2013 PORSCHE 911 TURBO compression ratio

2930 Power | Engine
Both versions of the new engine have
Direct Fuel Injection (DFI). DFI injects
the fuel directly into the combustion
chamber with millisecond precision.
Injection and taper angle are optimized
for torque, performance, consumption,
and emissions. The engine control
system adjusts the injection timing
individually for each cylinder and the
injection quantit y for each cylinder
bank. The greater compression this achieves provides more power—and
makes the engine more efficient.
The integrated dry-sump lubrication
ensures reliable oil supply and also
performs additional cooling functions.
The electronic oil pump supplies oil
when it is needed. And because the oil
reservoir is integrated in the engine,
there is no need for an external oil tank.
This saves space and, above all, weight.
The 3.8-liter, 6-cylinder boxer engine
is made with a light weight alloy
design. The engine’s impressive
power-to-weight ratio increases
agilit y and optimizes fuel efficiency. The connecting rods and aluminum
pistons are forged for added
strength, and each piston is
individually cooled by oil injection
nozzles in each cylinder. The cylinders are made from an aluminum alloy
that offers exceptional resistance
to the punishing heat generated
by a high-performance engine.
The result—for you, and for the
911 Turbo driving experience—

is an engine with extraordinary
power and surprisingly low
consumption, especially when
compared to engines with
greater displacement.
911 Turbo S an d 911 Turbo S Cabriolet:
516 lb.-f t. bet ween 2100 and 4250 rpm, 560 horsepower bet ween 6500 and 6750 rpm
911



Tu
rbo and 911 Turbo Cabriolet:
487 lb.-f t. bet ween 1950 and 5000 rpm, 520 horsepower bet ween 6000 and 6500 rpm
637
603 570
536 503 469
436
402 369
335 302
268 235 20116 8
13 4 101 67
34 0
100015 0 0200025003000350040004500500055006000650070007500 568
546 524
502 479
457
435 413
391
369 3 47
325
302
280 258
236 214
192 17 0
14 8
Torque (lb.-ft.) Power (hp)
Engine Speed (rpm)
520 hp487 lb.-ft.
524 lb.-ft. overboost
637
603 570
536 503 469
436
402 369
335 302
268 235 20116 8
13 4 101 67
34 0
100015 0 0200025003000350040004500500055006000650070007500 568
546 524
502 479
457
435 413
391
369 3 47
325
302
280 258
236 214
192 17 0
14 8
Torque (lb.-ft.) Power (hp)
Engine Speed (rpm)
560 hp)516 lb.-f t .
553 lb.-ft. overboost

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)

113114
Technical data.
Technical data
9 11 Tu r b o Coupe 911 Turbo Cabriolet 911 T urbo S Coupe 911 Turbo S Cabriolet
Weights
Curb weight 3 , 516 l b . 3,671 lb.3,538 lb. 3,693 lb.
GVWR 4,387 lb. 4,508 lb.4,387 lb. 4,508 lb.
Performance
Top track speed 195 m p h195 m p h197 m p h197 m p h
0 – 60 mph 3.2 secs 3.3 secs– –
0 – 60 mph with Sport Plus but ton 3.0 secs 3.1 secs2.9 secs 3.0 secs
1/4 m i l e 11.3 secs 11.5 secs – –
1/4 mile with Sport Plus but ton 11.1 s e c s 11.3 secs10.9 secs 11.1 s e c s
Fuel consumption/emissions*
City 17 m p g 17 m p g17 m p g17 m p g
Highway 24 mpg24 mpg24 mpg24 mpg
Combined 20 mpg20 mpg20 mpg20 mpg
Dimensions/aerodynamics
Length 17 7. 4 i n .17 7. 4 i n .17 7. 4 i n .17 7. 4 i n .
Width 74 .0 i n .74 .0 i n .74 .0 i n .74 .0 i n .
Height 51.0 i n .50.9 in.51.0 i n .50.9 in.
Wheelbase 96.5 in. 96.5 in.96.5 in.96.5 in.
Luggage compartment volume 9.18 cu. f t .9.18 cu. f t .9.18 cu. f t .9.18 cu. f t .
Trunk capacity 4.06 cu. f t.4.06 cu. f t.4.06 cu. f t.4.06 cu. f t.
Tank capacity (refill volume) 17. 9 g a l .17. 9 g a l .17. 9 g a l .17. 9 g a l .
Drag coef ficient 0.310.310.310.31
911 Turbo Coupe / 911 Turbo Cabriolet 911 Tu rbo S Co upe/ 91 1 Turbo S Cabriolet
Engine
C y linders 66
Displacement 3.8 liters3.8 liters
Power at rpm 520
h

p
@ 6000–6500
r

pm560
h

p
@ 6500 – 6750
r

pm
Max. torque
at rpm 487 lb.- f t.

@ 1950 –5000
r

pm516 l b . - f t .

@ 2100 – 4250
r

pm
Max. torque with overboost
at rpm 524 lb.- f t.

@ 2100 – 4250 rpm 553 lb.-f t.

@ 2200–4000
r

pm
Compression ratio 9.8
: 19

.8
: 1
Transmission
LayoutActive all-wheel driveActive all-wheel drive
PDK 7-speed7-speed
Chassis
Front axleMacPherson strut suspension with anti-roll barMacPherson strut suspension with anti-roll bar
Rear axle Multi-link suspension Multi-link suspension
Steering Electromechanical power steering with electrical powerElectromechanical power steering with electrical power
Turning circle 34.8 f t.34.8 f t.
Brakes 6-piston, aluminum monobloc fixed calipers at front,
4-piston, aluminum monobloc fixed calipers at rear,
discs internally vented and cross-drilled, closed calipers,
brake calipers in red 6-piston, aluminum monobloc fixed calipers at front,

4-piston, aluminum monobloc fixed calipers at rear,
carbon ceramic composite brake discs, vented and cross- drilled,
closed calipers, brake calipers in yellow
Vehicle stabilit y system
P

orsche Stability Management (PSM)
P
orsche Stability Management (PSM)
Standard wheels Front: 8.5J x 20 RO 51; Rear: 11J x 20 RO 56Front: 9J x 20 RO 51; Rear: 11.5J x 20 RO 56
Standard tires Front: 245/35 ZR 20; Rear: 305/30 ZR 20Front: 245/35 ZR 20; Rear: 305/30 ZR 20
*2013 U.S. EPA estimates. Your mileage may var y