• Mar 2, 2010
2010 Porsche 911 Turbo S – Click above for high-res image gallery

The Porsche 911 Turbo S isn't new, it's just, well, more. All those options boxes on the Porsche Turbo (and you know how Porsche loves options boxes) don't need to be ticked – Porsche already checked them for you. It's the torque vectoring, seven-speed-DSG-and-dynamic-engine-mount-having, chrono-sport-timing, all-singing, all-dancing adaptive ("bending") headlight wearing wunderkind. Oh, and it gets 24.8 miles per gallon. Which makes the "S" short for "sipping." Kinda. Have a look at the release after the jump and the gallery of high-res photos below.




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The New Porsche 911 Turbo S
Unparalleled in Driving Dynamics and Efficiency

Porsche's engineers have developed their new top-of-the range sports car for the genuine sports car driver with the greatest demands in terms of performance and driving dynamics: the 911 Turbo S entering the market in both Coupé and Cabriolet guise.

The heart of this new model is of course its turbocharged flat-six power unit featuring two VTG turbochargers boosting output by another 30 bhp over the "regular" 911 Turbo to 530 bhp.

In addition to this extra power, Porsche's new top model comes as standard with all performance-enhancing components already featured in the 911 Turbo. As a result, the 911 Turbo S, at the highest level of performance imaginable, offers a wonderful example of Porsche Intelligent Performance: Despite the significant increase in power and dynamic driving qualities, the new 911 Turbo S consumes just 11.4 litres/100 km, equal to 24.8 mpg imp, exactly the same as the Porsche 911 Turbo, making this by far the most economical sports car in its class.

The 911 Turbo S comes as standard with the most sophisticated drivetrain technology Porsche has to offer: This new ultra-high-performance sports car naturally features the seven-speed Porsche-Doppelkupplungsgetriebe (PDK, Double-Clutch Gearbox) conveying the power of the engine to Porsche's intelligent PTM Porsche Traction Management all-wheel-drive system.

PTV Porsche Torque Vectoring, to mention the next highlight, optimises the car's stability in bends to an even higher standard in conjunction with the mechanical rear axle differential.
The actual performance this makes possible on the road is quite simply phenomenal: The 911 Turbo S accelerates in 3.3 seconds from a standstill to 100 km/h and in 10.8 seconds to 200 km/h. Top speed is 315 km/h or 195 mph.

Stopping power is equally outstanding thanks to the PCCB Porsche Ceramic Composite Brakes naturally fitted as standard and also offering the advantage of low weight and supreme resistance to fading.

More Pressure for More Power
Making its debut in autumn 2009, the current Porsche Turbo for the first time offers a brand-new power unit in the history of the 911 Turbo now going back no less than 35 years. Exactly what potential the new engine has to offer is borne out clearly by the first power upgrade now to be admired in the new 911 Turbo S: Modifications in intake valve control ensuring even more direct engine response and the increase in charge pressure by 0.2 to a maximum of 1.2 bar boost engine power by no less than 30 bhp, with maximum output from this turbocharged six-cylinder reaching 390 kW (530 bhp) from 6,250 – 6,750 rpm. At the same time peak torque is up 50 Newton-metres or 37 lb-ft to 700 Newton-metres/516 lb-ft maintained consistently all the way from 2,100 – 4,250 rpm.

The fuel/air mixture in the power unit of the 911 Turbo S is formed by homogeneous direct gasoline injection. For the first time the Porsche 911 Turbo S comes with an expansion intake manifold using the oscillation of air between the throttle butterfly and the intake valves to improve the cylinder charge. This exceptional operating principle improves the degree of engine efficiency and boosts engine output accordingly, with the further advantage of even lower fuel consumption under high load and at high speeds.

The two turbochargers with variable turbine geometry (VTG) exclusive to Porsche on the gasoline engine are absolutely unique. This turbocharger technology with variable turbine rotors enables both the 911 Turbo and the 911 Turbo S to run smoothly and reliably up to a maximum exhaust gas temperature of about 1,000° C or 1,830° F.

The supreme performance of the new model is clearly underlined by the particularly sporting sound of the engine. This is the result, particularly with the Sport- and Sport-Plus buttons pressed, of modified control of the turbocharger rotors and, respectively, the ignition angle. A clear visual sign of this increase in power and performance is the design of the engine compartment upgraded by an air filter housing made of carbon fibre and proudly bearing an aluminium trim cover with the model designation "turbo S".

Transmission of power by Double-Clutch Gearbox and all-wheel drive
Power is transmitted on the new 911 Turbo S in standard trim by a seven-speed Porsche-Doppelkupplungsgetriebe (PDK) or Double-Clutch Gearbox. Again as a standard feature, the driver is able to shift gears manually on the steering wheel, by means of gearshift paddles on the three-spoke steering wheel.

This trendsetting transmission technology developed by Porsche for the first time back in the '80s and specially conceived for motorsport allows an extremely fast gearshift without the slightest interruption of traction, much faster acceleration as well as a more sporting and dynamic driving experience.

Gears 1– 6 come with a sporting and dynamic transmission ratio, the car reaching its top speed in sixth gear. Seventh gear has a longer ratio, reducing both engine speed and fuel consumption and at the same time enhancing sound comfort particularly on long distances.

Efficient and highly effective distribution of engine power is ensured by PTM Porsche Traction Management with the right kind of dynamic set-up appropriate for this kind of car. PTM combines the driving pleasure so typical of a Porsche with its engine mounted at the rear and rear-wheel drive with an even higher standard of driving stability, traction, and agile handling. To do this PTM feeds the optimum share of engine power in each situation to the front wheels by way of a multiple-plate clutch. Shifting from one power level to another in 100 milliseconds at the very most, PTM is faster than the engine itself in responding to a change in load and is also faster than the driver in his personal perception and recognition of driving conditions.

This means that for all practical purposes Porsche all-wheel drive is able to literally look ahead, which means superior agility on narrow country roads, outstanding traction and superior driving safety even in the most extreme manoeuvres at high speeds.

Given all these qualities, Porsche Traction Management is among the most efficient and, at the same time, lightest all-wheel-drive systems in the market.

Porsche Torque Vectoring for even more precise handling in bends
The Porsche 911 Turbo S comes as standard with PTV Porsche Torque Vectoring, a highly innovative system made up of a mechanical rear axle differential and variable power distribution on the rear wheels, with intervention of the brakes as required on the inner rear wheel whenever necessary.

Applying these functions, PTV not only improves the car's behaviour when steering into a bend, but also enhances driving dynamics and agility in consistently remaining on course round a bend, particularly on wet or snowbound surfaces. A further advantage is that PTV allows even higher speeds for even greater driving dynamics.
The mechanical differential lock included in the Porsche Torque Vectoring package comes with an asymmetric lock effect (22 per cent under power, 27 per cent in overrun) and offers, particularly when driving to the limit, even higher traction on changing surfaces, improved driving stability under load change in a bend, and enhanced agility in bends under high lateral acceleration.

As a result, PTV is the ideal match for PSM Porsche Stability Management: While PSM uses the brakes to stabilise the car, PTV applies the brakes to actively enhance driving dynamics. Precisely this is why PTV may also intervene in the brakes even when Porsche Stability Management is switched off (PSM OFF) in the interest of agile and dynamic driving behaviour.

Sports Chrono Package Turbo with dynamic engine mounts
The Sports Chrono Package Turbo including dynamic engine mounts naturally comes as standard on the new 911 Turbo S, offering the opportunity to enhance the car's performance to an even higher level. As usual, the driver has the choice also on the new, top-of-the-range model of the Sport- and Sport-Plus functions providing an even more sporting shift strategy for PTM, PSM, PASM, on the dynamic engine mounts and with PDK.

The Launch Control function enables the driver to accelerate with full power and speed from a standstill, the process of acceleration being controlled both through slip on the drive wheels and the controlled management of torque and pulling forces on the transmission clutch.

The overall package also comprises an analogue stopwatch on the instrument panel, the performance display in the PCM control unit, and an individual memory. It is rounded off, finally, by dynamic engine mounts using a magnetisable fluid and an electrically modifiable magnetic field to increase driving performance as well as motoring comfort and smoothness by varying the setting of the engine mounts. Depending on driving conditions, therefore, the mounts automatically vary in stiffness and their damping effect.

Active suspension with ceramic brakes and central wheel locks
The new 911 Turbo S comes largely with the same suspension as the 911 Turbo, thus offering a complete range of settings from very sporting to highly comfortable by means of the variable PASM damper system.

A further highlight is that the new 911 Turbo S comes as standard with PCCB Porsche Ceramic Composite Brakes, using this high-tech material to ensure even faster brake response, a very high degree of fading stability thanks to a consistent level of friction, and very good resistance to corrosion. Despite the larger brake discs, therefore, PCCB brakes are approximately 18 kg or 40 lb lighter than the grey-cast-iron brakes featured as standard on the 911 Turbo.
Porsche Ceramic Composite Brakes stand out clearly at very first sight through their yellow-painted brake callipers easy to identify by way of the 19-inch RS Spyder wheels with central locking bolts featured as standard.

Top level of equipment with bending lights and adaptive sports seats
The new 911 Turbo S comes with a wide range of features and equipment based on the outstanding level of equipment already featured on the 911 Turbo and supplemented by additional functional components exclusive to this very special model. As an example, the new 911 Turbo S is fitted as standard with dynamic bending lights featuring Porsche's striking headlight styling and double-lens projector.

Adjusting to the course of the road as of a speed of approximately 10 km/h, the headlights improve illumination of the road ahead and ensure better and earlier recognition of winding roads in particular, as well as possible obstacles in the dark. To ensure the widest possible illumination of an upcoming bend, the inner headlight in each bend may adjust by up to 15°, the outer headlight by up to 7° in its angle.

Experiencing the very dynamic character of the new 911 Turbo S, both the driver and front passenger enjoy adaptive sports seats with a memory function on the driver's seat, again naturally featured as standard. These seats offer even better side support and, in addition to the adjustment of all seat functions and the lumbar support, come with electrical adjustment of the side supports around the occupant's upper legs and hips.

The memory function comprises both exterior mirrors and all seat adjustments on the driver's side, with the exception of the side supports in the seats themselves.

Further improvements are cruise control as well as a six-CD/DVD changer integrated in PCM Porsche Communication Management.

Leather upholstery featured as standard in the new 911 Turbo S is available with two choices of twin-tone colours: Black/Cream and Black/Titanium Blue, with Black serving in both cases as the base colour.

On these new colour combinations both the door panels and the seat centre sections at the front and rear are finished in Cream and, respectively, Titanium Blue.

This highly attractive colour scheme is exclusive to the new 911 Turbo S and is rounded off by seat stitching in an appropriately matching colour.

Last but certainly not least, the 911 Turbo S is naturally available with virtually all special equipment and optional extras also available on the 911 Turbo.


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  • 16 Comments
      • 4 Years Ago
      Doesn't Porsche have a hard time meeting the new (upcoming?) fuel economy standards for their fleet because it is now based on wheelbase? Could be the reason they're making a relatively big deal out of it...
      • 4 Years Ago
      I think they didn't mention it because the car was previously revealed. The S adds 30hp over the base model.

      http://www.autoblog.com/2010/02/08/porsche-911-turbo-s-unveiled-with-530-hp-of-goodness/
      • 4 Years Ago
      Porsche is the only brand that gets IMHO. They refine, they don't reinvent, which to me is a much better method. Take a look at a Rolex, and you will see what I mean.
      • 4 Years Ago
      I'm very curious to see what they are going to do with the GT2 now. They almost have to make it have 570-600HP to distinguish it from the Turbo and Turbo S.
        • 4 Years Ago
        they stopped producing the GT2 before the 997.5 turbo came out , i think they are working on the 997.5 GT2. they have to make it faster than the F458, just like the 997 GT2 was faster than the Scuderia.
      • 4 Years Ago
      Sorry folks, I breezed right past this photo and article and had to return for a second look (hoping I'd see something truly new and exciting from Porsche), but sadly it's the same 'ole thing. I've grown so tired of Porsche's look that even 'new' models of the 911 don't look new. Even lowly Corvette has managed to change enough to look new each time an updated 'C' model is introduced. And of course, Ferrar, Lamborghini, and others competitive with Porsche have introduced really modern and different versions of known models enough to warrant them being called "new". I wonder if anyone actually works in the design department at Porsche...or do members of upper management just go into the files and pull photos of 20-year old Porsches and re-issue them as the next thing?
        • 4 Years Ago
        @MikeLee

        You are a genius. You should take over Porsche yourself and redesign the 911 from the ground up.
        • 4 Years Ago
        write them a protest letter !
      • 4 Years Ago
      Did you see the 918 yet?

      Also, this is still a 997 Porsche, it's just a different version of it so I don't think a styling criticism is really that relevant. I'm not necessarily trying to shoot down your argument, because you're probably right. But keep in mind the 911 has it's appeal which is probably difficult to explain to someone who doesn't like it.

      And I'm getting bored of people commenting on 911s lack of style change every time there is news about one, we get it, and your opinions aren't so unique that they need to be regurgitated every time it happens.
        • 4 Years Ago
        I am with you. Most people who criticize the 911s have not even drove one. The 911 is one of the only true sports cars out there that it is also functional and suitable for everyday driving. Why change something when it works so well?
      • 4 Years Ago
      +1 Mike Lee

      Seems the biggest competitor to Porsche is an older Porsche.

      Why buy new when you can get an older one that'll give you most of that "...functional and suitable for everyday driving" at a lower cost?

      I say invest the rest and wait for a bigger improvement.
      • 4 Years Ago
      Wow I can't do anything right today...

      by 30hp over the base model, I mean 30hp over the base turbo model, not the base 911 haha.
      • 4 Years Ago
      I don't understand people's criticisms of the 911 from a design perspective. The differences between a 993 and a 997 are massive. It would be like saying that Ferrari can't design cars because the 360 and F430 look "the same".
      • 4 Years Ago
      I can't understand the complaints on the design. A Porsce 911 is like a hand-tailored suit or tuxedo; the design will pretty much always be the same, slightly updated as time wears on, but always classy and attractive. It will always be evolutionary. What do you want them to do? And WHY would you want them to do it? There are other Porsches out there if you don't like the 911. The Cayman, in my opinion, is more attractive than the 911 and probably handles better than it. Maybe you have to be a "Porsche person" to understand it. As Titosor said, the 993 and 997 changes are pretty enormous, if you pay close attention to Porsches. Or, maybe you just need to drive one and listen to the boxer engine conduct an orchestra behind you, feel just how precise and crisp the steering is, throw one into a corner and feel the car sit flat and find it nearly impossible to make it understeer. I am slightly biased though ;) haha.
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