I’m driving on a wet Highway 128 in California’s wine country and the cacophony behind me comes from a 4.0-liter German flat-six engine unconstrained by considerations like sound deadening material. The 911 GT3 has traditionally been the easy naturally aspirated choice in the 911 lineup, but the limited edition of the 911 S/T looks at the GT3 and says: “You think you’re the raw, purist car? Hold my Beer.”
The engine that makes all these noises comes from 911 GT3 RS, but it doesn’t come with this car’s wide range of aerodynamic add-ons and numerous track adjustment controls. Instead, the S/T aims to outperform the GT3 the 911 GT3 with even lower weight and an even more engaging driving experience.
When revved, the S/T’s engine makes a noise louder than any other 911. The howl of the six-cylinder boxer engine fills the interior, to the detriment of the entertainment and enjoyment of car enthusiasts. The muffler is so low that you can hear the whirring and banging of various parts of the drivetrain, including the rattle of the flywheel. The noise increases as the engine speed increases and only calms down at low engine speeds. However, low speeds are not as common due to the shorter gear ratio.
2024 Porsche 911 S/T
2024 Porsche 911 S/T
2024 Porsche 911 S/T
As in the GT3 RS, the engine produces 518 hp and 342 lb-ft of torque, up from 502 hp in the standard GT3. However, instead of a dual-clutch automatic gearbox, here it is paired with a 6-speed manual gearbox, which is combined with a short-throw shifter, a lightweight flywheel and shorter gear ratios. It’s a powertrain integration formula unlike anything in the 911 lineup. It’s all louder, faster, more intense and more visceral.
The S/T’s flywheel weighs 22 pounds less than the flywheel on the manual version of the GT3. The result is a higher-revving version of the 4.0-liter flat-six engine that revs easily up to its redline of 9,000 rpm. The gear ratios are 8% shorter than the manual GT3 and the shifter is 10mm shorter than the GT3’s short-throw shifter, which is already 10mm shorter than the levers on other 911s. Neat gear changes are helpful as the light clutch reduces revs lowers between gears much more quickly (a standard rev-matching feature also helps), but it all encourages you to complain about the S/T like it’s been stolen.
The S/T’s powertrain modifications and lighter weight make it the fastest naturally aspirated 911 in the 0-60 mph sprint. According to Porsche, it does the deed in just 3.2 seconds, 0.2 seconds faster than the GT3. The power comes through strongly from a standstill, but feels even more robust as the speed continually increases. A shorter axle ratio limits the top speed to 186 mph, 12 mph less than the GT3, but with the way it turns, you can bet it would easily beat the GT3’s 186 mph.
Two further reductions in rotating mass contribute to this improved acceleration and handling. The S/T comes standard with carbon ceramic brakes, which save 39.9 pounds, and magnesium wheels, which save 23.3 pounds.
Other forms of weight saving can be found throughout the entire vehicle range. A lithium-ion battery saves 6.6 pounds over a lead-acid unit and a lightweight carpet saves 4.4 pounds. Carbon fiber reinforced plastic (CFRP) reduces the weight of the rear shear panel (4.6 pounds), rear sway bar (4.4 pounds), doors (4.4 pounds), bucket seats (15.4 pounds) and roof (2 .2 pounds). The S/T also lacks a rear seat like other GT3s, and foregoing the GT3 Touring’s standard rear-wheel steering saves an additional 14.3 pounds. All told, the S/T weighs 3,056 pounds, 70 pounds less than the GT3 Touring, making it the lightest 911 in the lineup.
The lack of rear-wheel steering is one of the few dynamic changes Porsche makes to the S/T. Engineers slowed the steering ratio from 14.2:1 to 15.0:1 to compensate for the lack of stability caused by rear-wheel steering in fast corners. This is all part of the back-to-basics approach to the car, which is punctuated by the lack of drive modes, although the damper tuning can be changed on the center screen.
2024 Porsche 911 S/T
2024 Porsche 911 S/T
2024 Porsche 911 S/T
I can feel the free-revving powertrain on these roads, but judging most of the drivability improvements I’ll have to wait for a warmer, drier day than today’s 45 degrees and rain. The steering still feels good and has nice power, and I don’t notice any slower turn-in due to the adjusted steering ratio. While the 255/35R20 front and 315/30R21 rear tires grip the Pirelli P Zero Corsa summer tires well on the smooth surface, pushing too hard can cause the S/T to careen into a vineyard or sequoia tree.
That’s okay, because we already know that even the base versions of the 911 are unflappable on a canyon road or a race track, with flat behavior in corners, agile movements, amazing grip and a stability that belies its rear-engine design. Take the load off the drivetrain, body and wheels and it will only get better.
I can do a few miles in one 911 GT3 Touring while driving and the difference in ride quality becomes clear. While the S/T feels rougher than the GT3 Touring in almost every way, it rides better. It has a specific, softer tuning of the dampers as well as its own settings for the stability control and differential lock values. A Porsche engineer told me that the dampers have been tuned so that they are just as firm at full compression, but are freer during rebound to better follow the road surface. This means the car can still hammer over sharp ruts, but is more forgiving of smaller road imperfections.
Despite its lighter weight, the S/T is no competitor to the 911 GT3 RS and will not beat this car on a race track. In addition to its many suspension tweaks, the GT3 RS features numerous aerodynamic add-ons to produce 1,895 pounds of downforce at 177 mph. The S/T features the GT3 Touring’s simpler bodywork with an active rear spoiler that deploys at 80 mph. A standard Gurney flap adds some downforce, but Porsche doesn’t bother saying how much, as the brand sees the S/T as the ultimate road car rather than a race car. This means the GT3 RS can carry more speed in fast corners as the downforce helps the car stick to the tarmac.
2024 Porsche 911 S/T
2024 Porsche 911 S/T
2024 Porsche 911 S/T
I record it all in a cabin that combines minimalism with connectivity and a few special details. It only has two seats, and they are almost skeletal, with CFRP shells and only adjustable in four directions. However, they are well shaped to create an ideal seating position for sporty driving and are wide enough for larger rear ends. The instrument cluster is in phosphorus green, as is the digital clock on the dashboard.
Porsche is launching the 911 S/T as part of the 911’s 60th anniversary celebrations, limiting global sales of the vehicle to 1,963 units in honor of the year the 911 was launched. The S/T is inspired by a track package that Porsche offered starting in 1969 for the 911 S, which was known internally as the ST.
2024 Porsche 911 S/T
2024 Porsche 911 S/T
2024 Porsche 911 S/T
2024 Porsche 911 S/T
All of this comes with high costs. In the US, each ST will cost $291,650, which is $105,000 more than the GT3 Touring. If you want to spend that much, grab the additional $20,360 for the Heritage Design package, which adds door rubbers with any number from 0 to 99, an available Shore Blue Metallic paint (shown in the photos on the cars No. 63 shown). , classic style Porsche crest inside and out, two-tone semi-aniline leather in Black/Classic Cognac with fabric seat inserts and gold S/T and 911 emblems on the back.
Since this is a limited edition car, buyers who get an allocation will be tempted to buy it and flip it. To combat this, customers must lease the car for the first year, which also encourages them to drive it. They then have the option to purchase it.
And customers will want to drive it when deliveries begin next spring. The way the 911 S/T revs up so readily, the way the engine screams “let’s go,” the way the lightweight flywheel encourages gear changes, and improved handling over the standard 911 encourage owners to drive this car and drive it hard. The 911 S/T is a nerve-wracking car with a sound that may get on the passengers’ nerves, but will be music to the ears of Porsche fans.
Porsche covered Motor Authority’s travel and accommodation expenses to bring you this first-hand report.
