Porsche 911 review

The jump from 992.1 to 992.2 isn't massive inside, but the big news is the presence of a fully digital 12.6-inch curved instrument cluster behind the steering wheel. The display offers up to seven different layouts and designs depending on the boxes you’ve ticked on the configurator, and there is still a ‘Classic’ view that shows five round dials with a central rev counter. Stick with this and you shouldn’t feel too much of a shock.

The second major difference is the fact that the 911 is now a two-seater as standard. Luckily, the two rear seats can be added back in as a no-cost option, but removing them from the base-spec kit list allowed Porsche to save a few kilos on the official kerb weight. Cheeky. Don’t forget to tick that box. For a borderline supercar, practicality has always been the 911's key trick.

It’s always been practical. Is it as nicely made as before?

It's a high-quality item, well on par for a circa-£100k German machine. The leather is rich, the materials mostly feel tactile, the screens high in responsiveness and resolution. Where switches haven't been replaced by the screens, they're attractive, knurled jewellery. You get in, drop down into the seat and sense how well the 911 matches both the sports and luxury sides of its character.

Talk to me about tech.

A big 10.9-inch central touchscreen carries pretty comprehensive infotainment and car settings. It's mostly super-slick. But it carries so many possibilities, some are too deeply hidden. Luckily, the shortcut rotary mode controller on the steering wheel is now standard fit as opposed to being part of the Sport Chrono pack.

Even Porsche has now had to bow and fit various driver attention and speed limit warnings, plus lane keep. On the whole the calibration and integration of these is exceptional. Rarely do they feel like they’re interfering.

Does the GTS do anything different?

The T-Hybrid gets specific displays in the central screen for things like charge level, battery temperature, energy flow and power output of the electric motor, but the only giveaway on the dial display in Classic mode is a small energy flow indicator to tell you when you’re using battery power for maximum acceleration or when it’s being recouped through regen braking or via the electric turbo. Neat.

The GTS also uses lashings of Porsche’s Alcantara-like Race-Tex trim. It’s on the seats, the door handles, the armrest, the roof lining and the steering wheel as standard. Other bits of note? Well, we’re irrationally sad about the replacement of the twist start knob with a plain button, but in better news there is now also a smartphone tray with wireless charging.