2013 PORSCHE 911 TURBO Information Manual

32
1
2
3
4
Power | Engine
Variable Turbine Geometry (VTG)
One of the critical factors in designing a
turbocharged engine has always been the
size of the turbo units. Large turbines
create massive boost, but suffer “ turbo
lag” as they begin to spool up. Smaller
turbines respond more quickly, but lack
the capacit y to induce large amounts
of exhaust air. With Variable Turbine
Geometry (VTG), Porsche engineers
have resolved this conflict. As exhaust
flow from the engine is channeled into
the turbines, the engine management
system controls the electronically
adjustable guide vanes, changing the
vane angle so the system can replicate
the advantages of both sizes of turbo,
large and small. The optimal gas-flow
characteristics are achieved at all times. This results in a high turbine speed—
and greater boost pressure—even
at low engine rpm. With more air
available, the combustion is increased,
yielding bet ter power and torque. The
torque curve reaches its maximum
level much sooner—and stays there.
V TG also improves the response
of the turbo engine with dynamic
boost pressure development.
When the boost pressure reaches
its maximum value, the guide vanes
are opened further. By varying the
vane angle, it is possible to achieve
the required boost pressure over the
entire engine-speed range, so excess
pressure valves are no longer required.
Porsche revolutionized the modern
sports car with the original 911 Turbo.
And with innovations such as Variable
Turbine Geometry (VTG) in the new
911 Turbo, the revolution carries on.
VarioCam Plus
VarioCam Plus is a two-in-one engine
concept that adjusts the camshafts on
the intake side and controls valve lift.
The system distinguishes bet ween
normal everyday driving and maximum
power requirements and adapts to
the corresponding conditions. The
switchover is performed imperceptibly
by the electronic engine management
system. The result is spontaneous
acceleration, an extremely quiet drive,
and extraordinary engine power with
comparatively low fuel consumption. press as much of the air/fuel mixture as
possible into the cylinders. But added
compression not only increases air
volume—it also raises air temperature.
And this has a negative effect on ignition.
The 911 Turbo model’s expansion
manifold turns that principle around. The
internal geometry is radically different
from that of 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, ignition is
significantly improved, and—here’s the
best part—performance is increased.
Expansion Intake Manifold
More power using less fuel. Sounds
paradoxical, but it ’s really quite simple.
You just have to question the norm.
Take the intake manifold in the new
911 Turbo models, as an example. With
a traditional resonance manifold, more
air means more power. The compression
effect in the intake system is used to The amount of air that enters the engine
under expansion is less than it would
be under compression. To compensate
for this, Porsche engineers simply
increased the boost pressure. The
resulting increase in temperature—again
through compression—is immediately
offset by the uprated intercoolers.
Instead of hot compressed air entering
the combustion chambers, the cooler
air generates more power and torque.
As a consequence, there is a major
improvement in engine efficiency.
Fuel consumption is lower, even under
heav y loads and at high revs.
4 VarioCam Plus4
1 Vanes closed | 2 Vanes open | 3 Variable Turbine Geometry (VTG)

3334
Thermal Management
The thermal management system
regulates the temperature in the engine
and transmission through the intelligent
manipulation of heat flow. It allows the
engine and transmission to reach their
optimal operating temperatures sooner.
The result? Combustion efficiency and
lubrication performance are improved,
and fuel consumption is reduced.
Auto Start Stop Function
The Auto Start Stop function is standard
in the new 911 Turbo models. When
the speed falls below 4 mph and the
911 Turbo is decelerating normally, the
engine switches off. For example, as you
are slowing while approaching a red light.
Audio and communication systems
remain switched on. The climate
control continues to maintain your
selected temperature. The engine
starts again when you release the
brake or move the steering wheel.
The Auto Start Stop function may remain
inactive under particular circumstances,
for example if the bat tery charge is
low, when the Sport but ton is selected,
or when there are extreme outside
temperatures. It is also possible to
deactivate the function manually using a
separate button on the center console.
Electrical System Recuperation
Another fuel-saving innovation that’s
standard on the new 911 Turbo models
is electrical system recuperation
technology. It captures the energy
created during events such as braking.
The vehicle bat tery is recharged by
the alternator, predominantly under
braking. Under acceleration, on the
other hand, the power draw of the
alternator is limited to increase the
engine output available for driving.
The electrical systems are supplied
by the electrical energy stored
during the recharging process.

3536 Power | Transmission
To make something happen,
you have to be able to convey your principles.
Transmission.
1 Power transmission in 1st gear
Porsche Doppelkupplung (PDK)
All of the new 911 Turbo models
feature the enhanced PDK transmission
with manual and automatic modes.
Porsche engineers have yet again
increased the speed and smoothness
of gear shifts. For the driver, this
means even faster shifting through
the gears without interrupting the flow of power. Acceleration
is exceptional, fuel consumption
is optimized, and performance is
delivered at a high level of comfort.
PDK has seven gears at its disposal.
Gears 1 through 6 have a sport ratio
and top speed is reached in 6th gear.
The 7th gear has a long ratio and
helps to reduce fuel consumption
by keeping engine revs low.
PDK is essentially t wo transmissions in
one. This double-clutch arrangement
provides an alternating, non-positive
connection between the two half gearboxes and the engine by means
of t wo separate input shafts.
The flow of power from the engine is
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, one clutch simply opens and the other
closes at the same time, enabling shifts
to take place within milliseconds.
Depending on the gearshift program
(Sport button activated or deactivated),
the shift of gears is optimized for
comfort or for sporty driving.With the optional Sport Chrono Package
(standard in the 911 Turbo S models),
PDK is enhanced by the Launch
Control and motorsport-derived
gearshift strategy functions.
1

3738
Coasting
The coasting function enables you
to save even more fuel when the
situation allows. In coast mode,
the engine is decoupled from the
transmission to prevent deceleration
caused by engine braking. Optimal use
is made of the vehicle’s momentum,
allowing the 911 Turbo to seamlessly
coast at certain times while
consuming significantly less fuel.
It works like this: Say, for example,
you want to slow down from 65 mph to
55 mph in anticipation of the change
of speed limit ahead. As soon as you
release the accelerator pedal, PDK deselects the current gear automatically
and you begin to coast in Neutral
until you have reached your desired
speed. The moment you engage the
accelerator or brake pedal, PDK selects
the appropriate gear smoothly and
seamlessly within a fraction of a second.
Another way the coast function helps
reduce fuel consumption is when you’re
driving downhill. If the gradient is gentle
enough for you to maintain a constant
speed, the transmission decouples
the drive power to save fuel. Yet PDK
remains ready to respond as swiftly
and precisely as you would expect.
In short, driving in coasting mode makes
a real impact on fuel consumption
without any need for compromise on
comfort or sporty performance.

3940
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.

4142
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.

4546
1
Power | Transmission
1 Dynamic engine mounts
With the dynamic engine mounts
that are part of the Sport Chrono
Package, Porsche engineers have
resolved this inherent conflict.
The mounts contain a fluid with
magnetic properties that interact Dynamic Engine Mounts
Engineers traditionally face a conflict
when designing the engine mounts
of a performance car. A hard engine
mounting delivers optimal performance
by offering a higher degree of handling precision. Soft engine mounts, on
the other hand, minimize oscillations
and vibrations. Comfort is improved
on uneven road surfaces, but at the
expense of razor-sharp performance.
with an electrically generated field.
Depending on the driving st yle and road
surface conditions, the electronically
controlled system automatically
adjusts the stiffness and damping
properties of the engine mounts.When the driving st yle is assertive, the
mounts become “hard,” and handling
is perceptibly more stable under load
change conditions and in fast corners.
Whenever a less assertive driving st yle
is adopted, the dynamic engine mounts “soften” to provide a more comfortable
feel. The dynamic mounts minimize the
oscillations and vibrations of the entire
drivetrain, especially the engine.
For the driver, the results are
tangible. A harder-edge handling
response when you demand it, a more
comfortable ride when you don’t.