The 996 Turbo only offered 560 Nm between 2,700 and 4,600 rpm. With its ten second overboost, the torque could even reach 680 Nm between 2,100 and 4,000 rpm. The torque figures were literally boosted as well: 620 Nm from 1,950 until 5,000 rpm. With 480 bhp at 6,000 rpm the 911 GT1 derived engine of the 997.1 Turbo offers a whopping 60 bhp increase over the 996 Turbo.
The most noticable upgrade in terms of specs, is the power output. The engine in the 997 Turbo was the first petrol engine with variable-geometry turbochargers (VGT) With the exception of the Turbo label in the rev counter, the 225 mph speedometer and the door sill panels the Turbo shared all of its interior components with its Carrera siblings.
Who lusted for a bit more side support, could order the optional bucket seats. The excellent sports seats remained untouched and came as standard.
The 997 got a much more modern, straight forward design for the centre console. Gone were the round shaped buttons from the 996. While the exterior design was more an evolutionary thing, the interior had been redesigned completely. That made the Turbo, just like its predecessors, the perfect car for hasty connoisseurs. The 997 didn’t grow much in dimension, which makes manoeuvering through dense traffic very easy in comparison to let’s say a Lamborghini. Compared to the Italian competitors it nearly looks unobstrusive. The wide body with the air vents give the Turbo a more muscular look than its Carrera siblings, but the Turbo remains subtle and discreet. The characteristic air outlets in the rear bumper was carried over from the predecessor.ĭespite the aggressive design elemtents, the 997 Turbo remained true to himself. The Turbo trademark air vents in the rear quarter panel gave it a nice touch, as well as the nicely integrated, extendable rear wing. The new front end with the classic oval shape headlights and LED daytime running lights seemed timeless and very appealing. The 997 Turbo was presented in February 2006 on the International Motor Show in Geneva. Styling wise the 911 Turbo remained true to himself: muscular but still discreet All 997 Turbos came with Porsches active suspension management as standard.Įverything that isn’t all wheel drive, is a compromise. The PCCB offer more durability under heavy braking, but are much more expensive to replace than the standard steel brakes. You can spot the PCCB at first glance with its yellow brake calipers. In the 911 Turbo S they were fitted as standard. As an optional extra, the Porsche ceramic composite brakes (PCCB) were offered. With the Facelift, Porsche ditched the Tiptronic S in favour of the new seven-speed Porsche double clutch gearbox (PDK). Walter Röhrl once said: “Everything that isn’t all wheel drive, is a compromise.” The 911 Turbo was definitely no compromise then, as it was only offered with four driven wheels. In its first year of production, the 997.2 Turbo was offered als a coupé and cabriolet, from 2010 onwards, the beefed up Turbo S joined the pack. While the 997.2 Carrera delivery started in July 2008, Turbo buyers had to wait until 2009 for the revised version.
Transmission wise, a six-speed manual and the automatic five-speed Tiptronic S were offered. The cabriolet didn’t join the lineup until September 2007.
The 997.1 Turbo Coupé was offered between June 2006 until the end of 2008. Which versions are out there?Īt first, we’ve got to differentiate between the 997.1 and the 997.2. Without a doubt, the same could be said about the 997 Turbo (S), which we want to take a closer look to. The Turbo has always been the perfect blend of super car performance with all the everyday usability of the Porsche 911. Since 1974 the Porsche 911 Turbo is considered as the speerhead of Zuffenhausen’s finest sports cars. When hearing Porsche 911, almost instantly the Turbo comes to mind.