All I can add is that the old engine in the 997.1 cost significantly more to build than the new 3.8L one. This from the mouth of Paul Ritchie, President of PMNA.

 

How does the turbo S compare to the 997.1 tt? I want to keep my 09 997tt and get new turbo S?

 

I beleive this video tells alot... And this was the first time in my life I dorve a 997 Turbo PDK and 997 Turbo as well for that matter. Impressive acceleration. Be sure to see all 2 races and 2 angles = 4 shots.

But a chip + exhaust on a R35 and it is faster

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Great video, Gustav. The ZR1 is rolling hell on wheels and for a bone stock 911 Turbo PDK to keep up like this just proves that Porsche knew what they were doing with this car.

And yes, a modded R35 GT-R is faster (I would know); however, exhaust+tune on the 997TT PDK vs exhaust+tune GT-R I would assume the GT-R sees the German's tail lights.

 

A chip + Exhaust on a Turbo car is a lot of hp. I know some of the GT-R's around here put out 500+ whp on dynodynamics with that combination. That's a lot of power. I don't expect many stock cars to outrun that.

 

Now Auto Zeitung tested the new Turbo S finally:

http://www.autozeitung.de/auto-einze...s-im-tracktest

0-100 3.0 s
0-200 10.1 s ( In the newest issue against Lamborghini, it did 10.0s)

That is really fast!!!















Even the cab. is really fast, 3.1s, 10.6s respectively.

Here in Auto Zeitung google translate:

With 530 hp is the Porsche 911 Turbo S is the current head of the 911-series dar. AUTO ZEITUNG sent him on the Nürburgring

Basic information
PS / KW: 530 hp (390 kW)
Drive: four-wheel drive, permanent, seven-speed dual-clutch
0-100 km / h: 3.00 seconds
Maximum speed: 315 km / h
Price: € 173,241

Each F1 track is a super athlete, the major challenge - especially the Nürburgring. The Porsche 911 Turbo S is a worthy candidate. Its combination of super sports car attributes and high everyday suitability is of unique quality, like countless comparison show with 911 models. 1992 Porsche 911 with a first time showed Turboaufl adung and the addition of "S". Technically it was based on a race car from the American Supercar series and made 381 HP. He corresponded to the basic idea of the first Porsche Turbo of 1974, namely, a race car for the road to build. Also a reason for the current 530-horsepower Caliber visit the asphalt of the Nürburgring.

SOUND OF A ROCKET
A standard vehicle dynamics Turbo with full equipment and 30 additional horsepower - one could describe the simplified S. But there's more. The more aggressive engine sound under full load - it is reminiscent of the ignition of a solid-created - by changing the firing angle for control and adjustment of the turbocharger blades. For even more precise turn a modified wheel carrier is responsible at the front axle. The increase (4.5 mm) of the pivot points of the track rods to reduce Vorspurveränderungen the compression and rebound. So much for theory. The fact that 911 Turbo drivers complain of lack of performance is not known - the 500 PS of the six-cylinder bi-turbo boxer with gasoline direct injection are always present. This is particularly true for the 530 hp of the S-model.

The two chargers with variable turbine geometry tolerate exhaust temperatures of around 1000 degrees. Instead, they develop in S 0.8 bar 1.2 bar boost pressure. The maximum torque of 700 Nm is already at hand from 2100 rpm in order to force the occupants in the seat backs. The seven-speed dual-clutch gearbox plus Sport Chrono Package with integrated launch control function thrilled when accelerating from a standstill with optimal Drehmonentverteilung to all four wheels and the best control strategy. 3.0 seconds to 100 km / h, 10.1 seconds from rest to 200 - the Turbo S is one of the fastest in the AUTO ZEITUNG history. Despite the abandonment of semi-slick tires on the Porsche is in an emergency stop from 100 km / h after just about 33 meters, over and over again. The well-dosed series ceramic brake provides reliable hard work. The narrow but high stature of the body with a sliding roof frame even offers enough headroom, even for helmet makers. The many adjustable sports seats, immersed in two-tone leather and the grip steering wheel with large aluminum shift paddles offer the best conditions.

Preparations are done quickly: "Sport Plus" button activates the hard-up for the adaptive PASM damper system and influences beyond the control strategy and to the operation of power distribution between front and rear axle and the dynamic engine bearings. sharpened by button, the power distribution more closely attuned to the rear axle.

The 3.8-liter engine comes from the game at low engine speed, the output of the pit lane has happened quickly. Einrollrunde The first shows a rather neutral to understeer chassis. Besides the sheer engine power loss to the grandiose traction helps speed up orgies between the curves. GPS measurements and sensor are ready, the races 911 on the start line on the sharp right curve at the entrance to the Mercedes Arena. Deciding at 236 km / h for the right braking point, is hardly feasible. But the penalty has to be on pace heruntergebremst 62nd Easy roll under braking at the last groove, but also with disabled PSM (ESP) is not threatening to unrest in the chassis.

The turn-fit, a light Lastwechselübersteuern sets in. Accelerating into the long left arc up to 144 km / h. Then follows the narrow, winding output of the arena. The Turbo S steering movements and precise response at higher tire temperatures, but with significant oversteer on throttle commands. Also responsible for the Porsche Torque is vectoring system (PTV), which consists of a mechanical rear axle and a variable torque distribution to the rear axle. In particular, the targeted brake intervention at the inner rear wheel to the Turbo S can be spontaneous in the turn screw. Sprint to the short track, one hanging to the outside right-hander.

Porsche to acknowledge the receipt of high-tempo curve with a short slide on the front wheels, a rear opened but Gaslupfer the swing in emotion. May exaggerate the one but not the crest is very narrow. The dynamic bearing motor automatically change their stiffness and damping. Under full load or decrease in the fast changing curves until they Hatzenbachbogen disturbing impulses through proper motions of the engine mass.

At Tempo 211 in Hatzenbachbogen it carries the Porsche outwards towards the lawn edge, the brake even point located at 231 km / h. Go down to third gear, accelerate to the entrance of the last curve up to 147 km / h. It just dust when the Allradler even the curbs at the corner exit claimed, before he crossed the finish line after 1.41,00 minutes. Without semi-slicks only much more uncompromising sports car are faster.
Conclusion - Holger Eckhardt

This track test was a frontier experience. The Porsche 911 Turbo S can be both a brutal ride that wants to move carefully, but also an admittedly tight everyday athletes, whose social acceptance is not diminished by visual extravagance. Even power consumption and are here in a healthy relationship - the Turbo S is one of the most efficient members of its guild. The principle has 911, even after more than 40 years of construction, its justification. Speaking of "current head of the 911-series": The 620-hp GT2 RS is already in the wings - for the next test.

 

Pretty neat article.

It was very interesting to see the acceleration time.

Going back to other controversies... I expect the Turbo PDK time around the 'Ring to be better as well (many seconds).

I mean - if you see the times lost due to each shift (.4 - .5 secs), imagine how much time is saved on a 13 mile road course with dozens of shifts... I mean, realistically 20 shifts = ~8secs.

 

EDIT: Here are some 100 km/h to 200 km/h times for comparison.

997 GT2 RS:
0-100 km/h - 3.5
0-200 km/h - 9.8
100-200 km/h: 6.3

Turbo 'S' PDK Coupe:
0-100 km/h: 3.0
0-200 km/h: 10.1
100-200 km/h: 7.1

997 GT2:
0-100 km/h: 3.7
0-200 km/h: 11.1
100-200 km/h: 7.4

Turbo 'S' PDK Cabriolet:
0-100 km/h: 3.1
0-200 km/h: 10.6
100-200 km/h: 7.5

Turbo PDK:
0-100 km/h: 3.1
0-200 km/h: 10.8
100-200 km/h: 7.7

LP-670:
0-100 km/h - 3.0
0-200 km/h - 9.9
100-200 km/h: 6.9

ZR1:
0-100 km/h - 3.2
0-200 km/h - 10.3
100-200 km/h: 7.1

GT-R:
0-100 km/h - 3.5
0-200 km/h - 12.2
100-200 km/h: 8.7

 

Auto Zeitung:

Turbo S
0-100 3.0 s
0-200 10.1 s ( In the newest issue against Lamborghini, it did 10.0s)
100-200 km/h: 7.0-7.2

Sorry for my long post which was sort of confusing, so the scans are from Autobild Sportcars and is the test of the Turbo S cab, The Auto Zeitung link and google translate is of the Turbo S Coupe. Corrected the figures above.

 

Scott,

You are using Cab numbers for the Turbo S in your comparison. Kip posted Cpe numbers for the Turbo S that are considerably faster (.5 seconds faster to 200 Km). Assuming Kip's link supports those numbers (I admittedly did not check), why not use the faster Cpe numbers for the Turbo S, as opposed to comparing a GT2 to a aerodynamically challenged Cab?

Just a thought.

Regards,

Craig

 

Opps. Sorry bout that. I was drafting my post when Kip posted the same point.

 

We need to take the numbers with a grain of salt. All the factors...incline, temp, headwind, etc...are up in the air. We have a 100-200 km/h run for the 997GT2 that is considerably faster than what Scott posted...more importantly, all runs were based on a 0-200 km/h blast, which may not be as quick as a dedicated 100-200 km/h run.

That being said, my bet is that the Turbo S would take a 997GT2 from a roll at any speed.

 

thanks that was interesting!

 

Got it. Thank you for the clarification. I'll update my post.

 

Just for comparison (from Autobild Sportcars):

997.1 Turbo Tiptronic
0-100 3.5 s
0-200 12.0 s
100-200 km/h: 8.5