Torque-vectoring four-wheel drive system makes for splendid handling
8 APRIL 2 020 AUTOCAR.CO.UK 21
FIRST DRIVES
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It feels deliciously
well planted from entry
to apex and beyond
a
and 315/30-profile tyres at the rear.
The combination of this new
rubber and the latest incarnation of
Porsche’s four-wheel drive system,
which uses a lighter and more rigid
driveshaft and a single universal
joint to the front wheels, delivers
huge traction and purchase.
Tip the car into a fast corner and
it displays exceptional body control,
while remaining unflinching in its
determination to hold your chosen
line. The changes to the four-wheel
drive system now allow up to 369lb ft
of torque to be apportioned to the
front wheels. The torque-vectoring
e f fe c t at t he r e a r i s a l s o i mpr ov e d.
Given the 911’s distinctive rear-
biased weight distribution, it feels
deliciously well planted and neutral
from entry to apex and beyond.
There’s a trace of steady understeer
when you’re really on it, as you
would hope for and expect from
something capable of generating
such high cornering speeds.
However, unshackling the stability
c ont r ol s y s t e m br i n gs a de g r e e of
adjustability that enthusiast drivers
may seek in tighter bends. The limits
of adhesion are so high, though, that
y ou w ou ld ne e d t o b e on a r a c e c i r c u it
to really explore the car’s true ability.
T h i s a l s o appl ie s t o t he br a k e s ,
which now feature carbon-ceramic
discs of 420x40mm at the front
and 390x32mm at the rear in
combination with huge 10-pot
front calipers and four-pot rear
calipers. They’re incredibly
effective, providing reassuring
bite in the initial degrees of travel
and strong but progressive
qualities as you add further
pressure to the pedal thereafter.
The strength of the new Turbo S
lies in the breadth of its repertoire:
it eases and thrills in equal
measure. It doesn’t quite deliver
the same whip-crack reactions and
at-the-wheel sensitivity of some
competition-bred 911s, but what it
lacks in sheer tactility is more than
made up for in its speed and ability
to swallow big distances at legal
limits in relative comfort without
e v e r ne e d i n g t o w ork h a rd at a l l. It ’s
arguably the world’s most complete
and versatile all-season supercar.
GREG KABLE
Price £155,970
Engine 6 cyls, 3745cc, twin-
turbocharged, petrol
Power 641bhp at 6750rpm
Torque 590lb ft at 2500-4000rpm
Gearbox 8-spd dual-clutch automatic
Kerb weight 1640kg
0-60mph 2.6sec
Top speed 205mph
Economy 25.4mpg
CO 2 , tax band 254g/km, 37%
RIVALS Aston Martin Vantage,
BMW M8 Coupé,
Mercedes-AMG GT S Coupé
PORSCHE 911 TURBO S
Following the evolutionary path, the
latest 911 Turbo delivers new levels
of performance and driving thrillsAAAAB
Front seats are very comfortable but rears are still best left for luggage
UPGRADES SMALL
BUT SIGNIFICANT
The new twin-turbocharged
horizontally opposed six-cylinder
engine of the 911 Turbo is based
o n th e 2 9 8 1 cc u n i t u s e d by th e
latest 911 Carrera. It has an 11mm
increase in bore, at 102mm, giving
it a swept volume of 3745cc –
s o m e 55 cc l e s s th a n th e e n g i n e
it has replaced. Developments
include larger, variable-geometry
turbochargers operating at
u p to 1. 4 b a r of p r e s su r e. T h ediameter of the turbine wheels
is increased by 5mm to 55mm,
while the 61mm compressor wheel
is 3mm larger than before. Also
new are electronically controlled
wastegate flaps; a charge air
cooling system with new routing
from the side air intakes and rear
spoiler; revised piezo injectors;
and a petrol particulate filter. With
its increases in power and torque,
the new engine is mated to a new
eight-speed dual-clutch automatic
gearbox that has a shorter first
gear, a longer top gear and a longer
final drive than the old seven-
speeder. In keeping with other new
911 variants, there’s also now a Wet
driving mode for the range-topper.