It would be both contentious and untrue to record that Porsche has turned the 911 into a luxury car with this latest generational revision. The 992 Carrera S’s cabin is one that still feels appealingly functional, and it’s equipped only with systems that make it a better sports car and an easier and more pleasant one to use and to interact with. Yet it will still feel like a step into a much richer, more stylish and more advanced world for anyone coming from an older 911.

The car’s instrumentation is now almost entirely digital, with the exception being the central analogue tacho dial – without which a Porsche simply wouldn’t feel at all familiar. On either side of that are crisp-looking digital screens whose content you can define yourself – so if you want navigation mapping near your eyeline instead of a trip computer display, you can have it.

Matt Saunders Autocar

Matt Saunders

Road test editor
Whatever your feelings about cupholders in sports cars, I think it’s a shame to see the end of the fold-out, fascia-mounted ones introduced on the ‘997’. The 992’s passenger-side one is much less elegant

The smaller meters for fuel level and water temperature remain in their familiar location on the outward extremes of the binnacle, presented as if they were analogue dials. Those who like to keep tabs on oil pressure and temperature, however, will notice that the dials for those have been replaced by an analogue-style clock – and so you now have to probe into one of the primary display’s modes to find that information.

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The 992 Carrera S gets a new-generation PCM touchscreen infotainment system measuring a generous-looking 10.9in from corner to corner, which looks like an imposing presence in the car at first. But when you realise that it centralises many of the controls that had to be accessed by the instrument cluster on the 991 – and once you spend a bit of time getting used to the navigating logic – you quickly realise that the set-up makes plenty of functions easier to perform.

The system is graphically appealing, and displays mapping in useful detail and at great clarity and scale, making it very easy to follow – and you can scroll that mapping using pinch or fingertip rotation gestures. There’s a user-configurable home screen, as has become fashionable with these things, which allows you to group your most commonly accessed menus as ‘tiles’.

Meanwhile, a line of shortcut keys just inset into the driver’s side of the screen means you’re never more than one fingertip stretch from the menu you need in any case. Porsche’s voice control system comes as standard, and works dependably well.

The car’s driving position achieves that clever trick of feeling low when you’re in, but not so low when you’re getting in, as it might with a mid-engined sports car. Visibility is great, and seat comfort, lateral support and adjustability are first-rate.

But it’s perceived quality that has taken the biggest leap. The 992’s dashboard has a line of metallic toggle switches just below the infotainment screen that look expensively hewn, with a knurled finish. The car’s manual heater controls and gear selector also look like they have been designed with care, and their presence seems mainly to appeal to the touch.

Some will say that there’s too much glossy black plastic around the interior, and too many places for dust and dirt to collect, to make it easy to keep the car looking great – and that it’s unlike Porsche to use such dressy, fussy interior features on a 911. But most, we suspect, will be too struck by how classy and expensive a driving environment this famous sports car has taken on to care too much about the minor details.

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