Porsche 911 Turbo

Not so much
>> Large turning circle
>> Console button overload
>> Cabin too similar to Carrera’s

OVERVIEW
Hard-nosed motoring journalists usually aren’t generous with superlatives. But don’t be surprised if even the most jaded journo waxes lyrical once exposed to Porsche’s new 911 Turbo.

You see, the 997 Turbo offers a combination of traits that are irresistible to even the most prosaic motor noter… And the world’s ever-growing legion of Porschefiles. It is a daily-driver supercar -- a blindingly-fast object of adoration for car nuts and lovers of good design alike. And it is a technological feast for the cognoscente.

See what we mean about superlatives …

In terms of its new technology, this latest 911 Turbo packages a new all-wheel drive system, massive brakes (with optional ceramic composite discs) and world-first variable turbine geometry (VTG) in a petrol-engined car. And they’re just the highlights.

In terms of its looks, the 997-series Turbo presents as a Porsche that truly wears its muscles on its sleeves. Those huge air intakes in its deep chin spoiler and behind the doors spell S-E-R-I-O-U-S, and the drooping biplane rear wing, deep-set apron vents and twin fat exhaust pipes confirm this car’s intent.

Despite its more generous equipment list and bigger brakes, the new Turbo hits the scales at 1585kg -- 9kg lighter than its predecessor. Part of that weight reduction can be attributed to its aluminium doors, bonnet and bootlid, together with the use of high-strength steel and composite plastics.

It’s still no lightweight, but the 911 Turbo’s 353kW/620Nm 3.6-litre twin-turbo flat-six makes light work of the its not-insubstantial bulk. So much so, that Porsche claims just 3.9sec 0-100km/h for the six-speed manual version and – although it perhaps defies belief – 3.7sec for the five-speed automatic.

If you crave even more performance, the optional Sports Chrono package gives you an extra 0.2bar of turbo overboost which drops the 0-100km/h sprint to 3.5sec. Did somebody say Ferrari mauler?

FEATURES
If you’re familiar with the current 911 Carrera, you’ll feel right at home in the new Turbo. The aluminium-faced instruments are basically the same, although the “Turbo” script in the front-and-centre tachometer is a dead giveaway. White light-emitting diodes make the instruments brighter at night, and there’s now a turbocharger pressure bar diagram set in the tachometer binnacle.

The gearshift lever differs from the Carrera’s, too, helping to deliver what Porsche calls the “special Porsche Turbo look” to the interior. Shift buttons for Tiptronic-equipped cars are mounted on the steering wheel.

The centre console still offers an array of small buttons that, given their number, takes some getting used to.

Like the 996 Turbo, the new generation car gets the Porsche Communication Management (PCM) system, including a DVD navigation module. The PCM system can be optioned with a telephone set-up and what Porsche calls an “electronic logbook”.

The new Bose surround sound system comes with 13 speakers and seven-channel digital amplifier.

Also standard are anti-dazzle rear-view mirrors and a new, radar-operated theft warning system which works both inside and outside the car.

As you’d probably expect, boot space is at a premium, too. Hard-core Carrera fans will tell you that you don’t buy 911s for their cargo space, anyway. Sure, you can fit a couple of (soft) overnight bags upfront, but anything bulkier rides in the cabin with you. After all, they’ll tell you, that’s what the rear seats are really for.

Apart from its even-better all-wheel drive system (see Mechanical below), standard equipment includes Porsche Traction Management (PTM), and Porsche Stability Management (PSM). Those massive brakes now incorporate a Brake Assistance and pre-loading system which helps further shorten stopping distances in emergency braking.

Inside, airbag count is six: driver and front passenger full-size ’bags, two window ‘bags and thorax ‘bags in the front seat backrests.

MECHANICAL
Apart from its purposeful good looks and high-end on-road competence, the new 911 Turbo offers a feast for technofiles.

When it comes to detailing the menu, that world-first variable-geometry turbo set-up (VTG) – on a petrol-engined car, anyway – is the obvious place to start. Able to withstand exhaust gas temperatures up to 1000 degrees C, the 911 Turbo’s twin turbochargers in effect do the work of four. That’s because each unit delivers the advantages of both a small and large turbocharger.

Despite its unchanged capacity, the 3.6-litre flat-six now produces 353kW maximum power at 6000rpm, 44kW up on the predecessor 996-series Turbo’s engine. Peak torque is up from 560 to 620Nm, and it’s available from 1950rpm all the way to 5000rpm.

The optional Sports Chrono Package lets the driver boost turbo pressure briefly ramping up torque by an extra 60Nm. In fifth gear, that’s said to produce 80-120km/h acceleration in 3.5sec (against the standard Turbo’s 3.8).

The new all-wheel drive system combines with PTM (Porsche Traction Management) to improve power delivery to the 911 Turbo’s 235/35 ZR19 front and 305/30 ZR19 rear tyres via a computer-controlled multi-plate clutch. In fact, Porsche says that the PTM system’s 100 millisecond operating time out-responds the reaction time of even the quickest driver.

If you’re keen – and, we’d say, especially well-heeled and one hell of a driver – there’s an optional mechanical rear axle wheel lock which distributes engine power asymmetrically.

Porsche Active Suspension Management (PASM) is standard, giving driver-selectable Normal and Sports damper modes.

Standard brakes are enormous 350mm diameter vented discs all round (up from 330mm in the 996 Turbo), with six-piston monobloc callipers upfront and four-piston units at the rear. And, talking about well-heeled, those optional Porsche Ceramic Composite Brakes (PCCB) are said to resist corrosion while effectrively bannishing any likelyhood of fade while saving around 17kg(!!!) in unsprung weight.

Aston Martin’s DB9 doubles the Porsche’s number of cylinders in V-formation, for its 335kW and 570Nm, and will set you back a Turbo-like $329,947 for the five-speed manual through to $367,890 for the six-speed auto Volante flagship. But it can’t touch the Porsche from a standing start.

Perhaps the closest thing to a bargain in this company, BMW’s M6 offers more power but 100Nm less torque than the 911 Turbo for $274,000.

At $248,500, Maserati’s GranSport is cheaper again but well out of the power-and-torque ballpark. Ferrari’s F430 delivers arguably the closest cachet – and marginally more power, but much less torque (465Nm) for $385,000.

Lamborghini’s V10 Gallardo offers more power (369kW) but less torque (510Nm) with 911 Turbo-like all-wheel drive and ability (and plenty of cachet of its own) but for more money ($399,346).

And, of course, there’s those uber-torque SLs from Mercedes-Benz and its rocket science AMG division. The $372,000 SL55 AMG and same-price, twin-turbo SL600 both dish out 368kW maximum power and 700Nm and 800Nm respectively.

Choice, choices …

ON THE ROAD
Here’s where things get really serious, and seriously ballistic. Even with its plethora of driver aids, the new 911 Turbo is a supercar that demands respect.

Acceleration literally pins you back in your seat, and it takes real skill and a cool head to even grab second gear as the red tacho needle rips from 2000rpm to the 6800rpm redline.

As you’ll see from Porsche’s own 80-120km/h fifth-gear acceleration time, the 911 Turbo also demands respect when it’s on the move. While a manual 911 Carrera takes 6.2sec to accelerate from 80-120km/h in fifth, remember that the new Turbo achieves the same feat in just 3.8sec (as you will have read, make that 3.5 seconds for Sport Chrono-equipped cars).

With the Sport button pushed, light throttle openings produce phenomenal acceleration. Third gear acceleration is awesome.

Perhaps it doesn’t need to be said, but this car will challenge your licence like few others. Computing braking points and corner entry speed requires vast amounts of driver skill. The optional carbon ceramic brakes help, but driving the 911 Turbo as it should be driven is a rapid-fire point and shoot exercise broken only by the need to stomp on the brakes hard, and tug on the beautifully-balanced steering wheel before the car thrusts itself to the next corner... After which you’ll need to do it all again.

In case you’re wondering, the split-level rear wing deploys at 120km/h... Or just 150 metres or so after you’ve launched the car from standstill!

Porsche claims the new 911 Turbo’s top speed is 310km/h. We’re not arguing.