Right after starting the engine, it’s noticeable that there’s less of the rough engine noise typical of the Carrera and Carrera S. The exhaust growls with a deep bark, and the startup sound is dominated by the exhaust note.
Putting the PDK into Drive, I set out to test the power of the 650PS 3.8-liter flat-six turbo engine. Gently pressing the accelerator, the car moves forward very smoothly. While the base Carrera’s low-speed torque is already impressive, this car is even easier to handle.
With just a slight touch on the accelerator, you can precisely control the car’s speed. The previous 991 Turbo was already excellent in low-speed drivability, but this tradition is well preserved and improved in the 992, making it even easier to control.
This is a major difference from GT models like the GT3.
GT3s tend to launch by aggressively revving the engine and using that rotational force to move forward, but the Turbo is the exact opposite. It’s clear that ease of handling and drivability on the street are prioritized.
The character difference is so distinct that it’s hard to believe they’re both 911s.
This Turbo S is equipped with PASM sports suspension, lowering the ride height about 1 cm compared to the standard model. Although I didn’t drive extensively in the city, it should be considered quite comfortable for winding roads like the Royu Driveway.
You can definitely feel the firmness in the suspension, but it absorbs road inputs instantly and smooths out shocks very well. The firmness doesn’t feel much different from the base Carrera, but the biggest difference seems to be in sound insulation. The “thud” of larger vibrations feels less sharp, with high-frequency noise more suppressed than in the Carrera.
Also, switching back from the Turbo S to my own Carrera, I noticed the Turbo S’s suspension tracks the road surface better. Of course, differences in wheel size and the presence of PCCB brakes also play a role, but the Turbo S feels less unsettled and seems to press the tires more firmly onto the road.
There’s definitely a luxury and refinement that matches the price.
Switching to Sport mode and pressing the accelerator firmly, though not full throttle, the acceleration is overwhelming. The G-forces on the body are on a completely different level from the high-performance cars I usually drive.
“Wow, this is fast!” — just as I imagined.
The 0-100 km/h time is listed as 2.7 seconds, but like other Porsches, this figure is likely conservative and easily achievable. Watching videos on YouTube where it races against global rivals confirms the 911 Turbo S is among the world’s fastest.
Switching to Sport Plus mode, the variable front spoiler flaps extend and the rear wing rises. Suddenly, the gentle low-speed character transforms into a GT-like beast. The standard PDCC system brilliantly controls body roll, allowing stable, comfortable cornering at speed.
The exhaust note at this time is also fantastic. This car is fitted with the standard exhaust, featuring the traditional Turbo quad square muffler tips. Even with the normal exhaust, revving the engine produces a loud and satisfying sound inside the cabin.
Again, engine noise is more suppressed than in the Carrera, and the exhaust tone is pleasant and centered on the exhaust note. It’s hard to imagine anyone not being satisfied with this sound.
Riding the Turbo S reminded me of the Panamera Turbo I used to own. Comfortable and sporty at low speeds, but when switched to Sport Plus and pressing the accelerator, its character changes dramatically. It moves with agility unthinkable for a sedan and delivers incredible power.
It achieved these contradictory traits at an incredibly high level.
This Turbo S inherits that very character of Porsche’s “Turbo.” At low speeds, it shows no hint of its 650PS power, but once whipped, it transforms into a wide-eyed beast.
This is the essence of Porsche’s “Turbo.”
When thinking of Porsche’s high-performance models, flashy GT cars like the GT3 tend to get all the attention, but having owned a GT3 myself, I honestly think the Turbo offers greater satisfaction on public roads.
Of course, the GT3 has its own merits, but the Turbo deserves more recognition. If I could advise my pre-GT3 self, I’d say, “Don’t blindly idolize the GT3—take a good look at the Turbo, too.”
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