Porsche 911 Turbo S to test on the Nordschleife

Or are they all prejudices against the 911 Turbo and its owners? It is at this moment that I think about the life story of a close friend. The guy is now 77 years old and has all the series of the 911 Turbo since its first presentation in 1974.

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Driving in turbo Porsche does not mean to holler him in the city boulevards, but to travel hundreds of kilometers on the road leading to a race track, then refuel a sports race, then go home. Greetings to Kitzingen at this stage.

You can imagine what is currently dragging in his garage or regularly on the race track – right, a 991.2 Turbo S. No other sports car combines the topics of everyday comfort and successful races as the versatile Zuffenhausen.

With the 991 generation, the Porsche 911 Turbo, more precisely the S model, seems to have written another target on the flag. Never before has the 911 Turbo S, from a side dynamic point of view, been as close to the primer for the 911 GT3 race track as the 991 series.

Facelift: Faster than the 991.2 GT3?

Shortly for the status quo: Already in the Supertest of the first generation 991 of the The 911 Turbo S (sport car 2/2014) announced the surprise. With a lap time of 1.08.7 minutes, the turbo model of the Small Course at Hockenheim was faster than the 991.1 GT3 for the first time (1.09.6 min). On the Nordschleife, the Turbo S had to beat the GT3 (7.32 min) with a lap time of 7.34 minutes. The long awaited super test of many readers naturally leads to the following question: will the 991.2 Turbo S be the Nordschleife's first 911-Turbo model faster than the current naturally aspirated 991.2 GT3?

Photo: Achim Hartmann

Of the 3.8-liter twin-turbo, you do not see much. The performance of the six-cylinder Boxeraggregats increased from 20 to 580 hp compared to the 991 Turbo S of the first generation.

As for the engine, the 3.8-liter twin turbo is even more direct and the overboost function is active. With a load increase of 0.15 bar, the maximum torque increases from 700 to 750 Nm. Adaptive dampers (PASM) and Rolling Assistance (PDCC) enter the tighter phase, while the PDK works with even shorter switching times. In addition, active aerodynamics moves into the performance position. The front wing and the rear wing are now fully deployed for maximum contact pressure and optimal track performance.

The applicators of the new PSM Sport mode deserve a lot of praise. While in the turbo models of the first generation 991, the ESP could only be completely disabled, it is now possible to move the stability system in so-called sport mode. In case of absolute urgency, the Porsche PSM has called the ESP in the background while being ready to be used, but the limit is also very high in sport mode. At the edge of the Nordschleife, subjectively there is no subjection to control. On the small course in Hockenheim, the Turbo S without PSM and the Sport PSM mode on a clean lap are just as fast: the control technology is fun.

Photo: Achim Hartmann

In the border area, the four-wheel-drive Turbo S is not as easy to control.

As safe, as stable and as good as AWD, the Turbo S with strong traction can hardly be dominated, otherwise a penalty in the border area. To further improve the driving dynamics compared to the predecessor of the first generation 991, the developers have made detailed changes.

This optimized the distribution of the variable transmission torque to the four wheels. In addition, the rigidity of the dynamic motor mounts in the vertical direction has been increased by about 20%. As a result, the Sport and Sport Plus mode engine is even tighter than the body. In addition, all suspension systems (PASM, PDCC, PTV +, front and rear axle steering, ABS and PSM) have been redesigned to improve maneuverability and performance.

How is he in the curve?

Whether it's Hatzenbachbogen at the beginning, Hatzenbach-Wechselkurven or now the double right at the airfield, you'll notice the Turbo S but still a very slight understeer under load. "Power Understeer" calls the professionals the phase shift, which occurs after the first direct contact with the application of the load.

Phew, it still sounds like sharp criticism, as if we were doing a noticeable understeer over the Nordschleife. This is not the 991.2 Turbo S for sure! No, we complain about the absolute level of the Champions League. Just look at the individual turn speeds. The 991.2 Turbo S is also clearly in the lead.

But the super test would not be the supertest, if it did not crack for the least detail in the discussion on the curve. And here is a cross comparison of the cornering speeds between 991.2 Turbo S and 991.2 Carrera GTS very interesting – Hatzenbachbogen: GTS 156 km / h (Turbo S 155 km / h), Aremberg: GTS 101 km / h (Turbo S 100 km / h ), Klostertal 2: GTS 87 km / h (Turbo S 76 km / h). Not in all corners, the 991.2 Carrera GTS is faster than the Turbo S, but in many bends.

Overall, the front axle of the 991.2 Carrera GTS has proven to be more accurate and more communicative than the front axle of the Turbo S over the entire course of the curve. But that does not mean that the Carrera GTS would have been more trimmed at the rear because of the precision of its front axle. The GTS rear axle also shone with excellent mechanical grip and excellent traction.

Photo: Achim Hartmann

The name of the painting job is in the Supertest program: Racing Yellow! The 991.2 Turbo S is also equipped as standard with the PCCB ceramic braking system. Compared with Dunlop Sport Maxx 991.1 Turbo S tires, braking values ​​are now slightly better with the Pirelli P Zero Corsa N0.

How does the Carrera GTS develop its advantage in terms of curve speed compared to the Turbo S? The GTS featured in the Supertest as a Hecktriebler, while the Turbo S is known to be available only as a four-wheel-drive model. Above all, the difference in the concept of training gives a decisive advantage. With a weight of 1.506 kg, the GTS was 105 kg less than the Turbo S. It is interesting to note the weight distribution between the front and rear axles. With a load on the front axle of 632 kilos, the S-only Turbo weighs 71 pounds more than the Carrera GTS on the front axle alone.

But it's not just the front-axle load and superior overall weight that gives the Carrera GTS a touch of precision and agility superior to that of the Turbo S. Similar to the first-generation 991 Turbo S, the 991.2 Turbo S is equipped with optional sport tires in the Supertest. What was the Dunlop Sport Maxx Race 2014, is today the Pirelli P Zero Corsa N0.

driving dynamics

Photo: Achim Hartmann

The 991.2 Turbo S generates a total power of 67 kg at 200 km / h. Thanks to the aerodynamic pack offered as an option by the Porsche Exclusive Manufaktur at a price of 5355 euros, it represents 7 kg more than the 991.1 Turbo S and support values ​​identical to those of the 991.2 GT3 on delivery!

The aerodynamic package of 5,355 euros includes a new front fin with lateral wings and a new fixed rear wing rear wing with automatic extension. Active aerodynamics with the extendable front lip is preserved. With the Aerokit, the output values ​​also increase by 3.9 kilos on the front and rear axles. At 200 km / h, the performance of the Turbo S in performance position on the front axle is 24 kilos and on the rear axle of 43 kilos. Enough, if you consider that a 991.2 GT3 on delivery, with wide frying counter at the rear, Sorry, rear wing firmly attached, generated similar output values ​​(GT3 output with rear wing on delivery: front axle 19 kg, rear axle 42 kg).

The fact that the extended rubber lip of the bow thruster has slightly distorted after the Nordschleife sleeves is due to the Fuchsröhre. In trying to cross the Fuchsröhren depression at full load, the front lip was slightly elevated.

No optional sport suspension?

Despite the roll-off of the PDCC, roll or pitch bends may be felt in the Turbo S in fast hollows or upset bumps. In light of the slightly pumping body movements of the Turbo S, for example, the foot sometimes breaks off the accelerator pedal even on the fluffy bumps at the end of the bowl just before the curve of courage at 250 km / h.

These are the times when you want a tighter sports suspension on the Nordschleife. Unlike the S and GTS Carrera Coupé models, the Turbo and Turbo S models can not be ordered with an optional PASM sport suspension lowered by 20 millimeters. The sport suspension described in Porsche lingo as "20 deep" would also be beneficial for the turbo and would make it much faster, not only on the topographically demanding Nordschleife. In the current development phase of the successor 992 model, an optional sport suspension specification for the 911 Turbo should be included in the specifications. The refined turbo pilots, such as the aforementioned Clubsport fan, would certainly be delighted.

Fastest series Efler: The best?

The tendency to easily understeer the Turbo S would certainly eliminate a more aggressive suspension setting quickly. Compared to the Carrera GTS 991.2, the Turbo S displays much more cautious camber values ​​(GTS: camber front axle -1 ° 18 ", rear axle -1 ° 48", Turbo S: front axle – 0 ° 12,, rear axle -1 ° 18).

However, the more conservative camber values ​​make the 911 Turbo S a versatile vehicle that is not only fast on the racetracks, but also shines with comfort in everyday life. He succeeds without doubt. The straight line on the highway is unparalleled among today's sports cars. This also contributes to the intermediate layer not as sharp as the GT3, but rather to the responsive responsive steering.

An idea in the end: how about a lighter 911 Turbo without four-wheel drive? That's how the success of the turbo started in 1974. But now it's time to congratulate: Congratulations, dear 911 Turbo S, you're the fifth fastest vehicle ever measured in auto sports on the Nordschleife! With a lap time of 7.17 minutes, the Turbo S beats for the first time the GT3 gossamer and crowns himself for the fastest penalty of the series. At the moment, because there is something ultra fast called 991 GT2 RS.

Nürburgring Nordschleife

First of all, the Porsche 991.2 Turbo S is the fifth fastest Nordschleife in the history of the Supertest. It is not only very fast, but it can also move very nicely in the border area of ​​the Nordschleife. This is particularly attributable to the four-wheel drive, very resistant to traction. However, after the relatively direct steering behavior, the Turbo S still tends to understeer under load. A little more precision at the front, such as the 991.2 rear-drive GTS, would be desirable. The ceramic brake system remains extremely stable on the Nordschleife.

Hockenheim-Ring Small course

The driving behavior of the 991.2 Turbo S on the Nordschleife is also reflected in the Hockenheim Small Course. Under load, the all-terrain vehicle always tends to a very slight understeer. Due to the slightly lower reaction of the front axle, the Pirelli P Zero Corsa N0 sports tire can not develop its grip level as perfectly as on the Carrera 991.2 GTS. Whining to a high level: the level of adhesion and traction are still relatively strong with the option tires. Similar to the Nordschleife, we would like to have an optional sport suspension for the Turbo S with a more aggressive suspension tuning at this stage. Then he would probably still be a lot faster than he already is. The PDK transmission demonstrates a high degree of perfection. In Sport Plus mode, you no longer have to go up and down the circuit yourself. The PDK reaches switching points better than even an ambitious sports driver.

Acceleration / braking

Thanks to the function of launch control of the PDK transmission that works perfectly, as well as the very good braking values, the 991.2 Turbo S plays a leading role in the competition. Compared to the 991.1 Turbo S, it accelerates to 200 km / h in 0.1 s only, but is 4.4 meters longer.

wind tunnel

The blower values ​​correspond to the active aerodynamic performance position, ie to the position with extended front spoiler and extended rear spoiler. Thanks to the optional Aerokit system, the 991.2 Turbo S has a slightly greater support force than the 991.1 Turbo S.

lateral acceleration

Even though the Porsche 991.2 Turbo S in Hockenheim and on the Nordschleife is significantly faster than the 991.1 Turbo S in the Supertest, the maximum lateral acceleration values ​​have not changed. As in the Supertest 2014 with sports tires of the Dunlop Sport Maxx Race type, the Turbo S was again with Sportpneus at the start. The current P Zero Corsa N0 tire is from Pirelli.

slalom 36 meters

Until shortly before the border area, the four-wheel drive vehicle is very neutral. Towards the limit, the 991.2 Turbo S then begins to slide on the front axle. With slight load changes, he can literally lean around the pylons. The subtle oversteer is always easy to control and there are no surprises. Swimming at the limit in this discipline, however, takes some time to get used to it.

change test

The driving behavior in the avoidance test is similar to that of the previously conducted slalom. Up to 160 km / h, the Turbo S rolls like on rails. He is agile and remains very neutral. For the last 4 km / h, the driver has to do a little more effort. Understeering must be countered by deliberately placed load changes. The following oversteer is well controllable, the sudden swaying of the tail remain outside.

conclusion

You do not need more cars! Joking aside, the Porsche 991.2 Turbo S is not only one of the most comfortable sports cars currently available, but also one of the fastest in terms of lateral dynamics. Stability in a straight line at high speed on the highway is just as phenomenal as daily suspension comfort. Although the Turbo S is currently the fastest 911 in production on the Nordschleife, it remains a compromise. With its powerful biturbo engine, it could be much faster if you let it go. From our point of view, a light 911 Turbo without four-wheel drive and an optional sport suspension for the circuit tour would be very interesting. The fact that there is a sport suspension option in the Carrera S and GTS 911 coupe models, but not in the real 911 Turbo, says a lot about its positioning.