THE PROLIFERATION OF THE PORSCHE 911 shows no signs of slowing. In addition to the GT3 RS, we drove two other new variants. First, there’s the GT3 Touring package. Think of it as a GT3 for those who have matured beyond the adolescent looks of a huge rear wing—which probably includes many people who can actually afford a $144,650 sports car.

Behind the rear axle is the GT3’s 500-hp, 4.0-liter flat-six, making delicious noises as its valvetrain tickles the 9000-rpm redline. Instead of a big rear wing, though, there’s a subtle Gurney flap and a retractable spoiler. That means there’s less downforce than on the regular GT3, but you’re unlikely to notice outside a racetrack.

Indeed, the street-driving experience isn’t really any different than in a winged GT3, save for the fact that onlookers outside Porsche circles might think you’re driving a regular-issue 911. Critical to both buyers and the deep want this car inspires, it comes only with a manual transmission. So if you hear a blipped downshift as one drives by, you’ll know that the person behind the wheel has their act together. Leather, not Alcantara, lines the interior for the same reason that an adult shouldn’t carry a wallet made with fabric and Velcro.

The Touring package is a celebration of maturity. It’s about understanding how to appreciate the very best without having to flaunt it, and the satisfaction in knowing that, unlike the late, great 911 R, it’s free. The package comes at no extra cost—well, except a bit of attention.

Several rungs down the performance ladder there’s the $103,150 911 Carrera T. It has the 370-hp flat-six from the standard Carrera—50 fewer horses than the Carrera S, which costs just $3000 more. In the interest of performance, the T sheds a few pounds and makes standard several performance goodies, including a lowered suspension and sport exhaust. Going for the T also opens the door for four-wheel steering, an option that’s not available on the base Carrera. Manual-equipped versions come standard with the Carrera S’s limited-slip differential and shorter final-drive ratio.

In the interest of weight savings, Porsche removes much of the sound-deadening material and uses lighter rear glass. For an extra $5200, Porsche will even ditch the rear seats and install lightweight front buckets with carbon-fiber-reinforced shells.

The standard seats have cloth inserts and more flexibility than the usual leather. They impart a retro feel to the cabin, as do the fabric loops that open the doors. Shorter gearing gives the T a bit more life, but any manual 911 is a tactile delight. Chassis changes are similarly subtle. A base 911 is about as direct as cars come. The T is even more direct, but it doesn’t do anything a Carrera S won’t do with the same options. For example, the four-wheel-steering system is as good as it is in any 911.

Rather than a new model, it’s best to think of the T as an easy way for a performance enthusiast to go to a Porsche store and find a base 911 equipped with most, if not all, of the things you want.

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