You might think a £150,000 supercar branded Porsche would inspire a gush of words about the wonders of handling and performance.
The 911 Turbo is a brilliant driving machine. It does everything you expect and more – with a sensational 3.8 six-cylinder engine at its heart.
Virtually faultless but would I buy one? Despite its range of abilities and everyday usability (you can even squeeze a couple of child seats in the back!), the answer is no.
Quite simple, the 911 just doesn’t ‘move’ me like a McLaren or a Lamborghini Huracan – even the overlooked Audi R8 has more soul. I know each of those cars have their flaws but they come with the character and panache that has been squeezed out of the Porsche range in recent years.
If flat out performance is your mantra, the 911 should be top of your wish list. I’d rather arrive a few minutes later in a car worth more than the sum of its parts…
Anyone who drove a Porsche 911 Turbo back in the 1970s will remember it as a no compromise beastie. The coupe has been evolving constantly since then into this latest 2017 model.
A consummate performer, it has also morphed into the most straightforward of everyday supercars. We will be testing the Audi R8 and McLaren 540 over the next month – both are brilliant but neither can match the Turbo S for everyday stuff, like popping down the shops for a few bags of shopping.
I’d say the rear-end os nowhere near as attractive as the McLaren or the Audi but as a piece of engineering, the Turbo S gets an A Star. It has a commanding, if understated presence on the road that I’ve only ever experienced in a Rolls-Royce.
Sure, there’s a lot of tyre noise from those 20-inch wheels and I’ve moaned about the infotainment system still lagging behind the best.
Otherwise, this is a very special, if conservative supercar that will fit you like a well-used glove…
Seems odd that the interior of the Turbo S feels little different to that of the ‘standard’ 911. I suppose if you want bling there is always the Lamborghini Huracan – to be tested here next month.
The dashboard of the Porsche is just about perfect. Every button and dial is within easy reach and has a premium brand feel. Not sure why the chrono clock is still fitted – totally pointless.
The new infotainment system has a clearer screen but still lags behind that offered by Audi or BMW in most of their cars. Why is that?
I also find the electric seat adjustment very slow – and if you use the memory option, manual reading is required to ensure the seat is where it should be when you get in. Usually it has returned to somebody else’s settings.
Now, if you’re reading this, you already know the latest Turbo S is one of the best performance coupes out there. For 2017, power and fuel economy are up, there are some lighting tweaks front and rear, and, thankfully, the infotainment system is easier to understand (well, slightly easier).
But what some lucky people with enough cash to buy one don’t perhaps know is that the Turbo S is as user-friendly as an everyday boring car, like a Skoda Fabia.
In ‘normal’ drive model, the S just tootles along at a sensible pace, with no comedy roar from the quad pipes, no high drama. It is, good people, just as easy to live with as a Golf R.
And this, I think, is the mark of a great supercar. A machine that will thrill the pants off your girlfriend but also get you to and from the supermarket with the minimum of stress.
So what do you really need to know about the Mercedes AMG GT S? Well, here’s my tick list of things that you might not discover from an hour-long test drive…
The seats are ridiculous hard! Trust me, I’ve had passengers of all shapes and sizes in the GT S. And NOBODY has got out without commenting on the silly, race-tuned seats. It’s supposed to be a grand tourer. My hips are aching as I write this. Top of your options list should be a couple of soft scatter cushions.
The upright infotainment screen really doesn’t disappear into the dashboard! You know it’s fixed in that upright position but trust me, you will still try and push it away. Yep, it’s that incongruous.
Mind the gap. The doors are very heavy. No surprise in a car this size and rather reassuring BUT they do need a good slam.
The auto dip/full-beam system is lazy. I know it’s been an Easter Bank holiday but why do they take so long to dip in the face of oncoming traffic? Wake up in there!
Luggage space is minimal. On top of that, the door pockets are virtually pointless because they are so narrow and made of stretch material. You need two hands to insert something – not advisable at speed.
On the up side – it’s way better looking that a Porsche 911, will win more admiring glances and sounds fantastic. As a driver’s car? Well, it still lags behind the user-friendly Porsche – and the brilliant McLaren 540 is only a few bucks more…
A nice problem to have.
I’d never buy a car with scuffed alloys. So it pains me greatly when I give back a car with damage to the wheels. It smacks of typical motoring journalist – careless in everybody’s car apart from their own.
It wasn’t entirely my fault (it never is!) but I must bare some of the responsibility for the Cayenne’s grazed knees. A head-on meeting in an Edinburgh street that nudged me into the cobbled curb. Ouch.
Annoying as it is, the Porsche’s ‘restyling’ comes nowhere near what happened to a Range Rover I drove to France in the early 1990s. We had four expensive mountain bikes on the roof and the service station canopy was obviously way too low.
Fortunately, I wasn’t driving but it fell to me to call the Land Rover press office and explain myself. The damage was extensive but nobody batted an eyelid. Let’s hope Porsche are as understanding…
I’m not sure our specced up £72K Cayenne Hybrid moved me as much as I expected. I always think every Porsche will be the ultimate in techno-sportiness but the electric-petrol version does have issues.
They mostly revolve around the smoothness of the SUV’s independent transition from petrol to electric drive. The jerk from the drivetrain was so bad at one point today that I actually thought we’d been rear-ended!
It’s the same with acceleration and braking. Now I know the way this hybrid system works but at lower speeds, especially around town, the jolt can be uncomfortable after a while.
So for this alone, I was disappointed with Cayenne’s drive after 1,000 miles of testing. That and the fact the centre arm rest bin was difficult to open! But I just expected more in this premium price bracket…