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2021 Porsche 911 Turbo S Cabriolet Fast Driving Review: Everyday Nonsense

The Turbo S Cabriolet would be my 911 of choice.

James Chrosniak / Roadshow

The Turbo was the original lead dog of the Porsche 911 lineup when it entered the scene in 1975. But subsequent 911 generations saw the Turbo become more of a grand tourer, overshadowed in the eyes of enthusiasts by ready-to-go variants. the track like the GT3, GT2 RS and 911 R. Don’t let that fool you into thinking that the current 911 Turbo is not yet a fabulous sports car, however. After spending a week in a 2021 911 Turbo S Cabriolet, this would easily be my 911 of choice.

Almost nothing is really different between the $ 185,950 Turbo Convertible and the $ 218,650 Turbo S Convertible (both prices include $ 1,350 for destination and $ 1,000 for a heavy gasoline tax) . The Turbo S’s increases of 68 horsepower and 37 pound-feet of torque are due to slightly larger turbochargers, but otherwise the two cars are mechanically identical. The Turbo S comes standard with features like carbon-ceramic brakes, center-locking wheels, active anti-roll bars, and other optional extras on the base Turbo. All of these things are features that I would like anyway, and if you’re already spending that much money on a 911, you might as well go for the S. (Porsche says the majority of Turbo S buyers order their cars from measure, while the majority of Turbos are purchased in the field.)

You can’t go wrong with blue on brown.

James Chrosniak / Roadshow

Using launch control in the 640-horsepower Turbo S feels like the real-life equivalent of the Millennium Falcon jumping into hyperspace in Star Wars. Porsche’s official 0-60mph quote is 2.7 seconds, but it’s even faster than that in reality. In fact, Car and Driver tested this exact car and found that it hit 60 in just 2.3 seconds and only took 5.4 seconds to hit 100 mph. It’s absolutely brutal both physically and mentally, especially since there’s no real drama in how it’s picking up speed. The throws make your head spin, your hands are shaking and your heart racing. You would think it would get old after a while, but it doesn’t.

Even more astounding is how the Turbo S accelerates when you’re already at full speed. Crush the throttle to 70 mph and you’re good to triple digits in seconds, especially if you use the fabulous Sport Response button which selects the lowest possible gear of the eight-speed dual-clutch transmission and sends the revs up. sharply. I’m not sure if I’ve ever driven a car that made getting on the freeway so easy and fun – or with so much potential for a speeding ticket.

The 992 convertible looks less hunchbacked in Turbo form.

James Chrosniak / Roadshow

While not as much of a pure sports car as the 911 GT3 or even a Carrera or a smart option GTS, the Turbo S is still just as fun when you’re on the straights. . The steering is basically perfect, the carbon ceramic brakes are the best I have ever used and the ride is still compound. The torque vectoring all-wheel drive system, active aerodynamics and super sticky Pirelli P Zero tires (size 315 / 30ZR21 at the rear) provide massive grip and with the standard rear axle steering system, the Turbo S transforms into a rocket getting out of corners with ease. Optional with the $ 3,490 sport exhaust, the Turbo sounds a lot louder than a regular Carrera, with more aggressive and crackling overtaking in Sport mode.

But despite all this ferocity, the Turbo S can be super quiet. Tone down your inner Mad Max War Boy and use the same level of throttle application the Camrys around you and the 911 looks like, well, a regular car. Ride quality is fantastic despite this car’s 0.4-inch lower sport suspension ($ 1,510) and those huge wheels, at least as long as you keep the shocks in Sport mode. With the windows up and the electric wind deflector in place, it’s easy to have a conversation at highway speeds with the roof down and the roof up, the Cabriolet’s cabin is just as quiet as a Turbo S Coupe. The standard 18-way adaptive sport seats are extremely comfortable even after a full day of rough driving on canyon roads and highways, although I would like a massage feature to be offered.

Who doesn’t love a scoop?

James Chrosniak / Roadshow

Aside from the Turbo’s wider body, it’s sometimes difficult to navigate a parking lot or a narrow street – especially because this one doesn’t have the $ 1,430 all-around-view camera – it’s just as easy to navigate. driving everyday than a normal 911. In Normal mode, the only real clues that you’re driving something with this much power are the slightly louder exhaust noise at idle and the side scoops visible in the exterior mirrors. The icing on the cake is the very good gas mileage. I see 21 mpg on the highway and 18 mpg overall, beating EPA estimates for both – and that includes a lot of very spirited driving.

The Turbo’s cabin is just as luxurious and pleasant as any other 992-generation 911, this one in particular. It has the Truffle Club leather option at $ 1,090, which covers almost everything in brown leather with chalk gray stitching. My test car is also equipped with the incredible $ 3,980 Burmester surround sound system, perfect for when – or if – you’re sick of the exhaust drama. Other key options include the fantastic $ 2,770 front axle lift, $ 900 black brake calipers, and the $ 1,060 Blind Spot Monitoring System. Everything about this Turbo S is $ 234,570, which doesn’t sound too crazy when faced with more expensive supercar competitors like the Lamborghini Huracan Spyder.

The Turbo S is the 911 for me and I have a new respect for all the doctors and executives I see using them as daily drivers in Los Angeles. And if you’re going to buy a Turbo, you might as well go for the sunroof – it’s a lot less compromised than other convertible versions of sports cars, and it’s only $ 12,800 more than the coupe, after all. It might not be as crisp as the GT3 or as financially justifiable as a normal Carrera, but the 911 Turbo S is nicely rounded to the point of absurdity.

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Mildred Lasky

The author Mildred Lasky