2013 PORSCHE 911 TURBO fuel cap

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.
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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)

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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.

6970 Responsibility | Environment
Recycling
For both technical and ecological
reasons, intelligent lightweight
construction has been fundamental to
Porsche since our first car in 1948.
This forms the basis for achieving low
fuel consumption values in conjunction
with outstanding performance.
On the technical side, we use a high
proportion of aluminum, magnesium,
plastics, and super high-strength sheet
steel. The materials used have been
selected for their ability to withstand
load, yet they are considerably
lighter than conventional steel.On the ecological side, all materials used
are meticulously selected. All synthetic
components are easily recyclable. And
each material is labeled to facilitate its
separation for recycling. The reduction
in the number of plastic variants helps to
ensure more efficient recycling. Recycled
plastics are used where they meet our
exacting technical requirements.
In short, the new 911 Turbo models are
approximately 95 percent recyclable.
In addition, Porsche uses a high
proportion of environmentally
friendly water-based paints. For us,
environmental protection does not begin
at the end of a vehicle’s life. It starts at
the planning and development stage. having the same fuel economy of 17 mpg
in the cit y and 24 mpg on the highway.
Noise
The 911 Turbo models and the new
911 Turbo S comply with all current
noise regulations—without resorting
to engine encapsulation. To achieve
this, we’ve eliminated noise at the
source: Engine components are
more rigid, moving parts lighter,
and tolerances reduced to a
minimum. High-efficiency silencers
and resonators in the intake system
help to reduce noise even further.
Fuel
All Porsche models are designed to
operate on fuels with an ethanol content
of up to 10 percent. Ethanol has a positive
impact on the CO
2 balance since the plants
grown for the production of this biofuel
also absorb CO
2 from the atmosphere.
The release of hydrocarbons from the fuel
system has been minimized, thanks in no
small part to the active carbon filter and the
multilayered material from which the fuel
tank is made. All fuel lines are made from
multilayered plastic, steel, or aluminum.
The new 911 Turbo models have
maximized the fuel-saving technologies,
which results in all the 911 Turbo models

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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