Porsche Turbo S
The MA1.71S differs from the MA1.71 primarily through different turbochargers, higher boost pressure and PASM Sport as standard. The crankcase and fundamental construction are identical to the 520 hp engine — both variants share weaknesses almost completely. The higher boost stresses VTG mechanics and valve train more heavily. The HPFP is identical and fails at comparable rates. What distinguishes the engine: at identical dimensions you feel more torque and spontaneity — the difference is real but subtle. Anyone buying a used Turbo S should pay special attention to engine oil quality, borescope on cylinders 4–6 and VTG actuator freedom of movement, beyond the usual MA1 checkpoints.
Turbo S — More of Everything
412 kW, higher boost pressure, even more aggressive throttle response — the Turbo S of the 991.1 generation is the logical sharpening. PDK is the only option and fits better here than anywhere else: at this output level an automatic gear change is simply the smarter approach. Emotionally it's no different from the Turbo, just more uncompromising in execution.
Engine Weaknesses 8
Same HPFP as the MA1.71, identical failure pattern. Fuel pressure collapses, limp mode is activated. Long lead times for replacement parts.
Symptoms: Extended cranking, engine starts briefly then stalls, 'Engine power reduced', fault code P1023
Despite the 9A1 block with improved Alusil coating, bore scoring is documented. The Turbo S's higher boost pressure can marginally increase risk on cold starts.
Symptoms: Rhythmic engine noise, increased oil consumption, sooty right exhaust side, aluminium particles in oil filter
PDK sensor failure puts the gearbox in limp mode. Specialists can replace just the distance sensor — considerably cheaper than the full gearbox swap Porsche typically proposes.
Symptoms: P1731–P1734, no reverse gear, gearbox limp mode
The Turbo S's higher boost pressure puts additional stress on the VTG linkage. Salt ingress causes ball joints to seize.
Symptoms: Inconsistent boost, overboost or no boost, actuator cannot be moved
Identical issue to the MA1.71: the right intercooler hose on early 991.1 Turbo S models seals poorly. The revised part number resolves the problem permanently.
Symptoms: Oil spots under right side of car, oil film on hose, oil smell when engine is warm
Identical DFI valve carbonisation issue as the MA1.71. Short trips and high blow-by content accelerate deposit build-up.
Symptoms: Light hesitation at part throttle, reduced power with heavy build-up, marginally higher consumption
991-series ignition coils crack from heat and corrosion. Same design as the MA1.71. Replace all six when one fails.
Symptoms: Misfires, engine stumble, check engine light, rough idle
All eight COV solenoids share the same vacuum system. Early Turbo S models were covered by service campaign WC-43. The revised part number is the permanent fix.
Symptoms: Coolant fault, climate control failure, exhaust flap issues, check engine light
Vehicle Weaknesses 7
HVAC blend door actuators fail and cause incorrect air temperatures. Recoding required after replacement.
Brake pads and brake discs wear significantly faster than expected under sporty use. PCCB ceramic brakes are less affected.
Door and window seals harden over time. Water enters the interior in heavy rain.
On cars driven in winter, exhaust nuts, bolts and underbody fasteners seize solid with road salt. Follow-on costs arise from snapped studs during the next service.
Door cards, rear parcel shelves and B-pillar trims creak and rattle over road imperfections. Cause: plastic clips and metal contact points without adequate damping.
Active engine mounts with Sport Chrono package lose their damping control due to internal sensor failure. Often just the sensor needs replacing, not the complete mount. Primarily affects 991.1 from around 30,000 km.
Both AC condensers sit exposed behind the front bumper and are frequently damaged by stone impacts. Refrigerant escapes slowly or suddenly. Replacing both condensers plus the dryer at the same time is recommended.