When I used to think of supercars, I associated the term with the likes of the Ferrari, Lamborghini, McLaren and the other usual suspects. For me, there was a certain element of exotica that needed to be present before I concluded it to be a supercar.
Well, that was then.
2014 Porsche 911 Turbo and Turbo SAfter I had the chance to go down to Barber Motorsports Park in Alabama for Porsche's Sport Driving School, that all changed. That's because it was my first chance to get behind the wheel of a 911 Turbo and 911 Turbo S — both were the latest and greatest 997s at the time. Sure the car was fast and all, but there seemed to be something missing. My eyes weren't opened until my instructor slipped into the driver's seat and showed me Launch Control though.
My eyes weren't just opened, they were pushed to the very back of my skull. When you feel that kind of speed, it's easy to turnaround and rethink your definition.
So, when I had the chance to drive the all-new 911 (991) Turbo S, I was intrigued how one of the fastest cars on the planet would fair out off the track.
Out of the slew of high-performance vehicles out there now though, it's tough to beat what is coming from the German contingent. While you'll find respectable offerings from other import nations like Britain and Japan, and a lot of emotion in the Italian exotics, it's tough to find one car that can do it all. That means being good looking, has the latest technology, is reliable, is jaw-droppingly fast and evokes an emotion.
Being that the 911 is an automotive icon, a lot of consumers snap them up simply for that reason alone. But, is it really the best sports car on the market? Let's see how it passes the test.
2014 Porsche 911 Turbo and Turbo S
On the outside it's pretty obvious that, overall, not much has changed in the 50 plus years that the 911 has been produced. But as it's gotten older, the chassis' footprint has grown to better accommodate passengers and make it more livable. Though all 911s are eerily similar on the outside, the Turbo S variant is set off by its massive adjustable rear spoiler and cooling vents that can be found behind the passenger doors, and behind the rear wheels. My particular test car was equipped with 20-inch cross spoke, center lock wheels that provided a peep show of the carbon ceramic brakes that were set off with bright yellow calipers.
Where I was really surprised was its interior. Although I've been inside several 911s of this generation, as I got comfortable behind this Porsche's three-spoke steering wheel, I noticed that the test vehicle I was driving was optioned quite nicely. What do I mean? Well, everything you could see was leather trimmed. The door panels, the upper and lower dashboards, the pod surrounding the Sport Chrono timer and just about everything you could touch. Welcome additions were the yellow seatbelts — also optional.
Aside from the optional extras that are a delight to the senses, the interior, overall, is a nice space as in the standard 911. The seats are supportive, yet not overly firm, and they can be made even more to your liking in a multitude of ways. Need more thigh support? Check. Want the seat bolsters to hold you in place better? Done. Heated or cooled? You get the gist. Probably one of my favorite bits about the interior is its navigation system. While you have the large infotainment display in the center stack, you can tap a button and bring up another navigation screen in the instrument cluster. Not only does this keep your eyes on the vehicle's main functions, it is an ode to geekdom.
In 911 models of yore it was a bit difficult for someone my size — 6'8, 265 pounds — to fit, but now I fit like a glove.
2014 Porsche 911 Turbo and Turbo S
This may sound all well and good, but I have to make note of something. The Turbo S Cabriolet is the big daddy 911 convertible. Equipped with a 3.8-liter flat six-cylinder engine, the Turbo S produces 560 horsepower and 516 lb.-ft. of torque — that can be dialed up to a max 553 lb.-ft. with overboost. Mated to this motor is a seven-speed dual-clutch transmission that's too difficult to say even for the Germans in their own language, so, it's colloquially known as "PDK."
The performance bar for Porsche drop tops doesn't get any higher than this. This is aided by an all-wheel drivetrain that ensures traction is nearly instantaneous. Something tells me that you'll realize this fairly quick. That's because when you hit the Sport Plus button, put the shifter into "M," and tap one of the paddles beyond the steering wheel so you can change gears yourself, you'll feel like you've entered another world. In Sport Plus the shifts are especially fierce. In all of the supercars I've driven, nothing shifts as fast as a Porsche with PDK.
By turning on Sport Plus, the suspension is dialed up to its stiffest setting. While this suspension mode may not be your favorite on highways' expansion joints, it is sublime if you're pushing the car to the limit on country roads on an early Sunday morning.
Stepping on the throttle with some gusto will present you with zero to 60 in "Oh my God!"
But if you really want to blow your mind, you'll use the Turbo S' launch control. All you have to do is come to a stop, turn off the vehicle's traction control, hold the brake and press the accelerator at the same time, and when the revs build up and the car prompts you that Launch Control has been engaged, let go. The best way to describe the feeling is to think of what it's like when a NASA astronaut is launched into space on a rocket from Cape Canaveral. You hear the motor rev, the tires screech a tiny bit and BANG you're seeing plaid.
The G forces you experience on your head and core are immense. As the driver you hold onto the steering wheel for dear life. As the passenger it's apparent that if someone put a $100 bill on the dashboard you wouldn't be able to get it. Although this may sound revolting to some of you, once you experience it you'll be given a shot of adrenaline and, most likely, laugh until the driver stops accelerating. In the case of my significant other, she made an involuntary squeak the several times I showed her what it's like to travel to the moon.
Actually, zero to 60 comes in 3.0 seconds — according to Porsche — though some publications have recorded astounding times as low as 2.6 seconds. As you can imagine, beating out someone who has lined up next to you at a stop light is not problematic.
Earlier though you may recall I noted that it's tough to find a sports car that can do it all. Well, the Turbo S can do more than just pin your head to its seat. I found this out as I made my commute into my city office. After driving the car a couple of days to the office in Sport Plus and then a couple of days without all the settings engaged, it's very clear you're dealing with two completely different automobiles.
When I left the car in its standard settings the throttle response was normal, the suspension was comfortable and more than able to handle bridges' expansion joints, and though the transmission shifted quickly, I reckon most wouldn't have noticed it — it was that smooth. This was a car I could drive daily and nab 21-22 mpg no problem.
Now if you engaged Sport Plus it became an utter brute. Its suspension would slam over the road's imperfections and make the interior squeak, and the transmission became far too jumpy for stop and go traffic. I wouldn't want to daily drive this car.
In retrospect, comparing the Sport Plus to the standard mode — which allows the motor to stop/start whilst in traffic — in gridlock, it was actually sort of funny. You really do have Dr. Jekyll and Mr. Hyde.
One other plus I haven't mentioned: Being that my test vehicle was a convertible, all it takes is a touch of a button before you're enjoying the wind in your hair. It's almost a little too good to be true, right? Well, that's because it is. There's just one thing missing from this entire equation: emotion.
Due to the motor's turbocharging you hear more air being sucked in than the blissful flat six-cylinder motor, and because of its all-wheel drive setup the car doesn't do anything but stick to the pavement. There's essentially zero drama. If you're hunting for pure speed these are great problems to have and there's no question this vehicle should be one of the top picks on your list. It performs like today's most gnarly supercars but gives you the chance to enjoy today's most cutting edge creature comforts. But if you're looking for something that's more wayward, fun and sounds great, you should probably consider something else.
Personally, I am more interested in the all-new 911 GTS with a standard transmission. Just me though.
The Good:
- The build quality on this interior is staggeringly good — everything feels primo
- It has dual personalities — if you want to take it to the track or daily drive it into your office, you can
- Oh. My. God. This car is fast.
The Bad:
- If you're stupid enough — like me — to drive in a city with Sport Plus engaged, be prepared for a bit of a painful ride
- Some interior squeaks with Sport Plus engaged and top up
- The engine AND exhaust sounds leave A LOT to be desired
The Lowdown:
If you want one of the fastest vehicles on the planet that can double as a daily driver and features some of the latest technology, there's no question this should be considered; however, if you want a more emotional and fun experience you have an abundance of options for around $200,000 dollars. At the end of the day the Turbo S just feels a bit too clinical.
2014 Porsche 911 Turbo and Turbo S 
