The new Porsche 911 Turbo packs a 480bhp punch, 30bhp more than the
previous generation 911 Turbo S, and a useful 60bhp more than the regular 996 Turbo. That figure in isolation sounds exciting, but when you take into consideration the proliferation of high-powered saloons such as
BMW's M5 you have to wonder whether Porsche should have eked it out to the magic 500bhp. If online forums are anything to go by, Porsche fans feel the same way.
However, let's try to keep things in perspective here. The new Porsche 911 Turbo hits 62mph from rest in just 3.9 seconds in manual form on its way to more than 190mph. The mid-range should be even more impressive, with 50-75mph in fifth gear dispatched in a scarcely believable 3.8 seconds. The secret to the new 911's performance is the adoption of a variable geometry turbine turbocharger, apparently the first time that this has been used on a petrol engine.
Using precise actuators controlled by the engine management system, the geometry of the turbine blades is altered depending on engine speed and load. Though it is likely that adjustment in continuous, it is easier to consider the turbine acting like a small, quick spinning turbocharger at low engine speeds and airflow, and a large blower at higher speeds. An overboost feature is fitted to cars specified with the optional Sport Chrono Package, allowing up to 502lb.ft of torque for ten seconds (the 'standard' Turbo produces up to 457lb.ft over a wide engine speed range). The 911 Turbo should feel quick at any engine speed, with little lag. We've tried this technology in several diesel-powered cars (most successfully in the
Jaguar S-type) and it really does work. It is likely that would-be doubters will have to change their tune once they experience the new Turbo on the road.
Unusually, the automatic version of the new Porsche 911 Turbo (dubbed Tiptronic S) is quicker than the manual. The 0-62mph time is reduced to 3.7 seconds for instance. Allied with the Turbo's advanced multi-plate clutch four-wheel drive system, this could be the most drivable supercar on the market. Porsche has redesigned the hardware for the new car, claiming that it is the lightest system of its type. It utilises Porsche Traction Management to shuffle torque to the axle with more grip.
The ultimate specification 911 Turbo will be fitted with Porsche Ceramic Composite Brake discs (at a cost yet to be announced), giving less unsprung mass, better resistance to fade and no corrosion. However, the standard stoppers should be sufficient for all but the most determined 'Ring user. Ventilated and cross-drilled steel discs are used front and rear, with a diameter of 350mm. These are grabbed by monobloc fixed calipers, with six pistons at the front and four at the rear.
No new Porsche 911 Turbo would be complete without a body workout, and the delicate 997 has apparently spent a lot of time in the gym, not to mention investing in a few steroid injections. The front three-quarter view is probably the least affected, though you'll notice the adoption of larger air intakes housing unusual LED indicators, reminiscent of a carefully groomed moustache. The five-spoke alloys pictured will be standard too, as is the wider body. The larger air intake ahead of the rear wheels disguises this, but take a look at the rear view and you'll appreciate the difference between regular Carrera and the 911 Turbo. A wider new bumper makes way for massive trapezoidal exhaust pipes and hot air outlet vents. Above all that is a relatively sombre spoiler. Don't be fooled; it rises to full height at speed.
The new Porsche 911 Turbo debuts at the
2006 Geneva Motor Show and will go on sale in the UK on June 24th. Prices start at £97,840. Also tipped for debut in Geneva is the new Porsche 911 GT3. Ferrari will no doubt be watching all this with interest. I wonder when the Challenge Stradale version of the F430 will rear its head.
Shane O' Donoghue - 17 Feb 2006
