>So you know what's out there on your roads of life>EnJoy + >Vid<
>So you know what's out there on your roads of life>EnJoy + >Vid<
Hi Member's,
I know that I do my best to post a lot of automotive threads on the MCF in hopes it keeps our forum active. I try to keep up on as
many models that I can & like to know what types of cars are out
on the highways with me.
I know that I do my best to post a lot of automotive threads on the MCF in hopes it keeps our forum active. I try to keep up on as
many models that I can & like to know what types of cars are out
on the highways with me.
I hope that you find some of my threads interesting....Feel free to add your own and share....
Sadly, there's no future Monte's being produced & we all need to keep the MCF active, fun and informative to keep our Sponsor's Happy that pay for our site.
Sadly, there's no future Monte's being produced & we all need to keep the MCF active, fun and informative to keep our Sponsor's Happy that pay for our site.
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to you & the Chevrolet Monte Carlo...
Say thanks when you can...
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Say thanks when you can...
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OK, below is becoming one of my favorite dream cars. I never thought it would `be, but after driving one (company executive 911 for 5 hours + (I fell in love with it)...I still prefer a Vette and V8 sounds, but I'm getting older (29) & counting 
I hope that you enjoy the below reviews or some other ones that I submit for everyone to enjoy.....
Thanks for reading and thanks for checking in 
Road Tests
2017 Porsche 911 Carrera
Click above link to enjoy vid
========================
Member's, do you like the 911 ?
Have you ever driven one ?
Would you buy one `if you had the $'s ?
If, not what would you buy instead ?
Your Turn
The Porsche 911 Carrera has been many things to many people over the years. But up to this point when you told someone you had a 911 Turbo, they knew exactly what you meant, the top dog, all-wheel-drive, performance machine that was the ultimate 911. Well, prepare for confusion and possibly mass hysteria, as all 911’s are turbos now!
Everyone hates a know-it-all, but no one seems to mind having a “do-it-all” like the Porsche 911 Carrera around. It’s not all-new for ’17; still the 991 chassis that debuted for 2012, and in Porsche fashion has been continuously refined since. But this is the first time it has been comprehensively gone over.
Of course the big news is turbo power only from here on out. And if things keep going this way, it won’t be long until non-turbo engines are a thing of the past for most brands.
The engine is still a flat-6, now just 3.0-liters; but with a pair of turbos. No worries, output is up to 370-horsepower. That’s 20-more than last year, and 90-more than the original 911 Turbo. And it still revs way past 7,000 RPM using 13-psi of boost to whip up 331 lb-ft. of torque.
Of course the big news is turbo power only from here on out. And if things keep going this way, it won’t be long until non-turbo engines are a thing of the past for most brands.
The engine is still a flat-6, now just 3.0-liters; but with a pair of turbos. No worries, output is up to 370-horsepower. That’s 20-more than last year, and 90-more than the original 911 Turbo. And it still revs way past 7,000 RPM using 13-psi of boost to whip up 331 lb-ft. of torque.
The Carrera S no longer gets its own engine, rather bigger turbos on the same 3.0; and an increase of boost to 16-psi. Horsepower in it, is 420.
There’s no lack of torque down low in either; Porsche claims a 3.7-second 0-60 time for the S, 4.0-flat for the base Carrera, but the fun really starts happening up higher in the band.
\\None of this is really a stretch, since few brands are associated with turbos more than Porsche. And this engine sings a familiar Teutonic tune, it’s incredibly responsive, yet still smooth as silk with the power delivery; and we’re sure tuners are chomping at the bit to easily dial up even more power.
Not only are all 911s turbos now, but they’re all dual clutches; as even the 7-speed manual, which thankfully remains standard, gets a new twin-disc clutch that feels great, though take-up is still rather high. The shifter is light, but works with the precision that you expect. A refined 7-speed PDK is still an option.
The exterior sees perhaps the smallest changes, just new bumpers and LED lighting front and rear. There’s a new front splitter, and everything is designed to channel more airflow for cooling the turbos; including active cooling flaps, and an adaptive rear spoiler that funnels air into the engine bay as well as creates downforce.
Rear wheels are wider at 11.5-inches; 19s for the Carrera, 20 for the S.
There are plenty of trickle-down goodies from higher 911s, like the rear-steer available in the S. But the trickest feature may just be the Sport Response Button on PDK models, which gets maximum performance out of all aspects of the car for 20-seconds when pressed.
The sound is indeed a bit different, but not enough to change your mind one way or the other; still guttural, and amazing to us. You won’t notice it’s a turbo unless you know what to listen for; and if you do, then you’ll appreciate all of the unique sounds as much as we do.
Of course the purpose for the whole turbo exercise is for better Government Fuel Economy Ratings; now 20-City, 29-Highway, and 23-Combined, that’s up one, for the manual; 22-City, 30-Highway, and 25-Combined, a gain of two, for the PDK.
Not only are all 911s turbos now, but they’re all dual clutches; as even the 7-speed manual, which thankfully remains standard, gets a new twin-disc clutch that feels great, though take-up is still rather high. The shifter is light, but works with the precision that you expect. A refined 7-speed PDK is still an option.
The exterior sees perhaps the smallest changes, just new bumpers and LED lighting front and rear. There’s a new front splitter, and everything is designed to channel more airflow for cooling the turbos; including active cooling flaps, and an adaptive rear spoiler that funnels air into the engine bay as well as creates downforce.
Rear wheels are wider at 11.5-inches; 19s for the Carrera, 20 for the S.
There are plenty of trickle-down goodies from higher 911s, like the rear-steer available in the S. But the trickest feature may just be the Sport Response Button on PDK models, which gets maximum performance out of all aspects of the car for 20-seconds when pressed.
The sound is indeed a bit different, but not enough to change your mind one way or the other; still guttural, and amazing to us. You won’t notice it’s a turbo unless you know what to listen for; and if you do, then you’ll appreciate all of the unique sounds as much as we do.
Of course the purpose for the whole turbo exercise is for better Government Fuel Economy Ratings; now 20-City, 29-Highway, and 23-Combined, that’s up one, for the manual; 22-City, 30-Highway, and 25-Combined, a gain of two, for the PDK.
The standard 991 chassis is updated with new dampers, springs, and anti-roll bars; and with PASM now standard, ride height is lower by half an inch.
Throughout our Northern California drive time, we found the steering feel the same as before; which is good. We’ve never found fault with it unlike on some other sporty Germans. Still nice and direct, with seamless on the fly adjustments.
Ride quality also is the same; firm, but still very compliant over bumps. Acting just like a 911 should, well-balanced and athletic.
Power remains athletic as well, but the turbo-style torque delivery makes gear selection less critical, and almost unnecessary once at speed. Pre-loading the turbos as you coast through corners, means there’s no big hits of power to upset anything.
Seats are beyond comfortable, with lots of adjustments, fitting the 911’s more GT mission of late; one of the many highlights of the great looking interior.
And, as we expected, there’s a price bump too, about a 5-grand to $90,450 for a base Carrera; with these updates also headed to the rest of the 911 lineup.
The biggest takeaway from our first drive of the 2017 Porsche 911 Carrera, is that as much as it has changed, it hasn’t changed at all. It’s still a “do-it-all” that represents everything that’s right about German sports cars. So fear not Porsche-philes, get behind the wheel; and you’ll find out like we did, the proof is in the driving.
Throughout our Northern California drive time, we found the steering feel the same as before; which is good. We’ve never found fault with it unlike on some other sporty Germans. Still nice and direct, with seamless on the fly adjustments.
Ride quality also is the same; firm, but still very compliant over bumps. Acting just like a 911 should, well-balanced and athletic.
Power remains athletic as well, but the turbo-style torque delivery makes gear selection less critical, and almost unnecessary once at speed. Pre-loading the turbos as you coast through corners, means there’s no big hits of power to upset anything.
Seats are beyond comfortable, with lots of adjustments, fitting the 911’s more GT mission of late; one of the many highlights of the great looking interior.
And, as we expected, there’s a price bump too, about a 5-grand to $90,450 for a base Carrera; with these updates also headed to the rest of the 911 lineup.
The biggest takeaway from our first drive of the 2017 Porsche 911 Carrera, is that as much as it has changed, it hasn’t changed at all. It’s still a “do-it-all” that represents everything that’s right about German sports cars. So fear not Porsche-philes, get behind the wheel; and you’ll find out like we did, the proof is in the driving.
Last edited by BeachBumMike; Jul 7, 2016 at 09:40 AM. Reason: No Reason except to wish U a Happy >Take that 2 the bank
Bonus Vid >It's free >EnJoy>Just click below<
>Drove it and Fell in Love>It's a Super Ride 4-Sure...
Porsche 911 Turbo / Turbo S
VIEW PHOTOS
2017 Porsche 911 Turbo / Turbo S coupe shown
- MSRP
$160,250
Listed MSRP is for a 2017 Porsche 911 Turbo Coupe base trim with no options. Includes destination fee. Does not include sales tax.
Change Trim
Change Trim
- Lease
- Finance
$2,716/mo*
This number is based on a 36-month, 15000-mile-per-year lease. Lease calculation assumes money factor of 0.00242 and residual of 53%. Assumes ZIP code of 90210 and entered credit score of 800 or higher. Does not include sales tax. Option to purchase at lease end for an amount may be determined at lease signing. Mileage charge of $0.3/mile over 45,000 miles. Lessee pays for maintenance, repair and excess wear. Lease payments will vary depending on options, vehicle availability, dealer participation, lender participation and terms, and credit score, all of which may vary from the assumptions above. The payment listed is not a guarantee or offer, only an estimate. Promotional interest rate and residual used for monthly lease payment calculation valid 7/1/2016 - 9/30/2016.
Cash Due at Signing
$2,716 total cash due at signing includes $2,716 total cash down, $0 security deposit. Tax, title, tags, and dealership fees not included. $995 lease acquisition fee is rolled into monthly payments. Unless waived as part of offer, first month's payment is included in due at signing amount.
*AccuPayment estimates payments under various scenarios for budgeting and informational purposes only. AccuPayment does not state credit or lease terms that are available from a creditor or lessor, and AccuPayment is not an offer or promotion of a credit or lease transaction. Cash Due at Signing
$2,716 total cash due at signing includes $2,716 total cash down, $0 security deposit. Tax, title, tags, and dealership fees not included. $995 lease acquisition fee is rolled into monthly payments. Unless waived as part of offer, first month's payment is included in due at signing amount.
Price with Options
or Get a Quote
Browse Used InventoryFor decades, the 911 Turbo has been the stuff of legends, and it remains so today. With a monstrous 540 hp on tap—make that 580 hp in the case of the Turbo S—and a seven-speed dual-clutch automatic doing the shifting, Porsche’s all-wheel-drive supercar can hit 60 mph in less than three seconds. Take your pick of coupe or cabriolet; the exterior styling is timelessly gorgeous, and its luxurious interior makes this precious road rocket a genuine pleasure to drive on any road, at any time.Jump to First Drive Review – 2017 Porsche 911 Turbo/Turbo S
View All Features and Specs
Rank in Exotic Sports Cars
1. Ferrari 488GTB
Price:$242,737
2. McLaren 650S
Price:$349,500 - $372,600
3. Lamborghini Huracan
Price:$203,295 - $265,845
4. Ferrari F12berlinetta
Price:$323,745
5. Porsche 911 Turbo / Turbo S
Price:$152,150 - $195,650
6. Porsche 911 GT3 RS
Price:$131,450 - $176,950
7. Ferrari GTC
Auto Dream Trip'in
Porsche 911 Turbo / Turbo S
VIEW PHOTOS
$160,250
For decades, the 911 Turbo has been the stuff of legends, and it remains so today. With a monstrous 540 hp on tap—make that 580 hp in the case of the Turbo S—and a seven-speed dual-clutch automatic doing the shifting, Porsche’s all-wheel-drive supercar can hit 60 mph in less than three seconds. Take your pick of coupe or cabriolet; the exterior styling is timelessly gorgeous, and its luxurious interior makes this precious road rocket a genuine pleasure to drive on any road, at any time.Jump to First Drive Review – 2017 Porsche 911 Turbo/Turbo S
View All Features and Specs
2017 Porsche 911 Turbo / Turbo S
Very much like the outgoing Turbo. And that's a good thing.
I’m sitting in the passenger seat of an updated 2017 Porsche 911 Turbo S in the pit lane of the reborn old Kyalami race circuit in South Africa. Sitting left seat is Jörg Bergmeister, a Porsche factory race car driver and a man I see with some frequency on Porsche media trips. He’s here in South Africa to lead packs of journalists around the supersmooth new circuit in 911 Turbos and Turbo S’s, and he seems perfectly happy to do so. In fact, he always seems happy, ever ready with a smile, unless you try to bump-pass him on the last lap of a race. Still, in all our meetings I have thus far prevented myself from ever calling him the Burgermeister Meisterburger, at least to his face. But right now he’s chatting with someone outside of the car. I haven’t the slightest clue what the two are talking about but, because they are speaking German, it sounds serious, dire even.
After he closes the driver’s-side window, I say, “Did that guy just tell you to scare the hell out of your journalist co-driver?” He smiles, of course, and says, “No, no, we are going to have fun.”
VIEW PHOTOS
And of course we do. Or I do anyway. At least when I’m not trying to figure out how he can carry so much speed through a corner or rotate the car with such accuracy. I’d driven the Turbo S several laps earlier in the day with Bergmeister showing me the way in a GT3 RS. Seemed like I was going pretty fast then; but I wasn’t, at least not compared to what we’re doing now.
There’s a long downhill section of the course that bottoms out at the entrance to a gentle left-hand bend. It’s a fast section and when I was driving I would add a little less braking each time at the bottom of the hill. Still, Bergmeister would walk away from me there. So when we arrive at the section with him behind the wheel, I say, “I never could figure out how much braking to use here.”
He says, “Not very much. You can go very fast through here.” As he’s saying this, the car is tracking out to the right on the exit of the left-hand curve. We’re now on the curbing at the edge of the track, but we’re still tracking out. It didn’t occur to me that there was even a possibility that we would go off-course, at least until we did.
The two right-side tires dip into the grass that’s been turned into a saturated kitchen sponge by heavy rain the night before. The tail pivots right at about a 45-degree angle to the track and Jörg’s quick hands guide the thing back onto the pavement and, before it fully registers on me what has happened, he’s back on the gas aimed toward the braking zone for the next corner. He says, “Well, you can’t gothat fast through here.”
VIEW PHOTOS
We relate this tale because Bergmeister’s comedic timing is almost as good as his driving. But also because it is to Porsche’s credit that it allows Bergmeister to push that hard in the Turbo S, the company’s ultimate grand-touring car, with a journalist aboard. It is further to the credit of the company that it allows journalists to ham-fist these street cars around the course. The company’s faith was rewarded with zero costly crashes, at least while we were there.
This roughly 3550-pound, four-wheel-drive, luxury speed sled will be mostly driven by owners on public roads. But the public roads around Kyalami’s Johannesburg-area location are mostly terrible, straight things clogged with erratically driven Toyota minibuses. So track time is the only time on this exposure.
We also waited this long in the story to discuss the actual car because despite a laundry list of small changes, the resulting Turbo feels almost exactly like the outgoing Turbo. That’s meant as a compliment, by the way.
The most obvious changes to the Turbo and Turbo S are those brought by the switch to the so-called 991.2 version of the 911 platform. Visually, that means new headlights, new taillights, a new engine-lid grille, and some minor fascia differences front and rear. It looks, in other words, like a 911 Turbo. Inside, the car gets Porsche’s new infotainment touchscreen with online navigation, Apple CarPlay integration, Wi-Fi connectivity, and a smartphone app for remotely checking fuel level and odometer readings as well as remote locking and unlocking of the car. Porsche has reversed the orientation of the shifter for the seven-speed PDK so that now pushing the lever forward initiates a downshift and a rearward pull results in an upshift. Of course, you could just use the standard steering-wheel-mounted paddles or let the dual-clutch automatic shift on its own—something it does rather well. No, a manual transmission has not been added to the options list.
VIEW PHOTOS
Of greater interest is the new 918-style steering wheel. The so-called GT sport steering wheel is a good-looking piece, and it’s comfortable to hold, but of greatest interest is that, as on the 918, the wheel incorporates a mode selector that activates, at the twist of a ****, the familiar Normal, Sport, and Sport Plus modes along with a new Individual setting. Each of the familiar modes has a prescribed list of settings for the adjustable dampers (PASM), engine stop-start system, movable aerodynamic aids, and the PDCC adjustable anti-roll bars. Individual mode allows drivers to pick and choose their settings for each system and save them.
In the center of the **** is the Sport Response button; when pressed, it primes the transmission and opens the throttle slightly to increase airflow and to keep the turbochargers spinning under braking, ensuring that the engine responds more immediately to throttle input. This trick to maintain boost, called Dynamic Boost, operates in all modes, but to varying degrees. Also, in Sport Response mode, the variable-vane turbos are set to build torque more quickly than normal. This lasts for only 20 seconds and then reverts to the previously selected chassis mode. But, here’s the thing: You can immediately push the button again, and again, and again for additional 20-second bursts. Try as we might, we were unable to figure out how to keep the button jammed down. And unfortunately the Sport Response button is too far down on the steering wheel to punch without taking your right hand off of the 3 o’clock position. “But,” you ask, “why doesn’t Porsche just have the Sport Response setting active all the time?” Well, because that would diminish fuel economy and the throttle could prove too touchy for day-to-day driving.
No matter. The uprated turbo engines produce plenty of thrust in whatever setting you might choose. The 3.8-liter twin-turbo flat-six in the standard Turbo coupe and convertible models carries more boost than last year, resulting in 540 horsepower at 6400 rpm and 523 lb-ft of torque (in overboost mode) at 2250 rpm. (The standard torque rating is 486 lb-ft at 1950 rpm.) That’s 20 more horsepower than the outgoing Turbo.
The Turbo S version of the 3.8-liter gets a bit more work than that for this year. It’s fitted with turbos carrying larger impeller wheels. Further it has reworked intake ports and increased fuel-system pressure. The result is a 20-horsepower bump from 560 at 6500 rpm to 580 at 6750 for the new car. Peak torque, in overboost, remains the same 553 lb-ft at 2250 rpm. We’d be lying if we told you we noticed the power bump by the seat of our pants, certainly since it’s been a while since we drove the existing Turbo or Turbo S. But Porsche claims the increased power will result in a 0.1-second reduction in the zero-to-60-mph sprint of each model. For perspective, the last Turbo S we tested did the deed in an absurdly quick 2.5 seconds. The Turbo S now has a terminal velocity of 205 mph, up 7 mph from last year, and the Turbo is up to 199 mph from 195.
VIEW PHOTOS
This is all pretty much academic. The car feels exactly the same as before, which is to say, insanely fast. But because the car is so capable and relatively quiet and composed, that speed is attained with far less sensation of speed than you might expect.
Porsche has noodled with a host of its other acronym/abbreviation-intense systems. For example, Porsche Traction Management (PTM), otherwise known as the model’s four-wheel-drive system, has been modified. The plates in the electrohydraulically controlled system have a higher coefficient of friction to more quickly and efficiently distribute torque between the front and rear axles. The dual-mass flywheel now incorporates a centrifugal pendulum that diminishes engine vibrations, making low-rpm running smoother. The Porsche Active Aerodynamics (PAA) has a new “Performance” setting that lowers the center section of the front spoiler to join the outer sections (which normally deploy at 75 mph in the Normal drive mode), and the rear wing rises three inches off the deck and angles up by seven degrees. This is good, says Porsche, for dropping two seconds off of the 911 Turbo’s lap time at the Nürburgring. It will, of course, do nothing whatsoever for a guy profiling down along South Beach.
This is a wildly complex machine and proof that there is better, or at least more-impressive, living through technology. The breadth of capability of this car is frankly stunning. It can trundle along comfortably as its owner samples the optional Burmester audio system and checks live traffic updates. And it can make him feel like a hero should he ever decide to take the car to the track. The array of acronyms are well integrated and their effect is self-evident in the car’s capabilities, but an alert driver is aware that much is being done for him, without his asking. The engine mounts are relaxing and tensing; the anti-roll bars are tightening and loosening their influence; torque is being shuttled around as needed; the rear wheels are turning in phase or out of phase with the fronts automatically; dampers are stiffening; gearchanges are being monitored and modified; boost is being maintained slightly out of sync with the throttle pedal; aerodynamic devices are rising, tipping, and lowering automatically.
It is impressive, which we suppose the company’s most expensive mainstream sporting car should be. And it will make up for many faults in your driving, as we found out when we encountered the rivers of water that crossed the track in several places on our drive day. It is, however, not so moderated an experience that you can’t find yourself driving off the circuit.
View Photos
Specifications
VEHICLE TYPE:rear-engine, 4-wheel-drive, 2+2-passenger, 2-door coupe or convertible
BASE PRICE:911 Turbo, $160,250; Turbo Cabriolet, $172,550; 911 Turbo S, $189,150; Turbo S Cabriolet, $201,450
ENGINE TYPES:twin-turbocharged and intercooled DOHC 24-valve 3.8-liter flat-6, 540 hp, 523 lb-ft; twin-turbocharged and intercooled DOHC 24-valve 3.8-liter flat-6, 580 hp, 553 lb-ft
TRANSMISSION:7-speed dual-clutch automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 96.5 in
Length: 177.4 in
Width: 74.0 in Height:50.9-51.0 in
Passenger volume (C/Dest): 67 cu ft
Cargo volume: 13 cu ft
Curb weight (C/D est):3550-3750 lb
PERFORMANCE (C/DEST):
Zero to 60 mph: 2.5-2.8 sec
Zero to 100 mph: 6.2-7.1 sec
Standing ¼-mile: 10.5-11.2 sec
Top speed: 199-205 mph
FUEL ECONOMY (C/DEST):
EPA city/highway driving: 17/24 mpg
News and Reviews
View Used Local Inventory
View Used Local Inventory
VIEW PHOTOS
2017 Porsche 911 Turbo / Turbo S coupe shown
$160,250
Listed MSRP is for a 2017 Porsche 911 Turbo Coupe base trim with no options. Includes destination fee. Does not include sales tax.
For decades, the 911 Turbo has been the stuff of legends, and it remains so today. With a monstrous 540 hp on tap—make that 580 hp in the case of the Turbo S—and a seven-speed dual-clutch automatic doing the shifting, Porsche’s all-wheel-drive supercar can hit 60 mph in less than three seconds. Take your pick of coupe or cabriolet; the exterior styling is timelessly gorgeous, and its luxurious interior makes this precious road rocket a genuine pleasure to drive on any road, at any time.Jump to First Drive Review – 2017 Porsche 911 Turbo/Turbo S
View All Features and Specs
2017 Porsche 911 Turbo / Turbo S
Very much like the outgoing Turbo. And that's a good thing.
- FEB 2016
- BY DANIEL PUND
I’m sitting in the passenger seat of an updated 2017 Porsche 911 Turbo S in the pit lane of the reborn old Kyalami race circuit in South Africa. Sitting left seat is Jörg Bergmeister, a Porsche factory race car driver and a man I see with some frequency on Porsche media trips. He’s here in South Africa to lead packs of journalists around the supersmooth new circuit in 911 Turbos and Turbo S’s, and he seems perfectly happy to do so. In fact, he always seems happy, ever ready with a smile, unless you try to bump-pass him on the last lap of a race. Still, in all our meetings I have thus far prevented myself from ever calling him the Burgermeister Meisterburger, at least to his face. But right now he’s chatting with someone outside of the car. I haven’t the slightest clue what the two are talking about but, because they are speaking German, it sounds serious, dire even.
After he closes the driver’s-side window, I say, “Did that guy just tell you to scare the hell out of your journalist co-driver?” He smiles, of course, and says, “No, no, we are going to have fun.”
VIEW PHOTOS
And of course we do. Or I do anyway. At least when I’m not trying to figure out how he can carry so much speed through a corner or rotate the car with such accuracy. I’d driven the Turbo S several laps earlier in the day with Bergmeister showing me the way in a GT3 RS. Seemed like I was going pretty fast then; but I wasn’t, at least not compared to what we’re doing now.
There’s a long downhill section of the course that bottoms out at the entrance to a gentle left-hand bend. It’s a fast section and when I was driving I would add a little less braking each time at the bottom of the hill. Still, Bergmeister would walk away from me there. So when we arrive at the section with him behind the wheel, I say, “I never could figure out how much braking to use here.”
He says, “Not very much. You can go very fast through here.” As he’s saying this, the car is tracking out to the right on the exit of the left-hand curve. We’re now on the curbing at the edge of the track, but we’re still tracking out. It didn’t occur to me that there was even a possibility that we would go off-course, at least until we did.
The two right-side tires dip into the grass that’s been turned into a saturated kitchen sponge by heavy rain the night before. The tail pivots right at about a 45-degree angle to the track and Jörg’s quick hands guide the thing back onto the pavement and, before it fully registers on me what has happened, he’s back on the gas aimed toward the braking zone for the next corner. He says, “Well, you can’t gothat fast through here.”
VIEW PHOTOS
We relate this tale because Bergmeister’s comedic timing is almost as good as his driving. But also because it is to Porsche’s credit that it allows Bergmeister to push that hard in the Turbo S, the company’s ultimate grand-touring car, with a journalist aboard. It is further to the credit of the company that it allows journalists to ham-fist these street cars around the course. The company’s faith was rewarded with zero costly crashes, at least while we were there.
This roughly 3550-pound, four-wheel-drive, luxury speed sled will be mostly driven by owners on public roads. But the public roads around Kyalami’s Johannesburg-area location are mostly terrible, straight things clogged with erratically driven Toyota minibuses. So track time is the only time on this exposure.
We also waited this long in the story to discuss the actual car because despite a laundry list of small changes, the resulting Turbo feels almost exactly like the outgoing Turbo. That’s meant as a compliment, by the way.
The most obvious changes to the Turbo and Turbo S are those brought by the switch to the so-called 991.2 version of the 911 platform. Visually, that means new headlights, new taillights, a new engine-lid grille, and some minor fascia differences front and rear. It looks, in other words, like a 911 Turbo. Inside, the car gets Porsche’s new infotainment touchscreen with online navigation, Apple CarPlay integration, Wi-Fi connectivity, and a smartphone app for remotely checking fuel level and odometer readings as well as remote locking and unlocking of the car. Porsche has reversed the orientation of the shifter for the seven-speed PDK so that now pushing the lever forward initiates a downshift and a rearward pull results in an upshift. Of course, you could just use the standard steering-wheel-mounted paddles or let the dual-clutch automatic shift on its own—something it does rather well. No, a manual transmission has not been added to the options list.
VIEW PHOTOS
Of greater interest is the new 918-style steering wheel. The so-called GT sport steering wheel is a good-looking piece, and it’s comfortable to hold, but of greatest interest is that, as on the 918, the wheel incorporates a mode selector that activates, at the twist of a ****, the familiar Normal, Sport, and Sport Plus modes along with a new Individual setting. Each of the familiar modes has a prescribed list of settings for the adjustable dampers (PASM), engine stop-start system, movable aerodynamic aids, and the PDCC adjustable anti-roll bars. Individual mode allows drivers to pick and choose their settings for each system and save them.
In the center of the **** is the Sport Response button; when pressed, it primes the transmission and opens the throttle slightly to increase airflow and to keep the turbochargers spinning under braking, ensuring that the engine responds more immediately to throttle input. This trick to maintain boost, called Dynamic Boost, operates in all modes, but to varying degrees. Also, in Sport Response mode, the variable-vane turbos are set to build torque more quickly than normal. This lasts for only 20 seconds and then reverts to the previously selected chassis mode. But, here’s the thing: You can immediately push the button again, and again, and again for additional 20-second bursts. Try as we might, we were unable to figure out how to keep the button jammed down. And unfortunately the Sport Response button is too far down on the steering wheel to punch without taking your right hand off of the 3 o’clock position. “But,” you ask, “why doesn’t Porsche just have the Sport Response setting active all the time?” Well, because that would diminish fuel economy and the throttle could prove too touchy for day-to-day driving.
No matter. The uprated turbo engines produce plenty of thrust in whatever setting you might choose. The 3.8-liter twin-turbo flat-six in the standard Turbo coupe and convertible models carries more boost than last year, resulting in 540 horsepower at 6400 rpm and 523 lb-ft of torque (in overboost mode) at 2250 rpm. (The standard torque rating is 486 lb-ft at 1950 rpm.) That’s 20 more horsepower than the outgoing Turbo.
The Turbo S version of the 3.8-liter gets a bit more work than that for this year. It’s fitted with turbos carrying larger impeller wheels. Further it has reworked intake ports and increased fuel-system pressure. The result is a 20-horsepower bump from 560 at 6500 rpm to 580 at 6750 for the new car. Peak torque, in overboost, remains the same 553 lb-ft at 2250 rpm. We’d be lying if we told you we noticed the power bump by the seat of our pants, certainly since it’s been a while since we drove the existing Turbo or Turbo S. But Porsche claims the increased power will result in a 0.1-second reduction in the zero-to-60-mph sprint of each model. For perspective, the last Turbo S we tested did the deed in an absurdly quick 2.5 seconds. The Turbo S now has a terminal velocity of 205 mph, up 7 mph from last year, and the Turbo is up to 199 mph from 195.
VIEW PHOTOS
This is all pretty much academic. The car feels exactly the same as before, which is to say, insanely fast. But because the car is so capable and relatively quiet and composed, that speed is attained with far less sensation of speed than you might expect.
Porsche has noodled with a host of its other acronym/abbreviation-intense systems. For example, Porsche Traction Management (PTM), otherwise known as the model’s four-wheel-drive system, has been modified. The plates in the electrohydraulically controlled system have a higher coefficient of friction to more quickly and efficiently distribute torque between the front and rear axles. The dual-mass flywheel now incorporates a centrifugal pendulum that diminishes engine vibrations, making low-rpm running smoother. The Porsche Active Aerodynamics (PAA) has a new “Performance” setting that lowers the center section of the front spoiler to join the outer sections (which normally deploy at 75 mph in the Normal drive mode), and the rear wing rises three inches off the deck and angles up by seven degrees. This is good, says Porsche, for dropping two seconds off of the 911 Turbo’s lap time at the Nürburgring. It will, of course, do nothing whatsoever for a guy profiling down along South Beach.
This is a wildly complex machine and proof that there is better, or at least more-impressive, living through technology. The breadth of capability of this car is frankly stunning. It can trundle along comfortably as its owner samples the optional Burmester audio system and checks live traffic updates. And it can make him feel like a hero should he ever decide to take the car to the track. The array of acronyms are well integrated and their effect is self-evident in the car’s capabilities, but an alert driver is aware that much is being done for him, without his asking. The engine mounts are relaxing and tensing; the anti-roll bars are tightening and loosening their influence; torque is being shuttled around as needed; the rear wheels are turning in phase or out of phase with the fronts automatically; dampers are stiffening; gearchanges are being monitored and modified; boost is being maintained slightly out of sync with the throttle pedal; aerodynamic devices are rising, tipping, and lowering automatically.
It is impressive, which we suppose the company’s most expensive mainstream sporting car should be. And it will make up for many faults in your driving, as we found out when we encountered the rivers of water that crossed the track in several places on our drive day. It is, however, not so moderated an experience that you can’t find yourself driving off the circuit.
View Photos
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Specifications
VEHICLE TYPE:rear-engine, 4-wheel-drive, 2+2-passenger, 2-door coupe or convertible
BASE PRICE:911 Turbo, $160,250; Turbo Cabriolet, $172,550; 911 Turbo S, $189,150; Turbo S Cabriolet, $201,450
ENGINE TYPES:twin-turbocharged and intercooled DOHC 24-valve 3.8-liter flat-6, 540 hp, 523 lb-ft; twin-turbocharged and intercooled DOHC 24-valve 3.8-liter flat-6, 580 hp, 553 lb-ft
TRANSMISSION:7-speed dual-clutch automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 96.5 in
Length: 177.4 in
Width: 74.0 in Height:50.9-51.0 in
Passenger volume (C/Dest): 67 cu ft
Cargo volume: 13 cu ft
Curb weight (C/D est):3550-3750 lb
PERFORMANCE (C/DEST):
Zero to 60 mph: 2.5-2.8 sec
Zero to 100 mph: 6.2-7.1 sec
Standing ¼-mile: 10.5-11.2 sec
Top speed: 199-205 mph
FUEL ECONOMY (C/DEST):
EPA city/highway driving: 17/24 mpg
News and Reviews
- That 7:18 'Ring Time For the New Porsche 911 Turbo S Is Real—Sort Of - Car News
- 2017 Porsche 911 Turbo/Turbo S: Updates for the Uber 911s - Official Photos and Info
- 2014 Porsche 911 Turbo S Cabriolet - Instrumented Test
- This Maria Sharapova Porsche Commercial Is No Smash - Car News
- Wing-a-ling Dragon: Porsche Offers Aerokit for 911 Turbo and Turbo S - Car News
View Used Local Inventory
AUTO SHOW NEWS
DEC 2015
2017 Porsche 911 Turbo/Turbo S: Updates for the Uber 911s
Busier styling and 20 more ponies for the original Turbo 911.
BY STEVE SILER
NEWS
JAN 2016
That 7:18 'Ring Time For the New Porsche 911 Turbo S Is Real—Sort Of
BY MIKE DUFF
FIRST DRIVE
FEB 2016
2017 Porsche 911 Turbo / Turbo S
Very much like the outgoing Turbo. And that's a good thing.
BY DANIEL PUND
View Used Local Inventory
COMPARISON TEST
MAR 2015
2015 Chevrolet Corvette Z06 vs. 2015 Nissan GT-R NISMO, 2014 Porsche 911 Turbo S
The new Z06 comes online to play with its friends.
BY TONY QUIROGA
INSTRUMENTED TEST
MAR 2015
2014 Porsche 911 Turbo S Cabriolet
Porsche goes from semi-exotic to full on precious gem.
BY AARON ROBINSON
Last edited by BeachBumMike; Jul 7, 2016 at 09:26 AM. Reason: To correct so many mistakes I made trying to post this 911....
>Auto Dreams are Free, Making them come true cost Big $'s..Don't give `up>>>?
If I can't ever get a 911 during my journey of life, I guess I will
just have to settle and get me a ZL1 Camaro
"Dreams R `free & I dream a lot >(all the time)>Please don't wake me<
just have to settle and get me a ZL1 Camaro
"Dreams R `free & I dream a lot >(all the time)>Please don't wake me<