Having now landed in the real world, the 2020 Porsche 911 is the eighth of its name. The engine hangs over the rear axle, as it has since 1963, but the 992-generation Carrera S launch model promises to juggle Grand Tourer features with tricks borrowed from GT Neunelfers. Hey, you know what? I'd better leave the kids introduce it, so I'll see you folks after the video below. Full disclosure: I came across a class enjoying the great outdoors with their teacher while out testing the 2020 Porsche 911 Carrera S for half a day. So, what is actually up with the 992? Well, the newcomer rides on a redefined version of its predecessor's platform, featuring the same wheelbase, while the twin-turbo 3.0-liter flat-six unit is still here, updates and all, but there are plenty of differences to talk about. The 2020 Neunelfer is wider and gaining 45 mm up front means the Carrera S is now on par with the ex-generation GT3.
However, the hips of the newcomer are the ones that grab the beholder's attention. The Zuffenuhausen machine is now officially characterized by an aluminum monocoque (all the body panels except the bumpers are now made of the lightweight metal, roof beams included), which helps save about 26 lbs (12 kg). Alas, the end result is about 121 lbs (55 kg) heavier. If you're looking for the culprits, you can talk about the following trio: the Otto Particulate Filter that helps new cars comply with the ever-stricter emission standards, the eight-speed PDK (one extra gear, remember?) and the updated crash structures. Once again following the recipe of GT cars, the 992 Carrera S comes with staggered wheel sizes, using 20-inch rollers with 245-section tires up front and 21-inch rims wrapped in 305-section rubber at the back. Those fat rear tires are used to put the power down following a trip to the gym. Thanks to new intercoolers sitting just under the rear deck, larger turbos (yeah!), piezoelectric injectors and an uneven intake valve lift at partial loads, the upgraded 3.0-liter boxer gains 30 hp and just as many Nm of torque.
The numbers you'll have to memorize for the bar chat are 450 hp and 530 Nm (391 lb-ft) of twist. The new eight-speed PDK has a shorter first gear compared to the seven-speed unit it replaces, while the seventh and eight ratios stand for overdrive. The engineers turned to this trick to be able to use a longer final drive, all in search of superior efficiency. Once again following the GT car cookbook, the Sport Plus and manual mode upshifts see the transmission entering beast mode to please the one behind the wheel, all thanks to hardware changes. And while the confirmed hybrid 911 isn't here yet, the newcomer relies more on electric power than the car it replaces. For instance, the wastegates for those larger turbos, as well as the exhaust valves rely on stepper motors for more precise control. Keep in mind the 991 introduced electric power for the handbrake and steering and the 992 also includes the brake booster on this list. The electric door handles must also be mentioned, even though using them feels odd, as the process simply isn't direct enough.
And while the generously-size active air intakes that serve as the mouth of the car have brought split opinions, I have yet to meet somebody who doesn't enjoy that pumped-up posterior look accentuated by the staggered wheels. The dashboard of the 992 is a cleaner act. While most digital dashboards give me nightmares, I enjoyed using the analog central tacho and the configurable screens that flank it, retaining its traditional five-instrument cluster. Speaking of the rev counter, you can still order this in a custom color, but instead of the hue being spread across the whole dial, it covers a smaller section, which makes for better color-coding overall and avoids polarizing configurations. Sure, the cabin isn't without its controversy, with critics getting emotional about the overall layout of the dash being similar to that of the Lexus LC and the electric razor look of the PDK shifter. Nowadays, it's almost impossible to come up with an approach that's truly unique without sacrificing practicality and since the 911 is a daily driver by definition (more on this below), I'll ignore the first complain.