2018 Porsche 911 Turbo S Cabriolet
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 Hyundai Elantra N
Looks Better, Handles Better
When we first sampled Hyundai’s Elantra N, we were impressed. Not only did it live up to the high expectations Hyundai set for themselves with their new N performance brand, but it made a great showroom companion to the funky and fun Veloster N. Well, that was just two years ago and already the Elantra N is getting better!
It’s totally fitting that Hyundai chose the humble Veloster and Elantra to introduce us to their N performance brand, as it mirrored their own humble beginnings here in the U.S. in the 1980s. What started with a single subcompact economy car has grown into a full lineup of cars, SUVs, a pickup truck, and even multiple battery-electric vehicles, one of which recently got the N treatment and set a new benchmark for high-performance EVs.
All that to say, when we had an opportunity to test the recently updated 2024 Hyundai Elantra N sedan, we jumped at the chance.
Now, not to be a downer right away, but there is nothing new to report in the powertrain department, as most updates follow the systemwide midcycle refresh that the Elantra has received for ’24, which mostly highlight styling and tech. But there are other meaningful upgrades, specifically to address the N’s ride and handling. More on that later.
We’ll start with styling tweaks which include a new front with a larger two-piece grille, slimmer daytime running lights, and flat stainless-steel logo. Inside, materials get a premium boost with lots of N logos, some of which are even now illuminated. Both the steering wheel and shift knob are also new in the N, as are the sport bucket seats which are definitely aggressive, though ride quality remains plenty street friendly. Now those N suspension enhancements include new urethane bushings, along with a complete overhaul to the steering system, and additional structural upgrades including engine mounts.
There was a lot of feedback coming through the chassis, encouraging us to push harder and harder.
And they were all readily apparent in our handling course where the N showed great balance, an eagerness to turn in, and fantastic grip. It really is crazy how competent front-wheel-drive cars have become. It’s also more responsive to driver inputs, and there was a lot of feedback coming through the chassis, encouraging us to push harder and harder. You can find a little bit of remaining understeer if you go looking for it, but it’s not the natural tendency at anything less than the absolute limit.
Under the hood is the same 276-horsepower 2.0-liter I4 with 289 lb-ft of torque as last year; and when keeping a hand on that new shift knob for some acceleration runs, the Elantra N didn’t feel overly quick, as it was hard to find a good compromise between a soft launch and massive amounts of wheel hop. Still, we got to 60 in the same 5.4 seconds. The available eight-speed DCT automatic is a few tenths quicker if that’s your priority.
The engine sounds cool, nice and raspy, not high-strung, and the shifter works and feels great, with no missed shifts during our track time. Our best quarter-mile run was 14.0 seconds flat at 101 mph. Not bad for any family sedan. In braking runs, stops from 60 were strong and fade free, averaging a mere 100 feet. There was very little nosedive, as the N had a more of a hunkered down feel to it; and there was also very little ABS pulsing through the pedal.
Government Fuel Economy Ratings with the manual are 21 City, 29 Highway, and 24 Combined. We recorded a good 25.8 mpg of Premium on our mixed driving loop. As for Hyundai’s traditional high value, Elantra N pricing starts at only $34,850, with the DCT a $1,500 option.
If you subscribe to the original Hot Rod ethos of making things go as fast as possible, for as little as possible, Hyundai is glad to have you along for the ride. This 2024 Hyundai Elantra N is a fun-filled modern-day Hot Rod in an economy car disguise. Those that are willing to take their next compact purchase to the power of N will get a driving experience that very few other affordable cars can approach.
Specifications
As Tested
- Engine: 2.0-liter I-4 Turbo
- Transmission: 6-speed manual
- Horsepower: 276
- Torque: 289 lb-ft.
- EPA: 21 City | 29 Highway | 24 Combined
- 0-60 mph: 5.4 seconds
- 1/4 Mile: 14.0 seconds at 101 mph
- Braking, 60-0: 100 feet
- MW Fuel Economy: 25.8 mpg (Premium)