Fullscreen
While denounced for its controversial style, the 996 Turbo was way ahead in its time. A powerful Mezger twin-turbo flat-six, sharp handling, leather-trimmed interior, and contemporary infotainment made it alluring despite fusses.
by MotorheadOne on December 2, 2021, 14:00The 2003 Porsche 911 Turbo from the 996 generation, first went on sale in the United States for the 2001 model year. Slotting between the Carrera 4S and hardcore GT2, the Turbo brought racetrack-ready performance to the street at a more palatable price point. One of the most important changes bought by the 996 Turbo was a new Mezger 3.6-liter twin-turbo flat-six engine tuned to make 415 horsepower. Such power was enough for a 0-60 mph time of four seconds and a top speed of 189 miles.
On the outside, the Turbo distinguished itself from lesser 911s with a wider stance, revised front/rear fascias, and side air intakes to feed the intercoolers. Although the fried egg-style headlamps were still there, the whale-tail spoiler was replaced by a new "duck-tail spoiler," subtly improving the aesthetics. Comfort was prominent inside with leather upholstery, automatic AC with a dust filter, and power sports seats with heating. In ’03, Porsche equipped the cabin with an available six-disc CD player to improve infotainment experiences.
Pricing for the 2003 911 Turbo started at $116,200, but there was a cabriolet trim. Based on class and pricing, it battled with the $51,435 Chevrolet Corvette Z06 and the $143,860 Ferrari 360 Modena Berlinetta.
As far as pre-owned 996 Turbos are concerned, plenty are in the used car market. Prices usually start from $62,000 and reach as high as $150,000. Given the 996 generation was utterly controversial for its departure from the air-cooled era and polarizing design, they are cheaper than other generations. Should you grab this opportunity? How good was the 996 Turbo? Pros and cons of this trim? Let’s find out.
Engine specs, performance, and fuel economy
It’s worth noting that the 996 generations marked the arrival of water-cooled engines in place of air-cooled units used in previous 911s, which ran for 34 years from 1964 to 1998. Under the rear decklid of the 996 Turbo lurked a 3.6-liter twin-turbocharged flat-six mill mated to either a six-speed manual or an optional five-speed Tiptronic S automatic transmission.
While the 996 Turbo featured a Mezger engine, this powerplant had the same displacement as the naturally aspirated engine found in lesser 911 Carrera models but was performance-tuned and fitted with two turbos. The result was a churn of 415 horsepower at 6,000 rpm and 415 pound-feet of punch from 2,700-4,600 rpm. For buyers seeking even more power, Porsche offered an optional $17,880 X50 Turbo Power Kit that increased output to 450 horsepower.
As for straight-line performance, the 911 Turbo was as fast as its rivals. It took just four seconds to clock 0-60 mph with the manual transmission and had a top speed of 189 mph. When compared against competitors, the Turbo came out on top. For instance, the 2003 Chevrolet Corvette Z06 bolted a 5.7-liter naturally aspirated V8 engine to produce 405 horsepower and took roughly four seconds to deliver sixty mph. But, it had a lower top speed of 171 mph. On the Italian corner, the Ferrari 360 Modena Berlinetta used a 3.6-liter V8 to dispatch 400 horsepower to do the same task in 4.2 seconds and maxed at 185 mph.
Lower fuel efficiency was a point of contention among the host of advantages. The 3.6-liter twin-turbo achieved only 13 mpg (city) and 21 mpg (highway) with the manual transmission. 14 mpg (city) and 20 mpg (highway) were the fuel ratings for the Tiptronic S. A 16.9-gallon tank was good for 355 miles on the highway. From a fuel economy perspective, the Corvette Z06 was better with 19 and 28 mpg, respectively, plus it had an 18.5-gallon tank, giving it a better range.
| Powertrain specs | 2003 Porsche 911 Turbo |
|---|---|
| Engine | 3.6-liter twin-turbo flat-six |
| Transmission | 6-speed manual/5-speed automatic |
| Power | 415 hp |
| Torque | 415 lb-ft |
| 0-60 mph | 4.0 seconds |
| Top speed | 189 mph |
| Fuel economy (city/highway) | 13/21 mpg (manual) |
Exterior design, changes, features, and dimensions
The 2003 Porsche 911 Turbo, part of the 996.2 generation, arrived with a distinctive and somewhat controversial exterior design. Introduced for the 2001 model year, the 996 Turbo marked a significant departure from previous air-cooled Turbos. Gone was the iconic "whale tail" rear spoiler, replaced by a subtler "duck tail" design. This change gave the exterior a more pleasant design and helped house the two intercoolers at the rear.
One of the most polarizing aspects of the 996’s styling was its "fried egg" headlamps. These large, oval-shaped units were a drastic change from the classic round headlights of earlier 911s and drew criticism from many Porsche purists. Some felt that they didn’t complement its heritage-inspired design language.
Despite the controversial front end, the 996 Turbo had a muscular and purposeful stance. It was 2.6 inches wider than the standard 911 Carrera, with flared rear fenders to accommodate larger wheels and tires. Three large air intakes in the lower front fascia hinted at the car’s performance potential, while air scoops integrated into the rear fenders fed the intercoolers.
At the rear, a two-piece retractable spoiler automatically deployed at 75 mph and retreated at 50 mph. Louvers in the rear bumper helped expel hot air from the intercoolers. Quad exhaust tips and a smooth underbody contributed to a low 0.31 drag coefficient.
Bi-xenon headlights and headlight washers color-matched to the exterior were standard. An optional Aerokit added an even more aggressive front fascia and fixed rear wing, while a stainless-steel exhaust system was available for those who wanted a more distinctive soundtrack.
Exterior feature highlights
-
Redesigned front bumper with wider intakes
-
Porsche Turbo-specific exterior styling
-
Two-piece rear stabilizer wing (automatically rises at 75 mph, lowers at 50 mph)
-
Bi-Xenon headlights with exterior color headlight cleaners
-
Rear electric spoiler
-
Roof rack mounting points
-
Electric sunroof
-
Aerokit Package, Turbo ($7,980)
-
Exhaust, Stainless Steel ($765)
-
12 exterior colors (seven metallic with no extra charge)
| Exterior specs | 2003 Porsche 911 Turbo | 2003 Chevrolet Corvette Z06 | 2003 Ferrari 360 Modena Berlinetta |
|---|---|---|---|
| Wheelbase | 92.5 inches | 104.5 inches | 102.3 inches |
| Length | 174.6 inches | 179.7 inches | 176.3 inches |
| Width | 72 inches | 73.6 inches | 75.7 inches |
| Height | 51 inches | 47.7 inches | 46.6 inches |
| Curb weight | 3,395 lbs. | 3,116 lbs. | 3,064 lbs. |
Interior design, comfort, and features
Compared to the previous 993-generation Turbo, the 996’s cabin was a notable step up in terms of ergonomics, functionality, and comfort. While it shared many elements with lesser 911 models, the Turbo added a few unique touches to set it apart. Leather upholstery and power-adjustable front seats with driver’s side memory were standard. Heated front seats were optional for buyers staying in colder regions.
Controls were logically laid out and within easy reach of the driver. The steering wheel, shifter, and pedals were perfectly placed for enthusiastic driving. However, some purists lamented the loss of the classic 911’s quirky charm, as the 996’s interior felt more mainstream. When it came to luxury, the new 911 Turbo was a step up. Details like aluminum, wooden, or leather inlays were options for buyers wanting a luxurious touch. A three-spoke leather steering wheel was standard, with optional carbon fiber, wood, and aluminum-accented steering wheels promising a richer touch.
One area where the 996 Turbo excelled was its everyday livability. Despite its performance potential, it was a surprisingly comfortable car with its 2+2 layout. The front seats were supportive yet supple, making long trips comfortable. The rear seats, on the other hand, felt tight for adults due to lesser head and legroom. But they were suitable for children, and teens and for extra storage.
In terms of technology, the 911 Turbo came well-equipped for its era. A 5.8-inch color screen housed the navigation system and 12-speaker Bose audio system. Automatic climate control kept occupants comfortable, while a power sunroof let in fresh air. Porsche also offered several interior upgrades, including a six-disc CD changer, an integrated phone, and even natural leather upholstery in custom colors.
Despite its strengths, the 996 Turbo’s interior had faults. Some of the plastic trim felt cheap for a car of this price range, and the optional wood veneers looked out of place in a sports car. Many owners complained about the cheap interior materials that failed to check the cabin/vibration levels due to the stiffer suspension and large tires. The glovebox was frustratingly small, barely able to hold the owner’s manual.
The 911 Turbo offered only 3.0 cubic-feet of space at the front, and 11 cubic-feet of space after folding. In comparison, the Corvette Z06 had 13.3 cubic-feet of standard space, with 8.0 cubic-feet in the Ferrari. So, rivals had more standard storage space.
Interior feature highlights
-
Leather-trimmed interior
-
8-way power-adjustable full leather seats with 4-way driver’s seat memory
-
Automatic climate control with dust/pollen and activated charcoal odor filters
-
Power windows with one-touch up/down
-
Leather-covered telescoping three-spoke steering wheel (aluminum, wood, carbon fiber optional)
-
Leather in Color to Sample (optional)
-
5.8-inch color screen with 12-position keyboard and navigation system
-
Radio, AM/FM ETR Stereo with 12-speaker Bose audio system
-
Compact six-disc changer (optional)
-
Communication System (optional)
How did the 996 Turbo drive?
Behind the wheel, the Porsche 911 Turbo delivered a driving experience that was sporty and composed. Its rear-engine layout helped with a balanced weight distribution and combined with the unibody chassis to keep the curb weight in check. Unlike most of the lineup, this trim brought an all-wheel-drive system to distribute the drive to all four wheels, with the Porsche Stability Management (PSM) system ensuring surefooted handling in all conditions. A viscous multi-plate clutch splits power between the front and rear axles, providing optimal grip.
The 911 Turbo’s chassis came equipped with performance-tuned suspension, which focused more on keeping the car stable at higher speeds. Up front, modified MacPherson struts kept the nose planted, while a multi-link arrangement at the rear provided a stable platform for cornering. Anti-roll bars at both ends minimized body roll and kept the mannerisms poised on corners. One gremlin about the suspension was that the stiffer tuning caused an uncomfortable ride, especially on uneven surfaces, and increased noise/harshness levels. It didn’t get the Sport Chrono Package, depriving the car of modern embelishments like launch control, dynamic engine mounts, and performance drive modes.
Its electromechanical rack-pinion steering rack was quick and communicative, with excellent feedback from the road. The compact dimensions and relatively short 92.52-inch wheelbase made it highly maneuverable, with a tight 34.8-foot turning circle. This made it an excellent daily driver, making it easily drivable in the city. However, that short wheelbase also made the car twitchy at times, requiring a skilled hand to extract the most from it.
Braking performance was immense, thanks to massive 13-inch discs derived from the Porsche GT1 racecar. Four-piston calipers at each corner provided fade-free stopping power, while ABS ensured maximum control during emergency braking. For even greater performance, Porsche offered optional ceramic composite brakes for $8,150, but they were expensive to replace.
What are the problems in the 996 Turbo?
While the 2003 Porsche 911 Turbo and 996.2 generation have a reputation for performance, their reliability record is more mixed. One bright spot is the 911 Turbo’s Mezger engine, which is generally more robust than the M96 engine found in non-turbo 996 models. The Mezger engine is not prone to the infamous IMS-bearing failures that plague M96 engines. However, it’s not without its issues. Common Mezger engine problems include coolant pipe failures, oil leaks from the rear main seal, and spark plug and coil pack failures.
Boost leaks are another frequent issue on the 996 Turbo, often caused by failing rubber hoses, diverter valves, and check valves. The plastic "Y-pipe" that connects the diverter valves is also a known failure point. Replacing these components with upgraded aftermarket parts is recommended.
Electrical failures are common in the 996, with issues like failed ignition switches, faulty window regulators, and non-functional instrument clusters often reported. The interior also tends to develop rattles and squeaks as it ages. Other potential problem areas include worn suspension components, leaky power steering hoses, and failing water pumps. The all-wheel-drive system on the Turbo adds another layer of complexity, with the front differential and viscous coupling being potential failure points.
Things to remember before buying a used 996 Turbo
As with any used Porsche, a thorough pre-purchase inspection by a specialist is essential. While the 911 Turbo is generally more reliable than its Italian exotic rivals, it’s still a complex, high-performance machine that can be expensive to maintain and repair. Major engine work can easily exceed $20,000, while even routine maintenance items like brakes and tires can be expensive.
Prospective buyers should avoid cheaper, high-mileage examples as they may have deferred maintenance or hidden issues. Seeking out a well-maintained car with a documented service history from a reputable seller is key. While the 996 Turbo can be a rewarding car to own and drive, it’s not for the faint of heart or thin of wallet.
Should you buy a used 2003 Porsche 911 Turbo?
The 2003 Porsche 911 Turbo was a polarizing car that divided Porsche purists. Its water-cooled engine and controversial styling marked a significant departure from the classic 911 formula. Yet beneath the divisive exterior lay a seriously capable performance machine.
Regarding performance, the 996 Turbo firmly competed with the Chevrolet Corvette Z06 and Ferrari 360 Modena. It not only offered faster acceleration and higher top speed but also offered handling that very few four-seater cars could provide at that time. On the dark side, it couldn’t match the Corvette’s affordability or the Ferrari 360’s exotic character.
For buyers seeking a daily-drivable supercar, the 911 Turbo made a strong case for itself. Its compact dimensions and practical hatchback body style made it easier to live with than the impractical Ferrari. And while the 996 generation drew criticism for its styling, there was more to the picture than just its face.
FAQs
What engine powers the 2003 Porsche 911 Turbo?
The 2003 Porsche 911 Turbo is powered by a 3.6-liter twin-turbocharged flat-six engine producing 415 horsepower and 415 pound-feet of torque. With the manual transmission, it can accelerate from 0 to 60 mph in just 4.0 seconds and reach a top speed of 189 mph.
What type of transmission is available in the 2003 Porsche 911 Turbo?
The 2003 Porsche 911 Turbo comes standard with a six-speed manual transmission. A five-speed Tiptronic S automatic transmission is optional.
What are the key exterior features of the 2003 Porsche 911 Turbo?
The 2003 Porsche 911 Turbo features a wider rear stance, large air intakes in the front bumper, side air scoops, and a distinctive rear wing that automatically deploys at high speeds.
What are some notable interior features of the 2003 Porsche 911 Turbo?
The 2003 Porsche 911 Turbo features leather upholstery, power-adjustable front seats, automatic climate control, a Bose audio system, and navigation.
Is the 2003 Porsche 911 Turbo reliable?
The 2003 Porsche 911 Turbo is generally considered reliable for a high-performance sports car, but maintenance costs can be high. Common issues include coolant leaks, oil leaks, and worn suspension components.
Porsche 911 Turbo
The 2003 Porsche 911 Turbo is an exciting mixture of power and control. Power comes from its 3.6-liter, horizontally opposed, six-cylinder "boxer" engine, which uses the boost of twin turbochargers to provide 415 horsepower (SAE) and 415 pound-feet of torque. Control comes from all-wheel drive, the Porsche Stability Management system (PSM) and 18-inch wheels with Z-rated tires that make the latest Porsche Turbo the best-handling version in the model’s history.
"Power is more meaningful when the driver is in complete control," says Frederick J. Schwab, president and CEO of Porsche Cars North America. "That’s the beauty of the Porsche 911 Turbo. It provides awesome power and amazing dynamic control."
And for a driver who wants even more power, an optional factory installed X50 engine enhancement performance package ups the turbochargers’ boost to produce 444 horsepower (SAE).
However, there’s more to the Porsche 911 Turbo than brutal power. Porsche designed the 911 Turbo not only for high performance, but to provide long-distance comfort as well. The list of standard equipment includes a Bose high-end digital audio system and other additional luxury features.
Styled for form and function
While the new-generation Porsche 911 Turbo inspired the front-end redesign of the 911 Carrera for the 2002 model year, the Porsche 911 Turbo retains many exclusive body parts and design elements only available on the Porsche 911 Turbo. Three large intake grills dominate the lower front fascia and provide cooling air to the car’s three radiators. Compared to the 911 Carrera models, the Porsche 911 Turbo has a wider stance, particularly at the rear, where the Porsche 911 Turbo is 2.6 inches (65 mm) wider to accommodate the standard 18-inch alloy wheels and massive 295/30 ZR18 tires.
Air scoops integrated into the leading edges of the rear fenders channel air to the turbocharger intercoolers, while louvers in the sides of the lower rear cover exit air from the intercoolers. The engine compartment lid carries a two-piece rear stabilizer wing, the upper part of which automatically rises at speeds above 75 mph (120 km/h) and lowers at 50 mph (80 km/h).
Porsche’s turbocharged heritage
Porsche began using turbochargers in the 917 racecar in the early 1970s and introduced its first Porsche 911 Turbo model in 1974. The 911 Turbo arrived in the United States for model-year 1976, and with its 234-horsepower engine (U.S.-spec) could achieve 0-62 miles per hour (0-100 km/h) in 5.5 seconds. Porsche introduced innovations that increased the reliability of turbocharging, including the exhaust wastegate to regulate boost pressure and intercoolers to reduce the temperature of the compressed intake air. From the beginning, Porsche designed the 911 Turbo as a fully equipped grand touring car with a high level of standard luxury features.
Porsche pioneered the all-wheel drive supercar with the limited production 959 of the mid-1980s. Although not imported to North America, the turbocharged 959 became a Porsche legend and paved the way for the first standard-production all-wheel drive Porsche 911 Turbo, which arrived in the U.S. for 1996.
Racing-derived engine
A racecar-derived 3.6-liter, twin-turbo six-cylinder engine gives the Porsche 911 Turbo staggering performance capabilities. The engine produces 415 horsepower (SAE) @ 6,000 rpm and sustains 415 lb.-ft. of peak torque from 2,700-4,600 rpm. Power drives through a standard six-speed manual transmission, with the advanced Tiptronic S five-speed automatic transmission as an option.
With power characteristics of a far larger engine, the Porsche 911 Turbo can accelerate from zero-to-62 mph (0-100 km/h) in just 4.2 seconds. On the test track, the Porsche 911 Turbo will sprint from a standstill to 100 mph (160 km/h) in only 9.2 seconds and can achieve a top speed of 189 mph (305 km/h).
The Porsche 911 Turbo engine is based directly on the 3.6-liter engine from the GT1 racecar that won the 24 Hours of Le Mans in 1998. (The engine is not a turbocharged version of the new 3.6-liter unit used in the 2003 911 Carrera models.)
To accommodate the high boost pressure produced by its dual turbochargers, the engine features a 9.4-to-1-compression ratio, compared to 11.3-to-1 for the 911 Carrera models.
Intake air enters through louvers in the engine lid, flows into a joint air filter housing and then into the turbochargers. The turbos compress the air to a maximum of 11.76 psi (0.8 bar over atmosphere). From the turbos, the intake air flows through dual intercoolers (one mounted in each rear fender) and then into the induction system.
Like all current Porsche engines, the Porsche 911 Turbo features double overhead camshafts and four valves per cylinder. The new-generation Porsche 911 Turbo introduced a new version of the Porsche VarioCam valve timing system. Called VarioCam Plus, the new system provides continuously adjustable valve timing by using two camshaft profiles and two sets of tappets to vary both valve lift and duration. The system helps boost low-end and mid-range torque. Dual valve springs ensure reliable, high-performance operation.
Sequential multi-port fuel injection features separate fuel mixture control for each cylinder bank and a coil-on-plug ("distributorless") ignition system provides quick response and reliable operation. The ME 7.8 engine control module incorporates the E-Gas electronic throttle. In place of a conventional throttle cable setup, E-Gas electronically transmits pedal position to the engine control unit. The new system provides even sharper throttle response and ensures low emissions.
The Porsche 911 Turbo adds an optional X50 engine enhancement performance package that increases horsepower to 444 (SAE) @ 5,700 rpm and sustains 457 lb.-ft of peak torque from 3,500 - 4,500 rpm. The new package includes modifications to the turbo charger, air intake cooler, electronic control unit, exhaust system, as well as a strengthened transmission. The X50 package is only available as an option from factory.
Six-speed manual or advanced Tiptronic S transmission
The Porsche 911 Turbo offers a choice between a precise-shifting standard six-speed manual transmission or the optional Tiptronic S five-speed automatic transmission. The six-speed manual features a dual-mass flywheel for low vibration and a hydraulic clutch for consistent performance.
With the advanced Tiptronic S, the driver can place the shift lever into "D" and let the transmission do the shifting, or shift into "M" and control gearshifts with steering wheel-mounted thumb switches.
In automatic mode, Tiptronic S uses infinitely variable shift points to respond to the driving circumstances and the driving style. During leisurely driving, Tiptronic S will upshift early to provide a quiet ride and the best fuel efficiency. With quicker gas pedal action, the transmission responds by raising shift points to hold each gear longer for crisp response and power. The Tiptronic S transmission draws from among 250 different shift maps to provide optimal performance at all times.
Even while in automatic mode, the computer-controlled Tiptronic S responds like a driver working a manual transmission, downshifting or holding lower gears when cornering and driving on hills. Tiptronic S allows the driver to select manual mode by pressing an up- or downshift button, even with the shift lever in the "D" position.
All-wheel drive
The Porsche 911 Turbo uses an all-wheel drive system based on a viscous multi-plate clutch located directly behind the front differential. Weighing only 120 pounds (54 kg), the all-wheel drive system in the Porsche 911 Turbo qualifies as one of the lightest such systems in the industry.
The all-wheel drive system directs torque to the front wheels at a rate of five-to-40 percent, depending on available traction and power applied. The viscous unit compensates for differing wheel speeds during cornering. The Porsche 911 Turbo exhibits outstanding traction on all road surfaces. However, Porsche did not intend the all-wheel drive system as an all-weather traction assistant.
The four-wheel independent suspension features a Porsche-optimized MacPherson-strut design in front and a multilink setup in the rear, both with aluminum suspension components to reduce unsprung weight. Front and rear stabilizer bars and gas-charged shock absorbers provide flatter cornering. Standard power rack-and pinion steering yields a quick 2.98 turns lock-to-lock and a tight 34.8-ft. (10.6-meter) turning circle.
A "staggered" wheel/tire array (wider wheels and wider, lower-profile tires in the rear) contributes to neutral handling. The standard aluminum hollow-spoke alloy wheels measure 18 x 8 inches in front and mount 225/40 ZR18 tires; the 18 x 11-inch rear wheels mount 295/30 ZR18 tires.
Race-proven brakes
The 2003 911 Turbo employs the four-wheel vented disc brakes derived from the Porsche GT1 racecar. One-piece ("monoblock"), four-piston brake calipers reduce unsprung weight and improve heat dissipation. The front and rear discs measure 13.0 inches in diameter (330 mm), but differ in thickness - 1.34-inch (34 mm) in front and 1.1-inch (28 mm) in the rear. The cross-drilled discs dissipate heat to maintain braking performance and brake feel even under hard usage.
Porsche Stability Management
Porsche equips the 2003 911 Turbo with the Porsche Stability Management system (PSM), an innovation the automaker first introduced on the 1999 911 Carrera 4. Using data from several sensor inputs, PSM can detect a loss of grip at the front or rear and reduce instability by applying braking to individual wheels and, if necessary, altering engine power. PSM can help keep the Porsche 911 Turbo going in the direction the driver steers, especially on slippery roads.
The PSM system operates so quickly that most drivers likely will not feel it making corrections, and, if activated, the system operates whether or not the driver is using the brakes. The driver can disengage PSM with a dashboard switch, but, for safety, PSM will engage under braking and then disengage when the driver lifts off the brake. While the system provides dynamic handling assistance, Porsche cautions drivers that PSM cannot counteract the laws of physics.
Safe by design
With the high performance potential of the Porsche 911 Turbo comes a high level of occupant protection. A patented crumple zone body structure protects a reinforced passenger compartment. Supplementing the three-point inertia-reel seatbelts, the Porsche 911 Turbo has seatbelt pretensioners and load limiters. All Porsche 2003 models include dual front airbags plus the Porsche Side Impact Protection System that includes boron-steel door reinforcement beams, energy-absorbing door panels, and door-mounted side airbags. The 30-liter capacity sidebags provide additional protection for the chest, head, and pelvis.
Child safety seat can be used
At a customer’s request, a U.S. Porsche dealer can install a system that deactivates the passenger airbags when a U.S. Porsche-approved child seat is used. The system features a cross brace with belt lock in front of the passenger seat. Buckling the special child seat into this brace deactivates the airbags. To install the system, the dealer also must reprogram the airbag control module.
Security and luxury features
The Porsche 911 Turbo comes equipped with a full slate of standard luxury and security features:
-
Anti-theft system with engine immobilizer and alarm
-
Automatic climate control with dust/pollen and activated charcoal odor filters
-
Bi-Xenon headlights (xenon high-intensity discharge lights for the low and high beams)
-
Bose digital audio system with six-channel amplifier and 12 speakers
-
Heated power sideview mirrors
-
Heated windshield washer nozzles
-
Leather-covered telescoping three-spoke steering wheel with Porsche Crest
-
Metallic paint
-
Power opening for the luggage and engine compartment lids
-
Power sunroof
-
Power windows with one-touch up/down
-
Power-adjustable full leather seats with driver’s seat memory
-
Programmable remote locking system
-
Trip computer
The remote entry system allows the driver to open the luggage compartment lid and operate the seat memory function.
Communicating at the speed of light
Porsche’s new Communication Management system (PCM) comprises tuners, CD player, navigation system, and trip computer, all linked through Media-Oriented Systems Transport (MOST) digital databus. The MOST system incorporates light-wave conductors that exchange data between the individual components without loss of quality and at ultra-high speeds.
PCM includes a 5.8-inch color screen with its 16:9 aspect ratio and 12-position keyboard for easily and efficiently entering radio frequencies. The system assures excellent audio quality.
The navigation module provides such features as road junction zoom-in, dynamic navigation to avoid congestion, map scrolling so you can see beyond your current position, tour planning with the ability to memorize as many as eight destinations in a row and a CD-ROM system that can be used for the navigation system or for music.
Bose audio
The Porsche 911 Turbo features the Bose system as standard equipment, while other Porsche models offer a Bose system as an option. Each Bose audio system has been custom-engineered for a particular Porsche model.
The Bose automotive music systems combine balanced stereo, a panoramic soundstage, deep bass and smooth frequency response to produce lifelike music reproduction even in the challenging environment of a car. Digital amplifiers provide clean, uncolored sound at any listening level. In the Porsche 911 Turbo, 12 advanced loudspeakers and a subwoofer blend seamlessly into cabin trim, raising and widening the sound stage and ensuring balanced stereo.
MotorheadOne
MotorheadOne is scouring the internet for the latest content coming from car manufacturers and enthusiasts. Trying to add value and perspective to the marketing and hype bias. Read full bio
related articles
How Different Is The Tuthill GT One From The Porsche 911 GT1 Strassenversion
August 22, 2024
The Last Production Porsche Model To Feature The Iconic Mezger Flat Six Engine
July 10, 2024
