The big news for the 2021 Porsche 911 is the return of the Targa and Turbo variants. The Targa brings classic roofless style to the latest 911 generation, while the Turbo brings tremendous speed. The humble Carrera benefits from the new arrivals, gaining new options like acoustic glass and a more sophisticated adaptive cruise control system.

This generation of 911 (codenamed 992 in Porsche nomenclature) debuted only last year. We don’t see any major mechanical changes on the horizon.

With the return of the Targa and Turbo, the latest Porsche 911 comes in a dizzying eight trims: Carrera, Carrera S, Targa, Carrera GTS, Targa S, Targa GTS, Turbo, and Turbo S.

Carrera and Turbo trims can be ordered as convertibles, with the Targa trims as a stylish roofless alternative. Confused yet?

Pricing is less complicated – the 911 is expensive no matter how you slice it. Starting prices range from $100,550 including destination for a base Carrera to $204,850 for a Turbo S.

No matter what 911 you choose, a flat-six engine sits behind the rear wheels. Most models use a 3.0-liter engine, with power output dictated by trim. S and GTS models get progressively more power, although Porsche hasn’t released official numbers for the incoming GTS. Turbo trims use their own 3.8-liter mill. Again, the Turbo S gets a higher tune.

Porsche’s benchmark eight-speed dual-clutch PDK automatic transmission is the default. Carrera S and Targa 4S trims have a seven-speed manual as a no-cost option.

All-wheel drive is standard on Targa and Turbo models, and optional on Carreras, which get standard rear-wheel drive.

The Porsche 911 is classified as a four-seater, but don’t let that fool you. The rear seats aren't friendly to adults and are best reserved for children and cargo.

You’ll need the space, because the 911’s "frunk," or front trunk, holds only 4.6 cubic feet of luggage. In coupe models, rear seats fold down to provide a little extra versatility.

The 911 has improved over the last decade and now offers competitive safety tech. Automatic emergency braking, forward collision warning, and front and rear parking sensors come standard. For 2021, PDK-equipped cars can add a more sophisticated InnoDrive cruise control.

Blind-spot monitoring ($1,060), lane keeping assist ($1,220), adaptive cruise control ($2,000), a surround-view camera system ($1,430), and night vision assist ($2,540) are on the options list.

The 911 doesn’t skimp on infotainment, which we’d expect in a car costing six figures. A 10.9-inch infotainment screen fills the dash on every model, with navigation, Apple CarPlay compatibility, and satellite readio baked in. Sadly, Android Auto didn’t make the cut. The system is wi-fi compatible and there are two front USB ports.

On the options list, you'll find a Bose surround-sound audio system ($1,600) and a Burmester surround-sound audio system ($5,560).

The Carrera may be the base model, but don’t underestimate it. 0-60 takes four seconds flat. The gauge cluster is now largely digital, but the tach still runs to its 7,500 rpm red line on an analog dial.

The 911 doesn’t skimp on interior luxury. Dual-zone automatic climate control, heated front seats, partial leather upholstery, and Porsche’s app-based Connect system all come standard. The exterior keeps the classic 911 shape, with LED headlights and staggered wheels measuring 19 inches up front and 20 in the rear.

Porsche’s options list is long, elaborate, and expensive.

Power sport seats with memory settings are $2,330 that most owners will spend. The Premium Package is another popular addition, with Bose speakers, ventilated front seats, a surround-view camera, and blind-spot monitoring for $5,350.

Performance enthusiasts will want the Sport Chrono Package ($2,790), which drops 0.2 seconds off the 0-60 sprint thanks to launch control. Also included are additional driving modes, a dash-mounted chronograph, and tire temperature readouts.

Individual options are too exhaustive to list, but highlights include: an electric sunroof ($1,560), power-folding side mirrors ($370), automatic cornering headlights ($1,270), and leather sport seats ($810).

Aside from the various roof styles, most 911 models have identical interiors. The extra money commanded by the Carrera S goes almost entirely into the engine, which adds 73 hp over the base Carrera. 0-60 time drops to 3.5 seconds, or 3.4 in a 4S. S models and above upgrade to 20/21-inch wheels.

The Carrera S does unlock new mechanical options. A seven-speed manual transmission is a no-cost option, and rear-axle steering adds $2,090. For another $1,020, Porsche will lower the ride by 10 mm for a sport suspension with active damping.

Although the Targa functions as its own model within the 911 lineup, it’s essentially a cross between the coupe and cabriolet. The rear pillars remain in place, but the roof between the headrests and the windshield stows away. Aside from looks, the main difference between the cabriolet and the Targa is that the Targa needs to be stopped to stow its roof.

The Targa comes with standard all-wheel drive. Otherwise, trim and options are the same as the Carrera.

Details are hazy on the new Carrera GTS, which should land sometime this year. The car will almost certainly use the same engine as the Carrera and Carrera S, but tuned for even more power. Expect extra performance goodies as well, especially those made for track days. Past GTS models have started with rear-wheel drive and provided options for both manual and automatic transmissions.

Where the Carrera 4S goes, so goes the Targa 4S. This trim is also available with either a manual or an automatic, and comes with the same sporty options.

Like the Carrera GTS, the Targa 4 GTS awaits official confirmation of features and options. Most of the price difference goes into the roof mechanism, so we expect trim to match the Carrera here as well.

The Turbo is a major step up in the 911 range, bringing prodigious horsepower and a blistering 0-60 time of 2.7 seconds. Standard all-wheel drive helps put all that power down to pavement.

The Turbo is fractionally longer, wider, and taller than lower trims, but the interior is similar. Full leather upholstery is standard, as are power sport seats, with unique Turbo badging that extends to the tachometer.

Features from the Sport Chrono Package are included, although an active sport suspension remains a $1,510 option. Somewhat disappointingly, the best active safety tech remains on the options list as well.

As the king of the 911 lineup, the Turbo S unlocks all 640 horsepower from the flat-six engine. 0-60 times drop by another tenth, the quarter mile falls in 10.5 seconds, and top speed pushes north of 200 mph.

Adaptive 18-way sport seats come standard, but, otherwise, the Turbo S looks just like the Turbo. If you really want to max out the configurator, turning either Turbo trim into a convertible costs another $12,800.

Compare 911 Trims Side-By-Side