The first impression: Full broadside! The manufacturer says: "We have raised the bar a bit higher," announces Porsche 911 series manager Frank-Stefan Walliser about the generation change of the top model. "Because with 70 HP and 50 Nm more power and torque, the Turbo S makes a leap that is rare even in this series." The Turbo was not only stronger, sportier and faster, but also more comfortable and relaxed. "At least if the driver wants that." Because unlike the GT models, which are more or less roadworthy racing cars, the Turbo wants to be both a glider and a fighter. "Driveability and manageability" were at the top of the so-called specifications for Walliser.
The engineer has long accepted that Porsche wants to use more electricity than gas in the future and once again confirms that the 911 was also prepared for a plug-in hybrid drive when the generation was changed, even if that was due to the high weight and low energy yield won't come. And Porsche boss Oliver Blume recently announced a 911 with a normal hybrid drive in an English PS magazine, which could have even more power than the turbo. But for Walliser, the current top model is once again a victory for the old over the new world. At least in the disciplines from back then. With a mischievous grin, he studies the data sheets of the 911 Turbo S and Taycan Turbo S and is happy about the two tenths of a second that the combustion engine takes from 0 to 100 during the sprint. The fact that the Turbo bears its name – unlike the Taycan – and actually has a supercharger is just the icing on the cake.
We noticed that: just a tiny sip! At the wheel of the new Turbo S you feel a bit like being in the film classic "Feuerzangen-Bowle" or the Gauls in front of the magic potion. Because you have to meter the power very finely if you don't want to lose your maintenance or even your driving license. Although the performance of the 911 Turbo is extremely digestible, the driver of this powerhouse remains in control even at full throttle. But the turbo is now so powerful with 650 PS and 800 Nm that you can almost reach the points with idle gas. While new loaders ventilate the 3.8 liter six-cylinder boxer engine with compressed air, people get hectic gasps in the face of this car: the customers or anyone who would like to, because they crave the kick that follows the kickdown, if the turbo jumps from 0 to 100 km / h in 2.7 seconds at best. Because overtaking has never been so easy and requires so little foresight when you have passed the vehicle in front in one or two vehicle lengths, and because there is hardly another car with which you can drive so effortlessly faster than 300 km / h on an empty freeway can, and still remains very relaxed.
Yes, McLaren, Ferrari & Co. also break this barrier. But where you hold the steering wheel beyond 250 km / h so that your knuckles come out white, where you sit upright and focus the road with a fixed eye, Tempo 300 in the Porsche feels like 120 in the VW Polo, and only reason forces the second hand to the wheel. For exactly the same reasons, critics are struggling for breath in view of this car – because it is clearly overpowered and because the 11.1 liter average consumption is easily exceeded by the test bench in practice even on the motorway feeder. The terms power and abundance can be combined so differently.
The analogy to the magic potion also fits in other ways. Because just as Obelix got a little – well – obese after his bath in the druid's big cauldron, the turbo got out of hand too, although the Porsche looks a lot better. It is four centimeters taller than its series brothers because the fenders have been exposed so far. And because this only stands out in a direct comparison, a large spoiler sits enthroned above it, which – unlike the other 911 models – is permanently mounted and does not only extend at higher speeds these changes are always functional at Porsche. The wide fenders are needed for more track width and the mixed tires with 20-inch front and 21-inch rear as well as the rear spoiler are used together with the variable front lip, so that at full throttle up to 170 kilos of downforce are generated , which also weigh heavily on the rear and push the car more firmly onto the road. And that works. As if neither centrifugal nor lateral force were considered for the car, the turbo drives like on rails and feels extremely filigree despite its bearish energy and the lush 1.6 ton weight. No steam ram at speed that brutally rolls everything down and only stays on course with force, but a precision tool that can be guided along the ideal line with almost scientific accuracy. A racing driver can probably track each of these measures and play with them accordingly. Also with the all-wheel drive, which now transmits up to 500 Nm to the front wheels, so that not only the rubber of the rear tires burns when driving off. The layman on the steering wheel, on the other hand, courageously switches to the "Sport" or "Sport Plus" with the cheap-looking rotary wheel next to the horn pot and is impressively shown that in this car it is he and not physics that is the limiting factor. If you are not grossly negligent, you can hardly push the turbo to its limits, the tires interlock so firmly with the asphalt, the bow follows the steering lock so precisely and instinctively and the car brakes so doggedly. You have to know that: the Turbo S not only causes gasping for customers and critics, but also for accountants in car dealerships. In return, when the first cars are delivered in April, it will flush them into the till with at least 216,396 euros. And if you choose the convertible, you have to add another 13,000 euros. The driving force behind this sales driver is the well-known 3.8-liter six-cylinder boxer, for which Porsche, above all, changed the airflow on the way to the top of the model range Has. The so-called process air required for combustion now flows through the typical turbo nostrils in front of the rear wheel. Two additional air streams are added through the boot lid. The turbo now draws its fresh air through four openings with a larger cross-section and less resistance, thus achieving better efficiency. There are also two turbochargers with larger turbine and compressor wheels, an electrical and therefore faster control for the wastegate flaps and charge air coolers, which have been enlarged by 14 percent and are positioned so that the cooling air can flow in and out better. All of this optimizes ventilation, speeds up and improves the regulation of the boost pressure and ultimately leads to higher performance. You can also see that in the data sheet: With its sprint value of 2.7 seconds, it is not only two tenths faster than its predecessor, but also takes a whole second off the 911 base model. And up to 200 km / h it now only takes 8.9 instead of 9.9 seconds. Only the top speed remained unchanged at 330 km / h – because with all the lightness of the turf it has only academic value. We will not forget that: the display of the tire temperature in the cockpit. Just as the electronics now recognize water on the road from the noise in the wheel arch and then suggest the so-called wet mode with more sensitive traction control to the driver, it also determines the temperature of the rubber and confirms to the turbo pilot what he should actually notice : that he drives a hot tire.
Icon: The mirror