Somewhere in Romania, inside a 1988 Porsche 911 Turbo, things are unsettling. I don't know if it's the local roads, which have more potholes than asphalt, the fact that the car we are driving was pulled from the Porsche museum in Stuttgart and is worth about as much as a new 911 Turbo S, or the questionable reputation that has been attached to the car. They call it the "Widows-Maker," and it has the receipts to prove it.
This car, along with some of its sisters, is participating in the celebrations for 50 years of the Porsche Turbo. The ride here is very noisy; there's no mention of insulation. The steering and brakes are not boosted. But these aren't the reasons it earned the morbid name. It’s called that because it has all the ingredients that make a car dangerous: Its wheelbase is extremely short, there's no trace of safety systems, but the truly dangerous combination is the turbo lag and the engine positioned behind the rear axle.
From the very beginning of the tachometer up to about 3,400 RPM, this 911 lacks the gas to activate the turbo fan. Such lag does not exist in modern turbo engines. They wake up before the tachometer wipes the sleep from its eyes. While the turbo in the old Porsche is sluggish, Levi Eshkol would have had enough time to choose between tea and coffee. Even Biden could have managed to articulate a coherent response in that time (he's a good guy, but I had to). When the power finally comes, it arrives all at once, and if you’re not careful, it could spin the rear wheels.
As in any 911, when the wheels begin to slip, the rear engine acts as a weight, dragging the tail along with it. This leaves little chance and requires skill to bring it back on track. But concerns aside, the 911 Turbo feels less intimidating in practice. It's hard to keep the car within the power band when the shift to the next gear is measured in minutes. According to museum staff, you need finesse with the clutch engagement, and the stick's path is long and imprecise—after all, this specific car was designed about 40 years ago. So by the time you shift, the RPM drops below the boost range, and you need to crawl back into that threatening zone. It’s a hedgehog’s sex life, 911 edition.
Turbo for Every Track
The first 911 Turbo was introduced in 1974, but Porsche's story with turbo engines begins a bit earlier with a somewhat different car. The Porsche 917 is one of the cars that made Porsche a household name in motorsport. Among other things, this car won the 24 Hours of Le Mans in 1970 and 1971. In 1972, it reached the famous Can-Am championship in North America with a turbo engine. The 917/10 version offered about 1,000 horsepower, while the follow-up, the 917/30, upgraded those numbers to a staggering 1,100 to 1,580 horsepower. It won the championship easily and was sent away by those who didn't appreciate its absolute dominance.
Turbo, if it needs reiteration, is a system that compresses high-pressure air into internal combustion engines, allowing for increased power output without increasing engine displacement. It was used in WWII piston aircraft, rolled into motorsport, and in the 1970s, it was still rare in mass-produced cars. Today, however, it's rare to find a new gasoline or diesel car without a turbo.
Porsche understood that to compete effectively, they needed to equip turbo engines with a suitable car, a homologation version. What is that? Homologation is the process of turning a regular passenger car into a racing car or selling a racing car adapted for the road to the public. This way, the car could participate in a wide range of competitions recognized by the FIA, the international motorsport federation.
Thus, in Porsche's workshop, some brilliant engineers, like Hans Mezger and Ferdinand Piëch, took the well-known 911 and implanted a turbo engine in its rear. A new car was born—the 911 Turbo, or as it was coded internally, the 930.
The first car, almost a prototype, with a 2.7-liter turbo engine was gifted to Ferdinand Piëch’s mother, Louise, in honor of her 70th birthday. Why? Because Louise is not only the mother of the future all-powerful head of the Volkswagen Group but also the daughter of another Ferdinand—Ferdinand Porsche. Nepotism with a European flair.
The first generation of the 930 received a 3.0-liter engine that delivered a pretty impressive figure for its time—260 horsepower. Three years later, while the 911 remained the same car, the turbo was updated to a new generation and received a very original name—930. The second generation of the 930 arrived with an upgraded 3.3-liter engine and an intercooler. Together, the power rose to 300 horsepower. This is the car we’re driving.
It feels mechanical, simple, and noisy. When the turbo kicks in, it suddenly comes to life and pulls forward decisively. The thing is, the engine's operating range doesn’t come close to what we know today. It’s not as enjoyable as the next cars in the series, but it already has all the visual features that would turn the Porsche 911 Turbo into a true sub-brand. Its rear is voluptuous and aggressive, and it boasts a massive rear spoiler, known as the "whale tail" or "tea tray."
At the time it was launched, when sporty family cars like the BMW 3 Series and Alfa Giulia offered less than 125 horsepower, it offered more than double, and that only sharpened over time. Its 300 horsepower turned it into a spaceship by the standards of those years, and it became a cult car. The 911 defined what a sports car was for the road and sold successfully almost until the 90s.
1989: The 964 Delivers Better of the Same
After years of success, 911 sales began to stagnate, and Porsche decided to switch generations for the 911, which was also the case for the 911 Turbo in 1989.
The 964 that showed up for the celebrations was yellow. The design is classic 911, but the passenger compartment feels more modern. The second generation continued with a 3.3-liter engine rated at 320 horsepower, but it was quickly replaced with a new 3.6-liter engine that we drove. The 964 feels much stronger than its predecessor. It charges up to its power peak eagerly, and the burst of power when the turbo kicks in is more dramatic.
There’s still serious turbo lag here, and if you exit a corner in the wrong gear, the engine will leave you sitting on the bench waiting until the coach or the tachometer decides to put you back on the field.
The 964 is more advanced, with a few initial safety systems—not something we’d rely on. Driving it is much more direct thanks to the steering and brake boosts, and there’s plenty of feedback. The gears are precise and easy to operate compared to the 930, and the car overall feels like an evolution of the turbo. The revolution awaits one generation ahead.
1994: The 993 Gradually Delivers a Revolution
The fourth generation of the 911 Turbo (model name 993) broke from Porsche's famous preference for gradual progress. The leap is noted in almost every aspect, and when transitioning from the 964 to the 993, you can’t miss it. True, the engine is the same size—3.6 liters—but the technology is entirely different. The single turbo is replaced with two chargers, and for the first time, all-wheel drive becomes standard in a car labeled "Turbo." As a result, the 408 horses of this engine hit the road much more efficiently.
The engine fires up, and immediately you can hear the difference. The "beetle" sound of the two predecessors is replaced with a deeper sound, closer to modern turbocharged cars. Not only does the sound improve, but the availability of power in the engine is also better. The turbo lag is much more moderate, and the engine responds decisively to the throttle commands. The version we drove is the Turbo S variant, which adds another 42 horses to the stable, and that’s a lot of power. Just as a general figure—the regular turbo version accelerated to 100 km/h in 4.5 seconds and could cruise at autobahn speeds of 270 km/h.
Driving here is an art form. It’s easy to drive, predictable, and the engine, as old as it is, is one of the most thrilling experiences the motorsport world has to offer. With two turbos, the power builds gradually, accompanied by a massive torque wave. Its sound could easily compete with the best composers Austria and Germany have to offer. The steering is precise, and the sensations that transfer from the steering wheel to the body allow you to take the car to far-off realms considering its outrageous price.
Yes, the 993 is considered one of the most sought-after 911 Turbos, and it’s easy to see why; it’s a distilled driving experience. In the free market, this beauty can sell for over €500,000.
2021: The Porsche 992 Presents an Evolution
If you think the 992 is the successor to the 993, you’re mistaken. In fact, the 992 is the successor to the 991. However, the Turbo S variant, which is the one we drove, shows just how far Porsche has come with turbocharged engines over the years.
The car isn’t just lightning-fast; it’s shockingly efficient. With two turbos and 650 horsepower, it launches from zero to 100 km/h in just 2.7 seconds. Acceleration feels more like a fighter jet taking off than an everyday sports car.
Here, the torque curve isn’t just flat; it’s almost smooth as it pushes you back into your seat. The 992 Turbo S uses an 8-speed dual-clutch automatic transmission that responds faster than the previous iterations and offers seamless shifts. The advanced all-wheel drive system allows you to take tight corners without the risk of the tail spinning out, and the brakes provide incredible stopping power.
And while we missed some of the raw charm of the older models, the new 992 Turbo is still packed with thrills and provides a modern driving experience.
Green Revolution
Joining the 50th anniversary celebrations of the turbo models were two additional cars that marked another revolution in the Turbo sub-brand 20 years later. In 2019, the company introduced the Cayenne SUV in Turbo trim, but alongside the Turbo badge appeared another label - e-hybrid. In other words, the Cayenne, followed by the Panamera, featured excellent turbo engines with an added electric motor. Being larger, they offer more power, yet they couldn't be more different.
The Panamera that attended the event is the Turbo e-hybrid version, meaning the basic model in the turbo range. Thankfully, there's no shortage of power with 680 horses, some fueled by gasoline and some stopping at the stable to charge. It's powerful yet smooth. It’s not the most exciting Turbo we've encountered at the launch, and even in sport mode, the electric motor is involved and quiet. It's really not its fault.
Firstly, it’s an excellent executive car that handled everything the Romanian road threw at it with grace. Beyond that, in the driving arrangement, it stood between the 911 (992) and today’s surprise - the Porsche Cayenne e-hybrid Coupe with the GT package. The Cayenne felt sharp and sporty compared to the Panamera. The engine was lively and loud, and the car responded sharply to steering commands and weight transfers. One might assume that even Mordechai the Jew would lean more than it did. Again, the brief drive wasn’t enough for a full evaluation, but the impression remained positive.
50th Celebrations
Porsche chose to celebrate the 50th anniversary of the Turbo on the backdrop of a road that also celebrates 50 years. The Transfagarasan is a road that crosses the Carpathian Mountains. Shortly after the Soviet Union occupied Hungary in 1968, Romanian dictator Nicolae Ceaușescu decided to build a road to quickly move troops northward and defend the country if necessary. Construction began in 1970 and lasted four years. The road was blasted through using over 6,000 tons of explosives, and hundreds of Romanian soldiers and workers lost their lives during the construction. The road remained a secret until the collapse of the Soviet Union in the early '90s, when driving enthusiasts discovered the potential of its winding asphalt.
Unfortunately, on the specific day we drove, the southern section of the road was closed for some competition. On the bright side, the more impressive northern section was open for us to drive. What can I say? The scenery is mesmerizing, the road twists and can be dizzying. The asphalt is good in parts and dreadful at other times. On the steep ascent to Lake Balea, there’s every curve you can think of, and from above, you can count dozens of turns. If you decide to drive in Romania, make sure to come here, but not on the weekend.
Farewell Spin?
The 50th celebrations for Porsche Turbo tell the story of the sub-brand over the years. Unbridled power combined with an excellent driving car, and above all, the delicate balance, almost impossible, between them. At the event, we did not drive the fifth to seventh generations, some good, some having become legends. The most powerful car bearing the prestigious name didn’t show up for testing either. The Porsche Taycan Turbo offers a lot of power, and in its top version, it boasts over 1,000 horsepower, more than the 917/10 that competed in the '70s on racetracks.
But with its electric motor, the Taycan struggles to deliver one crucial element to the story: The magnificent sound and driving experience of a Porsche powered by a real turbo engine. Where will the brand be at the 100th celebrations? It’s hard to say. Will turbo engines be excluded from the experience? Perhaps the 911 will exist in a different format?
It’s impossible to know. The hope is that the slow and precise evolution of the 911 from the late '90s to today will be preserved. The conceptual closeness between the 993 and 992 is surprising and somewhat raises hopes that perhaps in the future, Porsche will find a way to maintain the formula.
The writer was a Porsche guest in Romania.
Generations of 911 Turbo:
First Generation
- Model: 911 Turbo (930) 1st Gen
- Engine (cc): 3,000
- Power (hp): 260
- Drive: Rear
- 0-100 km/h (seconds): 5.5
- Years: 1974-1977
Second Generation
- Model: 911 Turbo (930) 2nd Gen
- Engine (cc): 3,300
- Power (hp): 300
- Drive: Rear
- 0-100 km/h (seconds): 5.4
- Years: 1977-1990
Third Generation
- Model: 911 Turbo (964)
- Engine (cc): 3,300 (3,600 - 1993)
- Power (hp): 320 (360)
- Drive: Rear
- 0-100 km/h (seconds): 5.4 (5.0)
- Years: 1990-1993 (1993-1995)
Fourth Generation
- Model: 911 Turbo (993)
- Engine (cc): 3,600
- Power (hp): 408
- Drive: All-wheel
- 0-100 km/h (seconds): 4.5
- Years: 1995-1998
Fifth Generation
- Model: 911 Turbo (996)
- Engine (cc): 3,600
- Power (hp): 420
- Drive: All-wheel
- 0-100 km/h (seconds): 4.2
- Years: 2000-2006
Sixth Generation
- Model: 911 Turbo (997)
- Engine (cc): 3,600 (3,800 - 2009)
- Power (hp): 480 (500)
- Drive: All-wheel
- 0-100 km/h (seconds): 3.9 (3.7)
- Years: 2006-2009 (2009-2012)
Seventh Generation
- Model: 911 Turbo (991)
- Engine (cc): 3,800
- Power (hp): 520 (540)
- Drive: All-wheel
- 0-100 km/h (seconds): 3.4 (3.0)
- Years: 2013-2015 (2016-2019)
Eighth Generation (S version)
- Model: 911 Turbo (992)
- Engine (cc): 3,800
- Power (hp): 580 (650)
- Drive: All-wheel
- 0-100 km/h (seconds): 2.8 (2.7)
- Years: 2020 -