From the November 2023 issue of Car and Driver.
As we sat nearby, the burrito artist gave a succinct, two-word review of the 2023 Porsche 911 Sport Classic. “Nice equipment,” he said, nodding towards the gaunt machine that we had backed into a front and middle parking space. He had no idea how right he was, even though the editor in our head thought that “awesome,” “bad,” or even “bitchy” was more in keeping with the car’s historic feel.
HIGHLIGHTS: Amazing grip and balance, stinks, looks like a million bucks.
The atmosphere is reminiscent of the 911 Sport Classic 2010 and beyond. This new car combines the 997 Special’s ghostly skunk stripes, Carrera RS 2.7-style double-bubble roof and ducktail spoiler with similar gray paint, an embossed air-cooled era hood, Fuchs-inspired wheels and chunky Porsche Turbo -Tire fenders, but without air intakes that affect their sides.
Power comes from the 3.7-liter six-cylinder boxer engine with two turbochargers, which is also used in the current Turbo. Adaptive dampers, rear axle steering and active anti-roll bars come from the Turbo S. It features the classic Turbo configuration: rear-wheel drive and manual transmission, a desirable 911 Turbo combination that disappeared almost three decades ago when the 993 Turbo was launched. This setup required a software remapping, so the maximum horsepower shrank from 572 to 543 horses. However, the Sport Classic’s pound-for-pound ratio is slightly better than the Turbo’s, being 199 pounds lighter.
This makes it the most powerful Porsche 911 currently available with a manual transmission. Instead of the six-speed GT3 gearbox we like, the Sport Classic uses Porsche’s seven-speed gearbox, which encourages a hearty golf clap. Neither can handle as much torque as Porsche’s PDK dual-clutch automatic, and the fat rear tires have to make do on their own, so the torque adjustment is more draconian. The Sport Classic’s 442 pound-feet of torque represents a decrease of 111 pound-feet over the Turbo, but that’s still 22 pounds more than the GTS.
LOWS: Unnecessary seventh gear, hard to get start, costs over a quarter of a million dollars.
This explains a lot about the car’s performance on the track, where these realities and a 3500 rpm rev limit when stationary make it difficult to achieve the perfect launch. Our 3.7-second sprint to 60 mph beats Porsche’s forecast by two tenths, but with all-wheel drive and PDK the Turbo takes just 2.4 seconds. Of course, a big point is being missed here, as a manual rear-wheel drive would never rule the drag strip. The Sport Classic is more about winding roads, driver involvement and a rollicking time. In this regard, the Sport Classic absolutely delivers.
When turning, the Sport Classic is tough. Its front tires offer a surprising excess of grip that can tighten the arc even when you think you’ve overcooked it. There’s a lightness to this Porsche, an absence of front mass that allows the front end to bounce happily into corners. The tires, Pirelli P Zero PZ4s in the standard turbo size, stuck on the skidpad at 1.07 g. The balance remains stable in a corner, even when you apply the brakes deeply. When you step on the accelerator at exit and the revs rise, a satisfying wobble makes it clear that this is a rear-drive machine, but the ass end never suggests you’re heading tail-first towards the guardrail. When the next corner goes uphill, the massive carbon ceramic brakes deftly pull the car down and the cycle repeats.
The driving experience and feedback are almost flawless – thanks to the well-padded seats, well-placed pedals and ergonomically shaped steering wheel. The seven-speed’s shifting action is a bit rubbery and is the only element that needs more polish. Plus, seventh gear feels redundant, too high for off-highway speeds.
More about the 911 Sport Classic
Zooming out, we admire the interior’s traditional Pepita houndstooth pattern and saddle brown leather. And Porsche should highlight the technical balance of this cockpit, which combines the best elements of the Taycan’s curved instrument panel and central touchscreen with a large tachometer, regular air conditioning vents and logical switchgear.
VERDICT: The rear-wheel-drive, stick-shift 911 Turbo returns, and it’s worth the wait.
The most concerning aspects of the 2023 911 Sport Classic are its entry cost of $274,750 and its limited offering of just 1,250 examples worldwide. If you miss it, you can console yourself with a 911 GTS with “beautiful equipment”. The burrito artist would agree.
Specifications
Specifications
2023 Porsche 911 Sport Classic
Vehicle Type: Rear Engine, Rear Wheel Drive, 2+2 Passengers, 2 Door Coupe
PRICE
Base/as tested: $274,750/$282,810
Options: Burmeister high-end surround sound system, $3,980; All-round visibility, $1,430; Lane Departure Warning with Traffic Sign Recognition, $1,220; Lane Change Assist, $1,060; power folding outside mirrors, $370
ENGINE
Twin turbocharged and intercooled, DOHC, 24-valve flat-6, aluminum block and heads, direct injection
Displacement: 229 in3, 3745 cm3
Power: 543 hp at 6750 rpm
Torque: 442 lb-ft at 2000 rpm
TRANSMISSION
7-speed manual transmission
CHASSIS
Suspension, F/R: struts/multilink
Brakes, front/rear: 16.5″ carbon ceramic disc/15.4″ carbon ceramic disc
Tires: Pirelli P Zero PZ4
F: 255/35ZR-20 (93Y) NA1
R: 315/30ZR-21 (105Y) NA1 Extra Load
DIMENSIONS
Wheelbase: 96.5 inches
Length: 178.5 inches
Width: 74.8 inches
Height: 51.1 inches
Trunk volume: 5 ft3
Curb weight: 3438 pounds
C/D TEST RESULTS
60 mph: 3.7 sec
100 miles per hour: 7.5 seconds
1/4-mile: 11.7 seconds at 127 mph
130 mph: 12.1 sec
150 mph: 16.9 sec
The above results omitted a 1-foot rollout of 0.3 seconds.
Rolling start, 5-60 mph: 4.7 sec
Top gear, 30-50 mph: 11.8 sec
Top gear, 50-70 mph: 9.6 sec
Top speed (manufacturer’s information): 195 miles per hour
Braking, 70-0 mph: 139 feet
Braking, 100-0 mph: 279 feet
Roadholding, 300 ft. Skidpad: 1.07 g
C/D FUEL CONSUMPTION
Observed: 16 mpg
EPA FUEL CONSUMPTION
Combined/City/Highway: 17/15/21 mpg
C/D TESTS EXPLAINED
Technical Editor
Dan Edmunds was born into the world of automobiles, but not in the way you might think. His father was a retired racing driver who opened Autoresearch, a racing car building shop where Dan gained his first experience as a metalworker. Engineering training followed, then SCCA showroom stock racing, and that combination landed him jobs in suspension development at two different automakers. His writing career began when he was hired by Edmunds.com (no relation) to build a testing division.
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