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Driving report Porsche 911 Turbo (S) (2016) (991 II)

Hans-Dieter Seufert
Driving report Porsche 911 Turbo (S) (2016) (991 II)
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B Isher, the 911 turbo was able to make big cheeks quite relaxed. After all, it was the only one of the rear-engined dynasty to be allowed to operate in series with a supercharger - apart from exotic offshoots such as the GT2, but those were somehow turbos. The normal Carrera had to take a breath of their own. Until now, because with the latest facelift, the engineers flanged two turbochargers on them as well.

What is left for the turbo? So the, uh, right, the real one, the one that has been around for over forty years. Well, he has to hurry up to avoid being cleaned from the record by the rebellious Carrera Sisters. Its plus: While the new had to downsize to three liters, the turbo (uh, the right one, the real one) can attack with 3.8 liters as before. They also left the adjustable loader geometry exclusive to him. As before, adjustable turbocharger blades optimize the gas exchange, so get everything out of the flow even at low engine speeds and gas speeds without compromising at high engine speeds.

Porsche 911 Turbo S (991 II) now with 580 hp

The peak power of the normal Porsche 911 Turbo increases to 540, and the S to 580. For the first time, the S gets larger compressor housings to increase its output. Otherwise, Porsche modified the current top boxer injection pressure (200 instead of 140 bar) and the injection system including the injectors as well as the intake system and intake ducts. This promises more performance with lower consumption. So far we can't say much about the latter, but about power: no one needs more. Well, almost none.

But seriously: The turbo has already made professionals grin when accelerating, novices hold their breath, overwhelmed. The new one masters this at least as much, especially the S. We drive innocently, it rolls off in the standard program with a restrained hum and inconspicuously fixed upshifting dual clutch transmission. A quick check of the new infotainment system: Apple Car Play and online navigation on board, controls cleared - fits.

Hans-Dieter Seufert
Three seconds for the Porsche 911 Turbo, 2.9 for the S, then the sprint is on 100 checked.

750 Nm torque for the Porsche 911 Turbo S (991 II)

So let's dedicate ourselves directly to the essential human-machine relationship. As always, the ergonomics fit as perfectly as the multi-adjustable sports seats. New: the steering wheel and the correct shifting direction of the PDK lever. As in sports, downshifting goes forward, upshifting backward. Or you just leave it to the seven-speed double clutch, with its fixed style and the right strategy.

Time for full throttle in the new Porsche 911 Turbo S. 750 Newton meters (in overboost) from around 2,000 tours and an authentic engine sound without the previously dominant loader noise accompany the insane acceleration. Three seconds for the Porsche 911 Turbo, 2.9 for the S, then the sprint to 100 is ticked off. Even superbikes get smaller in the mirror.

Porsche 911 Turbo has boosted the turbo lag

New: the always active boost function. It combats the turbo lag by keeping the throttle valve open when the load changes, so that the loader continues to work and when you step on the accelerator again, it immediately gives pressure again, regardless of whether you are doing three or five thousand trips. Running. Anyone who complains about a delay in response should also find Bar Rafaeli dumpy. But the Porsche 911 Turbo S (991 II) does not only exert pressure in a straight line, but also in corners. From active engine mounts to rear axle steering, roll compensation to active spoilers and all-wheel drive with regulated rear differential lock and torque vectoring, everything is offered. With the Porsche 911 Turbo S, it is mostly series production including the extremely expensive but particularly stable ceramic brake. Well, with a price in excess of 200,000 euros, that should be a matter of honor.

Precise handling is of course also a matter of honor for a 911 Porsche. The basically all-wheel-drive Turbo adds relentless traction and pronounced bad weather capabilities. Nevertheless, it is surprising how easily the 1.6-tonner with its sensual steering and its appropriate power assistance can be controlled under all conditions.

In the past, even tough guys had to be scared before the clinch with 580 hp even wet todayCurved slopes license-less pilots grin. Regardless of whether it's a motorway or a rain-soaked racetrack - when the palms of the hands are already sweaty elsewhere, he still has high-speed wellness. Clearly noticeable: the greater spread of the adaptive dampers, which are now more consistently concerned with comfort on the one hand and stability suitable for the slopes on the other Seconds in a hurry press the sport response button on the steering wheel. Then the turbo increases the charge pressure, shifts down, increases the speed, adjusts the ignition and closes the charger blades. Kind of pubescent, but should make intermediate sprints easier.

Well, yes. The new sport mode of the stability program (PASM) is at least as much fun. Regardless of the driving program, it gives the 911 a little more freedom and greater slip when accelerating out. Then there is even one or the other delicate cross-stay in it without crushing the rear end in the guardrail. Of course, the PASM also goes out completely, but given the very high limit area, this is hardly advisable on public roads. Especially since even with fully activated electronics on curves that are actively approached, dizziness rather than boredom arises. All you have to do here is select 'Sport' on the steering wheel and enjoy the even more direct driving experience.

New: Individual. Here, as has long been the case elsewhere, the pilot can put together his personal dynamic menu. No matter which one he chooses: it remains delicious all around.

What the Porsche 911 Turbo can do on the racetrack

Does that make the Turbo a softer autobahn cruiser? In order to pulverize this rumor in the long term, it is now time for a few quick laps on the racetrack. More precisely: to Kyalami near Johannesburg. The former Grand Prix circuit has been - and is - heavily rebuilt since May 2015. 4.5 kilometers of ultra-fast asphalt. Wide, fast corners, crests, blind corners. So there is tension. Here we go! The Turbo S accelerates out of the pit lane like a razor. We immediately believe the 2.9 seconds to 100 km /h, the PDK reloads the gears at lightning speed, the speedometer needle clicks towards 140. 150. Crazy! Braking for the first quick left slightly uphill. Crowthorn towards the barbecue.

The Porsche 911 Turbo (991 II) offers pressure in abundance

It goes up and down, that doesn't bother the motivated biturbo much. He doesn't indulge himself in a slack, pushes over the entire rev range. After the involuntary wet test in Germany, with the tires warmed up and at an air temperature of 25 degrees, the 911 shows what works under optimal conditions. Well, for a completely optimal condition, the track would have to be completely free of dust. The Turbo S doesn't care, it fires with power in the fast right direction towards the clubhouse. He holds the line precisely, razor-sharp at the curbsalong. The package of all-wheel drive and steering, roll stabilization and active aerodynamics pays off. Nevertheless: don't risk too much, some of the curves are super fast, the surrounding houses are not that far away.

Understeer is not an issue in the Porsche 911 Turbo (991 II)

But don't worry , the turbo only knows cornering understeer from hearsay and the ceramic brake is also with an immovable, transparent pressure point. We continue towards 'The Esses'. As before: even when accelerating fully, the rear remains stable, which means full throttle without regrets. Into the relatively close link 'Leeukop'. Mineshaft, super fast, slight left towards the infield. The tight right The Crocodiles: brake hard, turn in to the point, run to the curbs and swing out towards the quick right bend “Cheetah” before going through the last left “Ingwe”. And then it's back to the home straight and into the next round. And it will be at least as heartwarming as the one before.

Because if the Porsche 911 Turbo and the Turbo S can do one thing, it is tremendous driving pleasure without remorse.


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