2009 PORSCHE 911 differential

The new 911 Turbo S.
The new 911 Turbo S is perhaps
the embodiment of one of the
original Porsche principles: to
make do is not an option. To
stand still is inconceivable. We
move on, and more awaits around
the corner. Never anxious, always
cool and composed. Looking
forward at all times. This is why we
gave the 911 Turbo S even more. As a result of a modified valve
control system and an adaptation
of the engine management,

combined with an increase in
maximum boost pressure by
0.2 bar to 1.2 bar, the 3.8-litre
boxer engine develops 390 kW
(530 hp) bet ween 6,250 rpm and
6,750 rpm. The maximum torque
is an impressive 700 Nm bet ween
2,100 rpm and 4,250 rpm. This
means an extra 30 hp and 50 Nm
compared with the 911 Turbo. Yet, even though power output
has been increased, fuel consump
-
tion and CO2 emissions remain
at the same low level thanks to
the use of efficient technologies
such as DFI, Variable Turbine
Geometry (V TG), VarioCam Plus
and the expansion intake manifold.
Visually, the engine is distin -
guished by an air filter housing
with a carbon-weave finish and
the ‘turbo S’ logo.
The 911 Turbo S models represent
power in pure form, and they
have the performance figures

to prove it. With the standard
com bination of PDK and the Sport
Chrono Package Turbo with
dynamic engine mount system,
the 911 Turbo S storms through
the 100 km/ h (62 mph) mark from

a standing start in just 3.3 sec -
onds – the fastest ever achieved
by a Porsche production car.
0 to 200 km/ h (124 mph): 10.8
seconds. Top speed: 315 km/ h
(196 mph). It has even been pos -
sible to improve driving dynamics,
thanks not least to the standard-
fit ted Porsche Torque Vectoring
(PT V) including a mechanically
locking rear differential.
At Porsche, whenever we provide
more power as standard, we natu -
rally include extra safet y features
as standard, too. The track-proven

Porsche Ceramic Composite Brake
(PCCB) and the dynamic cornering
lights are t wo examples.
Also fit ted as standard are the
light weight, forged RS Spyder
wheels with a motorsport-derived
central locking device.
Inside, the three-spoke sports
steering wheel with gearshif t
paddles is pleasing to the eye,
and to the touch. The gearshif t
logic comes straight from the
racetrack: pull the right-hand
paddle to shift up, pull the left-
hand paddle to shift down.

Other standard features include
the adaptive sports seats, the
six- disc CD/ DVD autochanger
integrated into the PCM, cruise
control, the choice of t wo -tone
leather interior in Black and

Cream or Black and Titanium Blue

exclusive to the 911 Turbo S models,
and the windscreen

with a grey top-tint.
Visual cues that hint at the
enormous power within are the
‘ turbo S’ logos on the door sill
guards, rev counter, rear lid and
plaque on the upper section of
the air cleaner.
The new 911 Turbo S. The most
powerful interpretation of the
911 Turbo concept there has ever
been. Charged with a passion
to surpass past achievements.
Again and again.
The 911 Turbo concept | Model range
911 Turbo S Interior of the 911 Turbo S in t wo -tone leather (Black and Titanium Blue)
· 20 ·· 21 ·

Porsche Traction Management
(P TM).
Genuine high per formance calls
for more than just a power ful
engine. It also requires an ef fec-
tive means of delivering that
power to the road. One solution
to this is all -wheel drive. An
even bet ter one is the further-
enhanced Porsche Traction
Management (PTM), consisting

of active all -wheel drive with
electronically controlled multi -
plate clutch and including an
automatic brake differential (ABD)
and anti -slip regulation (ASR).
PTM improves vehicle dynamics
even further whilst ensuring that
none of the customar y traction
and driving safet y is lost. The
result is an even more enjoyable
sport y ride combined with
exceptional stability.
Torque is distributed actively
– and exceptionally quickly –
via an electronically controlled
multi-plate clutch. The advantage is that, through
continuous monitoring of the

driving conditions, a more imme -
diate response to changing
scenarios can be achieved. The
status is monitored with the aid
of on-board sensors. These are
used to measure a range of

values, including the rotational
speed of all four wheels, the
lateral and longitudinal accelera -
tion of the car, and the current
steering angle. The sensor data
is analysed in ‘real time’, enabling
immediate adjustments in front-
end drive torque as and when
required. If, for example, the rear
wheels lose traction under
acceleration, a greater proportion
of drive torque is automatically
transmit ted to the front axle. At
the same time, ASR prevents the
rear wheels from spinning by
adapting the engine power. When
cornering, the system controls
drive to the front wheels in order
to maintain optimum lateral grip.
On variable-grip surfaces, traction
is enhanced using the automatic
brake dif ferential (ABD). If a wheel threatens to spin, PTM brakes it
via ABD and in doing so transfers
more drive torque to the other
wheel on the same axle.
Assisting PTM is Porsche Stabilit y
Management (PSM). Combined,
these systems provide excellent
torque distribution – and there
-
fore outstanding performance –
in all driving conditions.
The benefits of PTM are most
evident in wet and snow y
conditions. In these conditions,
the 911 Turbo models of fer
breathtaking acceleration. In short, PTM provides greater
active safet y and greater

performance, combined with
exemplary balance.
Performance | Transmission
Active all -wheel drive
· 48 ·· 49 ·

Porsche Torque Vectoring (PTV).
Porsche Torque Vectoring (stand-
ard on 911 Turbo S models,
optional for 911 Turbo models), with variable torque distribution
to the rear wheels and a mechan
-
ical limited-slip rear differential,
is a system that actively enhances
vehicle dynamics and stabilit y. As a function of steering angle
and steering speed, accelerator
pedal position, yaw rate and

vehicle speed, PT V is able to
improve steering response and steering precision significantly

by specific braking of the right or
left rear wheel.
In simple terms, this means that
when the car is driven assertively
into a corner, moderate brake
pressure is applied to the inside
rear wheel. Consequently, excess
drive force, which varies depend -
ing on the braking force applied
to the inside rear wheel, can be
distributed to the outside rear
wheel, and a rotational pulse (yaw
movement) is generated around
the vehicle’s vertical axis. This
assists the steering input and
results in a more assured steering
manoeuvre.
At low and medium vehicle
speeds, the system significantly
increases agilit y and steering
precision, whilst at high speeds,
and in combination with the
mechanical limited-slip differential,
it additionally ensures greater
driving stabilit y. The system, combined with

Porsche Traction Management
(PTM) and Porsche Stabilit y
Management (PSM), also puts

its stabilising ef fect to good use
on road surfaces with varying
levels of grip and on snow and ice.
As PT V increases the car’s
dynamic performance, the system
remains active when driving
on the racetrack, even if PSM
has been deactivated.
Where
efficien cy is concerned,
this
enhanced performance and
stabilit y are achieved without the
need for any additional compo -
nents, apart from the mechanical
limited-slip rear differential. In
other words, a more enjoyable
drive with no additional weight.
Performance | Transmission
· 50 ·· 51 ·

Porsche Stability Management
(PSM).
PSM, an automatic vehicle sta-
bilit y control system designed to
aid the driver in critical road
scenarios, is fit ted as standard.
Sensors monitor the direction,
speed, yaw velocit y (speed of
rotation around the vertical axis)
and lateral acceleration of the car.
Using this information, it is
possible to calculate the actual
direction of travel at any given
moment. If the car begins to over -
steer or understeer, PSM applies
selective braking on individual
wheels to restore stabilit y and
optimum speed. Whenever PSM is
required to intervene, an indicator
light in the cockpit flashes.
When accelerating on wet or other
low-grip surfaces, PSM combines
with PTM and uses the automatic
brake differential (ABD) and anti-
slip regulation (ASR) functions to
maintain traction and stabilit y.
Included as standard equipment,
PSM assists with high -precision
inputs that enhance the agilit y of
each model. When ‘Sport ’ mode is selected on the Sport Chrono
Package Turbo with dynamic
engine mount system (page 58),
the PSM threshold is raised

higher still to enable greater
driver involvement – particularly
at speeds of up to 70 km/ h
(44 mph).
PSM includes ABS to help mini -
mise braking distances. System
inputs are smooth and precise
for greater driver comfort.
Active safet y is further enhanced
with the aid of t wo additional
brake functions: electronic brake
prefill and brake assist.
The prefill function is automati-
cally enabled whenever the

throt tle pedal is suddenly released.
The pressure in the brake lines
is marginally increased, bringing
each of the pads into light contact
with the corresponding disc. If
the driver then decides to use the
brakes, the system can apply
the maximum force with virtually
no delay.
The brake assist function, by
contrast, is specifically designed
for use in emergency stops.
When the speed of brake pedal
application and the pressure on
the brake pedal exceed a prede -
fined threshold, the hydraulics
automatically apply the necessary
pressure to achieve maximum
deceleration. For a more actively involved

driving experience, PSM can be
manually disabled. PSM remains
present in the background and
will only intervene under heav y
braking where at least one front
wheel requires ABS assistance
(in ‘Sport ’ mode, if both front
wheels require assistance). The
automatic brake differential

(ABD) remains active at all times.
Vehicle yaw
Car steers of f line
Vehicle yaw
Car steers of f line PSM corrects
direction and
stabilises car
PSM corrects
direction and
stabilises carOversteer without PSM
Oversteer with PSM
Understeer with PSM
Understeer without PSM
Performance | Chassis
· 56 ·· 57 ·