► Cabrio enters the 992.2 era
► Power boost for all models
► Rear seats now a no-cost option
Variety is to be expected from everyone’s favourite rear-engined sports car. We’ve already driven the entry-level and probable Goldilocks versions of the coupe, but this is our first experience of the 992.2 Porsche 911 Cabriolet.
The near-freezing conditions make me glad to see a 4 on the rump of the GTS. It’s the variant that packs arguably the most significant change since the range went watercooled with the 996 – hybrid power. Carrera, Carrera T, and Carrera S keep an unelectrified flat-six that’s a development of the 992’s.
Porsche didn’t hold a European launch for the 992.2 Cabrio. Instead, I headed to its UK HQ to spend a couple of hours with a right-hand drive UK car. If you want to know how we test cars here at CAR, we’ve got a page dedicated to explaining our processes.
At a glance
Pros: Familiar feel, not a great deal of handling compromise, year-round usable
Cons: You won’t be spending less than £110k, even more cramped rear seats than the coupe
What’s new?
Non-hybrid models get new turbos amongst other goodies to boost power. Carrera and T only gain 9hp, and S a healthier 30bhp. GTS gets a new single-turbo 3.6-litre flat-six with electric motors on the turbine shaft and in the gearbox to reduce lag and boost performance respectively.
The brakes grow in size and there are new adaptive dampers with a broader spread of available damping force. A discreet starter button replaces the faux key, and twin screens flanking an analog revcounter are replaced by a 12.6-inch curved display with a variety of layouts available.
Additional equipment helps explain away some of an increase in price. Adaptive LED headlights, lane keep assist, traffic sign recognition, brake assist, parking sensors and a rear-view camera should help protect you, and heated front seats and steering wheel are most welcome during a UK winter. Despite the cold, I was able to keep the roof down and stay toasty.
The handy mode dial on the steering wheel is now fitted to all 911s instead of just coming with the Sports Chrono pack. You’ll still need that for launch control and the Sports Response button that primes the engine and gearbox for maximum acceleration, though. Naturally, there are also new bumpers, wheels and colours.
What are the specs?
Carrera and T get a 2981cc flat-six with twin turbochargers and 389bhp, with S upping power to 473bhp. T’s manual gearbox gives it the slowest 0-62mph time of 4.7 seconds. Get the Sports Chrono pack and the Carrera manages 4.1, and the S 3.5.
Hop up to GTS and the hybrid boost helps raise power to a mighty 536bhp, significantly more than a GT3. It’s the only engine available with four-wheel drive currently, with it and the two-wheel drive version taking 3.1 seconds to get from 0-62mph in ideal conditions.
Weight is 1580kg-1725kg – light for the present, I suppose – although it seemingly doesn’t help efficiency a huge amount. According to the WLTP figures, Carrera will do a range best of 28mpg on the combined cycle while emitting 230g/km if you avoid touching the options list. S and GTS aren’t much worse. Don’t be surprised If you manage over 30mpg on a motorway run, or teens if you’re enjoying yourself in any of them.
How does it drive?
Like a slightly heavier, less rigid coupe, funnily enough. Any movement of the rear-view mirror is limited to a slight tremor, and there’s no shakiness from the steering column. It does the convertible stuff well, with a roof that can be operated up to 31mph and does a great job of keeping noise at bay when erected. Buffeting at motorway speeds isn’t unbearable with the roof down. A Targa feels less blustery, but sounds way louder.
Launch control is even more violent than I expect when I find some dry roads, and not far off a full blown Turbo from not that long ago. The GTS will spin up all four wheels on more treacherous tarmac, yet at no point feels like it’s going to spit me into the undergrowth. It feels more linear than the Carrera, with a sharper, more naturally aspirated delivery.
You shouldn’t discount the Carrera, though. It’s still plenty fast enough and makes a good noise with the sports exhaust. It doesn’t have the ferocity of the GTS’s delivery, but it too likes to be revved to the redline. The PDK ‘box is smooth in normal use, changes gear rapidly and the manual override does as its told.
All that engine behind the back axle gives great traction even without four-wheel drive. With it, I found the GTS more likely to push into early understeer at times in inclement conditions. Good steering and feel ensures I know what’s going on beneath me, with the confidence-inspiring brakes allowing me to cover ground rapidly.
Perfectly judged damping makes stiff springs liveable when you’re not attacking the road. Vicious bumps are rounded off and body control is impeccable, with Sport bringing more control without the ride falling to pieces.
What’s it like inside?
You get no rear seats as standard in any new 911, although adding them is a no-cost option. As ever, they’re best suited to smaller individuals who won’t mind the bolt upright seat backs needed to package the folded hood. Front space is plentiful for a sports car with loads of adjustment for the seats and steering wheel so you can find your perfect driving position.
You’ll find a good mix of physical controls for stuff like the drive modes and heating, with crisp and responsive screens. The new driver’s display’s graphics are sharp, and information presented clearly, while purists will appreciate the option of a central rev counter with the redline at 12 o’clock.
It’s controlled by the mercifully touchpad-free steering wheel, the spokes retaining proper buttons and scroll wheels. The cruise control stalk is also retained and has a button that easily disables the lane keep assist. Most welcome.
Before you buy
A base Carrera Cabriolet is just shy of £110,000 and you’ll be spending a fair bit more to get niceties like the Sports Chrono pack, louder exhaust, the good seats and a few other bits and pieces. Going up the range will cost about £10k per step. While a GTS would be my choice for a Coupe, I think a Carrera Cabriolet makes the most sense.
Verdict
It’s business as usual at Weissach. A mostly subtle evolution enhances the 911 without really giving anything up. The new display modernises the driver interface whilst allowing traditional styles for luddites like me, and the hybrid system is very convincing.
No, the cabrio isn’t quite as rigid, practical or fast as the coupe, and it’s an extra £10,000. However, if the breeze in your barnet appeals and you want something that still feels up for it in the bends, the 911 Cabriolet is hard to beat.
Specifications for the Carrera 4 GTS Cabriolet.