Porsche 911 Turbo 2009 Review - International

Porsche 911 Turbo

What we liked
>> Towering performance from all-new 3.8 engine
>> Prodigious grip, user-friendly handling
>> Easy to drive around town

Not so much
>> Throttle response not as crisp as 911 GT3
>> Interior looks dated, lacks specialness
>> Exhaust note isn't particularly inspiring

Overall rating: 4.0/5.0
Engine/Drivetrain/Chassis: 4.5/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.5/5.0

About our ratings

"Is this car faster around the Nürburgring than a Nissan GT-R?" I queried somewhat cheekily at the official press conference during the media launch of the 2010 Porsche 911 Turbo in Portugal. I figured, at the very least, the response would provide some entertainment value -- if not hard facts -- about the new Porker's prowess.

For those who came in late, Nissan has been shouting from the rooftops about the 7min 26sec lap its all-paw demon has allegedly accomplished around the dipping, diving Nordschleife. It's a claim the Germans have pooh-poohed from the outset, saying there's no way in hell this could have been set in a standard car with road tyres.

Be that as it may, the question was answered in the most diplomatic way possible, with a senior Porsche official venturing that an independent magazine had managed a best of 7min 38sec in the GT-R and that, consequently, the 7min 39sec lap posted by the 911 Turbo indicated that "we are very close".

Accompanying the response was the slightest of smiles.

The new 911 Turbo comes just over three years after the 997 Series model arrived in showrooms, and while it's not an 'all-new' car, Porsche's team of labcoats has thoroughly reworked the drivetrain to yield a package that's faster, more surefooted and no more likely to make enemies within the tree-hugging brigade.

The revamp is worth sitting up and taking notice of, as Porsche claims it's the first time in the 911 Turbo's 35-year history that the engine has been created from scratch (until now it had been a case of constant refinement and development).

Supplementing the lag-reducing variable-geometry turbochargers from the outgoing model -- with vanes that vary in angle to mimic a small turbo at low revs and a larger one at high revs -- are: direct-injection; dry-sump lubrication (making for a lower centre of gravity and less wasted energy); and an 'expansion-type' intake manifold that boosts efficiency across the rev range.

The raw stats aren't earth-shattering, as peak power rises modestly from 353 to 368kW, while torque is up from 620 to 650Nm (or 700Nm with the Overboost function in cars equipped with the optional Sport Chrono Plus Package). What the numbers don't fully convey is the sheer unrelenting urge that's on tap from 2000-6000rpm.

Arguably the biggest news, though, is the supplanting of the outgoing model's antiquated five-speed Tiptronic auto by a seven-speed PDK dual-clutch sequential gearbox.

Better still, this gearbox can be had with paddle-shift levers (optional) in lieu of the infuriating steering wheel-mounted shift buttons that severely compromised the driving experience in its predecessor [Ed: same goes for the horrible sliders in the current 911 PDK].

But here's what you really want to know: this thing is fast -- spine-compressing fast, in fact. Porsche conservatively quotes a 3.6sec 0-100km/h split for the PDK-equipped 911 Turbo, but we managed to repeat a couple of 3.2sec dashes in a car with the optional Sport Chrono Plus and Launch Control.

It's a no-brainer, too. Just dial up the requisite revs, sidestep the brake and you become an instant traffic-light-grand-prix grand champ.

The rate of acceleration barely diminishes as speeds rise, with 200km/h dispatched in 11.3sec, and a top whack of 312km/h. Yet, Porsche boasts the 911 Turbo is the only car in its category that doesn't fall victim to the Gas Guzzler Tax in the USA, thanks to a miserly overall fuel consumption figure of 11.4L/100km (11.6L/100km for the six-speed manual).

As potent and elastic as the new engine is, it still doesn't completely overcome the lag that comes with having a force-fed engine. Stamp on the throttle on at dawdling speeds and there's the briefest of pauses as the turbos spool up and ram compressed air into the intake manifold.

This is particularly noticeable below 2000rpm, where the 911 Turbo can't match the cracking throttle response of a Carrera S or, better still, a GT3. That said, the 911 Turbo is electrifyingly fast everywhere else. The fact it ate up the Estoril circuit with little of the brake fade or rolly-poly characteristics that usually mar road cars on racetracks was no surprise, but more eye-opening was its appetite for poorly surfaced B roads.

The drive route took in an assortment of narrow, twisting -- and occasionally lumpy -- Portuguese backroads, but these were all quickly and effortlessly dealt with. Porsche has been a past master in endowing supple ride in its performance-focused offerings, and the Turbo is no exception. Even a roughly cobbled section didn't have our noggins banging against the roof -- except when the suspension was locked in "Sport" mode!

The handling dynamics are pretty much foolproof too. Early 911s, and especially the Turbo versions, had a propensity for disappearing into the scenery backwards with little warning, but the 2010 iteration is supremely easy to pedal at pace.

The chassis electronics no doubt play a role here, as the Porsche Traction Management (PTM) and Porsche Stability Management (PSM) systems have been enhanced, and they're now supplemented (in PDK-equipped cars) with a new mechanical rear limited-slip differential that brings yet another acronym -- PTV (for Porsche Torque Vectoring). In a nutshell, PTV combats understeer by braking the inside rear wheel when necessary, encouraging the car to turn in, rather than push straight on. It works, and the 911 Turbo is one of the most formidable point-and-squirt weapons you can lay your hands on.

It's also a doddle to drive in traffic, with the PDK gearbox providing virtually seamless shifts for the most part, and the super-smooth 3.8-litre powerplant doing little to compromise refinement levels.

An interesting new feature on Sport Chrono Plus-equipped cars is 'active' engine mounts, and these vary their stiffness and damping effect so the chassis/drivetrain still has a solid, connected feel, but without compromising comfort.

Speaking of comfort, the seats are also agreeably sculpted, and the newly designed three-spoke steering wheel is a delight to hold and behold, with the grippy leather rim framing a trio of polished alloy spokes, within which are a cleverly integrated pair of display panels that show what mode you're in.

I don't know if it's just me, but I feel the clustered instrument panel (with five intersecting dials) looks a bit cluttered and old-hat in an age when dashboard minimalism is starting to come to the fore. In fact, the cabin has a dated feeling generally and it lacks the 'special-ness' you find on sliding into the innards of a Lamborghini Gallardo or Audi R8.

Porsche hasn't gone overboard with the exterior revamp either, and among the few distinguishing marks of the 2010 model are LED daytime running lights (replacing the old model's conventional foglamps) and titanium-coloured louvers in the side air intakes.

New tail-lights are festooned with LEDs, and other tweaks to the derriere include a split wing and a larger set of tailpipes. Somewhat disappointingly, these emit a nondescript "whoosh" under throttle, rather than the tuneful bellow you'd get in an Italian exotic. This isn't a surprise though, as turbocharging more often than not has the effect of resulting in a muffled exhaust note.

The lack of aural excitement is but one symptom of car that's superbly accomplished, but perhaps slightly bereft of the passion and charisma you might expect in an exalted supercar. On the flipside is the fact that it's more user-friendly than most of its rivals and the best proposition as a daily driver. [Ed: we might argue that point now we've driven the SLS].

So there you have it: the new 911 Turbo is typically Germanic supercar you can happily live with everyday. It'll pin your shoulder blades to the backrest every time you mash the throttle, and you'll be able to turn up at track days and wallop most other comers whenever you feel the urge. Yet it also enables you to comfortably tackle the urban crawl on the way home.

Just a smidgeon more personality might have been nice though...

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