Humans generally don’t like change. Just ask Coca-Cola, or indeed, Porsche. When a product becomes so beloved that certain individuals build a chunk of their personality on it, any changes are often subject to heavy scrutiny. Unsurprisingly, people are big mad about the digital gauge cluster in the 992.2 Porsche 911, but I reckon it’s time they got over it.
Now, I’m not one for ultra-minimalist tech-heavy cars. I like buttons, knobs, switches, tactile things that add complexity but also facets to interact with the machine. Both of my own cars feature row-your-own gearboxes by choice, to give you context on how I’ve put my money where my mouth is. As for this latest generation of Porsche’s sports car, I still bemoan the change from a simulacra of a key to a regular start button, but after having lived with the 992.2, I can safely say that the new all-screen instrument panel is actually a substantial usability improvement.
Still, that hasn’t stopped people on the internet from getting mad ever since spy photos of the facelifted interior leaked in 2022. On a Rennlist thread about the digital cluster abundant in short comments detailing the suboptimal reception of the digital gauge cluster, one user wrote “It’s almost like Rolex going with digital movement and displays.”
On a similar note, this Reddit post in r/porsche entitled “We Need Analog Gauges Back on the 992.2 911” goes on a rant about how this user is unenthused by the all-digital cluster on facelifted 992.2 non-GT models.
The move to a completely digital cluster feels like a step towards homogenizing the driving experience. One of the unique charms of the 911 was its distinct analog elements, which set it apart from other high-performance cars. Now, it seems Porsche is prioritizing flashy screens over the timeless driving pleasure that the analog tachs offered. Don’t even get me started with the start/stop button. I am not looking forward to the future.
Alright, if it’s about tradition, let’s take it there. The dashboard of classic 911s is dominated by a five-gauge layout, and while it looks great with the physical tachometer in the close-up photograph above, it only takes a quick zoom out to reveal a problem in emulating a classic Porsche 911 cue in the pre-facelift 992.1.
Ah, yeah. See, the pre-facelift 992.1 cluster consisted of two screens flanking an analog-facing tachometer, and if you wanted the five-gauge layout, the two outer simulated gauges were almost completely blocked by the rim of the steering wheel. This wouldn’t be a huge problem if the information within them wasn’t necessary for vehicle operation, but the simulated gauge on the right is the only one that can display fuel level and range remaining. You know, important information when operating a car. Also, about that tachometer—it’s not an analog cable-driven unit because pretty much no modern car still uses that technology. Instead, it’s a digital board with an analog face, only analog in the horological sense rather than the sense every car enthusiast seems to use.
Meanwhile, the all-digital cluster in the 992.2 Porsche 911 goes semi-circular with the outer dials when the five-dial layout is selected, and the result means you’re actually able to see all five dials. A quick glance down while in my normal seating position lets me see oil temperature, water temperature, wheel speed, engine speed, and a little dial of my choosing I currently have set to display the trip computer. Excellent.
What’s more, the all-digital cluster opens up new layout options, and I’m quite fond of this minimalist one. You used to have to choose between displaying your tire pressure and certain powertrain temperature levels on a regular 911, but not anymore. Tire pressure and temperature on the left, oil temperature, coolant temperature, battery temperature in this T-Hybrid model, and fuel tank level on the right. Speed and revs in the middle, of course.
While the analog-style tachometer is still fitted to the 911 GT3, I’ve actually found the all-digital cluster easier to live with. Besides, we’re talking about a predominantly turbocharged, predominantly dual-clutch automatic sports car available with four-wheel-steering, adaptive damping, and even hybridization. The jig of pretending it’s “analog” is firmly up. Want something more mechanical and less electronic? Go buy an old air-cooled Porsche. Want something up-to-date? Buy a new one. For now, I’ll continue to enjoy this familial digital cluster as I decide whether the stick-shift 911 Carrera T or the electrified 911 Carrera GTS T-Hybrid is the new Carrera to have. Watch this space.
Top graphic images: Thomas Hundal
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