Ubër Alles Super Car

Porsche has been building the 911 for 43 years, making deliberate improvements each year.  The result: the magnificent sixth-generation 911 twin-turbo super car. 

With a neck-snapping 480-horsepower, 505 pound-feet of torque, all-wheel drive and tires so massive they barely fit under the extra-wide rear end, it rockets you to 60 miles per hour from a dead stop in just 3.7 seconds and covers the standing quarter-mile in 11.8 seconds.  That makes it the quickest car I’ve tested since the terrific 2007 Corvette Z06 earlier this year. 

My 911 came equipped with a six-speed manual shifter. According to Porsche, the optional Tiptronic automatic drops the 0-60 acceleration time even further to just 3.4 seconds and the quarter-mile to 11.5 seconds. It features what Porsche calls a “fast-off” function, which keeps the transmission from upshifting when the driver removes his/her foot from the accelerator. 

My only complaint with the 911 was the 3.6-liter flat-six engine’s very noticeable and completely inexcusable turbo-lag under full throttle. 

Like other Porsche 911 product offerings (there are 13 different 911s for 2007), the Turbo uses the standard rear-engine, rear-wheel-drive 997 Carrera platform introduced in 2005.  And while its basic iconic exterior shape is similar to other 911s, practical body modifications suggest the Turbo 911 is something special.

Huge front valence portals for cooling and combustion are noticeably larger here than on standard 911 offerings.  There are front-corner grilles with jewel-like LED daytime running lamps. Massive side scoops behind the doors flow back to the strong-shouldered rear fenders housing meaty 305/30R19 Potenza tires. 

The doors and trunk feature aluminum 11 pounds lighter than that found on the previous model.  Curb weight is listed at 3,494 pounds, increased to 3,573 when equipped with the Tiptronic automatic transmission.

There’s a muscular rear wing and spoiler system that rises automatically at predetermined speeds to aerodynamically improve vehicle stability. It can also be adjusted through a button on the dash.  The exhaust extensions are larger and slightly higher to allow the twin turbochargers to spin freely to their 180,000 rpm maximum and efficiently dispose exhaust gas.

Inside, I was amazed to find how easily the 911 accommodated my lanky 6’ 6” frame with ample head, shoulder and especially leg room.  Visibility is excellent and the heavily bolstered adaptive leather seats (optional) hold you securely in place during performance driving through exaggerated twists and turns on the track.  For comfort alone, they’re worth every dime of the $1,145 cost.

I think it odd that Porsche still puts a back seat in the 911, even including seat belts, when nothing larger than a package or a gym bag will fit.

Because the Turbo sits at the very top of the 911-product offering, it gets a full leather interior, sunroof and 13-speaker Bose audio system standard.  The sunroof is metal rather than glass so you only see blue sky when it is open.  I didn’t much care for the suede material used for the headliner. It felt cheap and out of place in the otherwise richly appointed interior.

My tester also came equipped with the optional Sport Chrono package.  For an extra $1,840, you get more than the visible dash mounted stopwatch and lap counter, which alone look cool.  The Sport Chrono also provides a temporary overboost, an additional 2.9-psi of boost increasing the maximum torque by approximately 45 pound-feet to a total of 505.  In non-techno-gear speak, it means the 911 will have significant improvement in acceleration, especially in the mid-engine rev-range. 

I do have a few minor gripes regarding the overly complex controls for the heating, air conditioning, ventilation, audio, navigation and system controls that Porsche calls Communication Management System.  The 52 buttons and two knobs that operate these functions are completely non-intuitive and frustrating. 

Two cup holders swing out from a well-hidden compartment above the glove box.  Six airbags are standard and include dual front, head curtain and side torso.   The 911 has not been crash tested for results.

My tester came loaded with extra-cost options added to an already hefty $122,900 base price. They included the expensive ceramic composite brakes at $8,840, Sport Chrono Package, heated adaptive leather seats, interior carbon trim, aluminum look package, navigation module and floor mats.  Interestingly, it is not subject to the gas-guzzler tax. 

The magnificent perfection Porsche has tuned into the 911 Turbo - with its incredible acceleration and huge grip, perfect braking, flick-of-the-wrist shifting and overall astonishing capabilities and comforts- make it the best all-around performance car I’ve ever tested.