Porsche 911 Turbo S 2016 Review

Porsche 911 Turbo S

International Launch Review
Johannesburg, South Africa

Porsche has crowned its facelifted 991.2 range with an improved Turbo S flagship, which continues the German sports-car maker's long tradition of increasing power but not fuel consumption with every upgrade. Due Down Under in May, the latest Turbo S is the most powerful, efficient, quickest and fastest 911 ever, and also gains new drive modes, new infotainment and new design elements inside and out. Predictably, however, it also brings a higher pricetag, rising by $12,000 to more than $450,000.

Porsche's top full-time model, the 911 Turbo, has long been the target of rival supercar makers, squeezed in a pincer movement by the likes of Nissan's GT-R and Audi's R8 from below and half-million-dollar exoticars such as the Ferrari 488 GTB and McLaren 650S from above.

At its heart is one of the world's most flexible engines; a 3.8-litre twin-turbocharged flat six honed over successive generations and more than 40 years to deliver outstanding levels of performance and efficiency.

Then there's the Turbo S, setting an even higher performance benchmark for others to aim at and allowing Porsche to charge even more.

Nudging $445,000, the outgoing 991-series Turbo S commanded a hefty $78,400 premium over the standard Turbo, for what amounted to more power and equipment.

Now, with a smaller but still substantial price hike of $12,000 (the latest Turbo costs a Ford Fiesta-sized $18,800 more than the model it replaces), the 991.2 Turbo S costs 'just' $71,600 more than the 911 Turbo at a cool $456,500, putting it within cooee of the latest lauded supercars like the Ferrari 488 GTB and McLaren 650S.

For the first time though, the Turbo S employs different turbocharger hardware to the Turbo to generate 427kW (15kW more than before and 30kW more than the 397kW Turbo) and a brutal but unchanged 750Nm of peak torque – 40Nm up on the Turbo, which is 50Nm torquier than previously at 710Nm.

While the new variable-geometry turbines of the Turbo S are now made from more exotic materials to withstand higher temperatures and its compressors grow by 2mm in diameter, maximum boost pressure remains 1.2 bar (1.0 bar for the Turbo).

But significant is a 0.15 bar boost increase 2500-4500rpm to improve midrange torque, and a new Dynamic Boost function that maintains turbo pressure for short periods after sudden throttle closures to increase response when the throttle is reapplied.

Factor in new cylinder-heads with modified inlet ports, new injection nozzles and higher fuel pressure, the changes are subtle but effective, resulting in more ferocious standing-start acceleration, even greater in-gear flexibility and quicker response to throttle inputs.

As we found on the congested streets of peak-hour Johannesburg, the latest Turbo S has a rare ability to chug happily away from as little as 80km/h and stretch all the way to 330km/h (up 12km/h) in the same gear – seventh in the dual-clutch PDK auto, which features revised shift points.

Despite the power boost, fuel consumption is down six per cent to just 9.1L/100km for both Turbo models -- the sort of economy with which the average Commodore driver would be happy.

Aided by an improved version of the all-wheel drive system seen in all 911 Turbos since the 993 of 1995, the extra engine performance is enough for the S to hit 100km/h in less than three seconds for the first time.

In fact, while Porsche says the standard Turbo now hits the national highway limit in three seconds flat – matching the pricier 488 GTB and 650S -- the S has an official figure of just 2.9sec (also 0.2secs quicker than before).

With launch control activated, both Turbo models feel every bit as quick as that. For once though, Porsche concedes that figure is conservative, with in-house tests producing 0-100km/h passes in less than 2.7 seconds, making its only real rival in terms of acceleration Nissan's GT-R.

Unlike some supercars, however, the Turbo S is not the slightest bit temperamental or intimidating. At the global launch at South Africa's refurbished Kyalami racetrack, many examples were thrashed mercilessly day in, day out for two weeks without incident.

And far from being daunted by them, the Turbos made light work of the rivers of water flowing across Kyalami's fastest corners, where the improved AWD system and highly effective stability control brought the car back into line no matter how hard it was provoked.

The same systems allowed as much sideways attitude under hard braking into corners as they did power oversteer on the way out of tight bends. Indeed, the angle of attack permitted before the stability control system subtly intervenes is one of many vehicle attributes now controllable via a bulky new four-mode Sport Response dial on the smaller three-spoke 918 Spyder-style steering wheel.

Now part of the 911's Sport Chrono package, which is standard on Turbo models, the rotary dial features a button that sets the car up for optimal powertrain response for up to 20sec, while an Individual mode allows engine and gearbox maps to be selected separately.

But the most impressive part is how predictable, progressive and controllable the Turbo S is when it breaks traction, sitting flat and telegraphing its intentions while it awaits your next command. In normal mode the level of power-down traction available from the 20-inch tyres (9.0-inch wide up front and 11.5 at rear) on the way out of bends is gob-smacking, but in the most aggressive Sport+ mode the degree of drift now available in corners is truly intoxicating.

The only other change inside is Porsche's new fourth-generation PCM4 infotainment system. This now features a new 7.0-inch colour touch-screen display incorporating a reversing camera, satellite-navigation, real-time traffic updates, mobile phone preparation, Bluetooth connectivity, voice control, USB/SD/CD/DVD playback functionality, smartphone-like multi-touch and input by handwriting, plus Apple CarPlay interface via cable for iPhone users.

However, there's no Android Auto interface for users of non-Apple smartphones and new functionality like Google Earth and Streetview via WiFi is not yet available in Australia.

Befitting its station at the top of the 911 tree, however, the Turbo S does comes standard with improved Porsche Active Suspension Management (PASM) adaptive dampers, Porsche Dynamic Chassis Control (PDCC) roll compensation and Porsche Ceramic Composite Brakes (PCCB).

All this is wrapped in a MYU17 body with only subtle changes, including new LED daytime running light strips, outboard front 'airblades', fresh tail-lights and door-handles, new twin exhaust outlets and a new three-part engine cover.

No, the top-shelf 911 might not have the cachet value of a Ferrari or Lamborghini, and it might not be as sharp as the GT3 or GT3 RS. But its versatility, durability, scalpel-like dynamics and blistering performance makes it as user-friendly as a daily driver as it is surgically effective on the racetrack.

It's pricier than ever, but there's no doubt the latest Turbo S is Porsche's greatest road-focussed 911 ever.

It's also bulletproof and won't require you to join a two-year waiting list.

2016 Porsche 911 Turbo S Coupe pricing and specifications:
Price: $456,500 (plus on-road costs)
Engine: 3.8-litre twin-turbo flat six-cylinder petrol
Output: 427kW/750Nm
Transmission: Seven-speed dual-clutch automatic
Fuel: 9.1L/100km (ADR Combined)
CO2: 212g/km (ADR Combined)
Safety rating: N/A

Also consider:
>> Ferrari 488 GTB ($469,988 plus ORCs)
>> Audi R8 V10 Plus ($407,810 plus ORCs)
>> McLaren 650S ($464,000 plus ORCs)