The car’s variable-assist steering responds to driver inputs very quickly, helping point the Turbo exactly where you want it. Under acceleration the all-new electronically controlled multi-disk clutch responds to traction changes almost instantaneously. The all-wheel-drive system in partnership with a host of electronic aides including Porsche Traction Management (PTM) and Automatic Brake Differential (ABD) can ensure that wheel-spin is minimized and that traction is maintained at all four corners as required. Manual transmission cars can also be equipped with an optional mechanical limited-slip rear differential. Delivering 480-hp and 460-lb.-ft of torque efficiently is not an easy task.

2007 Porsche 911 Turbo. Click image to enlarge

The optional Sport Shifter reduces the throw of the ergonomic shift lever by 15-percent and makes each transition from gear to gear feel assertive and intuitive at the same time.

The Turbo’s 3.6-litre boxer engine is a technological powerhouse. Porsche has over 30 years of turbo knowledge under their belt in this platform alone, and the end result is a car that features a wide power band and virtually no turbo lag. The twin water-cooled turbochargers on the new 911 Turbo feature Variable Turbine Geometry (VTG), a technique that utilizes adjustable vanes to channel the gas-flow from the engine to the turbines in the most efficient manner possible. By adjusting the angle of these vanes the system can achieve higher turbine speeds, and thus higher boost pressure, at lower engine rpm. This means the maximum torque is achieved at a low rpm and maintained for a longer period over a wider power band. The impact on the driving experience is phenomenal. Add to this Porsche’s continuously variable-valve-timing system (VarioCam) and you have instantaneous acceleration at almost any engine speed. Hard acceleration runs and previously mundane passing maneuvers are now a joy to execute. An added bonus is that this technology has made the 911 Turbo more fuel efficient despite the fact it is more powerful than ever before. In spite of the increase in power and torque, the new 911 Turbo offers a further reduction in fuel consumption.

2007 Porsche 911 Turbo. Click image to enlarge

It is safe to say that an engine that offers 303-hp/tonne will be an E-ticket thrill ride in a car the size of a 911. As I snaked through the six-speed gearbox and danced with the car to its mechanical soundtrack I realized what the big appeal of a car like this really is. For someone who likes to drive, there is a feeling of satisfaction as you carve the perfect line through a curve or explore a quiet mountain road at one with the machine. Acceleration is smooth and strong with just a hint of nose lift (especially when the trunk is empty and the fuel load low) but the sensation of speed isn’t immediately evident until you catch up with slower traffic or look at the speedometer. External wind noise is minimal due to the flush-mounted window glass and road noise is muffled by the engine, turbo and exhaust working in concert. I know the audio system in this car is designed for the audiophile, but I doubt I would ever turn it on if I owned a car that sounded as sweet as this. Just call me a Porschephile. The car transmits every bump and pebble through the seat of your pants and the steering wheel. This harshness may herald complaints from your mother should she come along for a ride, but you are paying big bucks to feel this connected to the machine.

2007 Porsche 911 Turbo. Click image to enlarge

The Sport Chrono Package Turbo is a $2,500 option that, if you can believe it, makes the car an even more responsive tool. By touching the simple ‘Sport’ button just forward of the shifter you unleash a special ‘over boost’ function that delivers more torque from the engine (460 becomes 505 lb.-ft for short bursts), as well as equally dynamic adjustments to the chassis, steering, throttle, brakes, electronic systems and transmission. This package also includes the aforementioned timer on the dashboard. The driver can control its timing functions with the flick the column mounted stalk that also operates the on-board driver information system. No more struggling with a wristwatch or counting on a trackside (and no doubt envious) mate to clock your progress lap after lap.

The car seems more nimble, no doubt aided by a substantial weight reduction over the previous version, including the replacement of the steel doors, hood and trunk lid with much lighter aluminum units. Apparently a full 20% of the car is now constructed from aluminum. My car benefited from the optional lightweight ceramic composite brakes as well, whose lighter weight quickens the reaction caused by my steering inputs and makes the suspension respond quicker.

2007 Porsche 911 Turbo. Click image to enlarge

Equipped with massive ventilated discs brakes, the Turbo will stop on a dime. During my week long test I found them to be more than up to the task, and brake fade was non-existent. Advanced four-channel ABS technology brings control to your stops, while Porsche’s Stability Management (PSM) system acts to keep this car tracking straight and planted to the pavement. The system is so advanced that it can invisibly step in to counteract both oversteer and understeer through selective braking on individual wheels. I like to think of it as that big hand that corrected the position of your cars on the slot car track in your basement when you were a kid.

The big brakes hauled the car down from triple digit speeds very quickly and without any drama at all. The feeling was a linear progression that seemed effortless and allowed me as the driver to keep the car composed. The latest generation of ABS is onboard and integrated with the Porsche Stability Management (PSM) system which brings electronic brake pre-fill and brake assist systems to the party, both contributing to the tremendous stopping power available no matter what the speed. I am sure the standard 13.8-inch cast-iron discs are up to the task as well, but if you plan to use this car to its potential, the optional ceramic brakes may be worth considering. Selecting this option increases the diameter of the front discs by over an inch (14.96″).

This system has been honed by Porsche at the track so it offers significant weight savings as well as stopping power and durability. The moulded ceramic discs are specially treated with a carbon-fibre compound that makes them harder wearing and resistant to heat, the latter the main threat to braking efficiency. The discs are both internally vented and cross-drilled to insure improved airflow and dissipation of water. By generating less heat the performance of the brakes remains consistent and fade is virtually non-existent. An added bonus is that the ceramic brake discs weigh about half as much as traditional metal ones, resulting in a significant reduction to both unsprung and rotating masses. Light-weight, monobloc calipers are constructed of aluminum and keep the car on its strict weight-shedding plan. Remember, light is fast.

Snow day

2007 Porsche 911 Turbo. Click image to enlarge

I had the opportunity to experience the all-weather capabilities of this super car when a sudden change in the weather left the streets of my hillside town blanketed with heavy west-coast snow and littered with abandoned cars and stranded motorists. My test vehicle had just been fitted with a set of high-performance snow tires so I knew that traction would be sufficient as long as I didn’t find any unploughed areas deep enough to beach the car. With gobs of torque the wheels kept moving forward despite the accumulation of packed snow within the tight confines of the wheel wells. Amazed onlookers gazed through the falling flakes as my Speed Yellow Turbo carved its way through the mayhem. Try that in a Ferrari F430, Ford GT, Dodge Viper or Corvette Z06.