Compared to the 991 the 992’s greatest growth was lateral. While all 911s are now (effectively) wide-bodies- even the haunches of a base Carrera don’t taper towards the rear of the car as they did on 911s of old, the Turbo seems to take this to extremes. The front track is an astounding 42mm wider than its predecessor, and the rear is up 10mm from the 991. But the Turbo S is not singularly defined by its width as, say, an RWB car is. The Turbo S is more like a heavyweight prizefighter in a three-piece suit- all bulges and ferocity trying to appear classy and subdued.
To fans of recent Turbos, none of this is a shock. The new car takes everything exemplary about the old car and turns the wick up- brakes are still carbon-composite, but the piston count is up to a whopping ten at the front. Wheels are still center lock, but are now staggered with 20″ items up front and 21″ out back. The new aero kit affords an additional 15% downforce. The list goes on and on. At no point did Porsche see fit to degrade the Turbo in the name of purity, even if they did curtail the homicidal nature of the first two generations of the car.
Performance promises to be alarming as well, and with a 3.8-liter new engine on hand providing 641 horsepower and 590 lb-ft of torque. Porsche promises a 2.7-second 0-60 sprint, though as Mr. Catchpole notes Porsche tends to be rather conservative with their official figures.
The ever-growing 911 range seems to have a 911 for all purposes, from the Carrera and Carrera T for drivers seeking an elemental version of the classic sports car, to the GT3 for the hardcore track aficionado. With its sumptuous leather and focus on comfort and easier drivability the Turbo seems to stand apart from its stablemates. Rather than existing atop the 911 range the Turbo almost seems to exist alongside it, as if to say “would sir prefer a car that transcends the 911 experience?”
Not that we’re complaining.