2022 Porsche 911 Convertible
MSRP range: $114,000 - $219,800 Price range reflects Base MSRP for various trim levels, not including options or fees.
2022 Porsche 911 Convertible


360°



+246
great
8.4/10
Edmunds Rating
The 911 Carrera is expensive. Very expensive. And the trunk isn't very big. Now that we have all the negatives out of the way, it's likely that the Porsche 911 Carrera is the most well-rounded sports car on the planet. It's fast but accessible, capable yet comfortable, and equally at home on a racetrack or commuting to work. Chopping the top off with the Cabriolet does nothing to diminish the 911's inherent dynamic prowess.
Total MSRP | $115,350 |
---|---|
Edmunds suggests you pay | $107,449 |
What Should I Pay
2022 Porsche 911 Convertible Review

byMark Takahashi
Correspondent
Mark Takahashi has worked in the automotive industry since 2001. He has written thousands of car-related articles and tested and reviewed hundreds of vehicles over the course of his career. Mark has also contributed to Motor Trend, Auto Aficionado, Chevy High Performance and several motorcycle magazines in various roles. Mark is also a juror on the North American Car, Truck and Utility Vehicle of the Year Awards and can be seen regularly on the Edmunds YouTube channel and sometimes representing the company in media interviews.
Pros
- Powerful yet surprisingly economical engines
- Impeccable handling inspires driver confidence
- Premium interior and wide range of customization potential
- Comfortable and practical for daily driving
Cons
- Some touchscreen controls can be a bit hard to reach
- Gauge cluster easily obscured by steering wheel
- Weak-sounding base audio system
What's new
- GT3 and GTS variants return
- Updated infotainment system with Android Auto
- Remote self-parking debuts for PDK-equipped 911s
- Part of the eighth 911 generation introduced for 2020
Overview
It's difficult to think of a sports car without picturing the iconic Porsche 911. A lot of that can be attributed to the 911's history of gradual evolution instead of being completely re-imagined with every generation. As a result, today's 2022 Porsche 911 is as recognizable as one from 1964.
Cost to DriveCost to drive estimates for the 2022 Porsche 911 Carrera 2dr Convertible (3.0L 6cyl Turbo 8AM) 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 $4.07 per gallon for premium unleaded in Virginia.
Monthly estimates based on costs in Virginia
$246/mo
911 Carrera
vs
$166/mo
Avg. Compact Car
This year, the Porsche 911 gains new trim levels to give you even more choice. In both price and performance, the new GTS models fill the gap between the Carrera/Targa models and the high-performance Turbo lineup.
Then there's the new GT3. Powered by 4.0-liter naturally aspirated flat-six engine, it cranks out 500 horsepower at a spine-tingling 9,000 rpm. It represents the pinnacle — at least for now — of racetrack-oriented 911 performance without sacrificing much in the way of comfort or practicality. As a bonus, it can be equipped with a manual transmission for the ultimate in driver involvement.
Altogether, the 2022 Porsche 911 lineup is filling in as it has in previous generations. There seems to be one for every type of driver, as long as that driver has at least $100,000 to spend. Is it worth it? We certainly think so and our Expert Rating below spells it all out in detail. If you're in the market for a luxury sport coupe, you'd do well to check out the standard-bearer for the class: the Porsche 911.
Edmunds Expert Rating
great
8.4/10
Edmunds Rating
Our VerdictThe Edmunds Vehicle Testing Team evaluates a fresh batch of vehicles every week, pairing objective assessments at our test track with real-world driving on city streets, freeways and winding roads. The data we gather results in our Expert Ratings. They’re based on 30-plus scores that cover every aspect of the automotive experience.
The 911 Carrera is expensive. Very expensive. And the trunk isn't very big. Now that we have all the negatives out of the way, it's likely that the Porsche 911 Carrera is the most well-rounded sports car on the planet. It's fast but accessible, capable yet comfortable, and equally at home on a racetrack or commuting to work. Chopping the top off with the Cabriolet does nothing to diminish the 911's inherent dynamic prowess.
Rated for you by America's best test team.
Performance
9.5/10
How does the 911 Convertible drive? We tested a Carrera S Cabriolet with rear-wheel drive and the PDK transmission. At our test track it ripped from 0 to 60 mph in just 3.3 seconds. For context, that means a run-of-the-mill Carrera S convertible will run neck and neck with the previous-gen racetrack-focused 911 GT3 to 60 mph as well as the quarter mile. The feel you get from the gas pedal makes it easy to know how much pressure is needed to get the acceleration you want.
Everything else is phenomenal too. The PDK automatic gives you the feel of a manual and offers whipcrack shifts, and the brakes deliver tremendous stopping power. The steering wheel is nicely weighted and provokes immediate but intuitive body reactions. And the handling … what is there to say? This adaptive suspension-equipped convertible feels amazing while snaking up mountain roads.
Everything else is phenomenal too. The PDK automatic gives you the feel of a manual and offers whipcrack shifts, and the brakes deliver tremendous stopping power. The steering wheel is nicely weighted and provokes immediate but intuitive body reactions. And the handling … what is there to say? This adaptive suspension-equipped convertible feels amazing while snaking up mountain roads.
Comfort
8.5/10
How comfortable is the 911 Convertible? The 911 Carrera S Cabriolet is quite usable as a daily driver. Our test car was equipped with 18-way-adjustable sport seats. That's a lot of adjustments to dial in, but once you're set, you'll never need to fuss with the controls again. The 911 also has a smooth ride for a sports car, especially with the available adaptive suspension fitted.
The climate controls are intuitively laid out and effective even though the toggles and switches feel a little gimmicky compared to a tried-and-true set of knobs. The 911 is a little loud, however. The engine can sound coarse on startup, and road noise is a constant companion. This isn't unusual for a sporty convertible, but the Carrera S is noisier than most.
The climate controls are intuitively laid out and effective even though the toggles and switches feel a little gimmicky compared to a tried-and-true set of knobs. The 911 is a little loud, however. The engine can sound coarse on startup, and road noise is a constant companion. This isn't unusual for a sporty convertible, but the Carrera S is noisier than most.
Continue reading Edmunds Expert Rating below
Save as much as $10,361 with Edmunds Click on the model you’re interested in to see what Edmunds suggests you should pay to get a good deal.
2022 Porsche 911 Convertible pricing
in Ashburn, VAEdmunds suggests you pay
Interior
8.5/10
How’s the interior? The 911 has a high roof and lots of vertical seat travel. Not only do these aspects make it easy to find a comfortable seating position, they also aid in getting in and out of the vehicle. This is especially true of this convertible. Lower the top and you don't even have to worry about vertical clearance. Just make sure to get the blind-spot monitor since the compartment that conceals the top when it's not in use creates a big hump that hinders rear visibility.
With this latest 911 generation, Porsche has moved many of the buttons that used to clog the center stack to the touchscreen. This change doesn't cause many problems since the infotainment system is pretty easy to use. It even remembers the controls you use often (engine stop-start, for instance) and smartly creates a shortcut on the home page.
With this latest 911 generation, Porsche has moved many of the buttons that used to clog the center stack to the touchscreen. This change doesn't cause many problems since the infotainment system is pretty easy to use. It even remembers the controls you use often (engine stop-start, for instance) and smartly creates a shortcut on the home page.
Technology
7.5/10
How’s the tech? The 911's navigation system works well. Point-of-interest search tries to predict your entry so you don't have to type the entire thing out, and it gives distance and directional info for results. The optional Bose audio system has lots of bass but is also quite clear, and you can even pick out individual instruments on tracks with a lot of competing sounds. Wireless Apple CarPlay smartphone integration is standard, but you'll need to plug in for Android Auto.
Our tester was only equipped with a few advanced safety items, so we weren't able to sample driving aids such as adaptive cruise control or lane departure mitigation.
Our tester was only equipped with a few advanced safety items, so we weren't able to sample driving aids such as adaptive cruise control or lane departure mitigation.
Storage
6.5/10
How’s the storage? You won't fit much in the 4.6-cubic-foot front trunk. Though it is fairly deep, there's just not much space for luggage here. You'll probably frequently use the rear seats as a secondary storage area. As with many sports cars, there aren't many cubbies on the inside to place your items. Again, the rear seat helps, provided you're OK with things just being haphazardly placed back there.
The 911 is one of the few four-seat sports cars, so you could theoretically place a child seat in the back. Lower the top and you can just drop one in.
The 911 is one of the few four-seat sports cars, so you could theoretically place a child seat in the back. Lower the top and you can just drop one in.
Fuel Economy
8.0/10
How economical is the 911 Convertible? The 911 Carrera S with the PDK transmission gets an EPA-estimated 20 mpg combined, which is more efficient than V8-powered rivals such as the BMW M8 and Lexus LC 500 convertibles. Our test car returned 22.7 mpg on our 115-mile, highway-heavy test route — a promising indication that the EPA's fuel economy estimates are accurate, assuming you exercise some restraint in your road speed.
Value
8.0/10
Is the 911 Convertible a good value? News flash: The 911 is expensive. The Carrera S Cabriolet starts at just under $130,000, and you're going to want about $25,000 in options to make it livable. Don't believe us? The front-axle lift system (necessary to avoid scraping the nose while you go up your driveway) costs about $2,800, leather seats are over $4,000, and the sport seats are roughly $4,000. And that's before you add driving aids, the adaptive suspension and personalization options.
The 911, however, justifies its bonkers price tag. The interior is screwed together tight as a drum, with almost no panel gaps to speak of. Every surface is covered in leather or faux leather, and you can swap out most of it for your choice of aluminum, piano black, wood or carbon-fiber veneers. The warranty is also solid, at four years/50,000 miles for both bumper-to-bumper and powertrain coverage.
The 911 is pricey, but once you consider how good this convertible is overall, we think it's worth it.
The 911, however, justifies its bonkers price tag. The interior is screwed together tight as a drum, with almost no panel gaps to speak of. Every surface is covered in leather or faux leather, and you can swap out most of it for your choice of aluminum, piano black, wood or carbon-fiber veneers. The warranty is also solid, at four years/50,000 miles for both bumper-to-bumper and powertrain coverage.
The 911 is pricey, but once you consider how good this convertible is overall, we think it's worth it.
Wildcard
10.0/10
It's hard to describe the sensation of driving the 911 Carrera S convertible without devolving into a blubbering mess of hyperbole. It's a truly sublime experience — point the steering wheel in the direction you want to go, and the Porsche has already moved there. Stomp the accelerator, and the 911 started rocketing ahead yesterday; hit the brakes and you are suddenly stationary. The 911 is an expensive vehicle, and after a few moments at the wheel, you know exactly why.
Which 911 does Edmunds recommend?
With prices starting at $100,000 and skyrocketing past $200,000, choosing the right 911 for you will likely come down to your budget and your performance wants. We're confident that the vast majority of people will be satisfied with the Carrera S. Its performance is noticeably improved from the base Carrera, yet it remains affordable (by 911 standards...) and easy to drive.
Porsche 911 models
The 2022 Porsche 911 is a sport coupe offered in several trim levels distinguished by their power and performance. These include the Carrera, Carrera S, Carrera 4 and Carrera 4S, Targa 4, Targa 4S, Turbo, Turbo S and, new for 2022, the GTS and GT3. The Carrera and Turbo models are available as both a coupe and a convertible (the Cabriolet), while the Targa twins use a power-retractable roof panel that splits the difference between a coupe and a convertible.
Most 911s are powered by a rear-mounted turbocharged flat-six engine that drives the wheels through an eight-speed dual-clutch transmission (Porsche's PDK). For those who prefer to row their own gears, a seven-speed manual is available on Carrera S, Targa 4S and GTS models.
Carrera and Carrera 4
The base Carrera and Carrera 4 use a rear-mounted 3.0-liter six-cylinder engine (379 horsepower, 331 lb-ft). The standard Carrera has rear-wheel drive, while the Carrera 4 (and other 4-badged models) comes with all-wheel drive. Standard feature highlights include:
- Adaptive suspension
- LED headlights
- Keyless entry and ignition
- Heated sport seats with power-adjustable backrest
- Partial leather upholstery
- Two-zone automatic climate control
- 10.9-inch touchscreen infotainment system
- Navigation
- Android Auto and wireless Apple CarPlay
- Forward collision mitigation (warns you of an impending collision and applies the brakes in certain scenarios)
From there, you can select from a long list of options, covering driver aids, upgraded interior trims and unique color options (inside and out). Notable picks include:
- Custom paint colors
- Larger wheels
- Upgraded leather upholstery
- Upgraded seats
- Heated steering wheel
- Sunroof
- Sport exhaust system
- Larger fuel tank
- Front-axle lift
- Carbon-ceramic brakes
- Lane keeping assist (steers the 911 back into its lane if it begins to drift over the lane marker)
- Adaptive cruise control (maintains a driver-set distance between the Porsche and the car in front)
- Sport Chrono package
- Dash-mounted analog and digital chronograph
- Steering wheel-mounted drive mode dial
- Launch control
- Active suspension mounts
- Tire temperature display
- Porsche Track Precision app
- Premium package
- Adaptive headlights (swivel as you turn the steering wheel for better illumination in curves)
- Bose audio system
- Surround-view camera system (gives you a top-down view of the 911 and its surroundings for tight parking situations)
- Blind-spot monitor (alerts you if a vehicle in the next lane over is in your blind spot)
- Ventilated front seats
- Power-folding mirrors
- Ambient interior lighting
Carrera S and Carrera 4S
Standard features generally mirror those on the standard Carrera. But both the Carrera S and 4S get a significant bump in power, pushing output up to 443 hp and 390 lb-ft. Other standard performance upgrades include:
- Larger brakes
- Larger wheels and tires
- Electronically controlled torque-vectoring differential for improved traction
- Sport Chrono package (standard with manual transmission, optional on automatics)
- Optional rear-axle steering (improves high-speed stability and makes parking easier)
Targa 4 and Targa 4S
The Targa 4 and 4S generally mirror the Carrera 4 and 4S, respectively, when it comes to performance, features and options. As with other 4-badged models, the Targa 4 and 4S come standard with all-wheel drive. There's also a limited-run Targa 4S Heritage Design Edition that comes with exclusive paint colors, retro racing livery graphics, special Porsche badges and an exclusive two-tone interior.
GTS
The new GTS trim fills the narrow gap between the S and Turbo models with yet another power increase (473 hp, 420 lb-ft). It is available as a coupe, convertible or Targa body style.
- Center-lock wheels
- Larger brakes
- Sport suspension with a 10-mm lower ride height
- Sport Chrono package
- Track-related apps
- Sport seats
- Faux-suede and carbon-fiber interior trim
More track-focused buyers may be interested in the Lightweight package that removes 55 pounds from the GTS' curb weight with these changes:
- Removal of rear seat
- Lightweight glass
- Reduced sound deadening
- Rear-axle steering
- Lightweight battery
Turbo
The 911 Turbo comes with a 3.8-liter six-cylinder that spools out 572 hp and 553 lb-ft of torque. All-wheel drive is standard, and the only available transmission is the eight-speed dual-clutch. Additional standard features on the Turbo include:
- Rear-axle steering
- 14-way adjustable sport seats
- Bose audio system
Otherwise, options on the 911 Turbo generally mirror those on the Carrera S.
Turbo S
Consider the Turbo S the king of the hill. Output rises to 640 hp and 590 lb-ft of torque and standard features include:
- Center-lock wheels
- Carbon-ceramic brakes
- Upgraded suspension
- Upgraded aerodynamics
- 18-way adjustable seats
The Turbo S is available with a similar Lightweight package to the GTS, with 66 pounds removed.
GT3
Now sitting atop the 911 lineup is the new GT3 model that strays from the rest of its stablemates with a naturally aspirated 4.0-liter six-cylinder (502 hp, 346 lb-ft). It's also only offered as a coupe. While those power output figures are lower than the Turbo models, the GT3 has a narrower focus on track enjoyment. The GT3 also moves the carbon-ceramic brakes to the options column and transmissions lose a gear each (seven-speed PDK or six-speed manual). Upgrades include:
- Ultra-high-performance tires
- A race-inspired control-arm front suspension
- Unique aerodynamic elements
- Track-specific suspension adjustments
- Similar Lightweight package treatments
Also available is a GT3 Touring model that ditches the massive rear wing for a less conspicuous appearance. The interior also receives some upgrades in materials used.

The Porsche Mission X Concept Is the 918 Successor You've Been Waiting For

This Is Porsche's Modernist New Logo; It's Barely Changed

2023 Porsche Macan T Review: This Isn't the Macan You're Looking For

2024 Porsche 718 Spyder GT4 RS Is a Fire Sale of Awesomeness
Edmunds' Test Track: Results and Specs



Edmunds
Tested
Tested

Driven by Kurt Niebuhr
6/13/2022
Vehicle tested
2022 Porsche 911
- Style:
- GT3
- Drive type:
- Rear-Wheel Drive
- Engine type:
- Conventional Gasoline
- Transmission type:
- Automatic
- Tire season:
- Summer
- Tested weight (lbs):
- 3,238
- Transmission speeds:
- 7
- Engine configuration:
- H6
- Engine displacement (liters):
- 4
- Engine induction type:
- Naturally Aspirated
- Indicated redline (rpm):
- 9,000
- Actual redline (rev limit):
- 9,000
- Tire make:
- Michelin
- Tire model:
- Pilot Sport Cup 2 R
- Tire size (sidewall) - front:
- 255/35 ZR20
- Tire size (sidewall) - rear:
- 315/30 ZR 21
- Weight distribution, front (%):
- 39.8
Performance results
- 0-60 mph (sec.):
- 3.2
- 1/4-mile (sec. @ mph):
- 11.1 @ 125.1
- 60-0 mph (ft.):
- 91
- Skid pad, 200-ft. diameter (lateral g):
- 1.23
- Sound level @ idle (dB):
- 62.3 / 62.5
- Sound level @ 70 mph cruise (dB):
- 72.5 / 80.5
Driver’s Comments
- Acceleration:
- I'm a simple man. A sub-4-second run to 60 mph is fine. In fact, it's amazing. Just getting in and stomping the throttle returns a healthy sprint to 60 in just under 3.5 seconds. Everything is so mechanical. The way the clutches slip. The way you can feel the rear wheels fight for grip. The way it sounds. No trendy turbos. No trendy hybrid assist. Just pure, mechanical fury. 9,000 rpm? It's not worth the words -- it's just something you need to experience. Activating launch control can be done through selecting Sport mode, turning off the electronic stability control (there's a separate button for that), holding down the brake pedal and flooring the throttle. Revs climb to about 6,500 rpm, there's a message on the dash, and then you let it go. You can feel the clutches working to slip and distribute the power without wheelspin. It's good. It's much the same feeling as if you were doing it yourself with a manual transmission. The sound. Unnnngh. Soooo good. It's loud, but it's purposeful. And gorgeous. You're just lost in the moment and you don't care if anything is faster.
- Braking:
- The first stop was under 100 feet and it only got better from there. For reference, anything under 100 feet is serious business. No doubt the GT3 was aided by its sticky tires (Michelin Pilot Sport Cup 2 Rs -- a dealer-installed option) but the hardware is just as impressive. Massive carbon-ceramic brakes have no issue shedding heat from these stops, which is no surprise since they're built to work all day on a racetrack. Utterly, utterly stable with every stop. Other than the 718 Cayman GT4 RS, these are the least dramatic stops I've ever made. And some of the shortest. Great pedal feel. Great stability and absolutely no noise from the braking system. Only the last 20 feet produces any kind of noise but that's from the ultra-sticky tires skipping and sliding to a stop. It's worth noting these tires left significant patches of rubber on the pavement with every stop. The GT3 could do this all day and from much, much higher speeds.
- Handling:
- This will go down as the most undramatic skidpad experience ever. It will also go down as the highest skidpad number (for now) we've ever recorded. Madness. Just go fast and turn it in! Oodles of grip and the steering wheel tells RIGHT when you've lost it, allowing you to make very slight corrections and keep things on line. It's so simple. Understeer appears at ridiculous limits, making the GT3 safe and comfortable for most sane drivers. At the limit, it feels like the rear wheels are pushing the front end around, but everything is so predictable that it doesn't matter. The grip is so off the charts, it doesn't matter. Friendly, fast. There's no equal to this, period. At least not at this price with this level of usability. On our handling loop, well, how fast do you want to go? How confident are you in your own abilities? The GT3 absolutely obliterates any sense you might have of "fast." There's so much grip that an average driver like me is totally and utterly happy to drive it around at my limits and feel like an absolute hero. Real drivers can extract even more thanks to the GT3's sophisticated rear differential and mountains of sheer traction. Something for everyone, provided you have the budget.
How do we test?
The instrumented testing at our test track is only one part of the Edmunds Rating process. Learn more
Consumer reviews
Read what other owners think about the 2022 Porsche 911.
5 star reviews: 88%
4 star reviews: 4%
3 star reviews: 0%
2 star reviews: 0%
1 star reviews: 8%
Trending topics in reviews
Most helpful consumer reviews
5/5 stars, Paul’s toy
Paul in Connecticut ,
Carrera 4S 2dr Convertible AWD (3.0L 6cyl Turbo 8AM)
I recently purchased a new 2022 911 Carrara 4s cabriolet and I couldn’t be happier. I was looking at a new corvette first but I couldn’t get a delivery date on it, so I bought the Porsche and sooo happy I did. I will own a Porsche until the day I die then my grandson will get it
Helpful shopping links
2022 Porsche 911 videos
1: This is the Porsche 911 GT3 touring.
2: And on the outset, it's a car that doesn't make a lot of sense.
The touring starts as a regular GT3. The track focused 911, with a racing derived suspension, lightweight windows, and a high revving 502 horsepower 6 cylinder engine. You see that massive wing? The one held up by those attention grabbing so-called swan neck structures? Porsche clearly spent time developing it, considering the aerodynamic implications of moving the mounts from the bottom of the wing to the top. And on the touring, they've removed it. In its place, is a spoiler that automatically deploys at certain speeds or at the push of a button if you to have it on while you're parked and if you want to be that kind of person.
It isn't adjustable though, beyond being on or off and it clearly can't be as responsible for as much down-force as that swan neck supported rear wing on the regular GT3. That means the Touring is a GT3 that's less capable from an aerodynamic perspective. Which to many, this might seem strange, because the touring costs the same as a regular GT3. What makes this so appealing then? This. You get all of the thrill in the performance from the GT3's engine and chassis but in a package that's far more subtle. You could argue that a Porsche 911 isn't subtle, and you'd be correct if you weren't in Los Angeles. Here, this GT3 touring blends into the scenery like a Toyota Prius or a taco truck. That means the touring will only be recognized by hardcore Porsche aficionados, which may or may not be what you're looking for.
Oh, man what a mighty, mighty engine. So much of this driving experience is the same as the standard GT3, so a lot of this might be repetitive to what you've already seen in the video that Alistair did with the GT3 at Road Atlanta, but I just can't help emphasize how much of a thrill this engine is. And the funny thing too, is it's not all that powerful in the realm of $200,000 sports cars produced in the year 2021. 503 horsepower, you can get a Corvette with nearly that. You can get a Mustang with more than that these days. But it's the nature of how this power is delivered. It's that character of the engine and the fact that it rents out to 9,000 RPM. And if you start at a really low engine speed and just let that power build, I'm going to try to do that now, you can just tell by the swell of the power that there's nothing like this else out there.
That howl and that experience is just tremendous. And the fact that its peak power above 8,000 RPM means that experience of revving the engine out to its red line is just-- like it's an operatic. There is a sweet, sweet sound and experience of doing that and when you hit the gear change, the howl you get on up shift is just beautiful. There are much quicker cars than the GT3 and the GT3 touring. The claim 0-60 time isn't that impressive, again, in today's world of Tesla Model S's, right? But when you drive it, when you get down to the experience, you don't care. And what's better, is that you can experience this with a six speed manual transmission. Yeah, you get a six speed manual or Porsche's dual clutch automatic transmission in this car, whichever one you want. Now, more people will probably choose that dual clutch automatic, because it makes it quicker, it makes it more accessible. But of course, the elitist purists will definitely want this six speed manual. It's the one I'd take too, because there's something about the experience of operating machinery, complex machinery, that's working at the peak level that it can.
The experienced of engaging with that system, choosing the gears, yes, it's not the quickest way to do it, but it is satisfying in a way that you can't really logic out. And that works for the GT3 touring, because this is a car that doesn't really logic out. Its a less aerodynamic version of the GT3. So you kind of get that with the package of the car. I love that. It does have auto rev matching downshifts. That was all the car. You can turn that off and on depending on how much you want to-- you can turn that off and on depending on how much you want to engage with the gas and the clutch pedal and do that. That's up to you. You've of course, got a sport exhaust system that you can turn off and on to make it louder. That should always be on. And that's how I've got this thing configured. This is a nice six speed manual, too. It's not a really tight gear ratio, it's not like a click, click. It does take a bit of effort to muscle through. Not a high effort, but I've been in snappier gearboxes, for sure.
I've experienced snappy gearboxes. This one feels good though, the mechanical action or the movement that you feel going from gear to gear is very pleasing and very nice. I should say that when the duty GT3 touring was announced with a manual transmission, there was word that the manual would not be available on this car in California, the official state of no fun. That has since been addressed, and yes, you can now get the GT3 touring with a manual in California. They figured that one out, so we can bypass all that now. Let's talk about handling. Yeah, the GT3 does handling. So the big news for this generation, the GT3, was the switch from a front strut suspension to a control arm, or wishbone style front suspension, as derived from Porsche's RSR Racing Series. What does that mean when you actually experience the car on the road? Well, not much, unless you're really driving fast, to be honest.
This is a car, though, that has a tremendous amount of grip, a tremendous amount of stick, a tremendous amount of feedback to the driver, and it's going to do things when you throw it around a corner that makes you smile. The steering is in typical Porsche fashion. The steering is light, but precise. And that's good, because light steering, if it has the accuracy behind it, light steering means you can drive quickly for a long time without feeling fatigued. That's an important bit. Now, as for grip, a lot of that's going to come from the tire and boy, how does this car have a lot of tire. The front wheels are 20 inches in diameter. The rears are 21 inches in diameter. You get a Michelin pilot's sport cup 2 on your GT3 touring. And if you so choose, you can get the cup 2 R variant, which is an even stickier more ludicrous version of the tire that has incredibly more grip, but is dramatically worse in low temperature and wet weather situations. It's such to the point that you can't actually click that tire option in the Porsche configurator online, you have to ask the dealership to install it for you and once you do, I'm told, they give you a very careful conversation about what a car on that kind of tire actually is like and what you should know about it.
But that's beyond the point. This is a car with a lot of grip. And a lot of brake too. On that end you have massive rotor's front and rear, optional carbon ceramics as well, just again, like the regular GT3. This car is on the standard. Brake rotor does not have the optional carbon ceramics. And that's OK for when a car intends to be-- for what it intends to be a street car, yeah, maybe you don't need to spend that money on the optional carbon ceramics. The stopping power is more than adequate for anything that you should be doing on a mountain road, even when you're driving fast. I think one of the most impressive things about the GT3 touring and 911's in general, is that there's a lot of technology happening between me and the driving experience and most of it is invisible. This car with a manual transmission gets a [INAUDIBLE] locking differential.
If you have the dual clutch automatic, you get electronically locking differential. I spent time with both outside of the GT3, of course, they feel great. You have rear axle steering, so the rear wheels turn in and out of phase with the front wheels by a very small amount to increase low speed nimbleness and increase high speed stability. There's advance stability control, and traction control, and so on and so forth. But you don't notice this stuff when you're driving. When you're moving in this car, your experience is primarily the handling quality, the steering agility, the sound and response of the engine, and you just end up smiling a whole bunch. And that's really what makes these cars work so well. With a car like the GT3 touring, it just amplifies all those experiences. You have more horsepower, a higher red line, it's just more of that thrill and that-- just makes the experience way more sweet. Yes, this is a lot of car, but as it should, because it's a lot of price and you get a lot of performance with it. I mean, hey, this is a car that still has a top speed of just under 200 miles an hour, should you ever find a place that can explore it.
This is a car that still is relatively lightweight. 3100, 3200 pounds, depending on how you configure it based off Porsche's claims. And so what if it doesn't have a big bear wing? This is actually how I prefer to have a GT3, assuming I could afford one, because let's face, it you're not going to use all that arrow when you're just commuting to cars and coffee in the morning. So that's the driving experience. Let's talk about the interior experience. Yes, this is laid out exactly like the current generation 992 911 with all the pluses and minuses pluses being a terrific steering wheel, this shifter is unique to the GT3. It's placed really well, except if you have a cup in the cup holder, then it's not so great. But that's always been a problem with Porsche's. The steering wheel feels terrific, but it also blocks the outer more windows of this gauge cluster, so you can never quite see exactly what all the gauges are showing you at once. That's always been an issue, but man, the center gauge cluster, the center tachometer, just looks beautiful.
It looks like a finely tuned time piece. A fancy watch. You know. And the way they control the tac-- the way they control the needle in the tac, yes, I'm sure they're not giving you the honest representation of what actually is happening in the engine. I'm sure they're damping that needle to make it seem more smooth than it actually is. But you know what, that's OK. Because it looks good and it works well. The layout of all the controls and buttons feel nice, except for the extensive use of piano black, which has already collected a bunch of smudges. And then, we have to talk about these bucket seats. If you are sized like me, which is 5'10, 175 pounds, avoid these bucket seats at all costs. If you are tall, like Alistair, or presumably your average German, these seats are going to be fine. If you are of average height though, these seats are desperately uncomfortable, because they are full bucket seats and that means your adjustment range is forward and aft and up and down.
There's no recline, and as far as I can tell, there's no tilt. And that makes these seats incredibly uncomfortable for long distances and actually, in my-- for me personally, for the way my body is sized, hurts the driving experience. Not enough to make me not want to drive it though, it's still a terrific car, but at least it's an option that you can avoid.
2: My favorite part about the Touring is the honesty. You don't buy a GT3 with a wing because you care about lap times. And you don't get one with a manual transmission to brag about it 0-60 acceleration. There are quicker all electric sedans for half the price, for crying out loud. Futher, the GT3's racetrack optimized design means the touring has a rough ride and a loud interior. When combined with those optional and super body size specific bucket seats, you'll think twice about taking this on long road trips. Yet, the touring sticks in my mind and that persistence highlights what makes it so special. It retains the thrill of the GT3 from the steering response and handling to that Russia power as you approach 9,000 RPM, but it's all wrapped in a far less attention seeking package. And the result frees you from needing to care about anything other than the drive.
2022 Porsche 911 GT3 Touring: Less Wing, More Thrills? | Performance, Engine, Styling & More
The Porsche 911 GT3 Touring is a race-oriented sports car that has been absent from Porsche's lineup since 2019. Back for 2022, the 911 GT3 Touring offers a driving experience like no other. In this video, Carlos Lago from Edmunds jumps in the driver's seat and gives an in-depth look… at what makes the Porsche 911 GT3 Touring so impressive. Carlos details everything the Touring entails, from the top speed to the interior features. This is our review of the 2022 Porsche 911 GT3 Touring.
2022 Porsche 911 Convertible Features & Specs
- Total MSRP
- $115,350
- MPG & Fuel
- 18 City / 24 Hwy / 20 Combined
- Fuel Tank Capacity: 16.9 gal. capacity
- Seating
- 4 seats
- Drivetrain
- Type: rear wheel drive
- Transmission: 8-speed automated manual
- Engine
- Flat 6 cylinder
- Horsepower: 379 hp @ 6,500 rpm
- Torque: 331 lb-ft @ 1,950 rpm
- Basic Warranty
- 4 yr./ 50,000 mi.
- Dimensions
- Length: 177.9 in. / Height: 51.1 in.
- Overall Width with Mirrors: 79.7 in.
- Overall Width without Mirrors: 72.9 in.
- Curb Weight: 3,508 lbs.
- Cargo Capacity, All Seats In Place: 4.6 cu.ft.
Compare the Porsche 911
Porsche 911 vs. Chevrolet Corvette
With the Corvette switching from its traditional front-engine layout to mid-engine (placed right behind the passenger compartment), it's a much closer rival to the rear-engine 911. Later in 2022, the higher-performing Z06 variant will debut, offering further enticement. The Corvette delivers similar thrills behind the wheel for a lot less money than the Porsche, but you will have to sacrifice some interior refinement as a result. Read Edmunds' long-term road test of the Chevrolet Corvette.
Porsche 911 vs. BMW M8
The BMW M8 adopts more of a muscle car mentality, with a snarling V8 under its long hood and wide stance. It is considerably bigger than the 911, making it a bit less lively, but with 617 hp on tap, we're certain most drivers will find it to their liking. In return, the M8 is noticeably more luxurious inside. In many ways, the M8 is more of a high-performance touring coupe while the 911 is more of a traditional sports car.
Porsche 911 vs. Porsche 718 Cayman
The smaller and less powerful 718 Cayman may not return the kind of performance numbers as the rear-engine 911, but its mid-engine layout is more balanced and agile. We suggest stepping up to at least the GTS 4.0 model with the six-cylinder engine since the base four-cylinder sounds terrible. The good news is that it is less expensive than any 911.

Check a dealer's price
Bring back a dealer's quote, and we'll tell you if it's a good price!
Check your price quote
Price:
$ -
Safety
Our experts’ favorite 911 safety features:
- Porsche Active Safe
- Alerts you 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.
FAQ
Is the Porsche 911 a good car?
The Edmunds experts tested the 2022 911 both on the road and at the track, giving it a 8.4 out of 10. What about cargo capacity? When you're thinking about carrying stuff in your new car, keep in mind that carrying capacity for the 911 ranges from 4.5 to 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 2022 Porsche 911?
According to Edmunds’ car experts, here’s what’s new for the 2022 Porsche 911:
- GT3 and GTS variants return
- Updated infotainment system with Android Auto
- Remote self-parking debuts for PDK-equipped 911s
- Part of the eighth 911 generation introduced for 2020
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 2022 Porsche 911 a good car?
There's a lot to consider if you're wondering whether the 2022 Porsche 911 is a good car. Edmunds' expert testing team reviewed the 2022 911 and gave it a 8.4 out of 10. Safety scores, fuel economy, cargo capacity and feature availability should all be factors in determining whether the 2022 911 is a good car for you. Learn more
How much should I pay for a 2022 Porsche 911?
The least-expensive 2022 Porsche 911 is the 2022 Porsche 911 Carrera 2dr Convertible (3.0L 6cyl Turbo 8AM). Including destination charge, it arrives with a Manufacturer's Suggested Retail Price (MSRP) of about $114,000.
Other versions include:
- Carrera 2dr Convertible (3.0L 6cyl Turbo 8AM) which starts at $114,000
- Carrera 4 2dr Convertible AWD (3.0L 6cyl Turbo 8AM) which starts at $121,300
- Carrera S 2dr Convertible (3.0L 6cyl Turbo 8AM) which starts at $129,900
- Carrera 4S 2dr Convertible AWD (3.0L 6cyl Turbo 8AM) which starts at $137,200
- Carrera GTS 2dr Convertible (3.0L 6cyl Turbo 8AM) which starts at $149,500
- Carrera 4 GTS 2dr Convertible AWD (3.0L 6cyl Turbo 8AM) which starts at $156,800
- Turbo 2dr Convertible AWD (3.8L 6cyl Turbo 8AM) which starts at $187,100
- Turbo S 2dr Convertible AWD (3.8L 6cyl Turbo 8AM) which starts at $219,800
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 2dr Convertible (3.0L 6cyl Turbo 8AM), Carrera 4 2dr Convertible AWD (3.0L 6cyl Turbo 8AM), Carrera S 2dr Convertible (3.0L 6cyl Turbo 8AM), and Carrera 4S 2dr Convertible AWD (3.0L 6cyl Turbo 8AM). For a full list of 911 models, check out Edmunds’ Features & Specs page. Learn more
Related 2022 Porsche 911 Convertible info
Vehicle rankings by type
- Hybrid Plug In Hybrid Cars
- Coupe Sports Cars
- Best Subcompact Vehicles
- Coupe Luxury
- Best SUV Index Carousel_Chals
- Best Wagons
- Best Muscles
- Best Exotic Vehicles
Research similar car reviews
Popular new car reviews and ratings
- Kia Soul Price
- 2024 Kia Soul News
- GR86 HP
- Kia Forte For Sale
- Nissan Sentra
- Hyundai Kona
- 2024 Hyundai Kona News
- Kia Sorento
- Ford Edge
- Gle Coupe
Other popular Porsche reviews and ratings
- Porsche 718 Boxster 2022
- 2022 Macan
- 2023 Porsche 718 Cayman
- 2023 Maserati Cayenne Coupe
- 2023 Porsche 718 Cayman
- Porsche 718 Cayman 2022
- 2023 Porsche Taycan
- 2023 Porsche 718 Boxster
- 2023 Porsche 911
- Porsche Taycan 2022
More Convertibles to consider
- Aston Martin DB11
- Mazda MX 5 Miata
- MC Laren 720S Spyder
- BMW Z4 Price
- Amg SL
- Lexus LC 500 Convertible
- Aston Martin Vantage F1
- 2022 Ford Mustang
- 2023 Ford Mustang
- 2023 Corvette