Porsche 911 Turbo

Group	2
Engine	Flat 6
Displacement	3600cc twin turbo
Fuel feed and ignition	Electronic multipoint sequential fuel injection (DME ME 7.8), 2 turbochargers and intercoolers.
Location	Rear longitudinal
Transmission	6 speed manual, 4WD, PSM
Bore and stroke	100 x 76.4 mm
Compression ratio	9.4:1
Cylinder block	Aluminium alloy, dry sump
Cylinder head	Aluminium alloy, DOHC, four valves per cylinder
Redline rpm	6600
Bhp @ rpm	415 @ 6000
lb ft @ rpm	413 @ 4600
Kerb weight/kg	1540
bhp/ton	272
bhp/litre	117
Chassis	Steel with aluminium rear sub frame
Tyres	225/40 ZR 18" front, 295/30 ZR 18" rear, Michelin Pilot Sport SX
Wheels	8J x 18" front, 11J x 18" rear, hollow spoke Magnesium
Brakes	Ventilated and cross drilled, four piston calipers, ABS, 330mm front, 300mm rear
Steering	Rack and pinion hydraulic assisted
Front suspension	Aluminium Independent MacPherson struts, coil springs, anti-roll bar
Rear suspension	Aluminium Multi-link, coils springs, anti-roll bar
Cabin	2 door; 2+2
0-60/secs	4.1
0-100/secs	9.3
Max mph	189
Fuel tank	64 litres
Year	2000-2005
Country	Germany
Price when new	£90,729
Number produced	22062

Launched at the Frankfurt Motor Show in October 1999, the new 911 Turbo featured a number of important developments from normally aspirated 911s, ride-height being set 10mm lower on mildly re-rated springs and dampers. Thicker anti-roll bars were fitted all round whilst track got substantially widened, partly by way of new 18-inch alloy wheels that measured 8 and 11-inches across front / rear respectively.

As standard, Turbo's came equipped with the same 330mm cross-drilled and ventilated steel discs fitted to the Mk1 GT3 plus identical four-piston aluminium monobloc calipers. Also included was the Porsche Stability Management (PSM) fitted to all four-wheel drive 911s. Engine-wise, the new car incorporated a turbocharged version of the GT1-derived 3.6-litre unit that in normally-aspirated trim had also powered the GT3. It shared the block, pistons, head castings, smaller valves, unique combustion chamber shape and the camshaft's chain drive. The big difference was a pair of KKK K16 turbochargers which instantly gave a massive hike in output. Peak power leapt from 360bhp (in the GT3) to 420bhp at 6000rpm, this being developed 1200rpm lower than in the normally-aspirated model. Compression was dropped from 11.7 to 9.4:1 and Bosch Motronic ME 7.8 engine management custom mapped for the new characteristics. A six-speed transmission was derived from the 993 Turbo, however, for the first time on a forced induction 911, Porsche's latest model was also available with dual-format Tiptronic S as a no-cost option. This gearbox offered drivers the choice of either fully automatic five-speed operation or sequential shifting via steering wheel-mounted actuators.

Visually the Turbo featured a number of aesthetic tweaks not seen on the standard 911, the most obvious having been its widened bodywork, re-shaped light clusters and a trio of gaping air intakes carved out from the nose. Those at either side of the front apron fed cool air to the brakes whilst the large central intake was for the front-mounted radiator. Intercooler ducts were positioned slightly ahead of the rear wheelarches, each of the four fenders being flared to accommodate those bigger wheels and tyres. Also at the front was a matt black chin spoiler, the rear valance being heavily ventilated at each corner to maximise engine and brake cooling.

As usual, the Turbo came with its own unique rear wing, this time a fixed ducktail with an electronically adjustable element that extended into the airflow at speeds above 70mph. Weighing in at 1540kg, the 911 Turbo's top speed of 189mph and 0-60 time of just 4.1 seconds put it firmly in the territory of Europe's most lavishly engineered supercars.

 
"The 911 for all seasons" ***** evo Magazine, THE KNOWLEDGE