2024 Porsche 911 S/T review: Threading the needle

Although the bodywork is largely shared with the GT3 Touring, there are some visual callouts that distinguish the S/T from its stablemate, like the side-vented fenders, the double-bubble roof, and the small Gurney flap that adorns the active rear wing. This particular example also boasts the S/T's optional Heritage Design package, which includes exclusive Shore Blue Metallic paint, motorsport decals, the Ceramica wheel color, historic Porsche crests on the hood and wheels, gold Porsche lettering on the rump, Cognac semi-aniline leather interior, and a few other unique touches.

The cabin isn't a huge departure from the GT3, but there are some differences that become immediately evident once you're behind the wheel. The green color scheme of the gauges and clock, for example, pays homage to early 911s. And in keeping with the theme of road-focused simplicity, Porsche has ditched the steering wheel-mounted drive mode selector, opting instead to pare down the number of vehicle adjustment settings to those that can, for the most part, be accessed on the bank of buttons just below the infotainment display.

There's a refreshing, back-to-basics clarity about the S/T that feels purposeful rather than austere. Out on the fast, winding roads of the Angeles National Forest, there are sections where the suspension dampers' stiffer Sport setting does a slightly better job of managing mid-corner bumps and high-speed undulations, but the S/T is perfectly happy to dispatch your favorite stretch of road with aplomb regardless of whether you've selected the perfect combination of settings for the situation—a burden that is far too common with today's high-performance vehicles. Rather than trying to fix the dish with additional spices and garnish, the S/T serves as an example of a sports car recipe that just has the right ingredients to begin with.

Thanks to its low curb weight, purposeful tuning, and generous pilfering of the GT3 RS toy box, the S/T is stunningly capable yet totally approachable. Pirelli P Zero Corsa tires are standard for the car, and while they don't have quite the same level of immediacy as the Michelin Pilot Sport Cup 2 R that's available on the GT3 and GT3 RS, the car doesn't feel held back by the change, as they offer a deep well of mechanical grip and very consistent behavior both in the corners and under heavy braking.

While I have no doubt that the S/T is a riot on a road course, the goal here was to deliver a thrilling drive on the road, and it absolutely delivers in that regard. Noisy cabin aside, the S/T's approach also results in a GT3-like 911 that's noticeably easier to live with out in the real world.

These tweaks don't come cheap, though. At $291,650, the S/T demands more than $100,000 over the base price of a GT3 Touring, a figure that makes this the most expensive 911 on sale today. Whether or not the S/T is worth the premium is ultimately a subjective endeavor, and regardless of where you might stand on that issue, there's little doubt that they'll be transacting for quite a bit more than that on the second-hand market after the mandatory one-year lease period has run its course.

Porsche says it added this flipper-deterring clause to the S/T's sales contract to ensure that the cars get into the hands of real enthusiasts. Here's hoping it works—if there was ever a car that deserved to be celebrated for the driving experience that it provides rather than its potential market value, it's this one.