Porsche News

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Andrew Nabors – January 30, 2019

The New Porsche 911 Isn't Scared of Rain

As a native Floridian, driving in the rain is a rite of passage. But for those of you in the normal world, the new Porsche 911 Isn't scared to get wet. Instead of waiting for the driver, the new 992 Series 911 reacts first. Taking readings of wheel slip and steering angles, your Porsche will politely ask you for wet mode. In their latest YouTube upload, we see how the system lowers the thresholds for ABS, traction control, and the stability system. If you prefer the AWD models (Carrera4, Turbo, & Turbo S), most of your torque will be sent to the front wheels and the locking differentials are held open. Lastly, the intercooler flaps are opened and the rear spoiler is raised to give maximum grip on slippery roads. Your car has a vested interest in keeping you alive, but only the new 911 is proactive about it. Our dealers will tell you all the other new features, so click the link below and stay with us for all your Porsche news. Browse new Porsche 911 For Sale Related: 2020 Porsche 911: Top 5 Interior Features 2020 Porsche 911: Price, Specs, Photos & Review

By Andrew Nabors – January 29, 2019

Find Your 911 GT at Porsche West Palm Beach

Do you like your Porsche 911 to stand out from the crowd? You might think the top-level models are only found at the race track, but think again. If you have a need for speed, you can find your Porsche 911 GT at Porsche of West Palm Beach. As the flagship of the Braman Motors group, it is an obligatory stop for any Porsche Aficionado. Located just off of Interstate 95, their inventory will take your breath away. While they are happy to show you the advancements of the new 992 Series, their real treat are several examples of the 911 GT2 RS, along with GT3 RS and non-RS models. Don't believe us? Check out these beauties: 2018 Porsche 911 GT3 View Price & Listing 2018 Porsche 911 GT3 View Price & Listing 2019 Porsche 911 GT3 RS View Price & Listing 2019 Porsche 911 GT3 RS View Price & Listing 2018 Porsche 911 GT2 RS View Price & Listing 2018 Porsche 911 GT2 RS View Price & Listing Tell us which one you would pick in the comments below, and stay with us for all your Porsche 911 news.

By Andrew Nabors – January 24, 2019

911 Magazine Interviews a Porsche Pioneer: Herbert Linge

Changing careers and employers is a common theme to today's working class. But Germany still holds true to traditional ways. In their latest upload, 911 Magazine interviews Herbert Linge. His dedication to his first job has spanned over 7 decades, with 11 LeMans races along the way. Joining as an apprentice, you are taught a trade by a master. When the company invests in you, it is in their best interests to keep you on the payroll. Such is the case here. After setting up the workshop at Weissach, he spent time over here building America's Porsche Parts & Service network. We applaud you Herr Linge, thanks for helping build the world's best cars. View All Porsche For Sale Related: Magnus Walker's Favorite Porsche Dr. Wolfgang Porsche's Five Favorite Cars

By Andrew Nabors – January 23, 2019

Porsche Top 5: The LOUDEST Porsches

It was 15 years ago, and I thought my car was loud. My perceptions of loud changed after a Brumos Racing Porsche passed me with a hellish scream. The flat-six engine design does not lend itself to being quiet, so turn up your audio. In their latest episode, Porsche Top 5 has the Loudest Porsches of all time. Sound is measured in decibels (dB) so this list might shock you. Lets put these numbers into perspective. OSHA only allows workers to spend 8 hours a day at 90 dB. Because higher numbers are exponentially louder, US workers are only allowed 2 hours at 100dB. The band KISS was measured at 136 while playing in Ottawa in 2009. Above 120 dB causes hearing damage, 130 dB is physical pain. 140 is the average noise on the deck of a Nimitz-class Aircraft Carrier. 150 dB causes ruptured ear drums, and anything louder is either the SR-71 Blackbird or a North Korean diesel submarine. Thanks to the rear-engine layout, the Porsche 911 is quite capable in off-road racing. The 3-Liter Safari was built to take on the world's toughest races. When it started the famous Paris-Dakar race, its 122.9 decibels could probably be heard at the finish line. The 4th spot goes to a screaming 996 series 911. Once the world survived Y2K, Porsche decided to build a race car in 2004. In order to homologate this beast for tracks around the world, they were forced to build a street-legal version- the first GT3 RS. Still one of the loudest racecars ever built, the exhaust was measured at 123.4 dB. What does the Porsche 928 have in common with the original Camaro ZL1? Both use aluminum V8 engines with identical bore spacing. Porsche wanted a sports coupe with big block V8 power and a rear transaxle. Needless to say, it has an American roar of 126.4 dB. Number two isn't a Carrera GT or one of the wild air-cooled 917s. Porsche wanted to dominate Formula1 in 1962, so Typ 804 was driven to victory by Dan Gurney. Even spectators probably had hearing damage from the 137 dB of victory. Now it is time to discuss the loudest Porsche of all time. When the 911 met its first turbo, it was a match made in heaven. To prove the concept on the track, the 1974 Carrera RSR Turbo 2.1 used equal-length headers to spool the largest turbo you have ever seen. To keep it spinning, there is no exhaust behind it, just a hater pipe that emits 138.1 dB of dominance! Our dealers have great incentives on new & certified Porsche 911 models (including mufflers). So click the link below and stay with us for more Porsche Top 5 uploads. View All Porsche 911 For Sale

By Edward Jones – January 17, 2019

Chris Harris' 2020 Porsche 911 (992) Review

Chris Harris points out in his latest below that new 2020 Porsche 911 models don't come out too often, and he's 100 percent correct. That's what makes the unveiling of the new 992 generation a big deal. (Scroll Down For Video) This is why Harris took a good chunk of time to review the 2020 Porsche 911 (992). In this video review, he tests out the 911 Carrera S. One of his major points that he makes out is that the new 992 generation really feels like 991+ or just a heavily facelifted take on the 991. Still, he does go on to point out differences between the two generation and what makes this new 911 better or worse. Check it all out in the video below. Also, see if you can catch his cheeky joke about his recent GT3 Touring crash. " width="680">

By Andrew Nabors – January 09, 2019

Porsche Previews the new 911 Cabriolet

Almost every day Porsche unveils new details of the 992 series 911. Yesterday we shared their Top 5 Interior Features, and today we have a quick preview of the new 911 Cabriolet. Uploaded to YouTube last night, we see a new Carrera S coupe and then the first glimpse of the 992 series convertible. Porsche 918 Spyder Price, Specs & Review This film coincided with a press release outlining the details of this new model. Initially, the convertible will be offered on the Carrera S and Carrera 4S if you want AWD. Their 3.0L turbocharged flat-six offers 443 horsepower and 390 lb-ft of torque across a broad RPM range. A new 8-speed PDK transmission allows the Carrera S to reach 60 mph in 3.7 seconds, and the Carrera 4S scorches the pavement in only 3.6. Both times are from cars equipped with the optional SportChrono package, so make sure to include it when placing your order! Some cars simply don't look good as drop-tops. That's why Porsche has spent countless hours to make sure the lines of the Cabriolet are just as appealing as its hardtop sibling. One thing the new Cabriolet does accentuate is the flared fenders at each corner. The wheels are 20 x 8.5" front and 21 x 11.5" rear, so does this mean the end of narrow-body 911 models? We may have the answer soon. Click the link below to find the closest Porsche 911 dealer near you and stay with us for all your Porsche news. View All Porsche 911 For Sale

By Andrew Nabors – January 08, 2019

2020 Porsche 911: Top 5 Interior Features of the new 992

If you haven't seen inside the new Porsche 911, prepare to be amazed. The latest installment of Porsche Top 5 was uploaded to youtube earlier today, and it offers a stunning view inside the 992. Ivo Van Hulten is Porsche's Director of Interior Design, and here are his 5 favorite interior details. Having the necessary information can make or break a victory. That is why the new 911 has a central tachometer flanked by configurable displays. A 10.9" touchscreen is easy to reach and navigate, and four buttons below it are a far cry from the previous generation. To keep the controls close at hand, Ivo and his team offset the center console towards the driver. It rises from between the seats to meet the center vents, then it takes a sharp plunge into the firewall. The shapes are geometric, but their edges are smooth and rounded. Top 5 Most Expensive Porsches Ever Sold This leads into #3, the 3D horizontal trim that makes the interior appear larger than it is. A ledge protruding from the dash is a blank canvas, and it will be home to open-pore wood, machined aluminum, and of course, carbon fiber. Number two is the instrument cluster, which is almost completely digital. The tachometer refuses to relinquish the needle, and it is clearly seen even with the steering wheel at full lock. While it is an analog reading, the tach is purely digital. 2020 Porsche 911: Top 5 Exterior Features of the New 992 This leads us to #1. Mr. Van Hulten says the 992 series 911 has the perfect blend of digital and analog display. This can be seen in the Sport Chronometer, the shifter, and several other controls that offer haptic feedback. If you are interested, our local dealer can be found at http://dupontregistry.com or click the link below to find a 911 for sale near you. Stay with us for all your Porsche news! View All Porsche 911 For Sale

By Andrew Nabors – January 08, 2019

Porsche 2018 Sales: Record Year in U.S.

It is time for a celebration in Atlanta. But instead of 400 cases of Coors, we suppose Porsche North America is having Hefeweizen und Strudel. That's because Porsche's 2018 sales figures point to another record-year for the automaker. Their latest press release shows model-year 2018 saw a 3.2% sales increase. A total of 57,202 deliveries marks nine years of growth. As the 7th consecutive year of improvement, they offer up sales of each model. Leading the way is the Macan. This compact SUV is smaller than the Panamera, and if offers tremendous abilities at an affordable price. 23,500 examples make for 9.7% growth. In the second year of its new body style, 8,042 Panamera deliveries accounted for double-digit percentage growth. As the last year of the 991.2 chassis, the 911 family saw a 7.6% increase to 9,647. This was thanks to unprecedented sales of the GT2 and GT3 performance models. The Porsche Macan was their best-selling model in 2018. Full-size SUVs are the hottest industry segment, so December was dominated by the Cayenne. Introduction of the Cayenne S and Turbo. Buyers demanded 1,383 examples of Cayenne, a stark contrast to 940 from December 2017. Last but not least, Porsche Certified Pre-Owned sales saw a 20.7% jump to 23,046 deliveries. Our dealers need to make room for 2020 models, so click the link below for great incentives and stay with us for all your Porsche news. View All Porsche For Sale Model December Sales Year-To Date 2018 2017 2018 2017 ALL 911 789 773 9,647 8,970 ALL 718 237 301 5,276 5,087 ALL PANAMERA 332 455 8,042 6,731 ALL CAYENNE 1,383 940 10,733 13,203 ALL MACAN 1,345 1,444 23,504 21,429 GRAND TOTALS 4,086 3,913 57,202 55,420

By Andrew Nabors – January 02, 2019

2020 Porsche 911: Top 5 Exterior Features of the new 992

We hope you are ready for this: a new year has yielded a new 2020 Porsche 911. The 992 series remains true to form, even at a distance. This is something that can't be said of any other competitor. It was probably a challenge, as designers have been forced to integrate new technologies and upgrades within the given parameters. As always, their efforts have resulted in a stunning new version of our favorite rear-engine friend. In the latest episode of Porsche Top 5, Director of Exterior Design Peter Varga has compiled the top 5 exterior features of the 992 series Porsche 911. His favorite aspects start with the new 3rd brake light. It has been integrated into the rear grille and it commands attention from traffic behind you. The new body also carefully sculpted to make the car appear lower. While ride height has not been changed much, the 3D trickery used here make it resemble a body-dropped race car. Tell us your favorite part of the new car in the comments below, and click the link to find a new Porsche 911 near you! View All Porsche 911 For Sale Related: Porsche Looks Forward to 2019 Porsche 918 Spyder Price & Specs

By Andrew Nabors – December 14, 2018

Porsche 911 Turbo S Price, Specs, Photos & Review: 2013-2...

991 Porsche 911 Turbo S Review If only the best will do, we have the Porsche Turbo S specs for you. What if there was a twin-turbo supercar that anyone could purchase? The Porsche 911 has grown from one model in 1963 to several dozen variants. Names like Carrera, Targa, GTS, and Cabriolet can be had in rear or all-wheel-drive. But sitting atop the ladder is the king of all 911 models, the Turbo S. The most successful generation for the 911 has been the 991 series. Base model Carreras were introduced in 2012, with the Turbo S arriving for the 2013 model year. Available as a coupe or convertible, every Porsche 911 Turbo S specs include a twin-turbo 3.8-liter flat-six, all-wheel-drive, and a PDK transmission. BMW M5 vs Porsche 911 Turbo S 991 Porsche 911 Turbo S Engine How can a six-cylinder engine become more than just a sum of its parts? Send it to Stuttgart and each piston will produce over 100 horsepower. The twin-turbocharged 3.8 L flat-six engine of the 991 series arrived with 552 hp 516 lb-ft of torque and 553 lb ft with over-boost. Optional at first, the Sport Chrono package added an over-boost function to the turbochargers. This pushed torque to 553 lb-ft in certain situations. For those lucky enough to order an Exclusive series, the twin-turbocharged 3.8-litre flat-6 engine offered 607 horsepower and a Porsche 911 Turbo S 0-60 is 2.8 seconds if equipped with the Sport Chrono Package. 991 Porsche 911 Turbo S Design As the ultimate example of the Porsche 911, the design of the 991 Porsche 911 Turbo S was wider and lower than its siblings. It incorporated adaptive aerodynamics in a front chin spoiler emblazoned with the Turbo S logo. Along with the giant rear wing they deployed automatically or manually via a button on the console. Porsche never stops innovating, and they cooked up a series of upgrades for the 2016 model year. When it was said and done, almost every dimension was changed. Styling updates to the front and rear separate the 2013-2015 cars into the 991.1 generation. Taking a hiatus, the 2017-2019 cars are known as the 991.2 series. 991 Porsche 911 Turbo S Price If you want one of the fastest cars on earth, the 991 911 Porsche Turbo S price started at $161,500 in 2013, with the convertible adding around $12,000. The Exclusive Series was limited to 500 examples, with many approaching $275,000. Because Porsche does not limit production, a Porsche 911 Turbo for sale comes down to age, options, and miles. A 2018 Porsche 911 Turbo S price starts at $190,700 MSRP. The most valued models have "Special Wishes". Known as Z codes on the build sheet, it represents a custom touch requested by the buyer. These are sent to the factory with more safeguards than nuclear launch codes. A custom paint color and carbon fiber wheels could be fought over by potential buyers. 991 Porsche 911 Turbo S Specs Price: $190,700 Engine: 3.8-liter Twin Turbo Flat-Six Transmission: 7-Speed Dual-Clutch Automatic Horsepower: 607 hp Torque: 553 lb-ft 0-60 mph: 2.6 seconds Top Speed: 205 mph 991 Porsche 911 Turbo S Transmission A car with this much power and AWD would destroy a manual gearbox. Many automatics would be on suicide watch after a few hard launches. The manufacturer says the 991 Porsche 911 Turbo S specs are capable of 0-60 mph in 2.8 seconds. But we have observed 2.6 in our Exclusive Series. Only the PDK could perform such magic. The Porsche Double Kupplung 7-speed dual-clutch has separate inputs for even and odd gears. It is the fastest and strongest example on the market and it has a dual personality. It can shift gently for grandma or as oppressive as Odin. 991 Porsche 911 Turbo S Carbon Fiber Wheels Are Lighter & Stronger 991 Porsche 911 Turbo S Wheels & Brakes If you have 553 lb-ft of torque, traction is a factor where the rubber meets the road. Porsche was the first to offer braided carbon fiber wheels. Not only are they a perfect match for the carbon-ceramic brakes, they are 20% lighter. The 20" Turbo S wheel is center-lock, replacing 5 lug bolts with one titanium fastener. Because the carbon wheels are also 20% stronger, they offer more confidence in the corners. Steel rotors are available if you plan on track days, and they will be squeezed by six-piston aluminum monoblock fixed calipers on the front end. Because the brakes are tied into the traction control system, the 991 series Porsche 911 Turbo S also has four-piston aluminum monoblock fixed calipers on the rear. The carbon-ceramic rotors are internally vented to dissipate heat and they are woven with holes that resemble a cross-drilled pattern. 991 Porsche 911 Turbo S Standout Features PTM: Porsche Traction Management is how their AWD models keep you safe. The center differential can send 100% of torque front or rear in an instant. It does this using magnetic clutches. They take orders from a variable map inside a dedicated computer. It takes inputs from all-wheel speed sensors, yaw rate, steering angle and the mode selected by the driver. Standard equipment on the 991 Porsche 911 Turbo S. PASM: Porsche Active Suspension Management is their nomenclature for advanced shock absorbers. Sensors at each wheel send real-time info to the computer. It then adjusts each corner to cope with changing road conditions. Porsche 911 Turbo S Climbs A Ski Slope Rear Steer: Rear-wheel steering is by far the best option on any 911. At slow speeds the wheels turn opposite of the front, allowing a turning circle like that of a shopping cart. At highway speeds, all 4 turn together making lane changes immediate and rewarding. PDCC: While optional on 911 Turbo models, it is standard on the 991 Porsche 911 Turbo S. Porsche Dynamic Chassis Control is the answer for sway bar upgrades. It replaces a traditional sway bar with a unique hydraulic accumulator system. If the right tire moves up, it forces hydraulic fluid to the left side pushing that tire down. The system is pure genius, even if it adds a few pounds to the nose. The result is flat cornering without the stiff ride of a steel spring. Sport Chrono Package: How do you know if your lap times are improving? Looking at your watch is a major distraction, so Porsche engineered a highly accurate chronometer for the dash. More than just a fancy clock, it includes a mode switch that brings every chassis and engine system together. The driver can choose from Normal, Sport, Sport Plus, and Individual. The latter allows the driver to fine-tune each system, and save that configuration for the ultimate in handling and performance. All of these systems keep you safe at a top speed of 205 mph. View All Porsche 911 Turbo S For Sale " width="680">

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