2010 Porsche 911 Turbo, a remarkably civilized animal

Whenever a new 911 Turbo launches, it’s always a big deal. It has been ever since the very first was launched at the 1974 Paris Motor Show. And since the body and basic dimensions have remained unchanged over the years, Porsche hasn’t had to give it a new code. Instead, from 2006 onward it’s simply been introduced as the second generation of the 997.

And it’s true that on the outside the differences are so minimal that it can be hard to tell the 2010 model apart from its predecessor, regardless of whether it’s a coupe or a convertible (both are offered simultaneously). Some more modern LED daytime driving lights replace the conventional ones and the horizontal louvers on the side intakes are now titanium coloured. The new Turbo also comes complete, for the first time, with xenon headlights that can pivot up to 15 degrees inward on turns. At the back we find the usual Turbo spoiler as well as new LED lights and beefed-up exhaust tips.

Inside the vehicle, modifications are also few and far between. The most significant is without a doubt the possibility of including the new Sport steering wheel that can be equipped large aluminium paddle shifters behind the wheel. These replace the standard steering-wheel-mounted buttons that allow you to shift gears with your fingertips on automatic versions.

The first all-new engine in 35 years

This latest 911 Turbo can now come with a reinforced version of the seven-speed double-clutch PDK automatic gearbox that appeared last year on other versions of the 911. This new addition is both lighter and more efficient than the Tiptronic S. And since it’s also more compact, the engineers were able to equip the Turbo with a lighter aluminium subframe for the rear suspension. Porsche expects about 80% of Turbos to be sold with the PDK gearbox and the remaining vehicles with the six-speed manual transmission (which has been reinforced too).

However, the most remarkable change in the 2010 Turbo is definitely its first entirely-new engine in 35 years. It’s still a flat-six, but it’s now 3.8 litres (up from 3.6) and for the first time it benefits from direct fuel injection and integrated dry sump lubrication without a separate reservoir. The variable-geometry turbochargers, which were introduced on the first 997 Turbo, are decked out with a larger impulse turbine. Add all this together and you get a 16% reduction in fuel consumption in vehicles with the PDK gearbox. The carbon gas emissions are also reduced, decreasing by 18% with the PDK and 11% with the manual.

Although the engine is both lighter and smaller, the power jumps from 480 to 500 hp at 6000 rpm and its maximum torque is 479 lb-ft at 1900 to 5000 rpm, which is 22 lb-ft better. The torque also climbs from 516 lb-ft to 2100 at 4000 rpm during 10 seconds of all-out acceleration, one of the Sport Chrono Turbo features that is luckily included factory-standard in Canada. This "overboost" mode can be repeated as often as you want – just ease off with the right foot, then press down again.

Incredible performances verified

These gains may seem modest on paper, but their effect is nothing short of spectacular when combined with the PDK gearbox and its launch-control mode, which is also new. And unlike many of its rivals, using it is uber simple. Just push the Sports Plus button, put your left foot on the brake pedal and send the accelerator to the floor. The engine speed immediately zooms to 5000 rpm. As soon as you see the words "Launch Control" light up on the steering wheel, release the brake and the Turbo takes off with just the right amount of tire slide and clutch discs, strictly controlled by the onboard computers.

What about the times? Well, at the launch of the 911 Turbo, I used my VBox to measure the accelerations on the straight portion of the Estoril circuit in Portugal. My only test, on a Turbo coupe, produced 0-100 km/h in 3.32 seconds. The quarter mile was achieved in 11.28 seconds, peaking at 204.1 km/h. This is without a doubt the best time I’ve ever experienced, beating out the manual 2007 911 Turbo that had clocked 3.55 seconds, 11.75 seconds, and a peak of 199.9 km/hr on the same tests.

The Sport Chrono Package gets its name from the pretty-yet-useless analog chronometer that is mounted on the dashboard but also comprises a version of variable-rigidity engine mounts which first appeared on the new 911 GT3. A magnetic field controls the viscosity of a fluid containing metal particles, and this in turn lends the mounts a certain flexibility for added comfort and cushioning at constant speeds or increased rigidity when control and stability are required, such as on fast turns and intense braking.

Performances just as good

To brake, the 911 Turbo calls on four 350-mm discs gripped by callipers (featuring six pistons in the front and four pistons in the back). The optional ceramic brake rotors measure 380 mm in diameter in front and 350 mm in the back, and they weigh some 18 kg less all told. And while the two-tone 19-inch alloy wheels are factory-standard, buyers can opt for centre-lock wheels of the same size inspired by the RS Spyder.

In addition to having updated versions of the Porsche Traction Management (PTM) and the Porsche Stability Management (PSM) systems, the new Turbo can also be equipped with the Porsche Torque Vectoring (PTV) system. This electronic system applies the brake on the rear inside wheel, forcing torque to shift to the outside wheel and thus reducing understeering. According to engineer Markus Hofbauer, Porsche developed a mechanical torque vectoring system similar to the ones that certain rivals use, but it turned out to be too heavy and cumbersome for the 911. Notably, the new Turbo with the PDK transmission is 25 kg lighter than the old Tiptronic S.

In addition to the mind-blowing acceleration tests, we had the opportunity to take the new Turbo out on the roads of Portugal and do several dozen "interrupted" tours of the Estoril circuit, amputated by its long straight. On the road, the new Turbo is more refined, balanced and flexible than ever. Porsche is the uncontested master of steering, and what you get on the Turbo totally lives up to this reputation, as it demonstrates finesse and impeccable tactile qualities. Splendid. I also appreciated the ultra-light sport seats covered in carbon fibre. They’re not so easy to slide into or roll out of because of their flared sides, but they offer amazing support and decent comfort for this type of seating.

The handling of the new Turbo is relatively firm but impeccably mastered, regardless of the road cover. Mr. Hofbauer modestly pointed out the addition of the latest Bridgestone tires, then told us how his team had to work hard to soften the way the Turbo drives after changing the four shock absorbers and making the rear springs firmer. The variable-rigidity engine mounts no doubt have something to do with this. Despite its breath-taking performances, the 911 Turbo is perfectly at ease, docile and a pleasure to drive on the road, however narrow, windy and challenging. This vehicle remains remarkably compact and the coupe version offers unmatched visibility. No other sports car or exotic car does better.

Less convincing on the Estoril circuit

The first thing we did on the Estoril circuit was do a few laps just to get the hang of the convertible we were driving. Its precise, robust and fast manual transmission should continue to please purists. Then each of us journalists had the chance to take the passenger seat as the car was driven by factory drivers Emmanuel Collard and Romain Dumas. Dumas took the Turbo on some major drifts that seemed easy to maintain, possibly due to some adjustments made to the new model’s all-wheel drive to facilitate more progressive torque transfer.

However, he had to "throw" the coupe energetically to make it turn sideways when heading into turns like a rally car. Collard and Dumas were lucky enough to get tips from the legendary Walter Röhrl, two-time World Champion rally car driver and Porsche’s test driver at Estoril for some of their historic vehicles.

We then embarked on a couple dozen laps, always right behind an instructor and always with the Porsche Stability Management system on. I concluded that the new 911 Turbo is undeniably fast on the circuit, with all that acceleration and braking power, but it’s not that agile or playful. At least not with the PSM going, even if this system allows for a little more drifting than it used to. The understeering is actually accentuated on accelerations and the Porsche Vectoring System doesn’t seem to do much in those situations.

For circuit driving, fans would be better off in the new GT3 or even GT3 RS, which starts at almost the same price as the Turbo. The latter is somewhat of a king among sports cars with its exceptional performances and it doubles as an outstanding Grand Tourer, providing you travel light. The Audi R8 used to occupy this position in my mind, but with the figures and impressions I got in Portugal, I now think the classic 911 Turbo has gently nudged it aside to share the top spot. A fascinating duel, if you think about it.