2013 PORSCHE 911 TURBO Information Manual

4748
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.

4950
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.

5152
12
Power | Chassis
1 20 - inch 911 Turbo wheel | 2 20 - inch 911 Turbo S w heel with central locking device
It offers continuous adjustment of the
shock absorber’s damping force on each
wheel, based on current road conditions
and driving st yle. At the press of a but ton, the driver can
choose bet ween t wo modes. Normal
mode provides a blend of performance
and comfort. Sport mode has a much
firmer range of set tings. The system
responds to changing road conditions and/or driving st yle by continuously
varying the individual damping forces
within the parameters defined for the
selected setup mode, Normal or Sport.
Pitch and roll are reduced, while the
contact of each wheel with the road
is optimized. Porsche Active Suspension
M

anagement (PASM)
Included as standard equipment, Porsche
Active Suspension Management (PASM) is
an electronic active damping system.
The New 20-Inch 911 Tu rbo Wheel
On the 911 Turbo and the 911 Turbo
Cabriolet, new 20-inch 911 Turbo
wheels are standard. The large wheel
size improves contact with the road,
and the wheels are forged aluminum to
reduce weight and unsprung masses.
The new 911 Turbo wheels are
one inch larger than those on the
predecessor. The exact specification
is 8.5J
x 2

0 wheels at the front
combined with 245/35 ZR 20 tires.
At the rear are 11J x 20 wheels
with 305/30 ZR 20 tires.
The New 20-Inch 911 Tu rbo S W heel
with Central Locking Device
These forged aluminum wheels painted
in black with a polished finish are
available as an option for the new
911 Turbo models and are standard
on the 911 Turbo S models. They are
especially light and are set ting standards
in driving comfort and performance—
as well as in design. With central
locking device including chrome-plated
trim with colored Porsche Crest. There are 9J x 20 wheels on the
front fit ted with 245/35 ZR 20 tires
and 11.5J x 20 wheels at the rear
with 305/30 ZR 20 tires.
A focal point is the anodized black
central locking devices. Derived from
Porsche’s motorsport experience,
they deliver an even-more agile driving
experience by reducing rotating masses.
Tire Pressure Monitoring System
(TPMS)
Tire Pressure Monitoring System (TPMS)
is included as standard equipment in
all models. It warns against low tire
pressure or slow or sudden pressure loss.
The driver is informed via the onboard
computer display. And the pressures
of all four tires can be checked at any
time from the instrument cluster.

5354
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

5556
1
3 5 64 2
Power | Chassis
1 Rear spoiler in Start position
|
2 Front spoiler in Start position |
3 Rear spoiler in Speed position |
4 Front spoiler in Speed position |
5 Rear spoiler in Performance position |
6 Front spoiler in Performance position
less risk of get ting the front spoiler
caught on ramps, speed bumps, or
curbs. The spoiler lip is well-protected.
In Stage 2 (Speed), after 74 m p h , the
front and rear spoilers are partially
extended. This ensures a high level of
stabilit y and a low drag coefficient.
Stage 3 (Performance) is activated by
the press of a but ton, with the spoiler
button or—in conjunction with the Sport
Chrono Package—the Sport Plus button.
The front and rear spoilers are now
completely extended. The “ turbo” or
“ turbo S” logo can be seen on the
front spoiler lip. Also, in Stage
3

,
the rear spoiler is tilted by up to Porsche Active Aerodynamics (PAA)
For the first time in a Porsche road car,
the new 911 Turbo models use active
aerodynamics. Derived from similar
systems used on Porsche race cars, the
new Porsche Active Aerodynamics (PA A)
meets t wo critical objectives: to make
the drag coefficient as low as possible,
and to set a new standard for downforce.
PA A is a combination of multistage
adjustable front and rear spoilers. The
front spoiler—which is made from a
flexible, pneumatic elastomer—and
the rear spoiler will extend and retract
synchronously in three positions.
In Stage 1 (Start), the front and rear
spoilers are completely retracted. It’s
intended for everyday use—there’s 15 degrees. Thanks to the high level of
downforce on the front and rear axles,
in this set ting the new 911 Turbo can
release its full performance potential—
for example, on the racetrack. The
downforce also provides advantages
when braking at high speeds.
Porsche Active Aerodynamics
(PA A). A system that combines
everyday use, efficiency, and driving
performance. And reaches its
objectives in the 911 Turbo way.

5758
1
2
1
2
Chassis | Lighting
1 911 Turbo with Bi -Xenon™ headlights with PDLS |
2 911 Turbo S w ith LED headlights incorporating PDLS Plus
Bi-Xenon™ Headlights with PDLS
The 911 Turbo models come standard
with Bi-Xenon™ headlights including
a headlight-cleaning system and
dynamic range control—for an even
illumination of the road ahead. Also standard: the Porsche Dynamic Light
System (PDLS). This dynamic cornering
light function swivels the main headlights
toward the inside of a corner, for bet ter
illumination and a faster response.
LED technology is also used for the
front lights, taillights, the high-level
Pedal distance. Braking distance. Distance home.

Our engineers are focused on your racing line.
Lighting.
third brake light, the license plate
illumination, the rear direction
indicators, and the rear fog light.
The LED front units incorporate
direction indicators, daytime running
lights, and position lights.
The lighting system features an
automatic switch-off and the
“Welcome Home” function.of the light, the driver’s eyes become
tired less quickly than with other systems.
Porsche Dynamic Light System Plus
(PDLS Plus) is combined with the LED
headlights. In addition to all of the
functions provided by PDLS, PDLS
Plus also has High Beam Assistant.
Lighting
The front light units of the 911 Turbo
models incorporate LED direction
indicators and position lights.
Automatic headlight activation is
also included as standard. The
moment it gets dark, the dipped
headlights switch on automatically.
LED Headlights Incorporating Porsche
Dynamic Light System Plus (PDLS Plus)
A new development, LED headlights
incorporating Porsche Dynamic Light
System Plus (PDLS Plus), are standard
on the 911 Turbo S and the new
911 Turbo S Cabriolet and available as
an option for the 911 Turbo models. The
inner workings of each headlight consist
of t wo housings arranged at different
levels—and certainly make an impression.
The bright LED light improves illumination
of the road ahead. Thanks to optimized
near-side and distance lights and the
daylight-like coloring and reduced scatter
In the 911 Turbo and 911 Turbo
Cabriolet, the daytime running lights
are arranged horizontally in the front
light units. In the 911 Turbo S models,
day time running lights take the form of
four spotlights located in the headlight.

5960
Responsibility.
With great power comes great responsibility. To yourself, and to your
passengers. To those who share the road. To future generations and the
environment. At Porsche, we believe the actions we take must reflect
those responsibilities. And that our cars must turn engineering
challenges into opportunities, so Porsche and Porsche drivers can
contribute to a safer, more sustainable world.

6162
1
Responsibility | Brakes
1 Standard brakes in the 911 Turbo
Why has Porsche always viewed braking
performance with the same enthusiasm
we share for our engines and chassis?
Perhaps it is because we think of braking
as negative acceleration. For us, braking
response and the stopping distances
achieved by the new 911 Turbo models
should be every bit as breathtaking as
our throt tle response and acceleration
times. A Porsche 911 Turbo model’s
goal is nothing less than to be the
new reference point for sports car
braking. The braking performance must
provide the driver ample reassurance
that when speed needs to be shed,
the brakes will respond accordingly. In the new 911 Turbo and the new
911 Turbo Cabriolet, the brake
specification is suited to the demands
of high performance. The brake disc
diameter is 380 mm front and rear.
Grabbing hold of the front discs are
powerful 6-piston, aluminum monobloc
fixed calipers finished in red. At the
rear, 4-piston, aluminum monobloc fixed
calipers press the pads to the disc.
The brake calipers have an enclosed
monobloc construction. This makes them
tougher but lighter and enables a more
rapid response and release of the brake,
even under extreme loads. The pedal
travel is short and the biting point precise. The brake discs are cross-drilled for
better performance in wet conditions.
Other benefits of the braking system
include the Anti-lock Brake System
(ABS), designed to minimize brake fade
and keep braking response constant.
Pedal effort is reduced and braking
response improved by a tandem
vacuum brake booster. Brake-disc
cooling is optimized by air spoilers.
Electric Parking Brake
The electric parking brake, which you
can activate and deactivate manually,
releases automatically as you pull away.
A performance isn’t finished until it comes to a complete stop.
Brakes.
With the hill-hold function, you can pull
away without ever rolling back. The
system automatically detects when the
vehicle has come to a halt on an uphill
gradient, requiring intervention. PSM
then maintains the brake pressure at
all four wheels to prevent the vehicle
from moving in the opposite direction.