Porsche 911 Review & Prices

Ask any child in any corner of the world to name a sports car, the likelihood is they’ll mention the Porsche 911. It’s legendary at this point, offering a blend of performance and day-to-day driving manners that few other sports cars manage - even if the back seats aren’t as spacious as you’d hope.

But trying to pick the right Porsche 911 is like trying to pick a coffee from your favourite barista. You know that whichever version you choose will hit the spot, but between the basic flat-white Carrera, the uber-posh cold-brew Turbo S and the hardcore, double-espresso GT3 RS, there’s a lot to pick from.

Yet as with any cafe, there are several alternatives vying for your cash - if a Porsche-spresso isn’t your thing. The Aston Martin Vantage offers a brutal V8 engine with a pair of seats strapped to it, while the Mercedes SL is a more comfort-focused GT sports car.

Porsche 911: facts and figures

Engines: 3.0-litre and 3.6-litre inline six-cylinder petrol, turbocharged / 4.0-litre, inline six-cylinder petrol, naturally aspirated
Drivetrain: Eight-speed automatic gearbox, rear- and all-wheel drive / Six-speed manual gearbox, rear-wheel drive
Horsepower: 394hp, 480hp, 510hp, 525hp, 541hp, 711hp
0-60mph: 2.5 - 4.5 seconds
Top speed: 183 - 200mph
Efficiency: 20.5 - 27.9mpg

The entry-level Carrera is a blast, while the hybrid versions prove that you can electrify a car without making it boring in the process. Country lanes are where the 911 belongs, offering an intoxicating combination of precise steering, compliant suspension, giggle-inducing acceleration and confidence-inspiring grip.

What’s surprising is just how adept the 911 is around town, doing a decent job of ironing out speedbumps. It’s just as comfortable on the motorway, as the engine mounted far behind you is quiet at a cruise - though you get noticeable road noise from the chunky tyres.

Look past all of the extras on the fancier models, and the 911 bears a strong resemblance to its forebears of the past 70 years. It’s one of the few cars on sale with round headlamps - now with integrated indicators - while the rear light bar is a staple feature of the rear-engine sports car. It’s wider than ever though, with bulbous hips and enormous wheels; the most aggressive 911 to date.

The cabin has undergone a bigger change, compared to the exterior. Long-gone is the iconic Porsche five-dial instrument cluster, replaced by a curved fully digital screen. It looks great, but it’s generic - as is the push button starter in place of the long-standing twist key. Boo.

What has remained, however, is the 911’s practicality. You get four seats in most variants, with the front pair offering plenty of space to get comfortable in a supportive low-slung driving position. That being said, the back seats are best for children, or as extra storage space to go with the front boot.

But you don’t buy a 911 with your sensible hat on, you buy it because it’s one of the best cars to drive on sale - period.

Verdict:

There’s a reason the 911 recipe hasn’t changed in the last 70 years, and that’s because it’s a jack of all trades, and a master of most of them, too. Sure, a Mercedes SL is more luxurious and a Lotus Emira feels a bit sportier, but neither of them feel as comfortable both on road and on track as the Porsche does.

Check out the latest Porsche 911 deals on Carwow. There are also 911 lease offers and used 911 models to choose from, as well as other used Porsches for sale through our trusted dealer network. Remember, Carwow can even help you sell your car when it’s time to make a change.

The Porsche 911 isn’t cheap, but when you compare it to the Ferrari F8 Tributo and Aston Martin Vantage, it starts to look like the bargain of the century...until you get to top-spec models.

That said, there are cheaper alternatives than the Porsche – the BMW M4 would leave an entry-level Porsche for dust in a straight line, but isn’t as poised in corners, while the Lotus Emira is not as ruthlessly efficient. By slotting the 911 Carrera between these two groups, you could say Porsche has got the price just right.

That being said, what you pay varies wildly depending on the performance you're after. Those entry-level Carrera models start at just over £100,000 and ramp up pretty quickly until you find yourself at the £144,000 Carrera 4 GTS.

Mixed in are a dizzying array of other power outputs, two- and four-wheel drive, and various convertibles for good measure. It's the lower-powered Carrera models that represent the best value – but if you've got the cash, the pricier versions have the performance and abilities to justify their price tags.

You’re spoilt for choice when it comes to 911 variants, with around 20 models to choose from - all with a flat-six cylinder engine over the back wheels and most with a dual-clutch automatic gearbox.

The entry-level Carrera features a 3.0-litre engine, producing 394hp and hitting 62mph in 4.1 seconds, onto a top speed of 183mph. Carrera S trim pushes power up to 480hp and cuts 0-62mph down to 3.5 seconds, and top speed increases to 191mph. The GTS features a larger 3.6-litre engine for a mighty 541hp and 3.0-second 0-62mph run, with a marginally higher top speed at 194mph. All can be had in rear- or four-wheel drive.

For continent-crushing performance, the 711hp Turbo S is the daddy - offering a 2.5-second 0-62mph time with a shockingly comfortable drive - and hitting its V-max top speed at 200mph. All of the above can be had as a coupe or convertible, while the uber-retro, uber-cool Targa models only come in 4S and 4 GTS specifications.

Track enthusiasts should look no further than the 4.0-litre, non-turbocharged GT3 (510hp, 3.4-second 0-62mph and 193mph top speed) or GT3 RS (525hp, 3.2-second 0-62mph, 184mph top speed) for precision corner carving.

The top speeds may not be as impressive as you might expect from ‘GT’ models, but the big, aerodynamic wings and bodywork mean higher cornering speeds, at the expense of straight-line performance. The GT3 Touring Package ditches the big spoiler and automatic gearbox in favour of a more toned-down look.

For the most visceral Porsche driving experience, consider the stripped-back 911 T for a more accessible thrill ride than the GT cars - with a manual gearbox.

A talented all-rounder that merges everyday usability with startling performance - especially in Turbo S form

In town

The Porsche 911’s USP is that it’s great to drive but also easy to live with every day – not something you can say about most serious sports cars.

Yes, the suspension can be jiggly over bumps, but then it is a sports car and you can always set the adjustable suspension in its Comfort setting, which does a decent job of smoothing out the road in town. Another sports car thing is the 911’s heavy steering that gives great feedback, but can be tiring at slow speeds.

Parking is helped by the solid visibility you get front and back, as well as the 911's impressively tight turning circle and an automatic gearbox that isn’t jerky at crawling speeds. All models now get rear-axle steering, which tightens the turning circle to just 10.9m. It’s also worth specifying the nose lift function, which can keep the 911’s front splitter safe over speed bumps or in tight situations - while the Turbo S’s deep chin spoiler retracts at low speed for extra protection.

Having said all that, it’s still worth considering the optional ParkAssist which adds front and rear sensors, plus a rear view camera. Another dip into the options list can add a 360-degree camera that you’ll be thankful for if you often have to squeeze your prized Porsche through uncompromising width restrictors.

On the motorway

At higher speeds, the Porsche 911’s suspension does an impressive job of smoothing out the road, its engine is quiet at a cruise and there’s not much wind noise to annoy you. That said, there is plenty of road noise that seems to be transmitted through the stiff chassis, directly into your ears.

It’s even worse if you upgrade the standard wheels for a larger set, unless you opt for the top-dog Turbo S, because Porsche has done a great job of minimising tyre roar with the updated model.

Where the Turbo S impresses the most is its prodigious acceleration, because it’s an absolutely rapid performer making overtakes a piece of cake.

The regular hybrid engine does emit a curious sort of high-pitched whine, audible under low throttle openings. It’s so high that you probably won’t notice it if your ears are over a certain age, but younger buyers beware…

You get cruise control as standard, with the option to upgrade to adaptive cruise control that can do the accelerating and braking for you while keeping a safe distance from the car in front. Want more autonomy? You can also specify lane-keep assist and lane-change assist.

On a twisty road

The 911 is one of the cars we’d most like in our arsenal if we were presented with a brilliant road. As with all versions, having the engine over the rear wheels means that the front tyres feel amazingly alive, with unbelievable levels of grip in hard cornering and a level of communication that you just don’t get with other sports cars.

Performance is seriously impressive. The entry-level Carrera has a 3.0-litre, twin-turbocharged flat-six engine, with a beefy 394hp leaving it capable of 0-62mph in just 4.1 seconds.

The hybrid version is fiendishly clever. It features an electric motor built into the gearbox, capable of recuperating energy when you lift off the throttle as well as boosting the engine’s output. There’s also an electrically-driven turbocharger which totally eliminates the lag you might find on some alternative, turbocharged cars. All the power is dealt with by a 400V electrical system and a small battery in the front.

The result is a massive 541hp and 0-60mph in just 3.0s. When we tested the GTS hybrid on track against an older GTS, it felt notably more muscular pulling out of the corners and, despite being on a wet track with dry-biased tyres, was over a second quicker than the old car.

On the road, it can feel as though the 911 is wasted - there’s so much performance that staying within the legal speed limit is barely using a fraction of its ability - but even here it’s great fun with incredibly accurate steering, loads of feedback through the steering wheel and suspension that effectively irons out the worst bumps while still feeling like you’re connected to the road underneath you.

Electronically-controlled anti-roll bars keep the 911 totally flat even when you’re cornering hard, while the optional carbon-ceramic brakes provide a colossal amount of stopping power.

For blistering performance - and the most kudos at the pub, you’ll want the 711hp hybrid Turbo S. It’s exceptionally stable at high speeds, with seemingly endless grip around corners while staying flat and composed around bends - and relentless acceleration between them.

A talented all-rounder that merges everyday usability with startling performance - especially in Turbo S form

In town

The Porsche 911’s USP is that it’s great to drive but also easy to live with every day – not something you can say about most serious sports cars.

Yes, the suspension can be jiggly over bumps, but then it is a sports car and you can always set the adjustable suspension in its Comfort setting, which does a decent job of smoothing out the road in town. Another sports car thing is the 911’s heavy steering that gives great feedback, but can be tiring at slow speeds.

Parking is helped by the solid visibility you get front and back, as well as the 911's impressively tight turning circle and an automatic gearbox that isn’t jerky at crawling speeds. All models now get rear-axle steering, which tightens the turning circle to just 10.9m. It’s also worth specifying the nose lift function, which can keep the 911’s front splitter safe over speed bumps or in tight situations - while the Turbo S’s deep chin spoiler retracts at low speed for extra protection.

Having said all that, it’s still worth considering the optional ParkAssist which adds front and rear sensors, plus a rear view camera. Another dip into the options list can add a 360-degree camera that you’ll be thankful for if you often have to squeeze your prized Porsche through uncompromising width restrictors.

On the motorway

At higher speeds, the Porsche 911’s suspension does an impressive job of smoothing out the road, its engine is quiet at a cruise and there’s not much wind noise to annoy you. That said, there is plenty of road noise that seems to be transmitted through the stiff chassis, directly into your ears.

It’s even worse if you upgrade the standard wheels for a larger set, unless you opt for the top-dog Turbo S, because Porsche has done a great job of minimising tyre roar with the updated model.

Where the Turbo S impresses the most is its prodigious acceleration, because it’s an absolutely rapid performer making overtakes a piece of cake.

The regular hybrid engine does emit a curious sort of high-pitched whine, audible under low throttle openings. It’s so high that you probably won’t notice it if your ears are over a certain age, but younger buyers beware…

You get cruise control as standard, with the option to upgrade to adaptive cruise control that can do the accelerating and braking for you while keeping a safe distance from the car in front. Want more autonomy? You can also specify lane-keep assist and lane-change assist.

On a twisty road

The 911 is one of the cars we’d most like in our arsenal if we were presented with a brilliant road. As with all versions, having the engine over the rear wheels means that the front tyres feel amazingly alive, with unbelievable levels of grip in hard cornering and a level of communication that you just don’t get with other sports cars.

Performance is seriously impressive. The entry-level Carrera has a 3.0-litre, twin-turbocharged flat-six engine, with a beefy 394hp leaving it capable of 0-62mph in just 4.1 seconds.

The hybrid version is fiendishly clever. It features an electric motor built into the gearbox, capable of recuperating energy when you lift off the throttle as well as boosting the engine’s output. There’s also an electrically-driven turbocharger which totally eliminates the lag you might find on some alternative, turbocharged cars. All the power is dealt with by a 400V electrical system and a small battery in the front.

The result is a massive 541hp and 0-60mph in just 3.0s. When we tested the GTS hybrid on track against an older GTS, it felt notably more muscular pulling out of the corners and, despite being on a wet track with dry-biased tyres, was over a second quicker than the old car.

On the road, it can feel as though the 911 is wasted - there’s so much performance that staying within the legal speed limit is barely using a fraction of its ability - but even here it’s great fun with incredibly accurate steering, loads of feedback through the steering wheel and suspension that effectively irons out the worst bumps while still feeling like you’re connected to the road underneath you.

Electronically-controlled anti-roll bars keep the 911 totally flat even when you’re cornering hard, while the optional carbon-ceramic brakes provide a colossal amount of stopping power.

For blistering performance - and the most kudos at the pub, you’ll want the 711hp hybrid Turbo S. It’s exceptionally stable at high speeds, with seemingly endless grip around corners while staying flat and composed around bends - and relentless acceleration between them.

The Porsche 911’s interior has a retro design mixed with the latest tech. It’s very well built, but it is a shame the infotainment isn’t easier to use

The Porsche 911’s cabin looks lovely. The dashboard’s design angles outwards to mirror the interior of 911s of old, and you get a new digital dial setup with plenty of customisation - though some will bemoan the demise of Porsche's signature analogue rev counter. The dials’ graphics are clear and easy to read at a glance.

Construction quality is excellent, too. Most of the interior is covered in soft leather and parts like the weighty glovebox and metal door handles feel expensive. Any cheap bits at all? Well, the plastics on the lower half of the centre console feel a bit thin, but that’s about it.

Want to stamp your character on the car? Then Porsche can oblige with a near-limitless choice of options covering everything from seats to trim styles to the headliner and door kick plates. You could design a car that’s one-of-a-kind.

Sadly, the infotainment is more of a mixed bag. The good bits? Well, its graphics are crisp, clear and colourful, the system is incredibly responsive, it’s easy to input a postcode and it can route around congestion on the fly.

What’s not so good? You’ll find its small buttons are tricky to press when you’re driving and some often-used functions – like the button for the sports exhaust – are hidden in the screen and not quick to access. It’s also a shame that the car on your screen doesn’t match the exact specification of your 911. Oh well, at least you get physical buttons for often-used systems like the stereo and ventilation.

The Porsche 911 has an excellent driving position and while the back seats aren’t really able to carry humans, they do serve as a useful overspill for the Porsche’s boot. Which you find under the bonnet

The Porsche 911’s driving position is brilliant, whether you’re tall or small you’ll be able to get comfortable, there’s loads of headroom and the seats are electrically adjustable for height and backrest angle. The steering wheel sits perfectly dead centre and has loads of adjustment, the pedals are exactly where you want them to be and the 911’s low bonnet and curved headlight housings make it easy to place on the road.

Want more comfort? Then you can upgrade to 14-way or 18-way electrically adjustable seats with a memory function that makes it easy to return them to your driving position. Heated and ventilated seats are on the options list, too.

You also get a decent amount of interior storage for quite a small car. You get two door bins which will swallow a small and a large bottle of water between them, with space left over for a couple of packets of crisps. There are also two cup holders – one in the centre console and another that folds out from the dashboard – a big glovebox and a tray under the centre armrest that’ll swallow a big phone and has two USB plugs for charging.

Space in the back seats

The 911 does have back seats, though they're technically optional. As standard you just get a luggage shelf, but adding the seats in is a zero-cost option - just remember to tick the box!

When installed, they’re no use for adults – there’s no knee room and so little headroom you’ll have to stoop for the length of your journey. They’re not even that great for kids past primary school age.

Unsurprisingly, fitting a child seat is tricky – if not impossible, because big chairs simply won’t fit – but at least you get ISOFIX points on the front passenger seat and using them is relatively easy.

Boot space

The Porsche 911 rear-engine setup means the boot is found under the bonnet. It’s a deep space that’s best suited to swallowing soft bags, although you will get a suitcase in there if you want to. It has a 132-litre capacity, which drops slightly in four-wheel drive models.

A Lotus Emira has a bit more room at 151 litres, though there is another 208 litres where the rear seats would be in the 911. The Audi R8 has its luggage space under the bonnet like the Porsche, but has a smaller capacity at 112 litres. The Aston Martin is the most practical of the bunch by miles, with a boot capacity of 350 litres.

Need more room? Then at least the near-useless back seats take on a new lease of life as luggage space.

The Porsche 911 is too niche to be tested by Euro NCAP but you can expect it to be very safe. Having said that, the kind of safety features you get as standard on rivals are an option on the Porsche 911, with kit including Adaptive Cruise control, lane assist, lane-change assist and night vision all costing extra. All models do come as standard with multiple airbags, automatic emergency brakes and stability control with a Wet mode that takes away any worry when you’re driving in the rain.

Porsche is too niche a brand to have ranked in the 2025 Driver Power owner satisfaction survey, but you can expect the 911 to be more robust than exotic alternatives from the likes of McLaren and Ferrari. All Porsches come with a three-year/unlimited-mileage warranty - decent for a car like this, and you can pay to extend it for more peace of mind.