Porsche Really Likes the Term “Dynamic”
Porsche really ladled the technology on thick this time around, but the good news for enthusiasts is that most of the whiz-bangery aids performance. As before, the Turbo wears the widest bodywork in the 911 lineup—a full 1.1 inches wider than the booty-licious Carrera 4 and 4S, which themselves are 0.4 inch wider than other Carreras—but now its clothes also are the most dynamic. Every Turbo is fitted with Porsche’s new Active Aerodynamics system, which offers up three positions for the front and rear spoilers. The first setting, labeled Start, sees the front and rear wings completely retracted; above 74 mph, the Speed setting takes over, partially extending the front and rear spoilers; and at the push of either the console-mounted spoiler or Sport Plus buttons, the two fully extend. A cute detail: When the front spoiler is fully extended, Turbo lettering is visible. Porsche says that at full tilt, the active aerodynamics return 309 pounds of downforce. We’d add that the Turbo also looks most wing-tastically awesome in this setting.
Also new to the Turbo, and standard, is a pair of rear-wheel-steering actuators in place of suspension toe links. Intended to enhance maneuverability at low speeds and stability at higher ones, the system can vary the angle of the rear wheels from 3 degrees opposite the direction of the fronts or 1.5 degrees in the same direction of the fronts. Below 31 mph, the rear wheels turn in opposition to the fronts, while, above 49 mph, all four wheels angle in the same direction. Between 31 and 49 mph, the system fiddles with mixtures of the two for optimum stability. According to Porsche, the low-speed rear-steering agility increase is comparable to a virtual 9.8-inch wheelbase shortening, while high-speed stability increases are equal to a 19.6-inch wheelbase lengthening.
Other chassis upgrades include the first appearance of Porsche’s Dynamic Chassis Control (PDCC) active anti-roll system on the Turbo. It is standard on the Turbo S, as are carbon ceramic brakes, Porsche’s Active Suspension Management (PASM) adaptive dampers, power 18-way sport seats, rear park assist, and a red and black leather interior. The Turbo S also includes new full-LED headlights, which can angle around corners and boast active, camera-based high-beam control. All this gear is optional on the Turbo except the red/black cabin color combo, which is exclusive to the S. Both cars offer a Burmester audio system, radar-based adaptive cruise control, and speed-limit recognition. The speed-limit minder seems especially prescient, given the ease with which either Turbo can blur its surroundings. Both the Turbo and Turbo S go on sale here in the U.S. late this year, while the inevitable droptop versions have yet to be announced. Pricing starts at a cool $149,250 for the Turbo and $182,050 for the Turbo S, but that’s assuming buyers can resist probing the depths of Porsche’s comprehensive options list. If the Turbo S proves to be too costly—although neither Turbo model is “affordable”—buyers on a budget can take solace in knowing there are almost no visual differences between the S and non-S cars save for the badges. The latter gets center-lock hubs for its 20-inch, two-tone forged-aluminum wheels, and that’s about it. Both are going to be stupid fast, and we’d recommend stowing your hats in the frunk.
Porsche really ladled the technology on thick this time around, but the good news for enthusiasts is that most of the whiz-bangery aids performance. As before, the Turbo wears the widest bodywork in the 911 lineup—a full 1.1 inches wider than the booty-licious Carrera 4 and 4S, which themselves are 0.4 inch wider than other Carreras—but now its clothes also are the most dynamic. Every Turbo is fitted with Porsche’s new Active Aerodynamics system, which offers up three positions for the front and rear spoilers. The first setting, labeled Start, sees the front and rear wings completely retracted; above 74 mph, the Speed setting takes over, partially extending the front and rear spoilers; and at the push of either the console-mounted spoiler or Sport Plus buttons, the two fully extend. A cute detail: When the front spoiler is fully extended, Turbo lettering is visible. Porsche says that at full tilt, the active aerodynamics return 309 pounds of downforce. We’d add that the Turbo also looks most wing-tastically awesome in this setting.
Also new to the Turbo, and standard, is a pair of rear-wheel-steering actuators in place of suspension toe links. Intended to enhance maneuverability at low speeds and stability at higher ones, the system can vary the angle of the rear wheels from 3 degrees opposite the direction of the fronts or 1.5 degrees in the same direction of the fronts. Below 31 mph, the rear wheels turn in opposition to the fronts, while, above 49 mph, all four wheels angle in the same direction. Between 31 and 49 mph, the system fiddles with mixtures of the two for optimum stability. According to Porsche, the low-speed rear-steering agility increase is comparable to a virtual 9.8-inch wheelbase shortening, while high-speed stability increases are equal to a 19.6-inch wheelbase lengthening.
Other chassis upgrades include the first appearance of Porsche’s Dynamic Chassis Control (PDCC) active anti-roll system on the Turbo. It is standard on the Turbo S, as are carbon ceramic brakes, Porsche’s Active Suspension Management (PASM) adaptive dampers, power 18-way sport seats, rear park assist, and a red and black leather interior. The Turbo S also includes new full-LED headlights, which can angle around corners and boast active, camera-based high-beam control. All this gear is optional on the Turbo except the red/black cabin color combo, which is exclusive to the S. Both cars offer a Burmester audio system, radar-based adaptive cruise control, and speed-limit recognition. The speed-limit minder seems especially prescient, given the ease with which either Turbo can blur its surroundings. Both the Turbo and Turbo S go on sale here in the U.S. late this year, while the inevitable droptop versions have yet to be announced. Pricing starts at a cool $149,250 for the Turbo and $182,050 for the Turbo S, but that’s assuming buyers can resist probing the depths of Porsche’s comprehensive options list. If the Turbo S proves to be too costly—although neither Turbo model is “affordable”—buyers on a budget can take solace in knowing there are almost no visual differences between the S and non-S cars save for the badges. The latter gets center-lock hubs for its 20-inch, two-tone forged-aluminum wheels, and that’s about it. Both are going to be stupid fast, and we’d recommend stowing your hats in the frunk.
