911 Carrera T

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Porsche 911 Carrera T 2018 – Pour les puristes

NÜRBURG (Allemagne) – En marge de notre premier contact avec la Porsche 911 GT3 RS 2019 sur le circuit du Nürburgring, l’occasion s’est présentée d’aller rouler en 911 Carrera T, non pas sur le fabuleux circuit allemand, mais plutôt sur les magnifiques routes voisinant la très belle rivière Moselle et …

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Special Report: 1,000 Kilometers With The Porsche 911 Carrera T

On a weekday waking up to fulfil the duties of daily routine is an exhausting and yawn punctuated process. Roll out from bed, yawn, into the shower, yawn, dress, coffee and run to the station to catch the 0733 train to Waterloo – miss it and stand in the rain for another 9 minutes whilst […]

 

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Porsche 911 Carrera T au salon de Genève 2018

Le salon de Genève 2018 était la première européenne pour une nouvelle déclinaison de la Porsche 911, passée inaperçue aux côtés de la nouvelle 911 GT3 RS : la Porsche 911 Carrera T. Porsche rend hommage à un ancien modèle légendaire : la Porsche 911 T de 1968. Destinée à offrir plus de performances et …

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991.2 Carrera v Carrera T: how does the T improve on the base car?

Lighter, more focused and simple. We like the sound of that here at Total 911, particularly when it comes to cars. We first heard about the Carrera T some months ago and, frankly, we could barely contain our excitement. On first details, it sounded exactly like the Carrera should be, even if the ‘T’ moniker seems a little bit contrived. The specification sounds more like a Clubsport, the T’s Touring badge wrapped up in the contradictions of the car’s lighter, more focussed specification. Still, it fits with the Touring ethos of the GT3 at the other extreme, Porsche’s naming strategy somewhat haphazard presently.

Nomenclature be damned though. The Carrera T’s specification makes for interesting reading. The changes, in typically Porsche fashion, are moderate in isolation, though add them up and they’re convincing enough to make for a differing whole. Like the GTS above the S, then, the Carrera T is a box-ticking exercise in specification that enhances and improves, while cleverly adding a few unique elements that mark it out as distinct.

Porsche’s message with it is ‘Less is more’ and that it’s all about the driving. Certainly its specification addresses concern in some quarters that the 911 leans more towards the GT spectrum in 991.2 guise than ever before. Using the Carrera as its basis, the 3.0-litre turbocharged flat-six develops the same 370hp as the entry-level 911. There’s less weight, the quoted unladen weight being 1,425kg, Porsche saying that’s 20kg less than a similarly specified Carrera.

There is some smoke and mirrors going on here though, the Carrera T’s specification has the Miami Blue car here listed at that 1,425kg, while the specification for the silver Carrera Coupe we’ve brought along to test against it reads 1,430kg. There’s 5kg in it here, then, and even that’s open to debate, as the Carrera T comes equipped here with a PCM module. It does without rear seats though, has the reduced sound deadening too, while the windows from the driver and passenger side ones back are lightweight glass – it, like the rear seat and PCM delete a no-cost option to have as standard.

Spend an hour or two on the configurator, as I have, and you’ll find all the slight differences, specifying a standard Carrera, as much as is possible to the specification of a standard Carrera T will see it surpass the Carrera T’s price tag. Throw in the Carrera T’s unique ‘lightweight’ bits and pieces and it all makes a bit more sense, the German-plated car weighing in at £89,994. That is a creep of £4,368 over its £85,576 list price – thank paint and a few other non-essential niceties like the Carrera T interior pack that adds contrasting silver stitching and door straps, but even then the closest I could get the Carrera specification saw it rise to around £89,000 in comparison.

The car silver Carrera here is close enough, being £84,891, visually, externally it takes a keen-eyed spotter to notice the differences. Twenty-inch wheels are standard, while there’s a painted grey finish to the rear engine slats.

For the full feature, pick up your copy of Total 911 issue 163 in shops now or get it delivered via via myfavouritemagazines.co.uk.

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Making The Analog Driver’s Case For Porsche’s Carrera T

The 991 Carrera T is, in a way, the anti-Porsche, or perhaps recalls the Porsche that Porsche used to be. As the company’s sports car line continually focuses on quicker lap times at the expense of driver engagement, and the company’s non-sports cars become ever more the focus of the sales floor, the Carrera T is anti-thematic for the brand in a way. It’s a throwback to Porsche’s simpler times, when the 911 was more about driver inputs, and their corresponding outcomes. This video from Carfection has Henry Catchpole waxing poetic about the Carrera T’s incredible simplicity, and he’s making a case for the model that rings true. He is a driver, we are drivers, the Carrera T is explicitly for us.

Catchpole reckons, « It’s Porsche’s attempt to bring a driver 911 to more people, » and that’s true in many ways, not least of which being the extra $41,000 chunk it takes to buy a GT3. In other ways; The Carrera T is less powerful, making that barrier to entry less important, it’s less intimidating. The Carrera T, like the base model it cribs its 3-liter turbo engine from, rides on huge waves of linear torque, while the GT3 relies on staccato high-rpm horsepower to move quickly. In a way that the GT3 could never be, the Carrera T is a usable every day. If it makes sense, the Carrera T is the friend who will go out of their way to make you happy, while the GT3 expects you to be happy on its terms.

With the vintage 911T moniker meaning a stripped down to basics, bare bones sports car experience, I would have liked to have seen this one go a few steps further. As noted in the video, the 991.2 Carrera T is only about 40 pounds lighter than a base Carrera, a difference nobody will ever feel. I think this car would have been better served for its purpose with the GT3’s 6-speed gearbox, nothing but ABS, a defeatable traction control, limited slip differential, and about an extra 150 pounds lost. No options, no silly add-ons, just a lightweight base Carrera with a limited slip. With simplicity like that, Porsche could have dropped the price another ten grand and still come out ahead. Even Catchpole says similar toward the end, but as it stands, this is the one we get, however, and it’s a step in the right direction.

Go for a drive with an old friend. Take it to the shops, but take the long way.

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