Review – Porsche 911 Type 992 Carrera S Cabriolet: horses in the wind

19 years, that’s how long it took Porsche to finally decide to offer a convertible version of its 911. We have to go back to 1982, 9 years after the launch of the Type G, for the German sports car to have a variant with a soft top. Since that time, each generation has had one.

Know, however, that she is not the first 911 to have dropped its top. In fact, it is the Targa. This was imagined by Ferdinand Alexander Porsche (grandson of founder Ferdinand Porsche) in the 1960s, presented at the 1965 Frankfurt Motor Show and put on the market in series as early as 1967. It therefore precedes the first convertible of its lineage by 12 years. Surprising? Not so much when you consider the reason why it was created.

As a reminder, the 911 Targa is the first convertible series vehicle with a fixed safety roll bar. It is positioned between a coupe and a convertible but without being one insofar as it has a hard-top and not a soft top.

The origins of its concept date back to a time when, in the United States, public authorities were simply considering banning the sale of convertible vehicles, deemed too dangerous in the event of a rollover. The famous silver arch is therefore not the result of the work of a designer in search of originality but rather that of pragmatic engineers.

It is now the turn of the Type 992 to perpetuate the tradition and to break free from the demand for a hardtop to enjoy the beautiful days and the vocalizations of the famous “flat-six”. Like the 997 was to the 996, the new arrival eclipses the 991 by evolving significantly.

Conception

For enthusiasts of the genre, more inclined to high-speed summer strolls than to chasing seconds on the track, a convertible will always have a higher appeal than a coupe.

For the most rational, this type of bodywork is primarily synonymous with overweight, loss of chassis rigidity, diminished dynamism, higher cost, restricted use (considering the weather), inferior sound insulation, altered design…

If it does not defy the laws of physics, the prancing horse brand (take a good look at its coat of arms) pushes them back and above all shatters the usual prejudices attributed to convertibles. The new Carrera S, in this type of variation, gives a brilliant demonstration of this.

To do this, Porsche has equipped its sports car with some standard attributes that enhance its efficiency. We will particularly highlight the elements of this non-exhaustive list:

• Transmission:

  The 8-speed dual-clutch automatic gearbox (PDK);

  the PTV Plus system (Porsche Torque Vectoring Plus).

• Chassis and suspension:

  The PSM (Porsche Stability Management) stabilization system with anti-lock functions (ABS) and advanced braking functions;

  the active suspension PASM (Porsche Active Suspension Management).

• Brakes:

  Fixed monobloc closed aluminum calipers, with 6 pistons at the front and 4 at the rear; ventilated and drilled brake discs with a diameter of 350 mm at the front and rear;

  An electromechanical amplification of braking.

• Performance:

  the PTV Plus system (Porsche Torque Vectoring Plus) with electronic rear limited-slip differential and fully variable torque distribution.

• Comfort and driving aid system:

  The Porsche WET Mode, which consists of a driving aid system on wet roads.

  

  Already guaranteeing high performance, these components can be supported by numerous and (as often) expensive options. Our test model, initially valued at €138,334, was equipped with over €40,000 worth of additional options. Among those to mention in the credit for performance are:

  • The PDCC Sport adaptive chassis (Porsche Dynamic Chassis Control Sport), billed at €3,240;
  • the rear axle steering, billed at €2,268;
  • The Sport Chrono package, billed at €2,346;
  • The lowered 10mm PASM active sports suspension system (Porsche Active Suspension Management), billed at €948.

  According to Andreas Pröbstle, chief engineer of the 911 range, the rigidity of the German convertible only concedes about ten percent loss compared to the coupe once its roof is closed. In return, the 992 convertible weighs 70 kg more (including 40 kg attributable to the roof and its mechanics) than the latter and weighs 1,585 kg empty on the scale.

  This corpulence has nevertheless been contained thanks, for example, to the adoption of reinforcements of A-pillars (supporting the vertical uprights surrounding the windshield) with a hybrid structure made of composite and metal.

  The overall rigidity of the body can also be increased by opting for the sport chassis, a first on the 911 convertible. With this setup, the Carrera S 992 can cut through the air with top-notch aerodynamics, demonstrated by its Cx of 0.30.

  

  Exterior design

  The Porsche 911 is probably one of the simplest cars to sketch in a few lines and paradoxically, nothing must be more difficult for its designers than to preserve the silhouette that has made it singular for 57 years. Their challenge can be summed up in an oxymoron: combining the past with the future.

  For each new generation, Porsche teams must therefore contain their creativity, never break with the past, while leaving room for innovation and a hint of skillfully distilled audacity to innovate without ever causing a stir.

  At first glance, the Type 992 imposes itself on you as a low and wide monolith that seems to have been sculpted by the meeting of the wind and its speed. Its design seems to have been born from performance and not to pretend to it. The result is an undeniable presence that gives it a magnetism that is hard to escape.

  The front of the beautiful German car seems to be the complete opposite of any form of hostility if one focuses on the design of its lights and the cut of its ribbed hood. The back, on the other hand, is intimidating in its width but just as alluring thanks to the smooth curves that lead your gaze to it. This feeling is reinforced as you travel along the floating light arch that connects its generous hips. This thin, single-piece element, a nod to the Type 964, is very effective.

  

  The third stoplight positioned under the rear window features an unconventional design. It takes the form of a double vertical bar that cleverly blends in with the slats of the engine air vent grille. Their number is actually a reference to the number 911. In fact, whether you count from left to right or right to left, you will get a perfect symmetry and this combination: 9 black slats + 1 red slat + 1 red slat = 911. In the continuation: 1 red slat + 1 red slat + 9 black slats = 119 (911 backward).

  Perched on sublime “Carrera Classic” 5-spoke perforated wheels (an option at €1,152), revealing red brake calipers, the profile is equally impressive. With a size of 20” at the front and 21” at the back, the tires of the Carrera S Cabriolet leave a lasting impression.

  Flush door handles contribute to the purity of the line and elegantly blend in with the “Chalk” color (a 2,736 € option) of our test model. This retro-inspired livery bridges the gap between past and present and contrasts with the red of the soft top and that of the leather-trimmed interior.

  The teams in charge of the exterior style have therefore brilliantly achieved their goal because identifying this sports car as a true 911 is still as easy as it is obvious to feel an irresistible attraction for it.

  

  Life on board

  The interior of the 8th generation of the 911, common to the coupe and the convertible, evolves in a quite significant way. They are identical in every respect with one detail: the controls for opening and closing the roof. 12 seconds are enough to let daylight highlight noble materials and impeccable finishes or to isolate yourself with disconcerting efficiency in a cocoon draped in leather. This operation is possible up to 50 km/h.

  One of the greatest achievements of Porsche engineers lies in the composition of the canvas top of their sports car. It has been reinforced by adding magnesium elements. The semi-rigid roof is thus completely impervious to the inconveniences usually caused by speed on this type of vehicle.

  Once folded down, it provides excellent protection at the roof and its sound and thermal insulation are impressive. Conversely, when it is opened, the 992 automatically adjusts the flow and temperature of the air it diffuses and although it does not offer neck heating (even as an option), the seat heating will still allow you to face the autumn with a certain serenity.

  The Carrera S cabriolet can also deploy an electric wind deflector with proven efficiency against turbulence in 2 seconds and up to 120 km/h. The active rear spoiler also contributes to comfort as it is able to increase its angle of attack for better management of the airflow when the car is topless.

  The interior and seats are adorned with a two-tone “Black & Bordeaux Red” leather (option at €4,608). Comfortably installed in their electric and memory adaptive version “Sport Plus” (option at €3,300), it is difficult not to find the ideal driving position among the 18 options available.

  The only downside, but not the least, once seated and the doors closed, whether you are the driver or a passenger, you will need to show unparalleled patience and dexterity to find, manipulate, and understand the functions of the 4 buttons and those of the multidirectional sphere located at the base of the door thresholds allowing the adjustment of the seats.

  

  For the most part, if you wear a watch on a stressed wrist, you simply risk scratching its dial (and letting out a few swear words). We therefore recommend adjusting your seats when stopped, on a sunny day, and investing in a pocket watch.

  After this inconvenience, we enjoy a decidedly sporty but above all high-tech atmosphere and we realize what sets this newcomer apart from its predecessor. It is mainly in the field of multimedia and ergonomics that the Type 992 stands out. Indeed, it is impossible not to admire the brand new curved digital display housed behind the superb leather-wrapped steering wheel.

  Purists can rest assured, Porsche has not (yet) succumbed to the all-digital trend, as evidenced by the imposing central analog tachometer proudly sitting between two customizable screens.

  

  The 10.9-inch central touch screen integrates perfectly into the dashboard design. Its high resolution, color intensity, and fluidity contribute to making its use very pleasant. Among other things, it will allow you to enjoy the excellent BOSE® Surround Sound System (optional at €1,428).

  Regarding practicality, the only real downside can be attributed to the lack of rear visibility (to say the least nonexistent) which forced Porsche to equip its convertible with a standard rearview camera. Its field of view is also indexed on that of the wheels to facilitate maneuvers in reverse, practical.

  Traduction: The tradition is also respected when it comes to starting the “flat-six” engine, as the ignition is always on the left. However, note that keyless ignition requires the presence of a fixed rotary switch rather than a dedicated slot to insert a key.

  

  Although they are anecdotal, we always appreciate the two rear additional seats to take children or adults for short trips. The 132 L trunk will allow you to store some personal belongings but not to consider going too far or too long from your home.

  Comfortable and very well-kept, the Porsche 911 Carrera S Cabriolet remains, despite everything and unsurprisingly, a car to drive rather than a car to live in.

  Engine and road behavior

  Always equipped with a 6-cylinder flat “Boxer” type engine, the 3 L bi-turbo, as well as its rear overhang position, is retained. Its power now peaks at 450 hp (delivered at 6,500 rpm), its maximum torque is 530 Nm (delivered between 2,300 and 5,000 rpm) of which 360 Nm are available without delay from 1,500 rpm.

  The powertrain undergoes significant changes by adopting new cylinder heads equipped with piezoelectric injectors designed to spray gasoline at a pressure of 200 bars. Under low load, the variable distribution system « Variocam Plus » now adopts an asymmetric lift of the intake valves to generate greater helical turbulence. This results in an improvement in combustion quality that benefits the reduction in fuel consumption and better-contained pollutant emissions.

  Compared to the 991 it replaces, the torque gains (+30 Nm) and power (+30 hp) of our 992 are achieved thanks to larger turbochargers and a completely revised intake circuit whose cooling exchanger volume has been increased by 14%. It is also worth noting that for space-saving reasons, these have moved from the rear wheel arches to the top of the engine. Thus, at equal pressure, the air entering the chambers is denser, and logically brings more oxygen for combustion.

  

  The symmetrical exhaust collectors are now cast iron while the turbochargers they feed are equipped with electrically controlled waste gates. By remaining open during cold starts, they help prime the catalysts with more velocity. Our convertible is also the first in its line to be equipped with particulate filters to meet the latest environmental standards.

  The 8-speed dual-clutch automatic transmission is still provided by the specialist supplier ZF. Already seen on the Panamera, its gearing has been optimized to reduce fuel consumption. The top speed is reached in 6th gear while the 7th and 8th gears are overdriven. Porsche specifies that the housing of this new gearbox is already able to accommodate an electric motor, suggesting the arrival of a future hybrid version. But rest assured, purists and heel-toe enthusiasts, a 7-speed manual gearbox will soon be offered.

  On the numbers side, with a maximum power of 151 hp/L, the German sports car claims a top speed of 306 km/h and goes from 0 to 100 km/h in 3.9 seconds.

  One hand on the rotary switch, another on the steering wheel, and the right foot on the brake: the “flat-six” awakens and releases a deep, cavernous rumble characteristic of Zuffenhausen’s productions.

  

  Although it is still easily identifiable, the sonic signature of the 911 is hindered by its particle filters. Without being able to free it from it, German engineers seem to have found a compromise that preserves the metallic tone of the 3L twin-turbo. The resonance intake system and the 4-way exhaust, enhanced with two special steel double exhaust outlets, provide bursts that are far from artificial. From simple vocalizations to the performance of the flat-six cylinders, a split second is enough.

  The conditions of our test not always being optimal, we decided to test the “Wet” mode of our 911 to better enjoy the forest roads of the Chevreuse Valley. This mode is suggested by the car itself through sound sensors implanted in the front wheel arches. Without ever imposing itself, this mode must be approved by the driver. It proves to be unobtrusive and very reassuring. Thus, the beginnings of unintentional skidding are immediately contained while ensuring not to overly restrict the torque of the flat-six.

  On dry (and clear) roads, we are quickly tempted to grab the “Drive mode” dial, positioned at the bottom right of the steering wheel, in order to activate the “Sport+” mode. The Carrera S cabriolet then reveals itself fully.

  

  With a fearsome stability, the 992 throws itself into and follows through every turn with disconcerting precision. As you exit the curve, the PDK automatic gearbox provides lightning-quick acceleration by consistently engaging the gear that will propel you to the next apex.

  Its exceptional handling is ensured by its widened and lowered sports chassis, the excellent grip of its huge tires (245/35 ZR 20 at the front and 305/30 ZR 21 at the rear) and its rear-wheel steering with undeniable virtues but hardly noticeable at the wheel.

  The active PASM suspension performs 100 calculations per second to calibrate damping as accurately as possible. Comfort is not sacrificed on the altar of performance and allows for long journeys to be considered (but with small luggage). While excelling in terms of versatility, this system gives the impression of not being fully involved in vehicle control. In fact, it requires adopting a very fast pace to enhance the sensations.

  

  The propulsion from Stuttgart is intimidating but not frightening. Its behavior is exemplary at all levels. Its exceptional road feel and the good feedback in the steering wheel inspire confidence, just like its precise, enduring, and ultra-sharp braking system.

  Furious to perfection, she also knows how to be tamed. The 992 Carrera S provides the right amount of torque and power to ensure thrilling adrenaline rushes while allowing you to keep control. Its numerous state-of-the-art technological features play a significant role, but they never replace the driver. This is the true strength of Porsche’s expertise.

  Did you know?

  As mentioned in the introduction of this article, the first series production 911 convertible was introduced in 1982 with the Type G. But in reality, the German firm did not wait 19 years to consider unveiling its iconic sports car. In 1964, the independent automotive manufacturer Karmann produced 13 convertible prototypes based on what was then still called the 901.

  At the time, Porsche wants to offer a replacement for the 356 convertible. Its sales then represent barely 16% of the total production in 1964. In 1965, the last year of marketing the 356, this figure drops to 5%.

  To meet the increasing demand for a new convertible and to comply with the current legislation in the USA, Porsche’s teams are abandoning the convertible in favor of the Targa (see introduction).

  

  Of the 13 factory prototypes of the 901 convertible produced between 1963 and 1964, all were destroyed or dismantled. All, except one. This one was sold in 1967 to the German collector and driver Manfred Freisinger, after he obtained Porsche’s permission to save it from destruction.

  The car then remained in the Freisinger premises for years before attracting the attention of American enthusiast Myron Vernis in 2001. It resurfaced at the Pebble Beach Concours d’Elegance in 2013.

  This surviving example in “Signal Red” hue is the oldest unrestored Porsche 901 and the only known and authenticated convertible prototype of this vintage by Porsche.

  It was offered for sale in Paris on 08/02/17 by the house “RM Sotheby’s”. Initially estimated between €850,000 and €1,000,000, it was finally sold for €649,600.

  

  Conclusion

  The new 911 Carrera S cabriolet is a success in every way. The one that led its competitors to surpass themselves in an attempt to equal it is a true icon that has been stirring the emotions of enthusiasts for almost 60 years. True to tradition, it comes in a convertible version as beautiful as it is formidable in terms of efficiency. This variant in no way alters the purity of a design born in 1963.

  The open-top Type 992 confirms Porsche’s absolute mastery in the mechanical pleasure register. It is and will remain for a long time “the” benchmark to beat. Its engine is only matched by the exceptional level of its dynamic qualities. The pleasure it provides is to be credited to an impeccable design but also and unfortunately to a cascade of outrageously priced technological options that increase the bill by more than 30%.

  

  Heavier, more expensive, and more assisted than a “base” 911 coupe, the convertible is making progress in many areas without losing any of its sports car DNA. Its new interior impresses with the attention to detail in its finishes and the quality of its materials. The dashboard, in particular, convinces us that for a 911, the 992 model year still represents a small revolution in terms of ergonomics.

  Whether we are able to acquire it, to try it, to admire it or simply to hear it, whether we like it or not, each of us owes it a lot because it has managed to raise the level of competition, sharpening it more and more, and all for our greatest pleasure. We will therefore conclude with one word: Thank you.

  The numbers

  Modèle	Porsche 911 Type 992 Carrera S Cabriolet (2020)
  Prix / à partir de:	138 334 € + €20,000 penalty (in 2020) + €30,000 penalty (in 2021)
  Price of the model tested:	€178,325
  Engine
  Engine:	Bi-turbo petrol 6 flat type Boxer cylinders 2 981 cm3 24 valves Direct injection
  Engine architecture:	Rear cantilever position
  Power:	450 hp
  Torque:	530 Nm from 2,300 rpm
  Transmission:	Dual-clutch automatic 8 reports
  Transmission type:	Rear-wheel drive
  Characteristics
  Front / rear suspensions:	McPherson-strut with front anti-roll bar Multi-link suspension with anti-roll bar at the rear
  Front brakes:	Closed monobloc fixed aluminum calipers with 6 pistons. Ventilated and perforated discs (350 mm)
  Rear brakes:	Closed monobloc fixed calipers, in aluminum with 4 pistons, Ventilated and perforated discs (350 mm)
  Front/rear tires:	Front: 245/35 R20 Rear: 305/30 R21
  Performances
  0-100 Km/h:	3.9 seconds
  Top speed:	306 km/h
  Urban cycle:	16.9 L/100 km
  Extra-urban cycle:	8.7 L/100 km
  Combined cycle:	9.8 L/100 km
  Weight and measures
  Dimensions:	451.9 cm (L) 185.2 cm (w) 130.1 cm (H) 245 cm (wheelbase)
  Trunk(s) volume:	Front: 132 L Behind the front seats with the rear bench folded down: 163 L
  Tank:	64 L (90 L optional)
  Empty weight:	1,585 kg
  Number of seats:	2 + 2

  Positive points

  • The expressive and inexhaustible engine;
  • The formidable balance chassis;
  • The rigidity of the body;
  • The quick and smooth PDK automatic gearbox;
  • The biting and enduring braking;
  • Acceptable comfort;
  • The soundproofing of the hood;
  • The sport/comfort compromise;
  • The successful modernization of the dashboard;
  • The incomparable and eternal style.

  Negative points

  • Some rolling noises;
  • Squeaks in the cabin at the level of the doors;
  • Feelings of being on the reserve if the “Sport+” mode is not activated;
  • Too many and expensive options;
  • A trunk with (very) limited capacity;
  • Some equipment only available as an option and not as standard;
  • Non-existent rear visibility;
  • A price (options included) too high compared to the competition.

  The photos of our test