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With the Sport Chrono Package (standard on the T and optional on the base Carrera) and PDK, both cars hit 60 miles per hour in four seconds flat. 10K premium the Carrera T demands? That's a fair argument. But the appeal of the Carrera T comes with its lack of speed relative to siblings like the 911 GT3 and GTS. The engine revs eagerly, and you can wind it out without fearing for your license. At low engine speeds, the flat-six feels particularly fervent and engaging. Push past the 6,500-rpm torque peak - it's easy, I promise - and the Carrera T takes on more and more of the GT3's personality, rather than losing steam like some potent turbocharged engines. It sings a smooth and pleasant tune. Every time I ran the flat-six toward redline, I became a little more appreciative of the lack of sound deadening. The Carrera T sounds delicious.
A fly in this ointment may be the seven-speed dual-clutch transmission - but that鈥檚 not because it's bad. The Carrera T is without a doubt faster with the PDK, which remains one of the best automatic transmissions on the planet. It's competent and composed in everyday conditions, and quick to engage from a standstill, unlike some DCTs. But switch the 911 to Sport Plus via the rotary knob at the steering wheel center's five o'clock position, and the PDK's character changes. In automatic mode it's far more willing to hold gears, while shift speed in both automatic and manual modes is faster and more aggressive. Put simply, you feel the upshifts more; particularly under wide-open throttle. Despite the 鈥淪port鈥?designation attached to its suspension, the Carrera T's PASM setup is remarkably poised over the rough roads that blanket southeastern Michigan. The 911 has always made sense as an everyday driver and the Carrera T is no exception. But when presented with a twisting road (which we Michiganders have in much shorter supply鈥?, this 911 comes alive. The fast, direct steering has perfect weighting and plenty of feedback.
There's just enough body roll to inform the driver of lateral grip levels, but the Carrera T - like pretty much every other 911 - never feels sloppy. Body motions - be they fore, aft, or laterally - always feel purposeful and well managed. Alongside the lowered ride height, Porsche stiffened the sway bars and attached more rigid mounts for the rear subframe. It all makes for a very compelling package. Adding to that package is the optional rear-axle steering system. 2,090, it has an outsized effect on how the 911 handles, making it feel tighter and pointier and more willing to change directions suddenly. At higher speeds, the Carrera T is more stable. This option really is a no brainer. Less of a no-brainer are the optional carbon-ceramic brakes. My tester had the standard setup and they were perfectly fine, thanks to their solid, predictable pedal that provides adequate feedback. The National Highway Transportation Safety Administration and Insurance Institute of Highway Safety have not crash-tested the 911, so I can't comment on passive safety.
As for active safety gear, my tester had next to nothing. That said, the Carrera T isn't exactly a Volvo when it comes to semi-autonomous equipment. Adaptive cruise control and blind-spot monitoring are only available as options. If you want stuff like automatic emergency braking and lane keeping assist on your 911, then I recommend checking out the upcoming 992 model. Working in the Carrera T鈥檚 favor? Standard HID headlights and excellent sight lines in every direction. While the Carrera T features the same power output as the standard Carrera, for some reason, and despite its lightweight gear, this 911 is significantly less efficient. The EPA estimates that the Carrera T will return 20 miles per gallon in the city, 26 mpg on the highway, and 22 combined with its seven-speed dual-clutch transmission. Grab the manual and the city figure falls to 16 mpg, while the highway and combined figures drop to 25 and 20 mpg, respectively. At the same time, the standard 911 Carrera nets 22 mpg city, 30 highway, and 25 combined. Manual Carrera Ts feature a more aggressive rear-end than the base Carrera, but my tester had the PDK, which shares its rear-end with the standard car. I鈥檝e reached out to Porsche to see if there's some piece of gear on the Carrera T that explains its lower fuel economy figures. I鈥檒l update this review as soon as I hear back.
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