- Doors and Seats
2 doors, 4 seats
- Engine
3.8TT, 6 cyl.
- Engine Power
412kW, 700Nm
- Fuel
Petrol (98) 9.7L/100KM
- Manufacturer
4WD
- Transmission
Auto (DCT)
- Warranty
3 Yr, Unltd KMs
- Ancap Safety
NA
Porsche 911 Turbo new car review
When it comes to iconic supercars, none come close to having the heritage and all-round performance of the Porsche 911 Turbo.
Sure, there are more dramatic-looking rivals that will turn heads faster – such as the Ferrari 458, Audi R8 and McLaren 12C – and then there’s the Nissan GT-R which offers similar performance for half the price, but the range-topper of the latest 991-series Porsche 911 is more practical and easier to live with than any of its mid-engined competitors.
It arrived in Australian showrooms earlier this year, bringing with it more power than its predecessor and a host of new technologies designed to make it even faster than ever before.
What do you get?
Porsche has traditionally released the standard 911 Turbo first and then held back the faster, more expensive Turbo S variant to spike interest in the flagship variant later.
This time, though, it has unleashed both at the same time – and in coupe and cabriolet body styles.
Considering both models sit at the top of the 911 family, they come with a lengthy list of standard features that includes full leather interior that not only covers the electrically-adjustable and heated front sports seats but also the door trims and dashboard, an Alcantara roof lining, dual-zone air-con, cruise control and a seven-inch colour touchscreen that integrates the sat nav, Bluetooth streaming connection and a 445 watt Bose surround sound audio system.
But there's still plenty of options that can add to the price; given the proliferation of reversing cameras on mainstream cars being asked to pay another $1690 for one on a $350k car is a bit rude.
The Turbo we’re testing here was fitted with a few extras - Sport Chrono ($9680) that adds launch control, a sunroof ($3890), ventilated front seats ($2190) and electrically folding rear view mirrors ($690) – that extends its cost from the regular $359,800 plus-on road and dealer costs starting price.
But it is still well below the sticker for the Turbo S - a model that has jumped $20k in price compared with the model it replaces - that costs from $441,300 plus on-road costs which, apart from producing more power, adds carbon ceramic brakes, active stabiliser bars and race-style centre-lock 20-inch alloy wheels to the package.
What’s Inside?
Dropping into the cockpit of any 911 variant is always a special experience, and it is no different in the Turbo.
It doesn’t feel significantly more upmarket than a base 911 Carrera, which already sets a pretty high water mark as a luxury sportscar with beautiful materials and top-notch build quality.
The low-set driving position is also near perfect as the three-spoke steering wheel (which thankfully comes standard with paddle shifters rather than the awkward push-pull buttons on the multi-function wheel of 911 variants lower down the ladder) falls to hand in just the right way, the two pedals are far less off-set than previous generations and the high-rise gearlever accentuates the racey experience.
The seats also offer generous support without being overly aggressive, which is great when you dip into the performance potential on offer but they are also comfortable for everyday use and even long journeys.
Although you sit low to the road (you’ll realise just how close when you drive alongside a four-wheel drive for the first time and you’re staring at the middle of the door), commuting in the 911 Turbo never feels intimidating – unlike some other supercars – due to its relatively compact dimensions and good all-round vision.
There’s an array of buttons around the gearlever for the ventilation controls and functions such as the adaptive suspension, stability control and sport settings, which look a bit overwhelming at first but are easy to use, as are the controls within the touchscreen for the sat nav, phone connection and audio systems.
If you do use the 911 Turbo everyday – which you can – its limitations will become obvious, such as the flip-out cupholders which are only good for cans and not bottles, the shallow centre console that can hold a phone and not much else and the rear seats can only be used for small kids, and even then only occasionally.
Under the bonnet
Like all 911s, there isn’t much under the bonnet except for a handy 115L space big enough for a couple of small bags for a weekend away, or a small trip to the shops.
However, what hangs out the back is a 3.8-litre twin-turbo charged horizontally-opposed six cylinder that produces 383kW between 6000-6500rpm and, as part of the Sport Chrono package, has an overboost function that momentarily lifts maximum torque under heavy acceleration from 660Nm to 710Nm between 2100-4250rpm.
With that much power having to push just 1595kg, the 911 Turbo comes with a myriad of mechanical and electronic trickery to harness it all to the ground, including a seven-speed dual-clutch gearbox, a revised all-wheel drive transmission with torque vectoring control that reacts quicker to transmit power to the wheels with the most grip, a locking rear differential and, for the first time, active four-wheel steering.
All combined, it’s an amazingly flexible powertrain combination that not only makes the 911 Turbo staggeringly quick (with Porsche claiming it can rocket from 0-100km/h in just 3.2 seconds, a time that can usually be easily beaten) but also completely effortless to drive.
Around town, the tacho will rarely exceed 2000rpm and it will happily cruise in seventh gear just above idle speed on the strength of its low-rev pulling power.
But when you want more, its variable geometry turbochargers build boost quickly and generate an instantaneous, and seemingly never ending, surge of acceleration.
Use it gently and the 911 Turbo will easily match its claimed fuel consumption of 9.7L/100km (in fact we bettered with just over 9L/100km during a mix of city and freeway driving), but the temptation to tap into its performance is ever present and will push it well into double digits.
The Porsche 911 Turbo is genuinely a supercar you can live with everyday. The seven-speed dual-clutch automatic is the benchmark of its type, shifting gears almost invisibly when on the move, but also has a ‘creeping’ function away from the lights that eliminates any jerkiness associated with similar transmissions and makes it feel more like a conventional automatic. It has a coasting system, too, that effectively drops it into neutral while cruising to save fuel.
On the road
The adaptive suspension has some sort of magic in the way it operates as well. While it feels taut – as a sportscar should – it has an amazing level of compliance that soaks up any irregularities in the road, to the point where only the sharpest bumps will have any impact, and that is more to do with the low-profile Pirelli tyres than the actual shock absorbers.
It also has an amazingly high level of grip and remarkably predictable handling (particularly for a rear-engined car) when pushed to the limit, with the all-wheel drive system and four-wheel steering helping out with traction and stability.
Verdict
There is something truly magical about the 911 Turbo that makes it the benchmark supercar when it comes to everyday liveability. But don’t think for a moment it is soft, as it is right up there with the best of the best – including cars that cost twice as much – in terms of genuine eye-popping performance.
Porsche 911 Turbo pricing and specifications
How much? From $359,800 plus on-road costs
Engine: 3.8-litre twin turbo horizontally-opposed six-cylinder. 383kW/710Nm
Fuel use: 9.7L/100km
Emissions: 227g CO2/km
What's it got? 6 airbags; stability control; parking sensors; cruise control; dual-zone climate control; heated, leather seats; CD/MP3 stereo; satellite-navigation; Bluetooth; 20-inch alloys; but ... reversing camera costs $1690 extra