![porsche 911 engine tin porsche 911 engine tin](https://i1.wp.com/www.twinsparkracing.com/wp-content/uploads/2013/02/small_911_fan_housing_engine_porsche_tinware_throttles.jpg)
Two mirrored turbochargers replace the previously used identical parts.
![porsche 911 engine tin porsche 911 engine tin](https://en.hoffmann-speedster.com/media/image/3d/86/a1/530-4008-01.jpg)
The new six-cylinder engine features forced induction by an almost completely new intake system. In addition to the 22 kW (30 PS) increase in power to 331 kW (450 PS) at 6,500/min, the engine offers 30 Nm higher torque, at 530 Nm between 2,300 rpm and 5,000 rpm. New, larger turbochargers with symmetrical layout and electrically controlled wastegate valves, a completely redesigned charge air cooling system, increased compression, as well as the newly implemented piezo injectors combine to attain engine improvements in all relevant areas: responsiveness, power, torque characteristic, efficiency and manoeuvrability. Advanced development has been primarily focused on further enhancing performance, alongside meeting the latest emissions standards by including a gasoline particulate filter (GPF).
![porsche 911 engine tin porsche 911 engine tin](http://c767170.r70.cf2.rackcdn.com/RFVD37504300R.jpg)
And thanks to the automatically decoupling anti-roll bars, the ride was impressively supple over the bumpy stuff, though rough surfaces transmitted a bit of road noise into the cabin.The new 911 also brings a new generation of turbocharged flat-six engines. Hard braking revealed plenty of caliper-grasping power from the six-piston front monoblocs. In fact, the speed was so addictive and confidence-inspiring, we thought nothing of our accumulating velocity until we looked down and saw an indicated 150 mph on the speedo during a particularly open stretch of highway. Thrust felt practically limitless as we blasted past loaded-up minivans and modified Volkswagen Golfs, two of the most prominent automotive staples we encountered in the region. Though the steering may lack the telepathic, gravel-sensing feedback of the GT3 family, the Turbo addresses the road intuitively enough to encourage pedal-stomping aggression.
![porsche 911 engine tin porsche 911 engine tin](https://www.design911.com/uploads/diagrams/911_1989_1_05_105-10.jpg)
Though the brevity of our track sessions didn't offer as deep a dive into the Turbo's performance as we would have liked, blasting through the sprawling highways of South Africa's Gauteng province revealed almost all you need to know about the $189,150 911 Turbo S' real world capabilities. Though it lacks the handling delicacy of lighter variants, the Turbo still manages to rotate properly and position itself appropriately, thanks in part to the concerted electronic efforts of torque vectoring, active aerodynamics, and rear wheel steering. Corner exits are surprisingly easy, thrilling, and satisfying: Simply look ahead, mash the accelerator, and hang on as the rear tires dig into pavement while the fronts tractor ahead. There's a touch of front-end vagueness when entering fast corners, but once tucked in, the Turbo tracks into the apex nicely, with the rear-wheel steering offering an almost-perceptible shift in yaw as it settles into its groove with reassuring tautness. Compared to the lighter, $176,950 GT3 RS, the Turbo feels a tad less dedicated to the corner, with high-speed direction changes evoking glimpses of its grand touring intentions. The Turbo S bests the GT3 RS when it comes to an out-and-out acceleration (hitting 60 mph 3/10ths quicker), but it's in the corners where their personalities truly diverge.