Just a decade after Porsche’s V10-powered flagship supercar, the Carrera GT, ended production, the newest coupe and Cabriolet versions of the 911 Turbo and Turbo S are now upon us, the latter of which matches the “old” CGT’s 205 miles-per-hour top speed. That’s what we call progress.
While 605 horsepower was necessary for the Carrera GT to reach its lofty v-max, 580 hp — and 553 pound-feet of torque when using the “overboost” function — is all that’s needed for the Turbo S to get there. And with a 0-60 mph time of just 2.8 seconds, it’s also quicker than the CGT by a few ticks, as well as the old Turbo S by 0.1 seconds. In spite of their increased performance, the new Turbos both achieve better fuel economy than their 991-1-generation predecessors.
The “regular” Turbo has 540 hp and a maximum of 523 lb-ft — still good enough for a 198 mph top speed and a 2.9-second run from 0-60.
The 3.8-liter twin-turbo flat six returns for duty and is still equipped with variable-vane turbos. The newfound power is due to modified cylinder-head intake ports, new fuel injectors, higher fuel pressures, and new turbochargers, Porsche states in a release. Power is put to the ground in both models with 20-inch wheels measuring 9 inches wide up front and 11.5 inches at the rear. With these new shoes, the base 911 Turbo wheel size has grown by half an inch front and rear.
The Turbo models take cues from the new, turbocharged 911 Carrera line, notably a system that keeps the turbo-boost primed during spirited driving to sharpen throttle response, an effect most noticeable when throttle mapping is in Sport and Sport Plus modes. Turbo lag, nearly non-existent in recent turbocharged Porsches, is quickly becoming a thing of the past.
The 911 Turbos receive some of the slight design revisions of the recent 991-2-generation Carreras, including the more shapely four-point taillights and vertical grille slats, though the decklid itself is a different design. The left and right-side vertical slats vent air from the engine bay while the horizontal, central, forward-facing slats feed air to the engine intake. Other distinguishing features include new LED running lights, and redesigned exhaust pipes. The Turbo S gets exhaust tips in black chrome, and the Turbo’s are in chrome.
The Porsche Active Stability Management (PASM) suspension system returns, now with a larger spread between the most comfortable and sport-oriented settings, Porsche says. Also standard on both Turbos is Sport Chrono Package, which includes the 918-style steering wheel with a rotary switch that allows drivers to choose between four different powertrain configurations: Normal, Sport, Sport Plus, or Individual. Once the driver configures his preferred setup and assigns it to Individual mode, it can be called upon instantly with a turn of the switch. Push the button in the center of the rotary switch to engage a new feature: Sport Response mode. This optimizes the car to achieve the best acceleration possible for 20 seconds.
Also new is Porsche Stability Management (PSM) Sport mode. When this button in the center console is pushed, PSM’s intervention threshold is raised, allowing drivers to explore the limits of their Porsches in relative safety, knowing PSM will keep it them in line even when mistakes are made. Porsche also says the new Sport mode has higher limits than Sport Plus mode in the previous 911 Turbos. Of course, a long press of the button (and we hope judicious forethought) can turn it off.
In addition to more power, the Turbo S also receives more standard equipment than the Turbo, such as the active anti-roll bar system (PDCC) and ceramic composite brakes (PCCB). The Turbo S also comes standard with 18-way adaptive Sport Seats Plus, LED headlights with Porsche Dynamic Lighting System Plus (PDLS+), Sport Design side mirrors, and carbon fiber interior trim. Both Turbo and Turbo S get the park assist system front and rear, while the Turbo’s LED headlights feature the normal dynamic lighting system (PDLS).
New optional equipment was added to the list, too. Check the corresponding boxes and Porsche will install radar-based lane-change assist and front axle lift systems.
All of this performance and luxury doesn’t come cheap, however. Expect to fork over at least $159,200 for the Turbo coupe (destination fee not included). The top-of-the-line Turbo S Cabriolet starts at just over $200,000. Look for the new 2017 911 Turbo and Turbo S at a Porsche dealer near you in April 2016.
911 Turbo $159,200
911 Turbo Cabriolet $171,500
911 Turbo S $188,100
911 Turbo S Cabriolet $200,400
By Damon Lowney | Photos courtesy Porsche