The Carrera T occupies an interesting niche in the 911 lineup.

"Saracen" (manualdoucheelitist) 10/23/2017 at 17:06 • Filed to: None

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Think of the T as a cheaper GTS.

Yes, we all know that the T is $10k more than a base Carrera, but you’re getting some pretty choice stuff for that money.

The Carrera T comes standard with the 20" Carrera S wheels ($1590) in a model-exclusive titanium paint. The interior is outfitted with the 4-way Sport Seats Plus package ($860). The sport exhaust the the T is outfitted with costs $2950 if you tick that box on a base Carrera. The GT Sport steering wheel it comes with? $330 for a Carrera. The T also has the $600 SportDesign mirrors.

In addition to all that it comes with Sport PASM standard...which previously was only available on the Carrera S models. It also gets a mechanical locking diff. It also comes with Porsche Torque Vectoring which is standard on the S.

So factor all that equipment in, and the gap narrows quite a bit. You’re looking at $99k for a base Carrera or $103k for a lighter Carrera T with a better suspension setup and a locking diff.

The T is also the only model below a GT3 in price that allows you to kit it out with those lovely full GT3 bucket seats (they’re a $5200 option from the factory, but try to buy em on eBay for your car and you’ll spend twice as much). You can also option it out with the Carrera S rear wheel steering.

Here’s another comparison to look at though...the $105k Carrera S.

The S has the same 3 liter twin turbo flat six, tuned up to about 420 horsepower. But unlike the previous, naturally aspirated generations, where the base Carrera was notably deficient on torque, the new, torquey turbocharged engines have narrowed the performance gap considerably between the base Carrera and the Carrera S (339lb-ft vs 368 lb-ft). The Carrera and Carrera T are barely slower than the S. Personally, I don’t think I could justify the price jump to an S, when the base turbo 3 liter already has a nice thick torque curve. The real reason to jump to the S in my opinion is for the performance hardware.

Looking at the options, the base price of the Carrera S swells when optioned out with the sport exhaust, Sport Seats Plus and the GT Sport steering wheel. It comes standard with PASM, and Sport PASM is another $890. SportDesign mirrors add another $600. So you’re looking at $112k for a Carrera S vs $103k for a Carrera T with the same options.

It should be noted that the T does not get the larger front brake discs and 6-piston calipers from the S. As mentioned previously, you can’t option out the S with the GT3-style bucket seats as you can on the T.

I actually feel like Porsche made a smart move with the Carrera T. The base engine is plenty powerful, and you get a nice combination of performance hardware and weight saving measures from much more expensive models.

I love to dream about a new 6-speed GT3 Touring or a Targa GTS with a 7-speed manual. But now, if I were looking to move up from my 997 to a new 911, the T is the one I would buy.

For Sweden > Saracen 10/23/2017 at 17:12

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Finally, a 911 with a diff locker.

HammerheadFistpunch > Saracen 10/23/2017 at 17:13

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Like FS, I also wish to know more about this diff locker. I suspect its just an electronic LSD that maybe has the ability to go full lock?

Saracen > HammerheadFistpunch 10/23/2017 at 17:21

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Doesn’t make any mention of an electronic LSD. The info on hand simply states ‘mechanical rear differential lock’.

HammerheadFistpunch > Saracen 10/23/2017 at 17:23

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hardcore

HammerheadFistpunch > Saracen 10/23/2017 at 17:24

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On a more serious note, its fine that they created a new “value meal” 911, but maybe stop pitching it is a light weight package? I mean all people are going to see is “11 grand for 11 lbs?”

Saracen > HammerheadFistpunch 10/23/2017 at 17:34

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That’s how the media is spinning it, unfortunately. But it’s easy to compare standard equipment across the Carrera, the S and the T and see what the real differences are.

HammerheadFistpunch > Saracen 10/23/2017 at 17:35

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Maybe they should just stop using made up combo names and start doing it like Mexican or indian resturants.

I’d like a #37 please, 2 chilis.

If only EssExTee could be so grossly incandescent > Saracen 10/23/2017 at 17:55

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If you have to tell us to think of a submodel as being a submodel of a different submodel, it means the model range is a bit too convoluted.

Also, how the fuck is 339lb-ft “deficient in torque”?

Saracen > If only EssExTee could be so grossly incandescent 10/23/2017 at 18:00

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339 lb-ft is the new 3 liter twin turbo Carrera.

The torque deficiency I was referring to was the 991.1 Carrera models with the 3.4 liter naturally aspirated flat six, which had 288lb-ft. The 991.1 Carrera S had a much meatier powerband.

If only EssExTee could be so grossly incandescent > Saracen 10/23/2017 at 18:06

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288 is still a large number. This is like all those auto journos complaining that the 200hp isn’t quick enough for the Toyobarus.

Neil drives a beetle and a fancy beetle > Saracen 10/23/2017 at 18:40

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Way better explanation than anything else I’ve seen. I didn’t get it until I saw your writeup.

Saracen > If only EssExTee could be so grossly incandescent 10/23/2017 at 18:44

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It doesn’t matter what the “number” is. I don’t care about peak horsepower.

The torque curve is what matters. The 991.1 3.8 liter made a lot more torque at the low end and midrange than the 3.4. They’re just much more satisfying. Ditto the 997 generation.  

It’s really hard and expensive to squeeze out more torque with the naturally aspirated cars, so the Carrera S (or an S with the powerkit) was the one to get. It’s why I focused on 997 S models and bought a car with the PowerKit.

This isn’t so much of a problem with the new turbo cars. Both engines have a big, meaty plateau of torque. It makes it much harder to justify the 911 S models (and to some extent the 718 S models too).

Likewise, the 200bhp was not the problem with the Toyobaru, it was the dip in the very peaky 150lb-ft torque curve.

Saracen > Neil drives a beetle and a fancy beetle 10/23/2017 at 18:44

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Thanks. I felt like it really hadn’t been fleshed out properly anywhere.

Saracen > For Sweden 10/23/2017 at 19:20

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GT3 already had one, but yes now it’s available on a more accessible model.

Carbon Fiber Sasquatch > Saracen 10/23/2017 at 23:28

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I think the only thing that I don’t like about it is that it doesn’t come in that lovely “chalk” color.

Great explanation though, exactly what I was thinking.

Saracen > Carbon Fiber Sasquatch 10/24/2017 at 01:04

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Agreed, Chalk is a great color!

davesaddiction @ opposite-lock.com > Saracen 10/24/2017 at 09:51

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Nice write-up. If buying new, you do make a compelling argument for the T. 0-60 in 4.3 seconds (with the manual) is plenty quick, and the T designation sets you apart as an enthusiast more than a base Carrera would. The lesser brakes that come on the T is a pretty big sticking point in relation to the S, though. Will be interesting to see how much that matters for lap times, etc.

The original T was a replacement for the 912, so this designation for a low(er) power and lightweight 911 is in line.

I want my first Porsche to be a sweet, sweet NA 6, though.

davesaddiction @ opposite-lock.com > Saracen 10/24/2017 at 09:53

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That’s what my boss chose for his new 4S Cab (with maroon top).

Saracen > davesaddiction @ opposite-lock.com 10/24/2017 at 13:13

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Yes, your first should be without turbos.

I think of the Carrera T as less of a track car and more of an early-sunday-morning canyon carver. the 6-pistons would always be better, but the base brakes should be strong enough.

davesaddiction @ opposite-lock.com > Saracen 10/24/2017 at 13:21

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Seems only right.

Yeah, I agree. Perfectly suitable for the street. That’d be my hold-up with the T, though. I’d want whatever Porsche I buy to be nearly track-ready (pads + fluid = good to go).

K-Roll-PorscheTamer > Saracen 11/02/2017 at 21:32

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My only complaint is that while I’m happy that they’ve done proper weight savings, I wish that the radio could be added back for money; if I could afford one that is.