By on December 1, 2015

911 Turbo S und 911 Turbo S Cabriolet

Proving that all turbo Porsches aren’t created equal, Porsche announced Tuesday its eye-wateringly expensive 911 Turbo and 911 Turbo S hardtop and droptop versions that make up to 580 horsepower and dropkick the car from 0-60 mph in under 3 seconds.

In the trunk is Porsche’s 3.8-liter flat-six married to twin turbochargers that spin up 540 horsepower in the Turbo and 580 hp in the Turbo S (20 more than the outgoing models). The Turbo produces 523 pound-feet of twist (553 pound-feet on overboost in the Turbo S) on the way up to its 7,000 rpm redline (7,200 in the Turbo S). Porsche didn’t directly specify its gearbox, but it’s a pretty safe bet that the new 911 Turbo will only come with a 7-speed dual-clutch automatic because of course it will.

Both cars for the first time feature a quasi-antilag turbo system that reduces delay from the turbos by interrupting the fuel injection during changes in throttle position, according to the automaker.

The cars adopt the new 911’s face and side air blades on the outside, 20-inch wheels on the corners and the Turbo and Turbo S now feature all the Sport Chrono goodies standard on the inside —  steering wheel from the 918, launch control and stopwatch. (Presumably, no one was ordering the Turbo without performance package, I guess.)

When it goes on sale in April, the 2017 Porsche 911 Turbo will start at $160,195 before you start picking out paint colors that aren’t white, black or gray. That’s $8,100 dearer than this year’s model and the news isn’t much better for the Turbo S model either: a 2017 Turbo S Cabriolet starts at $201,395 — $5,200 more than the 2016 model.

If you’re interested, the 911 Turbo and Turbo S will take their first North American bows at this year’s Detroit auto show, which TTAC will cover from our bureau desk in Windsor, Ontario, which may or may not be a craps table at Caesars.

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10 Comments on “Here’s The 2017 Porsche 911 Turbo Coupe and Cabriolet – Wait, Aren’t They All Turbos Now?...”


  • avatar
    CoreyDL

    What are those Girl Scout lemon cookies called? Now I want some.

  • avatar
    carguy

    While it may seem expensive for a 911, the price makes more sense when you see it as a stealth sub-3 second super car that can also use as a daily driver.

    • 0 avatar
      stuki

      With then Euro dropping towards parity with Zimbabwen toilet paper, that thing’s still priced to single highhandedly save the entire extended Volkswagen family. Next generation will feature Facebook integration, a line or two of code upping turbo boost to 600hp, and go for $225. And the compromises entailed by 3sec 0-60 and optimization for fast ‘Ring laps, still makes for a lousy daily driver. Lousier than a 40 year old car at twice the price, according to Singer and and an increasing number of competitors and customers.

  • avatar
    NotFast

    Needs a better name. Maybe 911 Big Turbo? 911 Turbo Turbo?

  • avatar
    LuciferV8

    Somehow, they seem to be trying to figure out a way to make the R8 seem like a bargain.

  • avatar
    319583076

    “Both cars for the first time feature a quasi-antilag turbo system that reduces delay from the turbos by interrupting the fuel injection during changes in throttle position, according to the automaker.”

    I’ll have to try and find Porsche’s take on this technology, because I don’t understand how interrupting fuel injection can reduce turbo lag.

    • 0 avatar
      stuki

      Some sort of closed looping and averaging across multiple power strokes is possible in ride-by-wire throttles. I suspect, solely based on riding them and being annoyed enough by it to sell one, that KTM is doing something like that to smooth out delivery on their new street engines.

      Say, the computer, based on pedal position, determines that the driver “wants” 300hp, but the turbo can only spool up to allow 200hp worthy torque on the next rev, 220hp after that, then 260, 320, 400… Instead of stopping at 300, as a mechanical, or dumb electronic, throttle would do, it could over deliver for a few strokes, and let the driveline cush average out cycle to cycle unevenness, hence providing the driver some approximation of what a quicker spool up would feel like.

      I’m just fully, 100%, speculating/pulling this out of my rear, as I have no inside, or even public, info from neither Porsche nor KTM. But it is a theoretical possibility in a “computer-knows-better-than-you” world, and similar heuristics is being used in the most sensitive motorcycle traction control implementations. And while the Superduke feels eerily smooth for a big, high strung twin, it is about as direct as if the Austrian Parliament needed to be consulted via satellite before giving the rider what his throttle hand, rightly or wrongly, physically asks for.

  • avatar
    Dan R

    Does the computer know to pass emission testing?

  • avatar
    Noble713

    $160-$200k+, twin-turbo, coupe?

    With those specs I’d rather buy a McLaren 570S. I respect Porsche’s engineering but I’ve never….*LIKED* them. Kinda important when buying something as emotionally-driven as a luxury sports car.

  • avatar
    Ryoku75

    What makes the S have more power?

    If theres one thing I never cared for with VW, its how they always hide an extra 10hp or so for the upcoming fancier model.

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