Of all the legendary sports cars that have seared their way into our minds, the iconic Porsche 911 may well be the most prominent and persistent.
Instantly recognizable, its sleek silhouette has changed remarkably little over the vehicle’s first 50 years, and there’s little to suggest that it’ll change much over the next half century.
The legendary Porsche 911 Turbo gets both sleeker and faster with age.
Rob Rothwell, Driving
Turbo maelstrom
While the 911’s shape has held its own over the years, its power plant keeps getting stronger, with the Turbo and Turbo S variants dominating the horsepower ratings at 520 and 560, respectively. This week’s first steer is the 520-horsepower 911 Turbo, which is so outrageously powerful that I’m left bewildered by the thought of adding another 40 horses.
And because torque plays such a pivotal role in getting a vehicle out of the hole with some sense of urgency, Porsche has given the 911 Turbo 524 pound-feet of it from 2,100 r.p.m. to 4,250 when the turbos are pushed into overboost. Otherwise, the 3.8L six-cylinder Boxster engine produces 487 lb-ft. of twist from 1,900 r.p.m. through to 5,000 r.p.m.
Activate the 911’s Launch Control feature and Porsche’s seven-speed automatic dual-clutch PDK gearbox fuses an instant and unforgiving link between the massive output of the flat-six screaming at 4,500 r.p.m. and the vehicle’s four 20-inch alloy wheels. Porsche literature cites a 0-100 km/h sprint time of just 3.2 seconds with the use of Launch Control. Their numbers are reputed to be conservative.
Experts claim the 911 Turbo is faster than the data provided by Porsche. In the world of three seconds or less to 100 km/h, a few nanoseconds one way or the other is immaterial. The 911 Turbo is frightfully fast — and menacing loud at full tilt — but that’s not where I wish to focus this week’s review.
Described by Jeremy Clarkson as a capsule of speed, the 911s cabin is an exceptionally exciting place to be, especially when its dressed in flaming red leather.
Rob Rothwell, Driving
Dual personality
The most pugnacious and bellicose writers have railed on about the outstanding performance capabilities of the 911 Turbo. Jeremy Clarkson once referred to it as, “a capsule of speed.”
And frankly it is, but it’s also a capsule of relative — relative being a key word here — civility. You see, its super-car performance numbers would suggest that a full pit crew and a small cadre of engineers should accompany the 911 Turbo driver on all excursions, but of course that would be folly.
The latest Porsche 911 Turbo’s calm demeanour is partnered with bulletproof reliability. How do I know? I’ve driven it sleepily to and from work every day this week, yet in past occasions played with it on the track where I and other drivers pushed the car all day with nary a hint of trouble. The dual personality is managed by a single-button situated among a row of others lining the aero-inspired centre console.
The metamorphic button is labelled Sport Plus, and it instantly transforms the vehicle to ‘track-ready’
status by remapping shift points, throttle response, steering feel and firming-up the underpinnings.
I attended the North American launch of the new 911 in California a while back and marvelled at how effectively the Sport Plus setting pokes the tiger in the eye, arousing the car’s aggressive side. This was validated for me by a professional race car driver as I rode shotgun for the demonstration. Most exciting it was, but now back to the daily grind.
20-inch wheels and massive brake rotors ensure that the 911 Turbo can repeatedly scrub-off speed without any hint of brake-fade.
Rob Rothwell, Driving
Superb day-to-day driveability
Apart from outstanding performance characteristics, modern Porsche vehicles generate tremendous popularity due in part to their day-to-day driveability, and the 911 Turbo is perhaps the best example of this quality.
Despite corralling more than 500 horsepower behind its rear seat, throttle tip-in is gentle and easily modulated. Unlike some other ultra-powerful cars with unforgiving throttle-mapping, the 911 allows the driver to deal more clumsily with its “go pedal” without inflicting unintended head snap.
Once underway, ride comfort is better than one might expect for such a pavement-searing sled. Yes, it’s firm but still quite livable, unless of course, Sport Mode is engaged or Porsche’s Dynamic Chassis Control is activated. Then one quite literally “feels” the track.
Standing out as particularly impressive is the precision found in the 911’s electro-mechanical steering mechanism. While steering effort is relatively light, its razor-sharp accuracy is a wonder to experience when pushing through a cloverleaf or tackling labyrinthine back roads. Braking is also notably sharp and definitive in that typically impetuous German manner.
2014 Porsche 911 Turbo rear spoiler.
Rob Rothwell, Driving
Bliss has its shortcomings
A couple of minor irritants were noted in Clarkson’s speed capsule. Firstly, the foot-well supplied limited room for my left foot to find comfort over the long haul.
And, this is not the car to soothe a headache. The monotony of the engine note when holding a constant speed can become a little wearisome. Of course, all that’s needed to restore one’s passion is ibuprofen and the open road. Oh, and did I mention a fat wallet? This week’s tester clocked in at $188,945 including destination charges.
rgrothwell@telus.net
2014 Porsche 911 Turbo instrument cluster.
Rob Rothwell, Driving
Vehicle type: AWD high-performance coupe of super-car status
Engine: 3.8L turbocharged six-cylinder engine
Power: 520 hp & 524 lb-ft. of torque in overboost
Transmission: 7-speed PDK automatic
0-100 km/h: 3.2 seconds with Sport Plus
Fuel economy: 12.2 / 8.1 L/100km city / highway (automatic)
MSRP: Base $172,400; as tested $188,945 including dest. charge
Overview: Outrageously powerful all-wheel-drive coupe
Pros: Super-car performance capabilities combined with everyday driveability
Cons: Impractical rear seat, noisy engine, small foot well, expensive
Value for money: $188,495 as tested — you decide
What would I change?: Add active exhaust for quieter cruising
