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Porsche 911 Cabrio in the driving report: Of air and love

Hans-Dieter Seufert
Porsche 911 Cabrio in the driving report
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O b an engineer can do that Embed the word 'surface bow cover' in a declaration of love halfway free of stumbling. Probably not. This bumpy collection of letters describes the quite elegant roof of the new Porsche 911 Cabrio in a highly technocratic way. A completely normal hood, it seems, but actually it's a well-camouflaged hardtop. To tick that off right away: Even at high freeway speeds, wind noise is limited, the cap fits perfectly.

Porsche 911 Cabrio with a real sports car soul

However, it looks most beautiful off when it's in its box, exposing the driver not only to the elements, but also to the drive. After all, Porsche claims to have saved the sports car soul of the 911 one-to-one in the convertible. Option 220 proves that the manufacturer is really serious about this. This code conceals a mechanical rear differential lock including a torque vectoring function. The catch: only the Porsche 911 convertible variants with manual seven-speed gearshift can be equipped with it. Since Porsche has not yet released the corresponding vehicles, the selector lever of the dual clutch transmission protrudes once again from the center console of the daring racing yellow test car. Then later.

Instead: Roof on, engine on. The basic engine in the rear of the Porsche 911 Cabrio simmers with a slight rattle and with a dull, Porsche-typical voice that sounds like a sore throat. Even before the developers invented the flat bow roof, they stole four millimeters of stroke from the six cylinders. That leaves 3.4 liters of displacement, the output increases compared to the 3.6-liter predecessor by five to 350 hp, the torque remains unchanged at 390 Newton meters. As a result of the reduction in displacement, the speed level increases significantly, which sports car fans in the currently heavily turbo-saturated car world are sure to cheer on with a naturally aspirated engine. And how should the promised consumption reduction of 15 percent be achieved? We think about this elsewhere, then underpinned by measured values.

Sports exhaust is better than any sound system

Now the Porsche 911 convertible rolls off on its 20-inch winter tires , only the driver wears a hat. FirstFresh air bubbles tumble over the reinforced windshield frame and crawl around the mirror triangles into the interior, unchanged from the coupé, which accordingly offers decent space and an upgraded infotainment system. The only difference: three additional buttons - after all, that's what Porsche knows about - behind the PDK selector lever. They control the convertible top and the electrically operated wind deflector, which, like a delicate roll bar, extends behind the front seats of the Porsche 911 Convertible. Rear seats? Physically present, psychologically an imposition for anyone who is offered a place there - sports car.

No waddling, but a stomach-scratching symphony fills the air when the gas pedal relentlessly seeks contact with the carpet. Base engine? Hell one more thing, the engine is the summit. Greedily, but not viciously, it snaps at the accelerator pedal to promptly eat one digit after the other on the rev counter. The direct injection engine with a compression ratio of 12.5: 1 winds up as evenly as a sports rower, whirls through the 7,000 mark to reach its peak performance at 7,800 rpm. The optional sports exhaust system with flap control peppers defiantly roaring sound volleys between the headlights of the following traffic, the sound system in the interior of the Porsche 911 Convertible has long been on mute. Now only the boxer rocks.

It may be that the 400 hp S version of the Porsche 911 Cabrio pushes more powerfully above 5,000 revs - free. Three tenths faster from zero to 100 km /h for a surcharge of € 14,399? A mediocre deal, given that 4.6 seconds of standard sprint time is enough for any post-puberty pose, if necessary.

The convertible Porsche 911 remains a fascinating sports car

The visual differences are limited to one inch larger wheels (19 inch standard) and a different exhaust design without the mandatory option of a sports exhaust. Everything else - from the weight-saving body construction (up to 60 kilograms compared to its predecessor) to the precise, electromechanical steering - is already offered by the basic Carrera. The busy damping, but always tightly resilient active suspension chassis has to be paid extra in any case. Not only does it provide a good level of comfort, it also loosely circles almost every curve radius from the suspension strut joint, as long as the driver of the Porsche 911 Cabrio thinks about keeping light on the gas.

Regardless of the curb weight that is 70 kilograms higher than that of the Coupé, the Porsche 911 as a convertible remains what fans of the brand expect: a fascinating sports car - not in spite of, but because of its magnificent entry-level engine. Its sound ennobles a declaration of love even better than the flat bow hood.

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