2009 PORSCHE 911 power steering

9 11 T u r b o
Let ’s start right at the beginning.
Or should we say, at the rear.
With the engine – the all-important
heart of any 911 Turbo model. The
performance credentials of the
compact, light weight power unit
need no questioning. All models
have an engine displacement of
3.8 litres. In the 911 Turbo models,
the engine generates 368 kW
(500 hp) and 650 Nm of torque.

In the new 911 Turbo S models,
these figures are an even more
impressive 390 kW (530 hp)
and 700 Nm, made possible by
a modified valve control system

and an adaptation of the engine
management.
Responsible for such high effi -
ciency are the t wo exhaust
gas turbochargers with Variable
Turbine Geometry (V TG) and

VarioCam Plus as well as technol -
ogies such as direct fuel injection
(DFI, page 32) and the expansion
intake manifold (page 40), which
has turned all previous principles
about air supply for turbocharged
engines completely on their heads. With DFI, mixture formation takes
place entirely in the combustion
chamber. The metered fuel is
injected directly with millisecond
precision. The result is optimum
mixture formation and combustion
and consequently more power,
more torque and increased effi -
ciency. Depending on the model,
fuel savings of up to 16 % and
reductions in CO
2 emissions of up
to 18 % can be achieved (by
comparison with the previous
911 Turbo generation).
Porsche Doppelkupplung (PDK,
page 42), fit ted as standard to
911 Turbo S models and available
as an option for 911 Turbo models,
is based on a Porsche develop -
ment that caused a sensation on
the world’s racetracks back in
the 1980s when it was fit ted into
Porsche race cars.
PDK, with both manual shif t and
automatic mode, has t wo half-
gearboxes incorporated into one
housing and a total of seven
forward gears and t wo clutches. Gear- changing is completed in a
mat ter of milliseconds, with no
i
nterruption in the flow of power.
Compared with a conventional
manual gearbox, PDK significantly
improves acceleration whilst
reducing fuel consumption. In
comparison with the automatic
gearbox in the previous model,
PDK delivers even more driving
pleasure through increased
responsiveness and thus greater agilit y, but with no loss of comfort
and a significant reduction in

fuel consumption. In conjunction
with PDK, the three-spoke sports
steering wheel with gearshift
paddles comes as standard on
911 Turbo S models and is

available on request for 911 Turbo
models.
The further- enhanced active
all-wheel drive system, Porsche
Traction Management (PTM,
page 48), ensures outstanding
traction and vehicle dynamics.
Giving dynamic performance
a further boost is Porsche Torque
Vectoring (PT V, page 50).
Standard on 911 Turbo S models
and optional for 911 Turbo models,
it distributes variable amounts
of drive torque to each rear wheel.
The development of a
911 Turbo demands
meticulous work. Often,
that work goes unseen.
But you always feel it.
Dreamers. Idealists. Environmental activists.
We are naturally proud of our engineers.
The technology behind the 911 Turbo and the new 911 Turbo S models.
The 911 Turbo concept | Technology
· 12 ·· 13 ·

The 911 Turbo.
Although the figures provide
succinct proof of its power,
there is one value in particular
that makes a 911 Turbo what
it is: constancy. Of course, much
has changed in the course of
seven generations, but the basic
principle remains the same.
It is in the nature of the 911 Turbo
to handle its power ef fortlessly
and with composure. Power is
available at all times. The 3.8-litre
six-cylinder boxer engine with
DFI outputs 368 kW (500 hp) be -
t ween 6,000 rpm and 6,500 rpm
and summons up 650 Nm of
torque bet ween 1,950 rpm and
5,000 rpm. Despite delivering
more power than the previous
model, it has been possible to
reduce fuel consumption and CO
2
emissions significantly, by up
to 16 % and 18 % respectively,
depending on the model.
Here are some more fascinating
facts: with the standard six-speed
manual gearbox, the traditional
0 to 100 km/ h (62 mph) sprint is
achieved in just 3.7 seconds.
With the optional PDK and Sport
Chrono Package Turbo with
dynamic engine mount system,
this time is reduced even further,
to 3.4 seconds. The 200 km/ h
(124 mph) mark is reached in 11.9
and 11.3 seconds respectively.
Top speed is 312 km/ h (194 mph).
These figures undoubtedly brand
the 911 Turbo as a super athlete.
Yet the amazing thing is the ease
with which the driver can achieve
them. Helping to make it all
so easy are the standard-fit ted
Porsche Traction Management
(PTM) active all-wheel drive,
Porsche Stabilit y Management
(PSM), Porsche Active Suspension
Management (PASM) and optional
Porsche Torque Vectoring (PT V). What ’s also interesting is that
these technologies not only

produce impressive performance
figures, they also vastly improve
the car’s everyday practicalit y.
The same can be said for the
comfortable interior. Leather

trim and the multi-way electrically
adjustable comfort seats with
driver memory function come as
standard. Porsche Communication
Management (PCM) with a GPS
navigation system features intui -
tive controls, while the standard
BOSE® Surround Sound System
provides an impressive sound
experience. Seat ventilation,
steering wheel heating and many
other personalisation options
are available on request.
The 911 Turbo. Whether you
perceive it as a no -compromise
embodiment of the power

prin ciple or as a technology plat -
form that effortlessly combines
efficiency with comfort and a
sport y edge depends on one thing
above all else: your point of view.
Closed or open, ‘S’ or no ‘S’.
There are many ways to inter -
pret the 911 Turbo concept.
But one thing remains the
same: making a choice never
means making a compromise
on power and efficiency.
You don’t have to depart this life
to become a legend.
Model range.
The 911 Turbo concept | Model range
911 Turbo with optional 19 - inch RS Spyder wheels 9 11 T u r b o
· 18 ·· 19 ·

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 ·

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 ·

This double clutch provides
an alternating, non positive
connection bet ween the t wo
half-gear
boxes and the engine
by means of t wo separate
input shafts
(input shaf t 1 is
nested inside the hollowed- out
input shaft 2).
The flow of power from the
engine is only ever transmit ted
through one half-gearbox and
one clutch at a time, while the
next gear is preselected in the
second half-gearbox. During a
gear change, therefore, a conven -
tional shift no longer takes place.
Instead, one clutch simply opens
and the other closes at the same
time. Gear changes can therefore
take place within milliseconds.
Clutch 1 controls the first half-
gearbox, which contains the odd
gears (1, 3, 5, 7) and reverse.
Clutch 2 controls the second,
which contains the even gears
(2, 4, 6).
The Sport Chrono Package Turbo
with dynamic engine mount system (standard on 911 Turbo S
models) provides PDK with t wo
additional functions, ‘Launch

Control’ and ‘motor sport- derived
gearshif t strategy’ (page 60).
PDK – sport y, comfortable and
ef ficient. Characteristics that have
been given some thought else -
where too: in the specification for
the 911 Turbo model range.
Three-spoke sports steering
wheel with gearshift switches.
If combined with the optional
PDK, the three-spoke sports
steering wheel (standard on
911 Turbo and 911 Turbo Cabriolet)
has t wo ergonomic switches.
One press with the thumb and
PDK shif ts up. One pull with the
index finger and PDK shifts down.
Either the right or lef t hand can
be used.
The steering wheel rim and airbag
module are covered in smooth
leather, whilst the spoke covers
are painted in Black.
When combined with the Sport
Chrono Package Turbo with
dynamic engine mount system,
there is an additional display
above the airbag module. It tells
you whether the SPORT, SPORT
PLUS and Launch Control func -
tions are activated.
On request, the three-spoke
sports steering wheel with gear -
shift switches for the 911 Turbo
and 911 Turbo S models is also
available as a multifunction steer -
ing wheel (in leather, Aluminium
Look, carbon or macassar).
Steering wheel heating is avail -
able as an option.
Three-spoke sports steering
wheel with gearshift paddles.
The three-spoke sports steering
wheel with gearshif t paddles
(standard on 911 Turbo S models,
optional for 911 Turbo models)
allows you to make motorsport-
st yle gear changes. The paddles
are made from a strong alloy and
are ergonomically located behind the right and lef t steering wheel
spokes. Pull the right-hand paddle
and PDK shifts up. Pull the

left-hand paddle and the PDK
shifts down.
Visually, the steering wheel is
distinguished by its distinctive
high-qualit y t win-spoke design
and silver-coloured galvanised
spoke cover. The airbag module
is finished in the same colour as
the steering wheel rim.
This steering wheel also has an
additional display when combined
with the Sport Chrono Package
Turbo with dynamic engine mount
system. Located in the lef t and
right-hand steering wheel spokes,
it tells you whether SPORT,
SPORT PLUS and Launch Control
are activated.
Another feature reminiscent of
the world of motorsport is the top
centre marking on the steering
wheel rim.
Three -spoke sports steering wheel with gearshif t switches
Three -spoke sports steering wheel with gearshif t paddles
Performance | Transmission
· 44 ·· 45 ·

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 ·

Steering.
Sensitive and direct, the power-
assisted steering also of fers
accurate feedback from the road.
For a sportscar, driver effort is
minimal. In short: all the precision
of a race- designed system, yet
perfect for everyday road use.
One of the key features of the
steering system is the variable-
ratio gearing. Around the

straight-ahead position, the ratio
is less direct, enabling smoother
manoeuvres on the motorway. It
also reduces the risk of excessive
steering inputs which could
destabilise the car at high speed.
Agilit y and feedback, however,
are maintained.
Turn the wheel harder and the
ratio becomes more direct,
enabling bet ter control through
low-speed corners as well as
easier parking manoeuvres.
The turning circle is a modest
10.9 metres.
19-inch 911 Turbo II wheels.
Fit ted as standard to 911 Turbo
models, the 19 -inch 911 Turbo II
wheels seamlessly combine
function and design.
The car has 8.5 J x 19 wheels
at the front combined with
235/35 ZR 19 t yres. At the rear
are 11 J x 19 wheels with
305/30 ZR 19 t yres. The wheels
are forged, of course, to reduce
weight and unsprung masses.
The material is also very strong,
making it possible to achieve a
fine spoke wheel design which
provides bet ter ventilation of the
brakes.
The five-spoke design is st ylish
and distinctive. The linear
t win spokes have a high -sheen
surface finish, contrasting
with the titanium - coloured base
paint. Part of the wheel rim
also has a high -sheen finish.
The 19 -inch 911 Turbo II wheels.
Proof that dynamism can be
expressed visually.
19-inch RS Spyder wheels with
central locking device.
Reminiscent of the classic
RS Spyder design, these forged
aluminium wheels with a
motorsport-derived central locking
device are available on request
for the 911 Turbo models and are
fit ted as standard to the new
911 Turbo S models. By reducing
rotating masses, they deliver
an even more agile driving expe -
rience. Benefiting from innovative
ongoing developments to the
engineering conventionally used
only in a racing environment, the
striking central locking devices
of fer ef fective protection against
corrosion and are easy to clean.
Alternatively, the 19 -inch
911 Turbo II wheels are available
for the 911 Turbo S models at no
extra cost.
Tyre Pressure Monitoring
(TPM).
Tyre Pressure Monitoring,
included as standard equipment,
warns against t yre pressure
loss. The driver is informed via
the on -board computer display.
The driver can check the pres -
sures of all four t yres from the
instrument cluster. Each time
the t yres are re-inflated, or when -
ever a wheel has been changed,
the updated t yre pressures are
displayed quickly – for increased
comfort and safet y.
19 - inch 911 Turbo II wheel
19 - inch RS Spyder wheel with central locking device
Performance | Chassis
· 54 ·· 55 ·