2009 PORSCHE 911 fuel pressure

911 Turbo Cabriolet
Porsche Stabilit y Management
(PSM, page 56) and Porsche
Active Suspension Management
(PASM, page 53) are standard
across the 911 Turbo model
range. The Porsche Ceramic
Composite Brake (PCCB, page
68) is fit ted as standard exclu -
sively on 911 Turbo S models.
Standard on 911 Turbo S and
optional on 911 Turbo models is
the Sport Chrono Package Turbo
with dynamic engine mount
system (page 58). It has a whole
host of performance-enhancing
functions. The ‘overboost ’ on
911 Turbo models, for example,
briefly raises boost pressure
when accelerating in the lower
and mid-engine speed ranges to
provide an additional 50 Nm of
torque. On 911 Turbo S models,
the permanently increased

maximum boost pressure guaran-
tees that a maximum torque
of 700 Nm is available for an
unlimited period.
When combined with PDK, the
SPORT PLUS but ton can activate
‘Launch Control’, for optimum acceleration from a standing
start, or the motorsport- derived
gearshift strategy for racing-st yle
gear changes. The dynamic
engine mount system improves
ride comfort and vehicle
dynamics whilst also providing
more stable handling. The
system reduces the oscillations
and movements of inert masses
in the drive assembly by auto -
matically changing the stiffness
and damping characteristics of
the engine mounts.
As is so t ypical of the 911 Turbo,
comfort and sound are not
neglected either. Porsche
Communication Management
(PCM, page 86), including a
navigation module and 6.5-inch
touchscreen, and the BOSE
®
Surround Sound System both
come as standard. The standard
specification of the 911 Turbo S
models gives you even more,
such as the integrated six-disc
CD/ DVD autochanger, adaptive
sports seats and cruise control.
It sounds, therefore, as though
the 911 Turbo model range has got it all. Apart from weight, that
is. The doors and bonnet are
made of aluminium and the
engine is particularly light weight
thanks to the use of light alloys
and integral dry-sump lubrication.
Forged 19-inch 911 Turbo II wheels
on the 911 Turbo models and
forged
19-inch RS Spyder wheels
with
a central locking device on
the
911 Turbo S models keep the
unsprung masses low. The result
is a power-to -weight ratio of
3.1 kg / hp for the Coupé and
3.3 kg / hp for the Cabriolet
(911 Turbo S models: 3.0 kg / hp
and 3.1 kg / hp respectively).
The technology of the 911 Turbo
and 911 Turbo S models has
enabled a balance to be achieved. It increases power at the same
time as maintaining comparatively
low fuel consumption figures and
CO
2 emissions, showing that,
at Porsche, efficiency and power
are inseparable.
The 911 Turbo concept | Technology
· 14 ·· 15 ·

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 ·

Engine with intercooler
The location of the six-cylinder
boxer engine was not up for

discussion. Neither was the use of
t wo exhaust gas turbochargers
with Variable Turbine Geometry
(V TG). These are permanent

fixtures in a successful concept.
But that was no reason for Porsche
engineers to rest on their laurels.
As a result, the 3.8-litre flat-six
engine now comes in t wo power
levels. The 911 Turbo models gene-

rate
368 kW (500 hp) bet ween
6,000 rpm and 6,500 rpm
and
650 Nm of torque bet ween
1,950 rpm and 5,000 rpm
(700 Nm for a temporary period
with the ‘overboost ’ of the optional
Sport Chrono Package Turbo w
ith
dynamic engine mount system).
In the 911 Turbo S models, a
modified valve control system

and an adaptation of the engine
management, combined with an
increase in maximum boost pres -
sure by around 0.2 bar, enable
the power unit to produce 390 kW
(530 hp) bet ween 6,250 rpm
and 6,750 rpm and generate a
permanently high torque of

700 Nm bet ween 2,100 rpm and
4,250 rpm to deliver even more
power to the road.
The consistently high low-end
torque of both engine variants
means that you can relax behind
the wheel – and relax about fuel
consumption, too.
The power concept of 1974:
a rear-mounted turbo -
charged engine. The effi -
ciency concept of today:
DFI, VarioCam Plus and
Variable Turbine Geometry.
Handling pressure demands composure.
Another example of why things are done a little bit differently at Porsche.
Engine.and emissions of the 911 Turbo S
models are as low as those of the
911 Turbo models, despite 30 hp
of extra power output. Both
engine variants comply with the
Euro 5 emissions standard.
This has required the use of
sophisticated technologies and
processes. Examples include
direct fuel injection (DFI),

VarioCam Plus, Variable Turbine
Fuel consumption is a considera
-
tion that at present is becoming
at least as important as perform -
ance figures. Including – perhaps
particularly – for sportscars of
this genre. Despite the increase
in power, the 911 Turbo with the
standard six-speed manual gear -
box uses 9 % less fuel than the
previous model. It has been pos -
sible to reduce CO
2 emissions by
up to 11 %. The fuel consumption Geometry (V TG) and the expan
-
sion intake manifold.
On balance, the engines of
the 911 Turbo and 911 Turbo S
models demonstrate power,
even when it ’s not just about
power in the traditional sense of
the word. The following pages
of the Performance chapter are
dedicated to this concept.
Performance | Engine
· 30 ·· 31 ·

1
18
3
21
10
14
9
4
15
17
22
19
20
7
16
11
2
5
6
8
13
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 ·

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 ·

Interior.
Efficient ergonomics is the guid-
ing theme for the interior. The
steering wheel of fers 40 mm of
adjustment for both height and
reach. A multifunction steering
wheel – with or without steering
wheel heating – is available on
request. The distinctively designed gear lever (for the six-
speed manual gearbox) and PDK
gear selector are easy to operate.
Porsche Communication Manage
-
ment (PCM) with a touchscreen is
fit ted as standard, as is the inte -
gral GPS navigation module with
hard drive navigation (page 86).
The new 911 Turbo S models come equipped with an integrated
six- disc CD/ DVD autochanger

and cruise control as standard.
The air- conditioning system with
an active carbon filter is fully
automatic. The leather finish on the seats,
dashboard, doors and rear
side panels is pleasing to the
touch. Available exclusively for
911 Turbo S models as standard
is the choice of t wo -tone leather
interior in either Black and Cream
or Black and Titanium Blue.
The centre console and door
storage compartments provide
storage space for personal items.
Below the passenger airbag are
t wo cup holders and below these
is the glove compartment with
CD storage.
Two 12-volt sockets (including the
cigaret te lighter) provide power
for a range of electrical devices.
Instruments.

The classic Porsche grouping of
five round instruments offers a
clear overview of all key informa -
tion.
The digital display in the centre-
left dial (speedometer) provides
main and trip odometer readings.
The central rev counter, featuring
the ‘turbo’ ‘or turbo S’ logo,
includes the standard on-board
computer display. This multi -
pur
pose field contains a perma -
nent digital speedometer as well
as the upshif t display on manual
models. The following optional information can also be displayed:
boost pressure, average speed,
average fuel consumption, t yre
pressure, current radio station,
navigation instructions and
remaining range till empt y. When
‘Sport ’ mode is selected on

the Sport Chrono Package Turbo
in a 911 Turbo model equipped
with dynamic engine mount
system, the temporary increase
in maximum torque is clearly
indicated by an arrow symbol in
the boost pressure display.
The third display, in the centre-
right dial, shows the time and
outside temperature.
Why do you need huge gestures
when the signs are clear?
Comfort.
An expressive design.
Well conceived technology.

A consistently sporty style.
No gimmicks. Why should the
rules for performance be
any different for the interior?
Personality | Comfort
Instruments in the 911 Turbo with PDK
Interior of the 911 Turbo in natural leather Carrera Red
· 80 ·· 81 ·

Index
Option Page
A
Air conditioning 81
A irbags 71
All-wheel drive 48
Aluminium Look 101
Anti-theft protection 84
Audio interface 88
Audio system 86
A xle concept 52
B
Bodyshell structure 70
BOSE
® Surround Sound
System 88
Brakes 66
C
Cabriolet 22
Carbon 101
CD/ DVD autochanger 86
Ceramic brake 68
Chassis 52
Child seats 83
Colours, exterior 92
Colours, hood 93
Cruise control 85
D
Design 16
Direct fuel injection (DFI) 32
Dry-sump lubrication 33
Dynamic cornering lights 65
Dynamic engine mount
system 60
E
Electronic engine
management 38
Engine 30
Engine management 38
Environment 74
Exhaust emission control 75
Exhaust gas turbocharging 36
Exhaust system 41
Expansion intake manifold 40
Exterior 16
Exterior mirrors 84
F
Factory collection 97
Fuel system 76
G
Glass rear screen 24
GPS navigation system 86
H
Hardtop 25, 99
Headlight cleaning system 64
Headlights 64
HomeLink
®
(garage door opener) 84
Hood 24
I
I numbers 98
Ignition 39
Instruments 81
Interior 80
L
Launch Control 59
Lighting 65
Lighting system 64
Light weight design 34
Luggage compartment 84
M
Manual gearbox 46
Model range 18
MP3 88
Multifunction steering wheel 44
N
Navigation 86
O
Oil supply 33
On-board computer 81
P
Pa rk A ssist 85
Personalisation 90
Porsche Active Suspension
Management (PASM) 53
Porsche Ceramic Composite
Brake (PCCB) 68
Porsche Communication
Management (PCM) 86
Porsche Doppelkupplung
(PDK) 42Porsche Side Impact

Protection System (POSIP) 72
Porsche Stabilit y
Management (PSM) 56
Porsche Torque Vectoring
(PT V) 50
Porsche Traction
Management (PTM) 48
Power and performance 110, 112
Power steering 54
R
Radio 86
Recycling 76
Roll-over protection 72
Roof transport system 84
S
Safet y 64
Seats 82
S e rv ic i n g 41
SPORT but ton 58
Sport Chrono Package Turbo 58
Steering 54
Steering wheels 44
T
Technical data 110
Touchscreen 86
Transmission 42
T V tuner 87
Tyre Pressure
Monitoring (TPM) 55
U
Universal audio interface 88
V
Variable Turbine Geometry
(V TG) 36
VarioCam Plus 38
Vehicle tracking system 84
Voice control system 87
W
Wheels 54
Wind deflector 25
Wood, macassar 101
Index
· 114 ·· 115 ·