Porsche 911 Turbo S, our test - Sports Cars
I can't imagine better roads than legendary ones Targa Florio try new Porsche Carrera 911 Turbo S; right during the race weekend. These are not smooth roads, like a pool table, but vice versa. Potholes, tight corners and low-grip pavement are the norm, but the 911 Turbo S has some good cards.
The new Carrera 911 Turbo S
You don't need a hawk eye to notice that Turbo S it is wider and more muscular than the regular Carrera (72mm more than the Carrera 2 and 28mm more than the Carrera 4), but its line remains relatively restrained. True, with this wing and air intakes, the Turbo S looks like a steroid 991, but despite this, its appearance hardly speaks of the characteristics that it is capable of.
Her engine The 3,8-liter six-cylinder boxer engine is a force of nature. It develops 580 hp. and 700 Nm of torque (750 with boost), which is 20 hp. more than the previous Turbo S. Starting from a standstill, it reaches 100 km / h in 2,9 seconds, 160 km / h in 6,5 inches and 200 km / h in 9,9 inches; at the same time, it takes a 650-horsepower Ferrari Enzo to understand.
Tagged price di 211.308 euro, Turbo S It is the most expensive 911 on the list, but it has all the options a car of its level would want. It features carbon ceramic brakes as standard, including handsome yellow calipers, a 360mm sports steering wheel, Sport Chrono, PASM adaptive dampers and a steerable rear axle. The latter, also standard on the GT3, offers greater agility at low speeds and greater stability at high speeds.
Driving Turbo S
If not for the letter Turbo S what seems to be sitting on the tachometer Career normal, provided that 911 can be defined as normal. Thus, a closer look reveals a more pronounced side with a black air intake that can be seen from the side mirror, a sign that there is something special about this 911.
I turn the key to the left of the steering column and the 3,8-liter twin-turbo six wakes up imperceptibly, settling down at a raucous and normal low. From the first few meters, the S feels more tense, down-to-earth and bloated than the Carrera 2, but at the same time feels intimate and collected.
I'm getting out of traffic Palermo and I'm on the right track where I can give the Turbo S an outlet. It's an attractive car, no doubt, but not as flamboyant as a Ferrari or Lamborghini, but trust me, it's just as fast.
Finally, we find an almost deserted road with relatively new asphalt, perfect for taking some load on the chassis. First kilometers behind the wheel 911 they are always weird. It seems that the front wheels are "floating" and lose contact with the asphalt, but you need to get used to this feeling quite a bit, after which the confidence in the front wheels becomes complete. The steering is precise and precise, without snow, and although it is electrically powered, it transmits the information needed to push the car.
La Porsche 911 Turbo S. has a new steering wheel control that allows you to choose between four different drive modes: D, Individual, Sport and Sport +, each of which is selectable regardless of the suspension setting. Mode comforton the road, it's almost a must: the wheels follow the road very well, and the adaptive PASM dampers provide great control over the car without being as hard as marble. On the other hand, the best engine and gearbox setup is obviously the Sport+. Turn the steering wheel and the car stretches your muscles like an athlete preparing for a 100-meter sprint.
I get out of the corner in a second and glue the accelerator to the floor. There thrust it's monumental. The engine located on the rear wheels guarantees 911 Turbo S. incredible grip on the pavement – even with traction control turned off – gives you the guarantee that it will squat down. Pirelli P Zero 305/30 R20 – Price: + RUB XNUMX from behind, using every available Nm to shoot you on the next straight. There pavement The rear is wider than the Carrera 2 or 4, providing additional traction, but at the same time slightly increasing understeer when exiting corners. The secret is to draw tighter lines and accelerate with the front wheels as straight as possible before the flow of torque takes over and lightens the nose of the car.
Steering the rear wheels in tight corners helps a lot: they help to shorten the trajectory so much that at first it will seem unnatural, giving the same sensation of entering a corner with a slightly applied handbrake.
Obviously turbo
As compared with 3.0-liter engine of Career, also now supercharged, in no way resembles a naturally aspirated powertrain. There Turbo he certainly deserves the name he bears.
When you press the accelerator pedal, you hear the turbines breathe for a moment and then turn air into thrust. It's such a twin engine that the use of a gearbox becomes almost overkill, but if you want real traction, you have to wait for 2.800 RPM, the area where the tachometer needle starts racing very fast, and even more after 4.000.
The push is cruel. On the chill la Turbo S he just cancels the straight lines, and I carbon ceramic brakes (standard on S) they are very good at feeding big bites of speed and are virtually tireless on the road. Modulation is exemplary as well, and you can accurately and accurately introduce braking into the curve.
Despite its enormous power, the Turbo S is a car that inspires confidence. You always know exactly how far you can go, and the information coming from your hips and wrists gives you a clear idea of what's going on. In fact, I can't imagine another supercar with such a benevolent behavior, even in the wet. With a little naughtiness, you can tease the rear corners and exit corners with a little oversteer and a quarter countersteering, confident that all-wheel drive will get you out of it safe and sound. The latter is really discreet in its action: you never get the feeling of driving an integral, and power is transferred to the front wheels only when the rears are in serious trouble. The last note goes to change PDKunsurpassed in both speed and punctuality.
Conclusions
La Porsche 911 Turbo S it would be the perfect car with a more epic soundtrack. There are puffs, but it would take more clapping and barking to do justice to such chivalry.
However, this is one a supercar with (almost) discreet equipment. No one expects it to be so fast, and after you get a feel for its performance, no one expects it to be so comfortable in day to day use.
It won't have the same fragility and balance as the Carrera 4S, but it makes up for it entirely with the disproportionate power and ease with which it can be used.
