2017 Porsche 911 Turbo in Riverside

The Porsche 911 Turbo combines efficient high performance and full-fledged everyday usability unlike any other sports car. Active systems like the intelligent Porsche Traction Managment (PTM) all-wheel drive, rear axle steering, adaptive aerodynamics and Porsche Torque Vectoring (PTV) Plus, promote performance and stability alike. The 911 Turbo S, with its full complement of standard features, also has the PDCC roll stabilization system and the PCCB ceramic braking system as standard. These systems are optionally available on the 911 Turbo. A new generation of tires offer lower rolling resistance and increased grip.

Many improvements and innovative functions enhance the performance of the new 911 Turbo models. The engines of the 911 Turbo and 911 Turbo S do not only feature greater power and efficiency, they respond even more directly to the throttle inputs due to the new Dynamic Boost function and the extended Sport Chrono Package which is now standard in all 911 Turbo models.

Porsche Stability Management in the new 911 Turbo models now enables greater performance at the push of a button. When the PSM button on the center console is pressed briefly, the system activates the PSM Sport mode. This function can be used independent of the Sport Plus mode. Compared to PSM On, the PSM Sport allows much larger yaw movements as well as more wheel slip. On the racetrack, drivers can approach the performance limits of their vehicles without sacrificing the safety of PSM assistance when needed. A warning light and a message in the instrument cluster indicate that PSM intervention is limited. The driver can completely deactivate the system by pressing the PSM button like before.

Porsche Traction Management (PTM) also contributes to the further enhanced driving dynamics of the new 911 Turbo models. For example, the plates in the coupling of the electro-hydraulically controlled all-wheel drive system with a water-cooled transfer case have a higher friction coefficient to ensure that the enormous torque of the turbo engines is transferred to the front wheels precisely and consistently. The system’s further improved control quality ensures that the distribution of forces between the front and rear wheels occurs even faster and more precisely than before. This results in better and more precise handling, traction and driving performance. The further developed PTM also offers advantages when approaching the lateral limits of the car. Handling is more well-rounded and precise, because the reaction of the system to accelerator pedal and steering wheel inputs is executed even more precisely. The dynamic and fully variable distribution of torque between the front and rear axles reduces wheelspin and necessary interventions of PTM and results in further improved control quality.

As in the previous generation, Porsche Dynamic Chassis Control is standard on the 911 Turbo S and optional on the 911 Turbo. This active anti-roll system blends the lowest possible body roll angle in aggressive driving situations with a high level of comfort in straight-line driving by substantially decoupling the anti-roll bars in the latter condition. On uneven road surfaces, PDCC resists suspension spring compression, improving handling by compensating for body roll up to the limits of adhesion. This feature also ensures ideal tire contact to the road surface, enabling more lateral grip and increasing speed through turns. This results in faster lap times. PDCC provides greater steering feedback and precision. When the SPORT Plus mode is activated, the PDCC system reacts more aggressively.

As on the previous model, active rear axle steering, powered by electromechanical actuators on either side of the rear axle, varies the steering angle of the rear wheels by up to 2.8 degrees opposite the front axle’s steering angle or up to 1.5 degrees in the same direction. For reference, a steering angle of 2.8 degrees at the front wheels corresponds to a 45-degree steering wheel angle. Active rear axle steering achieves two effects: when the front and rear wheels turn in opposite directions, which occurs at speeds below 31 mph, the 911 Turbo handles like a vehicle with a considerably shorter wheelbase, exhibiting sharp responses and agility in turns as well as easier parking maneuverability. At 34.8 feet, the 911 Turbo models have a smaller turning circle than all other competitors. Above 50 miles per hour, the front and rear wheels turn in the same direction, lengthening the vehicle’s perceived wheelbase. This yields greater stability during lane changes, especially at high speeds. With both axles steering in the same direction, response to the steering wheel is especially rapid and yet less disruptive to the chassis. Furthermore, the high lateral force potential at the rear axle allows for a steering ratio that is ten percent more direct.

The steering has largely been adopted from the previous model, however the screw connection points for the front axle cross members are now in a new position. This changes the steering kinematics of the front axle which results in a more dynamic steering response.

Visually, the new 911 Turbo generation incorporates the distinctive design features of the new 2017 911 Carrera models, accompanied by the typical styling cues of the 911 Turbo. The new front fascia with side airblades and LED front lights with position lights and direction indicators give the front end a wider look along with the additional louver in the middle air intake. The LED headlights — now standard in the 911 Turbo models coupled with the Porsche Dynamic Light System (PDLS) — include four-point daytime running lights, dynamic leveling control, speed-dependent headlight range control, dynamic cornering lights and a headlight cleaning system. The 911 Turbo S models also offer the dynamic, camera-based PDLS Plus headlights with high beam assistant.

All 911 Turbo variants are equipped with new 20-inch wheels. The standard center lock wheels on the 911 Turbo S now have seven instead of ten dual spokes. The standard wheels on the 911 Turbo are one-half inch wider than before: 9 J x 20 in front and 11.5 J x 20 at the rear – the same size as the 911 Turbo S wheels.

The rear fascia also gives the car a fresher, more striking look while accentuating the width. Three-dimensional taillights with four-point brake lights and aura-like illumination immediately stand out. Additional air outlet ports for charge-air cooling and redesigned dual tailpipes characterize the latest generation of the 911 Turbo. The rear decklid cover was also reworked and now features a three-part design: right and left with longitudinal vanes in black, and central air intake vanes with a separate cover for optimized air induction. Like before, the 911 Turbo has chrome-plated stainless steel tailpipes, while the 911 Turbo S is characterized by black-chrome-plated stainless steel tailpipes.

As introduced in the previous generation, the Porsche 911 Turbo features adaptive aerodynamics, helping it achieve superior usability, efficiency, and performance. Without active components, aerodynamic tuning always represents a compromise between efficiency and performance.

Porsche Active Aerodynamics (PAA) — based on a unique combination of a front spoiler that can be extended in multiple stages and a rear slotted wing that is adjustable in height and attack angle — allows the 911 Turbo to adapt its aerodynamics at the press of a button. The 911 Turbo switches between different aerodynamic modes while preserving the balance of aerodynamic lift between the front and rear axles. PAA controls the front spoiler and rear wing in three basic modes. Initially, both are fully retracted. With the front spoiler retracted, a large approach angle and increased ground clearance is achieved, significantly minimizing scraping and impacts on steep ramps, driveways and curbs.

PAA stays in the initial mode up to a vehicle speed of 75 mph, at which point the Speed mode is initiated. Speed mode extends the two outer segments of the three part front spoiler. This diverts more air around the body, which reduces aerodynamic lift at the front axle. Simultaneously, the rear wing is extended one inch upward. In Speed mode, the total drag coefficient of the 911 Turbo is very low, improving fuel economy and enabling a maximum speed of 198 mph and 205 mph in the S model. When the car’s speed drops below 50 mph, PAA automatically switches back to the initial setting.

The "Performance" mode, which is activated in Sport Plus mode, adds an entirely new aerodynamic dimension to PAA in the 911 Turbo. In this mode, at 186 mph, the active aerodynamics generate 291 pounds of downforce. By pressing the vehicle even more forcefully to the road, maximum lateral grip is increased by ten percent at this speed. To generate the extra downforce in Performance mode, the middle section of the front spoiler is extended, joining the two side sections. Even more air is diverted around the vehicle, generating a low pressure zone behind the spoiler. Simultaneously, the rear wing is extended to a height of three inches and angled forward seven degrees. The aerodynamic capabilities of the new 911 Turbo now place its performance to levels previously reserved for Porsche GT sports cars. Switching from the "Speed" mode to the "Performance" mode shortens lap times on the North Loop of the Nürburgring by two seconds.

An Aerokit is optionally available for the 911 Turbo models, providing up to 40 pounds of additional downforce at 186 mph. It encompasses a new front spoiler with side fins and a completely redesigned rear deck lid that has a fixed rear spoiler with side winglets while maintaining the automatically adjusting rear wing.

Carmine Red and Miami Blue are new available special colors for the 911 Turbo models. Inside, Saddle Brown is available as a new leather color; also new is the special color Bordeaux Red. The two-tone Black/Bordeaux red interior is being offered as the standard color scheme for the 911 Turbo S models for the first time.

The new Porsche Communication Management system with online navigation and a state-of-the-art touchscreen is as easy to operate as a smartphone. Online capability has been improved to include real-time traffic information, Google Earth and Google Street View. The system can be readily paired with a smartphone, providing access to many more apps.

To reduce the severity of collisions, Porsche is now also implementing the automatic post-collision braking system in the 911 Turbo. After an initial collision, it automatically brakes the vehicle to slow it. This is done even if the driver is no longer pressing the brake pedal. This can prevent secondary collisions or reduce their severity. The driver can override the system at any time by pressing harder on the brake pedal or accelerating.

The brakes of the 911 Turbo models feature red six-piston aluminium monobloc fixed calipers at the front and four-piston aluminium monobloc fixed calipers at the rear. The brake rotors diameter is 15.0 inches front and rear.The brake calipers have an enclosed monobloc construction. This makes them tougher but lighter, enabling a more rapid response and release of the brake, even under extreme loads. The brake rotors are cross-drilled for better performance in the wet. The cast iron composite brake system offers a further increase in braking power and features lightweight brake rotor hubs made of aluminum. The rotors on the front and rear axles feature a friction ring made of gray cast iron and brake rotor hubs made of aluminum. Compared with comparable, one-piece brake rotors made of gray cast iron, the brake disc hubs made of aluminum offer a weight advantage for unsprung masses of approximately 8.8 lbs. per vehicle. In addition to reducing the vehicle weight, this also reduces the rotating and translational masses and improves driving dynamics. The brake rotors hubs and brake rotors (friction rings) are connected by means of several radially arranged pins made of stainless steel.

The Porsche Ceramic Composite Brake (PCCB) is standard in the 911 Turbo S and optional on the 911 Turbo. The cross-drilled ceramic brake discs have a diameter of 16.1 inches at the front and 15.4 inches at the rear for an even more formidable braking performance. The use of six-piston aluminum monobloc brake calipers on the front axle and four-piston aluminum monobloc units at the rear (all finished in yellow) ensures extremely high brake forces which are exceptionally consistent, a crucial necessity. On the 2017 model, the ceramic brake rotors are no longer spring mounted, but held in place with bolts.

The brake rotor hubs of the PCCB system are made of forged and anthracite-anodized aluminum, while the rotors themselves feature a high level of ceramic content.

The key advantage of the ceramic braking system is extremely low weight of the ceramic brake discs, which are approximately 50 percent lighter than standard discs of similar design and size. This reduces the unsprung and rotating masses, resulting in better road-holding and increased comfort, particularly on uneven roads, as well as greater agility and improved handling.

Like the 2017 911 Carrera and Targa models, the new 911 Turbo is available with Lane Change Assist. This system monitors the drivers blind spots and areas to the rear of the vehicle on both sides behind using a radar sensor. If the system detects another vehicle in the blind spot, it informs the driver using a visual signal in the corresponding door mirror panel. The system is active over a speed range from 20 to 155 miles per hour, and it can be activated or deactivated in the instrument cluster.