992 turbo s v manual 997.2 turbo

[IMI A]

Interesting watch. I don't feel too bad being slower than SWMBO in her 991.2 turbo s on circuit now

 

[TurboSandGT4]

Love both cars - that thumbnail is a great angle
Thanks for posting-both drivers are cool

 

[don0301]

This makes me want to buy a 992 Turbo S.

 

[IMI A]

Its interesting that the 992 turbo s is not night and day quicker than the 991.2 turbo s according to Sport Auto


Here is what Auto Motor Und Sport says (Google translate from German article):
https://www.auto-motor-und-sport.de/...ife-supertest/

With the standardized brake measurement from 100 km/h, this almost seems to be the case. The 992 Turbo S achieves UHP-like warm braking values with standard tyres. For comparison: 31.3 meters braking distance for the 991.2 Turbo S on Pirelli P Zero Corsa N0, 31.5 meters braking distance for the current model on Pirelli P Zero NA1.

Normally, a sports tire in the warm state has clear advantages in terms of deceleration, while in the cold state it reveals noticeable disadvantages. At 32.9 metres, the NA1 also shines with an excellent cold braking distance (cold braking distance of the 991.2 Turbo S on Pirelli P Zero Corsa N0: 35.5 m) – respect also at this point to the tyre developers, who have thus more than met the requirements in the specifications.

Of course, the impressive PCCB ceramic brake system (for the first time in a 911 with ten-piston brake calipers on the front axle) and the very good ABS set-up play a major role in the braking performance. Incidentally, the braking system of the 992 Turbo S can be dosed well at the limit of the race track – better than on the 992 Carrera S. Both models are equipped with the electric brake booster (eBKV) installed for the first time in a 911 generation.

At Hockenheim, too, the Pirelli P Zero NA1 seems to teach us sports tyre advocates a lesson at first. With a lap time of 1m 47.8s, the 992 Turbo S beats true semi-slick heroes à la Mercedes-AMG GT R Pro (1m 48.0s), McLaren 600LT (1m 48.9m) and Lamborghini Huracán Evo (1m 49.0m). Chapeau!

At Hockenheim, the overall concept superimposes the tyre properties and appears coherent. After two to three laps on the GP circuit, however, the dry grip decreases.

But the fast lap time belies the behaviour of the NA1 tyre at the limit. Even with brand new tyres, the grip level is not as grippy and focused as with a sports tyre, but looks more diffuse and slightly slipping at the limit. This slightly erasing adhesion property of the tires has to be "driven over" by simply forcing the Turbo S into higher swimming angles.

Turn in, go full throttle early and, even if it pushes or pushes slightly, simply continue to steering and stay fully on the accelerator pedal – in ideal line hunting, variable all-wheel drive system, electronically controlled rear axle transverse lock, PASM adaptive suspension, PDCC roll stabilization and PSM sport mode support the driver. At Hockenheim, the overall concept superimposes the tyre properties and appears coherent.

After two to three laps on the GP circuit, however, the dry grip decreases. Steering precision and bearish traction are receding more and more and switching to greasy handling as tyre temperatures rise. This grip change is also noticeable when braking. Initially quite late braking points gradually shift further forward, as a wiping, slightly pushing front axle feedback is becoming more and more present when braking.

Meanwhile, the electromechanical steering with variable steering ratio (14.4 : 1 [middle position] to 12.5 : 1) and the new eight-speed PDK (predecessor with seven-speed PDK) do a sovereign job. The feedback from the steering does not appear too dull or too pointed on the race track. The PDK can be left with the gear changes in the border area. The switching points fit perfectly. For years, no one has been applying automated shifting as well as Porsche.

7.17 minutes is not slow. No sports car without semislicks was faster in the Supertest. From Porsche, however, we have always been used to significant time jumps when changing the model of the 911 Turbo.

And with these preliminary impressions it goes to the Nordschleife. My expectation: If the 992 Turbo S narrowly beats a Mercedes-AMG GT R Pro at Hockenheim, it will also have it under control at the ring – or even dominate it. Lap time of the AMG GT R Pro? 7.07 minutes. Although the AMG managed this fixed lap time on its extreme Michelin track tyres, the Porsche with 65 hp more rated power than the GT R Pro.

First 7.25, then a 7.21, and at 7.17 minutes the stopwatch for the 992 Turbo S finally stops – drops of sweat, shaking of the head, disillusionment. Back in the workshop, a Porsche employee thankfully takes me aside and reveals the internal expectations, which also reveal the time corridor that Porsche determined during its internal test drives on the Nordschleife. O-Ton: "If you're as fast with the 992 Turbo S as you are with the 991.2 Turbo S on Corsa, everything is fine."

It is slowly becoming clear why Porsche has not published its own official Nordschleife lap time this time. The 992 Turbo S completes the Nordschleife with NA1 tyres no faster than the 991.2 Turbo S on Corsa tyres – even though the current 3.8-litre biturbo mobilises 70 hp more rated power than the predecessor engine. Just so we don't get it wrong: 7.17 minutes is not slow. No sports car without semislicks was faster in the Supertest. From Porsche, however, we have always been used to significant time jumps when changing the model of the 911 Turbo.

Even more than the lap time, however, the subjective driving experience on the Nordschleife was surprising. Put in, feel good, be fast immediately? No! The characteristics that characterise almost all current Porsche models on the Nordschleife topography only apply to a limited extent to the Turbo S. Overall, the 991.2 predecessor with Corsa tires on the ring conveyed more confidence at the limit than the current model.

We miss the sports tyres

The slightly slipping tyre grip can perhaps be compensated for in Hockenheim with larger swimming angles, but on the Nordschleife this only wants to succeed to a limited extent. This driving behavior robs particularly trust here.

Cause research, point 1: The slightly slipping tire grip can perhaps be compensated for in Hockenheim with larger swimming angles, on the Nordschleife this only wants to succeed to a limited extent. In the Hockenheim right-hand bend in front of the Mercedes grandstand, for example, you can get in relatively relaxed, as you have the asphalted run-off zone next to the piste in mind as an emergency solution. There are no emergency solutions on the Nordschleife, as the run-off zones are tiny. Slipping or lubricating handling robs particularly trust here. On the Nordschleife, it helps the driver if the tyre presents him with a reliable and precisely defined limit range.

The advantage of the PASM sports suspension, which is offered as an option for the Turbo S for the first time, is counteracted by the absence of a designated sports tyre. The sports suspension includes shorter springs with sportier spring rates and a different set-up of PDCC roll compensation. Lowering? Yes, by ten millimeters. Despite the sports suspension, the cornering speeds of the 992 Turbo S with Pirelli P Zero NA1 are, with a few exceptions, slower than those of the 991.2 Turbo S on Corsa tyres.

By the way: For the 991.2 predecessor model, the PASM sports suspension was also fully developed, but did not make it to series maturity. Fortunately for the current Turbo S, otherwise its lap time on the Nordschleife would certainly be slower than that of its predecessor.

At the absolute limit, the PDCC Roll Assist filters away almost all Nordschleife bumps. The somewhat synthetic feedback results in unforeseen vehicle reactions.

Cause research, point 2: At the absolute limit, the PDCC Roll Assist filters away almost all Nordschleife bumps. You have the feeling a bit as if you were floating on a hovercraft over the Nordschleife. As a result, the feedback not only appears somewhat synthetic and slightly decoupled, but also leads to unforeseen vehicle reactions. The Turbo S never really signals to its driver on the Nordschleife that the limit has been reached. And once the limit is exhausted, this eleven suddenly becomes pointed.

For example, at the beginning of the Nordschleife, on the undulating passage after the fast Hatzenbachbogen and before the Hatzenbach alternating curves. Normally, the body movements of a vehicle on these bumps signal at some point that it is high time to take your foot off the accelerator pedal and brake. The Turbo S initially gives you a deceptive sense of safety with low body movements – and if you miss the right braking point just a bit, it suddenly moves rabidly when braking. In the Turbo S, you also have to prepare for a sudden offset on the wave running across the track in front of the fast Metzgesfeld links.

Cause research, point 3: After Metzgesfeld 1 comes Metzgesfeld 2, a place where a different basic theme of the 992 Turbo S stands out. Braking, downshifting, then back on the gas – compared to the 991.2 Turbo S, the current 3.8-litre biturbo has more power, but does not hang quite as greedily on the gas in the medium speed range as the 580 hp predecessor engine.

Even more lightweight construction, please

At 1,622 kilos (1,656 kg with non-saleable safety package including cup full bucket seat and titanium roll bar), the 911 Turbo S is 45 kilos heavier than its predecessor.

And there are numerous such corners on the Nordschleife in which the current Turbo S leaves time compared to its predecessor due to its slightly delayed response. The longitudinal dynamic advantage of the 992 Turbo S (0–200 km/h: 8.6 s) over the 991.2 Turbo S (0–200 km/h: 9.9 s) is thus largely fizzled out at the ring.

Cause research, point 4: At 1,622 kilos (1,656 kg with a non-saleable safety package including cup full bucket seat and titanium roll bar), the 911 Turbo S is 45 kilos heavier than its predecessor. And the development of the weight spiral is probably unstoppable if the facelift 992.2 Turbo S is rumored to really be launched as an E-Hybrid.

Unless Porsche will in future rely on lighter composite materials à la carbon fiber not only in its GT models, but also in production vehicles. Equality strategy and cost pressure or not. Otherwise, the 911 Turbo S will break the 1,700-kilo mark in the foreseeable future.

McLaren shows how you can still build relatively light sports cars even today. The optional lightweight package, which our Turbo S test car also had on board, is a first approach. The lighter glazing, full bucket seats, reduced insulation and the absence of the rear seat system save 30 kilos. Also for an extra charge there is a carbon roof.

Sports suspension, lightweight package, carbon roof – all this literally screams for an optional UHP sports tyre for the direct successor 992.2. Then we will certainly celebrate the 911 Turbo S not only as a rain king – but also as a Nordschleife hero again.

 

[911UK]

that is progress on the 992

 

[TurboSandGT4]

Carwow drag raced a 991.2 TTS vs 992 and there was a clear difference. in straight line performance over the quarter mile.

 

[IMI A]

Thats straight line and the carwow 991.2 TTS was running slow times for that model. We have run our very healthy stock 2018 991.2 turbo s cab against both brand new 992 turbo s coupe and cab in Aug 2020. Really nothing in it on our day at VMAX over 1.2 mile blast even straight line. Like Sport Auto found out on track difference was less than I expected for 80 bhp difference. The cabs were about the same straight line. They do say Porsche gave all 2018 991 turbo s got the Exclusive 606bhp tune.

 

[TurboSandGT4]

there was a noticeable difference between our 991.1 and 991.2 (much more than 20hp). The .2 would cause nausea to some passengers which i found entertaining.
I haven`t driven a 992 Turbo as yet...

 

[IMI A]

Straight line 992 ts defo quicker to 130mph. Pulls out a 2-3 car lengths. After 130mph initial 2-3 car gap is maintained all the way to 200mph. at the Ring the better driver would win in either car as theyre so even stevens there.

 

[911UK]

Carwow drag raced a 991.2 TTS vs 992 and there was a clear difference. in straight line performance over the quarter mile.

agree, not sure what was the issue with the 991.2 Turbo S used by carwow