2024 Porsche 911 S/T Review: Threading the Needle

Although Porsche is in the process of bringing its BEV technology into the mainstream, the company has not lost sight of the fact that its reputation for high performance was built on the 911.

Over the past few years, the automaker has developed myriad different versions of the iconic sports car, resulting in offerings that currently range from luxurious open-top cruisers to hardcore track monsters to special edition models like the all-terrain. Dakar and Sport Classic inspired by heritage. So you might be wondering if there really is an opportunity for a new performance-oriented model to stand out in the 911 lineup.

On the surface, the S/T appears to cover much of the same ground already occupied by the GT3 Touring, a track-ready iteration of the GT3 that ditches the large fixed rear wing for the smaller, aesthetically more subtle active rear wing. found on Carrera. models. But as fun to drive as the GT3 Touring is, it seems like a design afterthought.

Due to its reduced downforce, Porsche always viewed the Touring as a GT3 intended for the street rather than the track, but the model’s tuning was otherwise unchanged from the standard GT3. This, along with a number of other crucial updates, makes the S/T stand out not only among fast 911s, but among sports cars in general.

The name is a nod to a racing version of the 911 S from the late 1960s: known internally as the ST, the package included modifications to the chassis, engine and bodywork to improve performances. But unlike the iconic Carrera RS 2.7 that would debut a few years later, the ST lacked the aggressive aerodynamic elements that would later define the look of track-tuned 911s.

The base hardware involved is an interesting amalgamation of components from the GT division’s current lineup. In a deliberately old-school approach reminiscent of the Sport Classic, the S/T combines the GT3 RS’s naturally aspirated 4.0-liter flat-six engine developing 518 hp (386 kW) with the gears to the GT3’s six-speed manual, a combination that can’t be found in any other factory-produced 911.

Like the GT3 RS, the S/T’s hood, front fenders, doors and roof are made from carbon fiber, and thanks to its magnesium wheels, carbon fixed-back bucket seats and other components reducing weights that come standard, it manages to tip the scales at a svelte 3,056 lb (1,390 kg), making it the lightest 911 of the current generation.

The increase in power and reduction in weight are certainly welcome developments for performance enthusiasts, but it’s the series of subtle, less quantifiable changes that make the S/T an incredibly compelling sports car. Porsche’s goal was to create the ultimate canyon carver rather than an apex chase track machine, and as such it ditched the GT3’s rear axle steering system and retuned the Suspension dampers for the far from perfect tarmac that is typical of winding roads.

To further increase driver engagement, engineers reduced the height of the shifter by 10mm, resulting in even shorter and more precise throws. The transmission’s gear ratios have been shortened by 8 percent to allow the engine to rev up to its scorching 9,000 rpm redline more quickly, resulting in more frequent gear changes. There’s also a new lightweight clutch and single-mass flywheel on board.

The latter plays a surprisingly large role in the S/T’s distinctive character, allowing the engine to rev up with a level of manic urgency that makes the GT3 Touring seem almost lazy in comparison. And thanks to the S/T’s reduced sound deadening compared to the GT3 (which already has far less sound deadening than a 911 Carrera), every mechanical process that normally happens behind the scenes is brought to the forefront. This can sometimes amount to noisy steady-state driving, but the soundtrack the S/T delivers as you shift through the gears easily makes up for it.