I spend plenty of time pedantically arguing concerning the distinction between “fast” and “quick.” Many folks use these phrases interchangeably, and in the event you’re one in every of them, nicely, you are incorrect. To correctly illustrate this disparity, let me introduce you to the 2021 Porsche 911 Turbo S — a automotive that could be very, very quick and very, very fast.

“Fast” refers to velocity. “Quick” is how lengthy it takes to get there. This Turbo S defines each in superlative style. The latest member of the 992-generation Porsche 911, this mannequin has a prime velocity of 205 mph and takes simply 2.6 seconds to hit 60 mph.

The Turbo S comes normal with a staggered 20-inch entrance and 21-inch rear wheel setup.


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Numbers do not correctly convey the expertise. Launching the 911 Turbo S is one of the best type of brutal — you do not even should get midway into the throttle to unleash extra pressure than you possibly can fairly use on a freeway onramp. Want to make that yellow mild? Just flex your large toe. Under full-throttle launch, the 911 Turbo S is faster than different, extra exotic-looking supercars such because the Ferrari 488 Pista, Lamborghini Aventador SVJ and McLaren 720S, and the expertise of placing the hammer down from a standstill is solely intoxicating.


There are just a few locations on the earth the place you possibly can realistically exploit a 205-mph prime velocity, however this unimaginable v-max is not why I name the Turbo S quick. Instead, it is seeing an indication suggesting 30 mph for a flip however having the ability to confidently take it at 70. It’s arriving on the subsequent nook earlier than your mind’s had time to course of how briskly you went via the earlier one. It’s blasting via a protracted stretch of back-and-forth esses and needing to drag over so you possibly can catch your breath.

Major kudos clearly goes to the engine. Porsche’s 3.8-liter, twin-turbo flat-6 produces 640 horsepower and 590 pound-feet of torque, will increase of 60 hp and 37 lb-ft over the 991.2 Turbo S. A brand new cooling system filters in air from the aspect vents forward of the rear wheels in addition to the inlets under the again window, and the result’s decreased turbo lag. Power goes to all 4 wheels via Porsche’s eight-speed PDK dual-clutch transmission, and a modified rear axle ratio and strengthened clutches assist the gearbox handle that immense thrust. Porsche says the Turbo S will hit its 205-mph prime velocity in sixth gear — seventh and eighth are merely two overdrive ratios. That ought to make freeway gas economic system much less abysmal, I assume, although I’m undecided anybody actually cares about such a factor in a 640-hp 911.


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The turbo engine may take heart stage, however the chassis and aerodynamics are necessary supporting gamers. Porsche’s Active Suspension Management (PASM) tech scans the highway 200 instances per second and adapts damping charges on the fly. You may also go for a PASM Sport setup, just like the one on this GT Silver take a look at automotive, which lowers the trip peak by 10 millimeters and works with Porsche’s Dynamic Chassis Control (PDCC) for energetic physique roll mitigation. The 911 Turbo S rides on staggered 20-inch entrance and 21-inch rear centerlock-design wheels, that are killer, and people 12-inch-wide rear alloys are wrapped in meaty 315/30-series Pirelli P-Zero summer season tires. All it takes is one have a look at these large rear hips to know this 911 means enterprise.

Then there’s the energetic aero, which is necessary for high-speed stability. The entrance lip, air consumption flaps and rear spoiler all alter relying on velocity and drive mode, and the massive wing out again can act as an airbrake to assist hold the rear finish planted when slowing down. The Turbo S additionally comes with huge carbon-ceramic composite brakes, with 10-piston entrance calipers clamping down on 16.5-inch rotors. Considering the super speeds the Turbo S is able to reaching, having highly effective stoppers like this can be a should.

In the canyons north of Los Angeles, all of it comes collectively flawlessly. The Turbo S assaults corners with a degree of composure that rivals the 911 GT3, thanks partially to the usual rear-axle steering and torque-vectoring all-wheel drive. But within the Turbo S, I’m truly going quicker. There’s no physique roll. I’m not even frightened about dropping grip. The steering is Porsche-perfect. The Turbo S genuinely feels unstoppable, and I do know I’m not even near reaching its limits.
I’m not usually one to actively toggle between drive modes; in plenty of German efficiency vehicles, the variations between these settings type of looks like splitting hairs. Yet there is a large hole between Normal, Sport and Sport Plus within the 911 Turbo S. You can get your kicks in Normal simply advantageous, however change the dial over to Sport, and the transmission and throttle programming actually change for the higher. Click it over to Sport Plus and the Turbo S will get even sharper, the transmission’s actions get so in tune with my acceleration and braking that I do not even want to make use of the steering wheel-mounted paddle shifters.

A phrase of recommendation: Leave the Turbo S in Normal if you’re not on full assault. If there is a fault with the Turbo S, it is that the chassis could be a little too agency for every day driving. The 911 Turbo (and by extension, the Turbo S) has at all times struck me because the do-it-all mannequin in Porsche’s sports activities automotive lineup: sharp and quick, but in addition a formidable grand tourer. This new one is all chef’s-kiss-dot-gif within the canyons, however when I’m commuting via the San Fernando valley on the 405 Freeway, the bounce-bounce-bounce is annoying. Even at 75 mph, the Turbo S noticeably hops over enlargement joints. Maybe a Turbo S with out the PASM Sport suspension can be higher. All I do know is, driving a base 911 Carrera with the 20/21-inch wheel setup on the identical stretch of freeway is far more nice.

The Turbo S is decked out like a correct GT, a minimum of, with swaths of sentimental leather-based and enticing steel brightwork. I like the best way the Bordeaux Red upholstery contrasts with the silver exterior (thumbs-up to the Porsche rep who optioned this particular tester). The 18-way adaptive sport seats are fairly supple, and the power-adjustable love-handle and thigh bolsters are nice for retaining me in place. Overall, in the event you like what you see in the other 992-generation 911s, you will not have something to complain about right here. The heart console is refreshingly bereft of buttons, the toggle switches on the middle stack have nice tactile really feel and the rear seats are finest suited to backpacks and grocery baggage, not precise people.


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You’ll discover all of Porsche’s newest tech contained in the Turbo S, too. The fastened tachometer within the gauge cluster is flanked by a pair of curved, reconfigurable, 7-inch TFT screens, and the always-excellent Porsche Communication Management infotainment system is housed in a 10.9-inch show on the sprint. PCM is one in every of my favourite bits of in-car tech — you possibly can customise the home-screen format, the graphics are crisp and the system instantly responds to inputs. Apple CarPlay integration is normal, as is a Wi-Fi hotspot. Looking for Android Auto? Too dangerous, so unhappy.

Speaking of CarPlay, the smartphone-mirroring tech additionally provides you entry to Porsche’s new Track Precision app. This works just like the performance data recorders supplied by corporations like Chevrolet and Honda, filled with details about 300 totally different tracks around the globe. You may even management your GoProfessionals through Bluetooth, to both be taught out of your lapping classes or, you understand, exhibit to your friends.

As for driver-assistance methods, the 911 Turbo S presents fairly just a few, although in typical Porsche style, all of them price additional. The solely normal options you get are parking sensors and Comfort Access with keyless begin. Want adaptive cruise management? That’ll be $2,000, except you spring for Porsche’s InnoDrive freeway driving assistant, which ups the worth to $3,020. Go that route and also you additionally get lane-keeping help and visitors signal recognition, which by itself is one other $1,220 possibility.

With nice energy comes nice duty, therefore the 911 Turbo S’ 10-piston calipers and 16.5-inch carbon-ceramic brake rotors.


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It’s somewhat foolish that these tech options do not come normal on a grand-touring-minded mannequin that begins at $204,850 (together with $1,350 for supply). But don’t fret, it is a related story with the efficiency choices, too. The PASM Sport suspension prices $1,510, a sweet-sounding sport exhaust will set you again a wide ranging $3,490 and the hydraulic front-axle elevate — which is a godsend — provides $2,770 to the underside line. Don’t even get me began on the myriad exterior and inside design choices. I’ll say, I do like that Porsche a minimum of presents every part a la carte, so you are not pressured to select large bundles of issues you could or could not need. And hey, if you’d like a heated steering wheel, it is free.

Real speak, although: $204,850 is a giant tablet to swallow, and optioned up the best way I’d need one, it is wanting extra like $230,000. But dangle on, perhaps the 911 Turbo S is definitely an unimaginable worth. It’s almost $100,000 cheaper than a McLaren 720S. Hell, it is a full $300,000 cheaper than an Aventador SVJ, and would not appear to be a rolling Ed Hardy t-shirt, both.

The Porsche 911 Turbo S may not put on its efficiency intentions on its sleeve, nevertheless it’s extra comfy, extra sensible and extra tech-savvy than simply about every other fashionable supercar. In reality, it is each bit as quick as these top-dollar performers, and sure, it is faster, too.


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