2019 Porsche 911

2019 Porsche 911
MSRP
$187,500
2019 Porsche 911

What’s new

  • New track-focused GT3 RS and GT2 RS models
  • Part of the seventh 911 generation introduced for 2012

Pros

  • Impeccable handling inspires driver confidence
  • Powerful and surprisingly economical engines
  • Premium interior with lots of customization possibility
  • Surprisingly comfortable and practical for daily driving

Cons

  • Infotainment system has a few quirks
  • Engines lack some of the response and audible thrill of old ones


Which 911 does Edmunds recommend?

With so many versions available, many of them with overlapping price windows, the question the potential 911 buyer must ask is: What do you want your 911 to do? Knowing the answer will get you a long way toward picking the ideal 911. As a generalized recommendation, though, the GTS is a can't-miss proposition. It has more power than the regular Carrera and the Carrera S, but it isn't so extreme that it pounds the fillings out of your teeth with a jarring track suspension setup. Plus, the GTS-specific interior features neat-looking microsuede seating surfaces and contrast stitching.

Edmunds' Expert Review

Overall rating

4.5 / 5

The 2019 Porsche 911 is a sports car that's available in many different versions. Understanding the differences in engines, wheel sizes, body widths, and interior options can be dizzying. But no matter which model you choose, all 911s have the same intrinsic qualities such as two doors, a rear-mounted flat-six engine, the ignition switch on the left, and an analog tachometer sitting front and center. These qualities have made the 911 into perhaps the most iconic sports car on the planet.

But the best quality is one that's oft-overlooked: its ability to be blazing-fast on a back road and still livable as an all-weather daily driver. While track-focused versions such as the GT3, GT3 RS, GT2 RS, and T models don't come with rear seats, there are 20 other variants that do. Those rear seats, while small, allow owners to drive their kids or the occasional third or fourth passenger, or just fold down the seatbacks to carry more luggage. And all 911s have generous cargo space in their front trunks, too.

Because of this wide variety, it is a good idea to go in with some knowledge of the Porsche you might want. Thankfully for most enthusiasts, this is a pleasurable experience. For others, there are two points that may narrow the decision: timeliness and cost. Out of the 23 911s currently on sale, five are limited in production. And only two models, the Carrera and the Carrera 4, have as-new MSRPs of under $100,000. For a truly indulgent experience, you can custom-order your car to your exact specifications, paint and all.

No matter how you buy your 911 — custom or off the showroom lot — know that you'll be driving an unrivaled blend of practicality and performance. It's one of our favorite sports cars on the market.

Trim levels & features

The 2019 Porsche 911 is available in coupe, retractable-roof coupe (Targa) and soft-top convertible (Cabriolet) body styles. There are then multiple variations with increasing levels of performance, including the Carrera, the Carrera S, the Carrera 4 and the Carrera 4S (the 4 indicates all-wheel drive),  the Targa 4 and the Targa 4S, the GTS, the Turbo and the Turbo S. There are also four track-oriented trims: the Carrera T, the GT3, the GT3 RS and the GT2 RS.

The base model 911 Carrera is powered by a turbocharged 3.0-liter horizontally opposed six-cylinder engine (flat-six) that produces 370 horsepower and 331 pound-feet of torque. A seven-speed manual transmission is standard, and Porsche's dual-clutch (PDK) automatic transmission is optional. Standard equipment includes 19-inch wheels, summer tires, an adaptive suspension (PASM), automatic bi-xenon headlights, parking sensors, a rearview camera, dual-zone automatic climate control, four-way power-adjustable front seats (for the backrest and seat height; fore/aft is manual) and leather upholstery.

Technology features include Bluetooth; two USB ports; two SD card slots; Porsche Communication Management, which has a 7-inch touchscreen interface with navigation, Apple CarPlay, onboard Wi-Fi and Car Connect remote vehicle services; and an eight-speaker sound system with a CD player and satellite and HD radio.

The Carrera S has an upgraded version of the same engine that produces 420 hp and 368 lb-ft of torque. It also has 20-inch wheels and a torque-vectoring rear differential. The optional Powerkit ups the engine to 450 hp and 405 lb-ft of torque.

The Carrera 4 and the Carrera 4S, as well as the Targa 4 and the Targa 4S, feature all-wheel drive and wider rear fenders, plus the engine that corresponds to their rear-wheel-drive counterparts above.

The GTS variants have the Carrera S engine with the Powerkit upgrade (450 hp and 405 lb-ft of torque). The GTS also has a wider rear track, 20-inch center lock wheels from the Turbo S, a PASM sport suspension (coupe only) that includes a ride-height reduction, a sport exhaust system (optional on all lesser versions), special exterior styling, sport seats with a combination of leather and simulated suede upholstery, and a sport steering wheel. The GTS also comes with the Sport Chrono package, which includes dynamic engine mounts, a stopwatch, turbo overboost function for temporarily increased torque, and additional performance driving aids. This package is available on lesser versions.

The 911 Turbo has a turbocharged 3.8-liter flat-six good for 540 hp and 486 lb-ft of torque. It comes only with the PDK automatic and all-wheel drive. It also comes standard with a power-retractable front spoiler, a fixed rear spoiler with articulating wing elements, various other aesthetic and functional body revisions, a rear-wheel-steering feature to tighten the turning radius and improve high-speed stability (optional on the Carrera S family), and a more advanced torque-vectoring rear differential (PTV Plus). Also standard are adaptive LED headlights, the Sport Chrono package, 10-way power seats with four-way power lumbar and memory settings, extended leather trim and a 12-speaker Bose surround-sound audio system.

The Turbo S is uprated to 580 hp and 516 lb-ft of torque. It also gets active stabilizer bars (PDCC), carbon-ceramic brake rotors, 14-way power front seats with adjustable side bolsters, and carbon-fiber interior trim.

Finally, the track models. The Carrera T is based on the standard Carrera and uses the same 370-hp engine, but it features lightweight door panels with nylon door pulls, a mechanical limited-slip differential, and shorter final drive ratio for better acceleration.

The GT3 is a lightweight, track-focused performance model. It has a 4.0-liter non-turbocharged flat-six that produces 500 hp and 339 lb-ft of torque. PDK is standard and a six-speed manual is optional. It also gets its own special suspension tuning, rear-wheel steering, the carbon-ceramic brakes, lightweight body components (including a carbon-fiber fixed rear wing), a rear underbody diffuser and special styling elements. For the GT3 RS, Porsche takes a GT3 and sharpens it further with more power (520 hp, 346 lb-ft of torque), aerodynamic enhancements, and more trick lightweight parts, such as a magnesium roof and carbon-fiber trunklid and fenders.

For the ultimate 911 track experience, the GT2 RS takes the GT3 RS's body and aerodynamics and swaps out its non-turbocharged flat-six in favor of an uprated twin-turbo engine from the 911 Turbo S that produces 700 hp and 553 lb-ft of torque, making it the most powerful and fastest street-legal 911 ever produced.

Many of the higher-end items, especially those included on the Turbo, are available as options on lesser trims. Other add-ons include alternative wheel designs, a front axle lift system, a rear wiper, power-folding auto-dimming mirrors, a solid or glass sunroof (coupe only), keyless entry and ignition, adaptive cruise control (with automatic braking for forward collision mitigation), a blind-spot warning system, various sport seats, heated seats, ventilated seats, a multifunction steering wheel (heating can be added), a 12-speaker Bose surround-sound audio system and a 12-speaker Burmester audio system.

As with any Porsche, you can also customize the 911 to your heart's (and hopefully wallet's) content, with numerous paint colors, upholstery types and trim selections. You can also specify everything from colorful Porsche crests on the seats to leather trim on the climate vent slats.

Trim tested

Each vehicle typically comes in multiple versions that are fundamentally similar. The ratings in this review are based on our full test of the Porsche 911 Carrera S (turbo 3.0L flat-6 | 7-speed dual-clutch automatic | RWD).

Driving

5
The competence of the Carrera S spans a vast range. It expertly balances power and high-speed performance with in-town drivability and everyday use. The PDK gearbox is a benchmark, and its acceleration from any speed is seamless. You have to look for turbo lag to find it.

Acceleration

5
In Edmunds track testing, the Carrera S was blisteringly fast, going from zero to 60 mph in just 3.4 seconds, reaching the quarter-mile marker in 11.4 seconds at 121 mph. Part-throttle acceleration is impressively robust, too. Few drivers will complain about turbo lag, such is its responsive nature.

Braking

4
The pedal is firm, with lots of braking power when you're really moving, but the brakes' sensitivity may require some drivers to adapt their braking style. Our simulated panic stop at the track from 60 mph took an eye-watering 96 feet. Only a few cars on the road today can beat that.

Steering

4.5
The steering is well-weighted in any driving situation. Optional rear steer helps with low-speed maneuvers and tight hairpin turns while increasing high-speed stability. There's a bit of a disconnect from driver to front-end action, but no car with modern power steering feels better.

Handling

5
Midcorner bumps don't faze the Carrera S, and the speed with which you can enter a corner makes you feel pretty heroic, even though the car is doing the work. The Carrera S's limits are extremely high (it averaged 1.01g on our skidpad) and it exhibits virtually zero body roll.

Drivability

5
The seven-speed PDK transmission works its magic in almost every scenario. It's excellent on long uphill grades while also super intuitive on curvy back roads. The seven-speed manual transmission is also impressively easy to drive, with a much lighter clutch action than past Porsches.

Comfort

4.5
The standard-bearer of comfort among sports car. Great seats, a firm but forgiving ride, and plenty of creature comforts. Elevated road noise is the sole black mark.

Seat comfort

5
Our car's optional 18-way sport seats' substantial side bolsters provide ample lateral support but don't get in the way of terrific long-distance comfort. A multitude of adjustments will suit even the most finicky driver.

Ride comfort

4.5
The ride is firm but won't beat you up on a long trip. The adjustable dampers provide a suitable range of adjustment. You'll feel bumps and ruts, but they are extremely well-damped.

Noise & vibration

3
It's a relatively quiet ride in the city, but at elevated freeway speeds the optional sport exhaust is audible. There's also a constant hum from the high-performance summer tires.

Climate control

4
Air conditioning blows super cold and acts fast. The cabin gets very comfortable very quickly, even on hot days. The optional heated and cooled seats operate quickly and effectively. The small, complicated and hard-to-find climate controls hurt its score.

Interior

4.5
Loads of headroom and good forward visibility. The materials quality and driving position are excellent. While the back seat is small, the 911 is one of just a few cars in the class to offer one. Rear visibility is limited, and the backup camera isn't great.

Ease of use

3.5
The controls are well within reach. The drive mode knob on the steering wheel works especially well (included with Sport Chrono pack). But there are too many small buttons that don't all work the way you'd expect.

Getting in/getting out

3.5
A low roof and somewhat high stepover notwithstanding, it's no more difficult than any other sports car to get into or out of. Our tester, equipped with the optional PASM sport suspension, sits nearly an inch lower than standard.

Driving position

5
Solid fundamentals of control placement are aided by a huge range of adjustment in the optional 18-way adjustable front seats and power tilt-and-telescoping steering column. There's nothing in the way of you and your perfect driving position.

Roominess

4.5
Front headroom and legroom are abundant, but wider passengers may feel the pinch. The back seat is best for luggage since even small children will be cramped. Our sunroof-less test car easily fits long-of-torso 6-foot-plus drivers.

Visibility

4.5
The low sloping hood and large windshield contribute to excellent forward visibility. The relatively large rear roof pillars block your view out to the rear. The mirrors and rear window are small. The parking sensors are excellent, though, and the backup camera's view is acceptable.

Quality

5
After two weeks in the Carrera S, we were only able to find one fault in build quality: a clunky plastic knob for the drive-mode selector on the steering wheel. Practically everything else is flawless. Excellent materials, tight tolerances and everything you'd expect for $135K.

Utility

4
The Carrera S is very practical for a sports car. Beyond the front trunk, the rear seat has a fold-down luggage shelf that's quite useful. Small-item storage, like general cargo capacity, is far from capacious but still excellent for the class.

Small-item storage

4
Small-item storage is limited. The cupholders stow unobtrusively in the dashboard, but they're still tiny. The center console isn't very deep but easily swallows a large smartphone and a wallet. And the door pockets are long but shallow.

Cargo space

4.5
While its 9.1-cubic-foot trunk seems small, the 911 has a folding rear seat that acts as a large luggage shelf. Combine the two and you've got plenty of space for gear. Even a golf bag will fit in the back. Most rivals only have two seats and therefore forgo this additional space.

Child safety seat accommodation

4
Two easily accessible lower LATCH points are under small Velcro-attached patches. There's one top anchor on each rear seat. Big child seats won't fit back there. Even medium-size ones will have a problem. However, several rivals are missing a back seat altogether, giving the 911 a big leg up.

Technology

4.5
While an improvement on previous systems, the current Porsche tech interface isn't the most user-friendly on the market. Device integration and voice controls had a few hiccups during our test. Get past those quirks, though, and the system can do all of the basic tasks you'd expect.

Audio & navigation

4
Eight-speaker system is relatively bass-heavy. Twelve-speaker Bose and Burmester systems are optional. The nav screen is lower than preferred, though its pinch-to-zoom feature is excellent and entering destinations was simple.

Smartphone integration

3
Apple CarPlay is standard, which works relatively well once you get it connected but may take a few attempts. No Android Auto. The native music system is easy to understand, but it doesn't index music quickly and doesn't always obey commands.

Voice control

2.5
Underwhelming voice control. It had a difficult time responding to basic commands, and its menu structure has a steep learning curve. If you've got Siri at your disposal, use that feature instead — it's much more responsive.

Consumer reviews

There are no consumer reviews for the 2019 Porsche 911.

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2019 Porsche 911 video

[MUSIC PLAYING] ALISTAIR WEAVER: Let me take you back to 1973. The Vietnam War is ending. The Watergate scandal is gathering pace. The world's first cell phone call is being made in New York City. And Porsche is selling this, the 911T. Back then, the T was the entry level 911, complete with a 2.4 liter engine, developing 140 horsepower. Now, in modern terms, that's roughly equivalent of a Honda Fit. Quick, this is not, but there's a reason it's for sale for $149,000. You can feel the gearbox mesh from cog to cog. The steering is unassisted. The engine sings sweetly behind my ears. This is an entirely different experience to the complication and electronics of today. This is automotive vinyl. And just as vinyl has staged a Renaissance, so has the 911T. Billed as the driver's choice, it seeks to fuse the spirits of the early 911's with the sophistication of today, and a price tag that's just north of $100,000. So is this a better, more emotive version of what is already Edmunds' favorite sports car, or just a poor pastiche of an icon? We'll find out on Road and Track. Choosing a modern 911 is a bit like picking a pizza. There are over 20 different ones to choose from, all working from the same base. The T takes a standard Carrera, the Margarita, if you like, and adds a few choice toppings. The rear window glass is thinner to save weight. The 20-inch wheels are pinched from the Carrera S, their sport suspension, a limited slip differential, a sports exhaust, and of course, some go faster stripes. Our car also has these optional carbon fiber seats, which I detest for three reasons. One, they cost $5,200, and I'd rather have a nice watch. Two, choosing than means depriving yourself of the rear seats, which for me, at least, have always been a key part of the 911's appeal. And thirdly, you look like an absolute numpty getting in and out. [GRUNTS] [MUSIC PLAYING] This car really grew out of the success of the special edition 911R, a car that proved to Porsche that its customers are willing to sacrifice absolute speed for driving pleasure. I remember being on a press event for the 911 and talking to Walter Rohrl, the German double world rally champion turned ace Porsche test driver. I asked him whether there was a place for a driver-focused 911 in the mainstream range, and he gave me this kind of knowing look, and well, here we are For a man who built his reputation in the crazy, super-powered [INAUDIBLE] era of rallying back in the 1980s, it's ironic that Rohrl has always been an opponent of the horsepower war. He reckons anything more than 350 horsepower on a road car is, frankly, unnecessary. And you know what? I think he's got a point. This T takes a standard engine from a Carrera. So it's a 3-liter with small turbos developing, 370 horsepower, and 331 pounds feet of torque. Now, when you think that the Ford Mustang GT has 460 horsepower, that doesn't sound like a lot. But only the most tedious bar bore would describe this car as underpowered. On the road, it just feels beautifully considered. As you might have noticed, our test car has a PDK flappy paddle gearbox, a $3,700 option. It might make sense in city traffic, but it undermines the Carrera T's purity of purpose. Me, I'll stick with the stick. [ENGINE ROARS] This engine doesn't sound as good as the old air-cooled 911s that died in the late 1990s, nor did it sound quite as good as the naturally aspirated engine in the previous generation 911. But to say that somehow it's lacking in sonorous appeal is, frankly, a nonsense. And it's helped in this car by the sports exhaust and the thinner rear glass, and the loss of sound deadening. So it's all a lot more immediate, a lot more emotive. I mean, it just sounds like nothing else on the road. [ENGINE ROARS] This car has standard sport suspension, which lowers the whole thing by 0.39 of an inch or about that. What I like about it is it offers some flexibility. So you can use this switch on the steering wheel to pull the throttle and gearbox into multi-mode, then you can use another button here to detune the damping, and give yourself a bit of compliance, which on a road like this, is what you need. If you have [INAUDIBLE] that's too stiff, you're going to feel like the car is going to pitch you off the road at any moment. This is wonderfully compliant, and that helps add to that kind of fluency that has always been a 911 trademark. Rivals like the Jaguar F-type and the Mercedes AMG GT have more power, and a kind of brutish front engine appeal, but they lack the subtlety, the nuance of the 911. It really is a experience like no other, and that's why it's been around for as long as it has. Even the steering, which was criticized on early versions of this generation 911 for its electric assistance, has been honed over time. So it now offers a superb combination of a feel and waiting. Porsche, more than any other mark, is great at just subtly evolving its cars, just refining them over time, just adding those little nuances that, taken together, make a huge difference to the experience. Our car has the optional rear axle steering, which cost $2090. In simple terms, what it does is to encourage the rear wheels to steer, and in doing so, make the wheelbase feel shorter than it actually is, and that enhances the car's agility on twisting roads like this. I'm not a big fan of going deep into Porsche's option range, but this is one that I would add to my car. As a road car, I can't think of another sports car that has this depth of ability, and is better suited to everyday driving on roads like these. I'm really worried that this review is starting to sound like a eulogy, but this car really is that good. Now, part of the appeal of the 911 has always been its ability to take you to the shops on a Friday, then let you dabble in some racetrack shenanigans on a Saturday. So I think it's about time we leave the beauty of Mulholland Drive in Malibu, and head to the Edmunds test track. [MUSIC PLAYING] Now our test team have just crunched the numbers and sent me over the acceleration figures for this car. Now, Porsche claims a Carrera T with a PDK gearbox to 0 to 60 in four seconds dead. Our test team, 3.6 seconds. That's extraordinary. That's just 2/10 of a second slower than a Carrera S, and it's not far behind over the quarter mile either-- 11.8 seconds versus 11.4 for the S. So don't tell me this car needs more power. Let's hit the track. [MUSIC PLAYING] Now, Porsche doesn't claim that the Carrera T is a circuit special. T stands for touring, not track. It's not as hardcore as a motor sport derived GT3 or GT2, but don't think for a moment that it's not fun out here. In some ways, less is more. To get the best out of a GT3 or a GT2, you need loads of talent and loads of commitment, but this car, it's so much more accessible. You don't have to have divine talent to start to have some fun with this car and start to play with its limits, really start to feel it move around. There's less air or less grip than you'd get in a GT3, so ultimately, it will be slower. But you know what? That's not what having fun is all about. It's not all about lap time. It's about how the car makes you feel. A little lift into this corner, turn it back on the power, hard on the brakes, turning a little as we brake. Couldn't do that in an early 911. Turn in, feed the throttle, feel the under steer power out to counter that. It's just fabulous. Give a little into the corner here, sacrifice a bit to get the power on the exit. Breaking now and turn in. Little bit of brakes on the turning, it just helps the nose in. [MUSIC PLAYING] Our test track also has a low friction handling circuit, which simulates driving on ice. So here we go onto this low-grip surface. Now, this is kind of a bit of fun, but it also gives you a real sense of where the car's basic handling balance is. I mean, can you imagine doing this in an old 911? You're basically just steering it on the throttle. Flick it one way at left, get the weight distribution going, a little bit of power, try and get the pendulum going. [GIGGLES] I'm getting paid for this. Just tease the throttle, work the steering, flick it back the other way. Porsche have done such an incredible job over the years of basically honing what is a physical imperfection. If you were designing a sports car today, there's no way that you would hang the engine out behind the rear axle. [MUSIC PLAYING] Even though it's a turbo engine, the throttle response is pretty good, which allows you to play with it like this. It's hard work. We've been debating in the Edmunds office which of these we'd buy if we found $100,000 hiding under the mattress. It's a fun sport, but to be honest, it's not really the point. These plastic air-cooled 911s are an investment piece, a toy, an alternative to a boat or maybe even an oil painting. They're not really a car in a traditional sense, this is. The 911T is about Porsche rediscovering its roots. Yes, they sell more SUVs and sports cars these days, but it's still with 911 that defines Porsche, and it's variants like the T that define the 911. If you've got oodles of cash and you're a track day warrior, then buy a GT3 and don't regret it, but if you want a fun, fast, surprisingly practical road car, then buy the Carrera T. It's not only the best all-around 911 on sale today, it's also the world's finest sports car. [MUSIC PLAYING] For more information on the Porsche 911T, head to Edmunds. And for more videos like this, be sure to subscribe to our YouTube channel.

2019 Porsche 911 T Review

Edmunds Editor-in-Chief Alistair Weaver steps into the wayback machine to get behind the wheel of a 1970s air-cooled 911T. Today's 911 Carrera T seeks to meld the spirit of those early 911s with modern-day sophistication. Find out why Alistair calls the 2019 Porsche 911 Carrera T the "best all-around 911 on sale today."

Features & Specs

MSRP
$187,500
MPG
N/A city / N/A hwy
Seats 2
7-speed automated manual
Gas
520 hp @ 8250 rpm
See all 2019 Porsche 911 features & specs

Safety

Our experts’ favorite 911 safety features:

Porsche Active Safe
Detects stopped vehicles ahead, alerts the driver and brakes if necessary. Included with adaptive cruise control.
Lane Change Assist
Monitors the car's blind spot and signals the driver via a series of lights at the base of the front roof pillars.
Porsche Car Connect
Automatically alerts emergency services in the event of an accident. Remote door locking also included.

Porsche 911 vs. the competition

2019 Porsche 911

2019 Porsche 911

2018 Porsche 718 Cayman

2018 Porsche 718 Cayman

Porsche 911 vs. Porsche Cayman

Thanks to its smaller size and mid-engine layout, the Cayman is a more nimble-handling sports car. It's also considerably less expensive than the 911. But the 911 is more powerful and has the practical advantage of rear seats. Porsche also offers a lot more customization options on the 911 as well as a lot more variants.

Compare Porsche 911 & Porsche Cayman features

Porsche 911 vs. BMW M4

Porsche's standard 911 Carrera is more expensive and has less interior volume than the M4, but it accelerates quicker to 60 mph and is lighter. The 911 also benefits from a longer options list that buyers can use to customize to their hearts' desire. Some, however, may prefer the more upright, sedan-based ergonomics of the M4.

Compare Porsche 911 & BMW M4 features

Porsche 911 vs. Chevrolet Corvette

While there is more of a gap between base versions, performance between these two models is like splitting hairs. The Corvette may win out on the price equation, but the 911 offers more customization. The 911 also has a ride quality that's more suited for daily usage or highway touring. You can also get it in all-wheel-drive for all-weather driving. Read Edmunds' long-term road test of the Chevrolet Corvette.

Compare Porsche 911 & Chevrolet Corvette features

2019 Porsche 911 for Sale

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More about the 2019 Porsche 911

The 2019 Porsche 911 is available in a dizzying variety of configurations that range from truly quick to super fast and blindingly speedy. Interestingly, all 911s — with two spectacular exceptions — are turbocharged. That's right, even the base 911, the regular old Carrera, has two turbochargers heaving air into its horizontally opposed six-cylinder engine. And, yes, that engine is still hanging off the back of the 911 where physics says it shouldn't be, and yet Porsche's engineers make it work brilliantly anyhow.

Introduced in 2017, the engine in the Carrera, Targa and Cabriolet is still a six-cylinder, but the displacement is now 3.0 liters (down from the previous non-turbocharged 3.4 liters), and thanks to its turbochargers, horsepower has risen from 350 horsepower to a mighty 370 hp. And it gets better fuel mileage. Move up to the Carrera S model with its larger turbos and advanced exhaust system, and the output of the 3.0-liter six rises to a spine-tingling 420 hp. The 2018 GTS has 450 hp. On the other side, an enthusiast special, the Carrera T, uses the base Carrera engine but pairs it with lightweight track-inspired hardware.

As before, the Carrera coupe and Cabriolet convertible are rear-wheel-drive, while anything with a 4 in its name is all-wheel-drive (including the retractable-roof Targa 4 and Targa 4S). All the Carreras are available with either a seven-speed manual transmission or a seven-speed dual-clutch (Porsche's Doppelkupplung) transmission.

And then there are the Turbos, with a capital T. Using a twin-turbocharged 3.8-liter six-cylinder, the Turbo models are rated at 540 hp for the base version and 580 hp for the Turbo S. They are available as coupes or cabriolets and feature standard PDK and all-wheel drive. The Turbos are simply some of the quickest and fastest cars available at any price. And the price is high.

The only two non-turbocharged exceptions for 2019 are the revised 911 GT3 and GT3 RS. The GT3 has a non-turbocharged 4.0-liter flat-six that produces 500 hp, while the GT3 RS features an uprated version of that engine that produces 520 hp. They're both paired to a variety of track-focused chassis enhancements and weight-reducing body pieces. The GT3 is also available in a wingless Touring model for those wanting a more subdued body shape.

Finally, there's the all-conquering GT2 RS. Take the turbo engine out of the Turbo S, bump up power to 700 hp, and place it in the GT3 RS body. It's currently the fastest, most powerful production 911 made, and it's reasonable to assume it'll hold its position for a few years.

Beyond just the right engine and body, Porsche offers a blizzard of expensive options. Use the buying tools on Edmunds to help you shovel your way through them and find the right 2019 Porsche 911 for you.

2019 Porsche 911 Overview

The 2019 Porsche 911 is offered in the following submodels: 911 Coupe. Available styles include GT3 RS 2dr Coupe (4.0L 6cyl 7AM).

What do people think of the 2019 Porsche 911?

Consumer ratings and reviews are also available for the 2019 Porsche 911 and all its trim types. 0 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 2019 911.

Edmunds Expert Reviews

Edmunds experts have compiled a robust series of ratings and reviews for the 2019 Porsche 911 and all model years in our database. Our rich content includes expert reviews and recommendations for the 2019 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.

Which 2019 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) 2019 Porsche 911 for sale near. 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 Carfax and Autocheck vehicle history reports, read dealer reviews, and find out what other owners paid for the 2019 Porsche 911.

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Find a new Porsche for sale - 1 great deals out of 13 listings starting at $8,937.

Compare prices on the New Porsche 911 for sale in Ashburn, VA to other major cities

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 2019 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
Check out Porsche 911 lease specials