2009 PORSCHE 911 wheel torque

The car was made technically
possible by an invention from 1905.
The Swiss engineer, Dr. Büchi,
utilised the energy of the flow of
exhaust gases to increase the
ef ficiency of combustion engines.
You don’t need to be an engineer
to understand the practical benefits
of this. Turbocharging means
a tremendous gain in power for
comparatively small engine
displacements. The advantage of
small-
displacement engines is
particularly
felt in the lower and
middle load ranges – in other
words, during everyday driving on
the road. In these conditions, fuel
consumption and CO
2 emissions
figures are significantly lower than
those for larger engines.
Another advantage is the compact
engine size which reduces weight.
The engine takes up less space
and keeps the overall vehicle
weight down. In short, agilit y

and dynamic performance are
increased and fuel consumption
is decreased.
Of course, in 1974, the technology
was still in its infancy. The idea
needed to mature, but the fact
remained that it worked. What
started out as a scheduled produc -
tion run of 400 vehicles has b e -
come a lifetime’s work.
Over the years, alongside con tinual
increases in power output, the
911 Turbo has seen the introduc -
tion of a wide variet y of technolo -
gies to improve handling and
dynamic performance as well as
fuel consumption and efficiency.

Examples from 1977 include
above all the intercooler,
which improved turbocharger
efficiency, and the cross-drilled
brake discs, which increased

braking per formance and reduced
unsprung masses. In 1990, the
911 Turbo based on the Type 964
was the first to be equipped with
a regulated cataly tic converter as
st a n d a rd .
The t win -turbo engine introduced
in 1995 performed excellently,
delivering a significantly more
harmonious build-up of power
and making the 911 Turbo a

much more composed and there-
by more fuel-efficient vehicle.
All-wheel drive was introduced

for the first time, increasing both
traction and safet y.
A major step towards greater
ef ficiency was achieved in 2000
with the launch of the 911 Turbo
based on the Type 996. This saw
the use of technologies that
are also to be found on the latest
911 Turbo generation. VarioCam
Plus reduced fuel consumption
drastically, whilst the extending
rear wing, through its abilit y to
change position, complemented
the already exemplary aero -
dynamic performance.
In 2006, the launch of the

911 Turbo based on the Type 997
revealed a revolution in turbo -
charging, with the advent of
Variable Turbine Geometry (V TG).
More power. More torque. Less
fuel. Less CO
2. Porsche was
the first car manufacturer that
was able to use this technology
in standard-production petrol
engines. And so far is the only
one to do so.
And today? The principle behind
the 911 Turbo is still one of power
and ef ficiency and consequently
is just as valid as ever.
Direct fuel injection (DFI) improves
power output, torque and engine
response whilst also reducing fuel
consumption and CO2 em issio ns.
The Porsche Doppelkupplung
(PDK), or double-clutch gearbox,
shortens gearshift times, elimi -
nates any interruption in the flow
of power and increases ef ficiency
thanks to the long-ratioed 7th
gear. Also doing their bit are the
expansion intake manifold and
on - demand oil pump.
Let ’s get down to the details.
The 911 Turbo concept | Ef ficiency
· 10 ·· 11 ·

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 ·

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 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 ·

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 ·

perfect ratio spread enabling a
smooth transition through the
gears. The gear lever throw is
short and precise, with only
minimal effort required. Thanks
to a dual-mass fly wheel, this

performance is achieved without
any compromise in comfort.
The linkage provides a direct
connection with the gearbox
unit while insulating the lever
from engine vibration.
One final detail – the gear

lever design is exclusive to the
911 Turbo models.
Six-speed manual gearbox.
The six-speed manual gearbox,
available as standard exclusively
for the 911 Turbo models, is
specifically adapted to the unique
characteristics and extremely
high torque of the engine in these
vehicles. Designed primarily
for sports driving, it features a
Hill-start assist.
Hill-start assist comes as standard
for both manual and PDK trans -
missions. It assists the driver in
making a smooth and roll-free
start on an incline.
After braking, the system auto-
matically detects whether the
of manual models), the brake
pressure is reduced once suffi -
cient revs have been generated.
Gear lever
vehicle has come to a stop on a
hill. When the driver releases the
footbrake with the car still in gear,
the brake pressure is retained on
all four wheels for around t wo
more seconds. This temporarily
prevents the vehicle from rolling
backwards. When the driver
accelerates (or accelerates and
releases the clutch in the case
Performance | Transmission
· 46 ·· 47 ·

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 ·