2018 Porsche 911 Turbo S Cabriolet

2018 Porsche 911 Turbo S Cabriolet

Episode 3745
Lucas Oil "Keep That Engine Alive"Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

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
2024 Mazda CX-90 Front Quarter 1

2024 Mazda CX-90

A Force To Be Reckoned With

Episode 4238
Lucas Oil "Keep That Engine Alive"Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

If you’ve been following Mazda lately, you’ll know they’ve been fielding some serious new designs; you could even say, they’re latest efforts are 10-times better than before. After all, the CX-3 became the CX-30, then CX-5 became the CX-50, and now it’s the CX-9’s turn. So, let’s find out if this all-new CX-90, their largest SUV yet, is a real multiplier or if it’s all just a numbers game.

Don’t think of this 2024 Mazda CX-90 so much as an updated version of the CX-9, as it’s more of a complete rethink of their 3-row crossover, the first built on an all-new, large vehicle platform for the brand. And this platform carries a host of surprises. Not only does it make the CX-90 bigger by every dimension, but it’s a rear-drive architecture, and features all-new powertrains, including the brand’s first plug-in hybrid, and even an inline-6 engine.

Why an inline-6 to replace the CX-9’s turbo-4? Well, in general terms, I6s are better balanced, run smoother, and can deliver more torque at lower RPM. Just ask the BMW faithful, or any of the truckers you see going down the road hauling more than 20-tons of cargo with their inline-6s.

There are 2-versions of the longitudinally mounted 6, both assisted by turbocharging and a 48-volt mild hybrid system. Output for the base Turbo is 280-horsepower and 332 lb-ft. of torque; this Turbo S cranks it up to 340-horsepower and 369 lb-ft. The PHEV, on the other hand, is based on a naturally aspirated 2.5-liter I4, working with a 100-kW electric motor to deliver 323-horsepower and 369 lb-ft. of torque. A 17.8-kWh battery delivers 26-miles of EV driving.

2024 Mazda CX-90 3
2024 Mazda CX-90 Side Profile
2024 Mazda CX-90 Quarter Rear
2024 Mazda CX-90 Twin-Turbo I-6 Engine Cover
2024 Mazda CX-90 Twin-Turbo I-6 Engine
2024 Mazda CX-90 32024 Mazda CX-90 Side Profile2024 Mazda CX-90 Quarter Rear2024 Mazda CX-90 Twin-Turbo I-6 Engine Cover2024 Mazda CX-90 Twin-Turbo I-6 Engine

It’s not the prettiest SUV, but it does have very smooth body work; plus, the longer hood and 7½-inches of wheelbase stretch over the CX-9, give it more stately proportions. All CX-90s come with i-Activ all-wheel drive and the brand’s first 8-speed automatic transmission; the longer wheelbase allows tow ratings to step up from 3,500-lbs. to 5,000.

At the test track, our Turbo S launched effortlessly with good grip on the way to a 6.4-second 0-60. The smooth vibes continued throughout the ¼-mile, with refined power delivery, seamless shifts, and a noticeably more solid and stable feel at speed than the CX-9. Our best time was 14.7-seconds at 98 miles-per-hour.

Through the cones, it still behaves like a Mazda, with very good steering feel and a solid presence in corners at low to moderate speeds. Some understeer and body roll will show up when pushed hard, but Mazda’s Kinematic Posture Control uses subtle selective braking to help the vehicle rotate, and safety systems will step in well-before it gets out of sorts.

There’s a nice firm feel to the brake pedal, delivering good stopping results of 118-feet from 60 miles-per-hour. You can feel a lot of weight transfer, but nosedive was well contained.

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Another unique element the CX-90 brings is seating arrangements for 6,7, or 8. It’s the 8-seater that’s standard with 3-across bench seating for 2nd and 3rd rows. 7-seaters get either captain’s chairs in the 2nd row, or more contoured seats for the 3rd; 6-seaters sport 2nd row captains and the contoured 3rd row. Cargo capacity varies with seating, but is at best 15.9 cubic-ft. behind the 3rd row, 40.1 behind the 2nd, and 75.2 with all seats folded.

As far as what it’s like to actually live with, the CX-90’s cabin is a clear step up, including on some trims suede-like materials, intricate stitching, and real wood, all consistent with what we’ve seen from the brand lately. A 10-inch dashtop touchscreen is standard for infotainment, with upper trims getting a larger 12.3-incher. We applaud Mazda’s inclusion of plenty of old-school manual controls for radio and climate, which keeps menu diving limited to secondary functions. PHEVs get a few unique controls and readouts to monitor drive modes and battery level.

Overall, the CX-90 is highly functional, entertainingly sporty to drive, and will be more competitive in the ever growing 3-row family crossover segment; and its posh interior may even attract luxury buyers on a budget.

Government Fuel Economy Ratings for the Turbo S are 23-City, 28-Highway, and 25-Combined. We averaged a good 26.5 miles-per-gallon of Regular.

Pricing begins with the base Turbo at Select trim for $40,970, PHEVs are available in Preferred trim and above starting at $48,820, and the Turbo S starts at $53,125.

Force multiplier is a military term for when strategic elements come together to produce results greater than would have been possible without them. Well, no high-level math skills are necessary here to see that the 2024 Mazda CX-90 is clearly more than just a much better CX-9; it’s now a force to be reckoned with in the 3-row family crossover segment.

Specifications

  • Engine: 3.3-liter I-6
  • Horsepower: 340
  • 0-60 mph: 6.4 seconds
  • 60-0 Braking: 118 feet (avg)
  • MW Fuel Economy: 26.5 MPG (Regular)
  • Transmission: 8-speed automatic
  • Torque: 369 lb-ft.
  • 1/4 Mile: 14.7-seconds at 98 mph
  • EPA: 23 City / 28 Highway / 25 Combined
  • Starting Price: $40,970