2017 Porsche 911 Turbo, Turbo S Pack a 20 HP Premium, Have a Freaking Anti-Lag System

2017 Porsche 911 Turbo S 12 photos
Photo: Porsche
2017 Porsche 911 Turbo S Cabriolet2017 Porsche 911 Turbo  S Cabriolet2017 Porsche 911 Turbo S Cabriolet2017 Porsche 911 Turbo S2017 Porsche 911 Turbo S2017 Porsche 911 Turbo S2017 Porsche 911 Turbo Cabriolet2017 Porsche 911 Turbo and Turbo S Cabriolet2017 Porsche 911 Turbo2017 Porsche 911 Turbo S interior2017 Porsche 911 Turbo S cabin
An extra twenty horsepower. That’s the difference between the Porsche 911 Turbo and Turbo S you used to know and the 2017 mid-cycle revamp for the pair of German supercars. However, since we’re not Audi R8 drivers, we can’t mention that and call it a day. Instead, we’ll zoom in and mention the 991.2 Turbos have a freaking anti-lag system.
No, this is not the pow-pow-bang system that made your ears bleed while attending rally stages. That would require you to “service” your turbochargers more often than changing your driving shoes.

Instead, Zuffenhausen engineers have come up with a more civilian system, with the aim being the same - to keep that turbo response in check.

The engines now also have what is known as a ‘dynamic boost function’ to further raise engine responsiveness in dynamic operation. It maintains the charge pressure during load changes - i.e. when the accelerator pedal is released briefly. This is achieved by just interrupting the fuel injection, whereas the throttle valve remains open. As a result, the engine reacts with practically no delay to a subsequent press of the accelerator pedal,” Porsche explains.

In plain English, this means that, when you lift, the engine still allows air to flow into its cylinders, compressing it and then using it to keep the turbo spinning. We still have to wait until we get our feet on the pedals of the revised Turbo and Turbos in order to see how effective the system is compared to the hardcore one motorsport or heavily tuned machines get. Still, any development of this kind, which doesn’t affect reliability, is more than welcome.

As expected, the effects of the feature are more noticeable in the Sport and Sport Plus modes, so your 911 won’t feel like a time attack beast in Normal mode.

The 3.8-liter flat-sixes at the back of these Porsches now deliver 540 hp and 523 lb-ft (710 Nm) for the Turbo, while offering 580 hp and 553 lb-ft (750 Nm) for the Turbo S (the maximum twist values are offered for the Overboost feature).

The list of hardware engine updates includes new intake ports in the cylinder heads, as well as new injector nozzles that operate at superior pressure. The Turbo S gets new turbochargers, which feature larger compressors, while its redline goes from 7,000 to 7,200 rpm. We hear tuners rubbing their hands in excitement.

And yes, Porsche remains the only mainstream carmaker to offer variable geometry turbines on a gasoline engine - Koenigsegg also does that, but the Swedes are not exactly into series production, are they?

As a result of the visit to the tech gym, the Turbo S can now sprint to 60 mph (96 km/h) in 2.8 seconds, which makes it 0.1 seconds faster than before. Porsche’s official times have always been conservative and since the current Turbo S has been clocked at 2.6 seconds, we could expect the new model to break the 2.5s barrier.

As for the Autobahn bragging rights, the 911 Turbo S can now climb to 205 mph (330 km/h), which makes it 7 mph faster than before.

As for the 911 Turbo, this can hit 60 mph in 2.9 seconds, while its top speed sits at 198 mph (320 km/h), meaning it’s 2 mph faster than it used to be.

With the increasing eco pressure, Porsche explains that “further advanced electronic engine and transmission management with revised gear change mappings reduce fuel consumption.” This reminds us of the PDK’s ability to simulate intermediate gears.

While EPA ratings aren’t available yet, the UK spec sheet shows the models are now 2 mpg better, with efficiency sitting at 31 UK mpg (9.1l/100 km) for the Coupes and 30.4 mpg (9.3l/100 km) for the Cabriolets.

The 911 Turbo has learned a lesson or two from the just-as-turbocharged 2017 Carrera / Carrera S, packing a driving mode selector on its new 360 mm GT sport steering wheel, a nod to the 918 Spyder. Once again, there’s a special full-supercar mode called Sports Response, which offers maximum sprinting abilities for 20 seconds.

Then there’s the now-familiar Sport Mode of the Porsche Stability Management (PSM). Those of you who haven’t been following the Porsche scene shouldn’t think this is complicated. Basically, the 911 is more eager to drift in this mode compared to the Sport Plus mode of the pre-revamp models, but the electronics will still correct your errors.

The list of smooth tech operators also includes a revised Porsche Active Suspension Management (PASM), with the active dampers now offering a greater spread between the comfort and sport settings.

When it comes to the visual aura of the car, the side-mounted airblades and the new central air intake fin complete the redesigned nose of the Porsche. At the back, the new engine cover’s side louvers might be new, but our attention goes to the central air intake.

The air outlets on the sides of the apron are also new and so are the exhaust tips.

In the spinning department, 911 Turbo owners now enjoy the same wheel size as those who opt for the Turbo S, with the Turbo’s rims now being half an inch wider.

We know all you want to do is jump inside and hit the happy pedal, but since the 911 Turbo is the most practical supercar money can buy, we must also mention the new infotainment system.

For 2017, the Porsche Communication Management (PCM) offers a 7-inch touchscreen display, which offers all sorts of new features (for the 911), from Wi-Fi connectivity to handwriting recognition. You’ll still have to wait for the next-generation 911 to get a head-up display (these features add weight and Porsche hates that). Nevertheless, you can now look down to guys in Maseratis and Bentleys, telling them how Porsche refused Android Auto over suspicion that Google might be naughty regarding the info it asks from the car. In other words, enjoy your Apple CarPlay.

The 2017 Porsche 911 Turbo and Turbo S will show up in bare metal next month at the 2016 Detroit Auto Show.

Here is the US pricing for the line-up, not including the $995 destination charge.

911 Turbo $159,200
911 Turbo Cabriolet $171,500
911 Turbo S $188,100
911 Turbo S Cabriolet $200,400

Meanwhile, you can take some time to think about the premium that comes with the 2017 models (plus $8,100 for the Turbo and an extra $5,400 for the Turbo S). Oh, and make sure you watch the clip below - you wouldn't want to miss Porsche showing us how the 911 Turbo sounds like a wolf, among others.

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About the author: Andrei Tutu
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In his quest to bring you the most impressive automotive creations, Andrei relies on learning as a superpower. There's quite a bit of room in the garage that is this aficionado's heart, so factory-condition classics and widebody contraptions with turbos poking through the hood can peacefully coexist.
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