Editorial

Editor’s Choice: The Best of the Best
1997 Porsche Turbo

by: Tim Considine

Okay, I confess, if you carry on too much about how great something or somebody is, you could say I’m sort of, uh, contrary. There’s just something in me that tends to lean the other way and say, "Well, this (or he or she) isn’t so terrific," and end up disappointed with whatever or whoever it is. Conversely, if you go on and on about how absolutely terrible something or someone is, I’m liable to think, "Hey, this (or he or she) isn’t so bad." I can’t help it. Add that to an admittedly non-rational prejudice from my youth against Porsches (something to do with them bringing out a new racer in the late 1950s every time we thought our Italian OSCA could handle the current one) and you can see why I viewed the raves virtually all my colleagues slathered on Porsche’s Turbo with a chip on my shoulder. I mean, basically, you’re talking about an archaic design - engine and transmission hanging out behind the rear axle - in a car model that’s 32 years old! You stuff a 400 hp turbo bomb back there, of course it’s gonna go. Duh! And you stick brakes from the 1100 hp 917-30 Can-Am racer on it and tires wide enough to grade a road with, of course it’s gonna stop and handle. Big deal. Is that so clever? Is that worth 105 grand? Gimme a break.

I had to admit, when the car rolled into my driveway, painted in gleaming silver, its traditional 911 shape now more muscular with sinuous bulges over its wide wheels, Porsche has done a remarkable job of redoing the old body. Whether or not it has a past, the current 911 coachwork looks original and certainly stands on its own. Even the ubiquitous "whale-tail" has been toned down. The car still looks better without it, but at least the current model doesn’t look like it’s been grafted on. And the bumpers, in contrast to earlier years, when ever-changing regulations doomed them to appear added on, are now smoothly - and aerodynamically - integrated into both ends. The car looks substantial, but refined, as though it were precisely machined from a solid billet.

Refined and machined from a billet, qualities one might hope for in a top-of-the-line Mercedes or BMW or Lexus sedan, but never, in my experience, in a high-performance car, much less a full-blown supercar. Yet in almost every way, that was the overall feel and impression driving the 911 Turbo. Take the steering. It’s power steering now. Huge tires demand it. But power or no, there’s nothing lost. The steering is precise and communicative. It has just the right amount of road feel. Turn into a corner - and this car really does turn in - and you can feel the front tires’ ferocious grip. It’s an enthusiast’s dream. Similarly, the gearbox is everything a hand-shifted transmission should be. It has a new shorter-travel, lighter clutch pedal, six well-spaced gears, a reasonably short throw, and one of the smoothest, surest linkages I’ve ever had the pleasure of shifting.

Throttle and brakes are equally refined. With both these systems, remarkable power is delivered smoothly and without undue drama. In short, the Porsche Turbo is quite easy to drive, at any speed. To be sure, with twin turbochargers, 400 hp, and 400 ft.lbs. of torque, there is genuine racecar performance available. This rocketship will go from zero to 60 in about four seconds and cover a quarter-mile in 12.5 seconds, arriving at about 110. But what is truly amazing is that this is accomplished so smoothly and with such ease. No fishtailing (all-wheel drive, you know), no turbo lag followed by a head-jerking lurch. Two smaller turbochargers see to that. Just one smooth whoosh through each gear to warp speed - about 180 mph. It’s all so civilized - and refined. Certainly unlike any other car that even approaches the Porsche’s performance. And light years away from the Porsche Turbos of a few years back. With them, a good VW could keep up until they hit the turbo, then all hell broke loose. What a difference the current torquey 3.6-liter engine and smaller (i.e. quicker to spool up) turbos have made.

Equally impressive are the brakes, equipped now with a sophisticated Bosch ABS 5 anti-lock system. I personally have never, whether on the street or on the track, used more powerful brakes. Stand on them from any speed and it’s like a giant gloved hand has grabbed the car from behind. The deceleration is absolutely astonishing, but again, smooth and without drama. A colleague told me that in a recent test arranged by his publication, the Porsche Turbo actually out-stopped a four-wheel brake go-kart from 60 mph. I believe him.

Unfortunately, I was unable to test the Porsche Turbo on a track, so I can only report that the car exhibits a touch of understeer when pushed, but generally, goes right where its pointed and, of course, just rockets out of corners. And thanks mainly to a new subframe-mounted multi-link rear suspension introduced on 1995 911s, the Turbo exhibits none of the diabolically sudden trailing-throttle oversteer of its forebears. As fast as I was willing to go, anyway. The thing is, this car has absolutely remarkable grip and to get anywhere near its limits, you’d have to be going damn fast. Too fast. Anyone who claims to have found the cornering limits of a Porsche Turbo on the street is either an idiot or a liar.

Considering the size and aggressive design of Pirelli’s ultimate high-performance P-Zero tires, ride is not bad. Maybe a little taut for Granny with some expected tire thump over pavement joints, but not at all uncomfortable. One Porsche Turbo owner, 1994 Le Mans-winner Mauro Baldi, told me he was considering fitting Pirelli P7000 tires instead of P-Zeros next time, reasoning that very little grip would be lost and perhaps some comfort gained with the more compliant and probably longer-wearing P7000s.

Controls, including the signature left-of-the-steering wheel key, are pretty much vintage Porsche, but somehow, the ergonomics are better than I recall. Another case of refinement. Certainly no complaints about the power-operated seats, covered in the same soft black leather used on the steering wheel, gearshift and E-brake levers, and door panels. Imagine, driver and passenger airbags, power seats, power windows, air-conditioning, heated external mirrors, a 150-watt stereo system, a sunroof, and cruise control - in a supercar!

In case you haven’t guessed, I need to make another confession. Whatever preconceived ideas and prejudices I brought in, after spending a week with the ‘97 Porsche Turbo, I have to admit, I was dead wrong. I’m ready to join the throng that worships at the altar of Weissach. The truth is, this new Turbo is simply the best car I’ve ever driven - in my life. If our society were going to encapsulate one automobile for future generations of our species and perhaps others to judge, they oughta’ bury one of these Porsche Turbos. My only complaint is that I don’t have $105,000 of discretionary income to buy one.