What is the first thing I need to know about the new 911 Turbo?
Which is even faster than Porsche claims. And it could very well be the most complete 911 Turbo ever. Which is clearly two things, but both are important. I’ll tell you about speed later, but let’s take a look at the car first. Because these days it doesn’t seem to be that different from a standard 911 Carrera. It has a twin, six-liter, 3.0-liter six-cylinder turbo engine. The same motor, in fact, with the same stroke length, just a wider diameter.
So is Porsche cheating on us?
Good word, but no. Porsche is just being practical: The 9A2 (catchy name) engine family covers four-cylinder and six-cylinder engines, from two-liter to four, and 250bhp at 650. So everything from the Boxster base to this (but not the GT cars) , because they’re special Well, apart from the Cayman GT4, which uses this engine).
Cylinder spacing remains constant, two holes and strokes are available. Almost everything else can vary. Here the cooling system has been overhauled, larger variable geometry turbos have been installed, and so much air is required that it has been drawn in through four inlets (the two iconic Turbo flank inlets, plus two above the rear wing). . There are electrically adjustable debris gate flaps and piezo injectors and the bottom line is 590 lb / ft at 2,500 rpm. Although in reality it seems to reach 2,800 rpm.
How is that?
Because if you’re in third gear speeding out of a village, that’s the point at which the world blurs. There is a marked kick, firmly delivered, and after that, your brain can’t really process what’s going on. So maybe I’ll kick in at four thousand again, but basically it’s very hard to tell. The same again at five past six. Still, the force is maintained down to the 7,000 rpm redline. Exponential propulsion.
Now there is a delay, and that needs to be handled. It’s really fun to surf around that 2,800 rpm boost point, feel and hear the turbos suck and blow, and actually, at low altitudes is perhaps where the engine sounds the best, the deepest, darkest, most guttural noise. If you want a good, sharp, and almost instantaneous response, you should keep the needle on the center dial above 4,000 rpm. And maybe for racetracks that’s what you need, but on the road there is so much speed and strength at that point that the numbers are dumb, and I actually found myself enjoying myself more trying to get out of the corners to coincide with the finish. of the burst impulse.
Momentum is good, we like momentum. How is the chassis?
There’s a little facet hidden in the specification of the new Turbo S (and yes, a standard Turbo, a little less powerful will be in its day), compared to a standard 911: the track widths are wider by 10mm on the rear, but 45mm at the front.
Now, in the past, when the 911 Turbo had more rear overhang, when the thrust hit the tail squat, the rear axle formed the fulcrum and the nose stood up. Not much, but just enough to get out of a corner, the nose would start to fall off the line despite the best efforts of the 4WD. The 991’s longer wheelbase helped remarkably, but this Turbo’s extra track width, and beyond that, the rest of the work that Porsche has undoubtedly put into giving this new real Turbo bite, has worked wonders. . It is properly tenacious.
The amount of speed it can take when cornering is alarming, and while it is the fronts that finally call the time first, the entire balance of the car is more even, with no feeling of washing or the steering becomes light. And it’s equally alarming on the way to the corners. In fact, if you use the powerful ceramic to brake with your left foot deep into the vertex, it is the rear that feels the most mischievous. Join this all together, boost the brakes through the vertex, and I can’t think of another car that can get through a corner faster or more effectively. I can think of some with a better sense of direction, others with more finesse of the chassis, but none that work more relentlessly to pull a corner apart.
So does it work well in the British countryside?
Emphatically. A couple of times I found myself craving a fraction more vertical control in the damping, but then realized that if it was stiffer and tighter it would be a GT3. But more than that, I really enjoyed it, the direction is especially impressive. Like cushioning, there may be a hint of death in the center when you go fast, but at any other time it’s a treat – the answer you want, when you want it. And this means that the 911 Turbo is really at its best when it comes to a burst – you get excellent cornering, traction, and momentum on the go.
So as a daily driver?
It is the latter, really. You may have to drop, but full visibility is unmatched, the front trunk is large, the rear seats are larger (and they handle real teens), and the interior gives you what you need, where you need it, and it looks great at doing it. If you’re on a good road and having fun, then all you have to do is change the driving mode, exhaust noise, or shock absorber stiffness. And that’s easy, there’s a rotary dial on the steering wheel for the first one, and a row of lovely switches below the display on the dash. I would like the gear display on the center rev counter to be bigger, the gearbox to stay manual when I switch modes, but other than that? Very little.
If you’re traveling (hopefully something that most of us can avoid in the future), the rotary controls on the steering wheel give you access to most features, with everything else on the touchscreen. There’s a 570-watt, 12-speaker Bose system that does a more than acceptable job. You always have more knowledge of the car trip when you have passengers on board, and you want it to be found easily and smoothly. Under those circumstances, you know that the 911 Turbo is still a sports car. It makes the GT convincing because of its livability and equipment and ease of use, but it’s positive rather than luxurious, and if you’re unlucky enough to run into a concrete highway surface, tire roar is an issue. But yeah, it will boost mileage with ease and economy – I know Porsche says 23.5mpg overall, but with eight gears and long ratios at its best you’ll get 27mpg easily – take it easy and that’s 400 miles on a tank.
Well pragmatism, how fast is it really going?
Porsche says 0-62 mph in 2.7 seconds. Ours did 0-60 mph at 2.5, then 100 mph at 5.6. Which makes it faster than anything on this side of a McLaren 720S or Ferrari 488 Pista. And perhaps most interestingly, it is faster than a Taycan Turbo S. I will make another story in the coming days with further breakdown of numbers and stats, but rest assured the 911 Turbo is still a monster.
Is it worth the expense on a regular 911 Carrera?
Yes. I’m still not convinced that normal 911s have turbos, but I’ll admit that the boggo, the normal £ 9k 911 Carrera, not even the S, is as fast and rounded as a sports car as you would never need. It is fucking good. And there are several companies out there that will increase the power of a standard Carrera to levels close to Turbo S.
However, even at £ 155k, this Turbo S is compelling. The way he drives is different enough to justify his price and existence, and he plays a subtly different role, not just as the pinnacle of the 911 range, but in the way he celebrates and uses his turbos, the fact that you have to work with them. It’s heavier, especially in the rear, but it uses that extra mass as well to provide traction and strength. I think, with the more blocked front, charming steering, and fascinating capacity, it’s comfortably the best 911 Turbo ever. I hate that lazy and hackneyed phrase, but it fits here.
Specifications: 3,745cc flat 6cyl twin turbo, 8spd PDK, 4WD, 641bhp @ 6750rpm, 590lb ft @ 2500-4000rpm, 0-62mph at 2.7sec, 0-124mph at 8.9sec, 205mph max, 23.5mpg, 271g / km CO2, 1640kg