2015 Porsche 911 Turbo S test drive and review

What does a successful businessman with a background in drag racing, modifying domestic cars and owns a Z51 optioned C6 Corvette buy when he’s shopping for premier performance cars? After doing a lot of research, Porsche became an obvious consideration. The polarizing styling of the new Corvette along with the experience with the C6 eliminated the new Z06 from contention.

Having no luck with a test drive of a Turbo S at the first dealer, the second one welcomed him with a test drive and multiple launch control demonstrations. And that was it, he was sold. Mark Blackwell loves his Turbo S and I do too. I had to keep reminding myself I didn’t have the funds to purchase it, otherwise I would have blurted out, “How much do you want for it?” several times. There is no
question this is one of the best overall performance cars in the world.

Besides the obvious headlining acceleration, Mark feels it is better looking every time he looks at it. The lines of the body seem to show better in gray color rather than being hidden by black. The only thing he would like to change is being able to activate the front and rear active aerodynamics independently. The Porsche owner retention marketing is exceptional with invitations to multiple product track events, mailings and more.

The acceleration challenges your perception of time and distance. While seemingly bending physics, the speedometer reading throws you off as it moves in 25mph increments rather than the 10mph mere mortals and drivers of obtanium are accustomed to. And looking in the rear view mirror, the cars behind you are so much further back than you recall experiencing on a more regular and mundane basis.

How does this translate to quantifiable numbers? Try Car and Driver’s recently instrumented test: 0-60mph in 2.5 seconds and a 10.6 second quarter mile at 130mph. Superbike territory from a car with a full warranty and a luxurious interior on pump gas. Demonstrating launch control, the back of my head hit the seat cushion and stayed seemingly pinned there for an extended period. Its
warp drive activation that you never forget. On our lunatic launch control, which is quite easy to activate compared to other makes, is a 5,000rpm clutch dump that produced a little bit of tire squeal from the front tires. The exhaust burbles coming to a stop and downshifting at low speeds and isn't too intrusive on the highway. Conversation was easy and the stereo at low volume was still easy to hear.

The lateral g-forces measured by C&D was 1.07g on stock 20” Pirelli P Zeros, this car is equipped with wider tires on sophisticated looking HRE 21” wheels. The fronts are 255, up from 245 and the rears are 325, up from 305. They allow a full view of the Porsche carbon ceramic brakes (PCCB) and yellow calipers. Adding to that set-up are TechArt three-quarter inch lowering springs. Taking a
banked off ramp at speed produced a hysterical giggling at the absurd speed it could enable. Even when exceeding the car’s limits despite the rear wheel steering, stability control gently intervened helping the driver correct our course rather easily.

The 991 generation is bigger than the previous 997. It’s longer, wider and lower with a 4" longer wheelbase. In conversation with a knowledgeable fan of Porsche, he pointed out it is more of a rear mid-engine car now, rather than rear-engine. The rear is wider and looks it. It looks more exotic. The rear fender hips are outrageously bulging over the exotic single-lug wheels. Headlights are stacked
and recall the Carrera GT.

The interior is modern art and engineering. Even the cupholders are worthy of admiration, the trim work and leather dashboard a touch of class. Surprisingly the front cargo space is only 2 cubic feet less than the seemingly huge hatch area of the new Corvette and remains out of site versus exposed under glass and for the center-of-gravity geeks, stores lower as well. The 18-way adaptive seats are perfect, even for a serious weight lifter. The car looks more exotic than the previous generation 997, it is quieter on the highway and the PDK transmission is exceptional around town and at full throttle.

Interestingly, Porsche changed the gear ratios in the transmission to more conservative ratios than the past where 60mph was in third gear. Now it isn’t even the top of second. This means there is even more acceleration potential. The monster brakes are 16.1” in front and
15.4” in the rear. The boxer motor is rated at 560hp at 6750 rpm and the torque peak is 516 lbs. ft. at a low 2100 rpm and an overboost function of 553 lbs ft. Supposedly these are based on 93 octane figures. Which implies the engine control unit will “tune up” when better gas is used than California’s overpriced slop.

This is a budget Veyron with more luxury, available customization and tunability with exquisite engineering. The added dimensions really add an element to the car, so besides a flat-6 engine hidden deep and low under the rear hood, it does show quite well.