Yahoo Autos The Porsche 911 S/T is the most expensive (and rarest) new Porsche. We drive it.
NAPA, Calif. – Even without the S/T on the roster, one could reasonably assume that there’s already a new Porsche 911 out there that suits the needs of any would-be buyer. There are currently more than two dozen permutations of the 992-generation sports car on sale, and with special enthusiast-focused models like the Carrera T, Dakar, and Sport Classic peppered throughout the lineup, Porschephiles aren’t exactly hurting for choice at the moment.
At a glance, the Porsche 911 S/T could easily be dismissed as “just” a GT3 Touring that’s been outfitted with a six-speed manual gearbox and the engine from a GT3 RS, a powertrain combination that hasn’t been available since the tail end of the 997 generation’s production run. Even if that’s all it was, it would be cause for some celebration. The GT3 RS’ naturally aspirated 4.0-liter flat-six dishes out 518 horsepower and boasts a soaring 9,000 RPM redline, while the GT3’s six-speed gearbox is one of the most well-sorted manual transmissions available anywhere. Yet, there’s a lot more to the S/T; it’s an instant classic that’s the ultimate form of 911 fan service.
Developed to celebrate the 60th anniversary of the 911’s debut, the limited-production S/T brings together a unique blend of hardware from the track-tuned GT division cars – as well as some key components that were designed specifically for the S/T – to create what Porsche considers to be the most driver-focused 992 yet. The S/T name is a reference to a racing version of the 911 S from the nameplate’s earliest days. Internally known as the ST and first offered in 1969, the package included modifications to the chassis, engine and body to improve performance, but it lacked the large rear wing and the other aerodynamic elements that would later help to define iconic track-tuned 911s like the Carrera RS 2.7.
If that sounds a lot like the modern-day GT3 Touring, which is essentially a standard GT3 without the big rear wing, you’re not wrong. The S/T just takes the concept a lot further, amplifying the cognitive dissonance of a 911 engineered for the track but intended for the road. It may be injected with motorsports technology, lightweighted and tuned to feel more feral, but it’s also better suited to the pace and circumstances of backroads rather than closed courses. For those who prioritize a savagely unfiltered canyon-carving experience over potential lap time bragging rights, this is your GT3.
911 S/T and 911 GT3 Touring
The overarching theme of the S/T is a back-to-basics approach to involvement and overall performance, and it’s achieved through myriad small tweaks rather than a few big ones. For example, the height of the shift lever was reduced by 10mm versus the GT3, resulting in noticeably shorter throws, and the final drive ratio was shortened by 8%, which equates to quicker acceleration and more frequent shifting.
The GT3’s dampers were retuned for S/T duty as well, resulting in a suspension that absorbs mid-corner bumps at road-going pace rather than bouncing over them, alongside better overall ride quality. The GT3 Touring’s rear-steer setup was ditched, and the S/T’s steering rack was revised to accommodate the change. Porsche has also tossed the steering wheel-mounted drive mode selector, opting instead to pare the user-controlled adjustments down to what the driver can individually select via dedicated switches on the center stack: damper stiffness, exhaust volume, stability and traction control, and auto rev-matching.
