Brabus no longer refines Mercedes models alone, but now also works on Porsche, among other things. The debut of the Brabus 820 is more than impressive, because now the McLaren 765LT Spider and the Lamborghini Aventador SVJ Roadster have to dress warmly. Brabus gave the Porsche 911 Turbo Cabrio a performance infusion from 478 kW / 650 PS to 603 kW / 820 PS.

The tuning of Porsche 911er is a question of faith. Some are of the opinion that the vehicles from Zuffenhausen shouldn’t be touched, others are of the opinion that these sports cars also need more power. Ruf Automobile has been breathing more life into the 911s for several years. Radical cars like the RuF CTR 3 Clubsport with 541 kW / 777 hp and a maximum torque of unbelievable 980 Nm cemented the reputation of the Allgäu as a hp splurge. But now you have to pull the harness belts tight in Pfaffenhausen. Because the Mercedes specialists from Brabus have discovered their love for the most legendary of all Porsches. And as a rule, no short-winded performance asthmatics come from Bottrop.

This is not the case with a Porsche 911 Turbo S with 478 kW / 650 hp anyway. Brabus adds a performance level doublet: either with 530 kW / 720 hp (zero to 100 km/h in 2.6 seconds, top speed 335 km/h) or with 603 kW / 820 hp and a maximum torque of 950 Newton meters. The latter power variant already takes your breath away when accelerating via launch control, knocking the 911 from a standing start to 100 km/h in 2.5 seconds and further up to 340 km/h before the electronics put an end to the summit rush. These are absolute hypercar values, with which you can show the rear spoiler on a McLaren 765LT Spider and also outperform the Lamborghini SVJ Roadster in the sprint. We sit in the comfortable Brabus seats and can’t get the grin off our faces.

The power boost from Bottrop is basically based on a control unit that makes more use of the engine’s reserves. This is done via plug-and-play and with its own wiring harness. “It is important that the device communicates with the engine electronics via Can-Bus, so that any overloading can be prevented, for example,” explains Brabus Head of Development Jörn Gander. The first performance stage is installed within half a day. “We can ship the device and install it anywhere without any problems,” explains Gander. With the top variant, plug-and-play tuning is not enough, the technicians also had to work on the hardware, i.e. the two turbochargers of the 3.8 liter boxer engine. The conversion measures affect the larger compressor, a new, larger turbine wheel and shaft, including reinforced axial bearings, since the components are heavier. This results in a boost pressure of 2.1 bar. To ensure that the entire system works as if it were made from one piece, the engineers changed the setting of the variable turbine geometry and adjusted the BRABUS engine control unit accordingly.

The body can be lowered by up to 25 millimeters so that this power can also be applied to the asphalt, with the adaptive dampers remaining unchanged. Aerodynamic details such as the flaps on the front spoiler or the rear wing are made of visible carbon, which is typical for Brabus. This is also evident when driving, the beefed up topless Porsche remains stable even at high speeds.

The technicians did well not to intervene too much in the suspension setup, because the Porsche experts have already done a great job there. So the Brabus-Porsche whistles razor-sharp around the corner, the steering is typically Porsche-precise and constantly tells the driver what the interaction between the front wheels and the road surface looks like. The eight-speed dual-clutch transmission also does its job unobtrusively, although it seems to take an idea longer to catch your breath when downshifting before it proceeds with a brute elemental force. The fact that the maximum torque is already available at 4,000 rpm makes it easier to drive.

The Brabus worlds of sound are an experience anyway. With every load change, the Brabus bypass valves blow with such voluminous verve that you constantly provoke them for that reason alone. This symphony is garnished by the sports exhaust system, which is made of Inconell and not titanium and generates low exhaust back pressure. Above all, when the driver opens the flaps by pressing a button, the soundscape increases significantly. The high-tech material Inconell comes from Formula 1, is particularly heat-resistant, more robust than titanium and can also be used with thinner walls. A special highlight are the trims on the tailpipes, which are produced using 3D printing. So much expertise and elaborate materials also have their price and at 405,157.25 euros it is not without.