2013 PORSCHE 911 GT3 traction control

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This is how it works. PDK is essentially
t wo gearboxes in one and thus requires
t wo clutches. This double clutch
arrangement provides an alternating,
non­positive connection between the
t wo half gearboxes and the engine by
means of t wo separate input shafts.
During a gear change, therefore,
one clutch simply opens and the other
closes at the same time, enabling
gear changes to take place within
milliseconds. Highly responsive and especially sport y – just as you would
expect of the 911
GT3.
That in itself has consequences, not least
for acceleration, for overall performance
and for fuel economy. Positive conse ­
quences in fact. Driving feels even more
dynamic and agilit y is increased.
What about the gear changes them ­
selves? You’ll feel them and you’ll hear
them. Just like before, or indeed more
than ever. The electronic gearbox control logic of the Intelligent Shift Program (ISP)
offers more immediate and faster traction
­
induced upshifts and throttle ­blip down ­
shifts on overrun. In PDK SPORT mode,
downshifts under braking are more
aggressive while, under acceleration, the
shift points are raised even further. So
changing up a gear becomes a physical
experience – and an emotive one.
Shift fast without a moment ’s hesitation.
Just like the professionals.
For fuel consumption, CO
2 emissions and efficiency class, please refer to page 91.

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Dynamic engine mounts.
Simply responding at the limit means that
you’ve already lost. On sport y drives in
particular, it is essential not to underesti­
mate the unforgiving forces of physics.
Instead, they should be exploited in the
interests of dynamic per formance. This is
what we do with dynamic engine mounts.
The electronically controlled system
minimises the oscillations and vibrations
of the entire drivetrain, especially the
engine, and combines the benefits of a hard or soft engine mounting arrange
­
ment.
A hard engine mounting delivers optimum
dynamic performance because it offers
the highest degree of handling precision
possible. Soft engine mounts, on the other
hand, minimise oscillations and vibrations.
While comfort is improved on uneven
road surfaces, this comes at the expense
of dynamic performance. Our engineers have solved this problem
by enabling the engine mounts to adapt
their stiffness and damping performance
to changes in driving st yle and road sur
­
face conditions. This has been achieved
by use of a fluid with magnetic properties
in interaction with an electrically gener­
ated magnetic field.
Handling is perceptibly more stable under
load change conditions and in fast cor ­
ners. The dynamic engine mount system
also reduces the vertical oscillations of the engine when accelerating under

full load. The results are greater and
more uniform drive force at the rear
axle, increased traction and better
acceleration. Whenever a less assertive
driving st yle is adopted, the dynamic
engine mounts automatically soften to
provide a greater level of comfort.
Pushing to the limit is one thing. Staying
there is another.

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Porsche Stability Management (PSM).
PSM is an automatic control system for
providing stabilit y at the limits of dyn­
amic driving performance. In addition to
the anti ­lock braking system, it includes
Electronic Stability Control (ESC) and
Traction Control (TC).
Sensors continuously monitor the direc ­
tion, speed, yaw velocit y and lateral
acceleration of the car. Using this infor ­
mation, PSM is able to calculate the
actual direction of travel at any given
moment. If the car begins to oversteer or
understeer, PSM applies selective braking
on individual wheels to restore stabilit y. What ’s special about PSM in the new
911
GT3? The systems intervene at the
limits of dynamic driving performance
with exceptional sensitivit y and precision.
In addition, the systems can be complete ­
ly deactivated in t wo stages for deliber ­
ately sporty handling.

Porsche Torque Vectoring Plus
(PTV Plus).
Porsche Torque Vectoring Plus is fit ted as
standard and has been specially adapted
to the new 911 GT3. It operates in con ­
junction with an electronically regulated
and fully variable rear differential lock.
Numerous driving parameter inputs are the basis for the system’s active control
outputs. The results are perceptible, par
­
ticularly at the limits of dynamic perfor ­
mance: greater traction, increased lateral
dynamics and a significant improvement
in driving stabilit y under the effects of
load changes in corners and when the car
changes lane. On surfaces with less grip,
such as in the wet, the system strategically
brakes the right or left rear wheel. This
means that, whenever the car enters a
corner, brake pressure is applied to the
inside rear wheel. Consequently, a greater
amount of drive force is distributed to the
outside rear wheel. This improves steering
behaviour and increases agility. In combination, both aspects of PT V Plus
offer tangible benefits, giving you
unrivalled pleasure at every t wist and
turn. It ’s just as well there happens

to be so many waiting on the racetrack.