Porsche's GT division has created an even more perfect 911 spec.
that put a chef's kiss on the last 911 generation. Presumably to keep the last R a distinct once-in-a-generation thing, Porsche didn't christen the new car the R. Instead, it wears the S/T badge, a link to a limited-production race-car version of the 911 S from the late 1960s/early 1970s.
The new S/T isn't a race car or even a track car. It's a road-focused 911 with a lot of parts from the GT3 and the GT3 RS. A short-throw six-speed manual is the sole transmission choice, and tucked behind the rear wheels is the GT3 RS's naturally aspirated 4.0-liter flat-six.
The solution is to keep the revs up, which is easier thanks to a shorter 4.30-to-1 final-drive gearing that replaces the GT3's 3.96 ratio. The speeds in gears drop, and responsiveness rises. Whereas second gear is good to 80 mph in the GT3, it maxes out at 72 mph in the S/T. Porsche claims 60 mph will arrive in 3.5 seconds, two-tenths quicker than the company's claim for the 502-hp manual GT3. Our test team managed a 3.
Driving a Touring makes the S/T's chassis differences apparent. On choppy asphalt, the Touring tosses and skips over sharp impacts whereas the S/T smothers them. Springs and dampers are identical between the two cars—the difference is in the damper tuning. The S/T's are slightly more compliant and dull sharp impacts. There's no getting around the stiff spring rates, so this isn't a cushy ride, but it's a little more friendly than the Touring's.
Upgrading to the S/T over a GT3 Touring requires a lot more cash, and that's if you can secure an order for one. The S/T starts at $291,650, over $100,000 more than the Touring. Rare Porsches are always expensive, but the upcharge brings a lot of small, well-placed tweaks that improve the driving experience. But, if you never drive it, you'll never know what you're missing out on.
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