Yes, you read that correctly. I must admit I had to take a second look when I saw recent pictures of Gavin Rossdale out in a very old and very random Jeep Wagoneer. We’ve only seen Gavin in the past in a variety of luxury whips so I was a little puzzled as to why he would be driving this. Maybe he has a penchant for old Jeeps? I’m not too sure what his reasoning is, but in my opinion if you’re looking to go old school, this isn’t really the direction I’d go in.
Every 911 engine now comes equipped with a pair of turbos, but only one variant of this Germanic icon is simply known as “The Turbo.” It has been so since its 1974 introduction, so sayeth our lady of blessed acceleration, amen.
Along with the entire 911 model line, this ultimate turbocharged version, the Turbo S also receives a host of 991.2-generation revisions: refined styling, lighting, and aerodynamics, as well as a much-needed, comprehensive infotainment upgrade and gains in both power and efficiency.
Chief among these improvements are a special pair of turbochargers with larger impeller blades and a modified housing now specific to the weapons-grade S for the first time. For 2017, fuel injectors for both the Turbo and Turbo S cope with a system pressure of 2,900 psi, which is up from 2,030 psi. The Turbo S’ 3.8-liter direct-injected, variable-vane, turbocharged flat-six makes an astounding 580 horsepower and 516 lb-ft of torque (553 lb-ft in temporary 2.2 psi overboost mode between 2,250 and 5,000 rpm in Sport or Sport Plus mode) with virtually zero turbo lag.
Our track results can vouch for the newfound potency and response. It reaches 60 mph in 2.5 seconds (reading that sentence aloud takes 2.5 seconds). It does the 0–100 run in six flat (not bad for a flat-six), and blasts from 0 to 100 mph and back in 9.7 seconds. It almost makes the Porsche’s 10.5-second, 131.8-mph quarter-mile time anticlimactic.
So, for context: How does that stack up? This is the hardest-launching production car we’ve ever tested (0–30 mph in 0.9 seconds, and also the quickest to 40 and 50 mph as well). It’s the quickest 911 to 60 mph and in the quarter mile, and it has the highest trap speed. By 60 mph, it’s a mere 0.1 second behind the million-dollar 918 hybrid hypercar, and it’s behind by just 0.5 second at the quarter mile.
Launch in 3, 2, 1
Fortified by Porsche’s industry-standard double-clutch automated-manual transmission and with the addition of a new thumb wheel drive-mode selector (eliminating the Sport/Sport Plus button from the console), the launch protocol for the all-wheel-drive supercar is even easier than it was before.
It goes like this: Disable the traction control, rotate the wheel to Sport Plus, mash both pedals to the floor, and then release the brakes when the tach needle steadies at 5,600 rpm. If the tires are cold, the 3,557-pound car will spin the rears, even with 61 percent of its weight astern. The Turbo S sorts out how much power goes where and cracks off quick and liquid-smooth upshifts all by itself. It’s almost too easy, really. (New for 2017: Manual shift mode will now allow the engine to bang off the 7,200-rpm rev limiter rather than upshifting.) We tried softening the adjustable dampers for more rear-weight bias on one launch and experienced what can only be described as a wheelie. No one was there to witness it from outside the car, but with a combined two feet (305mm x 2) of properly heated rubber at the back, releasing the brakes caused the nose of the car to lift and point over the horizon like a bird dog. Steering did very little to affect its heading until somewhere close to 40 mph. After launching 1,500 cars in my career, even one that produced 1,000 horsepower on Hoosier racing slicks, this wheelie was a first for me—and it happened with Pirelli P Zero street tires and a 220-treadwear rating, which are good for 15,000 miles. Speaking of grip, this car matches its Turbo S predecessor (wearing Dunolop Sport Maxx Race tires with an 80-treadwear rating) on our figure-eight test at 22.9 seconds, the latter slightly better on the skidpad with a 1.07 g lateral acceleration to the 2017 Turbo S’ 1.04 g. Thanks to standard 16.1-inch front and 15.4-inch rear carbon-ceramic brakes, now on their third generation, the new Turbo S also stops shorter from 60 mph (97 feet) compared to its forerunners. Supercar bar raised? You could say that.
The Everyday Supercar, Tested
You probably expected these feats of speed and agility from a $190,000 sports car. But what else we learned in a week is that this 2017 Porsche 911 Turbo S is, indeed, the most practical supercar in the world. One could even say, as many have before, that it is the everyday supercar. Why? Unlike a two-door mid-engine supercar—say, the Audi R8, Ferrari 458, Lamborghini Huracán, McLaren 570S, or Mercedes-AMG GT S (technically, that’s also mid-engine)—the rear-engine 911 Turbo S has a useful amount of cargo space and four seats. There are, in fact, 4.1 cubic feet between the front wheels, and folding the rear jump-seats offers up an additional 9.2 cubic feet.
Supercar pooling
This father’s carpooling schedule requires shuttling three backpack-saddled and emotion-addled adolescents to and from school on Fridays. With the privilege of driving something different almost every week, I’m rather proud to say that the 911 has helped me foster a new generation of car enthusiasts (one boy and two girls). My daughter actually gave me a birthday cake with a Porsche crest on top of it, hence she already knows to go to the front of a 911 to toss her backpack in the luggage compartment. The next two, however, circled to the rear of the car to find not just the humming engine but also the new decklid grille with its vertical slats and central intake scoop ahead of the active wing. “It moves?” Jack asked, astonished. “It sure does,” I replied. “And so does the front spoiler. When they’re in the most aggressive positions at 186 mph, and it’ll top out at 205, they press the car down with 291 pounds of force.” I popped the front lid and easily stowed three overstuffed backpacks for the ride to school. They all now lolz the word “frunk.”
Once all four of us were securely buckled in, these seventh- and eighth-graders learned why the engine is “back there” and has been since the 911’s inception. They also learned how a variable-vane turbocharger works and that when my foot is off the accelerator pedal, this Porsche keeps the throttle open but shuts off the fuel supply to maintain the turbochargers’ momentum to effectively eliminate turbo lag altogether. They were able to experience the new Sport Response button, like a push-to-pass button that pre-emptively downshifts one gear, adjusts the turbine blades’ angle of attack, retards ignition timing, and in anticipation of acceleration, slightly opens the throttle valve for an even quicker response when I do go back to the gas pedal for up to 20 seconds at a time. Jack thought the 20-second countdown timer in the instrument panel was a good idea.
I also showed them the mechanicals of a Porsche’s PDK double-clutch automated-manual transmission (all three kids can now pronounce, “Doppelkupplung” properly, by the way). They learned that the manual-mode shifter is now oriented the same way as Porsche’s race cars—pulling the lever initiates an upshift and pushing it forward performs a beautiful, matched-rev downshift. As I rounded the first corner, I told them that the rear wheels also steer up to 2.8 degrees, or the equivalent of up to 45 degrees of steering input at the front, in opposite directions under 31 mph and in the same direction over 50 mph. “Four-wheel drive and four-wheel steer? That’s crazy,” an incredulous voice said from the back seat. We ran out of time before I had the opportunity to show them the Turbo S’ new all-wheel-drive clutches that bite with more friction and more precision control than before, which improve the torque distribution and traction at all four wheels. They had a few precious minutes of furious texting before homeroom. Jack snapped a picture before heading off. Besides, we had after-school pickup for more 911 Turbo S fun facts.
Supercar Without Compromise
Had I been assigned any other supercar first test—and because of the carpool—I would have had to trade my automotive equivalent of a winning lotto ticket with a fellow staffer for a weekend car with four seats. Either that, or I would have had to beg the other carpool parents to fill in for me. Not this time. And what else could one do with a brand-new Lava Orange Turbo S that few have even seen? Why, head to a Cars and Coffee meet on Saturday morning. I swung by to pick up my fellow Porschephile only to discover another friend eagerly awaiting a ride to the gathering. “It’s a good thing this isn’t a McLaren,” I said. “I had a carload for carpool yesterday, so let’s see how three adults fare with 27 inches of rear legroom.” Although it was more tightly packed than with the kiddos, three adult-scale frames can fit—even for a 20-minute drive. With some sightlines obscured, I was grateful for the car’s new blind-spot monitor. The highway ride was deemed downright comfy due to the adjustable dampers and the fact that the anti-roll bars are substantially decoupled in steady straights. When we arrived at the parking lot, however, I wished this example were equipped with the newly available front-axle lift system, which affords an extra 1.5 inches of clearance. Instead, I retracted the front splitter and took an oblique line. No scrapes! And thanks to standard front/rear park assist with a rear camera, backing into a spot on Porsche row was anxiety-free. After the meet up and a demonstration of the Turbo S’ launch control, I dropped my friends back home and headed to the grocery store. The frunk swallowed four bags of sustenance plus a half dozen bottles of wine with ease.
The Peerless Porsche
So there you have it. From its record-setting day at the track to the desert and back for the photos you see here (with a self-reported 30.1-mpg average) to commuting on Los Angeles’ crowded freeways and carpooling and taking in a car show with friends and grocery shopping, the 2017 Porsche 911 Turbo S is, indeed, the everyday supercar without peer and a worthy guardian of its storied crown. Name another car that can so effortlessly accomplish all these milestones, tasks, feats, and deeds. Some will do some of what the Turbo S can, but none will do it all. “Is the lack of flaws a flaw?” Jonny Lieberman asked of the last 2015 911 Turbo S we put in a three-way comparison test. He answered himself, “I’m thinking, weirdly: kind of.” Does that make the 2017 Turbo S weirdly more flawed? I say, “Nope.” This machine is peerless.
Want to buy a super rare, brand new LaFerrari coupe and help a worthy, charitable cause at the same time? Then be sure to place a major bid on this one-of-a kind Ferrari going to auction this week to benefit Italy’s earthquake relief efforts.
Ferrari and the National Italian American Foundation’s Earthquake Relief Fund teamed up to help with the reconstruction costs of the devastation caused by the massive earthquake that stuck Central Italy on August 24, 2016.
As you may know, the LaFerrari was limited to 499 coupes and sold for $1.4 million before options. The hypercar combines a V-12 engine and a hybrid electric motor to produce a staggering 949 horsepower.
Sergio Marchionne, Ferrari CEO, said the company would build one additional LaFerrari to be auctioned off for the relief effort — and this is it. Sporting a unique Ferrari red livery and black interior, it is the last LaFerrari coupe to come out of Maranello. The sale even includes a special commemorative plaque.
RM Sotheby’s will auction the extraordinary prancing horse on December 3 during the Ferrari Finali Mondiali at the Daytona International Speedway in Florida.
“It is an honor for RM Sotheby’s to be entrusted with the sale of this important car and to help raise significant funds for a desperate cause,” said RM Sotheby’s CEO Rob Myers, in a statement.
“The earthquakes which have struck Central Italy this year devastated the lives of thousands of people, and the money raised by the sale of this one-of-a-kind, and final, LaFerrari, could not be put to a better use. The auction will be an historic event, and the generosity of Ferrari SpA will change lives in the areas most affected by the natural disaster.”
The 2017 Honda CR-V has got it covered. Whatever you want in a suburb-ready compact crossover, the CR-V checks so many boxes, it’s bound to appear on plenty of car-shopping lists, and not just because it’s the best-selling vehicle in its class. The CR-V is a well-rounded performer, like the 2015 model that earned golden calipers as the 2015 Motor Trend SUV of the Year. Now turbocharged on the EX and Touring trims, the 2017 CR-V is quicker and more efficient than almost everything in its class. We track-tested and road-tripped the new 2017 CR-V to find out how well the impressive specs work in the real world and, of course, to speculate on its chances of winning the 2018 SUV of the Year title.
Before that happens, though, we had the 2017 CR-VMotor-Trend-track tested, and found a crossover that would have out-accelerated to 60 mph everything in our 2016 Big Test comparison except the six-cylinder Jeep Cherokee. The all-wheel-drive 2017 CR-V’s 7.5-second 0-60 time is swifter than most will expect from a compact crossover, yet still quick enough that folks who want a Ford Escape 2.0 EcoBoost or Jeep Cherokee V-6 should give it a quick drive around the block. The last-gen CR-V’s naturally aspirated 2.4-liter I-4 sticks around on the base-model CR-V LX, with the 190-hp, 179-lb-ft 1.5-liter turbo-four powering the EX and Touring trims.
A CVT is standard on every trim, and it’s a well-tuned transmission. For a compact crossover, the CR-V Touring we drove felt responsive and smooth around town. Noise levels have been improved—it’s not enough to impress Lexus or Buick owners, but it’s a meaningful improvement, nonetheless. The 1.5-liter turbo-four’s engine sound isn’t going to make you want to kick the shift stalk into the transmission’s Sport mode, but it’s hard to argue with the initial response after a stab of the accelerator pedal. After a short delay likely to maximize fuel economy and not unlike what you’d find in some naturally aspirated crossovers, the CR-V jumps forward. The 2017 model’s 0-30 mph acceleration time of 2.8 seconds is noticeably improved over a 2016 CR-V Touring’s 3.3-second time, but not as quick as the 2016 CX-5’s 2.5-second time. To 60, the CX-5 is good for a 7.8-second time, the 2016 CR-V comes in at 8.3 seconds, and the turbocharged 2017 CR-V at 7.5 seconds.
Considering the 190-hp 2017 CR-V with all-wheel drive is good for a 7.5-second 0-60 time, we can’t wait to find out how quick a turbocharged 2018 Honda Accord might be. Increasingly, though, consumers are looking for the extra functionality crossovers offer over sedans, and this has always been a CR-V stronghold. The rear-seat’s plentiful legroom is matched by a drivetrain hump that’s almost nonexistent, increasing the impression of space. As with the last-gen CR-V, the 2017 model’s rear-seatback recline isn’t as easy to use as others in the class that have a lever that’s easily reached on the lower side of the seat; in the CR-V, the control is just the other side of the headrest. As before, the CR-V and CX-5 continue to be among the only two crossovers in their class that allow folding the rear seats not only from the rear side doors, but also from inside the cargo area itself with the pull of a lever. Not surprisingly to anyone who has driven a CR-V lately, the cargo area is huge and has a low load-floor height (with two heights) for easy loading of stuff. Cargo space with the second-row seats in place is 39.2 cubic feet, or beyond anything in our 2016 Big Test comparison, though the RAV4 comes close at 38.4 cubic feet.
What the RAV4 doesn’t offer (at least, in non-hybrid form) is a more interesting driving experience. The 2017 CR-V feels light on its feet and although it’s still no CX-5 on a winding road, the Honda holds its own. The CR-V’s figure-eight performance of 27.9 seconds at 0.60 g (average) would have been a mid-pack performance in the 2016 Big Test, hampered, our test crew says, by an aggressive stability control system that’s not fully defeatable. Braking from 60-0 mph in 116 feet is decent (a 3-foot improvement over the 2016 model we tested), and fuel economy takes a step forward, too. The 2017 CR-V LX matches the pre-redesign’s EPA-rated fuel economy, at 25-26/31-32 mpg city/highway with front- and all-wheel drive. With the new 1.5-liter turbo-four, fuel economy moves up to 28/34 mpg with front-wheel drive and 27/33 mpg with all-wheel drive. Having 27-28 mpg in the city is a big deal, and we expect to have Motor-Trend-exclusive Real MPG results on the 2017 CR-V Touring in AWD form soon. The value of Real MPG testing is in providing another data point when considering fuel efficiency. For example, in our Big Test comparison, the 2016 RAV4 managed to outperform its EPA results in our real-world-simulated testing, unlike the 2016 CR-V Touring AWD, which was the largest Real MPG underperformer in the test. Stay tuned to see how the now-turbocharged 2017 CR-V Touring does.
The CR-V is a great package, but there are a few issues. After getting out of my far-less-efficient long-term 2017 Kia Sportage EX and spending some time in the 2017 CR-V, I found myself missing the Kia’s center-stack layout. I much prefer the CR-V’s modern design and fake wood trim, but wish the Honda’s screen were one-inch bigger (the Sportage, Tucson, and Escape offer 8-inch center-stack screens). Also, after months behind the wheel of the Sportage, I’ve really come to appreciate that the screen is canted toward the driver. These are details you’ll notice every day, even if you don’t use the Apple CarPlay or Android Auto functionality that’s standard starting on the EX trim. Still, the CR-V wins back plenty of points with the return of a volume knob—though without a tuning knob—and a partially digital instrument cluster that uses space efficiently to show a digital speed readout and other bits of info. After all, how useful is a 140-mph speedometer on a compact crossover?
Also, although the center armrest above the flexible storage area is cushy, the door panels’ armrests are not quite as welcoming. And as with most other crossovers in this class except the Subaru Forester, rear visibility is poor, so it’s a good thing Honda’s active safety tech is standard on the EX and Touring trims. Honda’s package of safety tech includes useful adaptive cruise control (it works in stop-and-go traffic, but I found it to be a tad too aggressive), rear cross-traffic monitoring (loaded Foresters can actually apply the brakes if an obstacle is detected), blind-spot monitoring instead of the LaneWatch rear-facing camera I will miss, road departure mitigation, and collision mitigation braking. Put it all together and, as long as the CR-V Touring’s LED headlights pass the IIHS’ new headlight test, the CR-V should become a Top Safety Pick+. Expect a five-star overall safety rating from the NHTSA too.
It can be tough to distinguish one vehicle from another in the compact crossover class, and judging by our time driving and testing the 2017 Honda CR-V, the competition’s job just got tougher. It’s not that the CR-V does everything well, but just like its predecessor, it’s good or soooo good at so many important things that it’s difficult not to appreciate the Honda. Does the CR-V have a chance at claiming the SUV of the Year title? It surely has a chance and, in the meantime, the crossover is ready to do showroom battle as it likely becomes Honda’s best-selling vehicle.
