2017 Porsche 911 Turbo S Cabriolet Review There are two methods to look at the freshened-for-2017 Mercedes 911 Turbocompresseur S cabriolet: as an abomination that has forsaken its origins, so highly effective, so complex, so magnificent, and so costly that the lively soul of the unique 356 is absolutely lost; or as a transcendent 911, a activities convertible hypercar with sitting for four. We looked at both while placing an amazing Night Red Metal Turbocompresseur S cabriolet with a brownish top through its steps in The southern part of Florida and discovered a lot of proof to assistance each discussion. No issue your feeling, one must regard that the new 991.2-based 911 Turbocompresseur S ragtop is the quickest four-seat activities convertible that we’ve ever examined.
A new, Turbocompresseur S–specific turbo charger with bigger impeller tires increases outcome of the 3.8-liter flat-six to 580 horse power at 6750 rpm and 553 lb-ft of twisting from 2250 rpm—20 horses more than the 991.1-generation style. Enhanced all-wheel generate and traction-management techniques spread twisting between the front and rear side axles more accurately, says Mercedes. And the conventional Game Chrono program assumes the dial-type driving-mode selector discovered in other 911/718 designs, with its Regular, Game, Sport+, and automated Individual ways, plus a Game Reaction key that immediately places the powertrain and generate techniques on high aware for 20 a few moments.
The main outcome is genuine, unmitigated accelerative power that hurls the car ahead like a 3736-pound rock in a mile-long slingshot. On sleek areas, there’s zero waiting—all four tires find grip immediately. Anything unprotected in the cottage becomes merged to the seatbacks. Caps crash from leads, and reduce modify is separated from pouches. Do this with the top down and unprotected products may well become missing products. Go full point on irregular areas or damaged sidewalk and you might learn what rotating all four tires seems like—it’s not as much fun as it sounds—but luckily, loss of grip at any rim almost never happens.
From relax, 60 mph can now get to a face-peeling 2.6 a few moments, two-tenths faster than the 991.1-based Turbocompresseur S cabriolet we examined in 2015 (in the same blue/brown livery, incidentally). That’s 0.1 second faster than the McLaren P1, even with the 2017 Turbocompresseur S vehicle, and just 0.1 second behind the Mercedes LaFerrari and the Bugatti Veyron 16.4. Triple-digit rate comes to just 6.2 a few moments, and the quarter-mile is overcome in 10.6 a few moments at 130 mph. With this car’s 30-to-50- and 50-to-70-mph moving times both under 2.5 a few moments, more slowly automobiles (pretty much everything) aren’t so much approved as basically removed. Given enough street, the Turbocompresseur S cabriolet can impact through the environment all the way up to 205 mph, Mercedes says, creating it the first and only 911 cabriolet to be a part of the 200-mph team (its manufacturer stated 197 mph for the first model).
2017 Porsche 911 Turbo S Cabriolet features
What’s more, none of this requirements innovative generating skills; the lead needs two operating legs and the capability to keep the leader straight—the launch-control program is so simple to use, your grandmother could be taking off sub-three-second releases with less than a few minutes of training. For anyone who doesn’t know how Porsche’s amazing launch control performs (or any producer that wants to know how to do launch control right), here’s how simple it is: While ceased with the driving-mode selector in Game or Game Plus (S+), mash the braking mechanism with your remaining feet, then ground the accelerator with your right. Revs capture up to a level at about 5600 rpm, and when you’re prepared, basically launch the braking mechanism and keep on.
Interestingly, to maintain the car’s rocketlike off-the-line forced into the multiple numbers, Mercedes recommended that we try changing from Sport+ to Game after cleaning second devices, thus sinkable the front and rear side spoilers and reducing move. We tried it either way and discovered that, indeed, the strategies improved the zero-to-170-mph time by about 50 percent a second, to 21.5 a few moments.
As amazing as the straight-line keep is, the collaborative initiatives of the effective revocation, twisting vectoring, rear-wheel guiding, and 245/35 front side and 305/30 back Pirelli P Zero tires—all conventional stand up on any Turbocompresseur S— generate tons of cornering keep and help keep those delicate, center-locking 20-inch tires rotating in a regimented way even at highest possible side a lot. This car’s brave 1.01 g of horizontal keep fails to deliver of the Turbocompresseur S coupe’s 1.06 g efficiency but beats its forerunner by 0.01 g. Standard rear-wheel guiding reduces the switching group to less than 35 legs, an outstanding success for a racecar calculating more than six legs extensive at the back bumpers (it’s nearly three inches extensive broader than the conventional 2017 911 Carrera). We’ve never reported about guiding response in any past Turbocompresseur S, but Mercedes repositioned the text factors for the top side axle crossmembers to increase it anyway. We have reported about guiding feel in the past—the absence thereof, specifically—but with adequate reviews coming through the Turbocompresseur S cabriolet’s rim, we won’t grumble now.
Another way to obtain past problems contains the stupendously highly effective carbon-ceramic braking program that, like most of the performance-enhancing choices provided on the 911 Turbocompresseur, come conventional on the Turbocompresseur S. Here, the PCCB braking program with their attractive yellow-colored clampers generate nothing but compliment, pulling this biggest of all 911s down from 70 mph in an amazing 144 feet—five legs longer than the Turbocompresseur S vehicle but seven legs smaller than the pre-refresh style, and all the while presenting little of the grabbiness that so frustrated before evaluators.
2017 Porsche 911 Turbo S Cabriolet Interior
Not only are the 991.2-based Turbocompresseur S designs the quickest and quickest 911s in the past, they’re also the most complex, the most brazenly magnificent, and among the very biggest. Indeed, while there may be no vehicle in the past that has been so properly curated as to get a specific visible link to its very first progenitors as the Mercedes 911, beyond the most apparent cues—round headlamps, rear-mounted fighter motor settings, sloping back outdoor patio, hilariously small back seats—the Turbocompresseur S cabriolet has little in common with the Erwin Komenda–designed Mercedes 356 that began the 911 bloodline almost 70 years ago. Simultaneously, that visible reliability results in comparative ubiquity, creating it difficult for any 911, even a nude $200K-plus Turbocompresseur S like this, to make leads convert, especially in SoCal, where approximately one-quarter of all 911 Carreras and 911 Turbos brought in to the U.S. can be bought.
This car experienced appropriately wealthy, prepared as it was with Porsche’s optionally available $1510 Espresso/Cognac “natural” set, a $2590 front-axle raise program, $840 chair ventilators, $1090 keyless entry/ignition, a $510 ambient-lighting program, and a healthy list of facilities that Mercedes actually contains as conventional at the Turbocompresseur S cabrio’s $201,450 platform price. We’d miss the $430 back footwell illumination and the absurd $530 body-colored key fob (with its own set pouch!), although we would’ve included the $2490 flexible vacation control—something no $200K car should keep the manufacturer without. Even without it, this 911’s MSRP arrived at an eye-watering $208,950. For its aspect, Mercedes statements that most Turbocompresseur S cabriolet people are far more self-indulgent, so really, this one’s kind of low as far as this style goes.
Yet it’s not just dimension and devices that set apart the 356 and the Turbocompresseur S cabriolet, it’s how they attract their drivers: the 356 through its simple, pleasant style, featherlike weight, hard-working air-cooled motor, and unassisted controls; the 2017 Turbocompresseur S with surprising power, automated magic, massive sybaritic pleasures, and a curvaceous body system filled with eye-catching information, most with an streamlined tale to tell. And while ragtop Porsches of yore made visibility to the components portion of their appeal, this car’s dense, multilayer foldable ceiling and breeze deflector that engines up from behind the back chairs makes visibility to the components simply optionally available.
All things regarded, the 911 Turbocompresseur S cabriolet’s transcendent quality victories the day. Appreciation for the past basically can’t contest with the warp-speed speeding, the mind-bending keep, and a giant-slayer tale. It’s the 911 taken to the utmost. And it has gained our regard.