Test drive: 2015 Porsche 911 Turbo S – Precise image

Power – Precision – Perfection. These are the three characteristics that I think can describe what the Germans from Porsche were able to achieve with the 2015 911 Turbo S.

And I guess the word ‘fast’ is just too small in my perception. Asking this type of question is just like asking if water is wet!

This is not fast; this feels like a rocket. And the sound? Yes there are cars that have better sound but this is the sound of wind, power and engine combined. It is indeed very hard to describe the sound of this car. But is just superb.

How fast it is? Porsche says the 911 Turbo S is capable to hit 100 km/h in 2.9 seconds.  We’ve tested this with a GPS Speedometer and the result was: 0 to 100 km/h in 2.764 seconds! This is insane.

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At 50 km/h, the twin-turbo 3.8-liter flat-six pancakes you into the sport seat with up to 1.37 g’s of acceleration.  7 minutes and just 27.00 seconds at the Nürburgring Nordschleife. Quarter-mile? We did that in 10.9 seconds at 206 km/h. End there is almost no turbo lag; push the pedal and instantly reacts.

The launch control function helps you to achieve this type of acceleration and makes the 911 Turbo S one of the quickest production cars ever built.

To active this function you just need to put the car in sport-plus mode, keep your left foot on the brake and with your right foot accelerate over 5,600 rpm. When the engine hits 5,600 rpm a launch-control display comes up on the LCD “gauge”  – then you need to release the brake and keep hard the steering wheel because in a blink of an eye you will hit over 100 km/h.

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But you know what – what makes me even more surprised is that if you want to drive normally you can without any problem – and while most of the supercars are difficult to take on a daily basis, with the 911 Turbo S you don’t need to worry about this. You can take your kids to the school, go to shopping … anything else because with the Turbo S is no harder to live with than a regular 911.

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Engine, PDK transmission
The turbocharged 3.8-litre six-cylinder that Porsche installs in the 911 Turbo S produces 560 hp (412 kW) – 30 hp (22 kW) more compared to the old generation. Porsche says that the increase in power comes from the improvement of the engine efficiency with higher combustion pressures and new valve timing and ignition angle tuning. Charge pressure was increased to 1.2 bars to enhance power, and maximum engine speed was increased 200 rpm to 7,200 rpm.


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Red line starts at 7,200 rpm (I have to repeat myself) not 8,500 like in the case of the McLaren 12C for example – and this creates a little bit of confusion because from 2,000 – 2,500 rpm the torque is so powerful that makes you think the gears are too short and the car eats up the revs.

For the first time we have the “Overboost” function witch  increases maximum charge pressure by around 0.15 bar for up to 20 seconds in the middle speed range; this increases maximum torque to 750 Nm. The result is that the car pushes pushes and just pushes even if you think that is at the end of its power.

The PDK – Porsche’s Doppelkupplung gearbox is standard. The Turbo S comes just with this type of transmission and it’s nothing wrong because this is probably the best sports gearbox. This is not fast – the PDK changes gears with lightning speed. In addition, to minimize fuel consumption, the gearbox will go to the seven-speed from as little as 50 km/h (everything in normal mode).

Talking about the all-wheel-drive system ( called PTM ) has been enhanced to more efficiently deliver power to the ground, while not sounding like the Nissan GT-R’s all-wheel system with loud mechanical whines and chatter.

Suspension, handling, breaking
While not quite as impressive as in the new 911 GT3, the 911 Turbo’s S electric power steering is much nicer than it is in regular 991-gen Carrera models.  It transmits very well the road’s texture and feels well-weighted in every situation.

Sport Chrono comes as standard in the S model – so we do have active stabilizer bars, carbon-ceramic brakes and active engine mounts.  We also have rear-wheel steering, torque-vectoring rear axle and active all-wheel drive.

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In English J this means that if you turn into a corner at speed and the car will stay there and dig in. When you push it hard into corners you can actually feel all these systems how they interact and work to maintain your desired path.

Body roll?  None. Porsche’s PDCC active chassis control does a frankly mind-blowing job.

The 911 Turbo S is the first sports car to feature adaptive 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, the 911 Turbo on the other hand can adapt its aerodynamic shape to the current situation.

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All in all the ride is firm but on our smooth test roads seems perfectly supple enough for everyday use – just like I said before.

Brakes – yes; Porsche Ceramic Composite Brake (PCCB). It has already satisfied the toughest requirements on the racetrack and is a standard feature in the 911 Turbo S; and I guess by these I said already everything.

Interior and gadgets

Inside the cabin the noise level is very acceptable for such type of car – yes the 20-inch Pirelli P Zero tires make little to no noise over bumps but that’s ok overall.

Quality? Once again – is water wet?

Porsche builds some of the best cars in the world and uses probably the best materials that you can find in any car. The attention to details is stunning. Everything is covered in leather.

The rear seats offer space for two kids and double up as extra luggage space. Yes of course, for adults those seats should be used just in case of emergency. You have decent space in the glovebox and a couple of handy cup-holders hidden underneath a flap ahead of the front seat passenger.


The standard Adaptive Sport Seats Plus are great – they offer 18-way adjustment, allot of side support and Porsche offers the Memory package and electric steering column adjustment.

The Germans did a fantastic job with the instrument cluster too as it features a hi-resolution display on the right where you can see charge pressure and performance data. There’s also a new screen – the “Performance” screen that shows the momentary available engine torque by a moving dot on the screen; this value is a function of engine speed and load.

GPS navigation and Bose Surround Sound system is standard.

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Ferrari 458 Italia
McLaren 12C
Nissan GT-R

2015 Porsche 911 Turbo S Technical Details:

Height: 1,296 mm
Width: 1,880 mm
Wheelbase: 2,450 mm
Length: 4,506 mm
Engine: 3,800cmc rear engine, 412 kW (560 hp) @ 6,500 – 6,750 1/min 700 Nm (Overboost: 750 Nm, Sport Plus)
Top speed: 318 km/h
Acceleration from 0 – 100 km/h (0 – 62 mph): 3.1 s (Sport+) (our test 2.9 sec)
Acceleration from 0 – 160 km/h (0 – 99 mph): 6.8 s (Sport+)
In-gear acceleration (80-120km/h) (50-75 mph): 1.8 s (Sport+)
Fuel consumption: Urban 13.2 / Non-urban 7.7 / Combined 9.7 l/100 km

2015 Porsche 911 Turbo S

5 / 5

August 1st, 2015


2015 Porsche 911 Turbo S Test Drive Photo Gallery

  • Mike

    The only ‘problem’ is the price … over 200k eur – that’s 2x more compared to the GT-R.
    Other than this ….

    • NINI

      Ferrari 458 Italia and the 12C are both over 200k … so ….yes the GT-R is the cheapest one but the quality in the Porsche is way ahead …

  • Ina
  • Rene

    The PDK in all Porsche cars is fantastic. That is true