Porsche 997 Turbo S (Part 2)

The larger diameter 19-inch wheels may reduce ride quality in full Sport mode, but this is a small price to pay. Indeed, the Turbo S’s agility has been described as almost GT3 like albeit without any of the road-going cup car’s intensity or demanding nature.

With its redesigned Gen2 engine, the 997 Turbo S upholds the 911 Turbo performance tradition. It doesn’t quite reach 200mph, and if its lighter and altogether more austere cousin, the 997 GT2, could pip it by 6-7mph, step-off in the Turbo S will always be faster to 100mph because, as Porsche’s figures show, the PDK transmission can swap cogs faster than any driver with a manual clutch. Total 911 has already commented on how the Tiptronic transmission suited the 996 Turbo, and though the 997 Turbo is held to offer a sharper drive, it does seem that intelligent automation is inevitable with this kind of performance, especially given the way the transmission works in conjunction with the car’s dynamic control systems. Certainly, the coupling of the double clutch with the Turbo S’s 526 horsepower and 700Nm deploys this resource with aplomb. The ‘highest level of drivetrain technology that Porsche has to offer’ combines performance with amazing refinement. Adhesion on dry surfaces is phenomenal, and the S accelerates with the control and direction of a proverbial space rocket.

Variable Turbine Geametry utilizes vanes within the turbo that direct exhaust flow onto the blades, giving greater boost across a wider rev range

Porsche’s standard-fit ceramic PCCB brakes and six-piston aluminium calipers at the front and four behind are more than a match for the Turbo S’s performance. They offer a durability which should extend through several service intervals, and will overcome complaints from owners of 997s with conventional brake linings that PTV increases rear brake wear.

Specialist view

“997 Turbo S models were built in small numbers and left the factory with a great spec. Big power combined with PDK gearboxes make them ideal daily drivers or special cars for the weekend. As with all of the lower production number factory specials, buyers suspect residuals will firm at a higher price when they eventually settle. Look out for cars that have been on track or have damaged ceramic brakes, as they cost a fortune to replace.”

997 Turbo S models were built in small numbers and left the factory with a great spec

Turbo timeline

1974: The first 911 Turbo model is revealed to the public, featuring a 3.0-litre 260bhp engine and now trademark rear spoiler.

1977: The first performance jump came in 1977 with the intercooler-equipped 300bhp 911 Turbo 3.3.

1990: Customers could now order the new 964 Turbo, featuring a further-tuned 3.3-liter engine found in the 930.

1992: The 964 Turbo was upgraded to a more powerful 3.6-liter engine.

1995: 993 Turbo was the first to have a bi-Turbo engine, reducing lag.

2001: The first water-cooled Turbo engine arrived with the 996.

2006: 997 Turbo introduced with 500bhp engine. Later given facelift and mechanical update.

2009: 526bhp Turbo S arrives in body shell of face lifted 997.

An automatic choice

One of the refinements of the 996 Turbo was a Tiptronic version - an important option on such a sophisticated GT and the absence of which on earlier Turbos no doubt cost sales. However, by 2000 Porsche was rightly confident that the Tiptronic would cope with the Turbo’s torque, and the two turned out to be a particularly successful pairing. Technology moves on, though, and the automatic 997 Turbo had the PDK gearbox, which offers the same levels of refinement as the Tiptronic and quicker step off than the six-speed manual. The 997 Turbo S is the first 911 to be offered without a manual option. Porsche has said that the majority of sales will be of the PDK variant, so it was not worth upgrading the six speed manual gearbox to handle the 700Nm torque of the latest S variant.

PDK is fitted as standard on the 997 Turbo S

Buying tips

The Gen2 engine, introduced in 2008 and turbocharged a year later, has got off to a better start than Porsche’s first water-cooled engine. The Gen2 unit is lighter and stiffer and has 40 per cent fewer parts: in four years it has gained a reputation as a well-engineered design. Given that the Turbo S model is less than three years old, used examples are likely to be in the hands of the OPCs, though RPM Technik in Hertfordshire currently have one for sale and ready to view in their showroom. However, despite the thoroughness of Porsche’s used car inspection, there are a few points to bear in mind.

Warranty: Most used Turbo S models will still have some of the standard two-year warranty period left. Consider extending this by a third year. Given the sheer power attributed to the Turbo S, check for crash damage.

Alignment: Make a geometry check part of the deal. UK roads are increasingly pockmarked with holes and sunken drains, and many authorities will not repair them until they are over 40mm deep.

Coils: A (rare) weakness is the ignition coils. See whether the OPC will consider replacing them as part of the sale, as the warranty does not cover consumables.

Price: The Turbo S is firm at the moment, but value falls by ten per cent when a new model is launched. Is it worth delaying purchase until the 991 Turbo arrives?

Porsche Experience: Do you really need a Turbo S? Go to Porsche Silverstone and try the plain Turbo or the new 991 Carrera S. You might surprise yourself!

“I’ve got one”

“I purchased my Turbo S with just 800 miles on the clock, and so far it has proved to be near faultless. Two things dominate the experience: the way it goes and the way it stops - it is an imperious ground-covering machine. The instantaneous PDK gear changes give monumental uninterrupted acceleration just when you need it, and the ceramics offer phenomenal, confidence-inspiring braking power. In the real world, few things stand a chance of keeping up. The Turbo S is an entirely different animal to the fidgety 996 GT31 had previously. Comfortable and composed when you want it to be (tyre noise and poor acoustics spoil total refinement), but a snarling beast when the mood takes you. The only thing I haven’t sussed yet is whether you can completely lock out the kick-down in full manual mode.