But the latest version of the car deserves its spot at the top of
the totem pole by being the first Turbo that actually looks and feels
special.
In other words, a new model unto itself, rather than a beefed-up version of the 911.
You will notice at first glance that the car appears significantly
broader and planted, with a tarmachugging profile that almost rivals
the 918 Spyder's.
It is as if designers took a clay model of the old 911 Turbo and pressed it with a giant anvil.
The car's flared haunches, which tended to look like an afterthought
in the past, now appear more integrated with the overall silhouette of
the car.
Its retractable rear spoiler looks broader and higher than before,
giving you a peekaboo view of the car's ventilated engine cover from
afar.
Huge air intakes - in front as well as on those beautiful haunches -
are hard to miss. They give the Turbo that extra dash of aggressiveness
that helps set it apart from the garden variety 911.
It takes more than clever design to make a car that commands a near seven-figure price tag, though.
On that score, the new Turbo has to be more accomplished than all
its siblings. Not an easy task, since the current 911 absolutely shines.
To its credit, the new 911 Turbo is no less brilliant. While much
has been written about its supercar-matching credentials - a 3.2-second
century sprint and a top speed of 315kmh - the real magic of the car
lies in the complete control the driver enjoys at the helm.
For starters, the suspension is beautifully set up. There is a nice
blend of sporty firmness, with enough yield to filter out all but the
harshest rebound. Yet, it will hold up well under the most extreme of
cornering forces.
Most sports cars of its calibre have performance- biased suspension,
which gives you lots of joy around bends, at the price of a small
headache at the end of the day.
On that front, the new Turbo stands out as a Rolls-Royce among
sports cars. Despite huge 20-inch wheels (on the test car), it is
something you can drive for hours on end, with no more fatigue than you
would experience in a BMW M model (except for getting in and out, which
is clearly more challenging in the low-lying Porsche).
Next, the car offers three distinct drive characteristics - all at the touch of a button.
Yes, drive mode selection is par for the course in many cars these
days, but the Turbo's menu dishes out differences you can almost taste.
It is as if there are three different cars rolled into one.
The default normal mode delivers a car that is as civil and
undemanding as a premium performance hatch, such as, say, a Volkswagen
Golf R.
Other than a slightly stodgy throttle response, this mode is the
best for day-to-day motoring in a built-up city scape with intermittent
congestion.
In this mode, the all-wheel-drive Turbo sends most of its torque to the rear wheels. A digital indicator tells you so.
Sport mode dials up the performance by a few notches. You get the
sound and fury of a sports car that will give a Ferrari 458 a decent
run for its money.
You get the works - a louder exhaust replete with pronounced
throttle blips and trailing staccato notes, more violent downshifts, a
firmed-up ride and a keener throttle.
This mode is still fairly driveable in the local context. You will
be on edge (like the car) most of the time, but you get lots more drama
and more adrenaline.
Sport+ is another level up. Hitting the button raises the rear spoiler at once and transforms the car into a circuit warrior.
Be sure you get a good span of tarmac ahead before activating this
mode, or you - and the car - will be more than a little frustrated.
Manual gear selection is de rigueur in this mode, which is best
reserved for the track or for powering up to Kuantan, where an unending
stretch of undulating highway-grade road hugs the curvy coast.
Despite its monstrous output, the car is probably the easiest 911 Turbo ever.
Along with its wide tracks, low centre of gravity and
all-wheel-drive, it comes with Porsche's suit of stability assistance
(such as torque vectoring) as well as rear-wheel steer.
The last feature makes the car more manoeuvrable in tight confines
and more stable when tackling serpentine stretches at high speeds.
Engine sounds are amplified in the cabin by a mechanical diaphragm
system (so they are not synthetic) and the Turbo offers the aural
delights of a proper sports car.
Cabin acoustics could have been better in normal mode, though. Bass
notes from the hi-fi somehow leave a low-frequency hum that muddies
sound quality.
Porsche could have made the interior of the car a bit more
distinctive too. While flawlessly functional and ergonomic, it does not
have that dash of uniqueness that says "flagship" like the exterior.
Be that as it may, the Turbo remains the fastest and sportiest 2+2 seater money can buy. Make that lots and lots of money.
Specs
PORSCHE 911 TURBO
Price: From $716,288 without COE
Engine: 3,800cc 24-valve flat-six twin-turbocharged
Transmission: Seven-speed dual-clutch automatic with paddle shift
Power: 520bhp at 6,000rpm
Torque: 660Nm at 1,950 - 5,000rpm
0-100kmh: 3.2 seconds
Top speed: 315kmh
Fuel consumption: 9.7 litres/ 100km
