The top-billed 911 arrives in Britain with the power, and the price tag to match

This is the fastest car in the world.

Some exotic machines can reach speeds higher than the Porsche 911’s modest 205mph. Some lightweight specials with high-downforce can generate higher cornering forces. Point-to-point, however, on our unpredictable roads, I am confident that the only thing that can survive with the new Porsche 911 Turbo S 911 Turbo S is another Porsche 911 Turbo S. I tried to call the numbers in 10mph increments starting at 20mph and then stumbled over the word “fifty” because 60mph was flashing up before my lips could wrap around the second syllable.

This was the 911 Turbo’s role since its inception. However, it wasn’t until the mid-1990s that Porsche introduced front driveshafts to their formula that the 911 Turbo became the benchmark for speed and security. The 992-generation model advances its lineage by adding active anti-roll bars and staggered wheels to its lineup. This is in addition to the more extensive active-aero setup that was introduced for its predecessor.

The Turbo S is wider than ever – a monstrous feat by 911 standards. It spreads 48mm more across the road at its rear axle than the 911 Carrera. This car, which has a unique curvy body, is 48mm wider than the Turbo S. This technological fortress is completed by adaptive dampers, torque vectoring, carbon-ceramic brakes, and a 10mm lower sports suspension.

You may be wondering what Porsche has packed into its engine-bay since 2016 when the mainline 911 range was turbocharged. This is how the Turbo differentiates itself. You can find the answer by looking at the spec sheet, or simply flexing your ankle.

Weissach engineers took the 3.0-litre flat-six engine from the Carrera and shortened it to 3.7 litres. They also fitted symmetrical variable geometry turbos with generously proportioned turbines. The new intake system also features ram-air style intakes at both the base and the haunch vents.

It produces a more pronounced engine note than the standard Carrera, which is both fizzier and simultaneously louder. This is in addition to the powerful pairing of 641bhp @ 6750rpm and 590lb ft @ only 2500rpm. This is enough to get the Turbo S to 124mph in a second faster than the old model. Although it may not sound like much, it’s the automotive equivalent to shaving 0.5sec off Usain Bolt’s 100m time.

How does 911 Turbo S perform on roads?

The Turbo S is terrifyingly fast on British Tarmac. Perhaps even more so.

It’s amazing how little torque the car wastes, even at a standing start or when it is depressed at a generous, but not recommended, steering angle. If you aren’t diligent about maximizing the car’s tail-heavy balance and attempting to regain grip and traction, you will find poise that suggests you have almost unlimited potential. It seems like you, the driver are just tolerated and your mistakes taken care of by the sensational machine that thunders down the road.

It’s easy to assume that everything is automatic, but in reality, this car’s confident-inspiring performance, which secures its insane potential, is the result of many carefully and skillfully crafted elements.

The 10-piston Brembo brake calipers are located at the front. They are calibrated so that the Turbo S does not lurch or react poorly to any inputs. It can also shed incredible speed in very little space. The car’s stopping power is truly amazing. It is difficult to reach your turn in point at any other speed than you intended, whether you are conscious of it.

Also, the moderately geared steering is a demonstration of how to integrate four-wheel steering. It is precise, but never nervous, and, I have to say, more communicative and feelsome than the standard Carrera. You would not be able to guess that the rear hubs are swiveling at unusual angles if the car didn’t have a compact turning circle. Continue reading below Advertisement

Our car’s retro-themed, part-electric seats are a great driving position. However, taller drivers may need a little more reach in the manually adjustable column. We’re not suggesting that you get more support for your upper torso.

It’s all there to help you get the Turbo S to its full potential, but it takes some practice.

Although the eight-speed PDK transmission is not short-geared, it’s amazing at how this 3.7-litre engine sifts through ratios. Flat-out from the first to the fourth gear is like a cog-swapping movie sequence. One time I tried to call the numbers in 10mph increments starting at 20mph and then fell over the word “fifty” because 60mph flashed by my digital speedo before my lips could wrap around the second syllable.

To get used to it and to acclimatise, you will need to do this several times. You’ll be pleasantly surprised at how precise and responsive the Turbo S is, even on dry roads like the one we have here. Although the suspension has two modes, neither allows for much (or indeed anything) in the way float or heartbeat. There’s something very memorable about how this car can completely reset itself just two feet from any bump or lump that would otherwise have caused it to wobble further down the road.

Is it a practical everyday supercar like the 911 Turbo S?

Driving the 911 Turbo S fast is an exhilarating, thrilling, and jaw-dropping experience.

It can also feel detached and draining. This is due to the car’s size and weight, as well as its performance.

The Turbo S could end up in a bind, but not literally. It accumulates speed at such a rapid pace that the stiff suspension cannot tolerate any compromise when it is weighing in at 1700kg. This total control means that the 315-section rear Pirellis of the suspension start roaring on any road less smooth. The ride is never comfortable and sometimes crashes uncomfortably. It wouldn’t surprise me if the wheels were barely drooping if you lifted the car in the air like it was a scale model. Return to the top

The Turbo S feels more like a road-racer than uber-911-like multi-purpose uber-911 for long stretches. If you want the latter, the Porsche 911 GT3 is a great choice. World-beating pace? It comes with a cost.

How does 911 Turbo S compare with the rest?

The new 911 Turbo will not be hard to sell. The model dates back to 1975. There is plenty of lore about it. And there are always people who have a compulsion to own the best. This is especially true for cars and Porsche especially, especially the 911 Turbo. The Turbo S was introduced strangely before the regular Turbo.

This car has two great strengths and one undisputed weakness. It’s not only the fastest point-to-point car in the world, but it’s also the most usable. The visibility is excellent (anything less would have been a dereliction or duty). There’s plenty of luggage space between the boot in the front and the large rear parcel shelf. It can also achieve 35 mpg on the motorway. The interior is unusually comfortable and the infotainment functions seamlessly. It’s basically the same 911 as the standard 911.

The performance is also a strength. The speed is truly amazing, but you have to experience it to believe it. There is enough pleasure to be had elsewhere, so the driving experience is not confined to speed alone. The Turbo S is likely to be even more enjoyable on damp roads than it was during our test.

The ride quality is something I cannot reconcile. Strange, isn’t it? Nearly any car of this performance level would be given a pass for having a stiff ride. But since the 996 generation, Turbo’s product has been more refined – it isn’t as expressive as some of its rivals but it is still usable every day. The problem is that the chassis can be extremely reactive if it’s not being worked very hard.

According to experts, the 150mph speed limit is the most important. At 50mph, it’s the worst. Although the 911 Turbo S is not too difficult to drive at 50 mph, it can feel very similar to a ‘190mph car in many ways.