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2021 Porsche 911

What’s new

  • 911 Turbo returns as the flagship for the current generation 911
  • Targa body style also returns; available in all-wheel-drive 4 and 4S trim
  • 911 Turbo and Targa are on sale now and arrive at the end of the year
  • Part of the eighth 911 generation introduced for 2020

Pros & Cons

  • Quick acceleration from all engines, though the Turbo S is prodigious
  • Impeccable handling inspires driver confidence
  • Premium interior and lots of customization potential
  • Comfortable and practical for daily driving
  • Infotainment system is quirky and hard to reach
  • The engine in the majority of trims provides little aural thrill
  • Elevated roar from Turbo S tires gets irritating on long drives
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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, for good measure, Porsche's doing it with 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 both the 911 Turbo S and 911 Targa follow below. We also have detailed driving impressions based on our initial testing of the Turbo S.

What is the Porsche 911 Turbo like?

The latest 911 Turbo can trace its roots back to the 1974 original. That model, which reached the U.S. in 1976, was one of the first road cars to deploy a turbocharger and was crude by modern standards. This latest model is anything but, boasting an armada of technology to harness the rear-mounted engine's gargantuan output of 640 horsepower.

Available as either a coupe or convertible, the 2021 Porsche 911 Turbo S is the flagship for the current generation of 911, combining a new level of performance with the versatility and usability for which the 911 is famous. It has no obvious rival, though it lands somewhere between more hardcore models such as the McLaren GT and luxury grand tourers such as the Bentley Continental GT. That is, of course, if you discount a rival from within the same stable: the Taycan Turbo S. The Taycan Turbo S is an electric car but offers even more horsepower and genuine four-seater practicality at a lower price.

What's the Porsche 911 Targa like?

If the Turbo S is 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.

Is the Porsche 911 Turbo a good value?

For a car costing north of $200,000 before options, talk of value is relative. Objectively, it's difficult to justify spending about $100,000 over the price of a standard Carrera, but this is unlikely to deter a loyal band of customers who want the fastest and most opulent 911. At least the Turbo S comes as standard with a range of equipment, such as a premium Bose sound system, all-wheel drive and carbon-ceramic brakes, which cost thousands extra on "standard" 911s.

The MSRP of the Turbo S withstands comparison with its rivals. The McLaren GT costs from $210,000, the Bentley Continental GT from $202,500 and the Aston Martin DB11 from $198,995. It's fair to say that no car in this category is cheap to run and all suffer from heavy depreciation. Indeed, it's also worth noting that the 911 Turbo models tend to lose their value more quickly than motorsport-derived 911s such as the GT3.

How does the Porsche 911 Turbo drive?

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 generation Turbo, while the maximum torque rises 37 lb-ft to 590. With all-wheel drive boosting the Turbo S's traction, Porsche puts its 0-62 mph (0-100 km/h) 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 communicative, 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. 

How comfortable is the Porsche 911 Turbo?

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.

How's the Porsche 911 Turbo's interior?

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.

How's the Porsche 911 Turbo's tech?

The days are long gone when the 911 was a simple sports car offering simple pleasures. Today's Turbo offers the kind of functionality you'd expect to find in a luxury sedan or SUV. There are such niceties as heated seats, a keyless start system and Apple CarPlay for smartphone integration. However, it's disappointing to note that lane keeping assist, which helps you stay in the correct lane, and traffic-adaptive cruise control, are optional extras at $1,220 and $2,000, respectively. Surely they should be standard on a car costing over $200K.

How's the Porsche 911 Turbo's storage?

For a supercar, the 911 Turbo is exceptionally practical. The front trunk (or frunk if you prefer) is well shaped and has 4.5 cubic feet of space, enough for a few days away if you pack modestly. You can also supplement this space by using the rear seats for storage (as long as you don't need them for people, of course). There's a reason why the Porsche has been the default everyday sports car for over 50 years, and the Turbo is no less practical than a standard Carrera.

How economical is the Porsche 911 Turbo?

Official EPA figures are unlikely to be released for the Turbo until it arrives in the U.S. at the end of 2020 (we were driving a specially imported early car). The EPA's city/highway combined estimate for the all-wheel-drive 911 Carrera 4S is 20 mpg. We expect the more powerful Turbo to be below that, but overall it's still likely to prove frugal relative to similarly powered rivals.

Edmunds says

It's impossible to argue that, objectively speaking, the Turbo S is worth twice as much as the standard 911 Carrera. But this won't deter loyal Turbo customers who'll revel in a car that successfully evolves a trusted formula. A 911 GT3 offers more short-term thrills, but the Turbo S is a terrific all-rounder with a depth of ability that's all but untouchable.

Consumer reviews

There are no consumer reviews for the 2021 Porsche 911.

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    2021 Porsche 911 video

    2021 Porsche 911 Turbo S First Impressions: Price, 0-60, Specs and More

    2021 Porsche 911 Turbo S First Impressions: Price, 0-60, Specs and More

    ALISTAIR WEAVER: For me, there are two types of people who buy a 911 Turbo. There's the super rich who just want the most expensive of everything. Personalized monogram, tick. Leather-wrapped ashtray, tick, even if you don't smoke. To be honest, they're likely to buy the cabriolet. But then there's another group of people who just want the ultimate tool. At over $200,000, this Turbo S costs more than a McLaren 570S, but it's so much more discreet. For most passers-by, this is just another 911, and Porsche's built over a million of those. It doesn't even have the presence of a 911 GT3 or any of the other winged wonders which tell the world you're a proper racing driver. No, this is just a 640-horsepower machine. To coin that old cliche, it's an everyday supercar. Now if you're wondering why it's just me charting to a camera and there's no arty patches of grass sort of whistling in the wind as the car whizzes past, well, that's because Edmunds has made the correct decision to cancel all shoots involving more than one person. So it's just me talking to you. We do indeed live in strange times. The shots that you can see are actually taken by Porsche up the road in Monterrey, Northern California, but we thought we'd include them because it looks nice and really shows you what the car looks like. So if the picture here looks out of sync with the picture there, well, you know, get over it. For now at least, every version of the current 911 codename 992 is turbocharged, even the entry-level Carrera. But this is a Turbo with a capital T, and it belongs to a special lineage. The original 911 Turbo was launched at the Paris Auto Show back in 1974, but it didn't arrive in the US until 1976 when it had the mighty figure of-- wait for it-- 236 horsepower. To be honest, in my opinion, it wasn't until the 996 Turbo of 2000 that the Turbo was actually better than the standard Carrera. That 996 had 415 horsepower. Now the standard Carrera S has more than that today, so for the Turbo with a capital T, Porsche had to make a big job, and they have, to 640 horsepower. They use a 3.8-liter version of the 3-liter six cylinder found in the standard 911. But with two bigger turbos, it now generates 60 horsepower more than the outgoing 991 turbo and 37 pound-feet more torque at 590. Handling all that performance is an all-wheel-drive system that's again been updated and an eight-speed flappy-paddle PDK gearbox. Now the Edmunds test track is rightly closed at the moment, so we haven't had the opportunity to independently verify Porsche's figures, but we do know from experience that the Stuttgart boffins tend to be pretty conservative. So when they say it'll do 0 to 60 in 2.6 seconds, a quarter mile in 10.5 at 205 miles an hour, we do tend to believe them. To be honest, we normally expect to beat Porsche's figures. Now, in my career I've been lucky enough to drive most supercars, quite a few race cars as well, and on paper at least, there are few that are as quick as this. But-- and it sounds strange to say-- it doesn't always feel it. In a McLaren or something like an Audi R8 or even a GT3, you have such a visceral experience. It's so loud, so energetic that you're always conscious that you're in something special. But this is a little bit different. Even with the $3,500 sports exhaust that's fitted to this car and is switched on at the moment, it's never noisy. And because it doesn't rev so hard-- the rev line is 7,000 RPM instead of 9,000 like it is in a GT3-- you're sort of driving on the torque almost much like you would a diesel, so it gathers speed almost by stealth. You just get this sonorous cry and this giant wallop of torque, and suddenly you're going a hell of a lot faster than you ever realized. It's sort of a different kind of performance, this, but it still goes. And the days are gone when turbocharging gave you all this sort of lag and a poor throttle response. Yes, it's not quite as whip crack is a GT3 is, which is naturally aspirated, but it's still pretty damn good. The only thing I miss that you used to get is that little "psst" when you lift off the throttle and you get that waste gate that releases all the gases. In this car it's electronically controlled, and it's much more refined, and it's much more sensible, but I miss that little kind of "pch, pch, pch" that you used to get in turbos of old. Maybe Porsche could kind of re-engineer it back in. You could push a button and have all that joy reinstated. There is a big elephant in the room with this car, and it comes also from Weissach in the form of the Taycan Turbo S. Now that car has 750 horsepower. It hits 0 in 2.6 seconds, which is exactly the same as Porsche claims of this. And on the quarter mile, it's only 0.3 of a second behind. Now the Taycan Turbo S is, of course, electric, which makes it a very different proposition, but it is cheaper, and it will seat four, and it is just as fast. A part of me says this car, high tech and magnificent though it is, does feel like something from yesterday. It's strange. When I tested the Taycan, I kind of came to the conclusion that I'd rather have a Taycan than a 911. Then you came out here on a road like this and you drive the 911 Turbo and your brain shifts again and you think, well, actually, I'll stick with the gasoline for a bit and then switch to electric. To be honest, it's a tough choice, but there are plenty of owners in this price bracket who maybe could afford both, and, yeah, that would suit me. Taycan Turbo S for the week and for the family, 911 Turbo for the weekend. But then again, if I was buying a weekend car, surely you'll have the GT3. If only. The only reason I'm torn between Taycan and 911 is although the Taycan is undeniably great to drive, this is a different experience. And I'm lucky enough to own the last of the air-cooled 911s, the 993, and you can feel the lineage in this car. And so much of that comes from where the engine sits, the shape, the driving position, and the basic sensations. It still feels like a 911. It still feels that, agility that almost unique experience. The steering is-- it's terrific. It's very pointy, but there's plenty of response when you punch the power down with an aplomb that something with this much horsepower really shouldn't be capable of. As you'd expect from a 911, there's a little drive mode here on the steering wheel which takes you from normal to sport to sport plus, which is pretty much full. That's the mode. But what I like is that you've still got a switch on the center console here. So you can have the engine and the transmission and everything else in nutty sporty mode but then [INAUDIBLE] and the damping to give you a bit more compliance on a road like this. That's critical. To be honest, most of the time, if you're pushing on, you might be in sport plus but then soften the damping. And there's also an individual mode that allows you to set everything up yourself. There is so much technology going on in this car. There's active aerodynamics thanks to that rather splendid rear wing and another little splitter at the front that balances it all out. There's rear-wheel steering. There's carbon-ceramic brakes. There's a super-sophisticated all-wheel-drive system that can now throw more torque to the front than ever before. There's the flappy-paddle gearbox. There's electronic damping. I could kind of go on and on, and all this tech is designed to make something with so much inherent performance accessible to people who don't have God-given ability, who-- dare I say it-- have more money than talent. It's amazing, to be honest, just how much kind of finesse and attention the detail this is. It must be strange as an engineer because so much of it will go, A, completely unnoticed by the average owner and, B, completely unused in normal road conditions like these. At the end of the day, who cares that it develops 15% more downforce than the last one? It's almost engineering for engineering's sake, but the geek in me loves that. There's even something called a wet mode. Now the traditional way of measuring rain in a car is to use sensors on the windshield, but Porsche wasn't happy with that because that only tells you when it's raining, not when it's wet on the road. So they're using acoustic sensors in the wheel arches. If they detect that it's been raining, they'll change everything from the ABS, the stability control to the aerodynamics, all to help the driver and keep the car on the road. Now that's commendable. It's a fantastic safety feature, but consider this. If you've just spent over $200,000 on a supercar and you need acoustic sensors to tell you that there's water on the road, then maybe you should consider your life choices. So what don't I like? Well, this car is riding on the optional sports suspension. It was about $1,500. It lowers the whole car by 10 millimeter, which is about 0.4 of an inch. I haven't driven the car on the nonsport suspension, but I have a bit of a hunch that this setup works fine in Germany where the roads are terrific. But here in the US, sometimes it just feels a bit overdone. The whole thing is a little bit too aggressive, particularly on the highway. And I suspect when we come to drive it, we might actually prefer the standard suspension, especially the 911 Turbo. A firm ride's fine for a GT3 because that's the point of the car. It's supposed to feel like a road racer, but this is more of a grand tourer. And to me at least, I'd prefer something a bit more cossetting. Two other things I didn't like-- well, tire roar is a problem on the standard 992, and it is again here in the Turbo. Particularly on the highway, you get so much drone from the rubber that it can become slightly irritating after a while. And the other thing is just the size of this car. 911s used to be super small, and that was always part of their appeal. But compared to my 993 version, this car is now 6 and 1/2 inches wider. Now Porsche say that's to improve stability, and it means that you can fit bigger tires and blibbity, blibbity, blah, blah, blah. And all of that from an engineering perspective is true, but when you're driving it on a road like this, it now feels big. You fill the width. The reality is that, most of the time, this car will exist as pretty much a normal 911. That's kind of the point of the Turbo. This interior's really, well, just a posher version of the normal Carrera S. Pretty much everything you see is wrapped in dead cow, which is certainly going to offend the editor of this film, Johnny, who's very much a dedicated vegan. He won't even like my hoodie, to be honest. Sorry, Johnny. There are a few Turbo-specific details. You get a nice little Turbo S script on the center-mounter rev counter and this kind of stripy stitching, which harks back to the original 930 Turbo. Kind of like that. There's also a bit more kit for your money. These electric sports seats are some of the finest that my derriere has ever sat on, and it's great that you get the Bose sound system as standard because the one in the normal 911 is, to be honest, pretty rubbish. So what don't I like? Well, to be honest, criticism is the same as they were for the Carrera S. I still don't like this touchscreen infotainment system. It's a bit too fiddly for my taste, particularly when you're on the move. You're always pushing the wrong function. And I still don't like this fiddly little gear stick. Oh, and one other thing. My water bottle doesn't fit in the cup holder. #FirstWorldProblems. This 911 Turbo also isn't as practical as the Taycan, which seats four and has more trunk capacity. But compared with pretty much any other supercar, it's still a really practical everyday proposition. The rear seats are just about big enough for children, and there's a decent trunk in the front, which has swallowed all my gear today. So objectively, is this twice as good a car as a standard Carrera? Well, the answer to that is obviously no. But given that the average Turbo buyer has an annual income in excess of a million dollars, maybe thinking about things in conventional terms isn't appropriate. The thing about the Turbo S is the ultimate everyday 911 for those who can afford one. If it was me, I'd choose a Turbo S in silver with a black interior. Nice and subtle, nice and discreet, nice and demure. I'd slip through the crowd unnoticed, safe in the knowledge that my supercar, in terms of pure performance in just about every condition, is untouchable.

    Today, Edmunds gives our first impression review of the 2021 Porsche 911 Turbo S. The 911 Turbo S now makes 640 horsepower and 590 lb-ft of torque, which should launch the coupe to 60 mph in 2.6 seconds. (The Cabriolet trails by 0.1 second.) That's an improvement of 0.2 second over the previous model, while its top speed remains unchanged at 205 mph.

    Features & Specs

    Turbo S 2dr Coupe AWD features & specs
    Turbo S 2dr Coupe AWD
    3.8L 6cyl Turbo 8AM
    MPG N/A city / N/A hwy
    SeatingSeats 4
    Transmission8-speed automated manual
    Horsepower640 hp @ 6750 rpm
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    See all 2021 Porsche 911 features & specs

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