2013 PORSCHE 911 TURBO brake

A
Adaptive Cruise Control including Porsche
Active Safe (PAS) 81
Airbags 66
Anti-theft protection 80
Auto Start Stop function 33
B
Bi-Xenon™ headlights including Porsche
Dynamic Light System (PDLS) 57
Bodyshell 66
Bose
® Surround Sound System 87
Brakes 62
Burmester
® High-End Surround Sound
System 88
C
Catalytic converter 68
CD/ DV D changer 84
Chassis 47
Coasting 37Colors
Exterior 91
Interior 92
Comfort 74
Communication 84
Cruise control 81
D
Design 10
Digital radio 86
Direct Fuel Injection (DFI) 29
Dry-sump lubrication, integrated 29
E
Electrical system recuperation 33
Emissions control 68
Engine 28
Engineering 14
Engine management, electronic 31
Engine mounts, dynamic 45
Environment 67
Expansion intake manifold 32
Exterior mirrors,
auto-dimming 83
F
Fuel 70
Fuel consumption 70
Fuel system 70
H
Headlight-cleaning system 57
HomeLink
®
(programmable garage door opener) 80
I
Instruments 76
Interior 74
L
Leather 93 , 10 0
LED headlights including
Porsche Dynamic Light System
Plus (PDLS Plus) 58
Lighting 58
Logbook, electronic 85
Luggage compartment 80
M
Materials 74
Mobile phone preparation 85
N
Noise 70
O
Onboard computer 76
Online Services 86
P
Panorama 10 9
ParkAssist 80
Parking brake, electric 62
Performance display 43
Personalization 89
Porsche Active Aerodynamics
(PA A) 56
Porsche Active Suspension
Management (PASM) 51
Porsche Ceramic Composite Brakes
(PCCB) 64
Porsche Communication Management
(PCM) including navigation module 84
Porsche Doppelkupplung (PDK) 35
Porsche Dynamic Chassis Control
(PDCC) 53
Porsche Dynamic Light System
(PDLS) 57
Porsche Dynamic Light System Plus
(PDLS Plus) 58
Porsche Entry & Drive 81
Porsche Side Impact Protection
(POSIP) system 66
Porsche Stability Management (PSM) 53
Porsche Torque Vectoring Plus
(PTV Plus) 41
Porsche Traction Management (PTM) 39
R
Rear differential lock 41
Rear-axle steering 49
Rearview mirror, auto-dimming 80
Recycling 70
Reversing camera 81
Rollover protection 66
Roof Transport System 80
S
Safety 62
Seat heating 78
Seats 77
Seat ventilation 78
Sport but ton 43
Sport Chrono Package 43
Sport Plus but ton 43
Sport tailpipes 98
Steering wheels 75
Stereo lambda sensors 68
T
Technical data 113
TFT display 76
Thermal management 33
Tilt/slide glass sunroof 81
Tire Pressure Monitoring System 52
(TPMS)
Transmission 35
V
Variable Turbine Geometry (VTG) 31
VarioCam Plus system 31
Voice-control system 85
W
Wheels 52
Wind deflector, electric 24
116
Index
2014 911 Turbo Cover.indd 211/6/13 2:49 PM
2
Benchmark: the 911 Tur b o
Concept
Design
Engineering
The new 911 Tu r b o
The new 911 Tu r b o S
The new 911 Turbo Cab riolet and
911 Turbo S Cabriolet
Power
Engine
Transmission
Chassis
Lighting
Responsibility
Brakes
Environment
Personality
Comfort
Audio and communication
Personalization
Porsche Driving Experience
Panorama
The sum of our experience
Technical data
Index 4
6
10 14
15
18
21
25
28
35 47
57
60
62 67
72
74
84 89
10 7
10 9 11 1
11 3
115
2014 911 Turbo fnl 10 24.indd 211/6/13 8:19 PM

56 911 Tu r b o | Concept
Given that the starting point is the
most recent 911 Turbo, how do
you make a new 911 Turbo that
performs at an even higher level?
How do you make its engine produce
more power with less fuel? Its
transmission shift more seamlessly,
its suspension grip the road with
more traction, and its brakes shed
speed with even more force and less
fade? Its exterior more aerodynamic
and its interior more functional and
comfortable? How do you make its
safety engineering more advanced? How do you, in other words, evolve
the legendary 911 Turbo and
enhance its capabilities—without
diluting its essential character?
It ’s a daunting challenge, yet
one Porsche engineers confront
with clear-eyed goals and race-
proven technical innovations.
There are measurable objectives:
improved g-force, horsepower, and
torque outputs, shorter braking
distances, and quicker zero-to-sixty
times. And there are more subjective considerations: the sound of the engine,
the support of the seats, the feeling of
confidence and control that results from
a total synergy bet ween car and driver.
It ’s a process that requires, above all,
patience. A new technology may take
time to translate its advantages to meet
the aims of a Porsche. A promising
idea may prove less so when subjected
to our test circuit at Weissach or to
the extreme demands of endurance
races like the 24 Hours of Le Mans
or the Twelve Hours of Sebring.
But the reward for following a highly
disciplined process is unquestionable.
With each successive 911 Turbo,
Porsche engineers have demonstrated
that ever-higher levels of performance
remain to be discovered.
And the new 911 Turbo is no exception.
With 90 percent of its components
redeveloped, it once again provides a
new reference for Porsche excellence.
At Porsche, we prefer to lead by example.
T h e 9 11
T

u r b o .

1920
The 911 Turbo S comes standard with
Porsche Dynamic Chassis Control
(PDCC). Together with Porsche Active
Suspension Management (PASM)—a
system that electronically adjusts the
firmness of the shock absorbers—and
Porsche Stabilit y Management (PSM), it
ensures that the 911 Turbo S sets new
standards in terms of chassis control.Composure is also generated by the
Porsche Ceramic Composite Brakes
(PCCB). This high-performance braking
system first proved its stopping power
and durabilit y on the racetrack and is
now standard on the 911 Turbo S.
In the 911 Turbo S interior, exclusive
materials create a unique impression:
the two-tone Leather interior package
in Black and Carrera Red. The interior trim in Carbon. The door-entry guards
with the “ turbo S” logo. The Adaptive
Sport Seats Plus with 18-way adjustment,
driver seat memory, and Leather-covered
backrest shell with double seam.
High levels of comfort are provided
by other standard features, including
cruise control, front and rear ParkAssist,
and the new LED headlights in
conjunction with the Porsche Dynamic
Light System Plus (PDLS Plus).The new 911 Turbo S is identifiable
at the rear by the “ turbo S” logo and
the dark chrome tailpipe trim, and
at the side by the new SportDesign
exterior mirrors with V-shaped
base. At all four corners forged
20 -inch 911 Turbo S wheels are
highlighted by a central locking device
perfected on Porsche race cars.
Performance that generates composure.
At Porsche, it ’s not a paradox. It ’s
standard in the new 911 Turbo S.

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.

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.

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