Porsche 911 Turbo Cabriolet

So the Turbo Coupe gets the predictable cabrio chop then…

Spot on. And at £106,180, this turbocharged, open-top, tech-fest is the flagship of today’s range. The only 911 topping £100k comes with a turbocharged flat six engine producing 480bhp, all-wheel drive, active suspension and every conceivable goodie: DVD navigation, leather comfort seats, Bose sound system.

But there’s one crucial thing Porsche has forgotten to make standard – an eye-test before the keys are handed over. Believe you me, the way this thing piles on speed, you need perfect long-range vision to pick out upcoming obstacles. Blink and by the time your eyes readjust, you’ll be bearing down on hairpins or Smart cars or oblivious wildlife. It makes for an exhilarating drive…

How come it’s so quick?

The 3.6-litre flat six is breathed on by two turbochargers with variable turbine geometry, to optimise boost pressure. It’s only now, with the third generation 911 Turbo cabrio, that Porsche could implement variable vanes that can resist operating temperatures up to 1000-degrees in the exhaust flow. The benefit is a consant rush of torque, with a 457lb ft punch delivered consistently from 1950 to 5000 revs.

Tick the one obligatory option box for the £1015 Sports Chrono Pack and there’s a turbocharger overboost function, which serves up an additional 0.2 bar and 44lb ft, and shaves a few extra tenths of the already eye-boggling in-gear acceleration. Zero to 62mph takes 4.0sec flat; don’t lift for another 8.0sec and you’ll hit 124mph or 200kmh. Top speed is 192mph.

What does all this acceleration feel like?

A bit ludicrous, to be honest. Engage gear, prod throttle, feel like you’ve been launched by a mediaeval catapault. Engage next gear, charge ballistically forward again. This is a fantastic engine, which serves up a relentless surge of torque. Its effortless nature resembles a diesel’s, though with a howling, metallic turbocharged six soundtrack.

The digital speedo keeps throwing up increasingly preposterous (and illegal) numbers, as the scenery blurs and you focus on keeping the Turbo cabrio on that tongue of tarmac snaking ahead of you. It’s reminiscent of a brutal and simplistic arcade game, rather than the nimble, engaging drive of more humble 911s.

Really? Has Porsche cocked it up?

Well, the steering definitely doesn’t feel as direct and alive as on a Carrera S. Maybe it’s due to the extra weight of the all-wheel drive, bracing and electric roof, which bulks the Turbo cabrio up to 1665kg (though still 10kg less than the 993 equivalent). The wheel still jigs in your palms, and beautifully conveys every score and undulation in the road surface.

Appropriately, throttle response is lightning fast, although you’ll be stretching into the passenger footwell to connect with the offset pedal. Stomp on the brakes and all that speed is calmly hosed away by six-piston callipers clamping 350mm iron discs (which can be upgraded to carbon ceramic composites). This stable and powerful deceleration is almost as impressive as the acceleration, to be honest.

Cornering is equally other-worldly: keep your toe down, and the four-wheel drive system and active rear wing sucks the cabrio through bends. No drama, just dogged grip and another straight opened up to exploit. Indeed, Porsche claims this car is the world’s first convertible whose aerodynamics generate downforce on the rear axle.

Now we’re talking. Which gearbox should I (virtually) spec ?

The Tiptronic S automatic is quicker, shaving two-tenths off the manual’s 0-62mph sprint for a 3.8sec blast. Although journalists are hassling Porsche’s engineers for a double-clutch system in keeping with its motorsport history, the current ‘box has Audi’s S-tronic system licked. The changes feel quicker and smoother, and you don’t have to lift as the next cog melds into place.

But it’s not perfect. In automatic mode it continually seeks higher gears, with an eye on fuel economy (combined consumption is 20.6mpg for the five-speed auto, 21.9mpg for the six-speed manual). It also changes up for you, if you’re hanging around the redline. And the ‘paddles’ are a joke. They are awkwardly positioned buttons on the face of the wheel, which toggle up and down – assuming you manage to hit their g-spot.

Unless you’re continually caught in traffic, go for the manual. It’s trad Porsche – precise and with a springy action that’s like twanging on Action Man’s elasticated leg.

So it can do quick. Can it do slow?

Impeccably. This is a supercar that you can drive like a supermini, should you be feeling sensible. Mooch around at urban speeds and there’s not a grumble from the understressed six. Don’t expect the ride on the 19-inch rims to be anything other than jarring, though – naturally the body must be mercilessly tied down, to realise the Turbo Cabrio’s extreme performance potential.

Hit the Sport button to firm up the spring and damper rates and potholes feel like landmines. But this is the only way to travel, and the ride gets more fluent the faster you go. ‘I was speeding under orders from my chiropractor, officer…’

Can you make yourself heard?

Up to an (illegal) point. Thanks to the standard wind deflector and with the windows raised, you’ll be able to chat comfortably at motorway speeds. And watching the roof do its thing is mesmerising: the rear panel slides backwards and the Z-shaped section glides out, like a snake under the spell of a charmer. It’s a slippery shape too – the convertible has a 0.31Cd drag figure, and is just as aerodynamic as the coupe with the roof up.

There’s the odd wiggle from the rear-view mirror but the Turbo Cabrio feels very solid. And the seats are great – comfy but so supportive and figure-hugging they could be standard fit on the space shuttle. The dashboard architecture is looking fussy these days. Long rectangle here, arc for an airbag there, quadrilateral glovebox yonder: in tan leather, it looks the contents of a milk chocolate box have melted and fused together.

Verdict

The 911 Turbo Cabrio is a technical triumph. The way it corners, accelerates and brakes defies physics. And compared with many supercars with similar ballistic performance, it’s good value. But…

You may think this sounds churlish, but its performance is too effortless, too relentless, too soul-less. It’s like the machines have taken over, and rendered the driver all but redundant. I’d go for the lighter, nimbler, rear-drive-only GT3 coupe instead, and invest the £30k saving in sunbeds, if you really must have that tan.

Porsche 911 Turbo Cabriolet

How much?	£106,180
On sale in the UK:	September 2007
Engine:	3.6-litre twin turbo flat 6, 480bhp @ 6000rpm, 457lb ft @ 1950-5000rpm
Transmission:	6-speed manual or 5-speed Tiptronic, Four-wheel drive
Performance:	4.0 sec 0-62mph, 192mph, 12.9mpg, 309g/km CO2
How heavy/made of?	1655kg/steel
How big (length/width/height in mm)?	4450/1852/1300
Other models in the range:	3.6 Carrera, 3.8 Carrera, 3.6 Carrera 4, 3.8 Carrera 4S, Turbo, GT3, GT3 RS, Targa, Cabrio
Or try a...	911 GT3,Ferrari F430,BMW M6

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Porsche Cayenne

New Porsche Cayenne: the lowdown

Love it or loathe it, the Cayenne has done wonders for Porsche's profitability. Purists can argue all day long that it diluted the brand DNA with all those common VW 4x4 genes - but there's no questioning its commercial success. Now, four years after launch, it's time for a mid-life nip 'n' tuck.

Porsche has wielded the scalpel to undo some of the damage caused by the ugly stick at birth; new lights front and rear, a redesigned grille and the availability of 21-inch wheels mark out the latest model. It's still no beauty, but the softened looks may offend fewer Porschephiles.

However, the biggest changes lie under the skin: each engine gets direct fuel injection to achieve the seemingly contradictory goals of better economy and extra power; and the Cayenne is the first Porsche with the option of active anti-roll suspension (more of which later).

Which models are available this time round?

There's still a three-rung range, of varying degrees of lunacy. The entry-level Cayenne gets a brawny new 3.6-litre V6 boasting an extra 40bhp and 24 percent more torque over the old 3.2 (both engines are VW-sourced). Considering the extra muscle on tap, the £1540 price hike to £37,100 doesn't seem too bad.

Joint biggest seller in the UK is the Cayenne S. For your £46,610, you step up to V8 power, now with an extra 300cc taking the bent eight to 4.8 litres and 385bhp. You can pick a six-speed manual or auto on both the Cayenne and S, although we'd recommend ordering the auto on both.

For SUV fans who love nothing more than scaring Ferraris (and their bank managers), there's always the £74,650 Turbo. It bolts not one but two turbochargers to the V8 to swell power to 500bhp and is only available as an auto. Naturally, the Turbo also comes with every conceivable luxury, including leather-trimmed dashboard, a DVD sat-nav system and Bose surround sound. Lovers of bling, look no further.

Sounds like it's a lot faster than the old one?

You bet. The Turbo hammers to 62mph in just 5.1sec and feels every bit as fast as that 911-threatening time suggests; there's also a delicious V8 rumble as you prod the throttle and unleash serious, seat-squeezing acceleration. The blurred landscape melting past the windscreen is quite at odds with the SUV driving position. Quite addictive.

The naturally aspirated Cayenne S is a better bet in the real world; it's still quick (6.6sec to 62mph) and has a fruity exhaust note, but with a marginally lesser greed for fuel. Keep the word 'economy' in perspective,though: we're talking 20.6mpg against the Turbo's 19mpg. The brakes on all models are as powerful as you'd expect of a Porsche, wiping off speed confidently and reliably on our hilly test route.

What of the budget-spec Cayenne? Well, it's adequately rapid for most needs, but you'll have to thrash the V6 to maintain progress up hills or when fully laden. Equipped with the six-speed auto, as most owners will, it ends up hunting for lower ratios with some abrupt cog-swapping and distinctly unpremium clatter. This entry model will be too noisy for many tastes, and its 21.9mpg is barely better than the V8s'.

Can a two-tonne Porsche really handle?

Pay attention, because this is one of the major highlights on the Cayenne. The BMW X5 was the first premium SUV to introduce sports saloon handling to the 4x4 market - but the Cayenne takes things on to a new level. For such a heavy car (2160kg upwards), this thing is incredibly poised along a twisty back road.

There's plenty of grip, naturally, and the steering is accurate, well weighted. But the real trick here is the new optional anti-roll system. An active anti-roll bar acts independently on either wheel at each axle, limiting body roll; the car corners neutrally with zero lean until you're developing 0.65g of lateral acceleration. The engineers dialled in some roll at this point to warn drivers they're approaching the limit.

It's deeply impressive. We drove Cayennes with and without Porsche Dynamic Chassis Control and it keeps thing tidy even when hustled through an arm-twirling slalom at speed. Cars with PDCC are much more comfortable and do away with the usual body-swaying that tall, heavy off-roaders are prone to suffer. You'll have to dig deep, though; you need the £1973 air suspension first (optional on all but the Turbo) before you can tick the box for PDCC. And wave goodbye to a further £2140. Ouch.

What's the Cayenne like inside?

You won't mistake this for anything other than a Porsche; switchgear and design themes echo the general look sired by the 911 over the years. Some of the buttons are a bit fiddly, then, but the controls are where you'd expect and it's all lovingly crafted. The Cayenne feels built to last.

There's loads of room, too, although not quite as much leg and foot space for rear-seat passengers as in some rivals. The boot is large and flat, and you can specify no end of electrical gizmos to lift the tailgate or swing out the tow bar. Honestly, are modern motorists really that lazy?

I know, I know - it's a Porsche... but what if I do mount that Chelsea kerb and head for the wilds?

We didn't get the chance to throw the Cayenne around an off-road track on the official launch in Spain; heavy rain and a deep frost forced worried officials to cancel the mud-splattering exercise - and that speaks volumes about the car's purpose. The Cayenne is designed for on-road endeavour, not crossing the Sahara.

However, should you need to tow a horsebox or cross a muddy field, it should equip itself well. The four-wheel drive system shunts power to either axle depending on traction and you can specify a hard-core off-roading pack, complete with lockable rear diff and underbody armour for an extra £1514. In day to day driving, even on slippery roads, drive is sent 38/62 front/rear and traction simply isn't an issue.

Another neat trick of the PDCC chassis option is that the anti-roll bar is effectively disengaged during off-roading, allowing even greater wheel articulation.

Verdict

It's hard not to walk away impressed from the Cayenne. It goes, stops and steers better than any other premium SUV and it's a practical, well built package. The controversial looks have mellowed with age, but it's still no looker and there will remain those who rue the day Porsche branched out from its sports-car roots.

Our major concern is the refinement of the noisy V6 entry model, but elsewhere Porsche has polished what was already a successful product. That the new model is quicker, more economical and better to drive merely seals the deal. If you can reconcile the Stuttgart badge stuck on the bonnet of an off-roader, you can't go far wrong here.

Need to Know: Porsche Cayenne

How much?	From £37,100
On sale in the UK:	24 February 2007
Engine:	3598cc V6, 290bhp @ 6200rpm, 283lb ft @ 3000rpm
Transmission:	Six-speed automatic, full-time four-wheel drive
Performance:	8.1sec 0-62mph, 141mph, 21.9mpg, 310g/km CO2
How heavy/made of?	2160kg/steel
How big (length/width/height in mm)?	4798/1928/1699
Other models in the range:	Cayenne S, Turbo
Or try a...	BMW X5,Mercedes M-class,

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