CAR magazine UK drives the new Porsche 911 S/T sports car with pictures, specs and driving impressions
► £231,600; 1963 being built and probably all sold out, I give you Holger Bartels, chief engineer of vehicle performance. Because Herr Bartels spent an entire year of his life, 12 whole calendar months, doing nothing else but developing and fine-tuning the PASM dampers on the 911 S/T. This on a car that borrows the spring rates and suspension pick-up points from the
Because of that dual ancestry, Porsche is justified in using the S/T badge. Granted, originally this was reserved for competition, track-focused cars, but in using the best parts of the Magnesium wheels are standard, unlike on the Touring, saving 10.6kg. Carbon ceramic brakes, measuring 410mm at the front and 390mm at the rear, are also included as standard.
Worth it? The seat material looks mega, but the cost pushes this 911 towards a quarter of a million quid and that takes some swallowing. It’s one of the most intimidating cars I’ve driven. The sibling RS is surprisingly benign with its dampers slackened off and easy-to-grasp a set of paddles, whereas the S/T requires far more concentration, especially when it comes to changing gear. Because of the lightweight flywheel, it’s like driving a racing car – dip the clutch and the revs instantly die; minimal inertia, maximum difficulty to balance the revs smoothly when you feed the clutch back in.
The engine also delivers on the raw remit. It’s not a unit that likes dealing in gentle driving, with a screaming Le Mans-esque soundtrack that climbs inexorably to the 9000rpm red line. Predictably responsive, it chunters and grumbles if you lift off too dramatically into a corner and is another element of the S/T that feels like someone forgot to tell it it’s a road car. Even the rev needle hunts at idle, just like a race engine.
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