The Porsche 911 Carrera T is back for 2023, revived now for the current 992 generation. It slots in above the base Carrera and below the Carrera S, preserving its touring car roots in the best ways possible: it’s fun, sporty, and cool; and it does it in a purist drivers’ package.

Instead of just hitting the streets of LA, we left the city for the Angeles Crest Highway. It was here where the rear-mounted twin-turbo six-cylinder came to life, displacing 379 horsepower and 331 lb-ft of torque. Power was sent to the rear wheels through a standard seven-speed manual transmission. According to Porsche, a Carrera T manual can do 0-60 sprints in 4.3 seconds.

But as a touring car, I almost feel like the 0-60 stuff and top speed– 181 mph, by the way– is less important. It’s about how it feels on the road. And this engine is perfect for the Carrera T’s job. Smooth acceleration, accurate response and harmonics you just can’t get enough of. The transmission is slick, and the clutch is firm in actuation without being a burden.

Sticking to the road was easy thanks to the mechanical limited slip differential with Porsche Torque Vectoring– a standard feature on the Carrera S trickled down to the T. The Porsche Active Suspension Management system and Sport Chrono Package are also included, though rear-axle steering, which my car had, is an option.

After some time driving, I had a realization– thinking back to another T I drove on similar roads…

“You know, it’s kinda funny. I was out here with the Macan T not that long ago, and I made a comment then about how the Macan T was a little sportier without going full-bore. That’s exactly the case with the Carrera T. It’s meant to be sort of a sportier ride, a very– almost like a purist kind of experience without going all-out, right? Now, they accomplish this first and foremost by being a 911, right? It’s going to sport. But, uh, standard you get a seven-speed manual and you get a rear-seat delete. Now, you can opt for an 8-speed PDK and you can also throw those rear seats back in if you so choose, and that’s fine, but I think the way I have this one optioned is just perfect. Like, this is how I would want it. So that, along with the lightweight glass, less sound deadening to let all the good noises in, um, and the Porsche Active Suspension– all those things, it all culminates into yeah, exactly that: a purist, just totally fun experience.”

So, the Carrera T brings in some of the more driver-focused amenities and also does it while saving a little weight in the process, but it does so without stripping away all the premium features you’d realistically still want. 4-way power sport seats are standard, as are the digital gauge cluster and infotainment screen; the latter of which I used for Apple CarPlay.  My car’s seats were the optional 18-way Adaptive Sport Seats– very comfortable, and stylish with the 911 name embroidered up top.

The Carrera T stands apart from the crowd in some obvious ways, like the big side profile designations and rear badging, but it also accentuates the exterior with various trimmings in Agate Gray. The wheels are finished in Titanium Grey and carry the theme well. All in all, it’s nice to have something a little bespoke in a near-entry trim.

Now, I understand that an “entry level Carrera” may sound like an oxymoron to some, but that’s what it is, starting around $118,000 with delivery. My Guards Red tester ultimately optioned out to $137,480, so you can get a little gung-ho with the options– some of which I highly recommend for that driver’s experience, like rear axle steering.

So, to reiterate my opener: the 2023 Porsche Carrera T is a fine addition in the lineup, slotting in perfectly above the Carrera and below the Carrera S. It’s fun, sporty, and– at least in my opinion– undeniably cool.

And we’ll have plenty more cool cars soon, right here on MotorWeek.

After a one-year hiatus, the Chevrolet Trax compact utility is back and all-new for 2024, aiming to entice young buyers with modern looks and amenities, all at a condensed value.

This sharp new design illustrates a significant growth spurt, now 11-inches longer on a 6-inch longer wheelbase. Inside, this means 3-more-inches of rear legroom and over 25 cubic-feet of cargo storage with the second-row seats up– or up to 54 cubic-feet seats-down.

This is the same for all five trims; of course, there are some key differences. For example, the entry LS and 1RS trims come with analog gauges and an 8-inch touchscreen. LT, 2RS and ACTIV come with both an 11-inch touchscreen and an 8-inch digital instrument panel. The higher trims also come with some extra content, like heated front seats and keyless start; but, some of the more important features, like certain driver safety systems, come standard on all.

Also standard is the sole powertrain: A turbocharged 1.2-liter inline-three rated at 137 horsepower and 162 lb-ft of torque sent through a six-speed automatic. The Trax is front-wheel drive only this time, and it proved to be up to the task during our North Carolina First Drive.

ALEXANDER KELLUM: “Now, for those of you who may be concerned about some of the powertrain figures there, ‘cause I know, like, 3-cylinder may not sound the most attractive to some buyers. Um, but for what this vehicle is meant to be, just a compact commuter that gets you from point-A to point-B and offers, again, a healthy amount of standard features, this three-cylinder’s doing great. I’m cruising around Asheville right now and I’m not having any problems. I could keep up with traffic on the freeway; yet, back here on some of these roads, uh, it’s perfect. It’s quiet, it’s smooth and, yeah, it feels great.”

The 2024 Chevrolet Trax is an impressive experience from powertrain to features, especially when you weigh its value. A base-level LS starts at $21,495 with delivery, while the top-level 2RS and ACTIV start at $24,995.
Chevrolet ticked all the boxes when they set out to create a compact utility for the young and modern buyer, all for a great value! And we’ll have more Quick Spins… soon!