This is Car and Driver's review of the interior -
Revised Cockpit
This shifter is part of a major interior redesign that leaves little in the cockpit unchanged. The traditional five-dial instrument cluster remains, but only the central tachometer has a mechanical needle. The two dials flanking it on each side are computer representations on a pair of LCD screens. The dial to the right of the tachometer is a multifunction display as on the 991, but the one on the left can show a traditional-looking speedometer or display the various driver aids now optional on the 992. These include the controls for the new lane-keeping-assist system, as well as the adaptive cruise control and the blind-spot warning system. The outer dials also have a limited degree of customization.
One new feature is an optional night-vision system, which comes up in the multifunction display. It incorporates software that provides a visual warning when it detects a person or an animal in the car's path. This means that the driver is not forced to split his visual attention between looking at the night-vision display and through the windshield. Also new is an optional 360-degree camera system, which should assist in avoiding curbs with those expensive Porsche wheels.
To the right of the instrument cluster is the unmissable main touchscreen, which is a wide 11.0-inch unit incorporating most of the 12 physical buttons that controlled the various functions of the 7.0-inch screen in the 991. The HVAC controls also have been simplified, with the more detailed functions moved to the screen. It's much like the setup in the latest Cayenne and is less cluttered, although only time will tell if it's easier to use.
A new design theme matches these changes with a small horizontal shelf bisecting the dashboard just below the central screen. The central air vents have been moved below this shelf to allow the screen to be mounted as high as possible; this means that the vents atop the dash now handle more of the airflow and have slider controls. This stylistic shelf is only about an inch wide, so it isn't for storage, and it has a textured-plastic surface that seems designed to capture dust. Moreover, it looks cheaper than the metallic trim that bisects the dash on the current 911, but plusher trim options will be offered.
This sense of cost reduction continues to the steering wheel, which feels more plasticky and has molded facsimiles of hex-head screws. The ignition switch is similarly downgraded from the metallic-looking item in the 991. The upper surface of the center console now sports a piano-black finish that looks good when new but is vulnerable to scratches. Even the manual transmission's shift knob is now plainly plastic rather than having the leather-and-metal look of its predecessor. And the currently standard microsuede headliner becomes an option, replaced by a less-rich cloth.
At least the superb driving position remains, with an excellent relationship of seat to pedals and a highly adjustable steering wheel that, unlike in many modern cars, can be positioned low enough for average-size drivers. The same seat options—Sport and Sport Plus in Porsche parlance—can be had, with and without extensive power adjustments.
We had no opportunity to drive the car, but from the passenger seat of the Carrera S, all 450 horses feel present. Road noise is slightly reduced—mostly from the rear wheels—on most surfaces. And while it's difficult to discern from the right seat, turn-in, even without four-wheel steering, seems more direct with the wider front track. Overall weight is said to be similar to that of the older car, which means a little under 3200 pounds for a stripped manual Carrera S and around 3275 pounds for an automatic.