| Drivetrain |
|---|
| Configuration | Longitudinal, rear-engine, rear-wheel drive |
| Engine type | Twin-turbocharged port-injected flat-6, gasoline |
| Displacement (cc/cu-in) | 3,600/220 |
| Block/head material | Aluminum/aluminum |
| Valvetrain | DOHC, four valves per cylinder, variable intake-valve timing and lift |
| Compression ratio (x:1) | 9.0 |
| Redline, indicated (rpm) | 6,750 |
| Fuel cutoff/rev limiter (rpm) | 6,750 |
| Horsepower (hp @ rpm) | 620 @ 6,500 |
| Torque (lb-ft @ rpm) | 516 @ 2,250 |
| Fuel type | 91-octane acceptable + 93-octane for best performance |
| Transmission type | Six-speed manual |
| Transmission ratios (x:1) | 1st = 3.15; 2nd = 1.89; 3rd = 1.40; 4th = 1.09; 5th = 0.89; 6th = 0.73 |
| Final-drive ratio (x:1) | 3.44 |
| Differential(s) | Mechanical locking differential (28%/40% power/overrun) |
| Chassis |
|---|
| Suspension, front | Independent MacPherson struts with dual lower ball joints, coil springs, driver-adjustable 2-mode variable dampers, stabilizer bar |
| Suspension, rear | Independent multilink, coil springs, driver-adjustable two-mode variable dampers, stabilizer bar |
| Steering type | Hydraulic-assist, speed-proportional, variable-ratio, rack-and-pinion power steering |
| Steering ratio (x:1) | 17.1-13.8 |
| Tire make and model | Michelin Pilot Sport Cup+ N1 (front), Michelin Pilot Sport Cup N2 (rear) |
| Tire type | Asymmetrical, summer, high-performance (29 psi cold front; 33 psi cold rear) |
| Tire size, front | 245/35ZR19 (89Y) |
| Tire size, rear | 325/30ZR19 (101Y) |
| Wheel size, front | 19-by-9 inches |
| Wheel size, rear | 19-by-12 inches |
| Wheel material | Forged aluminum (center locking) |
| Brakes, front | 15-inch two-piece ventilated cross-drilled and slotted carbon-ceramic discs with 6-piston fixed calipers |
| Brakes, rear | 13.8-inch two-piece ventilated cross-drilled and slotted carbon-ceramic discs with 4-piston fixed calipers |
| Track Test Results |
|---|
| Acceleration, 0-30 mph (sec.) | 1.7 |
| 0-45 mph (sec.) | 2.4 |
| 0-60 mph (sec.) | 3.6 |
| 0-75 mph (sec.) | 4.6 |
| 1/4-mile (sec. @ mph) | 11.2 @ 129.8 |
| 0-60 with 1 foot of rollout (sec.) | 3.3 |
| 0-30 mph, trac ON (sec.) | 2.2 |
| 0-45 mph, trac ON (sec.) | 2.9 |
| 0-60 mph, trac ON (sec.) | 4.2 |
| 0-75 mph, trac ON (sec.) | 5.2 |
| 1/4-mile, trac ON (sec. @ mph) | 11.8 @ 129.0 |
| 0-60, trac ON with 1 foot of rollout (sec.) | 4.0 |
| Braking, 30-0 mph (ft.) | 24 |
| 60-0 mph (ft.) | 100 |
| Slalom, 6 x 100 ft. (mph) | 72.5 |
| Slalom, 6 x 100 ft. (mph) ESC ON | 70.5 |
| Skid pad, 200-ft. diameter (lateral g) | 1.03 |
| Skid pad, 200-ft. diameter (lateral g) ESC ON | 1.03 |
| Sound level @ idle (dB) | 61.1 |
| @ Full throttle (dB) | 85.1 |
| @ 70 mph cruise (dB) | 73.0 |
| Engine speed @ 70 mph (rpm) | 2,150 |
| Test Driver Ratings & Comments |
|---|
| Acceleration comments | Retest after codes were reset by Porsche: With SC+TC off and throttle pinned to the floor, there's a built-in rev-limiter/launch mode at 4,200 rpm with boost hovering around 11.0 psi. Getting off the clutch pedal abruptly allows wheelspin, but it's relatively easy to modulate. A good sub 2.0-second (to 30 mph) launch is repeatable. First gear is over so quickly that it's critical to watch the shift light and not the slow tach needle. There's still some electronic reduction of power between each upshift (presumably to protect the driveline and/or the driver) that smoothes what would be aggressive gear grabbing. When the power is back to full, it's difficult to keep my head off the head restraint. Even crossing the finish line at 130 mph, this car is still accelerating very, very hard. |
| Braking comments | Incredibly hard pedal, zero dive un-fadeable brakes. The only difference in distance from run to run is attributable to the surface of the track. |
| Handling comments | Slalom: In the Porsche 911 tradition, the only way through a slalom course is with progressive throttle application -- otherwise (and even with maintenance throttle) the rear steps out. Luckily, the tires break free progressively, not abruptly. Best run is slow-in/fast-out to best utilize the LSD on exit -- and it works beautifully, rocketing through the finish line at W.O.T. Skid pad: Large discrepancy between clockwise and counterclockwise, e.g. with driver inboard, (CCW) the car would oversteer slightly and controllably. However, with driver outboard, the car would understeer. Either way, the steering is highly informative and weighted just right. |
