2021 Porsche 911 Review

First impressions are important, right? Well, Porsche apparently wants to make a great one — it's kicking off its 2021 911 range by introducing one of its most well-known 911 versions: the Turbo. You know, the one with the capital "T." And not only is it introducing the absolutely ripping Turbo this year, we'll also get the top-dog Turbo S.

Porsche will also bring back another familiar name for 2021: the 911 Targa. It joins the coupe and convertible that launched the newest 911 generation last year. Information on the 911 Turbo, 911 Turbo S and 911 Targa follow below. We also have detailed driving impressions based on our initial testing of the Turbo S.

If the Turbo models are a little too rich for your tastes but you still want a distinct 911, the new Targa might suffice. As with the previous Targa, the new version features a hardtop panel above the passengers that can be lowered and concealed behind the rear seats. Unlike a traditional convertible, a fixed rear portion with wraparound glass remains in place regardless of the hardtop panel position.

Porsche will initially offer the Targa 4 and Targa 4S, with the "4" designating all-wheel drive. The engines, a 379-hp 3.0-liter six-cylinder for the 4 and a 443-hp version for the 4S, match those in the current Carrera and Carrera S, respectively. Both variants come standard with Porsche's eight-speed dual-clutch automatic transmission. The Targa 4S will offer a seven-speed manual as a no-cost option.

Targas are rare nowadays, and we appreciate Porsche's effort to continue offering this unusual body style.

Let's cut to the chase. By any standards, the 911 Turbo S is extraordinarily rapid. The 3.8-liter twin-turbo engine offers a peak power output of 640 hp, up 60 hp on the previous Turbo S, while the maximum torque rises 37 lb-ft to 590 lb-ft. With all-wheel drive boosting the Turbo S's traction, Porsche puts its 0-62 mph (0-100 kph) at 2.6 seconds and its top speed at 205 mph, making it a match for almost anything.

Given that Porsche's claims are historically conservative, we've little reason to doubt these figures, but what's most significant is the manner of the power delivery. Even with the optional ($3,490) sport exhaust, the engine noise is relatively subdued and there's so much midrange shove that you gather speed almost by stealth. It's not as thrilling as a McLaren 570S or a 911 GT3, but it's much easier to live with. Likewise, the new eight-speed dual-clutch automatic gearbox is supremely smooth, whether you opt to use the paddle shifters or leave it in automatic.

The Turbo boasts all manner of technical trickery to help deploy all that horsepower. The tires are huge and offer prodigious grip, while a rear-wheel steering system improves agility. Standard ceramic-composite brakes partner with active aerodynamics to ensure the Turbo has the stop to match the go. It's a tour de force that delivers almost unrivaled real-world performance in a way that's easy to access. The steering is ultra-responsive and inspires confidence, the brake pedal is firm and reassuring, and there's so much grip and poise that this 640-hp supercar never feels intimidating.

Is it as thrilling as a road racer 911 GT3 or a McLaren 570S? No, but the Turbo has always been about more than a Sunday morning blast. It's the all-round, all-condition ability that leaves the lasting impression. 

The 911 Turbo has always posed as the epitome of an everyday supercar and the latest version is no different. In contrast to the motorsport-derived 911 GT3, the Turbo S has been developed to blend searing performance with long-distance comfort. The seats, which adjust electrically in 18 different ways, are extremely comfortable, while the steering wheel also has a good range of movement. Rear seats have been a feature of the 911 since the first. They've grown with the car in recent years, but they're still only really suitable for children.

So far we've only tested the 911 Turbo S with its optional ($1,510) sport suspension, which lowers the car by 0.39 inch. This setup also retunes the electronic damping, which should make for a good compromise between ride comfort and sporty handling. In reality, though, the ride can feel distinctly firm even in the least sporty setting, which compromises the car's long-distance appeal. We haven't driven a Turbo with the non-sport suspension, but we suspect it may prove the better option on North America's less than perfect roads.

Also worthy of criticism is the tire roar, which is particularly an issue on the highway. It's a problem we noted when testing the Carrera S, but it's perpetuated here by the Turbo's bigger boots. It's an irritation that would become tiresome on a long journey.

The cabin of the Turbo S is almost indistinguishable from that of the standard 911. Only the most dedicated car geek will spot the unique stitching that identifies the Turbo, or the subtle "Turbo S" script on the central rev counter. Everything else is business as usual, which is no bad thing.

The latest 911 cockpit is generally well executed. In the best German tradition, it's simple and businesslike but beautifully made from high-quality materials. Following criticism that its dashboards were becoming cluttered with buttons, Porsche has tried to simplify everything around a central touchscreen. It looks good, but it can prove fiddly to operate, and on the move it's much too easy to select the wrong function.

There's no actual award for "Very Best Kind of Car Roof." But if there was, we'd make the case for the 911 Targa's. It takes the best elements of a fixed roof and a convertible roof and mashes them together.

It takes 19 seconds for the 911 to do its body panel ballet and move the overhead panel behind the rear seats. That's quick enough to do it at a stoplight — assuming you time it right — but know that you have to keep the 911 Targa stationary. Porsche won't let you lower the top and drive at the same time.

With the top down, the Targa is fairly noisy. But top up and it's whisper quiet — quieter than the 911 convertible. Some may say it's too quiet — there's not much engine roar to the 911's six-cylinder engine — but your neighbors will appreciate its subtlety.