Porsche's sixth-generation 911 Turbo could be the best 911 ever built.
What if supercar performance were available in a car that could be driven every day? That's what Porsche set out to create with the new 911 Turbo, and after spending the better part of a day behind the wheel of the new model, we'd have to say they nailed it.
The all-new, sixth-generation, high-performance 911 Turbo has a top speed of almost 200 mph; it can reach 100 mph from a standstill faster than most cars can reach 60 mph; yet it can tool around at 30 mph in 6th gear without a stutter. It even has a back seat—albeit not really usable for any length of time—as well as a decent-sized trunk. And when painted silver it becomes quite stealthy, easily blending in with other traffic—an everyday supercar.
Thirty Years of 911 Turbos
Porsche chose Watkins Glen, New York, to introduce the all-new 911 Turbo to the press for good reason. Just over 30 years ago, in 1974, Porsche also chose this location for the North American introduction of the very first turbocharged 911. That Porsche 911 Carrera RSR Turbo, with a 2.1-liter turbocharged engine produced an amazing 500 horsepower, earned second place overall at the 6-hour World Endurance Championship race at Watkins Glen International Raceway.
One year later, Porsche brought the first street-version of the 911 Turbo to America. With a 260-horsepower turbocharged 3.0-liter engine, that 911 could reach 60 mph in just 5.5 seconds—a rather impressive feat in 1974. In the 32 years since that first 911 Turbo hit the streets, the engine capacity has increased to 3.6 liters, a second turbocharger has been added, and power is now directed through all four wheels with a sophisticated all-wheel-drive system.
When the last generation 911 Turbo (996) was introduced in 2000, it was a major jump in both technology and performance. Radical changes had been made to the engine. This was the first 911 Turbo with a liquid-cooled engine, and was also the first to use Porsche's VarioCam Plus variable-valve timing and lift technology. Power was boosted to 420 horsepower, making 60 mph just 4.2 seconds away from a standstill. In 2005, the last year of the 996, Porsche offered a limited-edition Turbo S which bumped up to 450 horsepower.
Many considered the 996 to be the best Porsche 911 Turbo ever. However, this new 2007 911 Turbo will likely change some of those minds.
Most Powerful 911 Turbo Yet
Like the 911 Turbos that preceded it, the 2007 model tops the 911 lineup. And keeping with the tradition that started with the very first 911 built in 1964, the engine resides in the rear of the car.
In this sixth-generation 911 Turbo, the power plant is a 3.6-liter flat 6-cylinder engine equipped with two turbochargers. Power has been increased from the 996's 420 horsepower to 480, with peak torque jumping from 415 to 460 lb-ft, which is available starting at 1950 rpm and continuing through 5000 rpm.
This increase in power can be attributed to the newly designed turbocharger that feature Variable Turbine Geometry (VTG). The VTG technology adjusts the angle of each turbine blade within the charger so it remains at top efficiency no matter what the speed, which basically combines the attributes of a large and small turbocharger into one. This was not possible previously because of the high levels of heat generated by exhaust gasses; however, Porsche has developed a special material resistant temperatures reaching 1000°C (1830°F).
In addition to the power increase, extensive use of aluminum means the 2007 911 Turbo weighs 11 pounds less than its predecessor, making an impressive power-to-weight ratio of 7.28 pounds per horsepower.
Even more power goes online for 911 Turbos equipped with the optional Sports Chrono Package. Pushing the Sport button on the center console makes a number of adjustments to engine management and suspension—the most intriguing adjustment being the Overboost function. Under full throttle, the blades of the turbochargers are angled to increase maximum pressure by 2.9 psi for up to 10 seconds. During this time, maximum torque is increased to an amazing 505 lb-ft—an increase of 45 lb-ft. It's akin to the boost button on a video game.
The 911 Turbo has two transmission options—a 6-speed manual or Porsche's advanced 5-speed Tiptronic S automatic transmission. For the first time in a Porsche, acceleration is actually quicker with the automatic than with the manual transmission.
However, performance figures are impressive with either transmission. When equipped with the 6-speed manual, the 911 Turbo reaches 60 mph in just 3.7 seconds; 99 mph arrives in 8.4 seconds. The Tiptronic S transmission brings the 0-60 mph time down to a mere 3.4 seconds, with 99 mph showing up in 7.8 seconds. Top speed with either transmission is 193 mph. Definitely supercar territory.
The Tiptronic S also features what Porsche calls Fast-Off and Fast-Back. Fast-Off prevents the transmission from upshifting if the driver lifts off the gas pedal abruptly, keeping the car in the appropriate gear during spirited driving. The Fast-Back function downshifts automatically if the driver lifts off the gas and applies the brake—even slightly—within 1.5 seconds. The idea is that when braking for a turn, the car will be in the correct gear for exiting the turn with the highest performance. According to Porsche, Fast-Back shortens the reaction time of that first downshift while braking by approximately 30 percent.
It was interesting to hear professional racing drivers such as David Murry and Hurley Haywood say they actually prefer the automatic transmission to the manual. Many enthusiasts would consider that sacrilege. But Murry explained that it can shift faster than the driver, it downshifts when it needs to, and therefore there's no reason not to opt for the Tiptronic.
Incredible Handling
Porsche has created one of the best-handling 911 Turbos ever, much of which can be attributed to a number of new electronic assists that help deliver those 480 horses seamlessly to the pavement.
Most important is the high-tech all-wheel-drive system. Controlled by Porsche Traction Management (PTM), the system can direct as much as 100 percent of available power to front or rear wheels via an electromagnetically controlled multiple-plate clutch. The PTM can respond to changes in power, steering input and road conditions in less then 100 milliseconds, adjusting power to the front or rear axle so quickly that the driver is barely aware of the changes. This new AWD system is one of the lightest on the market.
The 911 Turbo also has Porsche's Active Suspension Management (PASM). With PASM, continuous damper adjustments allow the driver to choose Normal mode for a more comfortable ride or Sport mode which provides a firm, sporting ride.
Driving through some particularly winding roads, we found the car to have superb handling; however, changing to Sport mode resulted in body roll going from almost none to absolutely none. The 911 Turbo stays incredibly flat and stable even on uneven road surfaces.
Conversely, when we drove slowly through a small town in Sport mode the ride was quite uncomfortablealmost jarring. Changing back to Normal mode instantly settled the car to a comfortable, smooth ride.
A new split rear spoiler further enhances handling at higher speeds, providing as much as 60 pounds of downforce at top speed without increasing drag. In keeping with past models, the spoiler extends at speeds above 75 mph, and retracts when speeds drop below 50 mph. A front air dam reduces lift on the front axle as well as reduces air flow beneath the car for greater stability.
Considering the 911 Turbo's ability to reach high speeds so quickly, strong brakes are a necessity to keep the power in check. Stopping is provided by 6-piston aluminum calipers in the front, 4-piston in the rear with 13.78 inch cross-drilled discs. For about $8,000 more the standard brakes can be replaced by Porsche Ceramic Composite Brakes (PCCB). The ceramic brakes are immune to corrosion and exhibit virtually no brake fade, even under heavy use. PCCB is also about 37 pounds lighter than the standard brake system.
The cars we drove during our press junket were equipped with PCCB, and there was no noticeable fade at the track, even after repeated braking from triple-digit speeds.
Styling—Still a 911
The new Turbo's styling is evolutionary—the silhouette of this latest version is instantly recognizable for its notorious lineage. But well-crafted styling tweaks keep that legendary shape current, separating this 911 Turbo from its predecessors as well as the rest of the 911 lineup.
In front are larger air intakes, with integrated turn signals that seem to float in the middle of the intake. Barely visible unless you're looking for it, the small but effective front spoiler hides below the grille. Bulging rear wheel arches feature large vents to drive air into the engine. In back are the unique rear spoiler and two square exhaust outlets, as opposed to the four pipes coming out of the standard 911.
At Home on the Track, on the Street
We had the opportunity to test the limits of the 911 Turbo at Watkins Glen International Raceway. To make certain the assembled journalists didn't make any grievous errors while driving Porsche's newest sports car, the German automaker brought along a few "guest pilots" to ride with us—race car drivers David Murry, Bill Adam, Kees Nierop and Hurley Haywood.
It didn't take long to get a feel for the track, and driving the new 911 Turbo felt too easy—almost like cheating. We just kept increasing our speed with each successive lap and the car simply stuck to the track. Several times we went full throttle through sweeping turns and it felt as if we were driving a slot car.
After we had our drive, we had a demonstration of the car's true capabilities when David Murry got behind the wheel. With the Tiptronic-equipped 911 Turbo, Murry put his foot on the brake, brought the engine up to 4000 rpm, let the turbo boost peak, and released the brake. Having never experienced reaching 60 mph in 3.4 seconds, it felt more like a jet taking off than a car. With no wheelspin at all, we were to 100 mph before we had even left the pit lane, and broke 150 mph on the track.
The 2007 Porsche 911 Turbo went on sale in North America in late June. Base price is $122,900, plus a destination charge of $795. Major options include the Tiptronic S automatic transmission ($3,420), Sport Chrono Package ($1,840) and Porsche Ceramic Composite Brakes ($8,840).
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