2014 Porsche 911 Turbo S

2014 Porsche 911 Turbo S

Episode 3324 , Episode 3341
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2014 marks the 50th anniversary of the porsche 911. and despite being a pentagenarian, the 911 is showing no signs of slowing down.  in fact, now that a turbo 991 has arrived it’s moving along quicker than ever. so come along as we hit our favorite road course, savannah’s roebling road raceway, to find out just how much faster and better this all-new 911 turbo really is!

While we are always pumped to drive a new Porsche, just as a race team begins thinking about their next race as soon as the checkered flag drops, we begin dreaming about the next Porsche we get to drive as soon as we hop out of one. So, no sooner did we pull our 911 C4S into pit lane at Roebling Road Raceway last year, we began thinking about this car, the 2014 Porsche 911 Turbo S. 

The 911 Turbo and this 2-mile road course are made for each other. Unlike previous gens of Turbo, with the 991-series, both Turbo and Turbo S models are available right away, with the S adding more standard equipment and more power from the 3.8-liter twin-turbo flat-6. 

Turbo numbers are 520-horsepower and 487 lb-ft. of torque. The Turbo S hikes those to 560 and 516, with up to 553 lb-ft. of torque available at full throttle, with overboost as part of the Sport Chrono package. 

If there’s one constant in our society, no matter how much you give, people always seem to want more, and the new Turbo delivers. How much more? Well, the Turbo S is the quickest road going production Porsche ever. On Roebling’s front straight, we managed to hit 60 in 2.9-seconds, with the ¼-mile pass taking 10.8 at 129 miles-per-hour. 

And as great as that is, the real reason you should want a Turbo is for the handling. It’s all-wheel-drive of course, and the current system is a evolution of the torque vectoring setup with an added Electro-hydraulic control for the multi-plate coupling that enables more power to be delivered to the front axle faster.

In addition, the Turbo gains rear wheel steer. With an electromechanical actuator for each back wheel, the system provides varying degrees of steering to both tighten turns and increase high speed stability. 

But even with electronics managing just about every aspect of the chassis, the drive experience is about as intuitive and easy as it can be. Amazingly enough, Porsche has succeeded in not entirely dialing out all of the driving enjoyment. But if you’re looking for hairball, rear end out kicks, you might have to wait a few more months for the GT3. This car has phenomenal grip. The harder you push it through corners, the more it eggs you on.

Active roll compensation keeps things flat no matter the speed, and the stability and overall manner through high speed sweepers is incredible. Roebling also has a few tight corners and when coming off of them, depending on how much throttle you were able to maintain, you will experience some turbo lag going full off to full on. 

We like big brakes and we cannot lie, the Turbo’s standard ceramic brakes are eye popping effective. As for transmission, the Turbo is PDK only, and while purists will surely cry for a manual, we’re beyond that. The PDK’s shifts are incredibly quick, and it makes street driving in every day traffic that much more livable. 

Who would have thought you’d need to artificially pump exhaust sound into the 911 to get the full experience, more so, who would have thought we’d enjoy it so much!

Visually, all the usual Turbo clues are here, wider hips, enlarged air intakes, and serious 20-inch wheels. While new active air elements like an extending front spoiler and a slotted rear wing take down force to new levels. Full LED headlights provide bright-as- day nighttime illumination on the Turbo S. 

There’s plenty for the tactile senses to enjoy inside as well, from the 2-tone leather treatment throughout to the Turbo specific gauge package. 

Government Fuel Economy Ratings are also improved to 17-City, 24-Highway, and 20-Combined. That also improves the Energy Impact Score to 16.5-barrels of oil and 7.4 tons of CO2 emitted annually. 

As for pricing, does it really matter? While every red-blooded driver should want a Turbo, you either can afford one or you can’t. Sticker shock starts at $149,250; Turbo S at $181,950.

It is truly insane that Porsche has taken the rear engine platform to this level. The 2014 Porsche 911 Turbo simply exceeds all rational expectations. Can you have too much of a good thing? As far as we’re concerned, never. And you can be assured that Porsche engineers are already working on delivering even more for the next one. And yes, we are already thinking about driving it!

Specifications

  • Engine: 3.8-liter
  • Horsepower: 560
  • Torque: 516 lb-ft.
  • 0-60 mph: 2.9-seconds
  • 1/4 mile: 10.8 seconds @ 129 mph
  • EPA: 17 mpg city/ 24 mpg highway
  • Energy Impact: 16.5 barrels of oil/yr
  • CO2 Emissions: 7.4 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