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 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.