2022 Porsche 911

The volume trim for 2022 is the base Carrera coupe, carrying the 992-generation 3.0L twin-turbocharged flat-six at 379 hp — a carry-over output within the 992.1 generation that began in 2019, with 2022 adding the GTS and 992 GT3 above it rather than changing the base engine.

Peak torque of the base Carrera's 3.0L twin-turbo flat-six arrives at just 1,950 rpm and holds to roughly 5,000 rpm, giving the car far more low-end thrust than its naturally aspirated ancestors.

Porsche's own figure for the base 992 Carrera coupe with the 8-speed PDK and the Sport Chrono launch-control package; instrumented tests of the base car have come in quicker still, as Porsche traditionally underquotes.

The twin-turbo 3.0L flat-six is close to lag-free in normal use — peak torque from 1,950 rpm, immediate throttle response, and a linear pull to its 7,500 rpm redline — with only the muted, synthesized-sounding induction note keeping it from a top-band score.

The 8-speed PDK dual-clutch — standard on the base Carrera for 2022, since Porsche withdrew the 7-speed manual option from the base car that year — is the segment benchmark: near-instant shifts, no hunting, and manual-mode logic that holds the gear you ask for.

All-wheel drive is available across most of the 2022 911 range via the '4' models — Carrera 4, Carrera 4S, Targa 4 and 4S, Carrera 4 GTS — and is standard on Turbo and Turbo S, using Porsche Traction Management's electrohydraulic front clutch; it remains an on-road traction system with no low range or terrain modes, and the volume base Carrera is rear-drive.

2022 is a notably wide year for the 911 — three states of tune of the 3.0L twin-turbo flat-six (379/443/473 hp, the GTS being new for 2022), the 3.7L twin-turbo Turbo/Turbo S (572/640 hp), and the naturally aspirated 4.0L 502 hp GT3 that also arrived for 2022 — but every one of them is gasoline, with no hybrid, PHEV or EV option anywhere in the range.

EPA rates the volume 2022 Carrera coupe at 20 MPG combined, barely above the 18 MPG floor of the gas coupe band — a 379 hp rear-engine sports car with stop-start and a tall eighth gear, but no electrification to lean on.

City rating of 18 MPG sits just above the 16 MPG coupe floor; auto stop-start helps at lights but a 3,354 lb car with 3.0 liters of forced-induction flat-six does not reward stop-and-go use.

24 MPG highway lands exactly on the 24 MPG floor of the coupe highway band, scoring zero — the 992's aerodynamics and eight-speed overdrive gearing help, but the segment band is calibrated against far more efficient coupes.

EPA publishes 338 miles of total range for the 2022 Carrera from its 16.9-gallon (64-litre) standard tank — well into the bottom of the 300-650 mi coupe band, since the 992 prioritizes weight distribution over tank size.

EPA's annual fuel cost of $3,900 is far beyond the $3,200 top of the coupe band, driven by both the 20 MPG combined rating and the premium-fuel requirement; EPA flags it as costing more in fuel over five years than the average new vehicle.

EPA lists premium gasoline as required, not merely recommended, for the twin-turbocharged 3.0L flat-six — there is no regular-fuel tolerance, no flex-fuel capability and no electrified 911 variant in 2022 to offer a cheaper energy path.

NHTSA has published no NCAP rating of any kind for the 2022 Porsche 911 — no overall, frontal, side or rollover star. The 992 generation has never been selected for NCAP testing in any model year; a six-figure sports car at this volume falls outside routine vehicle selection. Estimated at the segment-typical 4 stars from the 992's mixed aluminium-steel bodyshell and full POSIP airbag complement, with no tested figure behind it.

IIHS has never crash-tested the 992-generation 911, so 2022 holds no Top Safety Pick or TSP+ award and not one individual crashworthiness result. Untested with no known structural deficiency would sit mid-band, but 2022 carries two separate recalls that bear directly on restraint-system integrity — a dashboard console that can break and cause the passenger airbag to deploy improperly (a 2022–2023-only campaign), and the 2020–2024 windshield/rear-window bonding defect that can leave the front airbags unsupported — plus a do-not-drive center-lock wheel bolt campaign. Two airbag-integrity recalls on one model year puts it a notch below the otherwise-identical 2024 car.

2022 is a mid-cycle update year for the 992.1 — new PCM 6.0 with a 10.9-inch screen, Android Auto, and a new optional Remote ParkAssist bundle — but none of it moved the standard assistance content. A base 2022 Carrera leaves the factory with Warn and Brake Assist (forward collision warning plus AEB with pedestrian detection), Porsche Wet Mode, front and rear ParkAssist sensors, a reversing camera, and ordinary fixed-speed cruise control. Of the five features this item names, only AEB is standard: lane keeping, blind-spot monitoring, rear cross-traffic alert and adaptive cruise are all extra-cost, and the first two do not become standard until the 992.2 for 2025. That sits at the bottom of the middle band, below the Corvette, which at least ships blind-spot and cross-traffic monitoring on its volume trim.

Warn and Brake Assist is standard on every 2022 911 — a camera-based system with radar support that warns in two stages and brakes autonomously against vehicles, pedestrians and cyclists. IIHS has never run front crash prevention testing on the 911 in either the vehicle-to-vehicle or the pedestrian protocol, so there is no Superior or Advanced result and, decisively for this item's top band, no nighttime pedestrian result at all. Scored on hardware completeness rather than measured performance; identical sensor set to the 2024 car.

Lane Change Assist is radar blind-spot monitoring with illuminated warnings in the mirror triangles, bundled with rear cross-traffic alert; it is alert-only, with no braking or steering intervention, and the exit/door-opening warning that broadens the system does not arrive until the 992.2 for 2025. None of it is standard — for 2022 it is option content, and the newly introduced route to it is the Remote ParkAssist bundle, which itself requires the PDK transmission. A 2022 Carrera ordered without the box has nothing watching its blind spots, which on a car with this rear three-quarter shape matters more than most. Optional, alert-only and no intervention sits just below the middle band.

A 2022 911 has no lane assistance of any kind as delivered. Lane Keep Assist with Traffic Sign Recognition is an option — and the reactive kind, arming above roughly 40 mph and nudging the wheel back when the car crosses a marking — while genuine lane centering exists only inside the more expensive InnoDrive package with Active Lane Keeping. Nothing standard is the definition of the bottom band; scored at the top of that band rather than the floor because both systems are at least orderable and competent when fitted. Unchanged from 2021 and still three model years away from Lane Keep Assist becoming standard on the 992.2.

Specified, the 992.1's adaptive cruise is a full-speed-range radar system with stop-and-go on PDK cars, and the InnoDrive layer above it reads navigation data ahead of the car to adjust speed predictively for corners, gradients and speed limits, bundled with an emergency stop assistant — a genuinely good implementation. None of it is standard: the volume 2022 Carrera ships with plain fixed-speed cruise control and pays separately for adaptive cruise, InnoDrive and Active Lane Keeping. A capable system the car does not leave the factory with lands mid-band — well clear of the Corvette, which cannot be had with adaptive cruise at any price, and short of the German luxury coupes that make it standard.

Porsche offered no hands-free highway driving system on the 911 in 2022, and there is no BlueCruise or Super Cruise equivalent anywhere in the Porsche range. InnoDrive, the most capable assistance option on the car, is an explicitly hands-on predictive cruise and lane-keeping function. Floor of the band, level with the rest of the sports-car segment.

Every 2022 911 gets LED headlights with the Porsche Dynamic Light System — speed-sensitive, dynamic cornering light — as standard, solid rather than exceptional hardware. Above it sit two paid tiers the volume car does not have: LED headlights with PDLS Plus (option 8IS) and the glare-free segmented LED Matrix system with PDLS Plus and automatic high-beam control (option 8IU). IIHS has never rated 911 headlights, so there is no Good result to lean on either way. Identical lighting hardware and availability to the 2024 car, and no lighting recall touches this model year.

Forward and three-quarter visibility is the best in the segment: a low cowl, genuinely slim A-pillars and the crowns of both front fenders in view make the 911 easy to place on a road in a way mid-engine and long-hood rivals are not. Rearward is the penalty — thick C-pillars, shallow rear glass and a deck the driver cannot see over — offset by a standard reversing camera and ParkAssist sensors front and rear, with 3D Surround View available only inside the new-for-2022 Remote ParkAssist option. Held below where the sightlines alone would put it because the camera compensating for the worst view was itself recalled on this model year.

The Carrera coupe's 2+2 layout gives it something the Corvette and GR Supra cannot offer at all — ISOFIX/LATCH anchorages at both rear positions plus a front-passenger child-seat provision with airbag deactivation — but the execution is close to the practical floor. There are no rear doors, access is over a folded front seat, the rear backrests are upright and shallow, and owners report that fitting a rear-facing or high-back seat means pushing the front passenger seat well forward or removing the rear seat uprights outright to claw back four to six inches. Workable for occasional short trips with one small child; not daily car-seat transport.

The 911 Carrera coupe is a 2+2: two usable front seats plus two small rear jump seats intended for children only.

Front headroom sits mid-band for a low-slung sports coupe; unchanged from the 992's 2019 launch specification carried through MY2022.

Long footwell and reclined seating give the front occupants generous legroom typical of a rear-engine sports coupe.

Rear headroom falls below the coupe normalization band floor — the sloping roofline over the rear jump seats leaves almost no clearance for anyone but small children.

Porsche does not publish a rear legroom figure for the 992; reviewers and owners consistently describe the rear seats as usable only for pre-teens with front seats pushed forward, placing legroom near the bottom of the coupe band.

The 911's standalone luggage compartment is the front trunk; the rear seat area adds folding cargo space but isn't a true second trunk.

Door pockets, a modest center console bin, and the foldable rear seat shelf give reasonably competitive everyday storage for a dedicated sports coupe, without any standout innovation.

Front sport seats (18-way adjustable on higher trims, heated standard) are widely praised for long-haul comfort and support; the rear seats are effectively unusable for adults, capping the overall item score despite the excellent front chairs.

Standard adaptive dampers (PASM) let the 911 settle into a genuinely composed, comfortable street ride while remaining tightly controlled — unusual breadth for a car this focused on track capability.

Reasonably composed at highway speed for a performance-focused sports car, though it does not approach true luxury-cabin isolation and the flat-six/exhaust note is always present by design.

Two-zone automatic climate control and heated seats are standard on the volume Carrera trim, with ventilated seats and additional comfort options available — solid but not class-leading richness.

The entry 2022 Carrera coupe — mid-cycle 992.1 — opens at $101,200 before Porsche's $1,350 delivery, processing and handling fee, a $2,000 increase over the 2021 car. That is nearly double the top of the coupe pricing band, so this item bottoms out even though 2022 was the cheapest the 992 ever got relative to its later years.

The Carrera S is the historical US volume 911, and $118,450 delivered is also roughly where a base Carrera ends up once a 2022 buyer adds the driver-assistance options Porsche charges for — adaptive cruise, Lane Change Assist, surround view — plus Sport Chrono and metallic paint. In 2022 specifically this figure understates reality further than usual, because chip-shortage scarcity meant many cars transacted at or above sticker.

Published estimates for the 911 spread widely because they differ on how much tire and brake spend to attribute — CarEdge models roughly $5,400 over five years, Edmunds about $9,500, KBB nearer $11,700. The 4-year/50,000-mile warranty absorbs genuine repairs for most of the window, so the bill is dominated by Porsche dealer labor rates and wear items; $9,500 is the defensible midpoint, past the top of the coupe band but below the AMG-tier norm because the 911 is unusually reliable for the class.

This is the single line that keeps the category from collapsing, and the 2022 model year has observed data rather than a forward model behind it: Kelley Blue Book measures the 2022 911 as having depreciated just $7,666 — 6% — in its first three years, placing it in the top 10–25% of all 2022 coupes. Projecting the remaining two years onto a softening used-Porsche market lands at about 80%, which is exactly where iSeeCars' five-year study puts the 911 across the market. Far clear of the top of the coupe band either way.

Porsche's New Vehicle Limited Warranty was 4 years / 50,000 miles brand-wide for 2022, unchanged from surrounding years, matching the German luxury norm and beating the 3/36 that Ford and Chevrolet give the Mustang and Corvette. Mid-band.

Porsche publishes no standalone extended powertrain coverage in the US for 2022: the flat-six and PDK are covered only for the same 4-year/50,000-mile basic term, so protection on the most expensive components to repair ends at the bottom of the band. Buyers wanting more had to buy Porsche Vehicle Service Protection.

Porsche includes no complimentary scheduled maintenance in the US — every visit is billed, and at Porsche labor rates that is the most expensive version of that policy in this segment. What is included is 24-hour Porsche Roadside Assistance for the full 4-year warranty term, plus a connected-services package that 2022 materially improved: the Porsche Connect trial went from one year to three, and wireless Apple CarPlay and (for the first time in a Porsche) Android Auto came in at no charge. Real but thin against rivals that include years of actual servicing, so this sits just above the bottom of the basic-roadside-only band and a step above the 2024 car on the strength of that trial extension.

$118,450 volume-trim price minus its estimated resale value after 5 years (80% retained, or about $94,760) leaves about $23,690 in depreciation. Add the projected $9,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $33,190 in total.

The nameplate carries the strongest dependability credential in the US market for this period — the 911 was the highest-ranked model of any vehicle in the J.D. Power 2022 VDS at 94 PP100, its second consecutive win and third in four years — and by 2026 the 2022 car has four years of field history with no engine, transmission or major mechanical failure pattern on the 992.1. Held out of the top band because Consumer Reports cannot confirm it (sample too small for detailed data), RepairPal's cost-weighted rating is genuinely poor, and the 2022 build year specifically landed in Porsche's worst initial-quality showing of the generation.

On long-term dependability Porsche sat in the premium top three in the study contemporary with this model year — 162 PP100 in the 2022 VDS against a 192 PP100 industry average — and Consumer Reports placed it seventh overall among brands. It lands a couple of points below the later 911 scorecards because the 2022 VDS put Porsche third premium rather than first or second, CR had it seventh rather than fourth, and the brand's 2022 initial-quality result was the worst of the 992 era.

This is the busiest and most consequential recall year of the 992.1 run. Five campaigns reach the volume Carrera/Carrera S, and three of them are hardware rather than reprogramming — a do-not-drive center-lock wheel bolt that can fracture and release a wheel, front and rear glass that can detach and fail to back the airbags, and a dashboard console that can break and misdirect the passenger airbag (remedy: replace the dashboard). Three further campaigns hit GT3, GT3 Touring and bucket-seat cars. Nothing is powertrain-related and the body-weld recall covers only three cars, but this is well past typical recall activity for a low-volume sports car.

The 2022 Carrera runs the 3.0-liter twin-turbo 9A2 Evo flat-six and 8-speed PDK unchanged since the 992's 2019 launch, with the engine family itself dating to the 991.2 of 2016, and four years on the road have produced no engine or transmission failure pattern. Documented 992 complaints are ancillary and electrical — flat batteries from parasitic draw, PCM reboots, engine-mount water intrusion — rather than structural, and no NHTSA powertrain recall touches the 2022 car, which is what holds this just below the top band.

The 992.1 cabin is unchanged in substance for 2022 — leather, aluminum and optional carbon-fiber trim, heavy switchgear, the retained analog central tachometer — and reviewers consistently rate the materials as matching the six-figure price. 2022 does upgrade the screen hardware to the new 10.9-inch PCM, but low-touch areas still use ordinary plastics and the touch-slider climate panel remains a cost-look point, which keeps it short of a perfect score.

The 2022 model year is the weak point of the generation on assembly and initial quality: Porsche posted 200 PP100 in the J.D. Power 2022 IQS — 24th of 33 brands and 20 PP100 worse than an industry average that itself hit a record high — and the Chevrolet Corvette, not the 911, took the Premium Sporty Car award at 101 PP100. Much of that reflects the PCM 6.0 launch and pandemic-era supply chaos rather than structural assembly, and the 992's underlying build is still solid, but door-card rattles and buzzing are the one complaint that recurs consistently on 992 owner forums.

Service satisfaction in the study contemporary with this model year was strong but not class-leading — Porsche placed third among premium brands in the 2022 J.D. Power CSI at 879, behind Lexus and Cadillac, rather than the first place it would take in later years. The network is also small in absolute terms, roughly 200 US franchises concentrated in metro markets, so owners away from major cities travel for service. Solidly good, short of the top band.

Running costs are near the worst of any brand: RepairPal rates the 911's ownership costs 'poor' and notes that while repairs are no more frequent than average they are far more likely to be severe, and real-world service budgets run four figures every year and mid-four figures in major-service years. The 911 is kept off the floor only by the deepest independent-specialist and aftermarket support of any European sports car, so parts are obtainable and there is an alternative to dealer labor rates.

The 992 Carrera's PCM 6.0 system runs on a 10.9-inch center touchscreen, standard across the lineup.

The January 2022 PCM 6.0 refresh brought colored icons, a clearer interface, native Spotify integration and an improved voice assistant, giving MY2022 cars a genuinely modern, responsive system for the segment.

MY2022 911s gained standard wireless Apple CarPlay, but Android Auto remained wired-only until a later PCM update added wireless support.

PCM 6.0's Voice Pilot assistant was optimized in the MY2022 update and native navigation is standard, though most owners still default to CarPlay for routing.

The base sound system is adequate; a well-regarded Bose Surround Sound system and range-topping Burmester High-End Surround Sound are available as options.

The 992 keeps a central analog tachometer flanked by two 7-inch configurable digital displays — a partial-digital cluster, not the fully digital display the model line moved to in its later facelift.

Porsche pushes PCM software/map updates over the air via Porsche Connect, but this is infotainment-scoped rather than the whole-vehicle OTA capability offered by some rivals.

The Porsche Connect app provides vehicle status, remote lock/locate and trip data, but full functionality requires an ongoing Porsche Connect subscription after the initial trial period.

Front-cabin USB ports and a 12V outlet cover the car's effectively two-occupant use case; wireless phone charging is available as an option rather than standard.

Proximity keyless entry and push-button start are standard on the Carrera; Porsche's phone-as-key/digital key functionality was not yet offered on the 992 in MY2022.

A rearview camera and Park Assist front/rear sensors are available, with a surround-view camera system offered as an option — solid but not standard-fit across the board.

No head-up display is offered on the 992 generation at all — Porsche has cited the windshield's steep curvature and the optional Burmester subwoofer's packaging as reasons it couldn't be fitted.

Two-door access, a low seating position, and rear seats rated for small children only make routine car-seat loading and daily kid duty consistently frustrating.

Standard airbags and stability control are solid, and driver-assist options like Porsche InnoDrive adaptive cruise are available, but key family-relevant ADAS features are options rather than standard on the volume trim, and the 2+2 layout limits the safety proposition for families regardless of equipment.

With only two genuinely usable seats and a 4.6 cu ft trunk, the 911 cannot support a multi-hour family road trip beyond two occupants and light luggage.

Despite its performance focus, the 911 is famously easy to live with day to day: smooth PDK behavior in traffic, good visibility for a sports car, and a relaxed low-speed demeanor that reviewers repeatedly single out.

EPA-rated 20 mpg combined on required premium fuel, plus Porsche-tier maintenance, tires, and insurance costs, make the 911 an expensive daily commuter relative to mainstream vehicles.

A relatively compact footprint (177.9 in length) and a tight 36.8 ft turning circle make the 911 easier to place and park than most sports cars, though low-slung sightlines and a wide rear track require some care without the optional cameras.

The 911 has no towing capacity, no cargo bed, and only a 4.6 cu ft front trunk — it offers essentially no work capability.

While the 911's chassis and flat-six powertrain have a strong general reliability reputation, the car is engineered and trimmed as a luxury sports coupe, not for fleet or work-duty abuse.

There are no tie-downs, upfit options, onboard work power, or washable work-oriented surfaces offered on the 911 — it has no jobsite relevance.

Comfortable, well-bolstered front seats and a composed highway ride support long stints, but a modest 16.9-gallon tank at 20 mpg combined yields roughly 330–340 miles of realistic touring range between fuel stops.

Low ground clearance, no roof rack provision, and standard rear-wheel drive (all-wheel drive is a separate Carrera 4 model) leave the 911 with essentially no off-pavement or adventure-hauling capability.

A 4.6 cu ft front trunk plus a small rear parcel shelf is the extent of the 911's gear-hauling flexibility — there are no roof rails, no factory hitch, and minimal underfloor storage.

The 992 Carrera is a benchmark for handling composure in its class — wide front/rear track, standard PASM adaptive dampers, and a chassis reviewers describe as telepathic through tight corners.

Variable-ratio electromechanical steering delivers precise, well-weighted feedback that reviewers rank among the best in any modern performance car.

Standard aluminum monobloc fixed-caliper brakes (330 mm rotors front/rear) provide strong, consistent stopping power, with optional carbon-ceramic PCCB brakes (410/390 mm, 6-piston front) further sharpening pedal feel and fade resistance.

The 3.0L twin-turbo flat-six paired with the standard 8-speed PDK dual-clutch delivers smooth, immediate throttle response with quick, seamless shifts.

The flat-six's exhaust note is a core part of the 911's appeal and is generally well-regarded as characterful rather than intrusive, though it's audible by design rather than isolated.

A mid-pack turning circle for the coupe segment, reflecting the 911's relatively compact overall length despite its wide track.

A low, well-bolstered driving position with extensive seat/wheel adjustment and a driver-focused control layout is a 911 hallmark, though ingress/egress is more demanding than in a typical sedan.

The 911 Carrera is routinely cited by enthusiast press as the segment's gold standard for driving enjoyment, combining engaging dynamics, characterful sound, and everyday usability.

Porsche's a-la-carte philosophy is at its most aggressive on the 911. At $102,550 delivered the 2022 base Carrera includes partial leather, heated power sport seats, dual-zone climate, the new 10.9-inch PCM with navigation, wireless Apple CarPlay and — new for 2022 — Android Auto, an eight-speaker stereo, SiriusXM 360L and automatic emergency braking. But blind-spot monitoring (Lane Change Assist), adaptive cruise control, lane-keep assist and surround view are all extra-cost. A six-figure car that charges extra for blind-spot monitoring is out-equipped at base by a $41,000 Nissan Z, which is why this sits in the sparse band rather than the competitive one; 2022's infotainment upgrade is what lifts it a point clear of the thinner 2024 car.

On raw content and performance per dollar the 911 loses badly — 379 hp and about 4.0 s to 60 for $102,550, against a 495 hp 2022 Corvette Stingray that does it in under 3 s for roughly $62,000 with a fuller base spec. What pulls it back to fair value is depreciation: the 2022 car had shed only 6% of its value after three years, so the gap in actual cost-to-own over an ownership cycle is a fraction of the gap in sticker. Placed a whisker above the 2024 car because the 2022 entry price was $13,500 lower for the same 379 hp powertrain and the residuals have since proven out rather than being projected.

No nameplate at any price offers a ladder like this, and 2022 widened it twice over: the GTS returned to the 992 range and the 992 GT3 arrived. Buyers could pick Carrera, Carrera 4, Carrera S, Carrera 4S, Carrera GTS or 4 GTS in coupe, Cabriolet or Targa bodies, then Turbo, Turbo S, GT3 and GT3 Touring — rear- or all-wheel drive, PDK or a 7-speed manual on Carrera S/GTS and a 6-speed on the GT3 — from $102,550 to about $210,000, with Porsche Exclusive Manufaktur and Paint to Sample beyond that. Held a few points below the 2024 peak because the GT3 RS, Dakar and S/T halo cars were not yet in the catalogue and there is no entry point below the Carrera.

The 911 cleared 10,000 US deliveries for the second consecutive year in 2022 — 10,204 units, up 2% — and did so through the worst of the semiconductor shortage, inside Porsche Cars North America's best sales year to that point. It outsold the Taycan and every other Porsche car line, and outsold the AMG GT, Lexus LC and BMW 8 Series it competes with on price by multiples, though it trails the Mustang and Corvette in raw volume and had not yet reached the record 14,128 of 2024. A durable, high-acceptance seller growing against a shrinking supply, not a volume leader.

The strongest brand position in the dataset, and in 2022 the evidence was unusually hard: demand so far ahead of supply that dealers routinely attached market adjustments and allocation waits stretched past a year, a record PCNA sales year, and the best value retention of any car sold in America. The 911 is the most recognized sports-car nameplate in the world and 2022 buyers paid for that recognition in cash.

Scored on buyer benefit, and 2022 was the worst year in the generation to be a 911 buyer. Porsche put no factory cash or subsidized financing on the nameplate, and the semiconductor shortage meant the realistic best case was securing an allocation at sticker after a long wait — many buyers paid an added dealer markup instead, with halo variants going for five- and six-figure premiums. Worse for buyers than either the 2024 or 2025 cars, and near the bottom of the entire coupe field.

2022 sits in the sweet spot of the 992.1 cycle: the generation launched for MY2020, so the car was current rather than new, and 2022 delivered a real mid-cycle content update — the Taycan-derived 10.9-inch PCM with three years of connected services, Android Auto, Remote ParkAssist — alongside two significant additions to the range in the GTS and the 992 GT3. The 992.2 facelift was still more than two model years away, so redesign risk for a 2022 buyer was low. Well above the 2024 car, which was the last of the generation with its replacement already revealed, and short of the 80s only because the platform itself was three model years old.

2022 is the strongest award year of the generation. The new 992 GT3 swept the two headline enthusiast performance titles — MotorTrend's inaugural Performance Vehicle of the Year and Road & Track's 2022 Performance Car of the Year — while the range as a whole kept its place as the fixed reference every sports car is measured against, with a 4.7/5 expert rating from Kelley Blue Book. Held just off the ceiling because the 911 again missed Car and Driver's 10Best, where Porsche's slot went to the 718 Boxster/Cayman.