#02#Let me be frank up front; I'm no fan of convertibles. As a former racing driver I appreciate a protective, steel cocoon overhead. I also happen to have a passion for cars that were built for one purpose: exhilarating driving.
So the Porsche Carrera Cabriolet poses a small personal dilemma. Here's a car built for performance without a real lid... Well, not quite true. It does come with automatic rollover extenders, but I'm still a little wary of these devices. So, I decided that I would approach this drive with more caution and simply enjoy the Porsche for its aural stimulation.
If you're anything like me, you'll want the hardtop. I don't like scuttle shake and this is what you get in the Cabriolet. There were so many rattles and squeaks emanating from the rear of the cabin that I winced when negotiating uneven or lumpy roads. Porsche's notably stiff suspension doesn't help matters much either. If you can live with this and driving really hard is not your thing, then the 911 Carrera Cabriolet may be just the toy for you. It will certainly get heads turning wherever you motor.
The normally aspirated engine in this model is a less powerful 3.6-litre version of Porsche's all-aluminium DOHC, 24-valve flat six. It delivers a solid 325 horses and does so very evenly throughout the rev range. The torque curve is as flat as a table top, which means loads of grunt in any gear, any time. This is achieved by using variable-length runners in the intake manifold. Add to this mix variable valve timing, advanced engine management and the inherent smoothness of the flat six, which all makes for an engine that's docile cruising around town, yet ferocious when summoned to deliver a rush of adrenaline.
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The Carrera Cabriolet with the optional Tiptronic gearbox (which our test car had) will sprint from 0 to 60mph in 5.4 seconds and run on to a top speed of 174mph. One thing about a Porsche engine that never fails to impress is its tractability. There's no need to hunt up and down the rev range for power - it's like a loyal companion; always by your side and ready to deliver the goods when asked to.
Keeping it all under control is as important as unleashing the beast. This is done via four-wheel disc antilock brakes with Active Brake Differential - standard on all 911s, as is the Porsche Stability Management System (PSM), which uses sensors to monitor each wheel and automatically apply braking or adjust the throttle to improve traction and performance.
PSM can be disabled for drivers who wish to explore the car's limits without electronic aids. If deactivated, the system will automatically turn back on under heavy braking, where at least one front wheel requires ABS assistance. Porsche Active Suspension Management system, standard on all S models and otherwise optional, uses sensors to monitor body movement and automatically adjusts the suspension according to driving style and road conditions. A "Sport" mode stiffens the suspension for sharper handling.
It's hard to believe that Porsche still has to keep improving such a great chassis, yet it continues to, year after year. The front axle design is based around a new generation of proven MacPherson strut layout. The rear is kept in check by a sub-frame based multi-link design, which relies on the revised kinetics of race-proven rear suspension. Pitch and roll have been further reduced. The overall agility of the new 911 is remarkable with excellent suspension response on most driving surfaces and in most conditions.
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For aspiring amateur racers, a Sport Chrono Package Plus (an option) features a digital/analogue stopwatch on the dash and the ability to improve throttle, suspension and transmission response (only with the optional Tiptronic S automatic) for even sharper handling and performance. A neat function is that data from the stopwatch is logged in the onboard computer for future review. Parameters can be set to measure and record driving times for any stretch of road or track. I certainly wouldn't be using this car on any racetrack, so that stopwatch function becomes academic.
On the subject of interior, this is one the one area that I feel Porsche could pay way more attention to detail. I didn't like the steering-wheel mounted Tiptronic wheel shift buttons, which felt awkward to operate and not as intuitive as some of the other paddle shifters used by its competitors. I kept looking for a shift lever on the tunnel to help me out of my frustration.
Porsche may also benefit from relocating its ignition switch from the left side to the right, which is a traditional yet quirky location. Another gripe is the Porsche navigation system, which is clumsy to operate and not very user-friendly. The company could learn from Audi in this regard. The same applies to the climate control system operation.
It's hard not to enjoy one's time at the wheel of a Porsche. This legendary performance marque offers the driving purist plenty to look forward to. The 911 Cabriolet will thrill drivers looking for exhilarating open top motoring.
I must admit though, having recently driven the Cayman S, I came away a little less impressed than expected. I may not have felt this way had I not driven the Cayman, which felt better-balanced and more involving to drive. It's also a lot cheaper than the $86,000 sticker price of the 911 Cabriolet we drove.
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2007 Porsche 911 Cabriolet range overview
| Model | UK (£ on-the-road) | US ($ MSRP) |
| Porsche 911 Carrera Cabriolet | £67,860 | $82,600 |
| Porsche 911 Carrera 4 Cabriolet | £71,980 | $88,400 |
| Porsche 911 Carrera S Cabriolet | £74,910 | $92,800 |
| Porsche 911 Carrera 4S Cabriolet | £79,040 | $98,600 |
