The Porsche 911 is by Definition Very Sporty, And Those Seeking the Most Extreme Variant End Up With The GT3 RS. At Least Nowadays, because the current 911 turbo S is a particularly successful cocktail or extreme speed and comfort with a clear focus on Everyday usability. In the 1970s, The Situation was completely Different, and Porsche, Along with BMW, Among The Pioneers of Turbo Technology was in Racing. To that end, the first generation 911 turbo, known internally as the 930, appeared in 1975 and served as a homologation model for the 934, a racing car that enterted the international group 4 Championship in 1976. This 934 was in Turn the Basic Faster and More Faster and More Faster and Much Faster and More Faster and Much Faster and More Faster and More Faster and More Faster and More Faster and More Faster and More Faster and More Faster and More Faster and More Faster and More Faster and More Faster and More. Requirements were a production or 400 street cars within 24 months, but no one could have guessed that the 911 turbo would all about 2,800 Enthusiastic buyers. The Improved Variant With A 3.3-Liter Insead of A 3.0-Liter Boxer Engine and 300 HP Instead of 260 HP Followed As Early AS 1978. This 3.3 Proved To Be An Even Greater Success, AS Porsche Sold Nearly 19000 Units Until 1989.
The Arrival of the Turbo was of Equally Great Historical Importance AS, For Example, The Introduction of Water Cooling in the 996 and the Introduction of the Fully Electric Taycan. The Financial Situation in Stuttgart had completely Changed by the end of the 1980s, and this jeopardized not only the survival of the 911 turbo, but also the future of the 911 and just that of the porsche brand. Initial plans to make the turbo An Independent Model Called 965, Similar to the 959, Were Scrapped, and With The Introduction of the New Generation 911 (964) In 1989, Porsche No Longer had a turbo in its Lineup. It Ultimately Tok Until 1991 Before a Turbo Based on the 964 Appeared. However, The Fruitless Development of the 965 Super Turbo had Wasted A Lot Of Budget and Valuable Time, And As A Result, The 911 Turbo Based On The 964 Was Assigned the 3.3-liter Engine of its Predecessor, With Some Modifications.
When we recyive the key to the turbo s in the museum workshop from Porsche Heritage Spokesman Alexander Hornig, It Happens with the Words: “Please be careful, because this car is much more powerful and faster than many people expect. It is a unique prototype, and we WOUDDE WE WE WE WE WE WE WE WE WE WE WE WE WE WE WE WEMD PROTOTOTYPE, And we WOUDDYDETYPE.” When I Leave the Museum Grounds Under The Attention of Both Visitors and Factory Employees, Alex’s Words Still Echo in My Head, But At The Same Time I Amazed At How Measured The Turbo S Can Be Guided Through Traffic in Zuffenhaussen. Because the chassis is Lowered by Forty Millimeters, The Car Feels Considerably Stiffer Than The Regular Turbo And Shows More Similarities with the Carrera RS. With Almost 200 Kils Less Ballast, The Leichtbau also Makes a Much More Light-Footed Impression. More Power Only Affects Acceleration, But Lower Weight Provides Benefits in Acceleration, Braking and Corning and Improves Handling. In Busy City Traffic, the extra powerful turbo Engine does not yet reveal any secrets, but you feel a slumbering potential as soon of the rev counter counteres the number 4. What makes the turbo S so special is the combination of a number or factors data or factors data or factors data or factors data or factors data or factors data or factors exper time or factors experly or factors are A Lightweight 911 was available in the Form of the Carrera RS, but it had a naturally aspirated 3.6-liter boxer with only 260 HP. The 911 Turbo Delivered 320 HP and with a so-called Werksleistungssteigerung (code X33) Even 355 HP, But It Weighed Considerably More at 1,715 kilos. The Idea to Incorporate the Best of Different 911 Variants Into One Model Arose at the End of 1991 Within the Sonderwunsch Department and was fueled by a Championship Victory in A New Class Within The American Imsa Series.
Super Car Championship vs
In 1991, The International Motor Sports Association (IMSA), the Bridgestone Potenza Supercar Championship in The United States. This class was intended as a crowd pleaser prior to the races of the gt championship. The Supercar Championship was for Sports Cars Such as the Chevrolet Corvette, Nissan 300ZX, Lotus Esprit and Porsche 911 Turbo. They had to Largely Meet the Production Specifications and Start On Bridgestone Potenza RE-71 Series Production Tires. For Dry Weather Conditions, The Teams Were Allowed to Shave Those Tires To A Kind Of Semi-Slicks, But In The Rain, The Full Profile Depth was Mandatory. Brummos Racing from Florida Entered Two 911 TurboS, with Le Mans Winner Hurley Haywood as the Regular Driver. Several Drivers Drove the Second Car, Including Former Formula 1 Driver Hans-Joachim Stuck. Haywood, with Starting Number 59, won the Championship and Porsche Could Call Itself Constructors Champion.
Lightweight Bucket Seat, IMSA Logo. You Step Into Not Just Any 964 Turbo.
Initially Porsche Wanted to Call It 911 Turbo RS
That Success Went Down So Well in Stuttgart That Plans Emerged for a Special Edition of the 911 Turbo to Celebrate the Title. As Early As January 1992, Rolf Sprenger, As Head of the then Sonderwunsch program – The later Porsche Exclusive Manufaktur – Sent a Hausmitteilung to Colleagues and Those Involved to Let Them Know That There Were Plans “Richt” Described was the Still Described DESTAUBED DESTAUBED DESTAUBED “Destaubed” Destaubed DESTAUBED. This Special Version had Already Been Approved and There Were equally some principles. These were a Lower Weight, Improved Performance, An Uncompromisingly Sporty Chassis and Some External Adjustments Such As a Different Rear Spoiler, Cooling Opening in the Flanks and Special Wheels. All copies had to be delivered as street cars and sold as such importers and dealers with a predetermined commission of 10,000 dm, but delivery could Possible Take Place in Zuffenhausen. Customers had to make an advance payment of 30,000 dm and the price had to be less than 300,000 dm.
Price set at 295,000 dm
Porsche Already Showed the Lightweight 911 Turbo in March at the 62nd Geneva Motor Show, which, thanks to Major Modifications, Delivered 381 HP and 490 Nm, But also Weighed Almost Two Hundred Kilos Less than the Production Car. Shortly After This Debut, Jürgen Pippig from the Motorsport Department Reported via An Internal Memo That Potential Porsche Customers were so fascinated by the Lightweight Concept that the car would go into production in a limited edition of twenty to fifty. In a sub -sequent press release, it can be so that the name was official set ax 911 turbo s, that it almost equaled the performance of the legendary 959 and was specific intended for amateur competition (club sport events) and collectors or exclusive cars. The Price Came to 295,000 DM.
The turbo s can show its true nature when we reach the schwarzwald with Beautiful Rolling and Almost Deserted Roads, and we can experience how radically the six-cylinder in the back has bone tasks care of. Thanks to, Among Other Things, Different Cylinder Heads, Polished Intake and Exhaust Ports, Sharper camshafts and Adjusted Valve Timing, The Engine Not Only Feels More Powerful Than The Standard Turbo, But also Stronger Than The Variants With X33 Factory Tuning. Due to the Lowered and Harder Chassis and the Absence of Any Comfort, The Overall Experience is Raw, Pure and Unfiltered. The Docile Character Resolutely Turns Around 4,000 RPM; The Six-Cylinder then Starts to Roar and the Acceleration Turns Out To Be More Spectacular Than Expected. The Linear Character Of A Carrera RS OR EVEN RS 3.8 Pales in Comparary to this Turbo S as Soon As The Turbocharger is up to speed and the maximum power of 381 HP Goes to the Rear Wheels. Thanks to the larger 18-inch speedline Wheels and the 265 Rear Tires, there is a remarkable amount of grip. Full Acceleration Into Fourth Gear Has Transformed the Environment Into a Green Tunnel and Hard Braking is the only appropriate response. The Turbo S Already Slows Down in An Equally Impressive Way, which One again Justice to the Low Weight.
How drastic The Weight-Saving Measures Were Becomes Clear when we take a closer look at some details. For Example, The Side Windows and the Rear Window Are Made of Thinner Glass and Fiberglass-Restforced Carbon Composite is Used For The Front Hood, Rear Spoiler and Doors. The Seats Have Been Replaced by Lightweight Recaro’s and the Rear Seats Have Disappeared. Parts Such As Electric Windows, Central by Locking and Air Conditioning Turned Out To Be Too Heavy, As did Sound-Dampening Materials and Even Bottom Protection. At 1,280 kilos, The Turbo S Weighs No Less than 190 Kils Less than the Standard 911 Turbo, which would have made the name turbo rs leichtbau fully justified. Despite the huge grip of the rear wheels and the confidence that the chassis sacrifices, we remain alert to the typical tail-haviness that is so characteristic or older 911s. Accelerating out of a bend at High Speed is Therefore not done with a kick on the accelerator pedal, but with precision and a sideways glance at the rev counter. If you take into account the Power Explosion around 4.000 RPM, you have little to fear from the turbo S.
After a few Hours of Driving, The Confidence is Such That We Regularly Shoot Over The Winding Forest Roads At A Blistering Pace, While the Atmosphere In The Car Is If We Are Enjoying A Sporty Drive Through The Are. The Engine Noise is Then the Important Indication of How Fast It is Really Going and With The Windows Ajar-Becoause No Air Conditioning-You Not Only Hear The Hoarse SCREENTECHING OF THE SIX-CYLINDER AT AT ON 6000 RPM, BUT ALSO The Loud Rock The Rock The Rock The Rock The Rock The Rock The Rock Inain Inain Inain Inain Inain Inain Inain Inain Inain Inain Inain Inain Inain Inain Inain Inain Inain Inain Inain Inain Inains Downshifting with whole-and-to-toe. That shifting is tight and precise, because with less than 4,000 kilometers on the odometer, this copy from the factory collection is as good as new.
Where the turbo used to be a sondermodel and the rest of the range had to do without forced induction, nowadays almost every porsche is equipped with a turbo and a naturally aspirated engine is special. Yet we dare to suggest that this turbo s is one of the most impression and desirable 911 variants. It is also the last turbo with rear-wheel drive and that enhances the unfiltered driving experience and the raw speed experience. There is no 911 That Brings the Driver Closer to Driving and At the Same Time Offers More Analog Sensation. There are of course countless 911s that are faster and better, but they are not more fun. A striking detail is that the 86 ‘regular’ copies of the leightbau have a market value of more than 1.5 million euros, making this unique prototype of a racing champion for public roads priceless.
