2013 PORSCHE 911 TURBO tire size

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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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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.