For the new Porsche 911 Turbo is effective immediately instead sucker! We are producing 420 hp and 306 km / h Carrera S hazards.
With the facelift of the Porsche 911 maintains the turbo feeder. Thanks to the charging of the six-cylinder boxer now makes do with 3.0 liters, instead of the previous 3.8 liters. In the three-liter Carrera Turbo makes 370 hp, in our test vehicle, the Carerra S, 420 hp. How does the new turbo Elfer goes, we will clarify in the test.
The first lesson: The Turbo 2.0 is not hoarse Chainsaw monster more and no screaming high-rev acrobat, but a pattern of acoustic serenity. This penalty also sounds distinctive and from 3000 rev / min always better, but from the young guns in voice broke a grown man has become. A similar maturation process undergoing other assemblies. The Infotainment has learned, without being allowed to slough off its outdated heredity, the chassis donated to surcharge the rear axle more maneuverability and stability, the optimized aerodynamics reduce air resistance and lift.
The PDK transmission now know how to sail, the start-stop system already disabled the engine during coasting, the fuel cut is waiting eagerly for the next highway slope. The property profile can be optional depending on equipment over the knob on the steering wheel in four
Adjust levels: “Normal”, “Sport”, “Sport Plus” and “Individual”.
The combination of “normal” and “Drive” is rather bland, marked by an early upshift, monotonous noise and the feeling of being on the road, at best, with half the number of cylinders. The antidote is called “Sport Plus” and already makes the aggressive shift strategy every road to the race track. Remains as the golden mean “sport” mode in conjunction with the “ESP Sport” setting, which on cold tires themselves accustomed passengers drives the pallor face on command.
We come to the Gearbox: Manual are a last bastion for the nostalgic, but the manual gear train in the current 911 has seven forward gears and is for that reason only Mikado professionals recommended. The dual-clutch transmission is at Porsche PDK, will cost 3510 euros extra and works more nimble and efficient, but larger shift paddles could use. For the manual program works now finally as we rs are accustomed to racing: pull back to upshift, push forward to downshift.
Although the carbon-ceramic brake with 8508 euro is almost as expensive as a Dacia Sandero with special equipment, you should have seen at least once, act the enormous deceleration forces when the sum of tire grip and braking performance empties the braincase. Dynamics is and remains the greatest talent of the rear-engined classic. The steering is a controller of the particularly intuitive way that chewing gum road suggests an invisible magnetic field that wily control technology impressed from the off the characteristic handling.
Torque instead of speed
He retains the naturally aspirated engine: the radically sporty Porsche 911 GT3.
High praise for a car that has become even more perfect – in some ways, maybe too perfect. The nonchalance of cool sucker has certainly lost some, which means nothing else than that Elfer drivers must relearn the transmissive Turbo 2.0. Rather than maintain high speeds, it is the future, to surf on the wave of torque. Instead of keeping the little gear, you should shift up betimes. Instead of jagged steering movements and hard load change is announced from driving immediately to train. Drama in widescreen, so to speak, rather than on the proscenium stage.
Nevertheless, the cast-iron penalty fans do not need to pull their hair out, because Porsche has made provisions for those who need a little longer to internalize the progress. Made provisions in the form of a new department that will make well deserved to the maintenance of naturally aspirated engine and manual transmission as to purist driving dynamics on the nature of the GT3. At least in this respect everything remains the same.