2018 Porsche 911 Turbo S Cabriolet

2018 Porsche 911 Turbo S Cabriolet

Episode 3745
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When summertime arrives here at Motorweek, convertibles become very popular.  Add the fact that our latest drop top was a Porsche 911 Turbo S, and well… the keys, as well as the car, always seemed to be “gone missing”. Fortunately, we were able to get some work done with it too. So, here’s our latest sun burned jaunt, Porsche style!

There may be more race-ready 911s that you can buy, but the Porsche 911 Turbo S is still the top dog in a lineup that now consists of some 20 911 variants. And this 2018 Cabriolet body style not only allows you to get in touch with nature while you’re streaking around your favorite back roads, but it make sure everyone knows who’s behind the wheel too. Whatever your motivation, you’ll find plenty to love here. 

Of course one of our favorite things about any 911, is launch control. It’s equal parts brutality, simplicity, and rocketry; allowing you to leap off the line no matter where you are, with maximum effect. 

The pure visceral experience starts when you release the brake and slingshot off the line. All-wheel-drive traction gets you going in a haste; but prepare to do some quick steering, as depending on which wheel is getting the most grip, things can get interesting rapidly too. 

60 miles-per-hour arrives in just 2.9-seconds; stupid grins on your face, even quicker. And it all happens with intake, exhaust, and engine noises creating a harmony of awesomeness; as the turbo-6 pushes you down the track like a frightened gazelle. 

No matter how many times you rip off sub-eleven second ¼ miles, it never gets old. This 911 Turbo S can do it in 10.8-seconds at 129 miles-per-hour.

After coming down from that adrenaline high, you can appreciate that all of this happens because of the 580-horsepower and 516 lb-ft. of torque that pours from the 3.8-liter twin-turbo flat-6. Last year saw new turbos added, as well as a Dynamic Boost function that maintains boost pressure even when you ease off the throttle, or when the 7-speed PDK triggers a shift. 

Amazing brakes are nothing new to 911s or Porsches in general, but the way these 6–piston calipers grab the ceramic brake discs that are standard on the S is truly epic. Stops from 60 take just 90-feet. 

Running through a simple slalom course at our drag strip, is truly no test for this 911; but you do get a small taste of the insane grip, sharp turn-ins, and ultra-flat handling that the Turbo S has to offer. Does the fabric roof overhead compromise anything? Perhaps, but not that we could tell here. 

And we all know the Turbo S is no one trick pony; once you’re done seeking low e.t.’s, or slicing up the slalom like a Ginsu knife, it’s just as rewarding heading to your favorite far off place. 

Seeing 911s on the road is not exactly a rare occasion; yet our Guards Red Cabriolet still garnered its fair share of attention. People may not always know why, but they can sense there’s just something special about this 911. 

Top or no top, the look is all classic Porsche; round headlights, smooth body, wide hips, the whole package. This Turbo S of course, rides on 20-inch center-lock wheels. 

Not surprisingly, top operation is as speedy and efficient as the rest of the car.  

Sitting inside, everything just feels right, with all of the important stuff falling readily to hand.    

The up-sweeping center console still hosts plenty of physical buttons. Meanwhile, Porsche’s touchscreen interface has steadily improved…it’s now quite intuitive. 

Seats have a “business first” feel, with that business being keeping you in place at high speeds on a road course; yet they are plenty comfortable for leisurely-long drives through the countryside. 

Government Fuel Economy Ratings are not painful at all for a car with this much performance; 19-City, 24-Highway, and 21-Combined. We averaged 22.1 miles-per-gallon of Premium. So that’s an only slightly worse than average Energy Impact Score of 15.7-barrels of yearly oil use, with CO2 emissions of 7.1-tons. 

And then of course there’s the matter of pricing. While the 911 Turbo starts at $162,850, stepping up to the 580 horse S Cabriolet will cost you $204,050.

But, be still that racing heart, as you can get the 911 Carrera Cabriolet…with only 420 horsepower…for about half that.

Still, the 2018 Porsche 911 Turbo S remains our aspirational vehicle, and it has managed to stay relevant despite a new upstart supercar arriving almost weekly. There’s still nothing else on the road quite like it. 

Specifications

  • Engine: 3.8 liter
  • Horsepower: 580
  • Torque: 516 lb-ft.
  • 0-60 mph: 2.9 seconds
  • 1/4 mile: 10.8 seconds @ 129 mph
  • EPA: 19 mpg city / 24 mpg highway
  • Energy Impact: 15.7 barrel of oil/yr
  • CO2 Emissions: 7.1 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW