Six cylinders. Rear engine. In a boxer arrangement. There are some principles from which we never deviate. Because the typical Porsche construction and the position of the drive unit guarantee very good load changing, excellent balancing of masses, a low-vibration drive and a low centre of gravity. The cylinders are placed in two opposite rows, with a total displacement of 3.8 litres.
But we still haven’t mentioned what makes a Porsche a 911 Turbo: two exhaust turbochargers with variable turbine geometry. Together with the expansion intake manifold and VarioCam Plus. You might call it the fire within the 911 Turbo models. Or simply an extremely good basis for setting benchmarks. It comes in two power levels:
The 911 Turbo and the 911 Turbo Cabriolet deliver 520 hp available between 6000 and 6500 rpm and 487 lb.-ft. torque between 1950 and 5000 rpm (and briefly up to 524 lb.-ft. with the overboost function that comes with the optional Sport Chrono Package).
The 911 Turbo S models have 560 hp available between 6500 and 6750 rpm. The maximum torque is 516 lb.-ft., with no restriction. And it can increase to 553 lb.-ft., thanks to the overboost function that comes with the Sport Chrono Package, which is fitted as standard.
When you have so much to give you have to make savings elsewhere. For instance in fuel consumption and CO2 emissions. These are up to 16 % lower than the values of the previous generation. The result of technologies that keep the vehicle weight low and make optimum use of the fuel. These also include efficiency-enhancing measures such as thermal management, electrical system recuperation, the auto start/stop function or the coasting function.
The 3.8-litre, 6-cylinder boxer engine is made with a lightweight metal design. The engine’s low weight-to-power ratio increases agility and lowers consumption. Forged connecting rods are used.
