Porsche 911 Turbo

MODEL TESTED: Porsche 911 Turbo PRICE: £127,630 ENGINE: 3.8-litre flat-six, 533bhp

A REFRESH earlier this year, which added more power, an improved infotainment system and greater efficiency, has kept the 911 Turbo at the top of its game. However, now that even the regular 911 range features turbocharged engines only, does the £127,630 911 Turbo we test here offer enough to differentiate itself from lesser models in the line-up – and can it get the better of the Jaguar F-type SVR?

Styling 4.0/5

IF the F-type SVR’S shape is familiar, the 911 Turbo’s design is ingrained into the performance car landscape. The silhouette is defined by the rearengined layout, so the Porsche features a low nose, with the bonnet dipping down between the front wings. To complement those round headlights that give the 911 its characteristic look, Porsche’s designers have applied some subtle changes, including the four-point LED running lights and new twin-strip LED indicators.

The relatively narrow body at the front flares out towards the rear wheelarches. Cramming an engine, gearbox and four-wheel-drive system underneath its sloping bodywork means the car’s rear track is huge, with the arches featuring a pair of gaping inlets.

As with the SVR, the Turbo boasts active aerodynamics. There’s a fixed scoop on the engine cover to direct air into the motor, while the rear wing rises up. Helping to reduce lift at high speed, it’s balanced by a rubber skirt that deploys at the front, but it also adds more presence, just like the SVR’S extra aerodynamic parts. The £596 20-inch Sport Classic alloys and Racing Yellow paint do the same.

The Turbo features a pair of twin exhausts in its black bumper insert, but they’re not as distinctive as the pipes on the Jag. However, there are more vents and slashes to help cool the tight engine bay. Slim tail-lights accentuate the wide rear end, although unless you look closely, the updates over the pre-facelift 911 aren’t all that noticeable.

It’s the same story inside – which is no bad thing, as the cabin is beautifully finished. The high dash is wrapped in leather, and the centre console rises up to the base of the new multimedia system, sectioning off the interior between driver and passenger.

The seven-inch touchscreen responds like a smartphone, so you can pinch and swipe on the satellite-navigation map, for example. Apple Carplay is also fitted as standard, letting you link your iphone to the car. This isn’t available on the Jaguar.

In fact, there’s even more kit on offer than in the F-type, as LED headlights, a reversing camera and heated seats are standard. However, unlike the SVR, keyless go is a £744 option. There’s just as much scope to personalise the Turbo inside and out as with the Jaguar, and our car featured black wheel paint (£930 on top of the £596 alloys) and £275 yellow seatbelts.

Driving 4.7/5

THE 533bhp Porsche gives away 34bhp to the F-type, but its 3.8-litre twin-turbo flat-six makes 10Nm more torque, at 710Nm. Maximum punch comes in lower down than in the Jaguar, at 2, 250rpm, and with its seven-speed PDK transmission’s launch control the Porsche dominated our 0-60mph test. The sprint was completed in 2.8 seconds – two-tenths faster than Porsche claims, and a massive 1.1 seconds up on the SVR. Acceleration in the lower gears was similar to the F-type’s, but the Turbo’s additional torque meant it was around one second faster between 50 and 70mph in sixth and seventh.

The 911 is not only a straight-line missile, though. Its steering doesn’t quite have the clarity of the Jaguar’s, but it’s still incredibly accurate, so you can make the most of the sensational grip available.

Teamed with four-wheel drive, the rear-mounted engine pushing the back tyres into the tarmac means the traction on offer is staggering. Push the throttle to the stop and the whooshing engine hits the red line before you know it. It loses out to the F-type for aural drama, but it has a unique soundtrack.

At 1,595kg the Turbo is no featherweight, so its agility is impressive, too. The four-wheel steering turns the rear tyres in the opposite direction to the fronts at low speeds to improve turn-in, while the opposite happens at higher speeds for greater stability. You can really feel it working to help the chassis’ already delicious natural balance.

The dual-clutch box changes more sharply and is also a better auto than the SVR’S, but the Turbo can’t live up to its rival’s softer ride. Its back axle is firmer over expansion joints even in the Normal setting, but in both the default damper mode and Sport, the suspension clings on to the body’s mass and keeps the car flat and level, helping it serve up serious grip.

Ownership 3.2/5

PORSCHE finished one place behind Jag in our Driver Power 2016 satisfaction survey, so there’s little to split the brands. It trailed its rival by three places in terms of aftersales service, with its dealers ranked 16th. Neither is a great result for a prestige marque.

Safety is better, with the 911 boasting six airbags, while lane-change assist is on offer for £470. Standardfit LED lights should improve vision at night, and four-wheel drive and £6, 248 optional carbon-ceramic brakes offer plenty of grip and stopping power.

Running costs 2.7/5

THE 911 Turbo costs more to buy than its rival here, but our experts predict it’ll hold on to a stronger 44.4 per cent of its value, compared with 39.1 per cent for the F-type. This means the Porsche will be worth £56,719 after three years, or £13,764 more than the SVR, in effect cancelling out the price difference.

Two-year intervals mean its individual service prices are competitive against the Jag’s £1,495 five-year deal. There’s very little in it with yearly maintenance costs of £299 for the SVR and £301 for the Turbo. However, you’ll have to pay an extra £220 per year in road tax for the Jag, which costs a hefty £515 for 12 months’ VED.