The comfort also reflects the tight yet supple modern handling and all-wheel drive, which has been standard for the 911 Turbos since the 993 generation 911 Turbo in 1995. Also thank the now-famous boxer-6 engine—with 580 horsepower and 553 pound-feet of torque, the most powerful convertible in Porsche’s lineup—commanded by Porsche’s seven-speed PDK dual-clutch transmission and formidable ceramic composite brakes.
A real test: I drove this puppy through pouring rain, in low-visibility conditions, across semi-flooded country roads. Porsche’s sublime torque vectoring, dynamic chassis control, rear-axle steering, and stability management systems that adapt as the car accelerates were more than enough to tackle everything. They conspire to enhance the car’s already neutral handling and low center of gravity even more. Over the past few years, I don’t think I’ve had a car more perfectly aligned and true to the steering input as this one.
Undercover, Barely
Fittingly, the car has the exterior presence to match its ability to cover serious ground, despite the fact that it has a rag top, which disrupts the perfect roofline of so many great convertibles. (That top opens and closes in 13 seconds at speeds of up to 31mph, which is incredibly useful and thankfully quick, as I found during an afternoon of spring rains in the city. Its composition and seal make the 911 Turbo S among the quieter of the high-powered open-top sports cars on the road today.)
The car’s rear is its most distinctive attribute—where your neighbors and other curious onlookers will know it’s something special. The back lid grille with vertical slats, three-dimensional tail lights, reflector units integrated into the air outlets, and gaping twin tailpipes state quite clearly that this car will take no prisoners out on the road.
Wind-wise, it’s still enough inside the 911 Turbo S to wear any variety of hat while you drive: An electrically powered deflector that shields the wind extends and retracts behind your head. It takes just two seconds at the press of a button and is integrated behind the back seat, so it requires no additional space inside the already minimal luggage compartment. Thanks for that, too.
Other interior flourishes will be familiar to any Porschephile. The new infotainment system and seven-inch touchscreen are as Germanically straightforward as ever; Apple car play and Wi-Fi are standard. The Bose surround sound with 12 speakers and 555-watt output (standard on all 911 Turbo models) will fill the car with a rich buffer of music sure to be envied by passersby.
While driving the car, I amended my musical selections so as not to embarrass myself when others could hear as I drove past. (Goodbye, ‘90s-era Mariah Carey.) I recommend you do the same; you wouldn’t want to let that classy interior sound cheesy.
There’s so much to like about the 911 Turbo S Cabriolet, I’m sure you’ll discover more for yourself when you get one.
If only Porsche would produce it in a manual version. For a car with a price tag surpassing $200,000, it really should. Now, that would blow the lid off this cabriolet.
This article was provided by Bloomberg News.