2009 PORSCHE 911 fuel

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12 1. Crankshaft
2. Forged connecting rods
3. Forged aluminium pistons
4. Cylinder track
5. Camshaf t drive chain
6. Cam adjuster
7. Intake camshaf t
8. Switch tappets
9. Valves with valve springs
10. High pressure fuel rail
11. High pressure injectors
12. Individual ignition coils
13. Spark plugs
14. Air filter housing
15. Exhaust turbocharger with
variable turbine geometr y
16. Intercoolers
17. Pressure pipe
18. Throt tle valve
19. Expansion intake manifold
20. Cataly tic converters
21. Exhaust system
22. Oil filter
Lightweight design.
An alloy engine means less weight
and consequently reduced fuel
consumption. The intelligent
engine design also saves weight.
The alloy crankcase is divided
vertically, with the cylinders
integrated into the crankcase.
Forged connecting rods are used.
For optimum durabilit y, we’ve
used forged aluminium pistons
running in cylinders made from
an aluminium/silicon alloy and
cooled via individual oil-spray jets.
Integrating the camshaf t bearing
system fully into the cylinder
heads has also saved weight. The
subsequent low levels of engine
friction and the ef ficient design of the oil supply system have helped
to reduce fuel consumption even
further.

Performance
| Engine
Engine with air filter housing with a carbon -weave finish in the new 911 Turbo S models
911 Turbo engine
· 34 ·· 35 ·

Variable Turbine Geometry
(V TG).
The 911 Turbo and 911 Turbo S
models are straightforward, almost
mat ter-of-fact, when it comes
to handling power. V TG has con -
tributed enormously to this.
The variable turbine geometry of
the t win water-cooled exhaust gas
turbochargers goes a long way
to resolving the conflict of aims of
normal turbochargers. With this
technology, the gas flow from the
engine is channelled onto the
turbines via electronically adjust -
able guide vanes. By changing
the vane angle, the system can
replicate the geometry in all
t ypes of turbo, large or small,
and thus achieve the optimum
gas-flow characteristics. The
guide vanes are controlled by the
engine management system.
The result is a high turbine speed
– and therefore higher boost
pressure – even at low engine
rpm. With more air available, the
combustion is increased, yielding
greater power and torque.
Maximum torque is reached at
lower rpm and is retained across
a wider rev range. Both engine
variants deliver a torque of just
650 Nm from as low as 1,950 rpm.
In the case of the 911 Turbo
models, this torque is available
up to 5,000 rpm. The increased
maximum torque of 700 Nm in
the 911 Turbo S models is avail -
able bet ween 2,100 rpm and
4,250 rpm.
When the boost pressure reaches
its maximum value, the guide
vanes are opened further. By var -
ying the vane angle, it is possible
to achieve the required boost pressure over the entire engine
speed range. As a result, there is
no need for excess-pressure
valves as found on conventional
turbocharged engines.
In the 911 Turbo models, engine
performance can be further
enhanced by selecting the SPORT
but ton on the optional Sport
Chrono Package Turbo. Under

full acceleration, the maximum boost pressure in the lower and
medium speed ranges is tempo
-
rarily increased by approximately
0.2 bar. As a result, engine torque
is temporarily boosted by 50 Nm
to a maximum of 700 Nm. The
911 Turbo S models, by contrast,
are configured to operate with a
higher boost pressure level, which
means that their maximum torque of 700 Nm is available for an
unlimited period.
These values are sure to impress.
Yet, combined with the fuel
economy achieved despite the
high power output, they are
even more impressive. Because
power alone is not enough.
Guide vanes closed
Guide vanes open
Performance | Engine
Variable Turbine Geometry (VTG)
· 36 ·· 37 ·

VarioCam Plus.
VarioCam Plus is a variable valve
timing system on the inlet side
which also features t wo -stage
valve lift. For excellent smooth-
running performance, bet ter fuel
economy and fewer emissions.
And greater power and torque.
The timing of each valve is step-
lessly and electro -hydraulically
controlled by means of a rotary
vane adjuster.
For optimum responsiveness
during the warm-up phase,
VarioCam Plus will select the
higher valve lif t set ting and retard
valve timing. At medium revs
and low engine loads, the lower
valve lif t set ting is selected
and timing advanced in order to
reduce fuel consumption and
emissions. For maximum power
and torque, the higher lif t set ting
is selected and the timing of the
valves is advanced.
Engine management.
The EMS SDI 3.1 engine manage -
ment system ensures optimum
performance at all times.
It is responsible for all engine-
related functions and assemblies,
resulting in improved fuel
economy, emission levels and
performance, regardless of
driving st yle.
Another important task performed
by the engine management
system is cylinder-specific knock
control. Since conditions tend
to vary across the engine, each
cylinder is monitored separately.
If a risk is detected, the individual
ignition timing is adjusted to
protect the cylinders and pistons
at high engine speeds and loads.
The EU-compliant on-board
diagnostics system provides

continuous fault detection as well as early warning for the exhaust
and fuel supply systems. This
actively reduces harmful emissions
while maintaining consistent rates
of fuel consumption.
Ignition system.
The ignition system is a static
high-voltage system. Each indi -
vidual spark plug has a separate
ignition coil, ensuring perfect
combustion every time.
Performance | Engine
VarioCam Plus
· 38 ·· 39 ·

Expansion intake manifold.
More power for less fuel. What
sounds absurd is sometimes
quite simple. You just have to
have the nerve to question
prin ciples that are seemingly
writ ten in stone.
The 911 Turbo and 911 Turbo S
models have an innovative expan -
sion intake manifold that was
used for the first time on the latest
911 GT2. Its unique operating
principle is unlike any thing ever
featured on existing induction
systems. Our ‘expansion’ intake
manifold is a radical development
that is the polar opposite of the
resonance principle used on con -
ventional turbocharged engines.
A resonance manifold increases
engine output by forcing addi
tional
air into the combustion chambers.
To do this, the manifold is designed
in such a way that the air – which
vibrates due to the action of the
valves – is in a compression phase
as it passes through the inlet ports.
Unfortunately, compression not
only increases air volume, it
also increases air temperature
and this has a negative effect
on ignition.
Our expansion manifold simply
turns that principle around. The
internal geometry is radically
different from that on a resonance
intake system. Key modifications
include a longer distributor pipe,
with a smaller diameter, and
shorter intake pipes. As a result,
the air is in the expansion phase
as it enters the combustion

chambers. Since expansion always
cools, the air/fuel temperature is
lower and ignition is significantly
improved – thereby increasing
performance.
Of course, the amount of air that
enters the engine under expan -
sion is less than it would be under
compression. To compensate
for this, we’ve simply increased
the boost pressure. The resulting
increase in temperature – again
through compression – is immedi -
ately offset by the uprated inter -
coolers. Instead of hot compressed air
entering the combustion

chambers, we now have cooler

air generating more power and
torque. As a consequence, there
is a major improvement in engine
efficiency and therefore lower fuel
consumption even under heav y
loads and at high revs.
As we said, sometimes you just
have to question established
ideas.
Exhaust system.
The exhaust system is made
from stainless steel. Its cataly tic
converters are extremely heat-
resistant, yet quick to reach
temperature – and thus optimum
performance – when the engine
is started from cold.
Advanced exhaust gas technology
ensures compliance with stringent
emissions standards, e.g. Euro 5
in EU markets, LEV II/ LEV in the
USA.
Servicing.
The 911 Turbo and 911 Turbo S
models are designed for a long
life. A self-adjusting belt drives
the generator, power-steering
pump and air-conditioning com -
pressor. Valve clearances are
adjusted hydraulically, thus avoid -
ing the need for any adjustment
work. The camshafts are driven
by timing chains that require
no maintenance and the ignition
system, with the exception of
the spark plugs, is also mainte -
nance-free. The cars come with
a t wo -year unlimited mileage
w a r ra n t y.
The long service intervals (see
separate price list) keep costs
and labour times down and save
resources, since fewer service
products and consumable parts
are used.
Performance | Engine
911 Turbo engine and exhaust system
· 40 ·· 41 ·

Porsche Doppelkupplung (PDK).
Derived from motorsport, PDK,
which is standard for 911 Turbo S
models and optional for 911 Turbo
models, achieves one thing
above all else: it provides the
perfect balance bet ween uncom -
promisingly dynamic performance
and exceptional levels of comfort.
It ’s purely about point of view.
The driver’s especially.
PDK, with both a manual and an
automatic mode, enables
extremely fast gear changes with
no interruption in the power flow.
For improved acceleration and significantly lower fuel consump
-
tion – without having to dispense
with the advantages of an auto -
matic.
The driver experiences a sportier,
even more dynamic drive with
more agilit y. Depending on driving
st yle, gear changes range from
exceptionally comfortable to
exceptionally sport y.
Manual gear changes are per -
formed using PDK’s ergono-
mically
designed gear lever or
alternatively, on the 911 Turbo
models, using the switches on
the three-spoke sports steering
wheel: nudge forwards to change
up, pull back to change down.
Fit ted as standard on 911 Turbo S
models and available as an option
for 911 Turbo models is the three-
spoke sports steering wheel
with gearshif t paddles, which is
also capable of operating PDK.
With its motorsport-derived gear -
shif t logic, you pull the right-hand
paddle to shift up and pull the
left-hand paddle to shift down.
PDK has been specially tuned
to the characteristics of the
911
Turbo models and the new
911 Turbo S models. It has seven
gears at its disposal. Gears 1 to 6
have a sports ratio, with the top
speed being reached in 6th gear.
The 7th gear has a long ratio and
helps to reduce fuel consumption
even further.
PDK is essentially t wo half-
gearboxes in one and thus
requires t wo clutches –
designed as a double wet
clutch transmission.
The principle is simple: the
transmission ensures that
the extraordinary engine
power isn’t manifested as a
blaze of noise and smoke.
Unless that’s what you really
want.
Calm. Storm. Which way
round is up to you.
Transmission.
Porsche Doppelkupplung (PDK) gear selector Power flow in 1st gear
Power flow in 2nd gear
Performance | Transmission
· 42 ·· 43 ·

Porsche Ceramic Composite
Brake (PCCB).
The new 911 Turbo S models are
equipped as standard with a
braking system that has already
proved it can withstand even
the toughest racing conditions,
such as those encountered in
the Porsche Mobil 1 Supercup.
That system is the Porsche
Ceramic Composite Brake
(PCCB). PCCB is available as an
option for 911 Turbo models. The ceramic discs have a dia
-
meter of 380 mm at the front and
350 mm at the rear. The discs
are made from a specially treated
carbon -fibre compound that is
silicated in a high -vacuum process
at 1,700 °C. The resulting mate -
rial
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 stabilit y. 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 both
extremely high and remarkably
consistent. The pedal response is
fast and precise with only moder -
ate input required.
PCCB enables shorter braking
distances in even the toughest
road and race conditions. Excel -
lent fade resistance ensures
greater balance when slowing
from racetrack speeds.
The key advantage of PCCB is
the total weight saving of approximately 50
% over metal
discs with similar construction
and dimensions. 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 agilit y.
Please note that circuit racing,
trackday use and other forms of
performance driving can signi -
ficantly reduce the service life of
even the most durable pads and discs. As with conventional high-
performance braking systems,

we recommend that all brake
components be professionally
inspected and replaced where
necessary after every track event.
PCCB
Responsibility | Safet y
· 68 ·· 69 ·

In an era of intensif ying debate
about CO
2 emissions, every auto-
motive manufacturer is being
asked the question, ‘What is your
answer to the issue of fuel
consumption?’ Our answer has
long been the same: maximum
efficiency. Porsche has been reducing the
CO2 emissions of its vehicles by
an average of around 1.7 %* every
year for the past 15 years. In
relation to engine power, Porsche
is already among those manufac -
turers achieving the lowest CO
2
emissions. This has been achieved through ef ficient drive concepts
(e.g. DFI), light weight construc
-
tion, optimised aerodynamics and
low rolling resistance.
This high level of environmental
responsibilit y is demonstrated by
our approach to environmental
management at the Porsche devel -
opment centre in Weissach. Here,
all technological developments
are carried out with environmental
protection in mind. The objective is to achieve pure performance,
but not at the expense of the

environment.
You will find more information
in our separate brochure
‘Porsche and the Environment ’
or at w w w.porsche.com.
Exhaust emission control.
The 911 Turbo and the 911 Turbo S
models comply with stringent
emissions standards, including
Euro 5 in Europe and LEV II/ LEV
in the USA. Porsche vehicles
demonstrate that even high-
performance sportscars can
achieve moderate emission
values in their respective cate -
gory. This makes them not just
extremely exciting sportscars,
but very clean ones too.
What’s urgently expected of today’s management teams?
Responsibility.
Environment.
Think twice about every
additional ounce. Get more
power out of every drop of
fuel. Examine every path to a
solution. Why? Well, because
it’s our duty. And because
our efforts to achieve greater
efficiency will also give us
the engineering lead.
Responsibility | Environment
* The stated reduction in fuel consumption
has been calculated from the NEDC (New
European Drive Cycle) fuel consumption
figures for the respective model years of the
vehicles and in relation to the applicable
European legislation.
· 74 ·· 75 ·

Fuel consumption and recycling.
Intelligent light weight construction
is a fundamental aspect of design
at Porsche. For both economic
and ecological reasons. This forms
the basis for achieving low fuel
consumption values combined
with outstanding performance.
It is economical thanks to the
high proportion of cast aluminium
alloys, magnesium, plastics and
high-strength sheet steel, the
lat ter being much stronger and
lighter than conventional steel.
The 911 Turbo and 911 Turbo S
models consist of almost 20 %
lightweight alloys.
It is also ecological because all
materials used are carefully
selected. Only the latest, environ -
mentally sound components are
used. All light weight materials are
easily recyclable, while the variet y
of synthetic components has been
reduced. Recycled plastics are
used in all areas of the car where
they meet our exacting technical
requirements. To simplify process -ing, all materials are labelled for
separate recycling.
In short, approximately 95
% of
today’s 911 Turbo and 911 Turbo S
models can be recycled.
Porsche primarily uses environmen -
tally friendly water-based paints.
All areas of the 911 Turbo and
911 Turbo S models are free from
asbestos, CFCs and components
manufactured using CFCs. Because
at Porsche, helping the environ -
ment doesn’t start at the end of a
vehicle’s life. It starts right at
the beginning at the planning and
development stages.Fuel.
The current 911 Turbo generation is
already compatible with fuels that
have an ethanol content of up to
10 %. A ‘biofuel’ made from naturally
replenishing materials, ethanol has
a positive impact on the carbon
dioxide balance since the plants
grown for its production also
absorb carbon dioxide from the
atmosphere. Hydrocarbon emissions from the
fuel supply system are low,
achieved through a combination of
an active carbon filter and a
special fuel-tank coating. All fuel
lines are made from aluminium,
whilst those carrying vapours are
made from multi-layer plastic.
Noise.
The 911 Turbo and 911 Turbo S
models comply with all current
noise regulations – without resort
-
ing to engine encapsulation.
To achieve this, we’ve eliminated
noise at source: engine compo -nents are more rigid, moving
parts lighter and tolerances
reduced to a minimum. High-

efficiency silencers and resona -
tors in the intake system help
to reduce noise even further. For
the entire service life of the car.
Responsibility | Environment
· 76 ·· 77 ·