2013 PORSCHE 911 TURBO steering

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Porsche Traction Management (PTM)
Enhanced Porsche Traction Management
(PTM) with water-cooled front-axle
gearbox is standard in all of the new
911 Turbo models. It is an active all-
wheel-drive system with an electronically
variable map-controlled multiplate
clutch, Automatic Brake Differential
(ABD), and Anti-Slip Regulation (ASR).
And it delivers the high power of the new
911 Turbo models even more effectively
and efficiently to the road. This is thanks
to the new water-cooling system for the
front-axle gearbox. Water conducts heat
bet ter than air. So the cooling jackets placed on the gearbox have several
advantages: When you first start your
911 Turbo, the water ensures that the
gearbox warms up more quickly—and
reaches its optimal temperature sooner.
And during the drive itself, the heat
produced is dissipated more easily.
So more torque and more drive
force can be transmit ted through
the gearbox to the front axle.
Drive power is distributed bet ween
the permanently driven rear axle
and the front axle by means of the
electronically variable multiplate clutch.The status of the vehicle is continuously
monitored so that it is possible to respond
to different driving situations. Sensors are
used to collect a range of data, including
the rotational speed of all four wheels,
the lateral and longitudinal acceleration of
the car, and the current steering angle.
If, for example, the rear wheels begin
to lose traction under acceleration, a
greater proportion of the drive power
is automatically transmit ted to the front
axle by a more positive engagement of
the multiplate clutch. In addition, ASR
prevents wheelspin by adapting the
engine’s power output. During cornering, the optimal level of drive power is
distributed to the front wheels to help
ensure excellent lateral stability.
In conjunction with Porsche Stability
Management (PSM), PTM helps to
ensure the perfect distribution of drive
power for optimal traction in most road
scenarios, whether on long straights,
through tight corners, or on surfaces
with different friction coefficients.

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1
Power | Transmission
1 Porsche Torque Vectoring Plus (PTV Plus)
Porsche Torque Vectoring Plus
(P
TV
P
lus) Including Electronic Rear
D

ifferential Lock
PT V Plus is standard on all new
911 Turbo models: The system actively
enhances vehicle dynamics and
stability and operates, in conjunction
with an electronic rear differential lock, by varying the distribution of
torque applied to the rear wheels.
By constantly monitoring steering
angle and steering speed, accelerator
pedal position, yaw rate, and vehicle
speed, PT V Plus is able to improve
steering response and steering precision by specific braking of
the right or left rear wheel.
Here’s how it works: When the
911 Turbo is driven assertively into
a corner, moderate brake pressure
is automatically applied to the inside
rear wheel. Comparatively, the outside
rear wheel receives a greater amount of drive force distribution, inducing
an additional rotational pulse (yaw
movement) around the vehicle’s
vertical axis. This results in a direct
and sport y steering response as
the 911 Turbo enters the corner.
At low and medium vehicle speeds,
PTV Plus significantly increases
agilit y and steering precision. At high
speeds and when accelerating out of
corners, the rear differential lock, with
infinitely variable torque distribution,
ensures greater driving stability.The system thus interacts with Porsche
Stabilit y Management (PSM) to improve
driving stabilit y on a range of surface
conditions, including water and snow.
What does all this mean for the
911 Turbo driver? Outstanding traction,
as well as greater agilit y at every
speed with precise steering and
stable load transfer characteristics.
In other words, unrivaled driving
pleasure at every t wist and turn.

4344 1 23
1 Digital and analog stopwatch mounted on the dashboard |
2 Spor t but tons in the center console |
3 Steering wheel display with PDK and Sport Chrono Package
Sport Button
Standard on all new 911 Turbo models,
the Sport but ton enables you to select
a suspension setup to emphasize either
comfort or sport y performance. At
the push of a but ton, the electronic
engine management system switches
the engine mapping to offer an even
sharper response. In conjunction with
the Sport Chrono Package (standard
in the 911 Turbo S and the new
911 Turbo S Cabriolet), the overboost
function is then active and the dynamic
engine mounts become much firmer.
In Sport mode, PDK ensures that
upshifts take place at higher engine
speeds and downshifts happen sooner.
Coasting mode and the Auto Start
Stop function are deactivated.
Sport Chrono Package Including
Dynamic Engine Mounts
The Sport Chrono Package including
dynamic engine mounts is standard in
the 911 Turbo S models and available
as an option for the new 911 Turbo. This
integrated system provides simultaneous
enhancement for the chassis,
including rear-axle steering, engine,
transmission, and aerodynamics.
The main features include a digital
and analog stopwatch mounted on the
dashboard, a performance display in the
Porsche Communication Management
(PCM) system, the Sport Plus but ton,
and the overboost function.
Activate Sport Plus mode and here’s what
happens: Porsche Active Suspension
Management (PASM), the electronic
suspension management, becomes more responsive. PASM and Porsche Dynamic
Chassis Control (PDCC)—standard in the
new 911 Turbo S—switch to Sport Plus
mode for a firmer suspension set ting,
more direct steering while cornering, and
increased roll stabilization. The rear-axle
steering also reacts more directly—for
even more agile steering. As part of
Porsche Active Aerodynamics (PA A),
the automatic adjustment of the front
and rear spoilers is also impacted in
the performance setting in Sport Plus
mode. So you can make full use of the
performance potential of your 911 Turbo.
In Sport Plus mode, the trigger threshold
for PSM is raised. Agilit y is perceptibly
enhanced when braking for corners with
PSM, allowing sportier braking and exit
acceleration. For maximum dexterit y, PSM
can be set to standby while the car
i

s
still in Sport Plus mode. Although, for
safet y, it ’s still there in the background. With the Sport or Sport Plus but ton
active, under full acceleration, the
maximum boost pressure in the
lower and medium speed ranges
is now temporarily increased by
approximately
2 psi: the overboost.
Engine torque is also boosted
by 37 lb.-ft. for a short time—to
524 lb.-ft. in the 911 Turbo and the
911 Turbo Cabriolet. In the 911 Turbo S
models, it goes up to 553 lb.-ft.
The Sport Chrono Package has t wo
additional functions. The first is
Launch Control, which helps achieve
optimal acceleration from a standing
start. The second function is the
motorsport-derived gearshift strategy.
Using this, PDK optimizes shift
points to the shortest possible shift
times for maximum acceleration.

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The chassis on the new 911 Turbo
features a longer wheelbase and
an even wider track. But make no
mistake: The 911 Turbo is still about
shortening distances: bet ween entry
and exit, bet ween one cit y and the next,
bet ween you and driving pleasure.
Changes to the chassis dimensions on
the new 911 Turbo enable smoother high-
speed maneuvers and exceptionally high
levels of stability. Its cornering agility
can scarcely be described in words. The new rear-axle steering transforms
the cornering feel of the new
911 Turbo. Handling is much more
responsive at low speeds. And at
higher speeds, stabilit y is increased.
Other contributions to the 911 Turbo
driving experience are made by its
chassis control systems: Porsche
Stability Management (PSM), Porsche
Active Suspension Management (PASM),
and Porsche Dynamic Chassis Control
(PDCC), which is standard in the new
911 Turbo S models and available
as an option for the 911 Turbo and
the new 911 Turbo Cabriolet.
Each of these systems is detailed
in the following pages. For now,
all you need to know is: Longer
and wider is a good thing.
Longer and wider, it still gets to the point in the shortest amount of
time possible.
Chassis.

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1
2
1 More agile ef fect of rear-axle steering |
2 Stabilizing effect of rear-axle steering
Power | Chassis
Rear-Axle Steering
Porsche engineers have always factored
in the positive effect of passive rear-
wheel steering—the slight articulation
of the rear wheels to “ toe in” or “ toe
out ” when cornering. Thanks to the new
rear-axle steering that ’s standard on all
new 911 Turbo models, that effect is no
longer passive. Two electromechanical
actuators located on the rear axle
steer the rear wheels of the new
911 Turbo models up to approximately
2.8 degrees in the same or opposite
direction as the steering angle on the
front axle, depending on speed. At speeds of up to 31 mph, the system
steers the rear wheels in the opposite
direction to that of the front wheels.
This has the virtual effect of shortening
the wheelbase. The turning circle
is reduced, steering into corners
becomes much more dynamic, and
parking is noticeably easier.
At speeds above 50 mph, the system
steers the rear wheels in the same
direction as that of the front wheels.
The effect is a virtual extension of
the wheelbase for increased stability
during high-speed maneuvers—a
cruising-speed lane change on
the interstate, for example.Bet ween 31 and 50 mph, the
steering direction is constantly
changing, depending on the driving
conditions. Thanks to the excellent
stabilizing properties of rear-axle
steering, it has also been possible
to make the steering ratio on the
front axle more direct around the
central position. The advantage is
greater agilit y at higher speeds.
There is no contradiction between
stability and agility, performance,
and everyday practicalit y. The new
rear-axle steering results in greater
maneuverability in day-to-day
driving—and a clearly noticeable
increase in maximum performance.

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1
2 2
1 Fast cornering with the 911 Tu
rbo without PDCC (i llustration) |
2 Fast cornering with the 911 Tu rbo S w ith PDCC (illustration)
PDCC optimizes camber using
hydraulic stabilizing actuators in
the form of cylinders. Lateral roll is
counteracted by forces generated
at each individual wheel, based on
steering angle and lateral acceleration.
How does this translate to the
driving experience? More dynamic
performance with optimized turn-in and
stable load transfer characteristics.
And increased ride comfort. Porsche Stability Management (PSM)
All new 911 Turbo models come with
enhanced Porsche Stability Management
(PSM). It helps maintain stability
even at the limits of dynamic driving
performance. Sensors continuously
monitor the direction, speed, yaw
velocit y, and lateral acceleration of
the car. Using this information, 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 help restore stability.
Porsche Dynamic Chassis Control
(PDCC)
Porsche Dynamic Chassis Control (PDCC)
is standard on 911 Turbo S models and
available as an option on 911 Turbo
models. PDCC is an active anti-roll
system that suppresses lateral body
movement during cornering maneuvers
and helps minimize the lateral instability
of the vehicle on uneven ground. The
result is a car with improved roadholding
and more dynamic performance.
Under acceleration on wet or low-grip
road surfaces, PSM improves traction
using the Automatic Brake Differential
(ABD) and Anti-Slip Regulation (ASR).
When the Sport Plus mode of the
Sport Chrono Package is selected,
the PSM threshold is raised to allow
a more assertive driving st yle.
PSM can be deactivated. But for your
safety, it is automatically reactivated
only if you brake hard enough that
either of the front wheels (in Sport
Plus mode, both of the front wheels)
requires ABS (Anti-lock Brake
System) assistance. ABS and ABD,
however, remain active at all times.
1

6566 Responsibility | Brakes
Sheet steel

Tailored blanks
Super high-strength steel
Ultra high -strength steel
Aluminum
Body
The innovative bodyshell of the new
911 Turbo models fulfills t wo structural
design requirements: first, excellent
driving dynamics due to the body’s
extremely high rigidit y. Second, a
savings in vehicle weight, primarily due
to its intelligent lightweight construction.
To meet the second requirement, we
employed state-of-the-art techniques
for combining various materials in order
to utilize specific material properties
exactly where they are needed.
Take the bodyshell, for example. It uses
very thin—but extremely rigid—sheets
of steel. Aluminum and magnesium
were utilized extensively in areas
including the roof, underbody, doors,
engine compartment, and luggage compartment lids. Magnesium, which
is a particularly lightweight material,
was also selected for the cockpit
and center console support beam.
Reducing the overall weight—i.e.,
improving the power-to-weight ratio—
translates directly into the aim of
increasing performance, whether
that ’s measured by the acceleration,
steering, or braking. And it ’s measurable
another way, too: at the fuel pump.
Reduced fuel consumption.
For the driver, reducing the weight
of the 911 Turbo results in a high
level of comfort as well. Vibration-
damping characteristics are
excellent and, compared to the
previous model, torsional stiffness
has increased up to 25 percent to
create even sportier handling.
Airbags and the Po
rsche Side Impact
Protection (POSIP) System
The airbag technology in the new 911 Turbo
models provides full-size driver and front-
passenger airbags, which are inflated in t wo
stages depending on the severit y and t ype
of accident. In less serious accidents, the
airbags are only partially inflated to help
minimize discomfort to the occupants.
Another standard feature is the Porsche
Side Impact Protection (POSIP) system.
This system comprises side impact
protection elements in the doors and t wo
airbags on each side, an integral thorax
airbag located in each seat side bolster,
and a head airbag contained in each of
the door panels. Knee airbags are also
standard on all 911 Turbo models.
Rollover Protection in the
Cabriolet Models
Despite their light weight, the 911 Turbo
Cabriolet models have exemplary
torsional rigidit y and flexural strength.
Body flexing is minimal, especially when
compared with driving most other open-
top sports cars on uneven road surfaces.
In the event of a 911 Turbo Cabriolet
model rolling over, additional protection
is provided by a supplemental safet y
roll bar protection system that deploys
automatically. The two spring-loaded
rollover bars are located behind
the back seats. The rollover sensor
continuously monitors the car’s pitch
and roll, lateral and longitudinal
acceleration, and contact with the road.
In an emergency, it deploys the rollover
bars within a fraction of a second.

7374 1Personality | Comfor t
1 911 Turbo interior in Espresso
With the new 911 Turbo models, our
engineers have pushed forward into
the extreme performance range. The
fact that the driver can remain quite
composed is also due to the answers
they have found to the questions about
sportiness, ergonomics, and comfort.
Interior
A Porsche interior is never frivolous,
always direct. In the new 911 Turbo,
clever technology and clear operating
logic allow the driver to experience
all that makes this the benchmark for
Porsche performance, as evident at once
from the ascending center console. In t ypical Porsche fashion, the use of form
follows a basic principle: Focus on the
driver. It ’s why the distance bet ween
the gear selector and steering wheel is
extremely short, and the operating logic
of systems such as the dual-zone air
conditioning or the suspension is clear
and uncomplicated. You shouldn’t have to
browse one submenu after another. You
should instead be able to concentrate on
what ’s singularly important: the road.
Materials of high qualit y define the sport y
character of each 911 Turbo model.
The standard Leather package includes
Leather seats, dashboard, and door and
side trims. Alcantara
® has proven its
worth in motorsport and is now standard
for the roof liner on the Coupe models.
The exclusive two-tone interior in Black
and Carrera Red is reserved especially
for the 911 Turbo S models. Dashboard,
center console, and door panel trim
strips in Carbon are standard in these
models (available as an option for the
911 Turbo and 911 Turbo Cabriolet).
In addition to the choice of Black,
Platinum Grey, Luxor Beige, and Yachting
Blue for the interior, there is a wide range
of other personalization options available, including two-tone color combinations
or special colors and materials such as
Carbon, Aluminum, or high-quality Wood.
Engineering that takes you forward: the
Porsche Communication Management
(PCM) system with navigation module
and a high-resolution 7-inch color
touchscreen. PCM is your control
center for audio, navigation, and
communication functions. It’s fitted as
standard in the new 911 Turbo models.
Inside, yet another Porsche extreme:

extreme quiet.
Comfort.