2008 Porsche 911 Turbo Road Test Review

On the great continuum of sports cars, there are the good ones, the great ones and then
This could be the world's most practical supercar. (Photo: Justin Couture, American Auto Press)
there are the legends. These are the cars that don't just invoke desire or memories, they invoke a sense of passion and honor. Not many make it to this level, but for the few that do, it is the zenith. I've seen people debate this until blue in the face about Skyline GT-Rs, Corvette Z06s, Shelby Cobras and numerous Ferraris too, but the moment that the 911 Turbo's name is dropped, everyone goes quiet, nodding in approval.

Approaching the Turbo for the first time, I am humbled. This is a car that has a reputation of putting Porsche on the same plane as Ferrari and Lamborghini, so to consider driving such a legend with anything less than respect would be ludicrous. Especially the latest generation version which packs a powerful 480 horsepower and 460 lb-ft of torque punch.








Slot the key in the dash to the left of the steering column, depress the clutch and twist. The noise that a 911 Turbo makes when it fires up is instantly recognizable. It's a hoarse, rasp - in reality, a thrashy kind of noise. It may not be the melodic rumble of a V8 or the jet-like whine of a silken straight-six, but it's one that people associate directly with Porsche.

Variable Geometry Turbo makes all the difference. (Photo: Justin Couture, American Auto Press)

Hearing the flat six start up reminds me of the first time I rode in a Porsche. Shotgun, in an ‘80s 930 Turbo as a child, besides having the sound of the “boxer” engine permanently engrained in my memory, the thing I remember most about it was the acceleration. It wasn't so much watching the speedometer shoot up, but the sudden onset of the turbos that pushed me into the seat so hard, emptying my lungs of air. Early 911 Turbos gained a reputation for being hairy to drive; the combination of such a heavy rear bias in the weight distribution combined with the immediate burst of extraordinary power meant that if attention wasn't heeded, especially mid-corner, things could go pear-shaped.

Before heading out, I reminded myself of what it was like to ride as a passenger, and a few facts of what the newest Turbo is capable of. A full-out launch means 60 mph is served up in 3.7 seconds, which is faster than either a Lamborghini Gallardo or one of Porsche's greatest roadcars, the 959. 200 km/h (124 mph) from naught takes just 12.8 seconds, which officially qualifies it as being scarily quick. And though the honor of the fastest production 911 goes to the GT2, which cracked the 200 mph barrier, the regular 911 Turbo comes mighty close, running out of steam at 193 mph.

Leather-trimmed dash, nav - it's got all the toys. (Photo: Justin Couture, American Auto Press)

Turbo technology has come a long way since the days of the first 911 Turbo. Like many other brands, Porsche learned that bolting a cantaloupe-sized turbocharger onto a small engine to create giant horsepower and torque figures wasn't the best way of going about things. Technically, today's 911 Turbo could be called “Turbos” because it's got two of them. And I'm a little surprised that they didn't have the urge to script “VGT” on its behind, considering that this is the first gasoline-powered vehicle to feature a variable geometry turbocharger, designed specifically to reduce lag and improve tractability. Though VGTs have been used in diesel-powered cars for years, these devices haven't made the transition to gasoline-powered cars due to much higher exhaust temperatures.

Because of these advancements, the evil known as turbo lag has become extinct on the Turbo. The 3.6-liter engine feels strong, pulling cleanly from idle, but that's nothing compared to what happens when the tachometer's needle swings over the 3,000 rpm marker. Like a burst dam, power crashes through, and the 911 pushes forward as if it had a pair of afterburners strapped to its backside. For brief

Red seatbelts? Contrast painted rear console? Whatever it is you want, Porsche can do it. (Photo: Justin Couture, American Auto Press)

10-second intervals, the turbocharger can summon an additional 3 psi (0.2 bar) of boost, which spikes the torque count to 505 lb-ft! It's thrilling and a bit frightening to watch the world turn from individual, identifiable objects to long, blurry streaks.

And though I didn't get the chance to explore the Turbo's abilities on a track, it doesn't take long to discover that it's an extremely talented vehicle, even on the road. With little weight over its nose and such direct steering, the 911 Turbo feels confident no matter the conditions or road surface. Higher speeds won't make handling twitchy thanks to revised aerodynamics that include a wider, bi-plane rear spoiler. However, the item that most contributes to the Turbo's sense of security is its all wheel drive system. Using an electronically controlled multi-plate clutch system, power can be actively sent to either the front or rear axles to control oversteer and understeer. By comparison, the previous “996” generation Turbo sent power to the front axle only if wheelspin was detected. Combined with the constant honing of the suspension tuning, stability control and its extra-wide performance tires, the 911 Turbo feels confident on the road. It can be driven without worry of snapping or biting, even in slippery conditions. You often hear journalists speak of

With the optional ceramic brakes, the 911 Turbo is one of the fastest decelerating cars on the planet. With the Tiptronic S, it's one of the fastest accelerating cars too. (Photo: Justin Couture, American Auto Press)

how stubborn Porsche is for sticking to the rear-engine layout, but why should they change? They've perfected it, so why abandon it now? After all, it's pretty difficult to argue against the company's success, largely carried by this classic model in its many permutations.

There is no question that performance is one of the Turbo's strongest cards, but it's more than just a single-purpose machine. It is one of the friendliest near 200-mph sports cars ever made. It isn't a particularly quiet vehicle, as there's lots of road and engine noise, but it feels comfortable at speed. And though the ride can't quite compete with an S-Class, Porsche's PASM adaptive damping manages to find an incredible amount of cushion from such firm springs and low sidewalls. Pressing the button which turns on “Sport” mode, instantly shows how much difference its electronics make. On the softer setting you could easily travel long distances in comfort, and the seats, well, they're both supportive and comfortable.

Activating the Sport mode taps into the Turbo's “performance” reserves. Besides stiffening the suspension, it sharpens the throttle and informs the all wheel drive system's electronic brain to send more torque to the rear wheels. The stability control is also dialed back, allowing for a greater degree of wheel slip. On a Turbo equipped with Tiptronic S (the optional six-speed automatic), the gearshift jumps to its sport program for quicker up-shifts.

Not surprisingly, the 911 Turbo is a very hospitable place to spend time. It's more

All-weather capabilities, supercar performance and refinement too. What more can you ask for? (Photo: Justin Couture, American Auto Press)

Mercedes-Benz than Italian exotic in that everything feels bolted together well and the car feels solid and impervious. All the little details, like the turn signal stalks and the switchgear, feels as if it was given the same priority and attention as the stitching of the leather or the detail work on the exterior, and the interior is laid out very logically. If there's one gripe I have, it's that the navigation system is riddled with tiny buttons that would seem more appropriate in a doll's house. At speed, it's very easy to push the wrong one, calling up the navigation instead of the stereo.

Off the highway and into the city's core, the 911 Turbo remains easy to drive. Its small size allows it to nimbly slot into and out of busy traffic, and its thin front pillars offer good outward visibility. It isn't even particularly difficult to park, especially when equipped with rear parking sensors.

Porsche's 911 range has been described as having the right car to suit just about everyone's mood. The Turbo is an amazing automobile. It delivers supercar-challenging performance, can be used all year round, and is remarkably easy to access. Though it may not be as sharply honed as the GT3 or as brutally fast as the GT2, the Turbo is impressive in the way that it doesn't sacrifice comfort or refinement for performance. It is perhaps the most pragmatic 911 ever built. Fast, enjoyable, and yet comfortable enough for every day use. Is this the ultimate sports car?