BY JENS MEINERS
More than one year after the regular Porsche 911 migrated to Phase II of the 997 architecture, the Turbo follows. The most important change: A new twin-turbocharged, direct-injection flat-six engine with higher compression (9.8:1, from 9.0:1), a displacement of 3.8 liters (up from 3.6) and 20 more horsepower—the new 911 Turbo makes 500 hp at 6000 rpm, versus the previous model's 480 hp. Maximum torque for the new car is 479 lb-ft at 1950 rpm (516 lb-ft at 2100 rpm with the optional Sport Chrono package), while its predecessor delivered 460 lb-ft (505 lb-ft with Sport Chrono).
Porsche says the revisions improve the Turbo's already stellar performance, with the company claiming the run to 60 mph now takes 3.2 seconds; a 0–60 sprint of 3.4 seconds is the best we’ve recorded for the previous model. Top speed rises 1 mph to an ungoverned 194. However, a more noticeable improvement is the Turbo's efficiency. Carbon-dioxide emissions are said to be 18 percent less than before, and while U.S. EPA ratings are not yet available, combined fuel economy in the European cycle has increased from the equivalent of 18 mpg to 20 mpg for 2010.
Part of the improved fuel economy is due to the optional ZF-supplied, seven-speed Porsche-Doppelkupplungsgetriebe (PDK) dual-clutch automated manual transmission. It replaces the former Aisin five-speed automatic, and its seventh gear is extremely tall for more-efficient cruising. As with non-turbo 911s, the gearbox also is configured to upshift more quickly when you push the "Sport" or "Sport Plus" button, which also are part of the Sport Chrono package. More important, though, is that the counterintuitive and awkwardly positioned steering-wheel buttons that operate the manual-shift function—they require you to push away to upshift and pull towards you to downshift, and are easy to hit accidentally—can now be replaced with proper, wheel-mounted paddle shifters; pull the left one to downshift, the right one to upshift. Bravo to Porsche for offering the option and we hope the new steering wheel becomes available across the company’s entire lineup.
Of course, you can also opt for the standard six-speed manual, which we’ve found in the previous model to be smooth, precise, and perfectly suited to the Turbo. All-wheel drive remains standard and a new, available torque-vectoring system is likely to push the Turbo's agility and handling limits to new heights. Also featured are the dynamic engine mounts introduced on the 2010 911 GT3, revised traction- and stability-control systems, optional carbon-ceramic brakes, and available multi-spoke, 19-inch RS Spyder wheels with center-locking hubs.
There are surprisingly few changes to the exterior. The front fascia is unchanged, except for slightly accentuated horizontal strips on the huge front air intakes. The xenon headlights are carried over from the regular 911. Most noticeable are the current 911's LED taillights. The rear bumper is slightly altered for bigger exhaust openings, but you really have to see the old and new car next to each other to tell the difference.
At $132,800 for the coupe and $143,800 for the cabriolet, the 2010 Turbo is priced about $2000 more than the 2009 model. And it's facing strong competition, namely from the Nissan GT-R, and the upcoming Mercedes-Benz SLS AMG and Audi R8 5.2 V-10. Only the rear-wheel-drive GT2 has yet to be fitted with the 997’s latest advancements. However, Porsche already is busily working on the next generation of the 911, internally called 991.
The new Turbo will officially debut in September at the Frankfurt auto show, with European sales starting November 21 and U.S. deliveries commencing in January 2010. We hope to drive the new car shortly after its unveiling, at which time we will of course bring you our initial thoughts of it on the road.
More than one year after the regular Porsche 911 migrated to Phase II of the 997 architecture, the Turbo follows. The most important change: A new twin-turbocharged, direct-injection flat-six engine with higher compression (9.8:1, from 9.0:1), a displacement of 3.8 liters (up from 3.6) and 20 more horsepower—the new 911 Turbo makes 500 hp at 6000 rpm, versus the previous model's 480 hp. Maximum torque for the new car is 479 lb-ft at 1950 rpm (516 lb-ft at 2100 rpm with the optional Sport Chrono package), while its predecessor delivered 460 lb-ft (505 lb-ft with Sport Chrono).
Porsche says the revisions improve the Turbo's already stellar performance, with the company claiming the run to 60 mph now takes 3.2 seconds; a 0–60 sprint of 3.4 seconds is the best we’ve recorded for the previous model. Top speed rises 1 mph to an ungoverned 194. However, a more noticeable improvement is the Turbo's efficiency. Carbon-dioxide emissions are said to be 18 percent less than before, and while U.S. EPA ratings are not yet available, combined fuel economy in the European cycle has increased from the equivalent of 18 mpg to 20 mpg for 2010.
Part of the improved fuel economy is due to the optional ZF-supplied, seven-speed Porsche-Doppelkupplungsgetriebe (PDK) dual-clutch automated manual transmission. It replaces the former Aisin five-speed automatic, and its seventh gear is extremely tall for more-efficient cruising. As with non-turbo 911s, the gearbox also is configured to upshift more quickly when you push the "Sport" or "Sport Plus" button, which also are part of the Sport Chrono package. More important, though, is that the counterintuitive and awkwardly positioned steering-wheel buttons that operate the manual-shift function—they require you to push away to upshift and pull towards you to downshift, and are easy to hit accidentally—can now be replaced with proper, wheel-mounted paddle shifters; pull the left one to downshift, the right one to upshift. Bravo to Porsche for offering the option and we hope the new steering wheel becomes available across the company’s entire lineup.
Of course, you can also opt for the standard six-speed manual, which we’ve found in the previous model to be smooth, precise, and perfectly suited to the Turbo. All-wheel drive remains standard and a new, available torque-vectoring system is likely to push the Turbo's agility and handling limits to new heights. Also featured are the dynamic engine mounts introduced on the 2010 911 GT3, revised traction- and stability-control systems, optional carbon-ceramic brakes, and available multi-spoke, 19-inch RS Spyder wheels with center-locking hubs.
There are surprisingly few changes to the exterior. The front fascia is unchanged, except for slightly accentuated horizontal strips on the huge front air intakes. The xenon headlights are carried over from the regular 911. Most noticeable are the current 911's LED taillights. The rear bumper is slightly altered for bigger exhaust openings, but you really have to see the old and new car next to each other to tell the difference.
At $132,800 for the coupe and $143,800 for the cabriolet, the 2010 Turbo is priced about $2000 more than the 2009 model. And it's facing strong competition, namely from the Nissan GT-R, and the upcoming Mercedes-Benz SLS AMG and Audi R8 5.2 V-10. Only the rear-wheel-drive GT2 has yet to be fitted with the 997’s latest advancements. However, Porsche already is busily working on the next generation of the 911, internally called 991.
The new Turbo will officially debut in September at the Frankfurt auto show, with European sales starting November 21 and U.S. deliveries commencing in January 2010. We hope to drive the new car shortly after its unveiling, at which time we will of course bring you our initial thoughts of it on the road.
