2025 Porsche 911 S/T: Legend Reborn – The Ultimate Analog 911 Driving Machine

Key Facts about the 2025 Porsche 911 S/T

• Exclusive Anniversary Model: Limited to 1,963 units worldwide, the 911 S/T was created to celebrate the 60th anniversary of the Porsche 911 newsroom.porsche.com. All examples sold out immediately – likely allocated long before the public announcement autoexpress.co.uk.
• Heritage and Purpose: Revives the spirit of the ultra-rare early-1970s 911 S/T racing model, combining modern GT3/GT3 RS technology with a purist, old-school driving philosophy focused on road enjoyment rather than lap times roadandtrack.com newsroom.porsche.com. It’s essentially a GT3 RS’s heart in a GT3 Touring’s body, with no big wings or rear-wheel steering – a true driver’s car built for winding roads.
• Powertrain & Performance: Uses the naturally aspirated 4.0L flat-six from the GT3 RS (518 hp / 525 PS) screaming to 9,000 rpm, paired exclusively with a short-ratio 6-speed manual gearbox newsroom.porsche.com autoexpress.co.uk. 0–60 mph comes in ~3.5–3.7 seconds, with a top speed around 186 mph (300 km/h) newsroom.porsche.com autoexpress.co.uk. Crucially, it’s the first time Porsche has offered the GT3 RS engine with a manual transmission newsroom.porsche.com.
• Lightest 992 Ever: Extensive lightweighting yields a curb weight ~1,380 kg (≈3,040 lbs), making the 911 S/T the lightest model of the 992 generation newsroom.porsche.com. Carbon-fiber body panels (hood, roof, fenders, doors), a single-mass flywheel, magnesium wheels, thinner glass, reduced sound insulation, and the deletion of rear-axle steering all contribute to a 40 kg weight savings versus a 911 GT3 Touring newsroom.porsche.com newsroom.porsche.com.
• Driving Dynamics: Engineered for maximum driver engagement on real roads. Lacks the aggressive aero and electronic tricks of the GT3 RS; instead features bespoke suspension tuning (softer than RS, no rear-steer) for agile yet approachable handling on backroads autoexpress.co.uk autoexpress.co.uk. Every control input – steering, clutch, brake, shifter – is deliberately tactile and rewarding, albeit demanding of the driver. Reviews universally praise the S/T’s immediacy, feedback, and “analog” feel – with some calling it the best 911 ever made roadandtrack.com autoexpress.co.uk.
• Price and Collectability: Starting around $290,000 (base MSRP) and often optioned higher, the 911 S/T’s rarity and hype have driven secondary-market prices into the stratosphere. Early listings have asked $600k–$1M+ for delivery-mile cars machineswithsouls.com machineswithsouls.com. In a charity auction, one S/T (with Heritage package) even fetched $1 million to benefit the Red Cross newsroom.porsche.com newsroom.porsche.com. It’s already regarded as an instant collectible and a potential investment piece for enthusiasts with deep pockets.

Introduction: A New 911 Born from Porsche’s Past and Present

Porsche has unleashed what many are hailing as the ultimate modern 911 – the 2025 Porsche 911 S/T – a car that marries cutting-edge GT engineering with the soul of a classic. Built in an extremely limited run of 1,963 units to honor 60 years of the 911, the S/T is a “greatest hits” edition of the current 992 generation machineswithsouls.com. It borrows the most exhilarating components from Porsche’s track-focused models but repackages them for pure road-driving pleasure, free from the constraints of lap times and racing regulations.

This approach makes the 911 S/T something truly special: a 6-speed manual, naturally-aspirated 911 that’s been stripped of excess weight and high-downforce aids, all in pursuit of unfiltered driving joy. The concept is a tribute to an earlier Porsche legend – the original 911 S/T of the early 1970s – which itself was a lightweight racing 911 for privateers. Just as that 1970s S/T was a connoisseur’s special, the new S/T is aimed squarely at purists who believe driving engagement trumps outright speed. It’s no surprise enthusiasts and collectors snapped up every last build slot before the car was even officially revealed.

In the sections that follow, we’ll dive deep into what makes the 2025 911 S/T unique – from its design and engineering feats to its performance specs and the historical lineage behind its name. We’ll also explore expert opinions, compare it to other Porsche greats (like the GT3 Touring and the fabled 911 R), see how it stacks up against rival exotics, and examine why it’s become one of the most coveted Porsches of the modern era.

A Purist Design for Driving Pleasure

From the outside, the 911 S/T looks subtle – there’s no gigantic wing or racing livery screaming for attention. But every design decision serves a purpose for performance and purity. The car’s lineage is evident in its very name: “S/T” recalls the stripped-down 911 S (ST) competition models of 1969–72. Accordingly, the new S/T channels a similar less-is-more ethos, both aesthetically and mechanically.

Lightweight Materials: Many body panels of the S/T have been replaced with carbon-fiber-reinforced plastic (CFRP) pieces to shave weight newsroom.porsche.com. The front hood, roof, front fenders, and doors (with their simplified pull handles) are made of CFRP, as is the rear axle anti-roll bar and even the rear bulkhead “shear panel” for stiffness newsroom.porsche.com. A lightweight CFRP roll cage is offered as well (though not in the U.S. due to regulations) motortrend.com. Porsche even ditched the modern 992’s pop-out door handles in favor of classic fixed handles (as used on the GT3 RS) to save grams and simplify operation autoexpress.co.uk.

Weight-Saving Measures: In addition to carbon panels, the S/T comes standard with magnesium center-lock wheels (20-inch front, 21-inch rear) and Porsche’s PCCB carbon-ceramic brakes – both reducing unsprung mass motortrend.com newsroom.porsche.com. The battery is a smaller lithium-ion unit, the glass is thinner, and sound insulation is pared back to the minimum newsroom.porsche.com motortrend.com. Even the powertrain was lightened: the S/T features a unique single-mass flywheel and lightweight clutch assembly that is 10.5 kg (~23 lbs) lighter than the GT3’s dual-mass setup newsroom.porsche.com. This rotating mass reduction delivers razor-sharp throttle response – Porsche says the engine revs with “especially bracing speed and directness” as a result newsroom.porsche.com. (Testers note you can literally hear the lightweight clutch chatter at idle, a reminder of the S/T’s hardcore engineering motortrend.com.)

All told, these efforts make the 911 S/T about 40 kg lighter than a manual 911 GT3 Touring (itself no slouch in the weight department) newsroom.porsche.com. With a DIN curb weight of ~1,380 kg including fluids, the S/T is the lightest 992-generation model to date newsroom.porsche.com – truly impressive given modern safety and emissions add-ons. It even weighs only ~35 lbs more than the much smaller 2016 911 R (from two generations prior) motortrend.com, underscoring how obsessive Porsche’s GT engineers were about mass reduction.

Aerodynamic Subtlety: Visually, the S/T forgoes the GT3 RS’s extreme aero kit. There’s no giant rear wing; instead, the car retains the GT3 Touring-style retractable rear spoiler, enhanced with a modest Gurney flap lip for a bit of extra downforce on demand newsroom.porsche.com. There are also small tweaks like a unique mesh engine cover grill and slightly revised front aero, but nothing overt – the S/T flies under the radar compared to its track-oriented siblings autoexpress.co.uk. This restrained aero setup is intentional: the S/T’s target habitat is the public road, not the racetrack. Less aero drag means higher top speed (186 mph) and a quieter profile on the highway, and the car’s handling is tuned to be predictable without relying on big wings or splitters.

Heritage Touches: Although most S/T buyers likely chose their own paint colors, Porsche offered a Heritage Design Package evoking 911s of the late ‘60s. This package introduced an exclusive Shore Blue Metallic paint option with vintage-inspired graphics (e.g. door roundels for numbers) and special Ceramica (off-white) wheel paint newsroom.porsche.com. Heritage cars also get the classic Porsche crests (the 1960s style logo) on the hood, wheel caps, steering wheel, and even the key, plus gold “Porsche” lettering and 911 S/T script on the rear deck newsroom.porsche.com. Inside, the Heritage spec features retro Classic Cognac leather with black pinstripe cloth inserts (a throwback to old 911s), a perforated fabric headliner, and other vintage-look trim details newsroom.porsche.com. All S/Ts, heritage or not, come with a green-faced analog tachometer and Sport Chrono clock as a nod to classic Porsche instrument design newsroom.porsche.com. In short, Porsche ensured this anniversary model looks as special as it is.

Notably, one affluent enthusiast took the heritage concept even further: Porsche’s Sonderwunsch (Special Wish) department built a one-off S/T finished in Light Yellow (paint code 117) – the exact same color worn by that owner’s restored 1972 911 2.5 S/T race car newsroom.porsche.com newsroom.porsche.com. This custom S/T was painted entirely by hand (since Light Yellow, an old hue unused for decades, has poor coverage over modern carbon panels) newsroom.porsche.com. The result was a perfectly matched pair: a vintage Le Mans class-winning 911 S/T and its 2024 modern reinterpretation, sitting side by side in identical livery newsroom.porsche.com newsroom.porsche.com. It’s a striking example of how Porsche’s design and restoration teams bridged 50+ years of heritage – literally resurrecting a legend and reimagining it anew in the same shade of yellow. For the rest of us, even seeing photos of those two Light Yellow cars together is enough to give goosebumps.

GT3 RS Heart and Manual Soul: Powertrain & Performance

Under its lightweight skin, the 911 S/T packs some serious hardware. It inherits the 4.0-liter naturally aspirated flat-six from the 992 GT3 RS – one of Porsche’s most ferocious engines – but crucially, it’s mated to a manual transmission only. This combination is something enthusiasts have dreamed about, and Porsche delivered:

• Engine: A 3996 cc flat-6 derived from motorsport. In S/T tune it produces 525 PS (518 hp) and 465 Nm (342 lb·ft) of torque autoexpress.co.uk motortrend.com, identical output to the track-focused GT3 RS. It retains the exotic bits like dry-sump oiling and individual throttle bodies, and it revs out to 9,000 rpm with a shrieking wail. Thanks to the lighter flywheel/clutch, throttle blips are instantaneous – one reviewer noted the engine spins up so quickly it “feels more superbike than sports car” motortrend.com. The S/T’s exhaust is a lightweight sports setup that delivers an even more aggressive sound, so every rip to redline is a spine-tingling experience newsroom.porsche.com.
• Transmission: 6-speed manual gearbox, short-ratio and exclusively fitted to the S/T newsroom.porsche.com. Unlike the GT3 RS (which is PDK-only), the S/T forgoes any automatic option – this car is for stick-shift aficionados only. The gear ratios are shorter than a standard GT3’s, maximizing acceleration and keeping the engine in its high-rev sweet spot newsroom.porsche.com. Enthusiasts will also appreciate the tactile mechanical linkage and the heavy, precise throws of the shifter – it’s an old-school manual experience bolted to a state-of-the-art engine. Auto-rev-matching can be enabled for downshifts (or left off if you prefer to heel-and-toe yourself) autoexpress.co.uk. Porsche even fitted a special lightweight clutch plate as mentioned, which maintains pedal effort but reduces rotational inertia dramatically. The result, as testers found, is an incredibly responsive drivetrain that rips to redline with shocking immediacy – you barely breathe on the throttle and the revs zing upward motortrend.com. All power goes to the rear wheels, of course, as in every true 911.
• Acceleration & Speed: With 518 angry horses pushing just ~1.4 tons, the 911 S/T is blindingly quick – though it trades a few tenths for its manual-only setup. Porsche quotes 0–100 km/h in 3.7 seconds newsroom.porsche.com (around 0–60 mph in 3.5 s). That’s only a few ticks behind the PDK-equipped GT3 RS (which does ~3.2 s 0–60), and in practice the engagement of shifting your own gears more than compensates. The S/T’s top speed is 300 km/h (186 mph) newsroom.porsche.com autoexpress.co.uk – notably higher than the downforce-dragged GT3 RS, thanks to the S/T’s sleeker aero. In other words, it’s as fast as a 911 Turbo in a straight line, but far more visceral. More importantly, the S/T’s in-gear acceleration and throttle response are explosive. That short gearing and the weight reduction yield immediate punch; reviewers talk about the engine revving so freely it can catch you off guard with how fast the analog needle swings around the yellow-faced tach motortrend.com.
• Chassis and Handling: If the engine is the star, the chassis is the unsung hero that makes the S/T truly shine on real roads. Porsche’s GT division extensively reworked the suspension because, unlike the GT3/RS, the S/T deletes rear-wheel steering entirely autoexpress.co.uk. This was done in the name of purity and weight savings (removing rear-steer shed ~6.5 kg and also reduced battery load) motortrend.com. However, taking rear-steer off a chassis designed for it was no trivial task – GT department head Andreas Preuninger admitted the first prototype “drove like s*” without the system, prompting a months-long suspension retune to get the handling perfect roadandtrack.com. The team adjusted alignment, tire geometry, and even fitted a slightly slower steering ratio to ensure stability without the electronic aid roadandtrack.com. The end result is magical: “the most pure, most fulfilling turn-in possible,” according to Preuninger roadandtrack.com. Drivers report that the S/T’s front end is exceptionally communicative and eager – “an apex addict” in one review’s words – yet the car’s balance is natural and exploitable motortrend.com motortrend.com. Without rear-steer, the tail follows predictably, giving organic rotation through bends. It feels more like a classic 911 in how it rotates, but with the huge traction and composure of a modern GT chassis.

Importantly, Porsche calibrated the S/T’s springs, dampers, and electronic controls for road use rather than track newsroom.porsche.com autoexpress.co.uk. So, while the car is still very stiff (it is a GT Porsche, after all), it has a touch more compliance than a GT3 RS. Testers who drove it on bumpy Italian and British backroads found that the S/T absorbs imperfections better than expected, remaining composed where a race-tuned car might hop or skitter autoexpress.co.uk motortrend.com. There’s no adjustable adaptive suspension here – just one very well-judged setup (the car does have a Normal and Sport mode for shocks, but reviewers noted little difference between them) autoexpress.co.uk. The steering is hydraulic (as on all 992 GT3s) and is “supremely direct without being hyper”, delivering loads of feedback roadandtrack.com. Combined with the lighter weight, every input feels magnified: “Every steering movement, every ounce of pressure on the accelerator or brake is implemented immediately and with pinpoint precision,” Porsche says of the S/T newsroom.porsche.com. In sum, this car isn’t about setting lap records – in fact, “If you asked me the Nürburgring time of the car, I don’t care,” Preuninger flatly stated roadandtrack.com – it’s about the sensation. Owners are likely to come back from a canyon drive babbling about how alive the car feels, rather than quoting G-forces or lap times.

Despite its road-focus, make no mistake: the 911 S/T is still brutally capable. With its Michelin Pilot Sport Cup 2 tires (255mm front, 315mm rear) and huge ceramics, it generates massive grip and stopping power newsroom.porsche.com. It might give up a bit of ultimate cornering force versus a winged GT3 RS on slicks, but on any mountain pass or country lane you’d hardly notice – and the S/T’s slightly lower limits arguably make it more fun, since you can approach them safely. As one journalist put it, the S/T “manages to simultaneously flatter and challenge the driver,” offering approachable handling yet an incredibly high performance ceiling when pushed autoexpress.co.uk autoexpress.co.uk. And unlike many modern supercars, it engages all your senses: you hear gravel pinging off the bare wheel wells, you feel every texture of the road through the wheel and seat, and you work for your speed with both hands and feet. It’s this immersive, unfiltered quality that has seasoned drivers declaring the 911 S/T one of the most joyful and satisfying motoring experiences on sale today roadandtrack.com autoexpress.co.uk.

The Original 911 S/T (1970–1972): A Racing Rarity That Inspired a Legend

To truly appreciate the significance of the new 911 S/T, it helps to know the story of its namesake ancestor. The first Porsche 911 S/T was not a mainstream production car at all, but rather a limited-run homologation special for racing – and one of the least known early 911 variants (at least until now).

In the late 1960s, Porsche was looking to make the 911 more competitive in international motorsport. They had experimented with the ultra-light 911 R in 1967, but that was too extreme to mass-produce. Instead, starting around 1969–1970 Porsche offered an “S/T package” for the 911 S, effectively creating a customer racing model without officially calling it a new model (to avoid homologation bureaucracy) newsroom.porsche.com newsroom.porsche.com. Internally, these cars were dubbed 911 ST. They were essentially a bridge between the standard 911 S and the later legendary Carrera RS.

Key characteristics of the original 911 S/T (1969–72) included:

• Lightweight build: Porsche stripped the 911 S of unnecessary weight – borrowing the base 911 T’s simpler interior and deleting all kinds of street comforts newsroom.porsche.com. S/T cars had no radio, no clock, no ashtray, no passenger sun visor or glovebox, minimal sound deadening and carpeting, rubber pull-strap door latches, and bare-bones door panels newsroom.porsche.com. Bumpers lost trim and overriders; even the hood and engine lid were often secured with rubber pins instead of metal latches newsroom.porsche.com. Many panels were made of thinner steel, fiberglass or aluminum, and side windows were lightweight plexiglass newsroom.porsche.com. All of this got weight down to roughly 960–1000 kg depending on spec – very light for a 911. It was a no-frills race car for the road.
• More power: The ST initially used a high-compression 2.3L flat-6 (a slight bump over the 2.2L in the road 911S, exploiting FIA rules) newsroom.porsche.com. Over time this was enlarged – 2.4L, then ultimately a 2.5L by 1971 – with twin-plug ignition, aggressive cams, upgraded carburetors, and race exhaust. In its final 2.5L evolution, the early S/T made around 270 PS (266 hp) newsroom.porsche.com, which was astounding for a naturally aspirated flat-6 at that time (by comparison, a street 911S had ~190 hp). Porsche also added extra oil coolers to keep these hot-rod engines alive in endurance events newsroom.porsche.com.
• Chassis mods: To handle competition, STs got chassis reinforcements and better suspension. They often ran wider wheels (7-inch front, 9-inch rear), necessitating flared fenders – initially fiberglass bolt-on flares, later factory-widened steel fenders when rules changed newsroom.porsche.com newsroom.porsche.com. Stiffer anti-roll bars, Koni or Bilstein shocks, and limited-slip differentials were fitted. Notably, no big rear spoiler was used (the famed 911 ducktail spoiler only arrived with the ’73 RS). So early S/Ts have a clean silhouette, relying on mechanical grip rather than aero – a point of commonality with the modern S/T’s more subtle aero approach newsroom.porsche.com.

The original 911 S/Ts were produced in extremely small numbers – effectively whatever was needed for racing. Exact figures vary by source (the program wasn’t well-publicized at the time), but historians estimate only on the order of 20-30 cars were built, all in 1970–1971 petrolicious.com. One source notes “some say 23, some say 24” total units petrolicious.com. These were split between circuit racers (option code M491) and rally versions (M494), plus a handful of road-legal “Sportkit” cars sold to customers (M471) newsroom.porsche.com. They were never officially called “911 S/T” in sales literature – they were typically registered as 911S – which is why they remained somewhat mythical. But on track, they made their mark: 911 S/Ts won their class in many major events, including 1st in GT class at Le Mans 1972 (the car featured in Porsche’s restoration story) and even an outright victory at the 1970 Monte Carlo Rally, where S/T-prepped 911s finished 1st, 2nd, and 4th overall newsroom.porsche.com. They also competed (and often won their class) in the Nürburgring 1000km, Targa Florio, Daytona 24h, Sebring, and the grueling East African Safari Rally newsroom.porsche.com petrolicious.com.

By 1973, the 911 S/T program gave way to something new – the 911 Carrera RS 2.7 and RSR race car – which came with more power and the benefit of proper aerodynamic aids (that famous ducktail). The Carrera RS can be seen as the spiritual successor that built on the S/T’s concept with a bit more factory support and larger production (500 RS homologation cars were made, versus a few dozen S/Ts) newsroom.porsche.com. But among Porschephiles, the original S/T became a cult classic: the ultimate expression of the early long-hood 911, unencumbered by road-car compromises, and devilishly hard to obtain. To own an authentic 1970 S/T today is the dream of only the most dedicated (and well-heeled) collectors – which makes it all the more poetic that Porsche chose this obscure legend to honor for the 60th anniversary special. The new 911 S/T is not only a cutting-edge machine; it’s a loving homage to one of Porsche’s best-kept secrets from its racing past. And fittingly, one of those original 1972 S/Ts now shares a garage (and even a paint color) with its modern namesake, bridging 53 years of Porsche evolution newsroom.porsche.com newsroom.porsche.com.

The 911 S/T in Context: How It Compares to Other Porsche 911 Greats

Upon its reveal, the 2025 911 S/T immediately invited comparisons to some other revered Porsche models. It’s worth examining how the S/T fits into the 911 family and what sets it apart from those that came before:

• Versus 911 GT3 Touring (992): The GT3 Touring is perhaps the closest relative to the S/T. In fact, the S/T’s body is essentially based on a GT3 Touring – a 911 GT3 with the big rear wing deleted in favor of a pop-up spoiler and a more understated look autoexpress.co.uk. Both cars are high-revving, track-capable 911s that aim to deliver driver thrills in a somewhat road-friendly package. However, the S/T cranks the dial past the Touring in several ways:
  • Engine & Drivetrain: The Touring uses the standard GT3 engine (502 hp) with either a manual or PDK, whereas the S/T gets the stronger 518 hp GT3 RS engine and is manual only newsroom.porsche.com autoexpress.co.uk. This gives the S/T a power edge and the exclusivity of being the only 992 with the RS motor and a stick shift.
  • Weight: The S/T is roughly 40 kg lighter than a 6-speed Touring thanks to its additional lightweight parts (carbon panels, magnesium wheels, no rear-steer, less sound proofing) newsroom.porsche.com newsroom.porsche.com. At ~1,380 kg, it’s an appreciable drop from the Touring’s ~1,420 kg. Every bit of that weight reduction is felt in the immediacy of responses and the tactility of the drive.
  • Chassis: The Touring retains rear-wheel steering and a more all-around suspension tune, whereas the S/T has bespoke suspension tuning without rear-steer for a purer, more old-school feel autoexpress.co.uk. Porsche’s GT boss admitted that tuning a rear-steer delete was a major challenge but ultimately gave the S/T a uniquely lively yet balanced handling character roadandtrack.com roadandtrack.com. The S/T is slightly more “edge” in its responsiveness, but still civil enough for road trips.
  • Character: Think of the S/T as a GT3 Touring that has been hot-rodded by Porsche’s Motorsport division. It’s rawer, louder, and even more driver-focused. Auto Express called it “a GT3 RS without the garish aero and with an analogue manual instead of PDK – a thoroughbred distillation of the 911 concept aimed solely at those who love driving.” autoexpress.co.uk In other words, if the GT3 Touring is the gentleman’s GT3, the S/T is the outlaw version – lighter, louder, more intense. Both are fantastic road cars, but the S/T is the one turned up to 11 in the thrills department (and, as a result, it’s far more exclusive and expensive).
• Versus 911 GT3 RS (992): It might sound odd to compare the S/T to the GT3 RS, since they’re almost opposites in purpose. The GT3 RS is a track-day weapon – all wings, vents, and lap times – whereas the S/T is deliberately not about track numbers. Yet mechanically they share a lot (same engine, similar chassis DNA). Here’s how they differ:
  • Aerodynamics & Downforce: The GT3 RS is covered in aerodynamic aids generating over 900 lbs of downforce at speed; it sacrifices drag and comfort for track grip. The S/T intentionally ditches all that – no fixed wing, just a minimal spoiler. As a result, the S/T is slipperier (higher top speed) and arguably prettier in a classical sense. On track, an RS would outrun an S/T thanks to that aero and its ultra-stiff setup. But on a normal road, the RS’s downforce is mostly irrelevant, whereas the S/T’s more compliant suspension might actually make it more enjoyable on uneven pavement.
  • Transmission: GT3 RS = 7-speed PDK only; 911 S/T = 6-speed manual only. This fundamentally changes the experience. The RS is faster in any measurable scenario due to lightning paddles and shorter ratios, but the S/T is far more engaging to shift and interact with. As Preuninger himself said, “This is how I would build my 911”, implying the S/T’s manual, analog setup is the one that speaks to the heart motortrend.com.
  • Weight: The S/T undercuts the GT3 RS by a significant margin. A GT3 RS (with Weissach pack) is around 1,450+ kg; the S/T at 1,380 kg is ~70 kg lighter. Removing the heavy DCT gearbox, rear-steer, and various motors (for active aero, etc.) gave the S/T a notable weight advantage motortrend.com newsroom.porsche.com. This contributes to its reputation as the most agile-feeling 992.
  • Driving Focus: The easiest way to sum it up: GT3 RS is for the track, 911 S/T is for the road. If your dream is clipping apexes and chasing lap records, the RS is the tool. If your dream is tearing up a mountain pass and feeling intimately connected with the machine, the S/T is arguably even better. Many journalists in fact prefer the S/T’s driving experience, since you can explore its limits on normal roads at (relatively) sane speeds, whereas the RS only comes alive on a closed circuit. As one outlet put it, “classifying [the S/T] as just a GT3 RS with a stick is a disservice – it’s something that transcends the GT3, the RS, and every other 911 I’ve driven” roadandtrack.com in terms of visceral satisfaction.
• Versus 911 Sport Classic (992): Another recent special edition, the 2023 911 Sport Classic, also tapped into heritage – it had retro styling cues, a ducktail spoiler and was manual-only. However, the Sport Classic was a very different philosophy: essentially a Turbo S engine with RWD and a manual in a luxurious, nostalgia-themed package. It was heavier and more grand touring oriented (despite 542 hp, its suspension was softer). The 911 S/T in contrast is a far more hard-edged, track-derived car – less about style and comfort, more about performance and purity. The S/T’s engine revs higher (9k vs 7k rpm), it weighs ~300 kg less, and it’s tuned for aggressiveness, whereas the Sport Classic is almost a boulevard cruiser by comparison. Both celebrate Porsche history (the Sport Classic evoking the 1973 Carrera RS, the S/T evoking the 1970 ST), but for an enthusiast driver, the S/T is the more focused machine. It’s also much rarer (1,963 units vs 1,250 Sport Classics) and more expensive. In summary, Sport Classic is a retro collectible; 911 S/T is an outright driver’s car (albeit one that’s also a collectible).
• Versus 911 R (2016, 991 generation): The new S/T is widely seen as a spiritual successor to the 2016 911 R, so much so that one headline quipped “Not (Just) Another 911 R” motortrend.com. The 991-generation 911 R was a limited-edition (991 units) special that took a GT3 RS engine (4.0L, 500 hp) and paired it with a manual in a wingless 911 body – sound familiar? The formula was very similar, and the 911 R was hailed as the greatest driver’s 911 of its era. Owners who missed out on the R clamored for something like it, which led Porsche to make the GT3 Touring in 2017 as a sort of “production 911 R”. Now, the 911 S/T takes that concept to the next level:
  • Power and Weight: The S/T has about 18 more horsepower than the 911 R (518 vs 500) and also benefits from the chassis advancements of two generations later. Weight-wise, the S/T (3056 lbs) is nearly the same as the R (3021 lbs) motortrend.com kbb.com – an impressive feat given the added size and tech of the 992 platform. Porsche achieved this through all those carbon and magnesium parts. So performance-wise, the S/T is even quicker and more capable.
  • Rarity: 911 R had 991 copies; the S/T has 1,963 copies (a cute nod to the first 911’s birth year). So the R was a tad more exclusive by the numbers, though both were unobtanium unless you had connections. Interestingly, after the 911 R’s frenzy (where prices spiked to ~$1M before settling), Porsche said they learned a lesson about creating “instant collectibles” that regular enthusiasts couldn’t get. The GT3 Touring was meant to democratize that a bit. Yet here we are with the S/T – another instant collectible. Porsche might argue the S/T is more justified technically (it has unique components, unlike the R which was basically a GT3 RS with no wing). Either way, the S/T is following in the R’s footsteps as a future classic.
  • Driving Experience: Those who have driven both say the 911 R is sublime, but the 911 S/T is even more intense. The engine is stronger and spins even faster, the grip and brakes are at another level, and the absence of rear steer in the S/T actually makes it feel a touch more analog in its handling – more like older 911s. One reviewer who called the S/T “the greatest road car I’ve ever driven” noted that it transcends even the beloved 911 R and GT3 models in terms of visceral thrill roadandtrack.com. Considering Walter Röhrl (rally legend and Porsche test driver) also proclaimed the S/T the best 911 he’s driven roadandtrack.com, it’s clear the S/T has achieved a new high watermark.

In essence, the 911 S/T sits at the pinnacle of Porsche’s 911 GT hierarchy for the road. It blends the best traits of several models – the emotion of the 911 R, the manual engagement of a Touring, the ferocity of a GT3 RS – into one package. Porsche themselves describe it as uniting “the strengths of the 911 GT3 with Touring Package and the 911 GT3 RS” while delivering a unique agility and driving dynamics all its own newsroom.porsche.com. It truly is a “greatest hits” 911, and likely the last of its kind before the 911 evolves (the next 992.2 generation introduces hybrid tech, meaning heavier cars and possibly no manuals in GT variants). The S/T is a send-off to the pure-combustion, pure-manual 911 era – and what a send-off it is.

How Does it Stack Up to the Competition?

The Porsche 911 S/T exists in a rarified realm of ultra-high-performance sports cars, but in many ways it’s a unicorn among them. In 2024–2025, very few manufacturers are offering a car with this combination of attributes: high-revving naturally aspirated engine, manual transmission, motorsport pedigree, light weight, and limited production. Let’s consider some closest peers and how the S/T compares:

• Ferrari’s Lineup: Modern Ferraris have gone in a different direction – turbocharging, hybrid systems, and very advanced electronics. For example, Ferrari’s mid-engine V8 models like the F8 Tributo or SF90 Stradale are all turbo/hybrid with dual-clutch automatics; incredible performance, but a wholly different feel. The front-engine V12 Ferrari 812 Competizione (a limited edition comparable in spirit to the S/T) packs a glorious 830 PS naturally aspirated V12, but again only comes with a paddle-shift gearbox and is a much larger, heavier car (~1,600 kg). The 812 and its ilk are also more GT-oriented despite their immense power. When it comes to manual transmission sports cars, Ferrari has effectively none in the current lineup – the last manual Ferrari was offered over a decade ago. In fact, the few remaining stick-shift Ferraris (like a rare 2008 F430 with a 6-speed) have become collectible and command huge premiums – a well-kept F430 Spider with the gated manual can list around $300k+ today machineswithsouls.com, well above its automatic counterpart, purely because of that analog driver appeal. That trend underscores the appeal of the S/T’s formula: there’s a segment of enthusiasts willing to pay more for the engagement of a manual and NA engine. Ferrari’s strategy has been different (they tend to chase the bleeding edge of performance and technology), so nothing in Maranello’s current stable truly competes with the ethos of the 911 S/T. The closest might be the limited Ferrari Monza SP1/SP2 or Daytona SP3 (Icona series cars), which are exclusive and wild, but even those are not manual and are multi-million-dollar roofless exotics – not exactly direct rivals, aside from being objects of desire. Bottom line: Porsche is virtually alone among supercar makers in building something like the S/T today. As one observer put it, Porsche has taken on an “engine-first, driving-first ethos” that even Ferrari – a brand founded on engines – has moved away from in the modern era machineswithsouls.com.
• Lamborghini & Aston Martin: Lamborghini’s recent specials, like the Huracán STO or Aventador SVJ, certainly share the S/T’s love of natural aspiration (the STO has a NA V10, the Aventador a NA V12). They are brutally fast and also limited-production in nature. However, Lamborghinis are all about extroverted styling and often maintain all-wheel-drive and automated gearboxes. The STO, for instance, is essentially a street-legal racecar like the GT3 RS – dual-clutch only, with huge aero pieces. It lacks the manual involvement and even weighs more than the S/T (the STO is ~1,390 kg dry, closer to 1,500+ kg with fluids). Aston Martin, interestingly, stepped into the ring in 2023 with the Aston Martin Valour, a limited-edition analog throwback: a front-engine 5.2L twin-turbo V12 paired to a 6-speed manual, in a retro-styled Vantage-based body. The Valour is even more exclusive (only 110 made) but also much more expensive – roughly $1.5–2 million each caranddriver.com. With 705 bhp and rear-drive, the Valour is a beast on paper, but it’s oriented toward straight-line muscle and celebrating Aston’s heritage (commemorating their 110th anniversary). It’s also quite heavy (~1,800 kg), being essentially a modified GT car. The Porsche 911 S/T, by contrast, is mid-priced (for an exotic) at ~$300k base, and is honed for nimble handling finesse in a way front-engine GTs like the Aston can’t match. One thing is clear though: both Porsche and Aston Martin recognized that old-school manual performance cars still have a fervent audience, and they’re among the few catering to it. As Car and Driver quipped about the Valour, “a $2 million plaything for stick-shift aficionados” caranddriver.com – it exists because a handful of collectors will pay any price for a manual V12 experience. The 911 S/T hits a similar sweet spot but in a more track-bred, fine-tuned way (and at a relative bargain price).
• McLaren & Others: McLaren does not offer manual transmissions at all, nor do they do retro; their focus is on carbon tub construction, turbos, and now hybrids (e.g. the Artura). A McLaren 765LT or 750S is a fierce rival to a GT3 RS on track, but against the S/T they’re philosophically different – those McLarens use twin-turbo V8s with paddles, and prioritize speed over visceral feel. The closest analogs in the broader market might actually be from smaller or niche manufacturers – for example, the upcoming Gordon Murray Automotive T.33, a super-lightweight V12 2-seater with a manual gearbox, or the Pagani models that still offer manuals (like the limited Huayra Codalunga). But those are extremely high-end hypercars (in the $1.5M+ range) and produced in tiny numbers. On the somewhat more accessible end, the Chevrolet Corvette Z06 (C8) offers a screaming NA flat-plane V8 akin to Porsche’s flat-6, but Chevy opted for a DCT only, no manual, in that model. So even the Corvette – traditionally a manual-friendly sports car – went auto for its highest-performance version. This further highlights how unique the 911 S/T is. If you want a brand-new car that gives you a 500+hp naturally aspirated engine and a manual transmission, your choices in 2025 are basically: Porsche 911 GT3 (or S/T)… or perhaps a few specialty cars like the Aston Valour. It’s a very short list.

In terms of raw performance, many of the above exotics will outgun a 911 S/T in specific metrics – a Ferrari 812 Competizione has ~300 more horsepower, a McLaren 765LT is lighter and turbocharged, a Corvette Z06 has more grip, etc. But the 911 S/T isn’t concerned with winning spec-sheet wars. It’s built to deliver something those others often overlook: a transcendent driving experience. As one journalist put it, “Reading about the S/T might lead you to believe it’s just a GT3 RS with a stick and no wing… but that’s a disservice to all of the changes made by engineers to develop something that transcends the GT3, the RS, and every other 911 I’ve driven.” roadandtrack.com In the arena of pure driving enjoyment, the consensus is that the 911 S/T stands at the very top, not just among 911s but among all current sports cars. It’s that well executed.

An Instant Collector’s Item: Value and Investment Outlook

Given its limited production and rave reviews, the 2025 Porsche 911 S/T has become an object of automotive desire – and the market knows it. Every single one of the 1,963 units was effectively pre-sold to Porsche’s top clients, and many never even had a chance to buy at MSRP. The few cars that have surfaced for resale indicate astronomical premiums reminiscent of past Porsche specials (if not exceeding them):

• Soaring Resale Prices: Although the S/T officially stickered around $290,000 (before options/taxes), early flipping has seen asking prices well into the $600k-$800k range. One U.S. dealer-listed car with custom options had an original MSRP around $450k (after pricey extras like Paint-to-Sample, leather interiors, etc.), and was listed for a cool $1,000,000 just months after delivery machineswithsouls.com machineswithsouls.com. In other words, some sellers are aiming for over 3× the base price. Another example: an auction for a low-mile S/T drew bids up to $726,000 but even that failed to meet reserve, implying the seller wanted more for it hotcars.com. Clearly, the expectation is that the S/T is a future seven-figure car, and many owners are treating it as such.
• Charity Auction & Publicity: Porsche itself auctioned one of the very last unallocated S/Ts (unit #1,919 of 1,963) in a special RM Sotheby’s charity sale, with proceeds to the American Red Cross. That car, finished in unique Shore Blue Metallic with the Heritage Package, hammered at $1.0 million in February 2025 newsroom.porsche.com newsroom.porsche.com. While that was for charity (usually fetching higher bids due to the cause and the “last chance” nature), it set a benchmark that these cars can command close to seven figures to the right buyer.
• Comparison to Past Models: We saw a similar frenzy with the 2016 911 R – which briefly traded around $700k (from a $185k MSRP) before settling after Porsche released the GT3 Touring. The S/T seems to be experiencing an even more intense demand. Why? Possibly because it’s seen as the ultimate and final iteration of the pure 911. The 911 R was special, but the 911 S/T has even more going for it (more power, more tech, more rarity by concept). Also, the timing matters: with the 992.2 facelifts bringing hybrid assist to 911s, enthusiasts sense that the days of a lightweight, non-hybrid, manual GT Porsche are numbered. The S/T might truly be the last of an era. That “last dance” status often drives collectability (think of the last air-cooled 993 Turbo S, or the last manual transmission models of various marques – they become sought after).
• Long-Term Value: Will the S/T hold its eye-watering value? It’s always hard to predict the exotic car market, but signs point to the S/T being a blue-chip collectible. It has the classic ingredients: limited production, historical significance, and it’s universally praised as brilliant to drive. It’s also tied to a milestone (911’s 60th anniversary), and importantly, it’s not just a cosmetic special edition – it’s mechanically distinct and considered “the best 911 of its generation.” Those factors usually translate to sustained desirability. As one analyst wryly noted, “Porsche seems to charge whatever they want for special editions, and then the second-hand market says ‘watch this!’” – meaning prices go even higher machineswithsouls.com. The S/T appears to be the “worst offender” yet in terms of stratospheric appreciation, and since the car is brand new, we don’t even know how high it can go machineswithsouls.com machineswithsouls.com. Some buyers are clearly willing to pay over double MSRP immediately; whether it climbs further (into Carrera GT or 918 Spyder territory) might depend on how the economy and collector trends go in coming years.
• Enthusiast Backlash: It’s worth noting that not everyone is thrilled about the S/T’s financial hoopla. Average Porsche enthusiasts – who might have dreamed of owning the ultimate 911 – see these $700k-$1M price tags and understandably balk. It has sparked some debate about Porsche’s strategy: making a car ostensibly for purist drivers, but effectively out of reach for 99.9% of drivers. Some commentators have tongue-in-cheek criticized the situation, saying the S/T is “simply another 911 variant” that ultra-rich collectors will park in garages, and joking that it’s “not really for enthusiasts” but for investors machineswithsouls.com. The high flip prices have invited the usual “roasting of rich folk,” as one blogger put it machineswithsouls.com. This mirrors the 911 R saga, where many genuine enthusiasts felt shut out while speculators cashed in – something Porsche tried to mitigate later by offering similar spec cars in regular production. With the S/T, however, it’s unlikely we’ll see a repeat in the form of a cheaper “Touring RS” or anything – the car’s unique bits (RS engine, special clutch, etc.) and the anniversary context make it a one-off. So the market is what it is: if you’re an enthusiast of more modest means, the best hope to experience a 911 S/T might be on the second-hand market years from now (when depreciation kicks in – if it ever does), or perhaps via Porsche’s own Experience programs or museums.

In summary, the 911 S/T has immediately cemented itself as an automotive collectible. It checks all the boxes that tend to excite both passionate collectors and speculative investors. For those lucky owners who got one at list price, it’s like having money in the bank – though arguably, the true value is in driving it, not treating it as a static asset. And by all accounts, those who do drive their S/T are in for a transcendent time, which in itself can justify the cost.

As of 2025, the S/T’s investment outlook is strong: it’s the swan song of a pure 911 era and the kind of car whose legend will likely grow. If anything, its existence may spur other manufacturers to consider offering more analog, limited cars – but for now, Porsche has a virtual monopoly on this niche, and that exclusivity is reflected in the price. As one outlet humorously noted, for the price some are paying for an S/T, “you could go buy a new GT3 and a GT3 RS and a 911 Turbo S… and still have money left for a couple more base 911s” machineswithsouls.com. Yet the S/T does something those others don’t: it delivers an X-factor that’s hard to quantify but very real to those who drive it.

Reception: What the Automotive World Is Saying

Upon its unveiling and initial test drives, the Porsche 911 S/T elicited near-universal acclaim. Seasoned automotive journalists, racing drivers, and Porsche insiders alike have sung its praises. Here’s a snapshot of the public and media reception:

• Critical Acclaim: Many reviewers are ranking the 911 S/T among the greatest sports cars of all time. Auto Express in the UK gave it a perfect 5/5 rating and opened their review by declaring it “one of the best sports cars ever built” autoexpress.co.uk. Their verdict lauded the sublime engine, chassis, and suspension, noting that if you’re lucky enough to get one, “you’ll have bagged yourself one of the best sports cars ever made.” autoexpress.co.uk They described the driving experience as raw and engaging yet paired with just the right dose of modern luxury and refinement. Over in the U.S., Road & Track’s experienced editor went even further, titling his review “The Porsche 911 S/T Is the Greatest Road Car I’ve Ever Driven.” roadandtrack.com He admitted that sounds hyperbolic, but backed it up by saying even among hundreds of cars he’s tested, the S/T delivered a level of feedback and joy that is “bordering prophetic” roadandtrack.com roadandtrack.com. Notably, he mentioned that Walter Röhrl – Porsche’s senior development driver and rally legend – also called the 911 S/T the best road car he’s driven in his life roadandtrack.com. When a two-time World Rally Champion and longtime Porsche test driver says that, you sit up and take notice.
• Driving Experience: Virtually every journalist highlights how alive the S/T feels. There are reports of drivers getting out of the car grinning ear to ear, waxing poetic about its immediacy and precision. Quotes like “far and away the most visceral, most satisfying, most joyful motoring experience you can get from a road car right now” roadandtrack.com sum up the sentiment. Many emphasize that it’s not about raw speed – it’s the way the car makes you feel. The removal of rear-wheel steering and the lightweight flywheel make it a bit more challenging to drive smoothly at first (the engine responds so fast that you need to recalibrate your shifts), but once mastered, it’s deeply rewarding autoexpress.co.uk autoexpress.co.uk. Motor Trend described it as “peak Porsche” and noted how even on bumpy roads the car never loses its composure or charm, calling the handling “impeccable” and the steering “beautiful” motortrend.com motortrend.com. There’s a sense that the S/T delivers old-school driving thrills (somebody said it “shrinks around you like a classic 911”) combined with modern confidence and capability – a blend that’s exceedingly rare.
• Comparisons and Superlatives: Journalists often compare the S/T to prior legends like the 911 R, GT3 RS, etc., usually to say the S/T is the new benchmark. Car and Driver in an early look said, “The new S/T isn’t a race car or even a track car. It’s a road-focused 911 with a lot of parts from the GT3 and GT3 RS,” implying it hits a sweet spot enthusiasts have craved caranddriver.com. Top Gear and other outlets have echoed that it’s the 911 “enthusiasts have been waiting for” – essentially the ultimate evolution of the 911 formula before electrification changes the game. The phrase “best 911 ever” comes up frequently in forums and reviews, albeit always with the caveat that very few will ever get to drive one. Even Jeremy Clarkson, known for his sharp tongue, reportedly was impressed; while jokingly calling it “a glorified Beetle” in his style, he conceded it looks to be “the best all-around car to have” for pure driving (this via hearsay on social media) – a grudging approval from the former Top Gear host. Enthusiast forums are full of both awe and envy: awe at what Porsche has achieved technically, and envy that they themselves probably can’t afford one or weren’t allocated one.
• Public Reaction: Among the general car-loving public, the 911 S/T has a bit of a mythical aura. It’s admired for what it represents – a stand against the tide of automation and electrification – but also resented by some for its exclusivity. On one hand, you have Porsche fans declaring it the “holy grail” 992 and plastering its photos as wallpapers. On the other, you have cynical memes about how it’s just another 911 nobody can buy. The value debate we discussed is a hot topic: some purists lament that such an enthusiast-focused car is mostly ending up in collections. A comment on Reddit quipped, “My fear is we have a lot more customers than cars… better keep a fire extinguisher handy for when flippers’ hair catches fire from greed!” (paraphrasing a jokey reference to Preuninger’s comments on demand and an inside joke about 911s). In any case, the S/T certainly has people talking – it’s the kind of car that even folks who aren’t Porsche-philes take note of, because it seems to embody that romantic ideal of a driver’s car.
• Expert Endorsements: We’d be remiss not to circle back to Andreas Preuninger, the mastermind of Porsche’s GT cars. He has been openly proud of the 911 S/T and given several interviews. One of his quotes that stands out: “We wanted to make the lightest 992 possible… to feel super light and shrink around you when you drive it. That was the main development goal.” roadandtrack.com By all accounts, he and his team achieved exactly that. He also expressed that the S/T was built for driving pleasure above all else, explicitly not caring about Nürburgring lap times or paper stats roadandtrack.com. It’s somewhat remarkable in today’s industry to hear an engineer say they “never even tried” to get a ’Ring time – a refreshing attitude that endeared him and this car even more to enthusiasts. It signals that the 911 S/T was a passion project for Porsche’s GT department, not just a marketing exercise. Preuninger even joked that if he could only have one 911, the S/T might be it motortrend.com. Considering he has presided over creations like the Carrera GT, 918, and countless GT3s, that’s high praise from the source.

In conclusion, the reception of the 2025 Porsche 911 S/T has been stellar. It’s been applauded as a fitting tribute to the 911’s legacy and a high-water mark for pure combustion-engine sports cars in general. The few criticisms one might find are largely about the price or scarcity, not the car’s abilities – and even those come with a tone of lament, as in “it’s a shame more people won’t get to enjoy this masterpiece.” As a road machine, it appears the S/T delivers on its promise of “sheer driving enjoyment” newsroom.porsche.com and then some. For Porsche, it’s a triumphant way to celebrate 60 years of their icon: by creating a new icon.

Final Thoughts

The 2025 Porsche 911 S/T is a car that manages to be both a nostalgia trip and a cutting-edge thrill ride. It reaches back into the past – reviving the spirit of a 1970s racing 911 and the ethos of analog driving – while simultaneously showcasing everything Porsche’s modern engineering can do to heighten that experience. In a world rapidly embracing electrification, the S/T is a loud, exhilarating reminder of why petrol-fueled, manual-shift sports cars still captivate our hearts.

It’s not just another 911 variant; it’s arguably the ultimate expression of what the 911 has always been about: balancing daily usability with racing roots, blending precision with soul. With its lightweight construction, manual gearbox, high-rev engine and obsessive focus on feel, the S/T delivers a type of driving engagement that even far more expensive hypercars struggle to match. As the swan song of the 992 generation’s pure-GT cars, it hits all the right notes – loudly, at 9,000 rpm, in fact.

For those fortunate enough to own or drive one, the 911 S/T offers an experience that one journalist aptly described as “addictive and immensely satisfying” roadandtrack.com. For the rest of us, it stands as an inspiring achievement to admire – proof that even after six decades, the Porsche 911 can still astonish us, still set new benchmarks, and still make us feel like wide-eyed kids again when we get behind the wheel.

In the grand tapestry of the Porsche 911’s history, the 911 S/T will surely be remembered as a rare and bright thread – a car that captured the essence of driving at its purest, at a moment in time just before the dawn of a new automotive era. As an investment, it’s gold. As a piece of engineering, it’s genius. And as a driver’s car, it’s legendary – a true return of the legend, living up to its name in every sense newsroom.porsche.com.

Sources: Porsche Newsroom newsroom.porsche.com newsroom.porsche.com newsroom.porsche.com; Road & Track roadandtrack.com roadandtrack.com; Auto Express autoexpress.co.uk autoexpress.co.uk; MotorTrend motortrend.com motortrend.com; MachinesWithSouls blog machineswithsouls.com machineswithsouls.com; Porsche Press Release Archives newsroom.porsche.com; Porsche News US newsroom.porsche.com newsroom.porsche.com; Petrolicious petrolicious.com.