Porsche 911 S/T: The 911 Of The Decade

The S/T is the purist’s Porsche 911

One of the most desirable 911 powertrains today, is the one that powers the GT3 models: a 4.0-liter naturally aspirated motorsport-derived flat-six. Only the 911 GT3 RS had the most potent version of this powertrain until the 911 S/T arrived. So, the latter packs the same engine, which produces an identical 518 horsepower and 342 pound-feet of torque. The naturally aspirated engine revs to a staggering 9,000 rpm offering a phenomenal soundtrack, which is something missing from the Turbo-charged 911s.

However, unlike the 911 GT3 RS, which features a seven-speed PDK, the 911 S/T is a manual-only affair. Additionally, this six-speed manual gearbox is sleeker and sports shorter shifts than the one you’d find with the standard 911 GT3 Touring.

But that’s not it. In order to make the clutch operation more responsive, Porsche added a bespoke clutch that’s 24 pounds lighter than the unit from the GT3 Touring. This means that, yes, the clutch will be harder to modulate if you haven’t driven a car like this before, but the 911 S/T should feel more lively when coming out of a corner, let’s say when you need quicker reactions to downshift and accelerate. Additionally, there’s also a single-mass flywheel, which improves the responsiveness of the engine, but the revs drop the moment you lift off your right foot.

Porsche knew that the 911 S/T wouldn’t be everyone’s cup of tea, so it’s not surprising that it hasn’t sold out completely, just yet. But here’s the thing: even though its drivetrain components are like those of a race car, it’s probably going to be way easier to drive than something like the legendary Carrera GT. Remember that beast with the manual V10 engine? Yeah, that one had no flywheel and a clutch that was a nightmare to master.

The 911 S/T, on the other hand, should be a bit more forgiving. Porsche says the S/T should be more fun and engaging to drive on the twisties than on the race track. So, yeah, it’s hardcore, but it’s not going to be quite as wild as some of those older Porsche legends.

The 911 S/T is the lightest 992 911

While the GT3 RS is lighter than most 992 911 models, thanks to the use of carbon fiber and other composite materials, the S/T takes things to another level, as you’ll see in the video above by Motoman, who currently owns a 911 GT3 Touring, a model that many have compared to the 911 S/T. So, for starters, let’s talk carbon fiber. So, the hood, roof, front fenders, door panels, and rear anti-roll bars are all made out of carbon fiber. But that’s only half the equation. On the inside, there are carbon fiber bucket seats, carbon fiber trim on the dashboard, a center console, and a giant roll cage made of carbon fiber. However, the carbon fiber roll cage, due to U.S. regulations, isn’t available Stateside.

Apart from the carbon bits, the 911 S/T rides on lightweight 20- and 21-inch forged magnesium wheels with a center-locking mechanism, just like race cars. These wheels reduce 23.1 pounds of unsprung mass. Porsche also ditched the rear-axle steering system, which comes standard with the 911 GT3 RS, for the 911 S/T. This meant a further weight loss of 14.3 pounds and less complexity. Porsche also swapped the normal lead acid battery for a lighter, more energy-dense lithium-ion cell to save weight. Even the window and rear glasses are thinner than the ones found with the GT3 Touring.

As a result, the 911 S/T weighs only 3,056 pounds, making it an impressive 212 pounds lighter than the 992 911 GT3 RS. It is the lightest 992 generation 911 with a power-to-weight ratio of 0.1695 hp/lb, which is even better than the 992 911 Turbo’s 0.1574 hp/lb.

The 911 S/T has everything to make it the ultimate 911 Parts-bin special

Now unless you’re a true Porschephile, when you first look at the 911 S/T, even from a distance, you won’t be able to recognize it as being something truly special, besides passing it off as just another 911 GT3 Touring. However, upon closer inspection, you’ll find that there are two badges on the rear quarter panel: one that reads "911 S/T" and another that says "60th anniversary of the 911." So, despite packing similar performance to the 911 GT3 RS, it doesn’t feature that massive rear wing, those carbon fiber fender vents, and aggressive aero elements on the outside like the GT3 RS does.

However, Porsche offers the Heritage Design Package, a $20,360 option, which includes motorsport-derived decals on the door panels with the ’63’ numbering to commemorate the debut of the original 911 in 1963. The package-exclusive paint scheme Shoreblue Metallic with Ceramica wheels is also offered out of the box. On the inside, this optional package will swap the standard black interior for Classic Cognac leather with cloth seat centers with black-colored pinstripes, giving you that old-school 911 vibe.

On a final note, here’s why I think the 911 S/T is the 911 of the decade. This driver-focused 911 is powerful and lightweight, packs exquisite heritage touches and most crucially it should offer a more engaging driving experience, thanks to the manual transmission, rear-wheel drive, and that evocative soundtrack from the naturally aspirated flat-six. Now, for an MSRP of $290,000 before options, you’re only a stone’s throw from supercars like the McLaren Artura or the Ferrari 296 GTB. So, why would you choose the 911 S/T instead? Well, it’s because of its exclusivity. In the end, is the 911 S/T really worth it? Well, I think it is, given its unique combination of highly desirable attributes, and its future potential to go up in value, given its limited production run. It is the purest expression of the modern-day Porsche 911.