The Turbo's most elementary new feature is its completely reengineered engine. Although displacement has gone up from 3.6 to 3.8 liters, weight has come down by 26 pounds. The closed-deck, high-compression flat six features a two-piece crankcase, direct fuel injection, a pair of variable-vane turbochargers, more efficient unequal-length tumble-and-roll intake manifolds, and larger intercoolers. As a result, the power output increases from 480 to 500 hp at 6000 rpm, while the maximum preoverboost torque is up from 460 to 480 lb-ft. The torque curve is flat from 1950 to 5000 rpm. In overboost mode, the engine can deliver an even brawnier 516 lb-ft for up to ten seconds. At the same time, Porsche claims that average fuel consumption has decreased by sixteen percent. (U.S. EPA figures aren't yet available, but the company promises that the new 911 Turbo will not be subject to the gas-guzzler tax.) The acceleration time depends on the type of transmission and on whether the vehicle is fitted with the optional Sport Chrono kit, which adds the launch control feature. Although the manual-transmission version zooms from 0 to 60 mph in 3.5 seconds, the PDK variant can do the same job in 3.4 seconds. The combination of Sport Plus and launch control will shave another two-tenths. But never mind. Even at 3.5 seconds, the new Turbo beats the defunct GT2, the Ferrari 599GTB Fiorano, the Chevrolet Corvette Z06, the Lamborghini Gallardo LP560-4, and about nine out of ten supercars we can think of.
Dynamically, the 2010 model has made a substantial leap ahead. "We wanted to enhance ability without altering the character," confirms senior vehicle line engineer August Achleitner. "The result is a lighter and faster car that is also easier to drive, more comfortable to ride in, and more environmentally friendly. How much faster? Well, on the [Nürburgring's] Nordschleife, we knocked off ten seconds compared to last year's version, and that was even before the team started playing with the Sport Plus calibration and with shaved tires. We also modified the software that masterminds the four-wheel-drive system, chose a slightly more compliant damper setting, and introduced torque vectoring, which automatically decelerates the inner rear wheel on turn-in for more neutral handling behavior. The yaw effect of this momentary brake actuation is supported by the limited-slip diff, the locking ratio of which increases from 22 to 27 percent under trailing throttle. Last but not least, the new 911 Turbo can be ordered with dynamic engine mounts that improve the ride and the directional stability by reducing undue vibrations, minimizing negative inertia effects, and compensating critical axle-load variations."