Edmunds.com tests hundreds of vehicles a year. Cars, trucks, SUVs, we run them all, and the numbers always tell a story. With that in mind we present "IL Track Tested," a quick rundown of all the data we collect at the track, along with comments direct from the test drivers. Enjoy.
2012 is an interesting year for Porsche. Earlier in the year, the 991-Series 911 went on sale, but Porsche didn't pull the plug on the rest of the 997-Series 911. This means you can walk into any Porsche dealer and walk out with either a new or last-generation Porsche 911 wearing the 2012 model-year designation.
This is not true, however, of the Turbo. Forced induction hasn't come to the new 911 just yet, so if you want huge horsepower you're going to have to go for an old new one. The good news, though, is that if it's power you want, the Turbo and the Turbo S deliver.
And oh do they deliver big. The 2012 Porsche 911 Turbo S pumps out 530 horsepower and 516 pound-feet of torque. It also costs $160,700. And in many ways it's worth it, too, as this Turbo happens to be the fastest car we've ever tested.
Vehicle: 2012 Porsche 911 Turbo S
Driver: Mike Monticello
Price: $160,700 (base)
Drive Type: Rear-engine, all-wheel drive
Transmission Type: Seven-speed auto-clutch manual
Engine Type: Turbocharged flat-6
Displacement (cc/cu-in): 3,800/231.9
Redline (rpm): 6,800
Horsepower (hp @ rpm): 530 @ 6,250-6,750
Torque (lb-ft @ rpm): 516 @ 2,100-4,250
Brake Type (front): 15-inch two-piece ventilated cross-drilled carbon-ceramic discs with six-piston fixed calipers
Brake Type (rear): 13.8-inch two-piece ventilated cross-drilled carbon-ceramic discs with four-piston fixed calipers
Suspension Type (front): Independent MacPherson struts
Suspension Type (rear): Multilink
Tire Size (front): 235/35ZR 19(87Y)
Tire Size (rear): 305/30ZR19 (102Y)
Tire Brand: Bridgestone
Tire Model: Potenza RE050A
Tire Type: Asymmetrical summer performance
As Tested Curb Weight (lb): 3,544
0-30 (sec): 1.3 (1.7 w/ TC on)
0-45 (sec): 2.7 (2.0 w/ TC on)
0-60 (sec): 3.0 (3.7 w/ TC on)
0-60 with 1-ft Rollout (sec): 2.8 (3.4 w/ TC on)
0-75 (sec): 4.2 (5.1 w/ TC on)
1/4-Mile (sec @ mph): 10.9 @ 125.5 (11.5 @ 124.3 w/ TC on)
30-0 (ft): 26
60-0 (ft): 102
Slalom (mph): 72.1 (69.3 w/TC on)
Skid Pad Lateral Acceleration (g): 0.99 (0.98 w/TC on)
Db @ Idle: 52.4
Db @ Full Throttle: 82.0
Db @ 70-mph Cruise: 67.1
RPM @ 70: 1,950
Acceleration: Launch control brings revs to 5,000 rpm, then bam! It rockets off the line, with just a bit of front wheelspin. There's even more time to gain if it didn't shift early, sub-6,000 rpm for the 1-2 because it senses too much spin. Ultra-quick upshifts. Manual shifting via console lever (pull back for downshifts) or steering wheel paddles. Will hold gears to rev limiter if not at full throttle. Blips throttle on downshifts.
Braking: Completely solid and stable, absolutely no fuss. Almost zero nosedive. Pedal is very firm, stayed so throughout. First stop was the longest at 105 feet. Third stop (of six) was shortest at 102 feet.
Skid pad: Normally the skid pad isn't much fun. In this car, it is. Even minor changes in throttle bring the tail out slightly, making it easy to keep the 911 Turbo S right on the line, despite the fact that the front end feels so light.
Slalom: Excellent steering feel, intuitive turn-in. Even though this is a car with its engine hanging off the back, it stayed planted and never got overly out of shape, except for a bit of power-on oversteer at slalom exit. There would've been more oversteer at exit, but turbo lag kept the power from hitting instantly when I nailed the throttle.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.