Still, something bothers me. The optional (thank God) seven-speed, dual-clutch PDK transmission from Porsche is hailed by virtually everyone for its performance and quick execution – the gears indeed come and go without any hesitation – but ergonomics and responsiveness could be improved. I mean, it's one of the manumatic transmissions that makes me feel in control the least. Of course, it doesn't help that I generally prefer manual gearboxes...
The changes keep coming
Porsche didn't stop at the engine bay. The suspension setup is now firmer up front and slightly softer in the back while the PASM system – either in Normal or Sport mode – allows sharper handling and minimizes ill-timed reactions by the springs and shocks.
Some minor modifications have been made to the exterior, including LED lights and new tailpipes. As for the cockpit, fit and finish gain in refinement while the driving position proves more comfortable than ever.
So, despite a couple of question marks, the 2010 Porsche 911 Turbo represents a genuine step forward.
Gone rocket gone
On the track, I must admit that I didn't put the car's numerous technologies to the test as much as I wanted to. Launch Control, for instance, reportedly helps the 911 Turbo accelerate from 0 to 100 km/h in 3.7 seconds, but you'll have to take the automaker's word for it.
For sure, though, this Porsche is a remarkably-sharp driving machine in all conditions. Braking performance seemingly never fades and thus compares to a race car. If it were not for what felt like a little hesitation when hammering the throttle at mid-acceleration, the 911 Turbo would reach near perfection.
Naturally, you can't assess a sports car like any other automobile. Therefore, you probably don't care that my son suffered back cramps trying to sit in the back, or that we rented a trailer – yes, a trailer! – to haul his schoolbag and my travel bag since they couldn't fit in the tiny trunk.
Does it really affect your appreciation the 2010 Porsche 911 Turbo? I guess not. Personally, I still get a kick out of driving this car.
The changes keep coming
Porsche didn't stop at the engine bay. The suspension setup is now firmer up front and slightly softer in the back while the PASM system – either in Normal or Sport mode – allows sharper handling and minimizes ill-timed reactions by the springs and shocks.
 |
| As for the cockpit, fit and finish gain in refinement while the driving position proves more comfortable than ever. (Photo: Matthieu Lambert/Auto123.com) |
Some minor modifications have been made to the exterior, including LED lights and new tailpipes. As for the cockpit, fit and finish gain in refinement while the driving position proves more comfortable than ever.
So, despite a couple of question marks, the 2010 Porsche 911 Turbo represents a genuine step forward.
Gone rocket gone
On the track, I must admit that I didn't put the car's numerous technologies to the test as much as I wanted to. Launch Control, for instance, reportedly helps the 911 Turbo accelerate from 0 to 100 km/h in 3.7 seconds, but you'll have to take the automaker's word for it.
For sure, though, this Porsche is a remarkably-sharp driving machine in all conditions. Braking performance seemingly never fades and thus compares to a race car. If it were not for what felt like a little hesitation when hammering the throttle at mid-acceleration, the 911 Turbo would reach near perfection.
Naturally, you can't assess a sports car like any other automobile. Therefore, you probably don't care that my son suffered back cramps trying to sit in the back, or that we rented a trailer – yes, a trailer! – to haul his schoolbag and my travel bag since they couldn't fit in the tiny trunk.
Does it really affect your appreciation the 2010 Porsche 911 Turbo? I guess not. Personally, I still get a kick out of driving this car.
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