992 Sport Classic customers can feel compensated for the lower exclusivity with more technology, because the new one is not based on the Carrera, but on the Turbo. And how does that go together with the classic attributes of rear-wheel drive and manual switch? Quite simply, as with the GTS: It also uses many of the Turbo’s chassis components – such as the rear axle construction, which is always pretensioned by a helper spring. The GTS is available both manually and with four-wheel drive.
Classic ingredients: The Sport Classic is based on the Turbo, but comes with rear-wheel drive and a manual gearbox.
Everything is series that is good and expensive
Engine type/cylinder
installation position
valves/camshafts
camshaft drive
displacement
kW (HP) at 1/min
Nm at 1/min
V max
transmission
drive
Brakes front/rear
test car tires
tire type
wheel size
Exhaust gas CO2
Consumption*
tank capacity
fuel type
gasoline particulate filter
pass-by noise
trailer load used/unused
drawbar load
trunk volume
Length Width Height
wheelbase
Test car price*** (is evaluated)
In addition to the rump, the two typical humps in the roof and the differently designed front hood made of carbon fiber are visually striking. In terms of color, the presentation color is sport gray exclusively for the 992 Sport Classic, alternatively there is agate gray, black and the gentian blue that we use. Inside, the first thing that catches the eye is the sports seats with their Pepita center panels, and some of the door panels are also covered in the classic fabric pattern. There are also various golden plaques and emblems inside and out.
Too bad: Porsche has forbidden us to test the Sport Classic on the circuit. In terms of longitudinal dynamics, the 911 is also quite ok.
The 911 is not allowed on the race track
So: off to our airfield for measuring. Here the Sport Classic shows its fundamentally more dignified set-up. Porsche states 4.1 seconds in the data sheet – but that is only a tenth faster than a C2S with manual transmission and rear-wheel drive. Our test car manages that easily and writes a smooth 4.0.
acceleration
0-50km/h
0-80km/h
0-100km/h
0-130km/h
0-160km/h
0-180km/h
0-200km/h
quarter mile
0-402.34m
elasticity
60-100km/h
80-120km/h
80-120km/h
curb weight/load
Weight distribution v./h.
power-to-weight ratio
Turning circle left/right
seat height
braking distance
from 100 km/h cold
from 100 km/h warm
from 100 km/h warm
The Sport Classic is not a sprint monster, although with a measured 1557 kilograms it has slimmed down surprisingly well compared to the 100 kilogram heavier Turbo. When it comes to the elasticity values, on the other hand, it is back to the music, although the measurements of 60 to 100 km/h were sometimes faster with other 911s.
Stands like one: from 100 km/h, the 911 Sport Classic with its ceramic brakes needs 29.6 meters to come to a standstill.
The braking values are outstanding
body
quality
Seats/sitting position
Furnishing
engine characteristics
mileage
transmission/shifting
sound
driving comfort
driving safety
handling
lap times
steering
brakes
Entertains
consumption
Price
rating
We would also have liked to have provided consumption figures, but unfortunately we only had the test car available for a day and a half – and that was far from our standard consumption round. The only thing that remains is to look at the on-board computer at the end of the test drive, but before the measurement runs. The shows around half a liter more than promised. Well, it could be that the percentage of full throttle was a bit higher than in our standard procedure – I plead guilty. But it’s also difficult not to let such a dream car fly when it’s possible.
I probably won’t be driving the 992 Sport Classic again any time soon – at most for a old-new story when Porsche eventually launches a new model with a ducktail. Maybe for the 60th anniversary.
