Overview

For some time now the Porsche 911 range has been split down the middle by the way its engines breathe. The standard coupe, cabriolet and Targa models were naturally aspirated, while the bonkers-fast everyday supercar at the top of the range was turbocharged, and predictably called the Turbo.

Now though to help reduce its environmental impact, the standard car is powered by a smaller engine boosted by turbo power. So where does that leave the 911 Turbo?

Porsche-911-even-more-Turbo

In response Porsche has turned up the wick on the top of the range 911, so you get 532bhp (571bhp in the S) thanks to new turbos with a higher boost pressure. For the first time the S uses turbos of a different design too.

There’s a new Dynamic Boost system to help keep the turbos spooling when you have taken your foot off the accelerator and a now standard fit Sport Chrono Package with different drive modes selected from a circular dial on the wheel.

Despite shaving tenths off their 0-62mph times this the Turbo and Turbo S are now more fuel efficient and produce less CO2 than before too.

You also get a vastly improved infotainment system (called Porsche Communication Management) and an updated front-end design with “airblades” narrow LED front lights.

Still an everyday supercar

Over the years the 911 Turbo has morphed from an unpredictable, tricky-handling creature into an all-wheel-drive, all-weather monster with almost as much grip as power.

This is the latest generation, the Type-991 Turbo, and it’s the fastest and most high-tech version yet with four-wheel steering and adjustable front and rear spoilers.

All versions are four-wheel drive and come with Porsche’s clever PDK twin-clutch automatic transmission – the latter is particularly impressive, with ultra-smooth, fast shifts and none of the fumbling for gears at junctions that afflicts many rival autos.

An even quicker Turbo S version is available (which is more expensive by around £40,000) and convertible Cabriolet versions of both. Quite why you’d feel the need to buy the Turbo S is a mystery as the regular Turbo is already fast to the point of feeling caged by public roads.

Crammed with technology

Wider than the widest 911 Carrera, the Turbo’s broader bodywork hides all manner of high-tech gizmos designed to help it corner with enormous levels of grip.

Fitted as standard is rear-wheel steering, which automatically swivels the rear wheels slightly to improve agility at low speed and stability at high speed. There’s also active aerodynamics, with three positions for the front spoiler and rear wing and driver-selectable modes for the suspension’s damper stiffness and ride height.

The Turbo S also features clever anti-roll active suspension as standard.