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"  Estoril, Portugal\u2014When launched the Turbo Carrera (aka the &amp;quot;930 Turbo&amp;quot;) in the U.S. market for the 1976 model year, the car had already achieved near-legend status, stories of its prowess having wafted across the Atlantic after the release of the 1975 model in Europe. The performance from its single-turbocharged 3.0-liter sohc flat-6 was downright amazing for the times: U.S.-specification models produced 234 bhp and 246 lb.-ft. of torque, in a 2785-lb. rear-drive car with an engine mounted aft of the rear axle. The had instant supercar status.   Fast forward 34 years, and the Legend of Turbo has only grown\u2014as has the performance. But first glance at the new, 7th-generation 2010 model might leave you wondering: &amp;quot;What&amp;#039;s the big news here?&amp;quot;   For starters, the features the first truly new engine in the model&amp;#039;s history. Based on the Carrera S&amp;#039;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. The little bit of lag that still exists is worth it, as the rush that follows is simply mind-blowing.   Torque is rated at 479 lb.-ft. from 1950\u20135000 rpm, but order the Sport Chrono Package ($3470) and the overboost function provides a 516 lb.-ft. hit from 2100\u20134000 rpm. Despite the Turbo&amp;#039;s extra power, Porsche says its emissions are down 18 percent while fuel consumption has decreased by 16 percent.   New to the Turbo is Porsche&amp;#039;s ultra-quick-shifting twin-clutch 7-speed PDK gearbox (a $4550 option) that&amp;#039;s been upgraded to handle the Turbo&amp;#039;s extra power. Launch Control comes stand\u00ADard when the PDK is ordered in conjunction with the Sport Chrono Package, which provides for thrilling (and consistently repeatable) neck-wrenching all-wheel-drive launches.   Also available for the first time on a Porsche are steering-wheel-mounted paddle shifters ($490), although Porsche&amp;#039;s non-intuitive pushbuttons come standard with PDK. Those who believe it&amp;#039;s more about the drive than it is about bragging rights at the drag strip should opt for Porsche&amp;#039;s easy-shifting 6\u2013speed manual gearbox (which comes standard)\u2014you see, PDK outperforms the 3-pedal manual (partly due to Launch Control), with conservative claims of 0\u2013100 km/h (62 mph) in 3.4 sec. for the PDK/Sport Chrono Turbo, versus 3.6 sec. for the manual. One minor gripe with PDK is that the gear indicator on the instrument panel is too small, and offset to the right.   Another new technology on the Turbo is Porsche Torque Vectoring ($1320). It combines a mechanical limited-slip rear differential with variable torque distribution at the rear axle by applying the brakes to the inner rear wheel, intended to enhance turn-in and minimize understeer. While there is a bit less understeer, a more effective way of controlling the car&amp;#039;s attitude is via left-foot braking\u2014happily, the new Turbo doesn&amp;#039;t cut power when overlapping throttle and brake as with most Porsches. PTV or not, the Turbo&amp;#039;s chassis dynamics are better than ever, with perfectly snubbed suspension, incredibly direct steering and strong brakes. And, the car&amp;#039;s power-on oversteer moments are now easier to control, due to a smoother distribution of power between the front and rear axles.   But what still defines this (known internally as the 997 II) is its ferocious, pin-you-into-your-seat acceleration. About the only downside here (other than price: $132,800 for the coupe, $143,800 for the cabriolet) is its less-than-stellar music from the engine compartment. Usually you want to &amp;quot;blow the doors off the competition,&amp;quot; but the Turbo&amp;#039;s intake system sounds more like it will suck the doors off as it whooshes by; and although the exhaust is loud, the note is thoroughly uninspiring\u2014nothing like a .   Still, small grievances with a car that is greatly improved and could very well be the most &amp;quot;livable&amp;quot; supercar in the world. Both Coupe and Cabrio are on sale now. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.roadandtrack.com/new-cars/first-drives/reviews/a15171/2010-porsche-911-turbo-3/>