In recent Porsche tradition, we’ve often had to wait a while for Turbo model to join the Porsche 911 model range, and even longer for the upstart Turbo S to put that car in its place.
Now, though, both forced-induction, all-wheel drive variants of Germany’s eponymous rear-engined sports car have not only been revealed simultaneously, but will also officially go on sale at the same time in September this year.
As big a shake-up as that may be, though, it’s nothing when compared to all the new features and gizmos that Porsche’s bestowed its new flagships in the 911 range.
For instance, the 911 Turbo is now, for the first time in the name’s 40 year history, available with an assortment of active aerodynamic components: not only can the rear spoiler be adjusted in three separate positions, but the front bumper has also been garnished with three-way adjustable, pneumatically-operated extensions.
So, yeah, all pretty clever stuff, and allegedly, when set up for maximum downforce, they help shave another two seconds off both car’s sub-7.30 lap times around the fabled Nordschleife.
Other clever spec sheet thrillers include rear-wheel steering (a feature that saw its 911 debut on the recently announced GT3 model), an all-new all-wheel drive setup, coachwork that’s 28mm wider than the regular 911 Carrera 4’s, parallelogram-esque LED light design and added induction noise through the car’s speaker system via what Porsche calls its ‘sound symposer’ feature.
The real defining feature of the Turbo, though, has always been the engine, and these new variants are no exception to that rule: though the same size as the flat-sixes they replace, the 3.8 twin-turbocharged motors for the Turbo and Turbo S develop a rather incredible 520bhp and 560bhp respectively.
The claimed performance numbers are also pretty impressive – with the optional Sport Chrono package, which brings with it goodies like launch control and the like, the Turbo can crack the 0-62mph sprint in a mere 3.2 seconds, with the Turbo S going a tenth faster on the same run.
And, whilst both cars aren’t quite able to crack the 200mph barrier, a claimed top speed of 197mph isn’t something to be disappointed over.
What might bring a tear to the eye of some prospective buyers, though, is the fact this generation of 911 Turbo will – like its track day special brother, the GT3 – only be available with a seven-speed PDK dual-clutch semi-auto transmission.
Oh, and the price you’ll have to pay to add an extra forty horsepowers to your Turbo and make it a Turbo S is over £20,000. Just letting you know…
Priced from: £118,349 (Turbo), £140,852 (Turbo S)
Available: Now (Deliveries begin September 2013)
Mild auto ‘box controversy and borderline silly pricing for the Turbo S aside, there is quite a lot to like about the new 911 halo models. Whilst recent history might suggest they won’t be the must-have car for die-hard driving enthusiasts with a six figure sum of money burning a hole in their Ralph Lauren denim trouser pockets, they’re still traditionally pretty exceptional pieces of kit.
And it looks like things are set to stay the same with these new models – yes, features like those adjustable struts and spoilers may be a tad gimmicky (especially when some owners might never even take their Turbos to a track day) , but they’re still pretty cool features for the inner car geek in us to drool over.
Oh, and they’ll be fast. As in “Ah, so this is why I bought a 911 Turbo over a Ferrari or a McLaren” fast.
It’s by no means the cheapest Porsche in the world, and the Pandora’s box that is the options list will only boost the price even further if you’re not too careful (Exhibit A: £2,387, at time of writing, to put Turbo S alloy wheels on a standard Turbo…), but we imagine the new forced-induction 911 range toppers to be extraordinarily well received by the motoring press.
Though, if anyone from the Porsche press office is reading this, we’d rather like it if we could have a go in them and find out how good they really are ourselves…