2004 PORSCHE 911 TURBO weight

· 13 ·The new 911 Turbo |
The new 911 TurboThe new 911 Turbo |The new 911 Turbo
In 1905, the Swiss engineer,
Dr. Alfred Büchi, filed the first ever
patent for a turbocharged piston
engine. The fundamental principle,
now a century old, remains
unchanged to this day: to use the
energy latent within the exhaust
flow from the engine to increase
overall performance.
The first turbocharged engine
was built in 1910 by the firm of
Murray-Willat. The concept was
embraced by the aviation industry,
which required an effective means
of compensating for the loss of
power caused by reduced oxygen
levels during high-altitude flight.Porsche was among the first
to recognise other benefits of
the technology, including higher
performance potential from
relatively small displacement
engines. This would lead to
the development of powerful
new engines with very modest
dimensions and weight.
The basic principle of a
turbocharged engine is to use
the exhaust gas flow to drive a
radial turbine which in turn drives
a compressor in the air intake
tract. The rotation of the
compressor generates a higher
intake pressure, thereby delivering
a greater amount of oxygen to
the engine. With more oxygen
available, more fuel can be burnt,
and higher performance can be
achieved. The density of the
air can be further increased by
cooling it prior to combustion.
The first ‘intercooler’ device on
a production Porsche appeared
in 1977 on the 911 Turbo 3.3.
· 12 · · 11 ·
From a stroke of genius.
From strength to strength.
The new 911 Turbo.

To apply these benefits efficiently
to the road, we required another
innovation in sportscar design: all-
wheel drive with Porsche Traction
Management (PTM). Using an
electronically controlled multi-plate
clutch, this intelligent technology
provides variable drive to each
axle. The front/rear split is con-
tin
uously adjusted based on current
road conditions and driver inputs.
Although biased towards the rear,
the front receives more power
whenever the situation requires.
Porsche Traction Management
is specifically designed to
optimise driving dynamics. The
additional traction provided by
both the all-wheel drive system
and PTM represents a major
improvement in active safety,
especially in the wet or on snow.
Another benchmark technology
on the new 911 Turbo is the
standard braking system. The
front and rear discs have a
generous diameter of 350 mm.On the optional Porsche Ceramic
Composite Brake (PCCB), the
front diameter is increased to
380 mm.
Other standard features on the
new 911 Turbo include a new
evolution of Porsche Stability
Management (PSM) as well as
Porsche Active Suspension
Management (PASM) featuring
electronic damper control.
A
limited-slip differential is available
for the rear axle as an option.
For even greater performance, the
car can be equipped with the
optional Sport Chrono Package
Turbo. Key features include
an ‘overboost’ function which
provides as much as 60 Nm
of additional torque under
acceleration. When the throttle
is fully open, the boost pressure
is increased temporarily by
approximately 0.2 bar. The
electronic throttle map is
also adjusted to give a more
dynamic response to pedal
inputs.
Other modifications when ‘Sport’
mode is selected include a major
rise in the trigger threshold used
by Porsche Stability Management
(PSM). The all-wheel drive system
featuring PTM provides a similar
increase in driver involvement
by sending a greater proportion
of drive torque directly to the
rear wheels. PASM provides a
stiffer suspension setup enabling
faster turn-in and better road
contact.
Another major development
on the new 911 Turbo is the
car’s lightweight design and
construction. The doors and front
lid are made from aluminium
which offers a range of benefits
in terms of both performance
and economy. Every gram of
weight on every component
is there for a specific reason.
As a result, the standard model (with six-speed manual gearbox)
weighs just 1,585 kg. Even more
impressive are the power-to-
weight ratio of 302.8 bhp per
tonne and surprisingly low fuel
consumption.This powerful potential is, of
course, matched by exemplary
ride quality on every type of
road. This rare combination of
performance and comfort is one of the distinguishing features
of the 911 Turbo.
· 18 ·· 19 ·The new 911 Turbo |
The new 911 Turbo

· 22 ·
provide effective protection
against stone chips.
Elegantly matched to the exterior
of the car is the all-new wheel
design. The 19-inch forged alloys
have a standard two-tone finish
as well as wide, low-profile tyres.
The standard tyre dimensions
are 235/35 ZR 19 (front) and
305/30 ZR 19 (rear).
The interior of the car is equally
compelling and entirely designed
around the driver. The high-quality
surfaces include a full leather
finish on the standard electric
seats as well as the dashboard,
doors and rear side panels. Two
sports seat options are also
available, one featuring adaptive
adjustment. The standard
equipment package includes a
new gear-knob design – created
exclusively for the 911 Turbo –
· 21 ·The new 911 Turbo |
The new 911 Turbo
The extreme capability of the new
911 Turbo is elegantly enclosed in
a highly distinctive exterior. While
signalling the unique athleticism of
the car, it remains unmistakably 911.
The aerodynamics are exceptionally
well balanced, with positive
downforce at the rear. The drag
coefficient is remarkably low
at just 0.31. With its streamlined
shape and lightweight build,
the new 911 Turbo offers excellent
fuel economy as well as super-
lative performance.The standard Bi-Xenon headlights
with integral cleaning system
are compact, stylish and elegantly
incorporated within the new
front-end design. The front apron
moulding is an entirely new
development, featuring high-
performance LED indicators in
the outer air intake ducts. The
compact front foglights are
neatly positioned on the outer
edges of the front apron.
The side air intakes, to the rear
of the doors, provide optimum air
delivery to the twin intercoolerunits. Equally efficient are the
cooling air ducts to the front and
rear brake assemblies. This
enhanced cooling action is an
important factor in the excellent
performance of the standard
braking system.
The body of the car is much wider
across the rear than the front. A
generous wheel track is combined
with wider tyres to achieve
enormous lateral grip. The engine
lid is another totally new design
and features an integral bi-plane
rear spoiler. The
upper wing
element is automatically
raised at
approximately 120 km / h (75 mph)
and lowered at around 60 km / h
(37 mph).
The rear apron moulding has also
been redesigned to blend with
the rest of the car. The side air
outlets and fully enclosed twin
tailpipes are a further indication of
the power within. Black plastic
sills along the sides of the body
· 20 ·
Some say power is all about muscle.
For us, it starts with the mind.
Drive
Poised for action, yet always relaxed.
Designing the new 911 Turbo.
Rear wing retracted
Rear wing deployed
and a three-spoke sports steering
wheel featuring 40 mm of height
and reach adjustment.
The overall design of the
new 911 Turbo marks another
new phase in the ongoing
evolution of this remarkable car.
Wholly integral to the fundamental
vehicle concept, every detail
is a direct expression of power,
composure and comfort.

Tiptronic S, the new 911 Turbo
requires just 3.7 seconds to
reach 100 km / h (62 mph), and
just 12.2 seconds for 200 km / h
(124 mph). Facilitating this
performance is the additionaltraction provided by the new
electronically controlled all-wheel
drive system (see page 48).
In appropriate track conditions,
the car’s maximum speed is
310 km / h (193 mph).
· 29 ·The new 911 Turbo |
Drive
Every 911 shares the same
fundamental engine charac-
teristics. Key among these are
the ‘flat-six’ cylinder layout
and rear-mounted installation.
There is, however, one essential
feature that is unique to the
911 Turbo. The twin turbocharger
system that gives the car its name
now includes Variable Turbine
Geometry (see page 32). Thus
equipped, the 3.6-litre engine
develops 353 kW (480 bhp) at6,000 rpm. Weighing 1,585 kg,
the standard 911 Turbo (with
manual gearbox) has an excellent
power-to-weight ratio of
302.8 bhp per tonne. Specific
power output is 133 bhp per
litre of engine displacement.
Maximum torque is a phenomenal
620 Nm, rising to 680 Nm with
the overboost function in the
optional Sport Chrono Package
Turbo (see page 60). Thanks
to VarioCam Plus (see page 38)and the new turbocharger system,
all of that torque is fully available
between 1,950 and 5,000 rpm.
The resulting acceleration is
inspirationally quick. Equipped with
· 28 · · 27 ·The new 911 Turbo |
Drive
Engine.
Heart and soul of the new 911 Turbo.
911 Turbo engine

Lightweight design.
The six-cylinder boxer engine is
a highly compact unit offering
excellent cylinder charging and
torque characteristics as well
as optimum balance and minimal
vibration. With the cylinders
arranged horizontally on either
side of the crankshaft, the
layout is key to the car’s low
centre of gravity.
The alloy crankcase consists
of two main sections, each
containing one bank of cylinders.
The crankshaft runs in eight main
bearings and is driven by forged
connecting rods. For optimum
durability, we’ve used forged
aluminium pistons running in
Nikasil-coated aluminium liners
and featuring individual oil-spray
cooling. Key benefits include lower
frictional resistance and longer
service life.
The cylinder heads are made
from a lightweight alloy which
is extremely resistant to high
temperature. Each bank of
cylinders has two overhead
camshafts driving a set of four
valves – two inlet and two exhaust
– on each individual cylinder.
The valves are arranged in a ‘V’
configuration and feature a highly
efficient dual-spring design.
Engine performance is further
enhanced with the aid of bothVariable Turbine Geometry (VTG –
see page 32) and VarioCam Plus
(variable valve timing and lift
on inlet side – see page 38). The
benefits are not only greater
power and torque, but also better
fuel economy and lower emissions.
Dry-sump lubrication.
This classic dry-sump system
with separate oil reservoir
ensures consistent oil pressures
throughout the engine. In doing
so, it compensates for even the
most extreme and prolonged
gravitational loads.
After passing through the engine,
every drop of oil is returned
directly to the external reservoir.
The flow is driven by two pairs of
scavenge pumps in the cylinder
heads and a further two pumps in
the crankcase. Gas is removed
from the returning oil by means of
a defoaming device in the
reservoir. As a result, the oil
level in the reservoir remains
virtually constant at all times.
The oil is returned to the
lubrication points in the engine
by means of a dedicated
oil-feed pump. With a further
scavenge pump in each of the
twin turbocharger units, the
new 911 Turbo has a total of nineseparate pumps to drive the
lubrication system.
The oil level can be checked from
inside the car via the standard
on-board computer. This solution
is not only cleaner and more
convenient than a conventional
dipstick, it is also significantly
more accurate.
· 30 ·· 31 ·The new 911 Turbo |
Drive
Main rotating assembly and valve gear

The rear axle assembly is a race-
proven design featuring multi-link
LSA (Lightweight, Stable, Agile)
subframe-based suspension. Its
lightened construction provides
exceptional dynamic properties.
The axle kinematics improve
stability under acceleration by
reducing excessive compression.
The lightweight strut has an
aluminium damper instead of
conventional steel to help improve
handling and agility.
Combined, the suspension enables
smooth high-speed manoeuvres
in all road and track scenarios.
Pitch and roll are reduced to a
· 53 ·The new 911 Turbo |
Chassis
To transmit power with optimum
efficiency, the front and rear
suspension must be a s stable,
and as light, as possible.
Reducing weight, particularly on
the unsprung masses, brings
major benefits in terms of driving
dynamics.The new 911 Turbo is equipped
with an electronic damping
system as standard. For more
information on Porsche Active
Suspension Management (PASM),
see page 56.The independent front suspension
combines McPherson-type struts
with longitudinal and transverse
links. Each front wheel is preciselylocated, ensuring excellent
handling and directiona l stability.
Brake spoiler elements provide
efficient cooling for each of the
front brake units.
· 52 ·Front axle 911 TurboRear axle 911 Turbo
Suspension.
Precision, strength and lightweight design.
minimum, as are tyre noise and
vibration. Overall, the car offers
a level of stability that is equal to
the car’s performance potential.

Power, torque, acceleration,
and flexibility: in every respect,
thenew911Turboismore
accomplished than ever before.
The logical adjunct to all these
improvements is a corresponding
increase in brake performance.
To achieve that capability, the
standard braking system combines
six-piston fixed calipers at the
front of the car with newly devised
four-piston units at the rear.The red-painted calipers have a
monobloc (one-piece) aluminium
construction offering greater
stability, better ‘bite’ character-
istics under heavy braking, and
a further reduction in unsprung
weight. The brakes are quick
to apply and release, while the
pedal travel is short and the
bite point precise and consistent.
The front and rear discs have a
generous diameter of 350 mm.
All four discs are cross-drilled for
better performance in the wet.
The distinctive drill-hole pattern
enables a faster response by
allowing rapid dispersa l of the
water vapour generated under
braking. The discs are also
internally vented for better heat
dispersal. The result: excellent
stability in all conditions.
Other features include four-
channel ABS offering a smoother,
low-pulse action. Brake spoiler
elements provide effectivecooling for all key brake
components. A powerful tandem
brake booster unit enables easier
pedal inputs.Braking distances are further
reduced with the aid of two new
functions in the latest evolution
of the standard Porsche StabilityManagement (PSM): electronic
brake prefill and brake assist
(see page 58).
· 68 ·· 69 ·The new 911 Turbo |
Safety
Standard brake unit
(front axle)
Active safety: braking system.
Always quick when you have to be slow.

The new 911 Turbo is also
available with an optional high-
performance braking system:
the Porsche Ceramic Composite
Brake (PCCB). Successfully
tested in the toughest endurance
racing, this unique technology
has been further refined for even
greater road performance.The key components in PCCB
are the moulded ceramic discs
(front/rear diameter: 380 mm/
350 mm). The larger front discs
provide greater leverage and
therefore better brake performance.
Thediscsaremadefrom a
specially treated carbon-fibre
compound that is silicated in a
high-vacuum process at 1,700 ºC.
The resulting material is not
only much harder than metal, it
is also more resistant to heat.
Even at high temperatures, the
thermal resistance of the PCCB
disc ensures excellent dimensional
stability. The ceramic material is
totally resistant to corrosion and
offers excellent acoustic damping
properties.The pads are mounted in six-
piston monobloc aluminium
fixed calipers at the front, with
four-piston units at the rear.
The resulting brake forces are
not only extremely high, they are
also exceptionally consistent.
The pedal response is fast andprecise, with only moderate input
required.
The key advantage of PCCB is the
total weight saving over comparable
metal discs of approximately 50 %.
As well as enhancing performance
and fuel economy, this represents
a major reduction in both the
unsprung and rotating masses.
This, of course, produces
additional benefits in terms of
comfort and road-holding on
uneven road surfaces as well as
general handling and agility.
For more information, see thelatest PCCB brochure available
from your Porsche Centre.
· 70 ·· 71 ·The new 911 Turbo |
Safety
PCCB
Porsche Ceramic Composite Brake (PCCB).
When it comes to developing new brake technology,
nothing holds us back.