{"id":77451,"date":"2013-08-24T17:28:34","date_gmt":"2013-08-24T15:28:34","guid":{"rendered":"http:\/\/www.gtspirit.com\/?p=77451"},"modified":"2013-09-07T14:00:19","modified_gmt":"2013-09-07T12:00:19","slug":"road-test-2014-porsche-991-turbo-turbo-s","status":"publish","type":"post","link":"https:\/\/gtspirit.com\/2013\/08\/24\/road-test-2014-porsche-991-turbo-turbo-s\/","title":{"rendered":"Road Test: 2014 Porsche 991 Turbo & Turbo S"},"content":{"rendered":"
<\/a><\/p>\n In the year that Porsche celebrates the 50th anniversary of the 911 and exactly 40 years after the introduction of the first Porsche 911 Turbo, Porsche launches the next-generation 911 Turbo and Turbo S. Ahead of its official public debut at the Frankfurt Motor Show 2013<\/a>, we drove the Porsche 991 Turbo and Turbo S in North Rhine-Westphalia. <\/p>\n With several innovations, the Porsche 991 Turbo aims to set the bar higher once again. With 560 hp and max torque of 750 Nm the new Turbo S certainly impresses on paper. But how does it compare to the previous generation 911 Turbo and 997 GT2? Continue reading to find out! <\/p>\n <\/a> The Engine<\/strong><\/p>\n The 2014 Porsche 991 Turbo comes with a turbocharged 3.8-litre six-cylinder with direct petrol injection producing 520 hp in the 911 Turbo and 560 hp in the Turbo S. It comes with two turbochargers and variable turbine geometry. Together with a new thermal management system for the turbo engine, fuel efficiency technologies have reduced average fuel consumption up to 16% to 9.7 liter per 100km.<\/p>\n Compared to previous models, the power level of the 911 Turbo was boosted by 20 hp and its torque was increased 10 Newton metres up to 660Nm. In the S model, power was increased by 30 hp and torque was increased by 10 Nm to 710 Nm. The increased power of the new 911 Turbo was achieved primarily through improving engine efficiency with higher combustion pressures, 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. <\/p>\n <\/a><\/p>\n The Sport Chrono package on the new Turbo and Turbo S offers increased torque thanks to the the overboost function. It increases maximum charge pressure by around 0.15 bar for up to 20 seconds in the mid speed range; this increases the maximum torque available to 750 Nm. The pistons were reinforced and modified to ensure that the new 911 Turbo engines can withstand the higher loads associated with higher power and torque values.<\/p>\n Performance<\/strong><\/p>\n Acceleration in the new 991 Turbo takes 3.4 seconds from 0-100 km\/h and 11.1 seconds from 0-200 km\/h. Top speed is limited to 315 km\/h. With the optional Sport Chrono Package the Turbo does the sprint to 100km\/h 0.2 seconds faster with a total time of in 3.2 seconds. The sprint to 200 km\/h is 0.3 seconds faster at a total of 10.8 seconds. <\/p>\n The 2014 Porsche 991 Turbo S takes just 3.1 seconds from 0-100 km\/h and 10.3 seconds from 0-200 km\/h. The top speed of the Turbo S is limited to 318 km\/h. <\/p>\n <\/a><\/p>\n Gearbox & Drivetrain<\/strong><\/p>\n Both 911 Turbo and Turbo S come exclusively with a further developed 7-Speed PDK Doppelkupplung which features new functions optimised for performance. 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. <\/p>\n 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. <\/p>\n <\/a><\/p>\n For even quicker and more specific power distribution to the two axles, Porsche evolved its currently 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. <\/p>\n The redesigned PDK is so much quicker than a manual would have been that Porsche decided to leave out the manual option entirely. This probably marks the disappearance of the manual for further Porsche cars in general (with possible exception of the Boxster and Cayman). Do we miss it? We have to admit that we are very happy with the PDK, and we believe only the purest of purist will be disappointed with the disappearance of the manual gearbox in the 911 Turbo, GT3 and next-gen GT2. <\/p>\n Suspension & Chassis<\/strong><\/p>\n The body of the new 911 Turbo models is based on the 991 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.<\/p>\n
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