Porsche 911 Review 2025

There wasn't a great deal wrong with the 911, but regardless, Porsche has made an updated version of the current model, which is better than ever and even available with hybrid power. Its rivals, including the Aston Martin Vantage and Mercedes-AMG GT, have considerably higher starting prices, yet still can't hold a candle to how satisfying the Porsche is to drive and live with. Read our full Porsche 911 review to find out why.

One of the most appealing features of the Porsche 911 is how its character varies depending on which model you buy. It's a cliché to say there's a Porsche 911 for everyone but there is — from the pure 911 Carrera to the punchy 911 Turbo and track-focused 911 GT3 and GT3 RS. You can also get soft-top version — the Porsche 911 Cabriolet — while the Porsche 911 Targa aims to deliver the best of both coupe and convertible worlds.

While no Porsche 911 is cheap, you don't have to go looking to the top end of the range for everyday thrills. The lower-priced Porsche 911 Carrera and Carrera S models are two of our favourite sports cars, with grin-inducing performance and handling to match. The 3.0-litre six-cylinder petrol engine is no less characterful for being turbocharged, while the noise coming from behind the rear seats adds to the 911's appeal.

Each and every Porsche 911 feels special in its own way. If you want something that's going to stand out a bit more than those models, the Porsche 911 Carrera GTS and Carrera 4 GTS add an extremely powerful hybridised 3.6-litre engine along with a bespoke suspension setup, a slightly racier interior and some exterior styling flourishes.

The Porsche 911 GT3 is essentially a track toy that you can use every day if you really wish to, while the GT3 RS available for anyone who takes circuit driving especially seriously. Meanwhile the top-end of the range sees the Porsche 911 Turbo and Turbo S models, with enough performance from their 3.8-litre engines to bait serious supercars, although those two have yet to make an appearance in facelifted form.

It almost goes without saying that all Porsche 911 models are sensational to drive. The steering is precise and communicative, while a variety of drive modes are on hand to reflect your mood. You can buy the Porsche 911 Carrera T and the GT3 models with a manual gearbox but elsewhere the automatic PDK is now your only choice. To be honest, we prefer it with the PDK transmission — it's the fastest reacting automatic we've driven. 

The entry-level cars are the most comfortable in terms of ride quality but all 911 models now feature Porsche Active Suspension Management (PASM for short), allowing you to adjust the firmness of the dampers, while there's also a new Wet mode standard across the range. This detects water on the road and primes the car's stability control systems to prevent unintended losses of traction.

A play with Porsche's online configurator for the latest 911 will have you wincing at the cost of certain options but you don't necessarily have to go to town. It's perfectly well-equipped as standard, with a classy interior featuring soft-touch materials aplenty as well as a slick 10.9-inch infotainment system. It's a more minimalist cabin than before, with fewer buttons — but, fortunately, this doesn't come at the expense of user-friendliness.

The Porsche 911 is comfortable enough for crossing continents, provided there's no more than two of you. Sure, rear seats are available as a no-cost option — in most models, anyway — but you have to be especially small and agile to wedge yourself into them. A child, basically.

It's best to use the Porsche 911 as a two-seater with the rear seats folded as storage, especially as the boot in the front of the car isn't even half as big as you'd find in the back of the Mercedes-AMG GT Coupe. If you do need more space, the Porsche Panamera is a more suitable family car, as is the electric Porsche Taycan.

Porsche might have played it safe with the exterior design of the latest-generation 911, although we like newer features such as the retractable door handles and full-width rear light bar, yet it's still one of the most desirable new cars on sale. It's brilliant to drive, feels totally special and when you compare it with alternatives such as the McLaren GTS, it actually doesn't look like bad value for money.

No matter which Porsche 911 you buy, it'll be powered by a petrol engine mounted at the rear of the car. That's a 911 tradition which once upon a time caused them to have a bit of a reputation for spinning into the scenery at the slightest provocation. We're pleased to confirm the latest 911s are much more user-friendly.

Porsche 911 Carrera and Carrera S models are rear-wheel drive as standard, with plenty of grip and the most communicative electric power-assisted steering available in any car. They're a real joy to drive no matter what speed you're travelling at — even around town it's possible to appreciate the 911's direct handling and impressive composure.

You can spec the more affordable — it's a relative term — Porsche 911s with all-wheel drive as the Carrera 4 and Carrera 4S, but with so much grip available we don't think it's particularly worthwhile, unless you're planning to spend the winter months in the Alps. Not that you need to worry about that if you're buyng brand new as they haven't gone back on sale since the range's facelift.

Porsche Active Suspension Management (PASM) adjustable dampers are now standard across the range — meaning the 911 can be set up to cope equally well with flowing, bumpy B-roads, or firmed-up for track use.

You'll notice that the Porsche 911 feels firmer and a bit noisier than a similarly priced luxury saloon but it's still very good at the day-to-day stuff. You get sensors and cameras to help you thread the Porsche 911 into tight spaces, although it's only a little longer and wider than the Porsche 718 Cayman, with a similar footprint to the Volkswagen Tiguan family SUV. Visibility is marginally more acceptable than some of its supercar rivals.

Whichever Porsche 911 you choose the rear-mounted petrol engine will have six cylinders arranged in a configuration alternatively known as boxer, flat or horizontally-opposed. It's one of the least-common cylinder arrangement with only Subaru joining Porsche in sticking with it.

In essence, the flat engine is a development of the V-configuration but where the angle between the two banks of cylinders has been opened to 180 degrees. If you view a flat engine from one end its pistons punch outwards on a horizontal plane, hence the variety of names for this type of motor.

The regular Porsche 911 Carrera and Carrera S models come with a 3.0-litre twin-turbo engine that produces 394PS and 450Nm of torque or 480PS and 530Nm of torque respectively. Those former figures allow the 911 Carrera to sprint to 62mph from a standstill in 4.1 seconds or 3.9 seconds if you opt for the Sport Chrono Package, which brings with it launch control and an extra Sport Plus driving mode, with a top speed of 183mph. The 911 Carrera S completes the 0-62mph dash in just 3.5 seconds or 3.3 seconds with the Sport Chrono Package, with a 191mph top speed.

We consider these more junior models in the Porsche 911 range to feel more than quick enough. Despite the engine being turbocharged it likes to be revved towards the red line, while the PDK automatic gearbox — the seven-speed manual transmission is no longer an option for those models — is rarely caught off guard.

If you simply must have a manual gearbox with the lower-powered 394PS engine, the Porsche 911 Carrera T is your only choice. Its top speed is 183mph while 4.5 seconds are needed for it to complete the 0-62mph benchmark.

If you want your PDK automatic-equipped Porsche 911 to deliver even more urgency then look for a Carerra GTS model where you'll find the 3.6-litre engine's been hybridised for extra grunt. How much extra? Well, a mighty 541PS and 570Nm of torque ensure a 3.0-second 0-62mph time and a 194mph top speed for both the rear-wheel drive 911 Carrera GTS and the all-wheel drive Carrera 4 GTS.

It's a completely bespoke hybrid system that weighs just 50kg and although the battery size is reasonable at 1.9kWh, the Carrera GTS can't drive on electric power alone. Instead, it's electrified to make it more exciting, with one motor inside the turbo pre-spooling it to make it faster-acting while another one attached to the gearbox boosts overall power and torque. It's incredibly effective but comes at a chunky cost over the Carrera S.  

The Porsche 911 GT3 is the connoisseur's choice in the range, intended to appeal to drivers who lap race tracks at the weekend. The GT3 features a 4.0-litre engine non-turbocharged engine for a more authentic driving experience, producing 510PS and 450Nm of torque. It's sensational, frankly, in a manner that its 3.4-second 0-62mph time and 193mph doesn't really do justice. It's worth hunting out a GT3 for the soundtrack alone.

In response to Porsche customers' demands for that level of performance in a more subtle-looking package, the 911 GT3 with Touring Package was introduced. Mechanically identical, its top speed is slightly higher at 194mph as it lacks the convential GT3's downforce-generating rear wing, while its additional comfort and equipment dulls the 0-62mph time down to 3.9 seconds.

For ultimate bragging rights given the current absence of the Turbo and Turbo S from the line-up, you'll need the Porsche 911 GT3 RS. It's not much more powerful than the standard GT3 at 525PS with 465Nm of torque, instead focusing more on chassis and aerodynamic improvements, with radically overhauled suspension and wild bodywork modifications that make it look like a racing car on the road. Top speed here is 184mph while the 0-62mph sprint requires 3.2 seconds.

At the time of writing, facelifted versions of the 911 Turbo and Turbo S haven't been launched but we're expecting them to be even more powerful than the pre-update cars, which made 580PS and 650PS respectively, with the quicker of the two managing 0-62mph in just 2.7 seconds. 

Perhaps unsurprisingly considering the costs involved, the Porsche 911 hasn't been crashed into things in the name of science by the bods at Euro NCAP. Regardless of that, it's loaded with equipment to help reduce the chances of you getting into a scrape in the first place. Parking sensors are fitted to the front and rear of the car, while electronic aids such as lane assistance, traffic sign recognition and a driver alertness monitor are fitted as standard.

There's the usual plethora of airbags should the worst happen, while Isofix child seat mounting points are fitted in the back should you specify those no-cost option rear seats. Since the rear seats became optional, the previously extra-cost addition of Isofix mounting points for the front passenger seat became standard.

Although the Porsche 911 can be a four-seater, the two rear seats in the coupe versions have become a no-cost option in recent years. Even when they are fitted, you'd have to be very committed — and very small — to squeeze into them. A BMW M8 Coupe would be a better choice if you plan to carry rear-seat passengers on a regular basis.

Certain models — such as the lightweight Porsche 911 GT3 without Touring Package — can't even have rear seats fitted. That's no great loss when they're extra weight in a car where every gram counts.

The dedicated luggage area is in the front of the car under the bonnet. While there's a surprising amount of room for a couple of soft bags, it's not going to handle a big supermarket shop particularly easily. Officially there's room for 135 litres of luggage in the front — that's a little over half of what you get in the back of the tiny Kia Picanto. When you need to carry more you'll have to fold the rear seats over — or use the void where they'd otherwise be — to make make the most of the 373-litre space available.

The Porsche 911 has grown in overall dimensions compared with its predecessors and that's good news for interior space. You obviously still sit low down but there's loads of adjustment for the front seats and most drivers will be able to get comfy. You get all the usual cabin stowage areas — including bigger door bins than before, cup holders and a generously-sized glove box.

If you're prepared to compromise on the practicality front, the Porsche 911 has an excellent interior which has a level of quality to reflect its price tag. There are expensive-feeling materials everywhere, with plenty of leather and other soft-touch fabrics. Hunt as hard as you like, you're not going to find brittle plastics in the 911's cabin.

Behind the steering wheel, the latest 911s have a curved 12.65-inch display screen, replacing the previous set-up where an analogue rev counter was flanked by a pair of smaller TFT screens. Both iterations can be configured to show all manner of information from navigation directions to a G-force meter.

A slick 10.9-inch infotainment touchscreen system is standard across the Porsche 911 range. This provides access to features such as DAB radio, climate control settings and additional driver information, augmenting the feeling of quality with clear graphics and fast responses.

Wireless Apple CarPay and Android Auto are now standard, meaning you can mirror many of your phone apps onto the 911's display.

Music fans are well catered for with not one but two optional premium audio systems — a Bose surround sound system with 12 speakers or a high-end Burmester unit with 13. Neither are cheap options but we reckon the Bose system will satisfy all but the most discerning of audiophiles.

It'd be wrong to describe a £103,700 sports car as a bargain but the entry-level Porsche 911 Carrera almost looks like good value for money when you consider the £105,435 starting price of the 2.0-litre Mercedes-AMG GT Coupe.

Of course, it's very easy to make a Porsche 911 very expensive, very quickly, but we don't think that's absolutely necessary. The regular Porsche 911 Carrera is the purist model in the line-up, while it's also well-equipped and will be quick enough for most buyers. You can save cash by looking for a nearly-new Porsche 911 but they do hold their value very well — good news if you're planning to buy a factory-fresh example.

One for particularly keen drivers because it's the only sub-GT3 model available with a manual gearbox is the Porsche 911 Carrera T at £115,400.

Next up is the £120,500 911 Carrera S, while the now-hybridised Porsche 911 Carrera GTS is £137,900 in rear-wheel drive form, with the all-wheel drive Carrera 4 GTS is £144,400.

If money's no object and you want the pinnacle of the Porsche 911 experience, you'll need a track-focused GT model. Both the bewinged 911 GT3 and the more subtle 911 GT3 with Touring Package cost £158,200, while the raw, more extreme 911 GT3 RS will set you back £192,600. 

We're still awaiting the arrival of the revised 911 Turbo, so no prices are available currently. 

It's worth keeping an eye on the price of options before you go to town on the configurator. For example, adaptive cruise control is nearly £1500 extra, while the Burmester surround sound system is more than £4000.

Porsche 911 Cabriolet models start from £113,700, while the half-coupe, half-convertible 911 Targa is considerably more at £154,400 — although it's only available in pricier 4 GTS guise.

Quoted prices are correct at the time of writing in May 2025.

While minimal depreciation is on the Porsche 911's side, you'll need to be prepared for some pretty hefty running costs. The most frugal model is the Porsche 911 Carrera, which officially returns up to 26.9-28.1mpg on the WLTP Combined cycle. Our experience suggests that figure is beatable in the real world but, make the most of the 911's performance and you could easily see it drop down below 20mpg.

Yes, there is a hybrid option in the form of the Carrera GTS but don't go thinking that means the fuel bills will be lessened as the the petrol-electric setup is more about increasing performance. Nevertheless its fuel economy is largely similar to the other Carrera models at 25.9-27.2mpg for the rear-wheel drive version. 

With the standard PDK transmission, the Porsche 911 GT3 will return 20.5-20.7mpg making them the thirstiest of the current range. Despite being more powerful, the weight-saving measures bestowed on the 911 GT3 RS sees its economy quoted at 21.4mpg.

The Porsche 911 will cost £195 per year in VED tax after the first year, plus an additional £425 for the Expensive Car Supplement — also known as the premium car tax — for years two to six.

With the lowest CO2 emissions in the 911 range being 229g/km all versions fall into the highest 37% Benefit-in-Kind (BiK) tax band for company car drivers, likely restricting this Porsche to those who own the company footing the bill for the car in the first place.

Rather than trim levels in the conventional sense associated with most mainstream cars, different versions of the Porsche 911 tend to offer mechanical as well as specification differences. The current selection comprises Carrera, Carrera T, Carrera S, Carrera GTS, Carrera 4 GTS, GT3, GT3 with Touring Package and GT3 RS.

The entry-level Porsche 911 Carrera has a standard spec list that includes:

• Silver Carrera alloy wheels, 19-inch at the front, 20-inch at the rear
• Black exterior detailing
• Porsche Active Suspension Management (PASM) variable active damping system
• Matrix LED headlights
• Porsche 4-point LED daytime-running lights
• Three-dimensional LED rear lights
• Automatic wipers
• Keyless entry and starting
• ParkAssist front and rear parking sensors
• Reversing camera
• Auto-dimming and electrically folding door mirrors with puddle lights
• Partial electrical adjustment for the front Sports seats
• Isofix mounting points on the front passenger seat
• Integrated navigation system
• Wireless smartphone charging pad
• Wireless Android Auto and Apple CarPlay
• DAB radio
• Sound Package Plus with eight speakers
• Two USB-C sockets in the centre console
• Dual-zone climate control
• Heated steering wheel with driving mode selection control
• Cruise control
• LED ambient lighting
• Auto-dimming interior rear-view mirror

Additional and alternative kit for the Porsche 911 Carrera T includes:

• Vanadium Grey metallic Carrera S alloy wheels, 20-inch at the front, 21-inch at the rear
• Black exterior detailing with door mirror caps and vertical rear grille slats in Vanadium Grey metallic
• Lowered Porsche Active Suspension Management (PASM) Sport variable active damping system
• Lightweight glazing
• Grey-tinted upper windscreen band
• Partial electrical adjustment for the front Sports seats Plus
• Heated GT Sports leather steering wheel
• Sport Chrono Package
• Forged aluminium pedals

Using the entry-level Carrera as its starting point equipment for the Porsche 911 Carrera S includes:

• Silver Carrera S alloy wheels, 20-inch at the front, 21-inch at the rear

Additional and alternative equipment over the Carrera for both the Porsche 911 Carrera GTS and the Porsche 911 Carrera 4 GTS includes:

• Anthracite Grey Carrera GTS forged alloy wheels, 20-inch at the front, 21-inch at the rear
• Lowered Porsche Active Suspension Management (PASM) Sport variable active damping system
• SportDesign Package of partially black-painted front and rear aprons
• GTS decorative side logos
• Partial electrical adjustment for the front Sports seats Plus
• Bose Surround Sound Sytem with 12 speakers
• Heated GT Sports Race-Tex steering wheel
• Sport Chrono Package
• Sports Style pedals
• Race-Tex finish for headling and interior pillars

Towards the top of the range, once more using the Carrera as the starting point, equipment differences for the Porsche 911 GT3 include:

• Silver GT3 forged aluminium lightweight wheels, 20-inch at the front, 21-inch at the rear
• GT3-specific exterior package which includes body-coloured front apron, carbon-fibre reinforced plastic (CFRP) front bonnet with two large air outlets, partially recessed door handles and a fixed rear wing
• Lowered Porsche Active Suspension Management (PASM) variable active damping system
• Lightweight glazing
• Grey-tinted upper windscreen band
• Partial electrical adjustment for the front Sports seats Plus
• Heated GT Sports Race-Tex steering wheel
• GT-specific gear selector
• Stainless steel pedals
• Race-Tex finish for headling and interior pillars

Differing from the GT3, equipment changes for the Porsche 911 GT3 with Touring Package are:

• Automatically extending small rear wing in place of the fixed item.
• Anodised aluminium exterior trims
• Heated GT Sports leather steering wheel
• Fabric finish for headling and interior pillars

Further changes from the GT3 for the track-focused Porsche 911 GT3 RS include:

• Lightweight GT3 RS-specific carbon-fibre and CFRP-intensive bodywork, aprons, airblades and two-part rear wing with Drag-Reduction System (DRS)
• Anthracite exterior detailing
• GT3 RS decorative side logos
• LED headlights
• Lightweight glazing
• Lightweight CFRP front bucket seats
• Deletion of Isofix mounting points on the front passenger seat