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The concept of “power creep” is alive and well at Porsche. It’s a term gamers know well, referring to the gradual power increase of characters, powers, items, or trading cards in collectible, video, or trading card games. In the automotive world, it’s a phenomenon that first occurred before in the postwar period and has been a constant in the modern era ever since the end of the 1970s and early ’80s Malaise Era. In both gaming and the auto industry, power creep causes things that are older to become irrelevant in the face of newer, and more optimized products.
And while Porsche has long been known for applying a philosophy of gradual evolution to its products, it occasionally makes more dramatic leaps during a redesign or midcycle refresh. Recently, the automaker brought upgrades from higher trims down to lower-level models as it works to stay competitive with luxury and performance rivals. It’s true in the case of the Macan, Cayenne, Panamera, and now the 992.2-generation 911 Carrera. We’ve already tested the base Carrera model, which delivers supercar acceleration and jaw-dropping cornering forces encroaching on the territory of the 992.1 Carrera T and Carrera S. Now, we’re getting a first crack at the 2025 Porsche 911 Carrera S coupe and cabriolet, which benefit from a number of updates courtesy of the 992.1 Carrera GTS as the new 992.2 GTS goes hybrid. It’s time to find out if Porsche’s power creep has gone too far or if the automaker’s sports car formula is just right.
Redefining the Letter S
The purpose of the Carrera S has changed over time as the Porsche 911 has swelled with new variants. In the 1960s, 911 models with the letter S were designated as “Super” and received performance enhancements over their more basic stablemates. That was before Turbo and GT models were added to the equation, so by the time the 993-generation Carrera S model was introduced in the 1990s, Porsche began to use the word “Sport” in its literature rather than “Super,” and has done so ever since.
For 2025, the 911 Carrera S derives its sporty credentials from a twin-turbocharged flat-six engine developing 473 hp, 30 hp more than the prior model year, and 390 lb-ft of torque. While the horsepower output is exactly the same as that of the 992.1 Carrera GTS, the 3.0-liter engine produces the same amount of torque as it did before the update.That’s because Porsche began with the prior Carrera S engine and mounted the former GTS model’s turbochargers and intercooler directly to it, similar to what the automaker does in the 911 Turbo. Even though the torque figure isn’t higher, peak twist is available over a wider rev range, from 2,200 to 6,000 rpm rather than 2,300 to 5,000. With these upgrades, the Carrera S edges ever so much closer to supercar status.
The prior 911 Carrera S was no slouch, but this model feels like a hot rod as we push the engine to its 7,500-rpm redline on the sweeping backroads east of San Diego, California. We’re in the cabriolet model first; Porsche currently offers the Carrera S as a coupe or convertible with rear-wheel drive only. A sport exhaust is now standard since owners overwhelmingly sprung for the upgraded system over the standard setup when shopping for the 992.1-generation 911 S. With the roof tucked away, we’re able to directly take in the pipes’ sweet tones as we slither up the curves of the mountain pass.
Porsche’s flat-six is responsive and eager to rev and the standard eight-speed dual-clutch automatic transmission pairs well with the engine, instantly snapping down gears in automatic mode when called upon. If you choose to shift for yourself with the paddles, the gearbox does exactly what you want without any early upshifts. The standard brake discs, which are 2.3 inches larger up front and 0.8 inch wider in the rear, provide resolute stopping power. Around town, you can easily slow the car without jerking to a stop. However, as you squeeze deeper into the pedal while hustling the 911 S, there’s plenty of bite for confident braking.
Don’t think the soft top 911 is a softy; Porsche takes measures to stiffen the underside of the cabriolet’s chassis and makes a few adaptations to the electronics in the dampers and stability management to homologate the convertible’s driving dynamics with the coupe’s performance. And though the drop top 911 is comfortable on the highway thanks to its adaptive dampers, which are sourced from the 992.1 Carrera GTS, its steering and handling are razor sharp. Our test car’s capabilities are further enhanced by rear axle steering and the Sport Chrono package, which equips Porsche’s top-level Sport Plus driving mode and a sportier version of Porsche’s stability management. While we aren’t expecting many owners to take their cabriolets to the track, this properly equipped model has more than enough capability to turn scalding lap times.
After we’ve had our fill of open-top fun, it’s time to get behind the wheel of a Guards Red Carrera S coupe; the tintop has been been further upgraded with a 0.4-inch suspension drop and carbon ceramic composite brakes. And while the convertible scratches our need for speed, the coupe’s closed interior is a more focused space for serious drivers. With less perceptible road and wind noise than the cabrio, the 911 Carrera S coupe delivers the quintessential Porsche experience.
The world rushes by as the now-digital tachometer races toward redline before the PDK delivers gear changes in milliseconds. When you get to your braking point, the firm and communicative pedal allows you to modulate stopping power with the precision necessary before you turn the wheel. Steering isn’t too heavy, but every input is direct and allows you to place the Carrera S exactly where you want on the road. With the rear axle steering and sophisticated Porsche Torque Vectoring Plus working in conjunction, you can blast out of the corner as early as you feel brave. Repeat that process turn after turn on a curvy circuit away from civilization and you’ll attain driver’s nirvana.
During the drive back to our lodging, we’re able to sample our coupe’s creature comforts. While we spent most of the day in Sport and Sport Plus drive modes, a slog through traffic allowed us to appreciate how demure the 911 can be in its default setting. Porsche intentionally sets up the 911 Carrera S to be less stiff than the 992.1 GTS, so the ride is relatively compliant for a high-performance coupe. Wireless Apple CarPlay and Android Auto are a boon for those looking to keep the 911’s handsome cabin looking clean and free of cords. The available Bose audio system equipped on our car sounds clear and full. As it turns out, the 992.2-generation Carrera S can be interpreted to mean “Super,” “Sport,” and “Sumptuous.”
Aren’t You Going to Criticize This Porsche?
If our praise for the 2025 Porsche 911 Carrera S seems unending and all-encompassing, that’s because the car is just that good. If you want us to really reach for criticisms, we’d say that Porsche has gone too far tweaking some aspects of the 992.2 to make it digital for the sake of being digital. The ditching of the physical tachometer for 2025 removed one of the car’s key analog elements in favor of a fully digital instrument cluster that doesn’t quite capture the magic of the 911’s old five-pod binnacle. The start button that replaced the switch to the left of the steering wheel is another lamentably homogenized interior design choice that ditches a point of brand differentiation in favor of conformity with an industry standard.
Perhaps the greatest point of note with the new Carrera S is its great expense. The model’s higher performance now commands $148,395 for the coupe and $161,595 for the cabriolet before adding any of the automaker’s famously expensive options. Our test cars are heavily customized, with the coupe reaching $191,385 and the cabriolet stickering for $190,405. That’s a lot of coin, but at least performance has increased as pricing verges on supercar territory.
Still, Porsche isn’t worried about moving inventory when it comes to the 992.2 Carrera S. The automaker revealed the average 992 buyer makes an average income of $849,000 a year with only 27.8 percent of those individuals using their Porsche 911 sports cars as daily drivers. For those with the means, the 992.2 911 Carrera S is a solid addition to any enthusiast’s garage, especially now that Porsche has added both performance and creature comforts to the model’s standard features list.
Verdict
All of this is to say, you can’t go wrong with a 2025 Porsche 911 Carrera S. It may not have the newfangled hybrid system that now powers the GTS, but those in search of a more perfected incarnation of the traditional Porsche 911 philosophy will like what’s on offer. Either in coupe or cabriolet form, these powerful sports cars offer the engagement and capability driving enthusiasts desire without sacrificing comfort and convenience. Think of the 992.2 Carrera S as something of a Mazda MX-5 Miata for people who make close to a million dollars a year; it’s such an entertaining and well-engineered sports car that no gearhead worth their 10-millimeter wrench will fault you for driving. So whether or not you’re a gamer or a diehard car enthusiast, the Porsche 911 Carrera S proves that power creep may not be such a bad thing after all.
