2018 Porsche 911 Carrera T Photo 1

What is it: A lovely driving GT car, with the T standing for Touring. Believe it or not, there are 24 911 variants — 24!!! They range in price from $91,100 for 911 Carrera to the $293,200 GT2 RS. The T sits on the affordable end of the scrum, wearing a $102,100 sticker. The T’s turbocharged 3.6-liter flat six is shared with other non-S 911s, developing 370 hp. 911S models bump it up to 420 hp. The GT2 RS’ 700 hp tops the 911 range

Key Competitors: Chevrolet Corvette Z06, Jaguar F-Type R, Nissan GT-R

Base Price: $103,150 As-Tested Price: $109,670

Highlights: What makes a 911 T a 911 T? For starters it weighs just 3,142 pounds, so is the lightest 911 you can get. It also has several performance goodies you can’t get on a garden-variety Carrera, including sport suspension with a slightly lower ride height, a shortened gear lever with a red embossed shift pattern (though our car has the PDK automatic, a $3,730 option). Our car also has the optional rear-axle steering ($2,090), not available on a Carrera. All Ts also have thinner side and rear glass and less sound insulation.

The dial on the right side of the wheel controls your drive modes.

Our Opinion: Any day spent driving a Porsche 911 is a good day, and it’s been that way for most of the car’s 50-plus years on Earth. There have been few bummers.

The new T is a nod to the ’68 911 T. A car in Porsche’s lineup until 1972, it was then the entry-level 911, initially developing 110 hp and later 130 hp, with an equipment level roughly mirroring the 912.

On the road this new 911 T is fun, entertaining and sharp, just like the 23 other 911s Porsche offers. The T is a little more raw than a base Carrera and with less noise-blocking material and a touch more-raucous exhaust, a bit louder too. I want to make it clear I’m not complaining. I’d happily have this T as my daily driver.

It’s just such a cohesive package. Tempting as it is to go with more horsepower in a 911 S or GTS or whatever, this engine’s 370 hp and the T’s low curb weight feels perfect to me. The power doesn’t overwhelm the chassis, but it’s a well-balanced, fast-enough machine. Like I said, cohesive. The flat six sounds great too — I find myself turning off the radio and just listening to the engine rev.

The T sits roughly an inch lower to the ground and rides on 20-inch tires compared to a standard Carrera’s 19s, but the ride is fine –- confidence-inspiring and drama free, just the right amount of firmness without beating on me. Like I said, it’s comfortable enough that I’d happily drive one everyday.

One last thing: With apologies to you manual-trans whisperers, I really like the PDK. It can shift quicker and more consistently than I can. I’d still get the manual for the involvement factor, but I’m not going to carp about the PDK. In fact I think for my dollar I’d ignore the options sheet entirely and get the lightest, least-complicated T possible. That’s kinda the car’s point.

For plenty of car people, a Porsche 911 is the very center of their enthusiasm. It is mine. The Raynal Imaginary Fleet (RIF) definitely contains a few 911s, including this one.

–Wes Raynal, editor

Options: Seven-speed Porsche Doppelkupplung automatic transmission ($3,730), rear-axle steering ($2,090), seat heating ($700)

Wes Raynal

– Wes Raynal joined Crain Communications’ circulation department while still in college. When he graduated in 1986, he became a reporter for Autoweek sister publication Automotive News. He has worked as Autoweek’s associate editor, news editor, motorsports editor and executive editor before being named editor in 2009.

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