The location of the six-cylinder boxer engine was not up for discussion. Neither was the use of two exhaust gas turbochargers with Variable Turbine Geometry (VTG). These are permanent fixtures in a successful concept. But that was no reason for Porsche engineers to rest on their laurels.
As a result, the 3.8-liter flat-six engine now comes in two power levels.
The 911 Turbo models generate 500 hp between 6,000 rpm and 6,500 rpm and 480 lb-ft of torque between 1,950 rpm and 5,000 rpm (516 lb-ft for a temporary period with the overboost of the optional Sport Chrono Package Turbo with dynamic engine mount system).
In the 911 Turbo S models, a modified valve control system and an adaptation of the engine management, combined with an increase in maximum boost pressure by around 2.9 psi (0.2 bar), enable the power unit to produce 530 hp between 6,250 rpm and 6,750 rpm and generate a permanently high torque of 516 lb-ft between 2,100 rpm and 4,250 rpm to deliver even more power to the road.
The consistently high low-end torque of both engine variants means that you can relax behind the wheel – and relax about fuel consumption, too.
Fuel consumption is a consideration that at present is becoming at least as important as performance figures. Including – perhaps particularly – for sportscars of this genre. The fuel consumption and emissions of the 911 Turbo S models are as low as those of the 911 Turbo models, despite 30 hp of extra power output. Both engine variants comply with the LEV II emissions standard.
This has required the use of sophisticated technologies and processes. Examples include direct fuel injection (DFI), VarioCam Plus, Variable Turbine Geometry (VTG) and the expansion intake manifold.
On balance, the engines of the 911 Turbo and 911 Turbo S models demonstrate power, even when it’s not just about power in the traditional sense of the word.