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The V10 fires with a bang, then settles into a raucous idle until the engine begins to warm and the exhaust bypass valves close. It鈥檚 a proper supercar soundtrack; less gritty and shouty than its cousin the Lamborghini Gallardo, but brimming with attitude and potency. Even in the first few miles you can tell the R8 Spyder shares the Coupe鈥檚 beautifully engineered feel and responsive-yet-progressive feel to all the major controls. The manual gearbox is one of the sweetest around, sliding between the alloy fingers of the open gate with rare delicacy and satisfying precision. Tickle the throttle and the V10 snorts and bellows with proper big-capacity fire and brimstone. A few layers of sharply tailored canvas barely dissipate the noise, so even with the roof up you鈥檙e fully aware of the engine鈥檚 throttle-controlled mood swings. Drop the roof - a brilliantly theatrical process that鈥檚 completed in just 19sec and can be done at speeds up to 31mph - and you鈥檙e treated to the full Dolby 7.1 surround-sound experience. 鈥榚vo triangle鈥?the Spyder is sensational.
Raw speed, of course, is a given, but through the cruel mid-corner compressions, tightening radii corners and nasty cambers that define our favourite test route it is brilliantly composed. It feels a little softer than the V10 Coupe, but to be honest that鈥檚 no bad thing. The front end is nicely responsive, but the steering stops short of being hyper-alert, so you can push the car hard into a corner with a solid quarter-turn of lock and lean on the available grip. With all-wheel drive, 493bhp, a six-speed manual gearbox, claimed 193mph top speed and a power-to-weight ratio of 305bhp per ton, the 911 Turbo Cab is the R8 Spyder鈥檚 closest on-paper rival. Yet as I鈥檓 about to discover, on the road the contrast in style, hardware and execution couldn鈥檛 be more different. After the occasion and spectacle of the Audi, climbing into the Porsche is a bit of a non-event.
Of course it has always been thus with 911s in general, and there鈥檚 nothing wrong with the quality, comfort or packaging. It鈥檚 just, well, a bit dull and lacking in imagination. Porsche would do well to sprinkle a bit of the Panamera鈥檚 interior design magic in the 911鈥檚 direction. Like the R8 Spyder, the Turbo is an easy and approachable car to drive on first acquaintance. Indeed, so long as you don鈥檛 stray into the zone where all 493bhp and 479lb ft of torque are unleashed, it鈥檚 a spookily docile beast. Switchable dampers (PASM this time) again impart an impressively rounded low-speed ride, while the 911鈥檚 tighter dimensions make it easier to thread through tight traffic than the low-slung Spyder. We鈥檇 do without this car鈥檚 optional 鈥榮ports shifter鈥? which has succeeded only in making the manual gearshift feel uncomfortably heavy. Despite its lack of cylinders there鈥檚 real character to the Turbo鈥檚 engine, even though Porsche has softened, smoothed and massaged the power delivery of this new direct-injection motor.
You get a real sense of it filling its lungs and then there鈥檚 this terrific, dragon-like roar as it exhales, which is quite different to any other 911 in character and delivery. In my mind the 911 Turbo has always been the supreme Jekyll and Hyde character: happy to mooch or do the motorway thing, yet uniquely visceral and hot-headed when roused. There鈥檚 no denying it鈥檚 quicker than ever as a result, but there鈥檚 now a degree of remoteness and isolation from the process of making the Turbo go quickly. The numb and slightly glassy steering doesn鈥檛 help either, for it separates you further from the action, as if to suggest the Turbo simply requires you to sit still and shut up. There remains something undeniably awesome about this surreal, almost disdainful delivery, but it鈥檚 impossible not to conclude that after the R8 Spyder the Turbo Cabriolet feels like a supremely quick fairground ride.