Over 0–100 km/h, 911 Turbo S 992 wins (2,53 s vs 4,77 s).
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 S 992 | Boxster Spyder 987 | |
|---|---|---|
| 0–100 km/h | 2,53 s−2,24 s | 4,77 s |
| 400 m standing start | 10,01 s−2,68 s | 12,69 s |
| 1,000 m standing start | 18,17 s−4,56 s | 22,73 s |
| Top speed (electronically limited) | 322 km/h+48 km/h | 274 km/h |
| Power-to-weight ratio | 2,43 kg/hpbetter ratio | 4,01 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 S 992 | Boxster Spyder 987 |
|---|---|---|
| 0–30 km/h | 0,73 s | 1,35 s |
| 0–50 km/h | 1,22 s | 2,26 s |
| 0–80 km/h | 1,96 s | 3,70 s |
| 0–100 km/h | 2,53 s | 4,77 s |
| 0–120 km/h | 3,26 s | 5,96 s |
| 0–160 km/h | 5,13 s | 9,35 s |
| 0–200 km/h | 7,66 s | 14,53 s |
| 400 m standing start | 10,01 s | 12,69 s |
| 1,000 m standing start | 18,17 s | 22,73 s |
| Top speed | 322 km/h | 274 km/h |
Manufacturer technical specifications. The power-to-weight ratio is the key physical factor in a drag race.
| Characteristic | Value | Detail |
|---|---|---|
| Power | 711 hp | B6 |
| Torque | 800 Nm | |
| Weight | 1 725 kg | manufacturer kerb weight |
| Drivetrain | Integrale (AWD) | |
| Gearbox | Unknown |
| Characteristic | Value | Detail |
|---|---|---|
| Power | 324 hp | B6 |
| Torque | 370 Nm | |
| Weight | 1 300 kg | manufacturer kerb weight |
| Drivetrain | Propulsion | |
| Gearbox | DUAL_CLUTCH |
Off the line, the 911 Turbo S hits 100 km/h in 2.53 s versus 4.77 s for the Boxster Spyder. At this point, the 911 Turbo S leads by 2.24 s and sits roughly 17 m ahead.
At 200 metres, the 911 Turbo S is doing 185 km/h against 151 km/h for the Boxster Spyder. The gap is 1.93 s. The challenger starts to claw back ground.
At 400 metres standing start, the 911 Turbo S crosses the line in 10.00 s versus 12.69 s. The 2.69 s gap represents roughly 132 m of track - a gap visible to the naked eye.
Past 400 metres, the 911 Turbo S continues to build its lead. At 600 metres, it runs at 257 km/h versus 210 km/h. At 1,000 metres, the 911 Turbo S finishes in 18.17 s versus 22.73 s, with a 4.56 s lead.
The 911 Turbo S features all-wheel drive (AWD) against the Boxster Spyder’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.
Electronically capped at 322 (i.e. 200 mph - industry threshold) km/h, the 911 Turbo S never reaches its natural aerodynamic ceiling in this duel. That’s not a physical limit of the motor - it’s a deliberate manufacturer decision, typically tied to standard-fit tyre ratings or model-range positioning.
With two combustion powertrains, the difference comes down to power-to-weight ratio (2.43 kg/hp vs 4.01 kg/hp) and transmission (Automatic vs Automatic).
In European road use (130 km/h max), both vehicles reach the legal speed limit in under 6.74 seconds. The 2.24 s difference in 0 to 100 km/h is mostly felt in motorway merging and overtaking.
Over 0–100 km/h, 911 Turbo S 992 wins (2,53 s vs 4,77 s).
911 Turbo S 992 goes from 0 to 100 km/h in 2,53 seconds (calibrated simulation).
911 Turbo S 992: 711 hp, ratio 2,43 kg/hp. Boxster Spyder 987: 324 hp, ratio 4,01 kg/hp.
911 Turbo S 992: 322 km/h. Boxster Spyder 987: 274 km/h.