The 964 Turbo 3300, with all the necessary modifications to be used in competitions, in 1991 won the IMSA Supercar Championship against the Chevy Corvette and the Nissan ZX, thanks to Hurley Haywood. This racing version of the 964 Turbo 3300 has taken to the built of a laboratory-car, presented at the 1992 Geneva Motor Show with the name "911 Turbo S". But there has been so much interest for this car, that Porsche Factory decided to create a limited edition of it (80 cars). The instructions which have taken to this wonderful monster, provided a riduction of the weight, an increase of power, and an increase of strenght of the chassis. It's recognizable for the big 235/35 ZR 18 Dunlops on Three-piece rims. Massive 265/35 ZR 18 provide the traction at the rear, aided by a special anti-slip differential with up to 100% anti-lock depending on power. Aesthetically the car is also recognizable for the front air scoops instead of front fog lamps for the brakes and oil coolers, the 959-style intakes in the rear wings which duct extra air to the engine, a bigger spoiler. With a dru weight of 1290 kilos, the 911 Turbo S is at least 180 kilos less than its production counterpart: it went on a weight reducing exercise much like that of the Carrera RS, racing seats, no eletric windows, central locking soundproofing and rear seat, and doors opened from the inside by a simple pull strap. Further weight is trimmed by using ultra-light Kevral doors, bonnet, engine cover and rear wing, and there is no underbody protection.
ENGINE: principally, the engine is the same 3.3-liter of recent years, but for this limited runs of 100 cars, a number of modifications have been made: revised camshafts have been fitted, , a larger turbocharger produces more power at high revs, and the engine management system has been reprogrammed to suit. The modifications are said to produce a futher 61 horsepower on top of standard car's 320, but it feels more like 150. The Turbo S is tuned for high power output and it comes on in a brutal fashion, not at all progressive. In this respect it is reminiscent of the first 930 Turbo. It is basically all or nothing, and never before has a car of Zuffenhausen been so much fun. 
DRIVING: Below 4,000 rpm, nothing much happens, but when turbocharger comes on boost it takes an experienced driver to keep out of trouble. You need to fight with the wheel, which is reason enough for liking the car as the standard version is boring by comparison. The Turbo S constantly demands your maximum concentration, experience and physical power.