Porsche 911 Cabriolet Part 2: Performance Review

The latest 997-based Porsche 911s look very similar to the cars they replace, and although there are some noteworthy changes stylistically, the big news is on the technical side of the equation. The headline has to be the new series of direct-injected engines. Ranging from 3.6-liters in the standard Carrera, to 3.8 in our Carrera S model, Porsche's direct fuel injection offers several benefits.

Considering this is a Porsche, one of the most significant is that it lowers combustion chamber temperatures, which allows for a higher compression ratio, which translates into a horsepower improvement of 8.5 percent. On the environmental side, the cleaner burning engine emits 15 percent less CO2 emissions while using nearly 13 percent less fuel than the previous engine, helping the newest 911 avoid gas-guzzler taxes and demonstrating that even sportscar manufacturers can be environmentally responsible - a win-win scenario.

Vying for top technical highlight is PDK - Porsche's dual clutch transmission. It shouldn't be surprising that PDK's performance surpasses all other similar gearboxes, as Porsche has been flirting with dual-clutch transmissions since the mid '80s when it used the technology in its racing prototypes - culminating in a win for Hans Stuck and Derek Bell in a PDK-equipped 962 at Monza.

Among the technical merits of PDK are two features that are available as part of the Sport Chrono Package Plus. One is a motorsport-derived shift strategy, and the other is a "Launch Control" that helps the car accelerate like a scolded dog by optimizing clutch engagement depending on the traction available. It is as smooth in operation as it is effective - especially when compared to other launch control systems. And to hear the revs rise to 6500 just before you release the brake and the tires claw at the ground is simply awesome! But before we get too carried away singing the praises of PDK, there is one issue we need to discuss.

While I hate to jump on the bandwagon regarding PDK's counter-intuitive controls, I just have to, as the steering wheel mounted controls in particular are simply not the right solution. Yes, I know that rally legend and factory test driver Walter Rohrl endorses the setup, but the reality is that simple paddles on the steering wheel with push-to-downshift, pull-to-upshift levers would have worked much better, and even Porsche knows this. How can I be sure? Well, Porsche subscribes to the philosophy of form following function, and if you take a look at the company's racing cars, from the 911 GT3 Cup, to the awesome 911 GT3 RSR, the sequential gear lever works with the correct orientation. And the top-of-the-line, championship-winning, ultra-sexy RS Spyder prototype? Proper paddles on the steering wheel... as it should be.

The only explanation that seems to make sense is that Porsche wanted to bridge the gap from the old Tiptronic gearbox and its irritating toggle switches to their new PDK, which is fine... you just wish they would have said that and been done with it.

One thing that you can't dispute is how special the 911 Carrera S feels when you really start to stretch its legs.

Let's face it, many of today's performance cars can deliver devastating pace. Aided, in part at least, by advanced stability control systems and the like. Sure, some cars are quicker to 60 mph than others, or can lap the Nurburgring so many seconds more quickly than whatever model, but for the most part, modern performance cars are amazingly capable and ridiculously fast. So what makes these Porsches so special? Why does everyone love 'em so much? It's because of the intangible "feel" that these cars give you.

In a lot of modern fast cars, the interaction between you and the car is sort of artificial. You tell it what to do and it calculates what you've asked for and then delivers it. You're sort of a conductor if you will, and the car is the band playing the music. In a 911, the driver makes the music side by side with the car. It's much more of a partnership.

Those of you who've experienced it know exactly what I'm talking about. And those of you who haven't had the chance to drive a 911 yet, well, I hope you get to one day because this "feeling" of the car communicating with you almost as if it's alive will be instantly apparent.

Truly a special experience, the Porsche 911 Carrera S simply involves its driver like few other cars in the world.

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Read Part 1: Design

Porsche 911 Carrera S Cabriolet

Performance
- Acceleration: PDK launch mode better than any other launch mode we've tried, including that of the Nissan GTR - shifts in Sport Plus mode are ridiculously quick
- Handling: The bobbing nose takes a little getting used to if you're not accustomed to 911s, but the handling is sublime - if there is a car with more communicative steering, we've not tried it
- Braking: Incredible deceleration helped by extra weight over the rear axle - brake fade is non-existent

Design
- Exterior: One of the great automotive shapes works, even with its roof removed - still, not the best looking 911, nor the best looking convertible out there
- Interior: 997s return to the pre-996 layout was extremely welcomed and addressed the biggest flaw of the 996 - PCM cleans up the center stack and improves things further

Utility
- Comfort: Great in the front, especially for a performance car of this nature - nonexistent in the rear, but everyone knows that
- Space: Boot is deep, but not as handy as a proper trunk - rear parcel shelf (referred to as "rear seats" by Porsche) is quite useful

Safety
- Dynamics: One of the very best stability control systems is as foolproof as you can get - evasive maneuvers a bit tricky as the front-end needs weight transfer to be effective
- Technology: Again, PASM is awesome - add to that PTM and airbags and those brakes and... yeah, it's all here and then some

Value
- Price: Yikes! That is a HUGE number... even for a car like this
- Mileage: Direct injection means that one of the most environmentally friendly sportscars is now even more so - other manufacturers should take note

Emotional Appeal
- Heart thumpin' factor: That profile and those hips will make your hairs stand up before you even start it up, and once you drop the top, it gets even more exciting
- Fun to spank: Spank isn't the right word here. Fun to drive quickly? Absolutely. But it wants to be driven cleanly and quickly, not sideways.

SPECIFICATIONS

Layout: Rear engine / Rear-wheel drive
Engine: 3.8 liter, Flat-6
POWER (SAE): 385 hp @ 6500 rpm
Torque: 310 lb-ft @ 4400 rpm
Gearbox: 7-speed dual-clutch
Curb Weight: 3406 lbs.
0-60 mph: 4.5 sec.
Top Speed: 186 mph
Mileage: 17 city / 25 highway
Base Price: $101,780
Competitors: BMW M6 Convertible, Mercedes-Benz SL63 AMG, Aston Martin V8 Vantage Roadster