911 (991) [Official] Porsche 911 Turbo (991)
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The Porsche 991 is the seventh generation of the Porsche 911 sports car. Predecessor: Porsche 911 (997). Successor: Porsche 911 (992). Production: 2011-2019.
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http://www.motortrend.com/roadtests/coupes/1305_2014_porsche_911_turbo_first_look/
First Look:
2014 Porsche 911 Turbo/Turbo S
The Best Gets Better
Ever since its debut in 1974, the Porsche 911 Turbo has symbolized extreme performance (beaten only by the completely bonkers GT2). While the original 930 was an absolute handful to drive because of its massive turbo lag and propensity for oversteer, force-fed 911 Turbos have grown quite compliant over the years while producing increasingly mind-blowing performance numbers.
First Look:
2014 Porsche 911 Turbo/Turbo S
The Best Gets Better
Ever since its debut in 1974, the Porsche 911 Turbo has symbolized extreme performance (beaten only by the completely bonkers GT2). While the original 930 was an absolute handful to drive because of its massive turbo lag and propensity for oversteer, force-fed 911 Turbos have grown quite compliant over the years while producing increasingly mind-blowing performance numbers.
At first glance, the 991 2014 911 Turbo doesn't appear to be that big of an improvement over the 997. Output from the 3.8-liter twin-turbo flat-six goes up by 20 hp and 7 lb-ft to 520 and 487, respectively. The Turbo S gets a 30-hp bump to 560, but torque is unchanged at 516 lb-ft. Curb weight of both remains at slightly over 3500 pounds, with the Turbo S closer to 3550 pounds. One big powertrain change is the departure of the manual transmission, with all 2014 911 Turbos offered exclusively with Porsche's seven-speed PDK twin-clutch automatic. Purists may balk, but even the most skilled drivers will be hard-pressed to hit the claimed 0-60 marks of 3.2 seconds (Turbo) and 2.7 seconds (Turbo S) without the PDK's lightning-quick shifts.
Speaking of those performance numbers, the last 997 911 Turbo we tested needed 3 seconds flat, and the last Turbo S went into Veyron territory by hitting 60 in just 2.7 seconds, beating Porsche's estimates. We wouldn't be surprised if we saw 2.5 seconds out of the 2014 Turbo S -- aside from being astounded by just how quick that is. Quarter-mile times should be similarly jaw-dropping -- we saw 10.9 seconds from the 2012 Turbo S and 11.2 seconds for the 2010 Turbo, which was equipped with a manual rather than a PDK. Claimed top speeds are 196 mph for the Turbo and 198 mph for the Turbo S.
Handling performance should increase as well, with the 2014s fitted with active aerodynamics (a three-stage front spoiler and deployable rear wing with three positions), rear-wheel steering, and the new Porsche Traction Management all-wheel-drive system, which can send more power to the front wheels than before. The 991s also get bigger brakes, with 15-inch disks at all four corners standard on both, while the optional ceramic brakes replace those with 16.1-inch rotors up front and 15.4-inch rotors in the back. Calipers are four-piston monoblock units on the Turbo and six-piston on the Turbo S. To make the wheels fit over these massive stopping platters, Porsche upped the wheel size from 19 to 20 inches. These two-town forged aluminum units come with a center hub wheel lock design on the Turbo S. Front tires now measure 245/35ZR20 in the front and 305/30ZR20 at the rear.
The rear-wheel steering system consists of two electro-mechanical actuators on both rear axles. The angle of the rear wheels can be changed by up to 2.8 degrees, depending on speed. They turn in the opposite direction of the steering wheel at speeds below 31 mph, which Porsche says effectively shortens the car's wheelbase by 9.8 inches, increasing performance in tight corners with the side benefit of making parking easier. Above 31 mph, the rear wheels steer parallel with the front wheels to produce the effect of increasing the wheelbase by 19.6 inches.
Inside, the 2014 911 Turbo and Turbo S are packed with the usual high-end goodies found in modern Porsches. New to the extensive option list, however, are a Burmester audio system, active cruise control, road sign recognition, speed limit recognition, and others. The Turbo S also comes standard with 18-way power adjustable Sport Seats Plus as well as an exclusive red/black interior color scheme.
The 2014 911 Turbo will run at least $149,250, while the 2014 Turbo S will ring in at no less than $182,050. Both go on sale in the U.S. at the end of 2013, so those interested have some time to liquidate assets and get their Porsche dealer on the horn.
We recently talked to Dr. Erhard Mössle head engineer on the 911 turbo about not only how fast the new 991 based Turbo will be, but also about how it’s the most efficient and most usable 911 Turbo ever. - Mike Febbo
MT: What are the design goals of a 911 Turbo, what defines it?
Dr. Mössle: To define the Turbo, our target was to move it away from the normal 911. We wanted it more differentiated. We had to have the special aerodynamic package and the wider rear end as well. But for goals, we had two directives to develop one was bigger performance and the other was to make it more efficient and usable in daily driving. We developed a 16% improvement over the previous car and that comes mainly from the powertrain.
MT: When you say bigger performance, it seems like the emphasis is no longer peak power but usable power.
Dr. M: Yes, we have a maximum of 7000 rpm on the regular Turbo and 7200 on the Turbo S. Everyone from customers to journalists expected 600 hp, but we decided torque was more important for drivability and exhilaration. So we developed an engine with 487 lb-ft in the basic car and 516 lb-ft in the S. Boost pressure has increased slightly over the previous cars, but we have changed the turbos to make them more efficient. The standard Turbo is running 1 bar, and the Turbo S is 1.2 bar, achieving 520 hp and 560 hp.
MT: What makes a customer pick a Turbo over a GT3?
Dr. M: The two cars are completely different in what and how they do things on the track and the road. The GT3 comes directly from the racecar or cup car and drives like it on the track. The turbo is more usable for daily driving and everyday situations. The GT3 is very focused on performance where as the Turbo cars do everything well.
MT: Will the Turbo be available in with a manual transmission?
Dr.M: No, the 997 turbo had roughly 94% PDK installation rate, and for this car with the big amount of torque, it is the right decision to develop a further improved PDK that is faster and more efficient for everyday driving.
MT: Is this the same AWD system we’ve seen in the Carrera 4?
Dr. M: This is the newest system derived from the Haldex 5 it has water-cooling which allows greater power to the front axle, especially on low friction surfaces and greatly improves lower speed acceleration.
MT: Does the new system use torque vectoring?
Dr. M: It uses torque vectoring in the way we define it. It uses the brakes on a specific wheel therefore giving the car a turning effect into a curve.
MT: Have we seen any technology transfer from the 918 Supercar down to the 911 turbo yet?
Dr. M: Well yes, but actually we are seeing things going both directions, the two cars are linked very closely. For instance both cars use a rear-wheel steering system that was developed for the Turbo. In the other direction, we have active aerodynamics that were developed for 918 but are also used on the Turbo.
MT: How does all this technology translate into performance, do you have a Nordschliefe lap time yet?
Dr. M: The times will be 7:29 for the basic turbo and 7:26 for the turbo S, we will also have special semi-racing tires from the GT3 which will take off 2 seconds.
MT: What cars were benchmarked during turbo development?
Dr. M: We looked at Ferrari, audi and Lamborghini, as well as the Mercedes Benz SLS, but I think the Turbo is a very special car in that it does deliver real racecar numbers while still being able to do regular everyday driving.
DR.M: We created a new benchmark with this car. A lot of customers compare the GT-R to the Turbo, eventhough they are in a different a price category, but everyone in this league is waiting on and looking at the new Turbo. It will definitely be the new benchmark in not only performance but in efficiency and drivability as well. It is still a 911 and looks and operates like a 911, but delivers supercar performance.
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@LaArtist: I agree, compared to the current 997 Turbo, something is strange with this new 991 Turbo. I looked at the pics alot and too cannot say what is wrong.
The 991 Turbo is unveiled, I'm looking forward to the 991 Targa, could be the best 911.
Oh, and if not I'll stop believing in innovation. After lagless tripple-turbo M3, lagless tripple-turbo 911 Turbo rumors, I won't believe in any turbocharged engine revolution anymore. So I guess NA Ferraris are here to stay. I also won't belive in the lagless WRX with electric air charger.
The 991 Turbo is unveiled, I'm looking forward to the 991 Targa, could be the best 911.
Oh, and if not I'll stop believing in innovation. After lagless tripple-turbo M3, lagless tripple-turbo 911 Turbo rumors, I won't believe in any turbocharged engine revolution anymore. So I guess NA Ferraris are here to stay. I also won't belive in the lagless WRX with electric air charger.
hoffmeister_fan
Kraftwagen König
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Correct me if I'm wrong, but is their new torque vectoring similar to what Ford uses on their Focus?
And the GT3 still gets me going moreso than the Turbo. But what Porsche did with their Turbo cannot be denied.
And the GT3 still gets me going moreso than the Turbo. But what Porsche did with their Turbo cannot be denied.
///K
Autobahn Adventurer
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From today:
- The front splitter is controlled by airbags that deploy at a certain speed. As you can see in some photos, the splitter is downward, hence creating down force, and you can see that it clearly says Turbo/Turbo S in the middle.
- The new 911 Turbo models will arrive in Canada in December 2013 with pricing starting at $169,200 for the Turbo and $206,600 for the Turbo S.
- Top Speed: 318 km
- The new 911 Turbo S shortens the lap time for the North Loop of the Nürburgring to well under 7:30 minutes
- I know it's hard to see in picture, or not as evident, but this is widest body of all 911 cars. Expansively wide rear body panels of the new generation 911 Turbo are 28 mm wider than on the 911 Carrera 4 models. This is something that is more evident when seeing the car in person
- The exhaust on the Turbo S has a darker/black finish, on top of the chrome. The Turbo is just chrome
- The front splitter is controlled by airbags that deploy at a certain speed. As you can see in some photos, the splitter is downward, hence creating down force, and you can see that it clearly says Turbo/Turbo S in the middle.
- The new 911 Turbo models will arrive in Canada in December 2013 with pricing starting at $169,200 for the Turbo and $206,600 for the Turbo S.
- Top Speed: 318 km
- The new 911 Turbo S shortens the lap time for the North Loop of the Nürburgring to well under 7:30 minutes
- I know it's hard to see in picture, or not as evident, but this is widest body of all 911 cars. Expansively wide rear body panels of the new generation 911 Turbo are 28 mm wider than on the 911 Carrera 4 models. This is something that is more evident when seeing the car in person
- The exhaust on the Turbo S has a darker/black finish, on top of the chrome. The Turbo is just chrome
.
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It does.
The Turbo used to be based on C4S if I'm not making a mistake, but this one here is based on it's own dimensions. And it's just too much imo. Particularly from some angles.
GT3 alllllll the way......
Performance doesn't look much different from 997.2
Let's see how this will do against a 2014 GTR. And soon the Nismo version :O
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Till they come off and your ass will literally be kicked. There have already been multiple cases of it coming off at speed. There have already been multiple recalls. And now they have a bulletin out requiring expensive replacement of multiple centre lock parts every 4k track miles. Many owners have replaced them with 5 lug system. The thing is a fuukin disaster.
Yea, I too at one point thought they were super sexy, but fact is they have absolutely no role outside professional racing that involves real pit stops.
sako97
Autotechnik Ace
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^+1. To say that the Porsche GT3 community/forums are hostile towards Centre-locks would be an understatement. I've always wondered why this issue never arose in the CGT. There are plenty of CGTs that have undergone track duty.
A rather amusing quote regarding the Turbo and GT3 being PDK only.
A rather amusing quote regarding the Turbo and GT3 being PDK only.
LaArtist
Wunderkind of Wheels
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Is that so..that surprises me.
Was there an issue with the CGT to then? As i think it was the first POrsche with central lock wheels
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CGT used a different system more similar to the ones used in the GT3 cup cars with a solid center stud vs a hollow hub on the street GT3/RS.
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http://www.autocar.co.uk/blogs/new-cars/911-turbo
The 911 Turbo...
It might be 40 years old this year, but Porsche’s icon remains as fresh today as it was in 1973. It’s also Porsche’s most profitable car.
I remember the first time I saw a 911 Turbo as if it were yesterday, despite the fact that it was in 1979 and I was knee high to a grasshopper, travelling in the back of my old man’s MGB Roadster, wearing a pair of welding goggles to prevent the wind from bursting my eyeballs.
We were in the south of France on holiday at the time, and me and my mate Luke were in the back of the MGB. My mum and dad were up front, the sunshine was glinting off the sea, the smell of pine cones was filling our noses as we bumbled happily along some dusty coastal road.
And then it appeared, travelling at approximately Mach 4, heading towards us on the other side of the road at the far end of a longish straight. It was white and had Martini stripes along its sides, and it looked like it had just fallen to earth from the middle of outer space.
As it passed us, it created a huge backdraft of vacuum that very nearly sucked my mate Luke and I clean out of the back of the MG. But it was the noise it made and the sheer speed it was travelling at that was most incredible to behold.
I remember my father uttering an expletive that I’d not heard him use too many times before; only when things were very serious indeed was this particular word used. And I guess that being buzzed by a 911 Turbo at a closing speed of 200mph was probably about as serious as it got at the time, although the whoops of amazement that subsequently filled our MG proved that we were all clearly impressed.
Ever since then I’ve had a huge soft spot for the 911 Turbo. It was, after all, the first supercar I’d ever seen being driven like a supercar should. Between now and then I’ve owned one and driven, if not hundreds then at least 40 different 911 Turbos over the years, some of which have been better than others.
The ones that have stood out were the 993 Turbo (the first 4WD Turbo and, in its day, one of the quickest real world road cars I’d ever driven), the original 996 Turbo, which Monkey Harris and I spent the week screaming about all over Europe in, and the second-generation 997 Turbo.
When Porsche tweaked the 997 Turbo towards the end of its life and sorted out its wayward rear end, they created a genuine future classic. That car was, and still is, a quite incredible piece of engineering.
So you’d back them to do it again with the latest 991 Turbo, would you not? On current form, with the amazing new Cayman still fresh off the peg and the already excellent Boxster and regular 991s providing strong back-up, Porsche is very obviously on a roll right now – and the car you fear for the most as a result is McLaren’s now merely newish MP4-12C.
That’s the car, you suspect, that will struggle hardest to justify its existence beside the cheaper, every bit as fast, every inch as desirable new 911 Turbo. And remember, the 911 Turbo is Porsche’s most profitable car by far – always has been due to the asking price being twice as much as the basic 911’s, despite the build costs being barely any higher.
In light of which, McLaren still has a very long way to go indeed before it can compete on that kind of level, even though it’s the one that matters most.
The 911 Turbo...
It might be 40 years old this year, but Porsche’s icon remains as fresh today as it was in 1973. It’s also Porsche’s most profitable car.
I remember the first time I saw a 911 Turbo as if it were yesterday, despite the fact that it was in 1979 and I was knee high to a grasshopper, travelling in the back of my old man’s MGB Roadster, wearing a pair of welding goggles to prevent the wind from bursting my eyeballs.
We were in the south of France on holiday at the time, and me and my mate Luke were in the back of the MGB. My mum and dad were up front, the sunshine was glinting off the sea, the smell of pine cones was filling our noses as we bumbled happily along some dusty coastal road.
And then it appeared, travelling at approximately Mach 4, heading towards us on the other side of the road at the far end of a longish straight. It was white and had Martini stripes along its sides, and it looked like it had just fallen to earth from the middle of outer space.
As it passed us, it created a huge backdraft of vacuum that very nearly sucked my mate Luke and I clean out of the back of the MG. But it was the noise it made and the sheer speed it was travelling at that was most incredible to behold.
I remember my father uttering an expletive that I’d not heard him use too many times before; only when things were very serious indeed was this particular word used. And I guess that being buzzed by a 911 Turbo at a closing speed of 200mph was probably about as serious as it got at the time, although the whoops of amazement that subsequently filled our MG proved that we were all clearly impressed.
Ever since then I’ve had a huge soft spot for the 911 Turbo. It was, after all, the first supercar I’d ever seen being driven like a supercar should. Between now and then I’ve owned one and driven, if not hundreds then at least 40 different 911 Turbos over the years, some of which have been better than others.
The ones that have stood out were the 993 Turbo (the first 4WD Turbo and, in its day, one of the quickest real world road cars I’d ever driven), the original 996 Turbo, which Monkey Harris and I spent the week screaming about all over Europe in, and the second-generation 997 Turbo.
When Porsche tweaked the 997 Turbo towards the end of its life and sorted out its wayward rear end, they created a genuine future classic. That car was, and still is, a quite incredible piece of engineering.
So you’d back them to do it again with the latest 991 Turbo, would you not? On current form, with the amazing new Cayman still fresh off the peg and the already excellent Boxster and regular 991s providing strong back-up, Porsche is very obviously on a roll right now – and the car you fear for the most as a result is McLaren’s now merely newish MP4-12C.
That’s the car, you suspect, that will struggle hardest to justify its existence beside the cheaper, every bit as fast, every inch as desirable new 911 Turbo. And remember, the 911 Turbo is Porsche’s most profitable car by far – always has been due to the asking price being twice as much as the basic 911’s, despite the build costs being barely any higher.
In light of which, McLaren still has a very long way to go indeed before it can compete on that kind of level, even though it’s the one that matters most.
Yaz
Autotechnik Ace
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Interesting.
Makes me wonder why Porsche still offers it if it's not reliable. They should have put it on their long silly options list.
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Porsche
Dr. Ing. h.c. F. Porsche AG, is a German automobile manufacturer
specializing in high-performance sports cars, SUVs, and sedans,
headquartered in Stuttgart, Baden-Württemberg, Germany. Owned by
Volkswagen AG, it was founded in 1931 by Ferdinand Porsche.
In its early days, Porsche was contracted by the German government
to create a vehicle for the masses, which later became the Volkswagen
Beetle. In the late 1940s, Ferdinand's son Ferry Porsche began
building his car, which would result in the Porsche 356.
Official website: Porsche
Official website: Porsche
