Porsche 911 991.1 Turbo, Turbo S (2013-2015)

Official photos: Coupé 2013 May 3, Cabriolet 2013 September 23
Premiere: Coupé 2013 May 3 in Moscow during the VIP evening of the 50 years 911 celebrations, Cabriolet 2013 November 20 at LA Auto Show
Market launch: Coupé 2013 September (as 2014 model), Cabriolet 2013 December

 © Porsche
 © Porsche

Technical specifications and comparison Coupé

Modification Gearbox Engine kW lb-ft Nm 0-60 mph 0-100 km/h mph km/h kg lbs W/lbs W/kg
2013 911 991 Turbo Coupé PDK 7-speed 3.8B6 383 485/*522 660/*710 3.3/*3.1 sec. 3.4/*3.2 sec. 196 315 1595 3516 109 240
2013 911 991 Turbo S Coupé PDK 7-speed 3.8B6 412 515/*551 700/*750 *3.0 sec. *3.1 sec. 198 318 1605 3538 116 257
2013 911 991 GT3 PDK 7-speed 3.8B6 350 324 440 3.3 sec. 3.5 sec. 196 315 1430 3153 111 245
2012 911 991 Carrera S WLS Coupé manual 7-speed 3.8B6 316 325 440 4.2 sec. 4.4 sec. 181 308 1395 3075 103 227
2012 911 991 Carrera S WLS Coupé PDK 7-speed 3.8B6 316 325 440 *3.9 sec. *4.1 sec. 190 306 1415 3120 101 223
2010 911 997 GT2 RS manual 6-speed 3.8B6 456 515 700 3.3 sec. 3.5 sec. 205 330 1370 3020 151 333
2009 911 997 Turbo S Coupé PDK 7-speed 3.8B6 390 515 700 *3.2 sec. *3.3 sec. 196 315 1585 3494 112 246

Technical specifications and comparison Cabriolet

Modification Gearbox Engine kW lb-ft Nm 0-60 mph 0-100 km/h mph km/h kg lbs W/lbs W/kg
2013 911 991 Turbo Cabriolet PDK 7-speed 3.8B6 383 485/*522 660/*710 3.4/*3.2 sec. 3.5/*3.3 sec. 196 315 1665 3671 104 230
2013 911 991 Turbo S Cabriolet PDK 7-speed 3.8B6 412 515/*551 700/*750 *3.1 sec. *3.2 sec. 198 318 1675 3693 112 246
2012 911 991 Carrera S WLS Cabriolet PDK 7-speed 3.8B6 316 325 440 *4.1 sec. *4.3 sec. 188 303 1485 3274 96.5 213
2009 911 997 Turbo S Cabriolet PDK 7-speed 3.8B6 390 515 700 *3.3 sec. *3.4 sec. 196 315 1660 3660 107 235
Here year is year of introduction, not model year.
* Sport Chrono Package incl. Launch Control and Overboost functions

2013 May 3, modest world premiere of the 991 Turbo in Moscow
2013 September 10, 991 Turbo at the IAA Frankfurt motor show. For some reason they called it World Premiere, although the car was premiered in Moscow 4 months earlier. August Achleitner, the 911 product manager, talks about the fabulous car.

The 991 Turbo was introduced 40 years after the first 911 Turbo prototype. The power figure was exactly twice the original. The 911 Turbo is naturally the heaviest 911, but luckily the weight was not up two times. The engine is basically the same direct fuel injection (DFI) unit that was in the 997 Turbo 3.8, just that fine tuning has given it 15 kW of additional power to retain the power-to-weight ratio of the predecessor.

PDK only

The 991 Turbo became 50 kg/110 lb heavier with its standard automatic transmission than the 997 Turbo 3.8 was with its manual gearbox. The 991 Turbo became the first 911 Turbo that was not available with manual gearbox - sad day for the enthusiasts.

The PDK has the coasting function which means the gearbox is declutched from the engine under free run (like shifting to neutral with manual gearbox), so the engine can drop its revolutions to idling speed and save some CO2. Now, if you braked under coasting (approaching to traffic lights for example), the engine was completely shut off.

The heavy weight of the 991 Turbo and the omission of the manual gearbox made the 991 Carrera S WLS/GTS a choice for the enthusiast. The power-to-weight ratio was only 5% poorer than on the 991 Turbo, but the Carrera WLS/GTS is 200 kg/440 lb lighter. When it comes to sports cars, lighter cars are always more intuitive to drive.

Rear axle steering

The first Porsche to have the rear axle steering was the 991 GT3. The system was designed for the 991 Turbo in first place, but as the last moment decision it was also incorporated into the GT3 that was launched before the Turbo. Rear axle steering is a system that was used by different Japanese cars already in the eighties, but it gained popularity in the 21st century as a measure to make heavy cars more agile. At speeds of up to 31 mph/50 km/h, the Porsche system steers the rear wheels into the opposite direction of the front wheels simplifying manouvering and parking. Between 31-50 mph/50-80 km/h, the rear wheels are not steered and at speeds above 50 mph/80 km/h, the system steers the rear wheels parallel to the front wheels, so the car can easily change lanes going sideways.

PAA - Porsche Active Aerodynamics

Porsche developed an active aerodynamic system for the 991 Turbo. It consists of a sturdy, retractable 3-stage front spoiler lip in addition to the 3 positions the rear wing can take. So, the 991 Turbo has the front and rear spoilers configurable for fast cornering on the race track or for the top speed on the straight track. In the performance position, all segments of the front spoiler are fully extended, and they generate considerable downforce at the front axle. Similarly, the rear wing is extended to its maximum height with the greatest angle of attack generating maximum downforce at the rear axle.

Turbo S

Unlike before, Porsche offered the 991 Turbo S from the start of the production of the 991 Turbo. The unique features of the Turbo S were the GT3 mirrors, slightly different front spoiler grilles and interior features. As before, the Turbo S was a heavily equipped version of the Turbo. The powerkit added 29 KW of power and the following equipment came as standard: PDCC Porsche Dynamic Chassis Control hydraulic rollbar system, Sport Chrono (Launch control and 0.15 bar overboost functions), dynamic engine mounts, PCCB Porsche Ceramic Composite Brakes, central lock wheels, full LED dynamic headlights, 18-way adaptive Sport Plus seats with memory. The 991 Turbo S lapped the Nürburgring Nordschleife in 7:27, which is 3 seconds faster than the 991 GT3.

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Turbo S front spoiler openings have slightly different grilles than the Turbo© Porsche
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Turbo S has the full LED dynamic headlamps as standard© Porsche
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Turbo with radar-controlled adaptive cruise control© Porsche
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Note the extended active front spoiler lip with Turbo S logo and the mirrors that were first seen on the GT3 (it is unclear why they are better than the Carrera or Turbo mirrors)© Porsche
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More show, less go - the standard wheel size grew to 20" as most of the customers wanted them despite their weight and decreased performance© Porsche
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Roof rack and optional aluminium window trim© Porsche
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Four exhaust pipes on a six cylinder car were an unpleasant view already on the 993 Turbo S. Four exhaust pipes suit a V8 engine.© Porsche
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The PAA Porsche Active Aerodynamics system generates 140 kg/309 lb of downforce© Porsche
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The Turbo is very wide, 2.8"/72 mm wider than the 991 Carrera - so the rear spoiler looks even too modest when lowered to standard position© Porsche
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© Porsche
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The rear end of the Turbo and Turbo S look the same, except for the letter 'S'© Porsche
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It is nice that with the start of the 991 generation, the full model name is written on the car. In the older cars there was no '911' on the rear lid and as a consequence, people not familiar with Porsches call the 911 (and sometimes even the 911 Turbo) a "Carrera".© Porsche
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© Porsche
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The air enters before the rear wheel, goes in a tunnel over the wheel through the intercoolers and exits at the rear© Porsche
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Central locking wheels are standard for Turbo S and optional for Turbo© Porsche
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Turbo 5-bolt wheels mimick the design seen on Audi wheels© Porsche
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Proven quality metal disc brakes© Porsche
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PCCB Porsche Ceramic Composite Brakes have been so problematic in the past that there's always that uncertain feeling when PCCB is promoted again with some new model© Porsche
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Cracks in the ceramic disc make you believe they are intentional... © Porsche
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Up to 30 mph/50 kmh the top is operable and it comes down in 13 seconds© Porsche
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© Porsche
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Turbo with front spoiler lip in extended position© Porsche
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GT3 mirror of the Turbo S© Porsche
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Sliding roof is available both in body colour and in glass© Porsche
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© Porsche
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No clutch pedal - ideal for sitting in city traffic and for cruising. When buying a Porsche, would you list sitting in city traffic and cruising more important than the passionate moments with her (the car!). For some people, this car is missing a pedal for sure.© Porsche
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If you need a top sound system in the 911, then opt for the weight-optimized factory installed Burmester system instead of any custom system© Porsche
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Paddle-shift transmission is excellent if you grew up with computer games - you can continue playing the game!© Porsche
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Cars equipped with optional camera-based road sign and speed limit recognition would show the data on the instruments© Porsche
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© Porsche
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PDCC Porsche Dynamic Chassis Control is an optional hydraulic anti-roll system which was first introduced for the Cayenne to minimize body roll in corners. The system is designed to fight weight, but at the same time it adds weight to the already heavy car.© Porsche
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Like the 991 Carrera, the Turbo has a sound symposer, which is a tube that transmits the engine noise from the intake manifold to the cabin. Sounds like a ridiculous idea, but if the customers demand it - OK.© Porsche
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© Porsche
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Wide and flat powerplant serves for low center of gravity - a passive measure to improve handling© Porsche
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VTG Variable Turbine Geometry© Porsche
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© Porsche
At 00:25 the video shows how the active front spoiler works

Aerokit

The package included a distinctive front lip with side fins and a redesigned rear lid that had a fixed trailing edge with side winglets and a retractable rear wing with an adjustable angle of attack. The Aerokit could be ordered in the body colour or in black. In addition to the Aerokit add-ons, the standard side skirts and rear apron were also painted. In the black version, the air intake fins on the rear lid were also painted black. The total downforce at 186 mph/300 km/h was increased from 9 kg/20 lb to 26 kg/57 lb in the top speed setting, and from 132 kg/291 lb to 150 kg/331 lb in the race track setting. To find a find a 300 km/h curve where you could use the addiitonal downforce is not an easy task. Also you would not want to increase downforce in the top speed setting as this would decrease the top speed. The Aerokit has always been more of an optical than a technical feature. The Porsche Aerokit is a wind-tunnel tested equipment and should always be preferred over the aftermarket kits, both because of the high speed safety and because of the residual value of the car.

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Looks like the modelling was done from the rotated 997 GT2 wing © Porsche
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Black painted rear lid fins© Porsche

Article © James Herne / Stuttcars.com


PDF

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Porsche Exclusive history

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Continue to 991.2 Turbo
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