911 Porsche 2022 Review: Turbo Convertible

If you're willing to spend over half a million dollars on a new sports car, chances are you want the most expensive version of the best on offer.

And the Porsche 911 may be as good as it gets, but I'm here to tell you why its still-evolving flagship 992-series Turbo S Cabriolet isn't the one you should be buying.

No, the Turbo Cabriolet one step down is where the smart money is at the top of the range. How do I know? I just spent a week in one of these, so read on to find out why you should choose carefully.

Porsche 911 2022: Turbo
Safety Rating
engine's type	3.7 L turbo
fuel type	Premium unleaded gasoline
Fuel efficiency	11.7l / 100km
Landing	4 Places
Price from	$425,800

Does it represent good value for money? What functions does it have? 8/10

Starting at $425,700 plus road costs, the Turbo Cabriolet is $76,800 cheaper than the Turbo S Cabriolet. Yes, it's still a lot of money, but you get a lot of bang for your buck.

Standard equipment on the Turbo Cabriolet is extensive, including active aerodynamics (front spoiler, air dams and rear wing), LED lights with twilight sensors, rain and rain sensors, and speed-sensing variable ratio electric power steering.

And then there are 20-inch front and 21-inch rear alloy wheels, sports brakes (408 mm front and 380 mm rear perforated discs with red six- and four-piston calipers, respectively), adaptive suspension, electric folding side mirrors with heating. and puddle headlights, keyless entry and rear wheel steering.

Front - 20-inch alloy wheels. (Image: Justin Hilliard)

Inside, there's keyless start, a 10.9-inch touchscreen infotainment system, sat-nav, wireless Apple CarPlay (sorry, Android users), digital radio, Bose surround sound, and two 7.0-inch multifunction displays.

In the cabin - keyless start, a multimedia system with a touch screen with a diagonal of 10.9 inches. (Image: Justin Hilliard)

You also get a power wind deflector, heated sports steering wheel with adjustable column, 14-way power front sport seats with heating and memory, dual-zone climate control, an auto-dimming rear-view mirror, and full leather upholstery. 

But the Turbo Cabriolet wouldn't be a Porsche if it didn't have a long list of desirable but expensive options. Our test car had a few of these installed, including Front Axle Lift ($5070), Tinted Dynamic Matrix LED Headlights ($5310), Black Racing Stripes ($2720), Lowered Adaptive Sport Suspension ($6750). USA) and black "PORSCHE". side stickers ($800).

And let's not forget body-color rear trim inserts ($1220), "Exclusive Design" LED taillights ($1750), glossy black model emblems ($500), adjustable sports exhaust system with silver tailpipes ($7100) and "Light Design Package" ($1050).

Features include body-color rear trim inserts, "Exclusive Design" LED taillights, glossy black model badges, an adjustable sports exhaust system with silver tailpipes, and the "Light Design" package. (Image: Justin Hilliard)

What's more, the cabin also features 18-way adjustable front cooled sport seats ($4340), brushed carbon trim ($5050), contrast stitching ($6500), and "Crayon" seat belts ($930). USA). All of this adds up to $49,090 and the tested price is $474,790.

The Turbo Cabriolet can compete with the currently unavailable BMW M8 Competition Convertible, the soon-to-be-launched Mercedes-AMG SL63, and the locally discontinued Audi R8 Spyder, but it's clearly in a different league on several fronts.

Is there anything interesting about its design? 9/10

What do you dislike about the design of the Turbo Cabriolet? The 992 series is a subtle evolution of the iconic 911 widebody shape, so it already has it all. But then you add its unique features to the equation, and it gets even better.

At the front, the Turbo Cabriolet is distinguished from the rest of the line by a unique bumper with a clever active spoiler and air intakes. However, the signature round headlights and their four-point DRLs are a must.

Turbo Cabriolet differs from the rest of the line with a unique bumper with a tricky active spoiler and air intakes. (Image: Justin Hilliard)

On the side, the Turbo Cabriolet makes more of an impression with its trademark deep side air intakes that feed the rear-mounted engine. And then there are mandatory alloy wheels for a particular model. But just how good are those flat (and clumsy) doorknobs?

At the rear, the Turbo Cabriolet really hits the mark with its active wing spoiler, which simply takes the bulging deck to the next level. The grilled engine cover and shared full-width taillights are also quite unusual. As well as the sports bumper and its large exhaust pipes.

Inside, the 992 series remains true to the 911 that came before it. But at the same time, it is so digitized that it is unrecognizable in places.

Yes, the Turbo Cabriolet is still a Porsche, so it's made from top quality materials from head to toe, including full leather upholstery, but it's about the center console and center console.

Most of the attention is paid to the 10.9-inch central touchscreen built into the dashboard. The infotainment system is easy enough to use thanks to software shortcut buttons on the driver's side, but doesn't offer Android Auto support yet - if that's important to you.

Most of the attention is paid to the 10.9-inch central touchscreen built into the dashboard. (Image: Justin Hilliard)

In addition to the five hard buttons, there is a large old slab with a glossy black finish at the bottom. Of course, fingerprints and scratches abound, but luckily there is physical climate control in this area. And then there's the Braun razor...sorry, gear shifter. I like it, but I can be there alone.

Finally, the driver's instrument panel is also to be commended, as the traditional analog tachometer is still centrally located, albeit flanked by two 7.0-inch multifunction displays with four other "dials", the outer two of which are annoyingly hidden by the steering wheel. .

How practical is the interior space? 7/10

At 4535mm long (with a 2450mm wheelbase), 1900mm wide and 1302mm wide, the Turbo Cabriolet isn't the most practical sports car, but it does excel in some areas.

Because the 911 is rear-engined, it doesn't have a trunk, but it does come with a trunk that provides a modest 128 liters of cargo capacity. Yes, you can put a couple of soft bags or two small suitcases in there, and that's it.

The Turbo Cabriolet delivers a modest 128 liters of cargo volume. (Image: Justin Hilliard)

But if you need a little more storage space, use the Turbo Cabriolet's second row, as the 50/50 folding rear seat can be removed and thus used.

After all, the two seats in the back are symbolic at best. Even with the unlimited headroom provided by the Turbo Cabriolet, no adult would want to sit on it. They are very straight and oddly narrow. Also, there is no legroom behind my 184cm driver's seat.

Small children can use the second row, but don't expect them to complain. Speaking of kids, there are two ISOFIX anchorage points for installing child seats, but you're unlikely to see a Turbo Cabriolet used in this way.

At 4535mm long (with a 2450mm wheelbase), 1900mm wide and 1302mm wide, the Turbo Cabriolet isn't the most practical sports car, but it does excel in some areas. (Image: Justin Hilliard)

In terms of amenities, there is a fixed cup holder in the center console and a pull-out element tucked away on the passenger side of the dash for when a second bottle needs to be secured, although the door baskets can hold one 600ml bottle each.

Otherwise, the interior storage space isn't too bad, and the glove box is medium-sized, which is better than what you can say about most other sports cars. The lidded center bay is long but shallow, with two USB-A ports and SD and SIM card readers. You also have two coat hooks.

And yes, the Turbo Cabriolet's fabric roof is electrically powered and can open or close at speeds up to 50 km/h. In any case, it takes a fairly short time to do the trick.

What are the main characteristics of the engine and transmission? 10/10

As the name suggests, the Turbo Cabriolet is powered by a damn powerful engine. Yes, we're talking about Porsche's formidable 3.7-litre twin-turbo flat-six petrol engine.

Powerful 3.7-litre Porsche twin-turbo flat-six petrol engine. (Image: Justin Hilliard)

Power? Try 427 kW at 6500 rpm. Torque? How about 750 Nm from 2250-4500 rpm. These are huge results. It's good that the eight-speed dual-clutch automatic transmission and all-wheel drive system can handle them.

Still not sure if Turbo Cabriolet means business? Well, Porsche claims a 0-km/h time of 100 seconds. 2.9 seconds. And the maximum speed is no less mysterious 2.9 km/h.

Porsche claims a 0-km/h time of 100 seconds. 2.9 seconds. And the maximum speed is no less mysterious 2.9 km/h. (Image: Justin Hilliard)

Now it would be remiss to mention what the Turbo S Cabriolet looks like. After all, it produces an extra 51kW and 50Nm. Although it is only a tenth of a second faster than it reaches the three-digit number, even if its final speed is 10 km / h higher.

The bottom line is that Turbo Cabriolet will not leave anyone indifferent.

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How much fuel does it consume? 8/10

Considering the ridiculously high level of performance offered, the Turbo Cabriolet's fuel consumption in the combined cycle test (ADR 81/02) is better than expected at 11.7 l/100 km. For reference, the Turbo S Cabriolet has exactly the same requirement.

The fuel consumption of the Turbo Cabriolet in the combined test cycle (ADR 81/02) is 11.7 l/100 km. (Image: Justin Hilliard)

However, in my actual testing with the Turbo Cabriolet, I averaged 16.3L/100km in fairly even driving, which while high is reasonable given how hard it handled at times.

For reference: the 67-liter Turbo Cabriolet fuel tank is, of course, designed for more expensive premium gasoline with an octane rating of 98. Thus, the declared flight range is 573 km. However, my experience was a more modest 411 km.

What safety equipment is installed? What is the safety rating? 8/10

The Turbo Cabriolet and the rest of the 911 range have not been assessed by the Australian independent vehicle safety agency ANCAP or its European counterpart Euro NCAP, so crash performance is unknown.

However, the Turbo Cabriolet's advanced driver assistance systems extend to autonomous emergency braking (up to 85 km/h), conventional cruise control, blind spot monitoring, surround view cameras, front and rear parking sensors and tire pressure monitoring.

But if you want adaptive cruise control ($3570), rear cross-traffic alert and park assist ($1640), or even night vision ($4900), you'll have to open your wallet again. And don't ask for lane keeping assistance because it's (oddly) unavailable.

Otherwise, standard safety equipment includes six airbags (dual front, side and curtain), anti-skid brakes (ABS), and conventional electronic stability and traction control systems.

Warranty and safety rating

Basic Warranty

3 years / unlimited mileage


guarantee

ANCAP Safety Rating

How much does it cost to own? What kind of guarantee is provided? 7/10

Like all Porsche Australia models, the Turbo Cabriolet receives a standard three-year unlimited mileage warranty, two years behind the premium segment benchmark set by Audi, Genesis, Jaguar, Land Rover, Lexus, Mercedes-Benz and Volvo. .

The Turbo Cabriolet also comes with three years of on-road service, and its service intervals are average: every 12 months or 15,000 km, whichever comes first.

Fixed price service is not available, Porsche dealers determine the cost of each visit.

What is it like to drive? 10/10

It's all about the name; The Turbo Cabriolet is near the pinnacle of the 911's performance range from top to bottom.

But the Turbo Cabriolet is different. In fact, it's undeniable. You'll be in the front row at a red light and there are a few cars that can keep up when the green light comes on.

Thus, it is difficult to put into words the ridiculously high level of performance of the Turbo Cabriolet. Acceleration is extremely efficient - after all, we are talking about a sports car with a 427-litre twin-turbo petrol engine with 750 kW/3.7 Nm and a six-cylinder boxer engine.

If you're after the ultimate attack, the Sport Plus driving mode is easily toggled on the sports steering wheel, and Launch Control is as easy to engage as brake pedal, then accelerator pedal, then releasing first.

Then the Turbo Cabriolet will do its best to push its passengers right through their seats, delivering peak power and maximum revs, gear after gear, but not before squatting merrily on its hind legs.

And it's not just out of line where the Turbo Cabriolet drives you crazy, as its acceleration in gear is also something to see. Of course, if you're in high gear, you might have to wait a bit for the power to kick in, but when it does, it hits hard.

The Turbo Cabriolet is near the pinnacle of the 911's performance range from top to bottom. (Image: Justin Hilliard)

Turbo lag takes some getting used to as once everything is spinning, the turbo convertible will shoot towards the horizon like it's ready to take off, so be throttle wise as you hit 4000rpm.

Of course, much of the credit for this goes to the Turbo Cabriolet's eight-speed dual-clutch PDK automatic transmission, which is one of the best. It doesn't matter if you're going up or down as gear changes are as fast as possible.

Of course, how it all behaves depends on what driving mode you are using the Turbo Cabriolet in. I find Normal likes to use the highest gear possible in the name of efficiency, while Sport Plus chooses the lowest. So, even "Sport" gets my vote for city driving.

Either way, slide the trunk in and the PDK will instantly shift into one or three gears. But I found myself unable to resist the temptation to shift gears myself using the available paddle shifters, making it even harder to wipe the smirk off my face.

I would be remiss not to mention the soundtrack that the Turbo Cabriolet plays along the way. Above 5000 rpm there is a sonic boom when upshifting, and when you're not chasing it, a lot of crackles and pops come through - loudly - under acceleration.

Yes, the variable sports exhaust system is a real gem in the most daring setting, and naturally it sounds even better with the roof down, at which point you can understand why pedestrians turn around and stare your way.

But the Turbo Cabriolet has a lot more to offer than just straightness, as it also likes to carve a corner or two.

Yes, the Turbo Cabriolet has 1710kg to manage, but it still attacks twisty things with intent, no doubt thanks to the rear-wheel steering that gives it the edge of a smaller sports car.

Body control is largely to be expected, with roll only occurring in tight corners and high speed, but it's the seemingly unlimited traction on offer that gives you the confidence to push harder and harder.

It also helps that the speed-sensitive electric power steering dials in and the variable ratio shows it quick off center before fading out as more lock is applied.

The weighting is also appropriate, regardless of driving mode, and feedback through the steering wheel is strong.

Speaking of communication, my Turbo Cabriolet's optional lowered adaptive sport suspension can't be faulted for being too soft. But that doesn't mean it's uncomfortable because it manages to strike a delicate balance.

Imperfections in the road are well and truly felt, but they are subdued to the point where the Turbo Cabriolet can easily be ridden every day, even with the dampers at their stiffest setting. But it all serves to connect the driver to the road, and it's done very well.

And when it comes to noise levels, the Turbo Cabriolet with the roof up is surprisingly better. Yes, general road noise is audible, but the engine rightfully occupies the most attention.

But you'd be crazy if you didn't lower the top to soak up the sun and all the sonic pleasure that the Turbo Cabriolet can give. Wind gusts are limited, and the power deflector can be deployed next to the side windows if needed – as long as no one is sitting in the second row.

Verdict

If you think you're being scammed into buying a Turbo Cabriolet instead of a Turbo S Cabriolet, think again.

If you don't have access to an airport runway, or if you don't visit track days in your own car, you'll probably never be able to tell the difference between the two.

And for that reason, the Turbo Cabriolet is just as phenomenal for "testing" as the Turbo S Cabriolet, and much cheaper. Simply put, it's a ferocious pleasure. And if you have the money to buy it, consider yourself lucky and just go for it.