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Porsche 911 variants price in the GCC

Porsche 911 price starts from AED 119,000 and goes up to AED 2,499,000. Final on-road price may vary slightly based on insurance, registration, and optional accessories.

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News Porsche 911

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  • ‌
    Tuning

    Porsche 911 Turbo S (992.1) M1000 — 952 HP / 1,091 Nm

    # The Project This Porsche 911 Turbo S was built around a more demanding objective than simply producing a large dyno number. The idea was to create one configuration capable of doing three very different jobs without changing the car between them: daily road use in Dubai, circuit sessions at Yas Marina and Dubai Autodrome, and nine-second quarter-mile runs at Yas Marina. The starting point was a completely stock 992.1 Turbo S producing 641 HP and 800 Nm from its 3.7-litre twin-turbo flat-six. The finished M1000 configuration produces 951.5 HP and 1,090.8 Nm — while remaining street-registered and regularly driven. More importantly, the calibration used for the car’s 9.33-second quarter mile is the same calibration it can run on the road. Powertrain At this level, the turbochargers cannot be treated as an isolated upgrade. Increasing airflow through one part of the engine only moves the restriction somewhere else, so the entire induction, charge-air and exhaust path was addressed as a system. The 3.7-litre MDB.CB flat-six received upgraded turbochargers mounted to upgraded exhaust manifolds, followed by catless downpipes to reduce restriction on the exhaust side. On the charge side, the car uses upgraded intercoolers, charge pipes and an upgraded plenum, allowing the engine to move and cool the additional volume of air required at higher boost pressure. A water-methanol injection system was incorporated into the setup to reduce charge temperature and provide additional knock margin under sustained high-load operation. The factory MAP sensors were also replaced. This is a small component with a major role in a build like this. Once manifold pressure exceeds the measurement range of the standard sensor, the ECU no longer receives an accurate pressure value. The signal effectively reaches its ceiling even if actual boost continues to rise. On a torque-based ECU, that affects far more than a boost gauge. Pressure information feeds directly into the engine’s load and torque calculations, meaning the control strategy needs an accurate signal throughout the entire operating range. Upgraded MAP sensors extend that range and allow the ECU to continue seeing the real manifold pressure at the boost levels required by the M1000 setup. ECU / Calibration The engine is controlled by a Bosch MG1CP007, and the calibration work goes considerably deeper than increasing a boost target. The 992 Turbo S uses a torque-based engine management strategy. The ECU continuously calculates requested and delivered torque and uses that model to coordinate boost pressure, throttle position, ignition, fueling and multiple protection functions. For the M1000 setup, the torque model and boost targets were developed together, followed by ignition, lambda and the relevant thermal and protection windows. At the same time, the eight-speed PDK had to be calibrated around the same torque target. The standard Turbo S produces 800 Nm. This car reaches almost 1,091 Nm, meaning the transmission is being asked to handle roughly 290 Nm more torque than in factory specification. Leaving the gearbox on its standard limits would create a hidden bottleneck. Even if the engine ECU requests full output, the transmission can intervene when its calculated torque ceiling is exceeded and effectively trim engine performance during the run. For that reason, the PDK torque limits and clutch-pack clamping pressure were recalibrated to match the increased engine output. The objective was to make the engine ECU and transmission work from the same torque model rather than have one system constantly trying to limit the other. Dyno Results Final calibration was validated on the DEIZ rolling road in Dubai. With the V002 calibration, 98 RON fuel and water-methanol injection, the car produced: 951.5 HP at the engine 822.5 HP at the wheels 1,090.8 Nm at 4,150 RPM Peak power was recorded at 6,810 RPM. The run was completed at 32.4°C ambient temperature and 101.2 kPa atmospheric pressure, with an SAE J1349 correction factor of 0.991. A second back-to-back run was then performed using the same calibration with MS109 race fuel added. That produced 945.7 HP at the engine, 818.1 HP at the wheels and 1,083.0 Nm at 4,170 RPM, with peak power at 6,900 RPM. Ambient temperature had increased to 34.5°C. The difference between the two runs was only around six horsepower despite the hotter conditions. For a car at this output level, that repeatability is more useful than producing one unusually high peak figure under ideal conditions. Torque is already on its plateau by approximately 4,150 RPM, while power continues to carry towards 6,900 RPM, giving the car a very broad operating window rather than a narrow top-end-only power delivery. SAE J1349 vs SAE J607 The quoted figures use SAE J1349 correction, allowing them to be compared on a more conservative basis with the factory-rated 641 HP and 800 Nm. The same runs expressed using SAE J607, a correction standard still commonly seen on performance dynos, would read approximately 999 HP and 1,145 Nm. The hardware has not changed between those figures — only the correction method has. For this project, the reference result remains 951.5 HP and 1,090.8 Nm under SAE J1349. Real-World Performance The dyno was only one part of the validation process. On the drag strip at Yas Marina, the Turbo S recorded a personal best quarter mile of 9.33 seconds. Acceleration testing from the same development program produced: 0–100 km/h — 2.23 seconds 100–200 km/h — 4.22 seconds An earlier stage of the project had already recorded a 9.44-second quarter mile, before further development moved the car deeper into the 9.3-second range. For drag testing, Mickey Thompson tyres were fitted to maximise traction. The more interesting part of the project, however, is that the car was not developed only for straight-line use. At Dubai Autodrome, an earlier configuration recorded a 2:13.30 lap on the Grand Prix Circuit. Continued development later brought the car into the 2:08 range, with repeatable laps at both Dubai Autodrome and Yas Marina. That creates a very different calibration challenge. A drag pass asks for maximum performance over approximately nine seconds. A circuit session asks the engine, cooling system, turbochargers and transmission to repeat high-load operation lap after lap without allowing temperatures, ignition correction or torque delivery to drift away from the target. The same M1000 calibration was developed to deal with both. And after the track session, the car can still be driven home. Monitoring and Validation Throughout development, we used high-speed RAM datalogging of the ECU’s internal parameters rather than relying only on the dyno curve. That allows us to see what the control system is actually doing during a pull or a track session. Parameters including requested versus measured pressure, per-cylinder ignition correction, lambda and intake-air temperature were monitored throughout development. Every change to boost, ignition or torque strategy was evaluated against those traces. The aim is not to find a single pull where the engine briefly reaches the target number. The aim is to develop a state where the engine can repeatedly hold the requested output while the ECU’s protection strategies continue to operate correctly. This becomes especially important in Dubai. The calibration was deliberately developed with 35°C-plus Gulf conditions in mind, with margin retained in boost, ignition and thermal protection rather than using every available degree or every possible pressure target for one headline dyno run. Water-methanol injection adds charge cooling and knock resistance, but it works alongside the ECU protection strategy rather than replacing it. The result is visible in the consistency: back-to-back dyno pulls in 32–35°C ambient, repeated circuit laps and nine-second quarter-mile performance from the same street-driven car. Final Result The finished Porsche 911 Turbo S M1000 moves from the factory 641 HP / 800 Nm to 951.5 HP / 1,090.8 Nm. That represents an increase of approximately 311 HP and 291 Nm. But the purpose of the project was never to create a dyno-only 992. It was to build one Turbo S capable of performing across road, circuit and drag use without requiring a different engine calibration for each discipline. The upgraded turbochargers, charge-air system, MAP sensors, water-methanol injection, ECU torque model and PDK calibration were developed as parts of the same system. The result is a street-registered 992 Turbo S capable of a 9.33-second quarter mile, 2.23-second 0–100 km/h, 4.22-second 100–200 km/h and repeatable circuit running in the 2:08 range — in Gulf conditions. All calibration, dyno development, logging and validation were completed at DEIZ GARAGE in Dubai. 951.5 HP. 1,090.8 Nm. 9.33 seconds. One calibration for road, circuit and drag. Technical Specification Vehicle: Porsche 911 Turbo S (992.1) Engine: 3.7-litre MDB.CB twin-turbo flat-six Factory output: 641 HP / 800 Nm Final output: 951.5 HP / 1,090.8 Nm Power gain: +311 HP Drivetrain: All-wheel drive ECU: Bosch MG1CP007 Transmission: 8-speed PDK Turbochargers: Upgraded Exhaust manifolds: Upgraded Downpipes: Catless Intercoolers: Upgraded Charge pipes: Upgraded Plenum: Upgraded MAP sensors: Upgraded extended-range sensors Injection: Water-methanol Fuel: 98 RON / MS109 during additional testing Calibration: M1000 Quarter mile: 9.33 s 0–100 km/h: 2.23 s 100–200 km/h: 4.22 s Circuit performance: 2:08 range Explore Our Services: https://deiz.ae Follow Our World: Instagram | Facebook Text or Call Us: WhatsApp | +971 4 608 68 08

  • ‌
    News

    Porsche 911 Challenge Arrives

    Porsche is giving well-funded racing enthusiasts a new way onto the track with the “entry-level” 911 Challenge. Priced from $275,000, this track-only racer replaces the 718 Cayman GT4 RS Clubsport in Porsche’s motorsport lineup—although calling it affordable is certainly a matter of perspective. At 180.0 inches / 4.57 meters long and weighing an estimated 2,840 lbs / 1,288 kg in race trim, the 911 Challenge combines components from Porsche’s motorsport arsenal. Its naturally aspirated 4.0-liter flat-six delivers 508 hp / 515 PS and revs to 9,000 rpm, with power sent through a seven-speed PDK. Adjustable ABS, traction control and torque vectoring help keep drivers out of the barriers, while the stripped cabin features an FIA-spec roll cage and a 29-gallon / 110-liter fuel cell. The car also receives 911 Cup suspension components and integrated air jacks. Is electronic assistance a compromise for a pure track car? Would a manual gearbox make the Challenge more appealing? And does a $275,000 racer look like a bargain next to a road-going GT3 RS?

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    News

    Gunther Werks Builds a 9,000-RPM Monster

    California-based restomod specialist Gunther Werks has unveiled the GXR-Evo, its lightest and fastest naturally aspirated build yet. Based on the air-cooled 993-generation Porsche 911, the extreme restomod weighs just 2,386 lb / 1,082 kg—210 lb / 95 kg less than the company’s standard coupe. At its heart is a Rothsport Racing-developed 4.0-liter naturally aspirated air-cooled flat-six that revs to nearly 9,000 rpm and produces 455 hp / 461 PS. Power reaches the rear wheels through a classic Getrag G50 six-speed manual transmission. The approximately 167.7-inch / 4.26-meter-long machine wears bespoke carbon-fiber bodywork designed for serious track performance. Dive planes, front-fender vents, a large rear wing, roof-mounted shark fin and rear diffuser all contribute to increased downforce. The chassis is equally serious, featuring unequal-length front control arms, three-way adjustable remote-reservoir dampers, Brembo Pista race brakes and magnesium center-lock wheels. Inside, the stripped-back cabin gets Racetech carbon-Kevlar seats with six-point harnesses, a Motec digital dashboard and a helmet cooling system. Production will be limited to just 15 examples, with each car accompanied by a matching custom simulator. Is the GXR-Evo more desirable than a modern factory GT3 RS? Can an air-cooled Porsche still make sense as a dedicated track weapon? And does a naturally aspirated flat-six paired with a manual gearbox remain the ultimate sports-car formula? Comment, like & share 🔥

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Porsche 911 Questions & Answers (FAQs)