't hurt that all 992 Carreras — whether rear- or all-wheel-drive — will come with wider front and rear tracks that match those of the outgoing Carrera GTS.

Ask the engineers, though, and they'll quietly admit that the wider front track is actually the result of a need to increase the capacity of the cooling system. The handling improvements were a fringe benefit. The greater cooling demands also prompted the enlarged openings around the 911's nose, with bigger radiators situated behind automatically adjusting front vents.

Weighty Issues

The 992 does pack roughly 150 extra pounds. Though, with the increased dimensions, larger wheels (20-inch fronts and 21-inch rears come standard) and all that additional equipment, the weight gain isn't too surprising. At least Porsche has minimized the problem by building the body more extensively from aluminum. The side panels alone save 26.5 pounds over the previous 911's steel items. The body is significantly stiffer at the front, which is said to help cure the 911's traditional rolling noise from the front wheels. It also aids with steering response, so the weight gain comes with some benefits.

What's Next

With the new Carrera S and 4S already available to order, the only thing left for us to do is drive them. Stay tuned for our full impressions from behind the wheel.

First Look: 2020 Porsche 911

Meet the Eighth Generation of Porsche's Icon

Alistair Weaver by Alistair Weaver , VP of Editorial and Editor-in-ChiefNovember 27th, 2018

In a world beset by constant upheaval, the 2020 Porsche 911 is a tribute to the benefits of gentle evolution. The eighth generation of the 911 (known to aficionados by its internal code name, "992") is instantly familiar. Slightly bigger, slightly faster and, yes, slightly more expensive than before, it will reach U.S. showrooms next summer as a Carrera S, priced from $113,200.

Same Shape, More Muscle

We've already had an exclusive first ride in the new car, but this is the first time we've seen it without its ugly disguise. Only the most dedicated 911-spotter will identify the subtle hood sculpting that characterizes the new car's nose, but the revisions at the back are more pronounced. The red LED strip that spans the rear has become a signature feature of all contemporary Porsches, and the haunches are now more prominent. Couple this with wheels that measure 20 inches at the front and 21 at the rear and you have a sports car with considerable presence. Porsche's stylists have done a tremendous job of updating their icon without offending the purists.

All in the Family

The changes inside also echo other recent Porsche models, notably the larger Panamera. The central touchscreen control system has grown from 7 to 10.9 inches, and there are five buttons that give immediate access to the key functions. In the best 911 tradition, the driver's attention focuses on a centrally mounted tachometer, which is flanked by circular digital displays offering a wealth of information. The perception of quality is excellent, and the 911 retains the practical benefits of rear seats and a decent front trunk. The only curiosity surrounds the gear selector — gone is the chunky leather lever, to be replaced by a stylized switch on the center console. We suspect the Porsche forums won't like it.

Hauling the Mail

They will be impressed by the performance figures, though. The rear-wheel-drive Carrera S and all-wheel-drive Carrera 4S now boast a 443-horsepower, 3.0-liter flat-six turbo engine, a 23-hp improvement on the outgoing motor. There's also a new eight-speed PDK flappy-paddle gearbox, with a seven-speed manual to follow. Porsche claims the S will sprint to 60 mph in just 3.5 seconds, which is 0.4 second quicker than the previous-generation car. The 4S, helped by all-wheel-drive traction, should do the deed in 3.4 seconds. Top speed is 191 mph for the S and 190 mph for the 4S.

To help drivers manage all this capability, Porsche has introduced a Wet mode, which will be fitted as standard. This new feature automatically senses water on the road and adjusts the stability control and braking systems to suit. It also alerts the driver, just in case he hadn't noticed the rain(!). There'll be plenty more new technology in the 2020 911, including a night vision assist system that uses thermal imaging to detect objects in the road ahead.

Pricing and Release Date

The rear-wheel-drive 2020 Porsche 911 Carrera S will be priced from $113,200, with the 4S starting at $120,600. For the S, this represents an $8,100 increase over the outgoing model, while the 4S rises by $8,600. In the finest Porsche tradition, they'll be followed by the entry-level Carrera together with Cabriolet, Targa, Turbo, GTS, GT3 and other derivatives in the months and years ahead. There will even be a hybrid 911 for the first time — no one exploits the value of a trim and engine package better than Porsche.

The Bottom Line

We're due to drive the new 911 in January before it reaches U.S. showrooms next summer. We'll reserve judgment until we've tested it, but given that the outgoing 911 tops our rankings for luxury sport coupes, it would be a major surprise if it didn't establish a new benchmark in its sector. Despite over a million having been built since 1963, the world's fascination with the 911 shows little sign of abating.

Exclusive: 2020 Porsche 911 First Ride

On the Road in the All-New 992 Generation

Kyle Fortune by Kyle Fortune , CorrespondentOctober 10th, 2018

LA Auto Show, late November. That's when you'll see the next-generation Porsche 911, which is already known to the Porsche faithful by its internal code name: 992. Yet we've been in the new car already, albeit disguised — at least as much as you can hide the iconic shape of a 911.

Our sneak preview materialized when we heard that some Porsche personnel would be coming to the San Francisco Bay Area to shake down a few preproduction 992 models prior to the LA launch. We met them there and managed to hitch a ride in a convoy of Carrera S coupes.

So, is the 992 a worthy successor? The definitive answer will have to wait for our full testing in the months to come.

But you can learn a lot about a car from the passenger seat. Especially one as hotly anticipated as the latest Porsche 911.

Back to Cali

San Francisco and its surrounds were chosen for their diverse topography and weather, as well as for the "aggressive" — Porsche's word, not ours — driving style of the locals. The factory drivers, meanwhile, were evidently assembled as an all-star team. We had Alex Ernst, testing team leader; Andreas Pröbstle, project manager for the 718 and 911; Matthias Hofstetter, director of powertrain product lines for the 718 and 911; and August Achleitner, vice president of the 718 and 911 product lines, who is often referred to as "Mr. 911."

There's nothing these gentlemen don't know about the 992, and we tapped them up for as much as they were willing to say. We were also treated to some suitably enthusiastic driving to get a taste of what this new 911 is all about.

Does It Still Drive Like a 911?

First things first — as much as we can tell from the passenger seat, the answer is yes. We sat alongside every driver on Porsche's team at various points on the route, and it's clear the 911 has lost none of its urgency, the turbocharged low-rev punch and still-enthusiastic quest for revs delivering huge, immediate pace.

The chassis is a great match, too. You can feel the suspension coping with the vagaries of the regional tarmac, riding with real composure while maintaining excellent control. The flat-six sounds good, too, particularly the U.S.-specification exhaust, which does without European cars' exhaust filter. For once, American buyers get something cool that Europeans can't have.

We emerge more eager than ever to get behind the 992's wheel. The LA Auto Show can't come soon enough.

Familiar Face, More Moxie

Let's be honest, the 992 was never going to look too different. The 911 is a formula that's endured since the 1960s, and with over a million cars built, Porsche isn't about to meddle with it. Recessed rear lights aside, this is all familiar 911 stuff in form and function.

Having said that, the 911 must also outperform the car it's replacing, which is exactly what it'll do. The Carrera S model's turbocharged flat-six engine retains its 3.0-liter displacement, but improvements to the intake, turbos, intercooling, injection system and exhaust give it an imposing 443 horsepower. That's about 25 more horses than the outgoing Carrera S and on par with the 991 Carrera GTS, but with greater efficiency. It's also enough to ensure a 0-60 mph time comfortably under 4 seconds and a top speed in excess of 190 mph. You'd have had to buy a 911 Turbo not long ago for that kind of performance.

As for the standard Carrera, it should offer around 380 hp when it joins the model line next year. The LA debut of the 992 is entirely focused on the Carrera S and 4S coupe, specifically with the PDK automatic transmission.

No Manual ... and a Hybrid?

Rest assured, a three-pedal setup is on the way. It'll be offered across the entire Carrera range when that standard Carrera arrives after the S. The lineup will include both coupes and cabriolets from next year, while the Turbo and other amped-up variants should follow quickly after. There'll be a Targa and a GTS, but we'll be in for a slightly longer wait for those. The whisper is the Turbo will have in excess of 650 hp when it comes.

The 992's PDK automatic is big news. Unlike the manual, which remains a seven-speed unit, the PDK gains a ratio to become an eight-speed gearbox. This version of PDK been re-engineered from the transmission in the Panamera, with "Mr. 911" Achleitner admitting that they have "prepared this car for a hybrid solution in the future." To wit, the transmission has space in it for an electric motor.

As powertrain guru Hofstetter put it, "the car is ready for hybrid. We can't change the wind, but we can set our sails in the right direction." Achleitner added: "The whole car in its layout, its structure, is prepared for a hybrid solution in the future. We will not do it right now, because we are not yet satisfied with the performance, especially of the batteries."

Incremental Improvement

Weight has been a key consideration, with the 992 anticipated to weigh much the same as its predecessor despite the changes. Revised engine mounting improves stiffness, which should be particularly beneficial in the convertible. The Carrera S upgrades to standard staggered wheel diameters, with 20-inch front wheels and 21-inch rears wearing 245/35 ZR20 and 305/30 ZR21 tires, respectively.

All Carreras will be also wide-bodied, which means there will be no differentiation in width within the Carrera lineup, regardless of specification. The rear width matches that of the outgoing GTS, while the front track is actually a bit wider. This tweak, says Achleitner, enables the 992 to achieve greater cornering force without needing stiffer roll bars, also allowing for a softer rear roll bar.

Agility, usability and driver appeal remain core to the 911 ethos. Achleitner underlines this, noting that "everyday usability is very important for us, hugely important. We are unique, we sell real cars, not computer games that are simulated. You have to have feel. That is essential with our cars."

Details That Make a Difference

Like the outgoing car, the 992 will offer PASM adaptive suspension and the option of rear-wheel steering. Notable extras include Porsche Surface Coated Brakes (an economical alternative to carbon ceramics), a Sport Chassis that lowers the 992 by 10 mm, and the Sport Chrono Pack, which adds items such as active engine mounts and greater configurability in the driver settings.

In addition to the familiar Normal, Sport, Sport+ and Individual driving modes, there's now a "wet mode" in all Carreras. The 992 will automatically prime its rear wing's angle of attack, as well as the stability and gearbox control systems, if acoustic sensors in the front wheel housings detect water on the road surface. This is necessary, says Achleitner, because the 911 "is light and rides on wide tires." Should the driver want full assurance when such conditions threaten, wet mode can be selected manually.

Convenience is improved with keyless entry and ignition (finally) standard in all 911s. The exterior door handles even pop out to greet you when you approach. Glancing around the preproduction 992 interior, it's evident behind Porsche's camouflage that the central touchscreen is larger, its operation and look being very similar to that of the Cayenne.

What's the Bottom Line?

We'll be able to fill in the rest of the details when the 911 is officially revealed next month, and of course when we drive it soon thereafter. Our early access reveals, though, that Porsche hasn't messed with the core appeal of its rear-engine icon, even if underneath it's quite a significant step forward.

FAQ

Is the Porsche 911 a good car?

The Edmunds experts tested the 2020 911 both on the road and at the track, giving it a 8.2 out of 10. You probably care about Porsche 911 fuel economy, so it's important to know that the 911 gets an EPA-estimated 20 mpg. What about cargo capacity? When you're thinking about carrying stuff in your new car, keep in mind that the 911 has 4.6 cubic feet of trunk space. And then there's safety and reliability. Edmunds has all the latest NHTSA and IIHS crash-test scores, plus industry-leading expert and consumer reviews to help you understand what it's like to own and maintain a Porsche 911. Learn more

What's new in the 2020 Porsche 911?

According to Edmunds’ car experts, here’s what’s new for the 2020 Porsche 911:

  • Fully redesigned for 2020
  • Many small changes to the exterior and a completely new interior
  • Designed to be more comfortable over a wider variety of driving conditions
  • Kicks off the eighth 911 generation
Learn more

Is the Porsche 911 reliable?

To determine whether the Porsche 911 is reliable, read Edmunds' authentic consumer reviews, which come from real owners and reveal what it's like to live with the 911. Look for specific complaints that keep popping up in the reviews, and be sure to compare the 911's average consumer rating to that of competing vehicles. Learn more

Is the 2020 Porsche 911 a good car?

There's a lot to consider if you're wondering whether the 2020 Porsche 911 is a good car. Edmunds' expert testing team reviewed the 2020 911 and gave it a 8.2 out of 10. Safety scores, fuel economy, cargo capacity and feature availability should all be factors in determining whether the 2020 911 is a good car for you. Learn more

How much should I pay for a 2020 Porsche 911?

The least-expensive 2020 Porsche 911 is the 2020 Porsche 911 Carrera 2dr Coupe (3.0L 6cyl Turbo 8AM). Including destination charge, it arrives with a Manufacturer's Suggested Retail Price (MSRP) of about $97,400.

Other versions include:

  • Carrera S 2dr Coupe (3.0L 6cyl Turbo 8AM) which starts at $113,300
  • Carrera 4S 2dr Coupe AWD (3.0L 6cyl Turbo 8AM) which starts at $120,600
  • Carrera 2dr Coupe (3.0L 6cyl Turbo 8AM) which starts at $97,400
  • Carrera 4 2dr Coupe AWD (3.0L 6cyl Turbo 8AM) which starts at $104,700
Learn more

What are the different models of Porsche 911?

If you're interested in the Porsche 911, the next question is, which 911 model is right for you? 911 variants include Carrera S 2dr Coupe (3.0L 6cyl Turbo 8AM), Carrera 4S 2dr Coupe AWD (3.0L 6cyl Turbo 8AM), Carrera 2dr Coupe (3.0L 6cyl Turbo 8AM), and Carrera 4 2dr Coupe AWD (3.0L 6cyl Turbo 8AM). For a full list of 911 models, check out Edmunds’ Features & Specs page. Learn more

More about the 2020 Porsche 911

2020 Porsche 911 Overview

The 2020 Porsche 911 is offered in the following submodels: 911 Coupe, 911 Convertible. Available styles include Carrera S 2dr Coupe (3.0L 6cyl Turbo 8AM), Carrera 4S 2dr Coupe AWD (3.0L 6cyl Turbo 8AM), Carrera S 2dr Convertible (3.0L 6cyl Turbo 8AM), Carrera 2dr Coupe (3.0L 6cyl Turbo 8AM), Carrera 4S 2dr Convertible AWD (3.0L 6cyl Turbo 8AM), Carrera 2dr Convertible (3.0L 6cyl Turbo 8AM), Carrera 4 2dr Coupe AWD (3.0L 6cyl Turbo 8AM), and Carrera 4 2dr Convertible AWD (3.0L 6cyl Turbo 8AM).

What do people think of the 2020 Porsche 911?

Consumer ratings and reviews are also available for the 2020 Porsche 911 and all its trim types. Overall, Edmunds users rate the 2020 911 5.0 on a scale of 1 to 5 stars. Edmunds consumer reviews allow users to sift through aggregated consumer reviews to understand what other drivers are saying about any vehicle in our database. Detailed rating breakdowns (including performance, comfort, value, interior, exterior design, build quality, and reliability) are available as well to provide shoppers with a comprehensive understanding of why customers like the 2020 911.

Edmunds Expert Reviews

Edmunds experts have compiled a robust series of ratings and reviews for the 2020 Porsche 911 and all model years in our database. Our rich content includes expert reviews and recommendations for the 2020 911 featuring deep dives into trim levels and features, performance, mpg, safety, interior, and driving. Edmunds also offers expert ratings, road test and performance data, long-term road tests, first-drive reviews, video reviews and more.

Our Review Process

This review was written by a member of Edmunds' editorial team of expert car reviewers. Our team drives every car you can buy. We put the vehicles through rigorous testing, evaluating how they drive and comparing them in detail to their competitors.

We're also regular people like you, so we pay attention to all the different ways people use their cars every day. We want to know if there's enough room for our families and our weekend gear and whether or not our favorite drink fits in the cupholder. Our editors want to help you make the best decision on a car that fits your life.

What's a good price for a New 2020 Porsche 911?

2020 Porsche 911 Carrera 4 2dr Coupe AWD (3.0L 6cyl Turbo 8AM)

The 2020 Porsche 911 Carrera 4 2dr Coupe AWD (3.0L 6cyl Turbo 8AM) can be purchased for less than the Manufacturer’s Suggested Retail Price (aka MSRP) of $128,700. The average price paid for a new 2020 Porsche 911 Carrera 4 2dr Coupe AWD (3.0L 6cyl Turbo 8AM) is trending $4,492 below the manufacturer’s MSRP.

Edmunds members save an average of $4,492 by getting upfront special offers. The estimated special offer price in your area is $124,208.

The average savings for the 2020 Porsche 911 Carrera 4 2dr Coupe AWD (3.0L 6cyl Turbo 8AM) is 3.5% below the MSRP.

Available Inventory:

We are showing 1 2020 Porsche 911 Carrera 4 2dr Coupe AWD (3.0L 6cyl Turbo 8AM) vehicle(s) available in the Ashburn area.

Which 2020 Porsche 911s are available in my area?

Shop Edmunds' car, SUV, and truck listings of over 6 million vehicles to find a cheap new, used, or certified pre-owned (CPO) 2020 Porsche 911 for sale near. There are currently 10 new 2020 911s listed for sale in your area, with list prices as low as $125,270 and mileage as low as 0 miles. Simply research the type of car you're interested in and then select a car from our massive database to find cheap vehicles for sale near you. Once you have identified a used vehicle you're interested in, check the AutoCheck vehicle history reports, read dealer reviews, and find out what other owners paid for the 2020 Porsche 911.

Can't find a new 2020 Porsche 911s you want in your area? Consider a broader search.

Find a new Porsche 911 for sale - 3 great deals out of 17 listings starting at $21,393.

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Why trust Edmunds?

Edmunds has deep data on over 6 million new, used, and certified pre-owned vehicles, including rich, trim-level features and specs information like: MSRP, average price paid, warranty information (basic, drivetrain, and maintenance), features (upholstery, bluetooth, navigation, heated seating, cooled seating, cruise control, parking assistance, keyless ignition, satellite radio, folding rears seats ,run flat tires, wheel type, tire size, wheel tire, sunroof, etc.), vehicle specifications (engine cylinder count, drivetrain, engine power, engine torque, engine displacement, transmission), fuel economy (city, highway, combined, fuel capacity, range), vehicle dimensions (length, width, seating capacity, cargo space), car safety, true cost to own. Edmunds also provides tools to allow shopper to compare vehicles to similar models of their choosing by warranty, interior features, exterior features, specifications, fuel economy, vehicle dimensions, consumer rating, edmunds rating, and color.

Should I lease or buy a 2020 Porsche 911?

Is it better to lease or buy a car? Ask most people and they'll probably tell you that car buying is the way to go. And from a financial perspective, it's true, provided you're willing to make higher monthly payments, pay off the loan in full and keep the car for a few years. Leasing, on the other hand, can be a less expensive option on a month-to-month basis. It's also good if you're someone who likes to drive a new car every three years or so.

Check out Porsche lease specials