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3 legendary turbocharged Porsche 911s: the most spectacular turbo 911s

Arturo Rivas
3 legendary supercharged Porsche 911s
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A ls it would be a fat emperor, ruthless on top of that, The massive steam wheel sits enthroned on the center tunnel between the bucket seats of the Ruf-Porsche CTR. In terms of size and shape, it seems a little complacent, provided that this trait can be assigned to a mechanical component at all. If you turn it up in the '+' direction, the wastegate valve simulates a boost pressure that is too low, which is why it remains closed longer and the six-cylinder engine presses even more air into the combustion chambers. As a result, the boost pressure of the two KKK turbines varies between 0.6 and 1.1 bar, which is to be understood as ruthlessness, because when it comes to extremes, the 3.4-liter engine produces 469 hp, which is just around 1, 2 tons of Porsche 911 have to accelerate.

The unsuspecting scare

What if it doesn't come to an extreme? Then the power-to-weight ratio of the CTR is still sufficient to frighten the unsuspecting - today, not in 1987, when Ruf first showed the wild 911. Back then, the experience must have been as unearthly as it was in 1974, when Porsche presented the first 911 Turbo. Regardless of the few other vehicles with this engine concept, probably only the 911 programmed the Turbo lettering into the collective automobile memory. The manufacturer didn’t let go of the idea either, because turbo variants of all kinds have been popping up at regular intervals for 41 years. Now the supercharged boxer is even pushing the wildly rotating naturally aspirated engine back onto the racetrack, to where the turbo in the form of the 917 actually came from. So the vacuum cleaner will only rage in the rear of the GT3 in the future.

The motorsport troop also deals with the topic of charging from time to time, most recently in 2010 when they pushed the GT2 RS into the public eye. As an evolutionary stage of the GT2, it makes 620 instead of 530 hp, but a diet with the slim-fast of the auto industry - carbon - pushes the weight from 1,515 to 1,370 kilograms, according to the factory. The GT2 do without the all-wheel drive of the series turbos (since the 993) anyway, the right hand and left foot have to strive for the correct of the six gears.

Turbo 911s cloud the mind

The electronics have long taken care of the correct boost pressure of the 997 GT2 RS, a maximum of 1.6 bar is possible. Despite being dazzling in the true sense of the wordWetter still sloshes a remainder of respect through the slightly fogged mind in view of the trio, which in the GT2 RS is mainly due to the very sparsely profiled Michelin Pilot Sport Cup tires of the first generation. Yes and? Yes and: Low air and asphalt temperatures as well as a maximum torque of 700 Newton meters at just 2,000 rpm.

Soon, however, the respect for the huge rear wing and the first summer-tired leaves of the surrounding trees swirled, trust grows, and besides, it is 100 km /h and not a race track. How compact a 997 looks despite the sprawling turbo body, how homogeneous its engine reveals its power despite insane torque kicks, how honestly the manual transmission communicates with you with its ultra-short paths despite the bitter nastiness - no, no, don't get it wrong: the RS is by no means suitable for Everybody's Darling, he is always able to choose his driver as Everybody's Depp (freely adapted from E. Stoiber).

One push of a button is enough and the control electronics go on vacation. Then again, a damp patch of asphalt is enough to let you change direction in a flash. You just have to listen to it, the GT2 talks to you, permanently, speaks through the direct steering, the rigid body, with which your butt is directly connected via the perfect bucket seat, just as directly as the chassis with its harsh but neutral coordination. Sure, the right foot should act sensitively, at least a little, especially in tight corners.

However, that actually applies to all three, a little less for the 930 Turbo, but much more for the Ruf CTR. While the GT2 RS with its dull, bearish sound subdues, if not entire peoples, at least some country roads, the senior of the trio starts talking with a restless gasp. Despite being fully equipped, including air conditioning and tartan-checked seats as soft as white bread, it reminds you that the widowmaker's image was stuck to the rear wing.

Hammer crashes on anvil

Not that it's here about verifying this image. Although: When the small boost pressure indicator in the tachometer fully deflects at just over 4,000 revs for the first time, the turbine rotates at 90,000 rpm and thus produces 0.8 bar boost pressure, it doesn't take much imagination to get the 911 off the track under certain conditions to see spinning. Here the hammer falls with a crash on the anvil, the turbo shot the concept of performance out of the Porsche galaxy, which is already far away for most people, into an orbit even further away. With its 260 hp it was quickly celebrated as the king of the autobahn, it ran a real 250 km /h and was already 100 km /h fast after 5.5 seconds, a basic 911 2.7, however, only 80 km /h.

And today? Today the absolute is less impressivePower, but mainly that little bit of car that it has to accelerate. You quickly become friends with the four-speed gearbox, poke the long, slightly cranked gear lever safely through the widely spaced lanes and enjoy the most important safety feature of the 77 model year: 16- instead of 15-inch wheels on the well-loaded drive axle with 225 millimeter wide tires.

Okay, especially in comparison to the modern GT2 RS, of course, that doesn't change anything about the muddy brakes, which probably give the turbo similar deceleration values ​​as the Trans-Siberian Railway. This is all the more regrettable, since the senior can make quite an alarm, not only visually and acoustically. Even before the orgy in green encourages you to want to get your hunting license, you put everything and everyone in front of you, have grooved you long ago, arranged with the cozy steering by today's standards and the lethargic brake, shooing the 930 (is Incidentally for the engine), the boost pressure needle twitches again and again. The three-liter engine rumbled hoarse, but compared to the base Carrera at the time, it was duller, as if it were wearing a face mask. This is mixed in with the quiet whistling of the loader - no comparison to the snorting, sighing, chirping and roaring symphony that Ruf composed into his CTR.

930 Turbo: Galactically fast

No, the series turbo was already in the 70s, what a modern 991 still is today: a galactically faster, everyday sports car, a real feasibility study for the best compromise from speed and comfort. Anyone who regards compromises as an overestimated do-gooding demeanor, should please squeeze your very best into the really narrow bucket seats of the CTR. By the way: Even if fans of the CTR Nordschleife video will say the opposite - the reputation can be achieved without white tennis socks, although perhaps not with the mix of skill, shrewdness and madness as it was back then. In any case, we are totally off our feet when we realize how fast the Ruf-Porsche is, even by today's standards.

Incredibly fast, actually. It reached a documented 342 km /h on the high-speed oval in Nardò, and in 4.1 seconds it went from zero to 100 km /h. The standard Launch Control sits between the driver's ears, he has to tear through the gears of the G50 gearbox faster than his shadow, while the bewilderment at the force of the acceleration presses heavily on the chest.

On the other hand, even that pales GT2 RS a little, degrades it to a snappy vacuum cleaner - subjectivity can be cruel. And even if the braking system was one of the best in the industry in 1987, the pedal feel is disproportionate to the forward thrust. The servo-less steering is far less annoying.Anyone who beats the CTR so bravely through curves does not even want to imagine what effects it would have on driving behavior if the front additional tank were empty. And especially a wet road. That's what the steam wheel is for, says Ruf. Whereby it should only reduce the number of gyroscopes if the CTR throws itself off the track with 0.6 instead of 1.1 bar pressure.

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