911 (997) Porsche 997 Turbo Facelift - First Drive / Test Drive thread (carmag, autocar…)

[Guibo]

PDK could have been ready if Porsche didn't wait so long. The Veyron's gestation period was inordinately long and it had been known for a long, long time that that car would be using a DCT, and the CGT has some advantages to using PDK over the Veyron (Porsche already had the technology, less power involved, less torque, less grip, etc).
PDK could have been made an option on the CGT; plenty of CGT owners complained about the abrupt clutch take-up on that car.

 

[Sunny]

And to be frank, I don't blame Porsche for taking it easy till now. It had the 911 market ($80k-130k sports car) all to itself till recently. There was Ferrari on top in a more exotic package and M below in a more practical package (and corvette and previous Skyline GTRs with very local appeal). NSX had real promise, but Honda gave up after one try. Lotus Espirit was a real option, but Lotus had other problems. Only now with GTR, R8 and AM V8 is Porsche facing some genuine competition. And I think they (and the consumer) will be better off cause of it.

 

[Merc1]

Motor Trend - First Drive: 2010 Porsche 911 Turbo

Possibly One of The All-Time Greats, But Still True to Character


The laws of physics are immutable. But so is Porsche's attempt to overcome them. Ever since the first brutish 911 Turbo was launched in 1974, Porsche has been trying endlessly to tame its wildest beast.

That first generation car -- the 930 -- was a powerful tail-happy monster, as you'd expect when you hang a 260hp turbocharged engine over the back axle, and drive the rear wheels through a motor renowned for its punch but not its reflexes. The turbo lag between throttle actuation and engine action felt like it could be measured in minutes not moments. Sometimes it didn't feel so much like lag as an overnight delay. Many older 911 Turbos, their tails wagging behind them, have come to grief as a result.

As the generations have passed -- this new model is series seven -- so Porsche has continuously wrestled with the fundamental flaw inherent in a high-speed car having the weight distribution of a pendulum. They have fitted bigger rear wings, the better to glue that troublesome tail to the tarmac; they have progressively reduced the turbo lag (on the latest model there is virtually none); they have fitted all manner of electronic minders to try to keep the car going where the driver intends; most successfully, they fitted four-wheel drive (from 1995), so the pawing front wheels would help pull the unruly rears into line.

And, after 35 years of dogged development, they have done a good job. Successive generations have concentrated on boosting power and speed while, conversely, taming and civilizing the unruly steed. The 911 Turbo has become one of the more everyday usable supercars -- not least because of its reliability, build quality and compact size -- as well as remaining one of the swiftest.

For generation seven, tagged the 997 Turbo 3.8, the shape remains virtually unaltered from the earlier 997 Turbo 3.6, never mind the LED driving lights, new aero wing mirrors and revised LED tail lamps. 911 shapes, after all, rarely change. Rather, the engineers concentrated on more performance, a sweeter engine, reduced CO2 and fuel consumption, greater agility, more entertainment and less weight.

The heart and highlight of the latest Turbo is its new engine, the first entirely new unit in the history of the 911 Turbo. It's a flat-six (of course) and is still sited where you'd normally put a suitcase in a conventional car. Otherwise it breaks the old Turbo template. We find direct fuel injection -- boosting power, reducing lag, and improving mpg -- and innovative "expansion" inlet manifolds to help cool inducted air. The twin turbos now have variable turbine geometries, further to reduce lag and boost responsiveness. The upshot is an engine weight savings of close to 30 pounds; and, more important, the new 3.8-liter unit delivers 493 horsepower (up four percent) and a monstrous 479 pound-feet of torque between 1950 and 5000 rpm. Excellent are the seven-speed PDK double clutch gearshift and -- about time too on a Porsche -- a conventional racer-style paddle shift (right for up, left for down) rather than that awkward rocker shift Porsche fits on lesser 911s.

If you want a bit more performance, or a Veyron wants to race you at the lights, Porsche fits a Sport and SportPlus mode. Push the Sport button on the center console, and you'll engage the time-limited turbo overboost function; torque balloons accordingly. The overboost facility raises torque to 516 pound-feet between 2100 and 4000rpm. That's serious muscle, and more than the 911 Turbo's keenest supercar rivals'. The SportPlus button adopts a "racetrack-gearshift strategy," cutting shift times, and it also engages launch control, shaving a further 0.2 second off the 0-to-62-mph time -- down to 3.4 seconds, hypercar quick.

Naturally, we find further features designed to overcome the intrinsic flaws of that rear-engine configuration. This year's palliative is dynamic engine mounts that improve high-speed stability, reducing pitch and that fore-aft 'rocking' action which has been part and parcel of 911 driving since the first iteration went on sale in 1964. The mounts resist engine movement during hard acceleration, boosting comfort, aiding stability and reducing vibration. New 'torque vectoring' also boosts agility: the rear limited slip diff is allied to braking that is now subtly applied on the inner rear wheel to encourage turn-in and boost precision and stability.

So now it's time to drive it. We're in Portugal, the sun is shining, and part of our route is on the Estoril track, once home to the Portuguese F1 Grand Prix; former world rally champ Walter Röhrl is on hand to demonstrate. We're also on winding and undulating public roads where the 194mph Porsche will be occasionally battling with mopeds and little hatchbacks.

So what's it like? Mind blowing and brilliant. Revised springs and dampers, and clever changes to the 4x4, have boosted agility and responsiveness; this 911 feels like a good (and light) rear-driver at times, so sharp is its turn-in, so instant is its response to your instructions. Cornering behavior can be beautifully tuned by throttle response -- there is no evidence of any meaningful turbo lag -- further boosting entertainment value. Yet when you're on full power, you can still feel that tidal wave of turbo boost, as the brawniest 911 erupts.

On winding and occasionally bumpy roads, the 911 Turbo displays the huge breadth of its capability. Yes, it is brilliant at Estoril (and even more brilliant when driven by Herr Röhrl), but off the circuit its fine ride quality and almost forgiving nature -- can we truly be saying this about a 911 Turbo? -- make it one of the most capable high-speed hypercars. Would a Ferrari 599GTB or even a Bugatti Veyron be faster or more assured on such roads? You can also maintain a fast pace, and an effortless demeanor, for mile upon mile. In auto mode, the PDK box is almost as silken smooth as a top torque converter auto. This is the GT side of the 911 Turbo's character. It can play supercar and fast cruiser, and is quite happy just nonchalantly to breeze along, silky and strong.

The engine is sensational. Enormously flexible but hugely muscular, it can pull gently from low revs or kick-in with enormous force, elevating your soul as well as widening your grin. Throttle response is sharper than ever, aiding agility. The car's overall weight reduction -- of about 60 pounds -- helps.

The Porsche PDK gearshift is a big step ahead of the previous Mercedes-sourced five-speed Tiptronic, and the new behind-the-steering wheel paddles are nicely weighted and super intuitive. They're a world better than the nasty rockers fitted to other PDK 911s. (All Porsches get the race-style paddle shifts, as options, starting in January.) Gear change is super-fast, and torque remains uninterrupted as you pull in the horizon fast.

Criticisms? There aren't many. The steering is just a touch light and woolly at big speeds -- a GT3 Porsche connects drivers better to the road -- and the cabin (which apart from new vented seats) is largely unaltered, is still a confusing mish-mash of oddly styled controls. With 911s, some things never change. The alloy-effect plastic steering wheel spokes also look cheap, unbecoming of a $100,000-plus sports car.

And, in extremis, the latest 911 Turbo still bobs and weaves and bucks and fidgets just a little. It still feels like a 911, even down to the often inexplicable snuffles and growls and whoops and hollers emanating from that distinctive Turbo motor. Plus it is deliciously small and wieldy, another long-time 911 trait.

The latest 911 Turbo is one of the all-time great Porsches, and very possibly the most high-speed capable 911 yet. But, underneath all the revisions and enhancements, it is still a true 911. We should be thankful for that.


2010 Porsche 911 Turbo First Drive, review and photos - Motor Trend


Love the Cabriolet, naturually.


M

 

[ree]

InsideLine - First Drive: Porsche 997 Turbo



"No! You did it again. Never let the car roll." That's what Mike den Tandt, my 20-something German instrukteur, said as we caught the tail of the 2010 Porsche 911 Turbo with much more than a dab of opposite lock.

He was right, because we were doing it wrong. In our misguided effort to drive the new Turbo into the corners as smoothly as possible here, we were being too gentle and too timid. It appeared the only way to drive the new 500-horsepower all-wheel-drive 2010 Porsche 911 Turbo would be to grab it by the scruff of its neck and throw it past the apex on the gas, and always on the gas. Slow-in, fast-out. It is, and always has been, "The Porsche Way."

He continued, "Nixt co-nah, brick ha-dah, off szoon-ah, then kvickly on zeh gaz. Don't let it roll — and you just missed the second apex! Tell me agin vhat you do for a living?"

That's pretty much how our first-ever lap of the 2.7-mile Autódromo do Estoril circuit in Portugal went in the seventh-generation $133,775 911 Turbo. Our instructor seemed happy that the Porsche Stability Management (PSM), also known as "Physician Survival Mode" system was keeping a watchful eye on the attitude of the car, even with the racetrack-tuned "Sport Plus" button selected.

Mitigating Circumstances
Den Tandt admitted later with a chuckle that there was a very good reason the exceptionally capable car felt like a two-legged stool. He had immolated the car's 305/30ZR19 Bridgestone RE050A rear tires all morning long; first for the 10-plus passes for sideways, smoke-billowing video footage and again for our amusement as a passenger.

His tire-shredding session had essentially re-vulcanized the tires and, as the standard tire-pressure monitoring display revealed, had also pumped the rear tire pressures to over 50 psi. "Ya, this definitely changed the attitude of zeh kah for you," confessed den Tandt, laughing.

For our second day of lapping at Estoril, we found a brand-new set of rear tires (about $350 each) on the very same car. We also discovered the car's dynamics completely transformed for the better.

The Perfect Storm
In many ways, the 2010 Porsche 911 Turbo represents a perfect storm. A whole set of disparate components and technologies have been floating around in the Porsche-sphere, either in racecars or production cars, and now combining them for the first time has produced a tempest that's ready to wreak havoc on unsuspecting adversaries of the 911 Turbo.

The Turbo's squall is fueled by bulletproof components borrowed from and modified by decades of endurance racing, clean and efficient technologies perfected in modern laboratories and all bolted together with care and by hand in Zuffenhausen (right alongside factory racecars), just as every 911 Turbo has been since the iconic model's inception. In 1974, Porsche released the first series-production car with a turbocharger, and the supercar world has never been the same.

This is, without a doubt, the fastest, best-handling and most technologically advanced Porsche 911 Turbo in the car's illustrious 35-year history.

Fuel for the Storm
At the heart of the Turbo's perfect storm is a power plant that makes an astounding 132 hp with each liter of displacement, or 83.3 hp per cylinder. Each cylinder is slightly smaller than the size of a typical 750ml bottle of wine and yet a six-pack makes 500 hp and 516 pound-feet of torque when equipped with the Sport Chrono Turbo package's overboost feature (without this option, the output is 479 lb-ft).

Based on the recently released 3.8-liter flat-6 in the 2009 911 Carrera S, the new twin-turbocharged six-cylinder engine in the Turbo is essentially a brand-new unit from the bottom up. While variable turbine geometry (VTG) debuted on the six-gen 997-I Turbo (2006-'09), the new 997-II Turbo's closed-deck block now features direct fuel injection (DFI), first used on the V8-powered 2008 Cayenne.

Also new is the Turbo engine's use of an integrated dry-sump oil lubrication system with six oil-scavenge pumps, first seen on the water-cooled 911s in 1999 but never on the 911 Turbo. The expansion intake manifold that effectively cools the air before it enters the turbochargers themselves appeared on the mega-turbocharged 530-hp 2008 911 GT2.

Despite all the extra output, Porsche claims the 2010 911 Turbo's engine is 16 percent more fuel-efficient than last year and will thus be exempt from our gas-guzzler tax.

Isolated Powers
This year, Porsche introduced dynamic engine mounts on its 911 GT3. These electronically controlled units allow the engine to gently wiggle relative to the body for better isolation, or alternately to firm up for crisper response. Sold separately on the GT3, they are but one element of the Turbo's $3,830 Sport Chrono package.

And Porsche Active Suspension Management (PASM) two-position dampers make a comeback for the 2010 Turbo. One change, however, is that PASM now has less to deal with in the rear of the car because the suspension acts on an aluminum (not steel) subframe for the rear suspension, a feature made possible by the car's optional automated-manual transmission, the PDK.

Storm Trajectory
The Porsche Doppelkupplung (PDK) transmission began providing seamless and lightning-quick shifts in the last iteration of the Porsche 962 endurance-racing cars. In its debut in the 2009 Porsche 911, the seven-speed PDK was shifted with either a lever on the center console or buttons on the spokes of its steering wheel. For an extra $490, the 911 Turbo offers more traditional shift paddles affixed to a unique steering wheel. Rendered in cast zinc, the left paddle downshifts and the right one upshifts (and there has been much rejoicing).

A six-speed manual transmission is still standard equipment, and the PDK will run you a worthwhile $4,550. But to be honest, the several programming maps for the PDK's automatic shifts are so intelligent that we left it in Drive for almost the entire time and were never disappointed. The programming in Drive does, however, allow for a temporary override by allowing you to simply pull a paddle, or you can kick the console shifter over for full manual mode.

Getting the Power Down
The center differential distributing power between the front and rear tires has been an electronically controlled clutch-pack unit (rather than a viscous coupling) since the introduction of the 997-I Turbo in 2006. The unit has been beefed up and updated for smoother and quicker operation in the more powerful 2010 Turbo, but there's a brand-new bit of optional tech at the rear of the 997-II Turbo.

Porsche calls it Porsche Torque Vectoring (PTV). By its name alone, Porsche had us thinking PTV would be an active system supplying variable amounts of power to right- or left-side wheels like its nemesis, the Nissan GT-R. The system actually uses brake intervention in certain corners on the inside rear wheel at speeds up to 160 km/h (99 mph), sending power back through the limited-slip differential to the outside wheel.

For one thing, we've criticized similar systems on everything from a Lexus IS-F (since addressed) to Dodge Challenger SRT8 (also addressed). Granted, neither of those cars had the sophisticated limited-slip of the 911 Turbo and needed something to keep from spinning a rear tire exiting a corner, but it still makes us cringe to think that applying a brake to go faster makes sense — especially in an all-wheel-drive Porsche 911 Turbo.

Nevertheless, we suspect PTV was probably one of the elements that contributed to Porsche's recent claim of lopping 10 seconds off the previous 911 Turbo's lap time around the Nürburgring Nordschleife, but we're sure there were other things at work as well.

Back on Track
So what did all this hardware and software do to the new 911 Turbo after its lovingly roasted rear tires had been replaced? It was as if they had replaced the entire car.

On our out lap, we kept hearing den Tandt's voice in our head: "Never let the car roll!" After just a half lap, we were indeed on the gas szoon-ah, and finding the rear of the car remained planted and trustworthy, unlike before. We were braking much deeper and harder, and carrying far more speed past each of the apexes of the 13 corners.……

2010 Porsche 911 Turbo First Drive and Video

 

[ree]

CarEnthusiast - First Drive: Porsche 997 Turbo

Numbers. That's all I've got to tell me that this is the new 911 Turbo. Even with my 911 geekery dialled up to 11 there's no real visual clues that this is a 'new' 911 Turbo. Porsche has built its reputation on incrementally changing its cars, making them drive better with every iteration. The Turbo is no different. With numbers that include 0-62mph in 3.4 seconds (with Sport Chrono and PDK) and 493bhp the last thing I care about is whether Porsche has bothered to change the shape of its head- and taillights.

In the Metal

Porsche's stylists were clearly too busy making Porsche Design kettles, toasters, luggage and the likes to bother themselves working on changing the Turbo's looks. It can't have taken them more than ten minutes to pop on the LED rear lights of the Carrera model and slightly reshape the front bumper. There are some revised wheels too, the new standard Turbo alloys looking way better than anything described as 'two-tone' has any right to. You can also choose the clever Kwik-Fit confusing single nut wheels that Porsche introduced with the latest GT3.

Inside rejoice, as fixed onto the optional sports steering wheel is a pair of paddles. One on the right for up, the other on the left for down. Porsche has finally relented and is offering proper control of its two-pedal Turbo. There's a manual too if you want it. Otherwise it's much the same, the centre console gaining the improved functionality of the refreshed Carrera range.

What you get for your Money

You don't get PCCB carbon ceramic brakes, the Sport Chrono package, the ventilated seats or those paddles with the PDK transmission - which you also have to pay for. Forget the brakes, as the steel ones are fantastic, while Sport Chrono is a must if you want overboost to 516lb.ft of torque when you need it. We could live without the vented, chilled seats too, though you'd have to be certifiable to specify the PDK twin-clutch transmission without those new paddles.

Driving it

It might not look any different but it feels like a new car. The engine's capacity is increased to 3.8-litres, the unit all new and delivering quite shocking performance. In the ultimate PDK with Sport Chrono, launch control specification it'll reach 62mph before you've blurted out Porsche-Doppelkupplungsgetriebe (or 3.4 seconds). The Turbo is quite insanely effective at piling on speed. There's no lag, or let up either, the forces it exerts on you registering in the unbelievable to ridiculous league. Peak torque of 479lb.ft is available from 1,950 revs and it stays with you all the way to 5,000rpm. With Sport Chrono that's boosted to 516lb.ft between 2,100rpm and 4,000rpm.

It's all so easy, particularly with the new seven-speed PDK twin-clutch auto. The optional paddles transform the operation of the gearbox, to the point that we'd seriously consider one. Until we drove the still brilliant and delightfully slick manual that is, but then we're an old-school bunch here.

Whatever transmission choice you make the 911 Turbo is pretty much untouchable on any road. Nothing, not even the GT3, feels as quick, as exploitable on real roads, the Turbo's supple suspension, seemingly unbreakable four-wheel drive traction and grip, precise, weighty steering and smooth, progressive brakes adding up to a quite phenomenally capable machine. Use just 50 percent of its ability and you'll shake off absolutely anything, but up the stakes and the 911 is an utter revelation, covering ground with scarcely believable efficiency.

Refinement is improved too, the engine's smoothness perhaps the biggest complaint with the new unit. The 3.8-litre boxer engine is so smooth right to its redline that there's no aural trigger to suggest that it's time for a gearchange. That it remains as explosively potent all the way there means that the rev limiter becomes a familiar companion when you're driving the Turbo hard. Unfortunately, the steering loses some of the intimacy of its rear-wheel drive Carrera and GT3 relatives. It delivers more weight than rich information, but it is precise and quick, ensuring the Turbo responds faithfully to input at the wheel.

Opt for the Sport Chrono pack and the Turbo gains active engine mounts that stiffen to prevent the 300kg of mass hanging out behind the back wheels from moving in a bend. It's easy to laugh it off as a gimmick but the Turbo's rear has never felt more stable, or the turn-in so quick. Part of that is inevitably down to Porsche's new Porsche Torque Vectoring (PTV) system, which brakes the inside rear wheel in bends to aid stability, the effect being a more composed, more faithful reaction to rapid steering input. And a Turbo that's more agile than ever. Combined with suspension that's amazingly adept at isolating bumps while delivering tidy body control, brakes that offer eye-popping stopping ability and it's clear that the engine's increases in output are only part of the reason why the 911 Turbo is so ludicrously quick.

Worth Noting

It might feature a bigger engine, with more power and torque that's quicker against the stopwatch but the 911 Turbo is cleaner and more economical than ever. CO2 emissions of 270g/km (PDK) and 24mpg might not sound that impressive in isolation, but consider them against the 911 Turbo's phenomenal performance and they're nothing short of remarkable.

Summary

We've always thought that Porsche's 911 Turbo was a bit of a pointless extravagance given the rounded performance of its Carrera relations. But the new car is a revelation. Huge power and poise have always been in the 911 Turbo's make up, but this new car takes the experience to a new level altogether. A fitting flagship to the 911 range, the Turbo might look little different, but looks can be very deceptive indeed.

Car reviews | Porsche 911 Turbo | First drive: 2010 Porsche 911 Turbo | by Car Enthusiast

 

[Merc1]

Autocar - Porsche 911 Turbo Cabriolet













What is it?

The 911 Turbo has just undergone a major series of revisions, including the fitment of a brand new direct injection 3.8-litre flat six engine that produces 500bhp and 479lb ft of torque.

And, if anything, the cabrio has benefited more from these revisions than the fixed head, especially if you go for the optional Sports Chrono Pack, which brings superior engine mounts compared with the non-Sports Chrono version.

By its own admission, Porsche has put much more engineering effort into making a true sports car out of the cabrio this time round. In the opinion of test guru Walter Rohl, you notice the new Turbo’s improved chassis “more in the cabrio than you do in the coupe, because last time the cabrio was quite soft and, for me, there was too much movement in the car. With the new Sports Chrono engine mounts it’s much better. It’s almost as good as the coupe, in fact. And even without them it’s very good.”

The price has risen slightly from £106,359 to £109,048 in so-called basic trim. Considering you get eight per cent more acceleration, 16 per cent better economy and emissions have been reduced by 18 per cent, it’s not a giant leap financially by Porsche’s standards.

What’s it like?

About 150 times better to drive than the previous model, no, make that 200. Although it may take a certain type of person to go for the cabrio version of the 911 Turbo, this is now a very capable sports car indeed. One that rides, steers, stops and handles with almost the same eye-watering precision as the coupe. Which is saying something.

If you were blindfolded and rode as a passenger in both, apart from the slight extra noise generated by the hood you’d have a real job to tell the open Turbo from the closed one. It’s that sharp, that free from the usual soft top compromises.

Even the weight only goes up by 75kg, which is impressive considering how much extra strengthening there is to keep the bodyshell as stiff as it is. As a result performance suffers so little, you’d need a stop watch to tell the difference.

Zero to 62mph takes just 0.2sec longer than in the coupe (3.7sec with the six speed manual gearbox, 3.6sec with the seven speed PDK) and the top speed is exactly the same at 193mph, purely because it is limited by the gearing.

On the road the Turbo cabrio is now a proper weapon, especially when fitted with the new PDK transmission (£2552) and paddle shifters (£271). Yet it also rides with quite astonishing refinement considering how crisp the chassis is, and as for the grip and traction it produces, put it this way, you better make sure your toupe is well and truly glued in place.

Otherwise it’ll be torn clean off your pate at the merest whiff of full throttle out of a tight corner. Not that the cabin suffers from much buffeting at all with the hood down below three figures.

Should I buy one?

If you were the sort of person who liked and could afford the previous 911 Turbo cabrio, you might be a little shocked by how much better the new one is to drive.

And seeing as how it’s less than three per cent more expensive, you might even quite like the price. Be in no doubt, the 911 Turbo cabrio is no longer just a pose-mobile. It’s become a very serious sports car indeed.


Porsche 911 Turbo Cabriolet - Road Test First Drive - Autocar.co.uk


My favorite variant naturally.


M

 

[martinbo]

The big question for me is... PDK or Manual? Difficult, difficult choice.

 

[Mr Robert]

The big question for me is... PDK or Manual? Difficult, difficult choice.

This is the way I see it:

Turbo - PDK for sure, efficient and comfortable, just like the whole concept of the Turbo.

E.g. a GT3 - manual, manual, manual

 

[klier]

^ Indeed, indeed. And the GT2 is not even available with PDK. Manual only.
So, Turbo with PDK (Carrera S/4S/Targa 4S too) GT3/RS manual, and GT2 manual too.

It doesn't matter from which side of the fence you're looking at it... the Nissan GT-R and Porsche 911 Turbo and better for each other.

It's like back in the old days of EVO vs. STI.

Yeah, but EVO and STI are roughly priced the same. An R35 Skyline costs 100,000 euro's LESS than a 911 Turbo.....That's a major, major difference. GTR costs as much as a base 911 Carrera...

 

[Bartek S.]

Times: Drive of the week - Porsche 911 Turbo Coupé

Porsche 911 Turbo Coupé £104,375
The only criticism the 911 Turbo has consistently faced in the nearly 35 years that Porsche has been producing it, in its various incarnations, is that it is more expensive and less rewarding to drive than the standard 911 on which it is based.
This latest generation is no exception. For all the mighty 500bhp developed by its new engine, and the ability to hit 62mph from rest in 3.4sec (if you choose the PDK double-clutch transmission), you’ll find all the old drawbacks still apply. It’s not as attractive as a normal 911; nor does it sound as good. When you drive it really fast, its handling is less rewarding, and the engine is less responsive to the throttle. So, in all but brute speed, it is an inferior product.
Consider it on its own merits, though, rather than in comparison with its little sister, and its attraction becomes clearer. In its way, the Turbo is Porsche’s consummate all-rounder: it packs the maximum punch for the minimum effort. It is not, nor was it ever intended to be, Porsche’s ultimate driving machine — that honour belongs to the cheaper and quite extraordinarily exciting GT3.

timesonline

 

[ree]

ClassicDriver - Driven: Porsche 997 Turbo Facelift

First Drive: Porsche 911 Turbo (997/2)



Easier, stronger, cleaner, faster and more economical. The seventh-generation Porsche 911 Turbo sets impressive new standards in all disciplines. With 500HP (493bhp) it has almost twice the power of the original 1974 911 Turbo. Available with optional PDK transmission for 2010, the latest Turbo can reach 194mph and accelerate from 0-62mph in 3.4 seconds. The Nordschleife, however, is the real test of such a car and it’s a massive 10 seconds faster there than its direct predecessor.

Since 1974, Porsche has sold approximately 80,000 Turbos, an extraordinary achievement when you remember that the original was intended principally to be a homologation special for racing. Now, 35 years later, the latest 3.8-litre twin-turbo version retains the spirit of the original but it is incomparably superior in its performance and road manners. It is also nearly 18 per cent better on CO2 emissions than its predecessor, making it a class leader in that respect.

Launched in the warm Portuguese October sunshine as Northern Europe began to shiver, conditions were perfect for a 911 Turbo first drive. We chose the most sporty variant, with Porsche PDK double-clutch transmission, forged 19in light alloy wheels, ceramic brakes and the aero kit with a large tail-wing. Inside were sports seats and the carbon trim package.

As we set off towards Cascais, and from there to the westernmost point of the European mainland, the improvements over the 2006 car were obvious. After just 100km, the main impression was that it sits even more securely on the road and accelerates noticeably more strongly. It also steers more directly than any previous Turbo.

At the Estoril GP circuit, race and rally ace Walter Röhrl revealed the full potential of the all-new 3.8-litre engine, which now has variable turbine geometry and, for the first time, direct petrol injection. Apart from raising the power, this has lifted maximum torque to an awesome 479lb ft. The PDK gearbox, with seven speeds instead of the standard six, shifts the ratios quickly and smoothly. It is ideally suited to the 911 Turbo and at Estoril we activate the Sport Plus key, with the PDK set in ‘racing mode’, giving the shortest possible gear shifts, always at optimum revs.

With the Sport Chrono package stiffening the dynamic engine mountings, the chassis takes on a firmer and more direct feel, improving the sense of security and response in circuit driving conditions. The active all-wheel drive, combined with Porsche Traction Management (PTM) and Porsche Stability Management (PSM) provides stunning traction and cornering response. On top of that, this test car gives us the benefit of the latest option, the Porsche Torque Vectoring (PTV) system, which, mainly through brake interference, increases chassis agility and steering precision even further, particularly on twisting roads. With PTV activated, the new 911 Turbo corners faster than ever.

As for design details, there are significant improvements but the changes are subtle enough. Drivers of the sixth generation model won’t feel uncomfortably left behind. Titanium colouring is seen in the lateral air intakes and LED driving lights are standard, in place of the previous foglights. Also new are the optional lights which swing by up to 15 degrees into the curves. The rear lights now have LED technology, too, and larger exhaust tailpipes are noticeable.

The new 911 Turbos will be available in Germany and the UK on November 21, priced in the UK from £101,823 for the Coupé and £109,048 for the Cabriolet. Standard equipment includes the touch-screen Porsche Communication Management system with both Bluetooth mobile telephone and iPod connectivity. Also fitted to every 911 Turbo is a Porsche Vehicle Tracking System (VTS), approved to Thatcham Category 5 standard.

Depending on the model chosen, fuel consumption ranges between 24.1 and 24.8mpg under the EU5 standard. It’s that remarkable improvement which most distinguishes the generation change in this new model. Who, back in 1974, would have dared to imagine that one day a Porsche 911 Turbo could ever deliver such figures?

 

[martinbo]

I don't know if this has been posted elsewhere but it deserves its place in this thread.

Steve Sutcliff's views on the 997.2 911 Turbo with PDK, Sport Chrono and generally unmatchable hotness for the money.

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dr Dunkel was right - it appears that Porsche's PDK transmission is the one to have on this car. No matter how much I love my fancy footwork, such time-wasting tomfoolery would be an injustice to the true potential of this vehicle. Save the ball-and-side for the GT3 RS. Rather, use the PDK to truly appreciate the magnitude of this car's repetoire.

A new favourite of mine. Damn, Audi R8 V10 - my personal pedestal for you just got a whole lot shorter!

Just check out how rapidly the car downshifts and how it piles on the speed with that torquey turbo'd flat-six. Oh, to be rich...

 

[CarGuy]

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[DeDe]

^Unbelievable... Porsche says you can do 20.000 launches without any problem. That's a big word!

 

[Turboholic]

Here's a short comparison between the new 997.2 Turbo and the Nissan GTR by Autobild

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[CarGuy]

Porsche 911 Turbo: Super slick, super fast

Performance gaps between supercars have narrowed so much that manufacturers will soon have to declare acceleration figures in two or more decimal places.

The marque that has been pushing the envelope the most must be Porsche. In just 20 years or so, it has practically halved the collective century timing of its sports models - without resorting to gargantuan engines.

Its latest scorcher is the 911 Turbo, which goes from nought to 100 in 3.4 seconds. That is equivalent to what better endowed Ferraris and Lamborghinis are capable of.

For instance, the next new Lambo to be launched is rumoured to clock 0-100kmh in 3.4 seconds. Ditto the new Ferrari 458 Italia.

Rumour also has it that some test-drivers managed 3.2 seconds in the new 911 Turbo, initiating the car's easy-to-use Launch Control to unleash monstrous power to all four wheels. If true, that would mean the new Stuttgart stallion is merely 0.4 seconds off the 1,000bhp Bugatti Veyron's tarmac-tearing feat.

But to reduce a sports car to what it can do over 100m of flat track on a windless day would be like judging Megan Fox by the square centimetres of cleavage she happens to be displaying.

What I am trying to say is, every sports car has deeper unique qualities which escape those who are merely interested in figures.

And this is so true for the latest Porsche flagship.

The seventh-generation 911 Turbo, unleashed just three years after the sixth, is 'new and improved' in more ways than one. And it will take you precisely five minutes in the driver's seat to start noticing them.

Behind the car's new steering wheel bearing new paddle shifters, you will discover a trait that you would not immediately expect of a hardcore sportster with 500 horses and 650Nm of torque from just 1,900rpm.

It is not the car's immense output and thoroughly flexible power band. It is not the monumental thrust that takes it to 100kmh in less time than it takes for you to fully inhale. And it certainly is not the improved fuel efficiency that comes from the car's direct injection engine and seven-speed gearbox.

In a word, it is smoothness. Smoothness in the way power is delivered to the road. Smoothness in the way the car responds to steering. Smoothness in the way it handles imperfect surfaces, despite 20-inch wheels on the test-car.

It would be simplistic to attribute the newfound refinement to the car's PDK dual-clutch transmission, its 'torque vectoring' system (which applies braking to the inner rear wheel for better cornering), and its progressive active suspension system.

True, these engineering features work. But the obvious - and thus sometimes overlooked - change in the car is its bigger engine (even if it is still diminutive compared with power plants found in rivals).

With 3,800cc of displacement, 200cc more than its predecessor, the new Turbo has more grunt at its disposal and noticeably more reserves in any given situation.

Working at a higher compression ratio that is typical of direct injection, the new model is able to deliver its goods with a lower turbo boost.

For the number crunchers, the Porsche flagship has 20bhp more power than before, delivers 30Nm more torque, accelerates up to 8 per cent faster, yet uses 16 per cent less fuel.

These improvements are incremental, if not for the leap in overall smoothness. Like good ripe cheese paired with a robust wine, the car's performance is sharpened by its ability to communicate fluently to your senses.

If it must be flawed in this area, then a case could be made against its lack of sound that goes with the fury. Even the Porsche Panamera four-door saloon is more aurally stirring than this racer.

No self-blipping throttle to accompany shifting via the steering-mounted paddles, either.

You could of course drive the car in Sport mode (best to reserve Sport Plus for track days). This way, the revs are kept higher and the exhaust note sportier. This mode has another benefit. It erases the PDK transmission's rather queer predisposition for sounding slack when the throttle is thrown open at low revs.

The downside is that you will not enjoy the fuel efficiency of the seventh gear in Sport mode, which limits shifts to six.

Ultimately, though, the new Turbo is merely 2kmh faster than its predecessor. You somehow feel the car can easily be made to go faster.

But that would probably be at the expense of smoothness.

PORSCHE 911 TURBO
Engine: 3,800cc 24-valve flat-six bi-turbo
Transmission: Seven-speed dual-clutch with paddle shift
Power: 500bhp at 6,000rpm
Torque: 650Nm at 1,950-5,000rpm
0-100kmh: 3.4 seconds
Top speed: 312kmh
Fuel consumption: 17 litres/100km (city)
Price: From $638,888 with COE
Distributor:Stuttgart Auto

here

 

[Sunny]

Here's a short comparison between the new 997.2 Turbo and the Nissan GTR by Autobild

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What do they conclude? Anyone?

 

[klier]

What do they conclude? Anyone?

Like all the others. Both are dreamcars. Turbo is faster straight line 0-200km/h (2 seconds), the GTR is faster on a track.
If you have a lot of money go for the Turbo, which is also more of a daily driver. They do say the GTR is more value for money, but that we all know already

It wasn't exactly a big test. They didn't do much more than stating the facts, didn't really put the cars head to head properly...

 

[Soup]

 

[Soup]