PORSCHE 964 TURBO S
The PORSCHE 964 TURBO S
There are few things I'll get up at 4 o'clock on a Sunday morning for: a date with top model Cindy Crawford to see the sun rise together is one, and, as in this case, the chance to drive the best car that Porsche has ever built is another. Those lonely morning hours after the first weak rays of sunshine when the dew is fresh and country roads are clear; what better way to sample the 911 Turbo S?
Entering Porsche's latest lightweight is not easy due to the shape of the racing seats, but once settled in the narrow, leather trimmed shells they feel tailor-made. Adjustment is limited, and you grip the wheel as if in a Group A car. However, the instruments and switchgear are instantly recognisable as 911.
A turn of the ignition key and, with no sound deadening or rear seat to suppress noise, even at idle speed it is obvious there is something different about this car. Principally, the engine is still the same 3.3-litre of recent years but, for this limited run of 100 cars, a number of modifications have been made: revised camshafts have been fitted, a larger turbocharger produces more power at high revs, and the engine management system has been re-programmed to suit.
The modifications are said to produce a further 61 horsepower on top of the standard car's 320, but it feels more like 150. The Turbo S is tuned for high power output and it comes on in brutal fashion, not at all progressive. In this respect it is reminiscent of the first 930 Turbo. It is basically all or nothing, and never before has a car from Zuffenhausen been so much fun. Below 4,000 rpm nothing much happens, but when the turbocharger comes on boost it takes an experienced driver to keep out of trouble. You need to fight with the wheel, which is reason enough for liking the car as the standard version is boring by comparison. The Turbo S constantly demands your maximum concentration, experience and physical power. The absence of power steering is noticeable as your upper arm muscles react to the fat 235/40 ZR18 Dunlops on threepiece rims. Massive 265/35 ZR18s provide the traction at the rear, aided by a special anti-slip differential with up to 100% anti-lock, depending on power. Straight-line traction is, therefore, not a problem, and the factory's claimed acceleration figures of 4.6 seconds to 100 kph (62 mph) and 14.2 seconds to 200 kph are certainly plausible. Porsche is claiming a top speed of 290 kph (180 mph) but, off the record, I hear that it easily breaks the 300 kph (1 86 mph) barrier.
The extra performance is not only the result of higher power output and outstanding traction, weight is also an important factor. With a dry weight of 1,290 kilos the Turbo S is at least 180 kilos less than its production counterpart. I say 'at least' as most production cars are delivered with options such as air conditioning and other heavy accessories which easily add an additional 50 kilos. Therefore, the ultimate street Porsche went on a weight reducing exercise much like that of the Carrera RS, i.e. racing seats, no electric windows, central locking, soundproofing and rear seat, and doors opened from the inside by a simple pull strap. Further weight is trimmed by using ultra-light Kevlar doors, bonnet, engine cover and rear wing, and there is no underbody protection.
Everything has been done to create one of the most exciting driving machines of all time, and its DM 295,000 price tag can easily be justified at 4am on a Sunday morning . . .
It takes some time for the oil to warm up as the car is equipped with a second oil cooler, but on reaching the open road both car and driver are ready for the challenge. Shifting down to second gear, the tachometer hovers at around 3,000 rpm. Pedal to the metal! A second's silence as the needle makes its way past the 4,000 rpm mark then, like an exploding bomb, all hell breaks loose. The Turbo S squats down on its haunches and the tyres want to spin, but the differential prevents it. A corner looms and I lift my foot from the accelerator to the brake. I thank God for seat belts as the massive brakes dramatically reduce the car's progress. I double declutch, shift down and apply opposite lock as the car starts to oversteer on the exit.
The Turbo S is tuned hard but fair, the guys in development engineer Roland Kussmaul's team doing a better job than on the Carrera RS. The chassis is more compromising, particularly on bumpy roads. The steering is more exact thanks to a strut brace and, once used to it, you hardly notice the absence of power-assistance.
The chassis tuning produces very neutral handling; it is only when you push the accelerator hard that the back end wants to power slide. And, in spite of the wide tyres, straight line stability remains good, perhaps helped by the re-profiled rear spoiler.
Apart from the spoiler the only other body modifications were made for increased cooling: instead of front fog lamps the Turbo S has air scoops for the brakes and oil coolers, while the 959-style intakes in the rear wings duct extra air to the engine.
Porsche has created a supercar that can compete with the world's best. The evergreen flat-six is still not ready to die, and the combination of fine chassis tuning and the best ever braking system on a street-legal car will keep the most demanding of drivers satisfied. With the Turbo S Porsche is still able to maintain its status as manufacturer of one of the world's most exciting sports cars. Long may it continue!
911 TURBO S
ENGINE: Turbocharged and intercooled flat-six
CAPACITY: 3,299 cc
MAXIMUM POWER: 381 bhp (320 std)
MAXIMUM TORQUE: 490 Nm @ 4,800 rpm (450 @ 4,500 std)
ACCELERATION: 0-100 kph/62 mph 4.6 seconds (5 std). 0-200 kph 14.2 seconds
MAXIMUM SPEED: 290 kph/l 80 mph (270/168 std)
PRICE: DM 295,000 (Germany), C125,000 (UK). UK-allocation already sold out
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