2020 Porsche 911 (922) Carrera 4S Performance

2020 Porsche 911 (922) Carrera 4S Performance

The Porsche 911 goes into a new round. The 2020 Porsche 992 should be able to do better than before. The revolution is over, the changes are in the details. Which are these, you read here.

We hit the first corner of the Hockenheimring. The test driver behind the wheel throws the Porsche 911 into the bend. With too much speed and a little too much steering angle. And with very early gas use. The rear axle is pushing outwards. You feel that good. The 911 hangs the tail out. In controlled drift, we surf around the vertex.

Porsche still leaves no journalists behind the wheel. This is about the technology of the new Porsche 911, series 992. A new generation, with the further developed engine, heavily revised chassis, new electronics, and a brand new outer skin. Or what you think of Porsche. 992 does not like to go for the same parts with 991.2, but of course, he stays true to himself.

Pretty faithful even. Also inside. Porsche dares no big jumps in the advancement of the icon. Much fine work on suspension and drive to make it sportier than before. You can read all the technical details about the new 2020 Porsche here.

2020 Porsche 922 Engine Specs – Turbocharger

The engine in the 911 is still fresh. Only three years ago to the facelift of the 991 Porsche rose from the sucker to the turbo. The base engine takes over the 992 so from the 991.2, but in many places was refinished.

Biggest change: The 3.0-liter six-cylinder needs an Ottopartikelfilter (OPF), in order to reach the emission standard Euro 6d-Temp. Because of the tight space in the rear of the Elfers, the installation was not a trivial task. The two filters of the quasi-symmetrical exhaust system sit at the rear almost in the bumper and are flanked directly by the catalyst.

The new arrangement has a positive side effect: So far, Porsche used in the penalty for two cylinder banks two identical turbochargers. This required a detour for the exhaust gas supply on the left. The leadership does not fit anymore because of the OPF. Porsche builds two different loaders and thus achieves a symmetrical set-up in which both turbochargers turn in opposite directions and are optimally flown.

At the same time, Porsche increased the turbine wheels by 3 to 48 millimeters, and the compressor wheel was increased by 4 to 55 millimeters. The intercooler exchanged at the same time the place with the air filter. They wandered out of their place behind the fenders, centered on the engine. As a result, the technicians were able to enlarge them and they now better flow, which increases the efficiency of the charging system. The wastegates are now electrically controlled and continue to open.

New piezo injectors, an asymmetrical valve lift, reduced friction and slightly increased compression (10.5: 1) complete the measures on the engine. 450 instead of the previous 420 hp for the Carrera S and 530 instead of the previous 500 Nm are the result. The maximum output is as before at 6,500 revolutions, the maximum torque only at 2,300 to 5,000 rpm (previously: 1,700-5,000). In practice, that changes little, the 500 Nm come in the 992 just a little later than the 991.2.


Porsche couples the engine to a completely new dual-clutch transmission (PDK), whose base comes from the Panamera. Compared to the seven-speed PDK of the predecessor, all gears have been translated again. The smallest gear is shorter, the largest gear translated longer than before. The top speed can still be reached in sixth gear. The lies with 308 km / h a little higher than before. A serious difference arises in the sprint time. In the best case with sports, Chrono package are 100 km / h after just 3.5 seconds on the clock, previously passed 3.9 seconds.

The transmission was shorter than its predecessor but weighs more with the additional gears and shafts. It has about 20 kilos on it. There had to be room for an electric motor in the gear bell. Currently drives the 911 in its place but still walk for air.

The 911 transmission is thus prepared for hybrid operation. The complete car is not yet. Even with a full hybrid, space would have to be kept for a larger battery that is currently missing. Porsche does not yet disclose a timetable for the hybridization. Crucial: How does the energy density of battery cells develop and how strict are the consumption specifications? Porsche wants to avoid putting more weight into the car before it becomes absolutely inevitable.

Further features of the new gearbox: The shifting times in the most dynamic driving mode have been shortened, while the shift feel is reduced. In addition, the Porsche now uses map data, traffic sign recognition, and adaptive cruise control to optimize the shift strategy for efficiency.

The all-wheel-drive Carrera 4S is enjoying a new front-axle transmission. The unit of clutch and differential is water cooled and has been reinforced. As a result, the four-wheel system should be available even under the toughest use longer.

2020 Porsche 911 Chassis

You do not have to dig deep for a decisive change to the 911 suspension: for the first time, the new generation of the sports car will be on “mixed-duty” wheels. At the front, there are Porsche 20 inches on the hubs, behind 21 in. Big rims. At the same time, the wheels are wider at the rear. At the front, the 911 rolls on rims of dimension 8,5Jx20 and tires in size 245/35. Rear pulls Porsche tires of the dimension 305/30 on rims in 11,5Jx21.

The Carrera S is now always with a wide body, as it was previously reserved for the all-wheel-drive models. The front track grows by 46 millimeters in width, the rear of the Carrera 2S by 39 millimeters. The driving behavior should become even more neutral, promises Porsche.

The suspension rates increased the chassis engineers in the standard suspension by 15 percent in the front and 14 percent behind. In sports suspension, they even went up by 18 percent and 23 percent to now 45 N / mm and 125 N / mm. The dampers are completely new and should allow a greater spread between comfort and dynamics in the adjustable chassis.

The engine was also re-hung. The connection moved significantly further forward and outward, making the load changes less because the unit can support better.

The steering put the technicians at the new penalty also direct, the torsion bar is now stiffer. Without rear axle, steering directs the Porsche by 10 percent direct, with Hinterachslenlung by 6 percent. Of course, this remains on offer, as well as the optional “Porsche Dynamic Chassis Control” with roll compensation.

Porsche is particularly proud of a feature that does not serve the dynamics but the certainty. The 911 now recognizes for the first time by a sensor in the wheel arch, when the road is wet. The car then recommends the driver to activate the so-called “Wet Mode”. It changes the gas pedal characteristic and all control systems to achieve a smoother power input. The rear wing also moves earlier, thus increasing the Anpressdurck on the rear axle. In the all-wheel drive, he shifts the balance further forward.

On The Road

From the passenger seat, one can only imagine what the 2020 Porsche 922 can or can not do. Anyway, he’s fast. The grip level seems extraordinarily high. We did several laps with the Carrera S and a few more with the Carrera 4S. The test cars had the full vehicle dynamics package on board: adaptive sports suspension, rear axle steering, roll stabilization, Sports Chrono package, etc.

The calculability and neutrality of the Elfer become clear. Both test drivers need only a few inputs on the steering wheel to keep the Porsche drifting. Usually, both hands can stay on the wreath. Even from the passenger seat, one senses early when the car dances at the liability border – and when he exceeds it. The load change reaction is relatively gentle.

In clean driven curves, the 911 builds up high lateral forces. The balance has a neutral effect, the development drivers do not drive us into understeer. The 4S was surprisingly tail heavy. He also allows large drifts but retires clean with small steering impulses and full throttle. The Carrera S with rear-wheel drive obviously requires a little more work, but always acts transparently.


  • Engine: 3.0-liter six-cylinder boxer, bi-turbo charging
  • Power: 450 hp (331 kW) b. 6,500 rpm
  • Torque: 530 Nm b. 2,300-5,000 rpm
  • Max. Speed: 7,500 rpm
  • Propulsion: rear wheel drive (4WD), 8-speed PDK
  • 0-100 km / h with Sport Chrono: 3.5 s (3.4 s)
  • 0-200 km / h with Sport Chrono: 12.1 s (12.4 s)
  • Top speed: 308 km / h (306 km / h)
  • Consumption: 8.9 l / 100 km (9.0 l / 100 km)
  • CO2 emissions: 205 g / km (206 g / km)
  • Weight: 1.515 kg (1.565 kg)
  • Trunk volume: 132 l
  • Length: 4.519 m
  • Width: 1,852 m
  • Height: 1,300 m
  • Wheelbase: 2,450 m

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