Over 0–100 km/h, 911 Turbo 991.1 wins (3,35 s vs 5,07 s).
Performance comparison
Simulated drag race 0 → 1,000 m in real time. Synchronised speed counters and stopwatch. Physics calibration on 7 manufacturer measurements.
Simulation
Calibration
Physics model calibrated on manufacturer splits. The limited top speed is not the real aerodynamic top speed of the vehicles.
| 911 Turbo 991.1 | Boxster S 987 | |
|---|---|---|
| 0–100 km/h | 3,35 s−1,72 s | 5,07 s |
| 400 m standing start | 11,13 s−2,06 s | 13,19 s |
| 1,000 m standing start | 20,22 s−3,50 s | 23,72 s |
| Top speed (electronically limited) | 309 km/h+37 km/h | 272 km/h |
| Power-to-weight ratio | 3,10 kg/hpbetter ratio | 4,39 kg/hp |
Standing-start drag race, calibrated on manufacturer splits. The gap shows at each stage.
Simulated performance at each stage. Winner in green.
| Palier | 911 Turbo 991.1 | Boxster S 987 |
|---|---|---|
| 0–30 km/h | 0,96 s | 1,35 s |
| 0–50 km/h | 1,60 s | 2,25 s |
| 0–80 km/h | 2,62 s | 3,85 s |
| 0–100 km/h | 3,35 s | 5,07 s |
| 0–120 km/h | 4,29 s | 6,64 s |
| 0–160 km/h | 6,70 s | 10,76 s |
| 0–200 km/h | 10,25 s | 17,15 s |
| 400 m standing start | 11,13 s | 13,19 s |
| 1,000 m standing start | 20,22 s | 23,72 s |
| Top speed | 309 km/h | 272 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 507 hp | Aluminium engine block and cylinder head |
| Torque | 700 Nm | |
| Weight | 1 570 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Unknown |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 314 hp | B6 |
| Torque | 361 Nm | |
| Weight | 1 380 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | DUAL_CLUTCH |
Off the line, the 911 Turbo hits 100 km/h in 3.35 s versus 5.07 s for the Boxster S. At this point, the 911 Turbo leads by 1.72 s and sits roughly 13 m ahead.
At 200 metres, the 911 Turbo is doing 168 km/h against 143 km/h for the Boxster S. The gap is 1.39 s. The challenger starts to claw back ground.
At 400 metres standing start, the 911 Turbo crosses the line in 11.13 s versus 13.18 s. The 2.05 s gap represents roughly 97 m of track - a gap visible to the naked eye.
Past 400 metres, the 911 Turbo continues to build its lead. At 600 metres, it runs at 232 km/h versus 199 km/h. At 1,000 metres, the 911 Turbo finishes in 20.22 s versus 23.72 s, with a 3.50 s lead.
The 911 Turbo features all-wheel drive (AWD) against the Boxster S’s RWD. At low speeds (0-30, 0-50, 0-80 km/h), AWD doubles the driven contact area: all four wheels transmit torque to the road, virtually eliminating wheelspin at launch. This traction advantage is decisive in the range where the motor delivers peak torque, before power and aerodynamics take over.
Both rivals are electronically governed, but not at the same level: the 911 Turbo is capped at 312 km/h, the Boxster S at 272 km/h. This isn’t a physical engine limit - it’s a manufacturer choice, usually for tyre safety or homologation reasons. Neither car reaches its true aerodynamic top speed.
With two combustion powertrains, the difference comes down to power-to-weight ratio (3.10 kg/hp vs 4.39 kg/hp) and transmission (Unknown vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 7.54 seconds. The 1.72 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, 911 Turbo 991.1 wins (3,35 s vs 5,07 s).
911 Turbo 991.1 goes from 0 to 100 km/h in 3,35 seconds (calibrated simulation).
911 Turbo 991.1: 507 hp, ratio 3,10 kg/hp. Boxster S 987: 314 hp, ratio 4,39 kg/hp.
911 Turbo 991.1: 309 km/h. Boxster S 987: 272 km/h.