Porsche is really onto something—and they’re on a roll with that something, too. What some might refer to as a “gentleman-spec” or “stealth-edition” of the 911 GT3, Porsche has been calling the Touring for several years.
The whole philosophy behind the 911 GT3 Touring as we understand it today, really began gaining traction thanks to a car known as the 2016 Porsche 911 R. We know that the 911 R was different both in name and its GT3 RS underpinnings, but it was very much what the Touring would go on to become fundamentally speaking.
Circular Logic (The Good Kind)
Since then, this blueprint has transformed into the foundation of what had become the 991.2 GT3 Touring, and more recently, the 992 GT3 Touring. The former can be credited most notably with bringing back manual transmission exclusivity to the GT3 line, while the latter is a more modern and versatile interpretation of a 911 super tourer.
So here we are, back at the beginning, sort of. Things have come full circle and we now have a spiritual successor to the 911 R that started it all—the 2024 Porsche 911 S/T. Once again, it’s a car with new nomenclature, but an all too familiar ethos.
Porsche 911 S/T
Its name is peculiar for a couple reasons, in that it’s not simply called the “R” again and well, what’s “S/T” all about? Porsche says that it harkens back to a special race version of its flagship model which was released back in 1969. That car was called the 911 S, but internally referred to as the 911 ST.
Perhaps this association is more based on the idea that the 911 ST had forgone the use of any elaborate aerodynamic design cues, but still possessed range-topping performance for its time. In that sense, “S/T” as a namesake is logical, and I’m guessing the forward-slash was added in for the distinction of it also being a 60th anniversary 911 model.
In simple terms, the 2024 Porsche 911 S/T is what happens when you transplant the soul of the new GT3 RS in the body of a GT3 Touring. Of course, the augmentation doesn’t just stop there. First, a 6-speed manual replaces the PDK as the exclusive transmission option, then more features are added after the fact—most of which are in the name of weight reduction, and all of which are exclusive to the S/T.
Aside from being the lightest 992-gen car in the lineup, the 911 S/T is already being hailed as the best modern 911 ever produced. Hard one to argue, that.
First Look feat. Top Gear & Mr. GT
Performance & Drivetrain
In terms of specs, there’s no secret with what you’ll be getting from the 4.0L flat-6 GT3 RS engine mounted in the back—that being, 518 hp of 9,000 rpm redlining naturally-aspirated goodness.
It’s the 6-speed manual transmission which truly differentiates the S/T from any other car in the roster. In fact, it’s one that’s been specially made for this car and features a lighter single-mass flywheel and clutch assembly which improves throttle response and reduces weight. Furthermore, shortened gear ratios heighten the levels of involvement, with quicker and more frequent shifting being demanded by the S/T in order to extract maximum driving pleasure.
Even rear-wheel steering has been deleted. Mostly in the name of weight reduction, but this does also help to create a more analog driving experience that better complements the overall character of this wonderful machine.
Porsche claims a 0-60 mph time of 3.5 seconds—which is likely to be even quicker in real-world testing—and a top speed of 186 mph. Obviously not as fast as the PDK-equipped GT3 RS, or a similarly endowed GT3 for that matter. But that’s more than suitable for unforgettable winding back road drives, where the S/T truly shines.
Chassis & Suspension
One of the major highlights of the latest 992 GT3 RS (and GT3), is the use of a front double wishbone suspension design for the first time in a production 911. That of course, carries over to the S/T, though the settings have been revised slightly to make for a more compliant ride during those inevitable moments driving through rougher mountainous trails. The S/T forgoes the wider tires from the GT3 RS, and instead opts to use the same 255/35/20 and 315/30/21 Michelin Pilot Sport Cup 2 tires that come standard on the GT3.
Expect all the conventional lightweight fixings such as standard magnesium centerlock wheels and Porsche Carbon Ceramic Brakes, and body panels—such as the hood, roof and fenders—made from carbon fiber. Even the rear anti-roll bar is made of the good stuff, and Porsche has replaced the standard battery with a featherlight lithium-ion unit for good measure.
Along with some interior bits (more on those below) all of the aforementioned are collectively crucial in Porsche’s quest to create the lightest 992-gen 911 so far. The Porsche 911 S/T tips the scales with a curb weight of 1,380 kg—some 40 kg lighter than the next-best manual GT3 Touring.
Design & Interior
Besides a couple of details that you could miss if you weren’t looking closely enough, there isn’t really anything that easily distinguishes a GT3 Touring from a 911 S/T. Their silhouettes are remarkably familiar, and only clues such as a unique engine lid design and beveled front fenders will quickly give it away.
Such a limited edition (and anniversary celebrating) car was always going to leave plenty of room for individualization from the factory though, so there are a plethora of ways to build your S/T in a way that makes it distinct from any other Porsche car.
Black and White are the only no-cost exterior color options, while special paints such as GT Silver, Gentian Blue and Ruby Star Neo can be selected for a $4,200 USD premium. Naturally, Paint to Sample is available as well. But a sure way to really hit home the fact that you own an S/T is to option it with the exclusive Heritage Design Package ($20,360 USD) which also unlocks Shore Blue Metallic as a paint option.
Moving inside now, as you’d expect, lightweight carbon bucket seats are the standard fare here. Thinner “motorsport” glass is used and the removal of some sound deadening components are also part of the diet from inside the cabin.
The Classic Cognac interior trim package is a must have for me, as it’s quintessential to the vintage vibes of this car and really suits the green typography seen on the instrument cluster. There’s one caveat though—to unlock it as an option you must select the Heritage Design Package, so it’s kind of an “all-in” decision with that.
Pricing & Availability
In observance of the 60th anniversary of the 911, the production run for the 911 S/T will span a mere 1,963 units worldwide—a nod to the year that the first one was built. Needless to say, its status as a true classic has already been established.
The 2024 Porsche 911 S/T has a base MSRP of $291,650 USD. However, a fully spec’d out model will add another $80,000 USD with Paint to Sample Plus (your choice of a bespoke color for $43,390 USD) making up the bulk of that.
Indeed, the lightest 911 you can buy today is also the most expensive.
Of course, even having the privilege of paying sticker price for one of these would mean that you’d have to be at the very top of Porsche’s preferred client list. Expect allocations to be considered very selectively by the manufacturer and “used” prices to be through the roof—not unlike what we saw, and continue to see, with the 2016 Porsche 911 R.
Image Gallery
Video Gallery
Official Press Release
https://newsroom.porsche.com/en/2023/products/porsche-911-s-t-world-premiere-60-years-911-33363.html
