2013 PORSCHE 911 TURBO cooling

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

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.

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.