Porsche’s 911 Turbo benefits from hybrid thrust
Motoring icon Porsche is going bigger, faster and more expensive than ever and it is worth the wait. If you can handle it, that is.
Forget how much it costs - the Porsche 911 Turbo S is worth every penny.
This new-generation 992.2 model has changed things up, with electrification now playing a huge part in the way the car drives and behaves.
The new engine - and we’re talking properly new, with only the injectors carried over from the predecessor - is a 3.6-litre boxer six-cylinder, with two e-turbos.
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What are they?
Turbochargers with electric motors inside, which can offer lag-free acceleration from the jump, before the exhaust turbos take over. Then the motors act as power generators, feeding a battery pack that can allow extra boost when needed.
The result is the most powerful series-production Porsche ever made, with a maximum of 523kW and 800Nm on offer, and capable of a scream-worthy acceleration number of 2.5 seconds from 0-100km/h, and you’ll hit 200km/h in just 8.4 seconds if you keep your boot into it.
All of this magic happens by way of an eight-speed dual-clutch (PDK) gearbox, which itself has an electric motor integrated into it for further e-assistance.
It sends power to all four wheels, and there’s four-wheel steering standard, too.
The electrification helps with other things, too: the 400V system allows the nose-lift system to work faster and quieter than in other 911s … but it’s still an optional extra.
And the drive experience? It’s transformative.
The acceleration is indeed lag-free, and you need only press the throttle gently to extract an immense amount of shove. The transmission doesn’t require you to think about the gears - it knows what to do, and when to do it.
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The same is true of the steering, which makes this widebody 911 easy to place in space.
You will feel confident that you know what’s happening in urban or highway situations, and the four-wheel steering system makes it feel more nimble in parking or U-turn situations, and more agile at speed.
In Normal drive mode it can be a sedate tourer, while in Sport mode it’s a more lively, involving and demanding experience, with far brisker acceleration, firmer body control thanks to clever hydraulic dampers, and the weight-saving titanium exhaust also opens up for a bit more audibility.
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Sport Plus is more lenient with the traction nannies, but there’s so much grip on offer from the staggered tyres (225/35/20 front, and 325/30/21 rear) it still feels immensely secure.
The launch track drive was held at Ascari in Spain, and the sheer amount of pace you can carry through corners is mindblowing.
There is a physicality to it under full throttle that still never feels violent, but is so tantalisingly trustworthy that even amateurs will be comfortable in the knowledge that the forgiveness levels here are sizable.
Speaking of, the brakes - bigger than any road-registerable Porsche 911 before it - offer immense pull-up power and superb feel to your toes.
This is the sort of car that will make you realise that acceleration is just one part of the equation.
Look, it isn’t perfect.
There is no opening hatch to allow you to store things in the boot (you have to load them through the cabin over the seats) and the Cabriolet has a teeny-weeny cargo zone at the back. But there’s a 128-litre frunk, large enough for some smaller suitcases.
The cabin is pretty similar to other 911s, which isn’t a bad thing. Standard for Aussie cars will be black leather with 18-way adjustable seats, and the Coupe won’t have rear seats as standard, where the Cabriolet will.
The tech is easy to get to grips with, and the unique finishes in the Turbo S help it stand out from other 911s – and there’s an immense array of customisation options, including a specifically matched, colour-coded watch, if that’s what you’re into.
And then there’s the price, which - like the performance - is higher than ever. It starts at just under $580,000 for the Coupe and a smidge under $600K for the Cabriolet.
But is it worth it? You bet.
Porsche 911 Turbo S
PRICE: $577,300 plus on-roads
ENGINE: 3.6-litre twin-turbo six-cyl, 523kW/800Nm
WARRANTY: Three years/unlimited km
THIRST: 11.8L/100km
SPARE: None
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