2021 Porsche 911 Turbo S PDK 992

2021 Porsche 911 Turbo S PDK 992

Time… arguably the most valuable commodity we as mere mortals have on this green Earth of ours. Every second counts, as the saying goes. So, let’s start there … with time. To the distinctive crescendo of boosting turbochargers primed for full-throttle getaway, the 911 Turbo S’s purposefully sculpted rear haunches squat down hard on the test strip before launching from standstill to the three-figure marker in a physics-defying 2,82 seconds; awarding the 992 Turbo S the title of fastestaccelerating vehicle tested in CAR’s 63-year history. For reference, the previous record – held by the Lamborghini Huracan Evo LP640-4, tested in July 2020 – posted a time of 2,94 seconds.

Although our testers would like to take all the credit for this ballistic performance, in this instance, all praise must go to the Porsche. Based on the eight-speed dual-clutch transmission used in new Carrera models, the PDK has been upgraded to handle its vast outputs: 478 kW and 800 N.m of torque. Now featuring a shorter first-gear ratio, the shifts are so rapid they’re virtually imperceptible. The all-wheel-drive system should be applauded, too. Porsche’s retuned traction management system (PTM) is now capable of sending a maximum of 500 N.m of torque to the front axle, providing optimal traction in any condition.

Another CAR performance testing achievement was the carbon-ceramic composite discs’ (10-piston items, measuring 420 mm fore and four-piston, 390 mm rotors aft) ability to halt the Turbo S from 100 km/h over a mere 34,79 m during our stringent 10-stop emergency braking test. Working in conjunction with the carbon-ceramic stoppers, Porsche’s adaptive aerodynamics (PAA) incorporate a new airbrake function which, in a full-braking event, automatically deploys the front spoiler and rear wing for increased downforce. A mere 2,49 seconds is all it took to safely bring the 911 Turbo S to a stop. In terms of time, albeit by a fraction (0,01 seconds), it’s the quickest decelerating car yet on our test strip. The accolades keep on coming for the Porsche.

Sited beneath that distinctive rear wing, which raises when Sport Plus is active and initiated via the steering wheel-mounted dial, the Turbo S is endowed with the most powerful flat-six motor currently produced by the brand. Based on the new-generation 911 Carrera engine, the 3,8-litre horizontally opposed heart is fitted with symmetrically arranged variable turbine geometry (VTG) turbochargers, which spool up in opposite directions. The larger units are fed air via a redesigned cooling setup.

While the 991 Turbo S’s maximum torque output was available only in overboost, the 992’s 800 N.m is on tap as soon as the rev needle edges past 2 500 r/min. Equipped with the R68 620 sports exhaust system – activated via a button on the facia and designated by chromefinished twin oval tailpipes – our test unit sounded pleasingly sonorous despite its additional breathing apparatus. However, it’s how the redesigned flat-six motor’s power is delivered and how the performance can be drawn upon in any and all scenarios that makes it so impressive. It is, as before, a usable everyday supercar.

Measuring 1 900 mm wide, the Turbo S is not much larger than your average midsize sedan. Parking is a cinch with our test unit’s optional (R23 050) 360- degree surround-view camera system. There are four seats, for dropping the kids off at school; kids being the operative word as the Isofix-fitted rear pews are a tight fit to say the least.

As we’ve come to expect from Zuffenhausen, the driver’s position is spot on and the steering is precise yet light enough to suit this vehicle’s provisos of daily driver, comfortable long-distance tourer and convincing mountain-pass carver (there is, of course, Wet mode – in addition to Normal, Sport and Sport Plus – for when conditions aren’t ideal).

Specifically programmed for the 992 Turbo, separate software allows the revised dampers of Porsche’s active suspension (PASM) to adapt to road conditions several hundred times per second to maintain unsurpassed stability and ride quality. Body roll when cornering is well contained for the relatively heavy vehicle; weighing 1 651 kg by our measurements.

Lavishly equipped as standard, the flagship 911 boasts, among others, Matrix LED headlamps and, inside, although the cabin might seem a bit modest; myriad USB ports, Apple CarPlay and a 12-speaker Bose surround-sound system. Finishing off the leathertailored sports seats is stitching reminiscent of the original 930 Turbo.

Test summary

Two decades ago, in the January performance issue, the CAR team described the 996-generation 911 Turbo as near motoring perfection. Meticulously honed since then, the latest 911 to don the Turbo S badge is closer still to attaining that ultimate goal. With the latest 911 Turbo S, Porsche has improved on the formula in all aspects and it’s thoroughly deserving of five stars.

Tech spec


Cylinders: six, horizontally opposed

Fuel supply: electronic direct fuel injection, turbocharged, intercooled, petrol

Bore/stroke: 102,0/76,4 mm

Cubic capacity: 3 745 cm3

Compression ratio: 8,7 to 1

Valvegear: d-o-h-c, four valves per cylinder

Engine output

Max power ISO: 478 kW

Power peak/Red line: 6 750/7 200 r/min

Max torque: 800 N.m

Torque peak: 2 500-4 000 r/min


Type: eight-speed dual-clutch

1st gear/2nd gear: 4,89/3,17 to 1

3rd gear/4th gear: 2,15/1,56 to 1

5th gear/6th gear: 1,18/0,94 to 1

7th gear/Top gear: 0,76/0,61 to 1

Reverse gear: 3,99 to 1

Final drive: 3,02 to 1

Drive wheels: 4x4

Driver aids: ESC (electronic stability control), hill start


Front: 420 mm ventilated carbon-ceramic composite discs

Rear: 390 mm ventilated carbon-ceramic composite discs

Hydraulics: ABS with EBD and EBA

Wheels and tyres

Tyre make: Goodyear Eagle F1 SuperSport

Tyre size (f;r): 255/35 R20; 315/30 R21

Spare – type & location: none, mobility kit


Type: rack and pinion, electric power assist

Lock to lock: 2,5 turns

Turning circle diameter: 11,2 m


Front: independent, MacPherson struts, coil springs, anti-roll bar

Rear: independent, multilink, coil springs, anti-roll bar

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