Porsche 911 Turbo S (2013) at Frankfurt motor show

Porsche has topped off the 991-generation 911 range with a new Turbo and Turbo S model. The forced-induction 911 is the fastest Turbo yet, mixing Ferrari 458 levels of power with new chassis technology from the hardcore 911 GT3.

In the standard Turbo, the twin-turbo 3.8-litre flat-six develops 512bhp, firing the car to 62mph in 3.2sec (0.1sec faster than the old 997 Turbo S). However, unlike previous 911 Turbos, Porsche is offering an uprated 911 Turbo S straight from launch. The Turbo S produces 552bhp, hits 62mph in 3.1sec, and tops out at 197mph. As with all turbocharged 911s since the 993 of 1995, the new cars are all-wheel drive, though this is the first Turbo not to be offered as a manual. Like the 911 GT3, the new car is only available with the seven-speed dual-clutch PDK gearbox.

Despite the massive performance, Porsche claims this is the most eco-friendly 911 Turbo ever: both models officially achieve 29.1mpg, 16% better than the outgoing car.

Riding on 20in wheels as standard, the new 991 Turbo is the widest yet, with an extra 28mm across those bulging rear ‘hips’ than the regular 911 Carrera 4 – itself 20mm wider than a rear-drive Carrera.

While it's difficult to appreciate the wide stance in the pictures, you’ll struggle to miss the aggressive aerodynamic mods for the new Turbo. The rear wing can be raised into three different positions for improved downforce, and there’s also a pneumatically adjustable three-stage front spoiler. Porsche claims the adaptive aero knocks two seconds off the car’s Nurburging lap time, which is reported to be under 7mins 30sec.

Porsche’s press material notes that Nurburging time was 'set, naturally, on standard production tyres’. That’s a subtle swipe at the Nissan GT-R, which currently holds the production car record for the Nurburging at 7min 18sec – but has been disputed by Porsche for using non road-spec tyres. Fight, fight, fight…

New for the Turbo are the trademark large air intakes ahead of the rear wheels, plus quad exhausts and extra rear venting, and the four-point LED headlights. Inside there’s a Bose stereo as standard and new leather combinations. Standard Turbos get Porsche Active Suspension Management (adaptive dampers) as standard, while flagship Turbo S models also get active engine mounts, ceramic brakes, Porsche Dynamic Chassis Control (active anti-roll bars), and the track-day friendly Sport Chrono package, with stopwatch and lap timer.

The rear wheels can steer to halp the handling. At low speeds the new rear-wheel steering (pinched from the GT3) makes the Turbo so agile it’s equivalent to chopping 250mm out of the wheelbase, reckons Porsche. And at high speeds, when it steers the rear wheels in the same directions as the fronts, it virtually adds 500mm to the wheelbase for reassuring stability.

The Turbo also uses sound symposer technology to pipe the flat-six's induction noise into the cabin, like the engine-amplifier used by the McLaren 12C (and Ford Focus ST).

The 512bhp Turbo costs £118,349, and the 552bhp Turbo S a chunky £140,852. That’s almost twice the cost of a 2013 Nissan GT-R, but around £30,000 less than a McLaren 12C or Ferrari 458 Italia, with similar performance but inferior practicality.

By Ollie Kew