Used Porsche 911 Cabriolet 2005 - 2012 review

The Porsche 911 Cabriolet has long been regarded as one of the most rewarding wind in the hair driving experiences money can buy. However, it wasn’t until the arrival of the 997-generation model in 2005 that you could genuinely claim there was a soft-top 911 that could be driven with the same level of precision as its coupe cousin, on the road if not the track.

With the 997 coupe already representing a benchmark of 911 design and engineering, this makes the Cabriolet reviewed here a seriously enticing option, not least when you factor in it is also reasonably practical for a high performance sports car, with a decent boot and even two very small rear seats which can either be used for kids or as extra storage space.

The roof itself is a fabric design rather than a folding metal hard-top, which helps to keep weight down (the Cabriolet weighs only 85kg more than the coupe) and takes up less space when folded away. This can be done at the touch of a button at speeds of up to 31mph.

With the roof down you don’t only get the benefit of the sun warming your head, but are also that much better exposed to one of the greatest engine sounds money can buy: a naturally aspirated Porsche flat-six.

On the downside the Cabriolet loses out a little in refinement when the roof is in place compared with a 997 Coupe, particularly in terms of the amount of traffic noise you hear over your shoulder, although it should also be said that the roof is perfectly watertight and well insulated for warmth.

The 997 Cabriolet range mirrors that of the coupe, meaning there’s a rear-wheel-drive 3.6-litre Carrera with 321bhp, or a 3.8-litre Carrera S with 350bhp. Alternatively opting for a Carrera 4 or Carrera 4S buys you these same engines but with four-wheel drive.

In 2009 a revised version of the 997 Cabriolet was introduced with new direct injection engines that resulted in the Carrera having 340bhp and the Carrera S 380bhp, as well as the optional automatic gearbox switching from a Tiptronic torque converter to a more responsive dual-clutch unit known as PDK. These later cars are known among enthusiasts as “Gen 2” as opposed to the earlier “Gen 1” cars.

For even more power there is a four-wheel-drive Turbo version of the 997 Cabriolet with 480bhp in Gen 1 guise or 500bhp with the later Gen 2, which used a different engine. If that’s still not enough, the Gen 2 Turbo S produces a whopping 530bhp. Towards the end of the 997’s life a GTS model was introduced with a small increase in power, lowered suspension and centre-locking alloy wheels, creating what remains today one of the most desirables 911 Cabriolets of all.

High-mileage Porsche 997 Cabriolets are down to the £20,000 mark, or for £25,000 you can pick up an early Gen 1 car with about 70,000 miles on the clock. Manuals are more popular than the early Tiptronics and the Carrera S is favoured over the Carrera, all of which is reflected in prices. Gen 2 cars start at £35,000 for a car that’s covered about 90,000 miles, while £40,000 opens up the door to a lot of 911s with good histories and sensible mileages.

For a GTS you’ll need to spend at least £60,000 but with these holding their value well you could stand to lose less in depreciation in the longer term. 911 Turbos cost from about £54,000 for an early one, rising to close to £100,000 for a late, low-mileage Turbo S.

Buying an Approved Used car from a Porsche main dealer will cost you more, but don’t rule it out entirely as doing so also gets you a two-year, manufacturer-backed warranty.

A gently driven 997 Cabriolet can return as much as 30mpg, which is impressive when you consider its performance potential, as is the fact that a set of tyres can be stretched to 20,000 miles or so. However, start to enjoy having all that power under your right foot and you can soon see yourself with fuel economy in early-20s, as well as wearing through tyres at an increased rate.

Insurance and road tax aren’t cheap; expect to pay at least £300 per year for the latter, and that’s if you have an early Carrera. Later models come in at more than £500 per year.

That service intervals are every two years or 20,000 miles might sound like it’ll ease the financial burden, but in reality each service can potentially run into a four-figure bill if a couple of extra bits need doing above and beyond what’s normal. A replacement clutch alone is about £500, for example, and with these tending to last for about 50,000 miles there will be a lot of cars on the used market that need the work doing.

One way to save money is to find a good Porsche specialist to maintain your car rather than using the official dealer network.

If budget allows, our favourite version of the Porsche 911 Cabriolet for driver enjoyment and in terms of maintaining resale values is the GTS. However, with these also being among the most expensive models on the used market, we can well understand why a more basic Carrera or Carrera S might appeal. Of these, we think the latter is the better bet, both for its increased power output and its higher specification.

Additionally you might want to opt for a Gen 2 car to minimise the chances of any expensive engine problems occurring, although again buying a Gen 1 car from a respected specialist should help to ensure this isn’t an issue.

Our favourite Porsche 911 Cabriolet: 2009-on Carrera GTS manual

BMW doesn’t offer a direct rival for the Porsche 911 Cabriolet, but either an M3 Convertible or 6 Series Convertible might tempt you. Of these it’s the M3 that comes closest to offering the fun driving experience of the 911, even if ultimately its heavy folding metal roof blunts the performance of the V8 engine. The 6 Series on the other hand is more of a cruiser, and outstanding value too on account of heavy depreciation - prices start from as little as £5,000.

A soft-top Jaguar XK might also prove tempting on the value for money front, and is a fine grand tourer, but can’t hope to compete with the 911’s sublime handling.

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