In introducing the new generation 911 Turbo and Turbo S, Porsche is
presenting the top cars of the 911 model series in terms of technology
and dynamic performance. 40 years after the world premiere of the first
Turbo prototype, the Porsche 911 Turbo is redefining the limits of what
is feasible in a sports car for everyday use
For 40 years now, the unique selling point of the 911 Turbo has been the extreme spread of its capabilities that range between dynamic performance and efficiency, between exclusivity and everyday practicality, between tradition and innovation. Advanced development of existing systems and the introduction of new active systems are extending this range in such a way that the 911 Turbo models have now cranked their top values up a notch in all individual disciplines. For example, the lap time of the new Porsche 911 Turbo S at the North Loop of the Nürburgring was reduced to well under 7:30 minutes - naturally with standard production tyres. This advances it into realms of dynamic performance that were previously only attainable by uncompromisingly designed super sports cars.
The two new top models also make a clear visual statement about their performance. The characteristic widely flared rear fenders of the new 911 Turbo generation are 28 mm wider than those of the 911 Carrera 4 models - a nearly level surface of more than a hand width extends out from the C-pillar to the outer edge of the car.
The new top models of the 911 model series arrive on the market at the end of September 2013. In Germany, the 911 Turbo costs 162,055 euros; the new 911 Turbo S costs 195,256 euros, including VAT and country-specific features. In the UK, the Turbo is priced from £118,349 and the Turbo S from £140,852. In the United States, the 911 Turbo is priced from $148,300 while the 911 Turbo S begins at $181,100, not including a destination charge of $950.
Independent, sporty and dynamic
The new 911 Turbo models have an unmistakable and independent look, which makes a clear statement about their special positioning within the 911 series and differentiates them from the competitive field. A key characteristic is the front body with its large cooling air intakes, independent front lights and fins in the lateral cooling air intakes that are all horizontally aligned.
In front, the new Porsche 911 Turbo S is distinguished by additional air scoops in black in the lateral cooling air openings. The front lights in LED technology each consist of a light frame, which is used in the 911 Turbo as a daytime running light and in the S model as a position light, and an integrated direction indicator. The Porsche 911 Turbo S makes its top position clear with standard full-LED headlights that feature four-point daytime running lights, which are available as an option in the 911 Turbo.
However, the special aspect of the new front body is the fact that the front spoiler is fully hidden in its retracted position. This gives the new top 911 a significantly lighter and more elegant frontal appearance. When the front spoiler is extended, however, the car shows its second performance-oriented face, and this is highlighted by the central "turbo" or "turbo S" badge on the lip of the black spoiler.
A focus on the key traits of a 911 Turbo is also apparent in a side view. At a standstill and in urban traffic, there is no spoiler lip to disturb the puristic form of the 911 front line. Clear and unmistakably typical of a Turbo, the air intake for the intercooler opens in front of the rear axle. Forming the visual end point of the so-called "fly line" is the characteristic rear fender, which is integrated more fully in the overall design in the new generation. The new 911 Turbo models give a significantly more dynamic overall appearance in side profile due to a combination of shorter body overhangs, front and rear, and an extended side line with a 100 mm longer wheelbase. Another visual accent is created by the new 20-inch forged aluminium wheels in bi-colour look. In the 911 Turbo, they have ten dual spokes, and in the S model they feature an especially fine structure with a strongly branched spoke design - and a hub lock.
Never before was a 911 more impressive when viewed from the rear. The new 911 Turbo generation has shoulders that are wider than those of any other 911. Above the rear axle, the body is 85 mm wider than at the front axle. The selected style of driving can be discerned from the adaptively adjustable rear wing. Retracted in its sub-shell at moderate speeds, it is extended at top speeds and is also tilted for a greater attack angle when maximum dynamic performance is required. Here, the form of the classic slotted wing was designed with even sharper lines, and together with the narrower wing base and the distinctive rear cover screen the wing is harmoniously integrated into the overall rear body design. The narrow rear lights of the new 911 generation in LED technology visually reinforce the broad shoulders of the new 911 Turbo models by their form and their further outboard mounting positions.
New body with greater rigidity and lower centre of gravity
The body of the new 911 Turbo models is based on the 911 Carrera body structure; as a result, it is based on intelligent lightweight design that utilises aluminium-steel composite construction. Along with extensive use of aluminium and polymer surfaces to reduce vehicle weight, the local use of ultra-high-strength steel offers high body rigidity for ideal occupant protection and excellent dynamic performance. The weight of the body-in-white was reduced 13 per cent compared to the previous models.
The basic concept represents the foundation for the substantial performance gains in the new 911 Turbo generation. Simply lengthening the wheelbase by 100 mm in conjunction with a wider track in front - 51 mm wider in the 911 Turbo and 49 mm wider in the Porsche 911 Turbo S - creates a completely new geometry with greater tracking and roll stability at high speeds on straight-aways and in bends. The lowered centre of gravity improves dynamic performance and agility, and the body's considerably greater rigidity provides the backbone for the highly precise chassis.
More spontaneous, quicker and more efficient
The entire powertrain of the new 911 Turbo models reflects the typical traits of advanced Porsche development. The turbocharged 3.8-litre six-cylinder with direct petrol injection produces 520 hp (383 kW) in the 911 Turbo and 560 hp (412 kW) in the S model. Porsche continues to be the only carmaker to offer two turbochargers with variable turbine geometry (VTG) in a petrol engine.
Power is transferred exclusively via a seven-speed Doppelkupplung (PDK), which in the top 911 cars now also enables the stop-start function with engine shutoff earlier while coasting to a stop and a separate coasting function. Together with a new thermal management system for the turbo engine, fuel efficiency technologies have reduced NEDC fuel consumption as much as 16 percent to 9.7 l/100 km, a figure that applies to both models.
Compared to previous models, the power level of the 911 Turbo was boosted by 20 hp (15 kW) and its torque was increased ten Newton metres to 660 Nm. In the S model, power was increased 30 hp (22 kW), and torque was increased ten Nm to 710 Nm. The increase in power of the new 911 Turbo was achieved primarily by improving engine efficiency with higher combustion pressures and new valve timing and ignition angle tuning. In the engine of the S model, charge pressure was increased to 1.2 bar to enhance power, and maximum engine speed was increased 200 rpm to 7,200 rpm. This lets the driver utilise an even broader engine speed range, and a higher connected speed with stronger drive torque at full load acceleration after a gear-shifting operation.
Overboost: power is boosted at the press of a button
The new sports cars perform even better in a sprint with the Sport Chrono package, which is standard equipment in the Porsche 911 Turbo S (optional in the 911 Turbo); for one, it offers increased torque. The "Overboost" function, which is being used in the Porsche 911 Turbo S for the first time, increases maximum charge pressure by around 0.15 bar for up to 20 seconds in the middle speed range; this increases maximum torque to 750 Nm. The pistons were reinforced and modified to ensure that the new 911 Turbo engines can withstand the higher loads associated with their higher power and torque values. Peak pressures were increased over ten per cent, and internal efficiency was significantly improved.
PDK with virtual intermediate gears
The achieved performance gains and reduced fuel consumption in the new top 911 cars is in part due to the further developed PDK Doppelkupplung which features new functions optimised for sporty driving.
For example, Porsche engineers supplemented the seven driving gears by adding virtual intermediate gears that further improve fuel economy and comfort. They are used to reduce engine speed during an undisturbed, constant-speed mode of driving, when the next higher gear would reduce engine speed below the specified lower speed limit. To do this, the transmission controller engages adjacent gear levels and controls the two clutches for defined slip in transferring the drive power. When the driver presses the accelerator pedal, the Doppelkupplung downshifts to the suitable gear with lightning speed. Since the PDK has oil-bath clutches, this innovative transmission function is wear-free.
Furthermore, the PDK's extended stop-start functionality now shuts off the engine while coasting to a stop, which saves more fuel. Both Turbo models also offer a coasting function that disengages the clutches in coasting phases, runs the engine at idle, and coasts the vehicle in neutral. This function can significantly improve fuel economy, especially on trips on motorways.
The dynamic engine speed adjustment feature delivers even quicker gear changes in both downshifts and upshifts. During downshifts, the controller outputs intermediate acceleration pulses which are relatively comfort-oriented in the base setting and very dynamic in the SPORT or SPORT PLUS modes. During upshifts, engine speed adjustment functionality utilises masking of engine injection in the SPORT modes. Both of these effects make gear shifts more acoustically impressive as well.
New all-wheel drive system with electro-hydraulic control
For even quicker and more specific power distribution to the two axles, Porsche developed its currently used all-wheel drive system (PTM) with electro-hydraulic control of its multi-plate coupling. This functional principle enables faster and more precise control of the coupling. The result is more dynamic and more precise control of drive forces to the front axle with benefits in traction and vehicle dynamics. In addition, the new system can now direct more drive torque to the front axle, whose transfer case was provided with a new water cooling system. At the same time, the optimised interaction of engine, transmission and all-wheel drive system improves sprinting capabilities of the new top 911 cars even more. With the optional Sport Chrono package, the 911 Turbo accelerates from zero to 100 km/h in 3.2 seconds, which is one-tenth of a second faster than the Porsche 911 Turbo S of the 997 model series. Its successor now covers the standard acceleration distance in 3.1 seconds.
For 40 years now, the unique selling point of the 911 Turbo has been the extreme spread of its capabilities that range between dynamic performance and efficiency, between exclusivity and everyday practicality, between tradition and innovation. Advanced development of existing systems and the introduction of new active systems are extending this range in such a way that the 911 Turbo models have now cranked their top values up a notch in all individual disciplines. For example, the lap time of the new Porsche 911 Turbo S at the North Loop of the Nürburgring was reduced to well under 7:30 minutes - naturally with standard production tyres. This advances it into realms of dynamic performance that were previously only attainable by uncompromisingly designed super sports cars.
The two new top models also make a clear visual statement about their performance. The characteristic widely flared rear fenders of the new 911 Turbo generation are 28 mm wider than those of the 911 Carrera 4 models - a nearly level surface of more than a hand width extends out from the C-pillar to the outer edge of the car.
The new top models of the 911 model series arrive on the market at the end of September 2013. In Germany, the 911 Turbo costs 162,055 euros; the new 911 Turbo S costs 195,256 euros, including VAT and country-specific features. In the UK, the Turbo is priced from £118,349 and the Turbo S from £140,852. In the United States, the 911 Turbo is priced from $148,300 while the 911 Turbo S begins at $181,100, not including a destination charge of $950.
Independent, sporty and dynamic
The new 911 Turbo models have an unmistakable and independent look, which makes a clear statement about their special positioning within the 911 series and differentiates them from the competitive field. A key characteristic is the front body with its large cooling air intakes, independent front lights and fins in the lateral cooling air intakes that are all horizontally aligned.
In front, the new Porsche 911 Turbo S is distinguished by additional air scoops in black in the lateral cooling air openings. The front lights in LED technology each consist of a light frame, which is used in the 911 Turbo as a daytime running light and in the S model as a position light, and an integrated direction indicator. The Porsche 911 Turbo S makes its top position clear with standard full-LED headlights that feature four-point daytime running lights, which are available as an option in the 911 Turbo.
However, the special aspect of the new front body is the fact that the front spoiler is fully hidden in its retracted position. This gives the new top 911 a significantly lighter and more elegant frontal appearance. When the front spoiler is extended, however, the car shows its second performance-oriented face, and this is highlighted by the central "turbo" or "turbo S" badge on the lip of the black spoiler.
A focus on the key traits of a 911 Turbo is also apparent in a side view. At a standstill and in urban traffic, there is no spoiler lip to disturb the puristic form of the 911 front line. Clear and unmistakably typical of a Turbo, the air intake for the intercooler opens in front of the rear axle. Forming the visual end point of the so-called "fly line" is the characteristic rear fender, which is integrated more fully in the overall design in the new generation. The new 911 Turbo models give a significantly more dynamic overall appearance in side profile due to a combination of shorter body overhangs, front and rear, and an extended side line with a 100 mm longer wheelbase. Another visual accent is created by the new 20-inch forged aluminium wheels in bi-colour look. In the 911 Turbo, they have ten dual spokes, and in the S model they feature an especially fine structure with a strongly branched spoke design - and a hub lock.
Never before was a 911 more impressive when viewed from the rear. The new 911 Turbo generation has shoulders that are wider than those of any other 911. Above the rear axle, the body is 85 mm wider than at the front axle. The selected style of driving can be discerned from the adaptively adjustable rear wing. Retracted in its sub-shell at moderate speeds, it is extended at top speeds and is also tilted for a greater attack angle when maximum dynamic performance is required. Here, the form of the classic slotted wing was designed with even sharper lines, and together with the narrower wing base and the distinctive rear cover screen the wing is harmoniously integrated into the overall rear body design. The narrow rear lights of the new 911 generation in LED technology visually reinforce the broad shoulders of the new 911 Turbo models by their form and their further outboard mounting positions.
New body with greater rigidity and lower centre of gravity
The body of the new 911 Turbo models is based on the 911 Carrera body structure; as a result, it is based on intelligent lightweight design that utilises aluminium-steel composite construction. Along with extensive use of aluminium and polymer surfaces to reduce vehicle weight, the local use of ultra-high-strength steel offers high body rigidity for ideal occupant protection and excellent dynamic performance. The weight of the body-in-white was reduced 13 per cent compared to the previous models.
The basic concept represents the foundation for the substantial performance gains in the new 911 Turbo generation. Simply lengthening the wheelbase by 100 mm in conjunction with a wider track in front - 51 mm wider in the 911 Turbo and 49 mm wider in the Porsche 911 Turbo S - creates a completely new geometry with greater tracking and roll stability at high speeds on straight-aways and in bends. The lowered centre of gravity improves dynamic performance and agility, and the body's considerably greater rigidity provides the backbone for the highly precise chassis.
More spontaneous, quicker and more efficient
The entire powertrain of the new 911 Turbo models reflects the typical traits of advanced Porsche development. The turbocharged 3.8-litre six-cylinder with direct petrol injection produces 520 hp (383 kW) in the 911 Turbo and 560 hp (412 kW) in the S model. Porsche continues to be the only carmaker to offer two turbochargers with variable turbine geometry (VTG) in a petrol engine.
Power is transferred exclusively via a seven-speed Doppelkupplung (PDK), which in the top 911 cars now also enables the stop-start function with engine shutoff earlier while coasting to a stop and a separate coasting function. Together with a new thermal management system for the turbo engine, fuel efficiency technologies have reduced NEDC fuel consumption as much as 16 percent to 9.7 l/100 km, a figure that applies to both models.
Compared to previous models, the power level of the 911 Turbo was boosted by 20 hp (15 kW) and its torque was increased ten Newton metres to 660 Nm. In the S model, power was increased 30 hp (22 kW), and torque was increased ten Nm to 710 Nm. The increase in power of the new 911 Turbo was achieved primarily by improving engine efficiency with higher combustion pressures and new valve timing and ignition angle tuning. In the engine of the S model, charge pressure was increased to 1.2 bar to enhance power, and maximum engine speed was increased 200 rpm to 7,200 rpm. This lets the driver utilise an even broader engine speed range, and a higher connected speed with stronger drive torque at full load acceleration after a gear-shifting operation.
Overboost: power is boosted at the press of a button
The new sports cars perform even better in a sprint with the Sport Chrono package, which is standard equipment in the Porsche 911 Turbo S (optional in the 911 Turbo); for one, it offers increased torque. The "Overboost" function, which is being used in the Porsche 911 Turbo S for the first time, increases maximum charge pressure by around 0.15 bar for up to 20 seconds in the middle speed range; this increases maximum torque to 750 Nm. The pistons were reinforced and modified to ensure that the new 911 Turbo engines can withstand the higher loads associated with their higher power and torque values. Peak pressures were increased over ten per cent, and internal efficiency was significantly improved.
PDK with virtual intermediate gears
The achieved performance gains and reduced fuel consumption in the new top 911 cars is in part due to the further developed PDK Doppelkupplung which features new functions optimised for sporty driving.
For example, Porsche engineers supplemented the seven driving gears by adding virtual intermediate gears that further improve fuel economy and comfort. They are used to reduce engine speed during an undisturbed, constant-speed mode of driving, when the next higher gear would reduce engine speed below the specified lower speed limit. To do this, the transmission controller engages adjacent gear levels and controls the two clutches for defined slip in transferring the drive power. When the driver presses the accelerator pedal, the Doppelkupplung downshifts to the suitable gear with lightning speed. Since the PDK has oil-bath clutches, this innovative transmission function is wear-free.
Furthermore, the PDK's extended stop-start functionality now shuts off the engine while coasting to a stop, which saves more fuel. Both Turbo models also offer a coasting function that disengages the clutches in coasting phases, runs the engine at idle, and coasts the vehicle in neutral. This function can significantly improve fuel economy, especially on trips on motorways.
The dynamic engine speed adjustment feature delivers even quicker gear changes in both downshifts and upshifts. During downshifts, the controller outputs intermediate acceleration pulses which are relatively comfort-oriented in the base setting and very dynamic in the SPORT or SPORT PLUS modes. During upshifts, engine speed adjustment functionality utilises masking of engine injection in the SPORT modes. Both of these effects make gear shifts more acoustically impressive as well.
New all-wheel drive system with electro-hydraulic control
For even quicker and more specific power distribution to the two axles, Porsche developed its currently used all-wheel drive system (PTM) with electro-hydraulic control of its multi-plate coupling. This functional principle enables faster and more precise control of the coupling. The result is more dynamic and more precise control of drive forces to the front axle with benefits in traction and vehicle dynamics. In addition, the new system can now direct more drive torque to the front axle, whose transfer case was provided with a new water cooling system. At the same time, the optimised interaction of engine, transmission and all-wheel drive system improves sprinting capabilities of the new top 911 cars even more. With the optional Sport Chrono package, the 911 Turbo accelerates from zero to 100 km/h in 3.2 seconds, which is one-tenth of a second faster than the Porsche 911 Turbo S of the 997 model series. Its successor now covers the standard acceleration distance in 3.1 seconds.
