2006 Porsche 911 Turbo: First Look

By Feann Torr - 14/Feb/2006

This is Porsche's most powerful series-built 911 model of all time, whose 3.6-litre boxer engine is augmented by a pair of particularly clever turbochargers.

Ever since the Type 997 Porsche 911 arrived in mid 2004, die-hard Porky fans have been holding their breath for the blown model - that is, the 911 Turbo. And now it's broken cover, one thing is obvious - Porsche means business.

Showing off the new circular headlamps of the 997 Type 911 Porsche, not to mention a few other cosmetic changes to the bodywork - just in case the car's blitzing straight-line speed doesn't give it away - the new twin turbo Porsche will make its first public debut at the Geneva Motor Show on the 28th of February, 2006.

The sixth generation 911 Turbo, also the range-topping 911 model, gets a 3.6-litre 6-cylinder engine which is force fed by a pair of variable geometry exhaust turbochargers (with adjustable guide blades, which we'll get to later), a wider body, bigger wheels and brakes and a clever AWD system.

Better yet, there's even an option for a rather tasty-sounding "overboost" feature that increases boost pressure in the mid speed range by 2.9 psi (0.2 bar) for up to ten seconds, increasing torque output significantly and turning traffic duels into - quite literally - an entirely ruthless power trip.

The Porsche whitecoats haven't been sitting around idly during the 2006 model 911 Turbo's development either. The numbers are quite astonishing: 353kW and 620Nm.

With it's 3.6-litre horizontally opposed 6-cylinder engine, Porsche has managed to squeeze a potent mixture of power and torque from the boxer engine, which is largely due to the introduction of what the company calls variable turbine geometry.

Simply put, this new system sees the inclusion of turbochargers with adjustable guide blades, which, according to Dr. Ing. h.c. F. Porsche AG, "can more effectively direct the engine exhaust flow variably and precisely onto the turbine wheel of the exhaust turbocharger". In layman's terms, the turbocharger becomes a more flexible operator, able to increase boost at lower revs, which also improves your street cred and the attraction of the opposite sex. Allegedly.

With the new-fangled variable turbine geometry technology whirring away unseen below the German's smooth bodywork, the blown Porsche now pumps out more twist across a greater torque range, much to the chagrin of Ferrari et al. The 911 Turbo now generates 353kW or 480 horsepower @ 6000rpm, which is good 44kW/60hp more than its 996 Type predecessor.

And if almost 500 ponies sitting over the rear axle doesn't whet your performance car appetite, then how about 620Nm of torque between 1950 and 5000rpm? Not only is that a shite load of torque, hitting its straps at a low engine speed and spread across a very wide rev range, it's also up 60Nm on its predecessor, which could only manage peak torque between 2700-4600rpm.

But it gets better folks. If you have a bit more cash to spare you can opt for the "Sport Chrono Package Turbo" adding a rather suspicious 'sports' button to the transmission tunnel. Hit that bad-boy and you get a 10 second overboost feature during full throttle application, which ups turbo boost pressure by 0.2 bar, or about 2.9 psi. This increases peak torque momentarily from 620Nm to 680Nm and is likely to make you smile/grimace as your stomach gets smashed against the seat backs.

Super cars are indeed rather impressive, but super cars with torque-increasing 'overboost' doodads are better. And before you can say "that's no super car," bear in mind that the 911 Turbo rockets from rest to 100km/h in the official super car time of 4.0 seconds or less. It takes just 3.9 seconds for the AWD German road warrior to hit 100km/h from standstill when equipped with a 6-speed manual gearbox, while the automatic Tiptronic S version completes the same trek in 3.7 seconds. That's one sweet-shifting tiptronic transmission.

The secondary performance figures are just as impressive: 0-200km/h dash takes 12.8 seconds in the manual and a gobsmacking 12.2 seconds in the automatic model, while rolls-ons in fifth gear take 3.8 and 3.5 seconds in the 80 to 120km/h zone (manual and auto trannies respectively).

Both models have a top speed besting the triple tonne, (310km/h or 192mph) where the law permits of course, and fuel consumption (combined cycle) for the manual is 12.8L/100km and 13.6L/100km for the auto.

Ensuring that the 911 Turbo's profuse power isn't wasted when it smashes violently through the front and rear axles, the Porsche drivetrain engineers redesigned the car's AWD system, which now incorporates an electronically-controlled multi-disc clutch and a revised Porsche Traction Management (PTM) system. Simply put, the system ensures optimum traction in all conditions - even in rain and snow - giving the driver the best of both safety and performance worlds.

Other chassis enhancements for the 2006 model 911 Turbo include a more effective braking package when compared to the 996 Type model, and rightly so. With the sort of devastating acceleration on offer from the stubby German sports car (not to mention the overboost), you'd be wanting some serious deceleration to counter it such forces. Thankfully the hero car features six pot fixed-calipers up front and four potters at the rear, clamping large 350mm ventilated/perforated discs at all four corners (an increase of 20mm). Alternatively, you can also option the incredibly expensive (but essential for track day use) PCCB, otherwise known as Porsche Ceramic Composite Brakes. Not only do these ceramic discs shed a massive 17 kilograms of unsprung weight in the not-really-very-heavy-anyway 911 Turbo, but they also have much higher heat tolerances and "absolute corrosion resistance," which reduce stopping distances and brake fade accordingly. They're also 30mm bigger at the front too, measuring 380mm in diametre.

Before I wrap up with the customary "it's quick and expensive" outro, I should also touch on the blown Porsche's sheet metal, which has been given a number of styling cues to a) make it look better and b) tailor to its increased desire for oxygen. First and foremost, it's circular headlamps and slinky profile make this vehicle hard to mistake for a penny farthing, but changes up front include a larger front air dam flanked by larger lateral intakes, and if you look closely you'll also see the new indicator lights are LED jobbies, outside of which live the new fog lights, which create subtle blisters in the bodywork, adding intrigue to the front end.

Follow the view along the Porsche's sides and in addition to the lower two-tone side skirts the 911 Turbo gets lateral air intakes just behind the doors, which direct cool air to the pair of intercoolers hiding beneath. At the rear things have been altered, with the most visible change the stylised oval-ish exhaust pipes and form-fitting rear apron. The rear end is also 22mm wider than the Type 996 model it replaces, and features a redesigned wing, which promotes down force over the rear axle.

The Porsche 911 Turbo will make its official debut at the 2006 Geneva Motor Show in later February, after which it be sold in Germany, followed by the USA in July for €133,603 and $122,900 respectively. And when it does hit the road, expect it give established Italian exotica a real fright - this new Porsche is rock hard.

And just quickly, Porsche will also premiere its new 911 GT3 at the Geneva show, which you can read about here.