2010 PORSCHE 911 GTS fuel

Engineering.
The new 911 Carrera GTS.
More power. Maximum torque is
reached earlier. An even faster
throt tle response and even
better acceleration. An even
sportier driving experience.
These are the most compelling
at tributes compared with the
911 Carrera S models.
The figures say it all. The upra­
ted 3.8­litre flat ­six engine with
direct fuel injection (DFI) now
delivers 300 kW (408 hp), 23 hp
more than the 911 Carrera S.
The Coupé model completes the
0 to 100 km/ h (62 mph) sprint
in 4.6 seconds, the Cabriolet in
4.8 seconds.
Yet, there has been no increase
in fuel consumption or emissions.

This is not a contradiction, but a
combination of dynamics and
efficiency, of sportiness and
ever yday practicalit y. In short, it
is our understanding of the
sportscar concept. We call it
Porsche Intelligent Per formance.
Increased per formance, with
ideas that drive us for ward –
a principle that also reflects
our approach to the chassis
and to safet y. Both models are
equipped as standard with
Porsche Active Suspension
Management (PASM) and

Porsche Stabilit y Management
(PSM). The optional Sport Chrono
Package Plus is the essence of
motorsport, of fering an even
more dynamic tuning of the
chassis and engine setup. In
conjunction with the optional
Porsche Doppelkupplung (PDK),
the Sport Chrono Package Plus
delivers a further improvement
in acceleration: 4.2 seconds

for the Coupé and 4.4 seconds
for the Cabriolet. Gear changes
take place in milliseconds,
with no interruption in the flow
of power. Together, this spells
911 Carrera GTS.
Design.
Three words are enough to
make a clear statement: athletic,

muscular, powerful. The look of
the new 911 Carrera GTS models
leaves no room for doubt. They
are models of clarit y.
Let ’s get straight to the detail,
beginning with the dynamically
accentuated cooling air intakes
in the front apron and the
additional spoiler lip with a
black painted finish. These are
distinctly sport y characteristics,
with components that have
been optimised in the Porsche
wind tunnel to improve aero ­
dynamic ef ficiency. On the sides
of the vehicle, black sideskirt
trims are a bold indication of
the performance in store. The rear end is just as expres
­
sive. Compared with the
911 Carrera S, the body is
44 mm wider at the rear axle
and the rear track has been
widened by 32 mm for greater
roll stabilit y and improved
turn ­in. The 911 Carrera GTS
models are fit ted with 19 ­inch
RS Spyder wheels featuring
a central locking device. Until
now, this racing wheel design
was exclusive to the 911 Turbo.
The black painted finish on
the centre spokes is also an
unmistakable reference to
motorsport, and a clear signal
of the driver’s racing mentalit y.
8

Engine.
The message is clear and
un mistakable: force, power
and dynamics. With direct fuel
injection (DFI) and VarioCam
Plus, the uprated 3.8­litre six ­
cylinder rear engine of the
new 911 Carrera GTS models
generates 300 kW (408 hp) at
7,300 rpm.
Words aren’t that important
when something speaks to you from the soul.
Maximum torque is 420 Nm
and both models achieve a top
speed of 190 mph (306 km/ h).
The Coupé accelerates from
0 to 62 mph (100 km/ h) in
4.6 seconds, the Cabriolet in
4.8. The optional Porsche
Doppelkupplung (PDK) further
improves acceleration, reducing
these times to 4.4 and 4.6 sec ­
onds respectively. The throttle response is even
more direct and acceleration is
even sportier. The engine power
is 23 hp higher than that of the
911 Carrera S. This was made possible by the redesigned
intake manifold, the modified
cylinder heads and the opti
­
mised engine electronics.
‘ It has a truly insatiable urge for acceleration, but with 408 hp
at the rear axle and such a tremendous amount of grip, that’s
no surprise.’
August Achleitner, Director Product Line Carrera
13
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Drive

Intake manifold.
Take a deep breath. The
911 Carrera GTS models are
fit ted with a variable resonance
intake system featuring six
switchable, vacuum­controlled
valves. In the direct injection system,
the EMS SDI 3.1 engine manage
­
ment system adjusts the
injec ­
tion timing individually for
each
cylinder and the injection quanti ­
t y for each cylinder bank. This
optimises both the combustion
curve and fuel consumption.
A hot ­film air mass meter takes
care of the airflow, so that the
combustion chambers contain
exactly the right mixture at all
times.
Dual injection is implemented
at engine speeds of up to
3,200 rpm and triple injection
up to 2,500 rpm. The required
quantit y of fuel is distributed
to t wo or three successive
injection processes per cycle.
These valves enable the system
to switch bet ween power
­ and
torque ­optimised geometries
for all six air intake tracts to
produce even higher torque in
the mid ­rev range. The improved
charging of the combustion
chamber is made even more
This strateg y achieves faster
heating of the catalytic con­
verters af ter a cold start and
produces greater torque in the
upper load range.
DFI improves the internal cool
­
ing of the combustion chamber
by forming the mixture directly
in the cylinder. This has made it
possible to increase compres ­
sion (12.5:1), resulting in more
engine power and even greater
e f f ici e n cy.
Injection is regulated by the
electronic engine management
system. The exhaust gas
cleaning system ensures that
emissions remain below the
strict limits of the Euro 5 emis ­
sion standard, thus helping to
protect the environment.
ef ficient by a flow
­optimised
intake duct. The cooling system
has been adapted to the
increased engine output.
VarioCam Plus.
VarioCam Plus is a variable
valve timing system on the
inlet side which also features
t wo ­stage valve lif t. This allows
even smoother running with
comparatively efficient fuel
consumption and low emissions
– yet with greater power and
torque.
This t wo­in ­one engine concept
seamlessly adapts in response
to driver input. The result
is instant acceleration and
extremely smooth running
.
Direct fuel injection (DFI).
Ef ficiency is about get ting more
from less, and direct fuel injec ­
tion (DFI) is fit ted as standard.
With millisecond precision,
DFI injects fuel at up to 120 bar
directly into the combustion
chamber by means of electro ­
magnetically actuated injection
valves. The timing of each valve is step
­
lessly and electrohydraulically
controlled by means of a rotar y
vane adjuster.
For optimum responsiveness
during the warm ­up phase,
VarioCam Plus will select the
higher valve lif t set ting and
The spray and cone angles
have been optimised for torque,
power output, fuel consumption
and emissions, thus ensuring
homogeneous distribution of
the air/fuel mixture and, conse ­
quently, ef ficient combustion. retard valve timing. At medium
revs and low engine loads, the
lower valve lif t set ting is select
­
ed and timing advanced in order
to reduce fuel consumption
and emissions. The higher lif t
set ting produces high torque
and even more power output.
1415

Integrated dry-sump
lubrication.
Integrated dry ­sump lubrication
ensures a reliable supply of oil
even when a sport y driving st yle
is adopted. It also has additional
cooling functions.
The oil tank is located in the
engine, thereby eliminating the
need for an external oil tank.
Four oil pumps remove the oil from the cylinder heads directly
into the oil sump. A fif th pump
in the oil sump directly supplies
the lubricating points in the
engine.
To prevent foaming, the oil is
channelled through cylinders
known as swirlpots. In this
way, optimum lubrication is
guaranteed at
all times. To reduce drive losses and
increase efficiency, an electronic
on
­demand oil pump is used.
This means that the oil pump
is operated at high power when
there is high demand and at
low power when there is low
demand.
The result is an optimised oil
supply appropriate to require ­
ments, lower fuel consumption
and reduced emissions.
Single ­jet piston spray nozzles
cool the piston crowns with oil
from the main lubrication circuit
– another detailed solution that
helps to reduce the thermal
load on the engine. For the engine, these detailed
solutions mean a consistent
supply of oil regardless of gravi
­
tational loads, even in the most
demanding track conditions.
16

Ignition system.
The ignition system is a static
high­voltage system. Each

individual spark plug has a

separate ignition coil, ensuring
excellent combustion every
time.
Engine cooling system.
DFI and VarioCam Plus enable a
tremendous amount of power to
be produced with comparatively
low emissions, fuel consumption
and noise. The same applies to
our ef ficient cross ­flow cooling
system, as used in motorsport.
Sports exhaust system.
If you want to be heard, it’s bet ­
ter to speak forcefully rather
than loudly.
The sports exhaust system
follows this principle. Fit ted as
standard in the 911 Carrera GTS
models, it makes the t ypical
Porsche sound even more pow ­
erful, even more resonant, and
even more sport y.
The sound varies with driving
behaviour, ranging from a robust output during normal driving to
a distinctly more aggressive
tone during per formance use.
The sports exhaust system is
activated using a but ton on the
centre console.
The look, like the acoustics, has
a clear accent. The tailpipes are
painted black on the outside,
and are polished on the inside.
They are also nanocoated,
which makes them particularly
easy to clean.
90-litre fuel tank.
To increase the distance that
your vehicle can cover on a
tank of fuel, an optional fuel
tank with a refill volume of
90 litres is available in place

of the 67 ­litre tank fit ted as
standard.
19

Porsche Doppelkupplung
(PDK).

PDK is available as an option for
the new 911 Carrera GTS mod­
els. Gear changes take place in
milliseconds, for vastly improved
acceleration and lower fuel con ­
sumption.
In total, PDK 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
Six-speed manual gearbox.

Accurate and involving: the six ­
speed manual gearbox is the
link to each and every gear.
The cable ­operated gearshif t
unit is designed for optimum
progression through the gears
and the gear lever is insulated
from the engine and gearbox.
With minimal resistance, the
gear lever throw is short and
precise, enabling a rapid gear ­
shif t action and positive
response. helps to reduce fuel consump
­
tion even further. PDK is essen ­
tially t wo half gearboxes in one
and thus requires t wo clutches –
designed here as a double wet
clutch transmission.
This double clutch provides an
alternating, non positive connec­
tion bet ween the t wo half gear ­
boxes and the engine by means
of t wo separate input shaf ts (input shaf t 1 is nested inside
the hollowed
­out input shaf t 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
conventional shift no longer
takes place. Instead, one clutch
simply opens and the other
closes at the same time. PDK and the manual gearbox
deliver power directly to the
road. With the optional Sport
Chrono Package Plus (p. 26),
you can make it even more
direct, and even sportier. With a
rush of adrenaline and euphoria,
you are straight into the action.
Precise actions hit the mark sooner.
The same is true of our transmission concepts.
20

a high­vacuum process at
1,700 °C. The resulting material
is not only much harder than
metal, it is also more resistant
to heat.
Even at high temperatures, the
thermal resistance of the PCCB
discs ensures excellent dimen ­
sional stabilit y. The ceramic
material is totally resistant to
corrosion and of fers excellent
acoustic damping properties.
The pads are mounted in six ­
piston monobloc aluminium
fixed calipers at the front, with
Porsche Ceramic Composite
Brake (PCCB).
Motorsport is the ultimate test
of braking performance. On
request, we can provide you
with a brake system that has
already had to cope with the
harshest requirements of motor
racing – a brake system fit ted
in the cars competing in the
Porsche Mobil 1 Supercup, for
example: the Porsche Ceramic
Composite Brake (PCCB).
The ceramic discs have a dia ­
meter of 350 mm front and
rear. The discs are made from
a specially treated carbon ­fibre
compound that is silicated in 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
moderate 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 per formance and
fuel economy, this represents

a major reduction in both the
unsprung and rotating masses.
This, of course, offers major
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 per formance driving can
significantly reduce the service
life of even the most durable pads and discs. As with conven
­
tional high ­per formance braking
systems, we recommend that
all brake components be profes ­
sionally inspected and replaced
where necessary after every
track event.
30

Instruments.
Time is precious, so you want to
be able to see where every thing
is at a single glance. This is
why the instruments of the new
911 Carrera GTS models have
been designed with sport y driv­
ing in mind.
Those who speak in clear language
want a clear response.
The five circular instruments
with dial faces in black give you
all the important information
you need ef ficiently and accu ­
rately. The integrated on
­board com­
puter displays your average fuel
consumption, speed and range
until empty.
‘ When you hold your breath, you should at least
be able to do so in comfort.’
Rolf Frech, Director Complete Vehicle Engineering & Quality Management
35
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Comfort