Automotive

Porsche's next-gen 911 Turbo S makes 0-60 mph in 2.9 seconds

Porsche's next-gen 911 Turbo S...
Porsche reports a lap time around the Nurburgring in the new Turbo S of just under 7 minutes 30 seconds
Porsche reports a lap time around the Nurburgring in the new Turbo S of just under 7 minutes 30 seconds
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Porsche Traction Management manages power and torque to both front and rear wheels
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Porsche Traction Management manages power and torque to both front and rear wheels
Porsche reports a lap time around the Nurburgring in the new Turbo S of just under 7 minutes 30 seconds
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Porsche reports a lap time around the Nurburgring in the new Turbo S of just under 7 minutes 30 seconds
A revised 3.8 liter flat-6, with VTG twin-turbochargers develops 520 horsepower in the Turbo, and 560 hp in the S
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A revised 3.8 liter flat-6, with VTG twin-turbochargers develops 520 horsepower in the Turbo, and 560 hp in the S
Performance times show 2.9 seconds for the S to 60 mph (96.56 km/h) and only 3.2 seconds for the Turbo
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Performance times show 2.9 seconds for the S to 60 mph (96.56 km/h) and only 3.2 seconds for the Turbo
Turbo's rear steering system turns back wheels out at speeds under 50 km/h and in at speeds above 80 km/h
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Turbo's rear steering system turns back wheels out at speeds under 50 km/h and in at speeds above 80 km/h
Power per liter is a beautiful thing with figures showing 137 hp/liter for the Turbo and 147.4 ponies per liter for the S
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Power per liter is a beautiful thing with figures showing 137 hp/liter for the Turbo and 147.4 ponies per liter for the S
Dynamic Chassis Control (PDCC) active anti-roll system, is also being offered for the first time in the new 911 Turbo series
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Dynamic Chassis Control (PDCC) active anti-roll system, is also being offered for the first time in the new 911 Turbo series
A new active aerodynamic system with a new retractable three stage spoiler helps manage forward air while active rear wing does the same out back
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A new active aerodynamic system with a new retractable three stage spoiler helps manage forward air while active rear wing does the same out back
911 Turbo is over an inch fatter on the back side to further improve lateral motion management
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911 Turbo is over an inch fatter on the back side to further improve lateral motion management
Forged two-tone 20 inch aluminum wheels are shod with massive 245/35 ZR 20 tires up front and 305/30 ZR 20s out back
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Forged two-tone 20 inch aluminum wheels are shod with massive 245/35 ZR 20 tires up front and 305/30 ZR 20s out back
Bose sound system is standard, as is radar-controlled cruise control system, camera-based road sign recognition, and speed limit recognition device
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Bose sound system is standard, as is radar-controlled cruise control system, camera-based road sign recognition, and speed limit recognition device
Porsche reports a top speed of 198 mph (318 km/h) for the Turbo S
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Porsche reports a top speed of 198 mph (318 km/h) for the Turbo S
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As Porsche celebrates 50 years of its iconic 911, it’s only fitting that the fastest and most advanced models of the line-up should get a makeover. The next-gen 911 Turbo and Turbo S have received several technical revisions to enhance handling and make the fast even faster, with the S model leaping from 0-60 mph in 2.9 seconds. This hi-tech generation is similar to its ancestors in name only.

Technical upgrades and improvements are extensive throughout the new 911 Turbo platform. As the fastest of the lineup, the 911 Turbo and Turbo S come tricked out with a revised 3.8 liter flattened boxer engine with its opposing cylinders and twin-turbochargers developing a healthy 520 horsepower and 650 Nm of torque in the Turbo, while the S model produces 560 hp and 700 Nm of torque, available way down low at a very usable 2100 rpm.

As for power ratios, the Turbos do not disappoint. Power per liter figures are 137 hp/liter for the Turbo and 147.4 for the quicker S.

Turbo's rear steering system turns back wheels out at speeds under 50 km/h and in at speeds above 80 km/h
Turbo's rear steering system turns back wheels out at speeds under 50 km/h and in at speeds above 80 km/h

In partner with Porsche’s new Traction Management (PTM) system power is now sent to the all-wheel drive system via Porsche's brilliantly quick seven-speed dual clutch transmission (PDK). The gearbox, featuring auto or full manual settings, is also enabled with an auto start/stop function.

These power figures equate to a top speed for the Turbo of 196 mph (315 km/h) while the S gets by a little faster at 198 mph (318 km/h). Acceleration is a stunning: 0 - 60 mph (96.56 km/h) in only 2.9 seconds for the S while the Turbo comes in at 3.2 seconds.

To put that in perspective, the much-hyped Hennessey Venom GT comes in at 2.7 seconds to 60 while the 2013 Bugatti Veyron 16.4 Grand Sport Vitesse hits the mark in 2.4 seconds. The major difference being that the new 911 comes in at US$181,000, while the other two sell for more than US$1 million plus a piece.

One of the coolest aspects of the 911 (and there are many) resides in the variable twin turbocharging system. VTG or Variable Turbine Geometry essentially adjusts vane angles in a pre-loading area ahead of the actual turbochargers to increase or decrease airflow. So when the flat-six requires fast spin up for quicker power at lower rpms, instead of waiting for the turbine to spool up as exhaust gasses increase, the vanes narrow the opening and in turn provide a higher pressure airflow to the turbines. This clever system not only helps reduce turbo-lag but allows for the turbos to be more effective across a wider power band.

911 Turbo is over an inch fatter on the back side to further improve lateral motion management
911 Turbo is over an inch fatter on the back side to further improve lateral motion management

Another fascinating bit of German innovation comes to us in the form of the Turbo’s rear wheel steering system. The system, albeit not new, is a first for the Turbo series. Instead of using a traditional control link setup, the rear steering system employs two electro-mechanical actuators on both sides of the rear axle. Steering angle out back has the ability to vary up to 2.8 degrees, so at speeds up to 31 mph (50 km/h) the rear wheels angle out, opposite to the front wheels. This tricky little maneuver actually shortens up the wheelbase by 249 mm (9.8 in) and provides a pivoting type motion allowing the Turbo to move around corners quicker. However, once the Turbo surpasses 50 mph (80 km/h), the actuators direct the rear wheels to angle in. With the wheelbase now extended by 498 mm (19.6 in) and all wheels pointing in the same direction, the driver should see increased traction, lateral control and better handling at higher speeds.

To make the Turbo series even quicker around the autobahn or Nurburgring, Porsche fitted the car out with a new all-wheel drive system. The electronically controlled Porsche Traction Management (PTM) system manages power between the front and rear wheels via a water cooled differential with an activated multi-plate coupling. The system is designed to provide more torque to the front wheels compared to the previous 911 Turbo. This helps explain the Turbo’s insanely quick 0-60 times along with a reported Nurburgring lap time of just under 7 minutes 30 seconds on standard production tires.

Aerodynamics are of a course a priority for Porsche and being no exception, the 911 Turbo gets a new active aerodynamic system. Up in the nose area, a new retractable three stage spoiler that can be pneumatically extended depending on the scenario awaits the wind. In the “performance position” all the wings of the front spoiler are fully extended to increase down force to the front wheels, while out back the rear spoiler is set at maximum height to provide optimal downforce to the hind quarters.

Forged two-tone 20 inch aluminum wheels are shod with massive 245/35 ZR 20 tires up front and 305/30 ZR 20s out back
Forged two-tone 20 inch aluminum wheels are shod with massive 245/35 ZR 20 tires up front and 305/30 ZR 20s out back

Fat, fatter, fattest. Previous Turbos were wide on the behind but the new series ups the badonkadonk factor by 1.1 inches (27.9 mm). Aside from more aggressive aesthetics the wider body is designed to help enhance cornering and handling at speed.

Other visual affectations for the new Turbo include forged two-tone 20-inch aluminum wheels and serious rubber treatments. Up front the Turbo’s get 245/35 ZR 20s while out under those expansive hindquarters resides 305/30 ZR 20 tires.

Porsche’s Dynamic Chassis Control (PDCC) active anti-roll system is also being offered for the first time in the new 911 Turbos. This system helps adjust dampers according to driver and electronic inputs to help flatten the car out when needed or provide a smoother ride under less extreme conditions.

Playing an equally important part in all this is the 911’s new chassis. The new lightweight design is composed of an aluminum and steel composite unibody, featuring aluminum doors and hood. With a curb weight of 3,516 pounds (1,595 kg) for the Turbo and 3,538 (1,605 kg) for the S, the 911 Turbo is not light by any means, but the aluminum diet has seen the S shed 44 lbs (19.95 kg) over the previous model.

When it's time to slow down, the new Turbo relies on 6-piston aluminum monobloc calipers up front (4-pistons out back) while 15-inch vented and drilled rotors deal with excessive braking forces. A Sport Chrono Package Plus with dynamic engine mounts is also available for the Turbo which features Porsche’s Carbon Ceramic Composite Brakes (PCCB).

On the inside, a completely redesigned S apparently comes rather well equipped with a black/Carrera red color combination and Sport Seats that feature 18-way adjustments and memory. A Bose sound system is standard but a Burmester system is also available as an option. Radar-controlled cruise control, camera-based road sign recognition and speed limit recognition systems are also part of the interior equation.

The newly minted 911 Turbo will be available at the end of 2013 in the United States. Prices start at $148,300 for the Turbo, while the Turbo S comes in at US$181,100.

Source: Porsche

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12 comments
Slowburn
I'm not sold on the the rear wheel steering. I think the risks induced by its very rare failure out weigh its benefit.
christopher
What does "137 hp/liter" mean? Looks like a unit is missing - shouldn't that be hp/hour per liter or something?... oops - scratch that - I just worked it out. That's litre (cubic engine capacity), not litre (of fuel)...
bobby.riquelme
4wd Honda Prelude 1987 , I still have one ,unbeatable
ArtofSpeed
They have spent 50 years and billions of $ and had hundreds of engineers sticking Band-Aid after Band-Aid on this glorified over priced VW beetle, sorry Porsche. But i guess no mater how bad a design is at first if you spend that long and that much effort and $ on it instead of admitting its wrong guess it has to improve, but this new 911 Turbo (transformer) must be the best one yet? i cannot what to see just how they shorten up the wheelbase by (9.8 in) and then extend it by (19.6 in) all this as you drive, quite the trick. I guess Hollywood got nothing on those guy's in Stuttgart, i have to say they are some pretty slick boys.
b@man
Porsche needs a face lift. Time to abandon that worn out body style. Fire the designers if necessary.
Bruce Williams
...or you can get a GT-R for 100K and get the same 2.9 0-60 time. The upcoming Track Edition will be even quicker. ...if it's really that important to you.
Dr.PorscheING
GT-R for 100K same 0-60. However the huge difference between a GT-R and a 911? Depreciation.... The GT-R is a great car, but it's value drops way too fast. I've never been in a 911 turbo, but I have riden in a few of the "lesser" models. I've also riden in a GT-R. Again, the GT-R is an amazing car but the quality doesn't even come close to the Porsche. Road noise alone shows the gap in build quality. I liken the GT-R to a modern day muscle car.
Tommy Romo
I used to love Porsche's but it's way too out of line on price, insurance cost not of this earth, tires 305x30's about $450.00 each for a left & right. The Shelby Mustang with the new 5.8 Liter 660 HP 32 valves DOHC and it's torque mind blowing, American made too..The Boss 302 is lots of fun to drive, rev's up to 7500 RPM's, thousands of aftermarket wheels, tires, parts you get the point.
Tommo
I run a 911 Carrera 4S (997 ). Never thought I'd end up with a Porsche but to all the people who say the design needs to be changed I'd recommend you actually take one of these cars out if you have the chance and drive one. Once driven you soon realise there is nothing else quite like it, yes the Nissan GTR is a quick car but it's a Nissan at the end of the day and suffers terrible depreciation. Also, Porsches have unbelievable brakes. Due to all the weight being at the back the front brakes don't get overloaded like all front engined cars, this leads to totally amazing late braking ability on any corner.
TashaRosario
After 2 GT-R's I am done. I first got the 2008 enjoyed it for about a year and after the second launch (yes as in 2) the transmission started skipping. I went to the dealership and for two weeks got the run around and a crappy Altima as a loaner. (By the way that sh!t would ever happen at Porsche, Audi or VW) So after the GT-R sat at the dealership for nearly 2 months I got a friendly letter from Nissan literally accusing me of mismanaging the launch system. Wow! Really? It turns out that Nissan will try anything and everything to back out of transmission or motor warranty work on the GT-R. After I thteatened to sue they finally agreed to get to work on the car but not after they "let me know" that they're doing me a favor. Hahaha. Whatever. Enter 2013 I visited 7 Nissan dealers in my area to trade in the 08' for a new 13' mind you an ultra clean unmodified GT-R with 18,443 miles and I get a slap on the face trade in offer of 47,800 top offer. The first one was an even 40k. Pffft! I put on e-bay and a guy from Indiana gave me $52K so whoever says the GT-R depreciates well. Ain't lying or kidding. I decided to lease the 13' GT-R Track edition and thought about modding it BUT there's the question of voiding the warranty, the lease clause, and the jerk off's at Nissan so I left it stock and threw a set of matte Vossen 3-piece forged. All the hype you hear of the GT-R is exactly that. Pure Hype mainly by people who only fantasize about owning one. Because a true GT-R owner will tell you that there is more to this car than a 0 to 60 in 2.9 sec. In all actuality in takes more like 3.2 sec. Plus there are plenty of cars that can best the GT-R in many other departments and not just speed. I've always had an admiration and a deep respect for Porsche (Afterall they did inspire Nissan/Infinity) but until recently just haven't been able to afford one. As of May 2016 I am turning in the GT-R and walking away from Nissan. Not so much by choice but necessity. I have my eye on the 2016 Porsche Cayman GTS Sapphire Blue of course. : D.