WHALE WATCH

TAIL SMALLER BUT THE STING PACKS MORE OF A PUNCH

Mt Druitt - St Mary's Standard (East) - - CARS GUIDE - Craig Duff Call Porsche Cen­tre, Church St, Par­ra­matta on 9841 8911.

A dy­namic boost func­tion now lim­its tur­bocharger lag, thereby im­prov­ing throt­tle re­sponse.

PORSCHE’S whale-tailed 911 Turbo fea­tured on many boys’ bed­room walls in the mid-1970s.

Porsche pumped out the rear wheel arches of the 911 to fit larger rubber and a wider rear track and added a small ta­ble-sized rear tail to im­prove down­force.

The supercar has evolved over the decades and con­tin­ues to be one of the quick­est road-go­ing cars on the planet.

FASTEST EVER

THE lat­est 911 Turbo is the fastest pro­duc­tion car Porsche has pro­duced and prices mir­ror the phe­nom­e­nal per­for­mance.

The stan­dard car will cost $384,900 plus on-roads when it goes on sale in Aus­tralia in May (the cur­rent model costs $366,100).

The added out­lay buys prodi­gious ac­cel­er­a­tion (the sprint to 100km/h is low­ered by 0.2 sec to 3.0 sec­onds and Porsche is fa­mously con­ser­va­tive with its claimed ac­cel­er­a­tion times), cour­tesy of a 14kW lift in power to 397kW.

Ante up $465,500 for the 427kW Turbo S and take off an­other 0.1 sec on its way to a top speed of 330km/ h. Cabrio ver­sions will be $406,400 and $478,000 re­spec­tively.

Fuel con­sump­tion drops to 9.1L/100km for the coupes and 9.3L for the cabrios.

Straight-line per­for­mance is far from the Turbo’s only party trick.

It ul­ti­mately doesn’t have the on-track pre­ci­sion of a 911 GT3 but com­pen­sates with more crea­ture com­forts, driv­ing aids, the best dual-clutch trans­mis­sion in the game and all-wheel drive power dis­tri­bu­tion that makes it a more re­as­sur­ing ride on pub­lic roads.

In its lat­est guise the stan­dard Chrono Sport pack is ac­cessed from a mode dial on the new steer­ing wheel with Nor­mal, Sport, Sport Plus and In­di­vid­ual set­tings.

DY­NAMIC BOOST

A DY­NAMIC boost func­tion now lim­its tur­bocharger lag thereby im­prov­ing throt­tle re­sponse.

The soft­ware cuts fuel injection when the driver backs off but keeps the throt­tle valve open, which Porsche says leads to im- proved re­sponse when the driver gets back on the gas.

There’s also a new mode for the sta­bil­ity con­trol set­ting to let the back end slide more be­fore the soft­ware reins things back in.

Ac­tive sus­pen­sion, which ad­justs the damper stiff­ness de­pend­ing on the mode and how the car is be­ing driven, is stan­dard, as is a re­vers­ing cam­era.

The Turbo S adds a chas­sis an­tiroll setup to keep the car flat when cor­ner­ing and car­bon ce­ramic brakes to avoid fade dur­ing track days. Ad­di­tional cabin bling in- cludes car­bon-fi­bre and up­hol­stery is two-tone leather.

Sub­tle styling tweaks amount to a pair of LED in­di­ca­tors on the front bumper to em­pha­sise its width, re­shaped front cool­ing ducts and a re­vised spoiler.

The tail lights are re­designed and the en­gine cover now has ver­ti­cal lou­vres on each side and a sep­a­rate cen­tral scoop, which Porsche says max­imises air flow to the twin-turbo 3.8-litre en­gine.

In­te­rior en­hance­ments in­clude a touch­screen with sharper res­o­lu­tion touch­screen and con­nec­tiv­ity up­grades, in­clud­ing Wi-Fi pair­ing with smart devices and Ap­ple CarPlay.

Op­tions in­clude lane-change mon­i­tor­ing and, re­plac­ing the 12speaker Bose au­dio, a 19-speaker Burmester setup.

A lift func­tion raises the front spoiler by up to 40mm to im­prove ground clear­ance at low speeds.

VER­DICT

THE 911 Turbo re­mains a com­pelling propo­si­tion. This up­date doesn’t in­volve rad­i­cal changes and there’s not much call to do so when you’ve been at the top of the supercar rank­ings for more than 40 years. The leg­end con­tin­ues.

New 911 Turbo . . . even faster in a straight line.

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