2019 Porsche 911 Review
2019 Porsche 911 Review
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Edmunds' Expert Review
Vehicle Test EngineerCalvin Kim is an automotive journalist at Edmunds.
- Impeccable handling inspires driver confidence
- Powerful and surprisingly economical engines
- Premium interior with lots of customization possibility
- Surprisingly comfortable and practical for daily driving
- Infotainment system has a few quirks
- Engines lack some of the response and audible thrill of old ones
- New track-focused GT3 RS and GT2 RS models
- Part of the seventh 911 generation introduced for 2012
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.
Calculate my fuel costs
Cost to DriveCost to drive estimates for the 2019 Porsche 911 Carrera 2dr Coupe (3.0L 6cyl Turbo 7M) and comparison vehicles are based on 15,000 miles per year (with a mix of 55% city and 45% highway driving) and energy estimates of $4.32 per gallon for premium unleaded in Virginia.
Monthly estimates based on costs in Virginia
$225/mo for 911 Carrera
Avg. Compact Car
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.
Edmunds' Expert Rating8.4 / 10
The 911 is one of the oldest continuously produced sports cars on the market, and there's good reason for that. It does the performance thing that all sports cars are expected to do, but it's also shockingly livable as a daily driver. A huge variety of options also allows owners to customize the 911 exactly to their tastes.
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).
|Overall||8.4 / 10|
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.
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.
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.
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.
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.
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.
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.
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.
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 & vibration6.5
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.
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.
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 use7.5
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 out7.5
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.
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.
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.
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.
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.
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 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.
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 accommodation8.0
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.
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 & navigation8.0
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.
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.
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.
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.
2019 Porsche 911 models
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 690 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.
Jump to:Related 2019 911 articles
4.7 out of 5 stars
Most helpful consumer reviews
5 out of 5 stars
A high-performance car for daily driving
2017 Porsche 911 Carrera 2dr Coupe (3.0L 6cyl Turbo 7M)
Six months into my 2017 Graphite Blue Metallic 911. Got the Sports Chrono Package, Sports Exhaust (a must), and PDK. No sunroof to reduce weight and keep the center of gravity closer to the pavement. I drive the car daily. Very comfortable (if you're not overweight), but not soft on the road. If you want soft, get an old Cadillac. The new turbo motor actually gives better low-end power … than previous 911s, allowing one to exit corners swiftly. Little lag in Normal mode, but non-existent in Sports mode or the track-worthy Sports Plus mode. Whistling, swooshing, and rumbly exhaust every time there's a downshift is downright addictive. Steering, perfect. Visibility, perfect. Handling, perfect. My third Porsche. I've owned all the following: Audi R8 V10, Lambo Gallardo, Aston Vanquish, Viper, Lotus Elise, M6, but the new 911 gives me the thrill of a near-supercar on a daily basis. If you can get one, you won't be disappointed.
5 out of 5 stars
A dream to drive
John M, 08/28/2016
2017 Porsche 911 Carrera 2dr Coupe (3.0L 6cyl Turbo 7M)
Don't hesitate. The best car made. I drive it every day, and have literally no complaints. Traded in a 2015 911S for the new 2017. So light and nimble, and love the turbo. The new styling additions are just beautiful. Worth every penny, and such a joy to drive!
5 out of 5 stars
"You're Hooked after the 1st test drive"
"Car Lover", 03/01/2017
2017 Porsche 911 Carrera 2dr Coupe (3.0L 6cyl Turbo 7M)
The 2017 Porsche 911 Carrera is an Amazing vehicle. I've owned several Porsches and by far, the new 911 is the Best! The car is quick, handling is precise, and very comfortable for a 2-dr sport car. There's more room is this vehicle than you expect for a true Sport Car. Firing up the engine, and you'll fall in love with the sound with or without Sport Exhaust. Every time I drive my … new 911, I tell myself "It doesn't get better than this". Inside and out this vehicle is a Perfect 10.
5 out of 5 stars
2017 Porsche 911 Targa 4S 2dr Coupe AWD (3.0L 6cyl Turbo 7M)
Owned a 2014 911 Cabrio for two years. Loved it, but a bit shy on torque/performance and lacked some essential safety equipment. Loved it with top down, but concerning blind spots with top up, particularly difficult to park without rear view camera. Targa reintroduced shortly after my '14 purchase; loved the lines on that car from first glance. Took delivery of a stunning graphite … grey/white '17 Targa 4S last week. Amazing how different this new car is. Instant throttle response from any RPM, tracks even better than the '14, and new blind spot warning system coupled with rear view camera has removed any slight issues I had with the '14. A pleasure to drive whether softly cruising or driving hard. A true sport car that is an able touring driver combines to make an overall driving experience unlike any other. A head-turner worth every penny. At 6'4" this car has front room unlike any other I tested (tried them all).
We have a limited number of reviews for the 2019 Porsche 911, so we've included reviews for other years of the 911 since its last redesign.
2019 Porsche 911 videos
[MUSIC PLAYING] CARLOS LAGO: Porsche rang with an opportunity, and what an opportunity it was. Come to Road Atlanta, they said, and there we'd find a Porsche 911 GT2 RS, the most powerful 911 ever. Not only that, but we'd drive it, too. There wouldn't be much time to get all the video coverage we want, but this really isn't something you say no to. So we headed off. Before we get started, make sure to hit the Subscribe button and visit Edmunds.com to find your perfect car.The exterior of the GT2 is a design study in airflow management. That's what you need when you have a car as focused on race track speed as this one, and that's also what you need when you're making upwards of 700 horsepower. The front of this is festooned with all kinds of vents and airflow tricks and stuff, because you need to cool a bunch of different things when you're running at the speed this is capable of, from the brakes to the heat exchangers.You also need to create downforce. That's why you have this massive splitter at the front that gives enough room so that you won't scrape when you're driving fast under compression, but also helps push the front end of the car down. These enormous vents feed the aforementioned heat exchangers, [INAUDIBLE] decks on the hood feed the brakes, and so on and so forth.As we get further back, you can see some chunks of rubber on the Fender from the track time we've already had with the car. The wheels themselves-- these specific ones are made out of magnesium, and that comes as an option that you can get with the optional Weissach package. That's a lightweight package that costs about the price of a loaded Honda CRV-- about $31,000 combined with these wheels.And for that, you get a 40-pound reduction in weight. 25 pounds of that comes from the wheels combined, and that's a big deal when you're working at speed. Now behind them, you have carbon ceramic brakes and adjustable suspension, too. You can see the anti-roll bars and the ride height of this car.As we work further back, we get to, again, another vent to feed this massive turbocharged engine. And also behind this wheel and tire is where a lot of magic happens. This is a rear drive car with an automatic transmission, and it drives through an electronically-controlled rear differential and a brake-actuated torque vectoring system that helps manage power delivery, left and right. That's a lot of power for two wheels to drive, and this thing seems to manage it well because of these electronic controls.Also because of the downforce, this big rear wing on the back helps balance out what's going on in the front. It's adjustable, and that helps you give the stability that you need when you're maintaining crazy cornering speeds. Cornering speeds is what the GT2 prioritizes over top speed and acceleration. But that said, this is still electronically limited to 211 miles-an-hour.For how dramatic the GT2 RS' intentions are, the interior actually isn't too far different than the generation of 911 this is based off of. You have some design things going on here, for sure, like red interior material, red details on the shifter here, and this red steering wheel, as well. But other than that, it's fairly straightforward. It's the stuff that you don't see, or may not realize you don't have, until you turn the car on that you notice.And that's the lack of sound-deadening material. That's the lack of a physical door handle. You have this little fabric that you have to pull like that to open. And those are things that Porsche did in search of removing as much weight from this car as possible. It's also the same reason why you have a sticker on the hood, instead of a badge.We started out doing lead-follow driving. Ahead, in a GT3 RS, was veteran racer Hurley Haywood who'd ensure we'd keep pace. We appreciate the setup, because the thing about this job is that you drive a lot of racetracks, but only once. What I'm going to do now is tell you what it's like to drive. And in a word, it's staggering, as you would expect a 700-horsepower track-oriented 911 to me.But the thing that jumped out immediately to me wasn't the power, because that's smooth and tractable, and we'll talk at length about that. But what really jumped out to me was the steering. When you drive a big, serious track-oriented sportscar, you expect the steering to be weighty and serious. But in the GT2, it's not. We got to accelerate now.[ENGINE ACCELERATES]Oh, listen to that. But as we get up to 130, I'll back off. And we talk about steering at high speed-- this wheel is very light. And that initially seems a little off-putting, because you expect there to be a little bit more resistance when you turn the wheel so you can be very controlled on your inputs, but it actually does that because it's lightness allows you to maintain a very soft grip on the wheel, and you don't have to exert a lot of force to turn it.You can keep your hands rested nicely at the correct position, have your thumbs doing the work, but you don't need to crunch your biceps to show off how manly you are driving your 700-horsepower 911. Porsche's made a big effort in lightening the car, removing mass from the car where possible. That's because this twin-turbo 6 cylinder is heavier than the GT3 RS, and of course it is. It's a twin-turbo vehicle with a bunch of heat exchangers and stuff to account for that.But this has a noticeably different character than the GT3 RS, in that it feels heavier in the rear. And I don't know how much of that is perception because I know it's heavier, or that's just because of the way it drives. The GT3 has more balance with a poor finesse. This is a brute because of that power.[ENGINE REVS]Listen to that. And now let's talk about this engine. 700 horsepower, cooled by a ton of air, has a water cooler, too, that's filled with a 1.3-gallon tank of distilled water that has to be filled up repeatedly. That's what helps keep this thing producing power. It's producing a ton of power, but it comes in relatively tractably. It's easy to modulate with the gas pedal. It's not a sudden, all at once. It delivers power linearly and in a way that's easy to control.It's still a ton of power, so when you get down to some of the slower speed corners and you're downshifting into third gear, like we are now-- it's going to go down to second-- you can give it too much power, give it too much gas, and get a little power on oversteer because obviously, you would. It surprised me at first, because I was driving this like a normal 911. And I was like, oh, a little bit of power oversteer. But that's because it has 700 horsepower. Of course it's going to power oversteer.That said, you still have traction. You just need to control the throttle with some restraint and respect. And that's easy to do. Just keep the wheel straight before you fully wood it. Very simple. High horsepower basics 101, right? But the power really comes into form when you start entering the higher gears. 700 horsepower in second gear isn't going to show you much except for tire smoke.It's when you enter fifth gear that the power becomes truly awesome, because it still maintains that acceleration that you would get in second or third gear, only you're going 140 or 150 miles-an-hour. It's awesome. And when you're going up on a hill later on this track, when you roll onto that gas pedal, you just feel this other-worldly shove that keeps you going up the hill. It's just fantastic.It is a firm car, no doubt-- heavy, stiff spring rates. But it maintains a really drivable balance. We just crested 150 there, and I'm talking to you, the viewer. The power is there. The steering has finesse, but so, too, does the braking. When you dig into the pedal, you feel an immediate sense of confidence and control over your braking zone. You know exactly when and where you're going to stop. And when you're going 155 miles-an-hour, that's an important attribute to have.This is an automatic only. It's Porsche's PDK dual-clutch system, but functionally, it's an automatic. I'm shifting manually right now because I'm not driving at pace. I'm driving so I can talk to you. I've been driving all day with the transmission in drive and letting the sport configuration sort out the gear changes for me, and it's been doing a fantastic job. It works very hard at making you go fast, and it's so smooth and so good at what it does, I can't imagine wanting to do it myself, if my goal is going fast.Now if your goal is to have fun, you can still put it in manual and shift right here, and that feels very good.Now, complaints-- few and far between. I got to say this does not sound as good as the GT3 RS. That 4 liter flat six just howls so beautifully on upshifts.[ENGINE REVS]This has more of an industrial, forceful sound. It's very purposeful, but I wouldn't say it's pretty. Also, these bucket seats do not do wonders on my back. I know that's a body type thing. But I feel like at 5' 10" and about 185, 190 pounds, I feel like I should be more comfortable in these seats than I actually am. What you got to get used to at operating at these speeds is how a vehicle moves around, how it kind of sluice on its tires, the noise, the ferocity of everything, and the speed that you can get going.The way this thing changes directions-- it does it so smoothly that it kind of sucks you in. And then you look down at the speedometer and you go, whoa, I'm going really fast. But it just feels so good in the process. Oh, like these Ss. That's just lovely. [LAUGHS]Oh, that's so good. Oh, man. [LAUGHS] What a blast. That's been a few laps in the GT2 RS. My opinion? It's a wonderful car. Absolutely wonderful. It's staggeringly fast and really, really capable-- far, far more so than my abilities. I feel like the pace that I was driving at was pretty much the limit of where I'm comfortable, and this car could do so much more in the hands of someone more talented. It's really a weapon for speed, absolutely.We could go on and on about how the GT2 RS is special for its extreme speed, exclusivity, and price. But for me, it's special because despite these traits, the GT2 RS remains entirely drivable, and satisfyingly so. Even though it has the traction, the hardware, and the downforce, it's ultimately the driver's responsibility to match the car's capability with control over their own impulses.It leaves it up to you, the driver, to manage that absurd power from corner to corner, and that's what driving satisfaction is all about.
2019 Porsche 911 GT2 RS First Drive
You don't turn down an invite to come to Road Atlanta and drive the Porsche 911 GT2 RS. With 690 horsepower and a top speed of 211 mph, it's the fastest and most powerful road-going 911 ever. What does it feel like at speed on track? That's exactly what we set out to find in this… video.
2019 911 Highlights
|Combined MPG||23 MPG|
|Cost to Drive||$225/month|
|Cargo Capacity |
All Seats In Place
|Drivetrain||rear wheel drive|
|Warranty||4 years / 50,000 miles|
Our experts like the 911 models:
- 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.