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Porsche's next-gen 911 Turbo S makes 0-60 mph in 2.9 seconds


May 5, 2013

Porsche reports a lap time around the Nurburgring in the new Turbo S of just under 7 minutes 30 seconds

Porsche reports a lap time around the Nurburgring in the new Turbo S of just under 7 minutes 30 seconds

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As Porsche celebrates 50 years of its iconic 911, it’s only fitting that the fastest and most advanced models of the line-up should get a makeover. The next-gen 911 Turbo and Turbo S have received several technical revisions to enhance handling and make the fast even faster, with the S model leaping from 0-60 mph in 2.9 seconds. This hi-tech generation is similar to its ancestors in name only.

Technical upgrades and improvements are extensive throughout the new 911 Turbo platform. As the fastest of the lineup, the 911 Turbo and Turbo S come tricked out with a revised 3.8 liter flattened boxer engine with its opposing cylinders and twin-turbochargers developing a healthy 520 horsepower and 650 Nm of torque in the Turbo, while the S model produces 560 hp and 700 Nm of torque, available way down low at a very usable 2100 rpm.

As for power ratios, the Turbos do not disappoint. Power per liter figures are 137 hp/liter for the Turbo and 147.4 for the quicker S.

In partner with Porsche’s new Traction Management (PTM) system power is now sent to the all-wheel drive system via Porsche's brilliantly quick seven-speed dual clutch transmission (PDK). The gearbox, featuring auto or full manual settings, is also enabled with an auto start/stop function.

These power figures equate to a top speed for the Turbo of 196 mph (315 km/h) while the S gets by a little faster at 198 mph (318 km/h). Acceleration is a stunning: 0 - 60 mph (96.56 km/h) in only 2.9 seconds for the S while the Turbo comes in at 3.2 seconds.

To put that in perspective, the much-hyped Hennessey Venom GT comes in at 2.7 seconds to 60 while the 2013 Bugatti Veyron 16.4 Grand Sport Vitesse hits the mark in 2.4 seconds. The major difference being that the new 911 comes in at US$181,000, while the other two sell for more than US$1 million plus a piece.

One of the coolest aspects of the 911 (and there are many) resides in the variable twin turbocharging system. VTG or Variable Turbine Geometry essentially adjusts vane angles in a pre-loading area ahead of the actual turbochargers to increase or decrease airflow. So when the flat-six requires fast spin up for quicker power at lower rpms, instead of waiting for the turbine to spool up as exhaust gasses increase, the vanes narrow the opening and in turn provide a higher pressure airflow to the turbines. This clever system not only helps reduce turbo-lag but allows for the turbos to be more effective across a wider power band.

Another fascinating bit of German innovation comes to us in the form of the Turbo’s rear wheel steering system. The system, albeit not new, is a first for the Turbo series. Instead of using a traditional control link setup, the rear steering system employs two electro-mechanical actuators on both sides of the rear axle. Steering angle out back has the ability to vary up to 2.8 degrees, so at speeds up to 31 mph (50 km/h) the rear wheels angle out, opposite to the front wheels. This tricky little maneuver actually shortens up the wheelbase by 249 mm (9.8 in) and provides a pivoting type motion allowing the Turbo to move around corners quicker. However, once the Turbo surpasses 50 mph (80 km/h), the actuators direct the rear wheels to angle in. With the wheelbase now extended by 498 mm (19.6 in) and all wheels pointing in the same direction, the driver should see increased traction, lateral control and better handling at higher speeds.

To make the Turbo series even quicker around the autobahn or Nurburgring, Porsche fitted the car out with a new all-wheel drive system. The electronically controlled Porsche Traction Management (PTM) system manages power between the front and rear wheels via a water cooled differential with an activated multi-plate coupling. The system is designed to provide more torque to the front wheels compared to the previous 911 Turbo. This helps explain the Turbo’s insanely quick 0-60 times along with a reported Nurburgring lap time of just under 7 minutes 30 seconds on standard production tires.

Aerodynamics are of a course a priority for Porsche and being no exception, the 911 Turbo gets a new active aerodynamic system. Up in the nose area, a new retractable three stage spoiler that can be pneumatically extended depending on the scenario awaits the wind. In the “performance position” all the wings of the front spoiler are fully extended to increase down force to the front wheels, while out back the rear spoiler is set at maximum height to provide optimal downforce to the hind quarters.

Fat, fatter, fattest. Previous Turbos were wide on the behind but the new series ups the badonkadonk factor by 1.1 inches (27.9 mm). Aside from more aggressive aesthetics the wider body is designed to help enhance cornering and handling at speed.

Other visual affectations for the new Turbo include forged two-tone 20-inch aluminum wheels and serious rubber treatments. Up front the Turbo’s get 245/35 ZR 20s while out under those expansive hindquarters resides 305/30 ZR 20 tires.

Porsche’s Dynamic Chassis Control (PDCC) active anti-roll system is also being offered for the first time in the new 911 Turbos. This system helps adjust dampers according to driver and electronic inputs to help flatten the car out when needed or provide a smoother ride under less extreme conditions.

Playing an equally important part in all this is the 911’s new chassis. The new lightweight design is composed of an aluminum and steel composite unibody, featuring aluminum doors and hood. With a curb weight of 3,516 pounds (1,595 kg) for the Turbo and 3,538 (1,605 kg) for the S, the 911 Turbo is not light by any means, but the aluminum diet has seen the S shed 44 lbs (19.95 kg) over the previous model.

When it's time to slow down, the new Turbo relies on 6-piston aluminum monobloc calipers up front (4-pistons out back) while 15-inch vented and drilled rotors deal with excessive braking forces. A Sport Chrono Package Plus with dynamic engine mounts is also available for the Turbo which features Porsche’s Carbon Ceramic Composite Brakes (PCCB).

On the inside, a completely redesigned S apparently comes rather well equipped with a black/Carrera red color combination and Sport Seats that feature 18-way adjustments and memory. A Bose sound system is standard but a Burmester system is also available as an option. Radar-controlled cruise control, camera-based road sign recognition and speed limit recognition systems are also part of the interior equation.

The newly minted 911 Turbo will be available at the end of 2013 in the United States. Prices start at $148,300 for the Turbo, while the Turbo S comes in at US$181,100.

Source: Porsche

About the Author
Angus MacKenzie Born on the cold, barren Canadian plains of Calgary, Alberta, Angus MacKenzie couldn’t decide between marketing, automotives or an entrepreneurial path - so he chose all three. With an education in automotives and marketing, Angus has rebuilt the carburetor on his 1963 Rambler Ambassador twice, gotten a speeding ticket in an F430 once, and driven & photographed everything from Lamborghinis to Maseratis to various German and Asian designs. When not writing, Angus has for the past six years been Editor-in-Chief for elemente, an internationally recognized architecture/design magazine. All articles by Angus MacKenzie

I'm not sold on the the rear wheel steering. I think the risks induced by its very rare failure out weigh its benefit.


What does "137 hp/liter" mean? Looks like a unit is missing - shouldn't that be hp/hour per liter or something?... oops - scratch that - I just worked it out. That's litre (cubic engine capacity), not litre (of fuel)...


4wd Honda Prelude 1987 , I still have one ,unbeatable


They have spent 50 years and billions of $ and had hundreds of engineers sticking Band-Aid after Band-Aid on this glorified over priced VW beetle, sorry Porsche. But i guess no mater how bad a design is at first if you spend that long and that much effort and $ on it instead of admitting its wrong guess it has to improve, but this new 911 Turbo (transformer) must be the best one yet? i cannot what to see just how they shorten up the wheelbase by (9.8 in) and then extend it by (19.6 in) all this as you drive, quite the trick. I guess Hollywood got nothing on those guy's in Stuttgart, i have to say they are some pretty slick boys.


Porsche needs a face lift. Time to abandon that worn out body style. Fire the designers if necessary.


...or you can get a GT-R for 100K and get the same 2.9 0-60 time. The upcoming Track Edition will be even quicker. ...if it's really that important to you.

Bruce Williams

GT-R for 100K same 0-60. However the huge difference between a GT-R and a 911? Depreciation.... The GT-R is a great car, but it's value drops way too fast. I've never been in a 911 turbo, but I have riden in a few of the "lesser" models. I've also riden in a GT-R. Again, the GT-R is an amazing car but the quality doesn't even come close to the Porsche. Road noise alone shows the gap in build quality. I liken the GT-R to a modern day muscle car.


I used to love Porsche's but it's way too out of line on price, insurance cost not of this earth, tires 305x30's about $450.00 each for a left & right. The Shelby Mustang with the new 5.8 Liter 660 HP 32 valves DOHC and it's torque mind blowing, American made too..The Boss 302 is lots of fun to drive, rev's up to 7500 RPM's, thousands of aftermarket wheels, tires, parts you get the point.

Tommy Romo

I run a 911 Carrera 4S (997 ).

Never thought I'd end up with a Porsche but to all the people who say the design needs to be changed I'd recommend you actually take one of these cars out if you have the chance and drive one.

Once driven you soon realise there is nothing else quite like it, yes the Nissan GTR is a quick car but it's a Nissan at the end of the day and suffers terrible depreciation. Also, Porsches have unbelievable brakes. Due to all the weight being at the back the front brakes don't get overloaded like all front engined cars, this leads to totally amazing late braking ability on any corner.

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