Porsche recently revealed the 2025 Porsche 911 Carrera S in both coupe and cabriolet form. You get more power, luxury, and standard equipment. But no manual.

Slotting neatly between the base Carrera and the Carrera GTS, Porsche recently revealed the 2025 Porsche 911 Carrera S. Both coupe and cabriolet versions are coming our way. But, for now at least, Porsche will only offer rear-wheel-drive versions of the Carrera S. But I bet the Carrera 4S is not too far away.

POWERTRAIN

The S still makes use of the twin-turbocharged 3.0-liter flat-six, just like the base Carrera. However, courtesy of new turbochargers and continued development of the charged-air cooling, it now belts out 473 horsepower and 390 lb.-ft of torque. While delivering the same peak torque, peak horsepower jumps by 30 and at the same 7500 rpm peak. And Porsche claims to have reduced engine emissions in the process.

Porsche will only build the Carrera S with an eight-speed PDK transmission. Sad face. On the bright side, that delivers epic launches, especially with the optional Sport Chrono Package. Indeed, an S so equipped needs but 3.1 second to reach 60 mph from rest, which is 0.2 quicker than the outgoing model. Keep your foot buried and the S will eventually reach 191 mph.

A standard Porsche Torque Vectoring Plus rear diff helps get the power to the pavement. And, to round out the improved power figures, Porsche also installed the Sport Exhaust with silver tailpipes as standard equipment. I experienced this on the 992.1 Porsche 911 Carrera T and loved the throaty, slightly raspy, mechanical sound you get. It will emit music; I have little doubt.

CHASSIS

Considering how quickly you can build speed in the S; Porsche added a bit more confidence to take it away when needed. The 2025 Carrera S now uses the last generation Carrera GTS brakes discs, measuring 16.1 inches up front and 15.0-inches on the rear. Want more than that? Porsche will bolt up their ceramic composite brakes, but not for free.

The brakes also get plenty of tire to work with, you get a staggered setup with 20-inches wheels in front, 21s in the rear. The staggered set up adds a bit of a more aggressive, forward leaning stance. And you can further that with the optional sport suspension, which lowers the car by 0.4-in.

And take it even further with rear-axle steering. Unlike in years past, adding rear-axle steering includes a faster steering ratio and revised front-suspension to maximize the system’s effectiveness. I’m excited to feel just how sharply the front-end responds with that system.

INSIDE

The 911 continues its trend towards luxury with the 992.2 generation. And the S follows suit. Much of the interior now comes wrapped in leather as standard equipment. That includes the seats, headrests, upper dashboard, upper door panels, and if you have rear seats, there too.

By the way, the S coupe comes standard as a two-seater, the cabriolet as a four-seater. You can add the rear seats to the coupe as a no-cost option. But Porsche will not remove them from the cabriolet.

The Carrera also makes turns using a heated steering wheel as standard, with a drive mode knob attached to it. And you can wirelessly charge your smartphone, too. One neat trick, it’s a cooled charger to help avoid a hot-to-the-touch phone. That’s a nice and important detail. While driving at night, Matrix LED lights show the way.

For folks who really want to glam out the interior. You can option it with a full leather trim. Or go even further and choose from 48 possible two-tone leather interior options, courtesy of Exclusive Manufaktur.

Those same folks might want the optional front axle-lift system as well, to help avoid scraping that pretty front end. But that added weight up front will likely keep enthusiasts away. They may however go for the optional HD-matrix design LED lights.

WHEN TO EXPECT IT

Porsche plans to get the Carrera S out to the U.S. this coming spring. But feel free to head to the dealer now if you want to order one. And plan on spending at least $148,395 (including the $1995 destination charge) for the Carrera S Coupe. Going with the Cabriolet raises that price to at leat $161,595.

Those numbers also slot neatly between the base Carrera and Carrera GTS. But considering that the GTS is actually now the GTS T-Hybrid, the Carrera S stands at the top of the pure ICE Carrera line-up. And I feel a bit unsettled that Porsche provides no manual option.

NO MANUAL? REALLY??

We find ourselves thrust into a transition period as enthusiasts. And, at times, it feels awkward. Between the Carrera, Carrera S, and Carrera GTS, not a single one offers a manual transmission.

The manual lives on in the 992.2 911 Carrera. Indeed, Porsche only offers a new six-speed manual in the new Carrera T. And, if the T behaves anything like its predecessors, it will drive brilliantly. But even here, I see a yellow flag thrown. The “new” six-speed Porsche used is simply the seven speed manual of the 992.1 911, with the seventh gear removed.

But I need to pump the brakes and take a breath. At the same time we see manufacturers replacing cars for crossovers and downsizing engines, we also see the 911 carry on with a continually developed flat-six engine. In fact, Porsche managed to make more power across the Carrera line-up and clean up emissions. Indeed, most of the important attributes of iconic sports car remain.

Yes, I am sad that a precious few versions of the latest Porsche 911 give you the chance to row your own. But, considering what stays the same in these transient times, I’ll happily let the PDK do its thing. After all, we still get a rev happy flat-six, epic power, and—I presume—fantastic driving feel. The only thing left to do is get behind the wheel and find out for sure.