What does 50 years of progress look like?
In this the seventh generation of 911 Turbo we’ve been treated to the greatest leap in performance between old and new generations in the model’s history. Yes, this is partly to do with Porsche launching the flagship Turbo S ahead of the regular 992 Turbo, but whichever way you slice it the new car’s stats are sensational. The new 3.7-litre flat-six motor is an absolute powerhouse, punching out 641bhp at 6750rpm – an increase of 69bhp over that of the 991.
Leave the motorway and take to the A-roads and you discover a Turbo with more control weight and connection than recent predecessors. It’s a welcome discovery, for the steering is the one remaining touchpoint from which you can take a constant stream of connection. On the fast, flowing roads across the moors it’s really satisfying to thread the car down the road, suspension working with precision and pliancy as speed and loads increase.
It’s always the RS 911s that wear the motorsport halo. But this forgets that for many years Porsche dominated endurance racing with forced-induction cars. The car that facilitated this via official homologation was the 930 Turbo, a car developed in the same period as the 2.7 and 3.0 RSs and benefiting from much of their chassis improvements and obsessive detail engineering.The car you see here is chassis number 80 of the 400 3.0 Turbos built to satisfy Group 4 racing homologation regulations.
Even when you’ve spent many miles in 911s of all ages it still takes a few moments to get yourself comfortable. So much of it is alien to today’s Porsches, especially the floor-hinged pedals and your proximity to the windscreen. And, of course, there’s the fact these old Turbos still foster a degree of foreboding thanks to the oft repeated ‘widowmaker’ tropes.
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