2010 Porsche 911 Turbo Review
In the world of performance-tuned super luxury sports cars, the 2010 Porsche 911 Turbo is a hotshot. If you were impressed by last year’s model, you’ll be floored by the 2010’s mechanical upgrades.
The 911 Turbo takes the Carrera’s performance abilities to an entirely new level. It features 155 more horsepower than the base trim, and blasts from 0 to 60 mph 1.3 seconds quicker -- which is an eternity on the race track. Not surprisingly, critics are impressed.
For 2010, the Porsche 911 Turbo receives a mechanical refresh that makes it more fuel efficient, powerful and quick off the line. It also weighs less than the outgoing model.
The Porsche 911 Turbo is available in coupe and cabriolet (convertible) body styles.
- "[T]he 911 Turbo delivers performance that competes with cars costing substantially more while providing everyday usability that most exotics simply can't match. As far as mid-cycle upgrades go, this one is mechanically substantial and well worth consideration by Turbo fans." -- Car and Driver
- "Priced at $132,800 for the coupe, and $143,800 for the Cabrio, the new 911 Turbo's least attractive aspect is how quickly those figures increase once you start checking options. And some of the options really bring out the best of the car-the PDK transmission and the Sport Chrono package both come to mind. But the car is still considerably less expensive than some of the vehicles that play in this league, and it's arguably more durable to boot. Porsches have long had the reputation for everyday driveability, and the seventh-generation 911 Turbo is no exception." -- Popular Mechanics
The Bottom Line
The 2010 Porsche 911 Turbo is one expensive ride. While the 911 Turbo coupe starts at $132,800, the cabriolet starts at $143,800 -- and that’s without adding performance-enhancing options like a PDK transmission. But is it worth it? Hell, yes.
Critics say that the 911 Turbo’s performance abilities are on par with pricier exotics and that none of its competitors can match its superb handling dynamics. The Jaguar XKR, for instance, provides 10 more horsepower, but handles more like a grand tourer than a sports car. It’s also 1.4 seconds slower to accelerate from a standstill to 60 mph.
Likewise, the Mercedes-Benz SL63 provides 18 more horsepower than the 911 Turbo, but its top speed maxes out at a mere 155 mph. It’s also 1.3 seconds slower from 0 to 60 mph. And while its handling abilities impress, test drivers report that they’re still a notch below the coveted 911 Turbo.
If you’re in the market for a high-performance 2+2 passenger sports car and can swing its expensive price tag, the 911 Turbo is a no-brainer.
The Porsche 911 Turbo is mechanically refreshed for the 2010 model year. Its new direct-fuel-injection engine weighs less than the outgoing one, and features more horsepower and displacement. Best of all, test drivers report that it handles marvelously.
The 911 Turbo is equipped with a rear-mounted 3.8-liter turbocharged six-cylinder engine that produces 500 horsepower at 6,000 rpm and 480 to 516 pound-feet of torque at 1,950 to 5,000 rpm. While a six-speed manual transmission is standard, a seven-speed Porsche Doppelkupplung (PDK) transmission with both automatic and manual modes is available.
According to Porsche, the 911 has a max speed of 194 mph and can accelerate from 0 to 60 mph in as low as 3.2 seconds when the coupe is equipped with a PDK transmission and Sport Plus, Porsche’s optional Sport Chrono Package Turbo with overboost.
The EPA has not yet rated the 911 Turbo’s city/highway fuel economy. However, the similar 2009 model nets 16/23 mpg.
The all-wheel-drive 911 Turbo features a variable-steering ratio with hydraulic power-assist. In addition to independent front and rear suspension settings, it also features Porsche Active Suspension Management (PASM) -- which, through the use of sensors, alters suspension settings to match driving style and road conditions. Porsche Stability Management (PSM), which monitors driver inputs and employs selective braking in order to avoid oversteer and understeer, is also standard. Monobloc aluminum fixed-caliper brakes with an anti-lock braking system come standard. High-performance ceramic brakes are optional.
- "[T]he 2010 Porsche 911 Turbo features the first truly new engine in the model's history. Based on the Carrera S's 3.8-liter flat-6, the twin-turbo version features direct fuel injection for the first time, while tipping the scales at 26.5 lb. less than the outgoing version. Along with more displacement (the Turbo was previously a 3.6), a higher compression ratio (from 9.0:1 to 9.8:1), more efficient intercoolers and a new expansion-type intake manifold, the 3461-lb. Turbo (the Cabrio is 3626 lb.) has both more power (up 20 bhp to an even 500) and noticeably less turbo lag." -- Road and Track
- "The PDK gearbox ($4550) seems to have achieved a new threshold of refinement, shifting almost as smoothly as a conventional torque-converter automatic and responding instantly to manual downshifts and upshifts. … Steering feel, as on all 911s, is excellent, with perfect weighting and great precision." -- Car and Driver
- "The launch control boots the car out of the blocks with such vigor-all four tires clawing for traction-that drivers experience a few seconds of g-force giddiness. Since the car will only launch like this in the automatic-drive mode, it proceeds to snap off ultrafast shifts as the tachometer needle nears its 6800-rpm redline. Porsche engineers suggest a zero-to-60 mph sprint of 3.2 seconds is possible, but judging from the runs we tried at Estoril, three seconds flat may be in the cards." -- Popular Mechanics
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