2013 PORSCHE 911 TURBO wheelbase

910 911 Tu r b o | Design
A lot of designed objects make
a stunning debut. Very few
achieve lasting impact.
Design can only endure if form is not
just a shell. If form truly follows function,
then that object cannot—should not—
be any thing else. When that ideal is
realized, the result is something truly
timeless; something that will serve
as the essential reference point for
every thing that comes after it. There can be no doubt about the origin
of the new 911 Turbo. In its form,
proportions, and lines, it is clearly
evolved from all previous 911 Turbo
models. The changes are subtle yet
profound. The fenders are higher than
the front hood; the extra inch at the back
compared to previous models creates an
especially dynamic tension. Height and
overhangs have been reduced, while the
wheelbase is approximately four inches
longer, improving stability and stretching
the characteristic arc of the 911 roofline. The new 911 Turbo looks more
powerful, more agile, sportier.
An iconic feature of the 911 Turbo
is the rear aerodynamic wing. In the
new 911 Turbo, it ’s been completely
revised and, together with the
adaptive spoiler at the front, forms
the completely new Porsche Active
Aerodynamics (PA A) system.
The design of the new 911 Turbo
Cabriolet is also resetting standards in
both form and function. The integrated
supporting magnesium elements of the
fabric top are light weight yet rigid to
help the Cabriolet retain the distinctive
form of the 911 when the top is up.
And at the same time, they help make
it extremely stable, to enhance the
structural rigidit y of the chassis that is
so essential to a Porsche sports car.
Starts off on graph paper.

Doesn’t fit into any grid.
Design.

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The chassis on the new 911 Turbo
features a longer wheelbase and
an even wider track. But make no
mistake: The 911 Turbo is still about
shortening distances: bet ween entry
and exit, bet ween one cit y and the next,
bet ween you and driving pleasure.
Changes to the chassis dimensions on
the new 911 Turbo enable smoother high-
speed maneuvers and exceptionally high
levels of stability. Its cornering agility
can scarcely be described in words. The new rear-axle steering transforms
the cornering feel of the new
911 Turbo. Handling is much more
responsive at low speeds. And at
higher speeds, stabilit y is increased.
Other contributions to the 911 Turbo
driving experience are made by its
chassis control systems: Porsche
Stability Management (PSM), Porsche
Active Suspension Management (PASM),
and Porsche Dynamic Chassis Control
(PDCC), which is standard in the new
911 Turbo S models and available
as an option for the 911 Turbo and
the new 911 Turbo Cabriolet.
Each of these systems is detailed
in the following pages. For now,
all you need to know is: Longer
and wider is a good thing.
Longer and wider, it still gets to the point in the shortest amount of
time possible.
Chassis.

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1
2
1 More agile ef fect of rear-axle steering |
2 Stabilizing effect of rear-axle steering
Power | Chassis
Rear-Axle Steering
Porsche engineers have always factored
in the positive effect of passive rear-
wheel steering—the slight articulation
of the rear wheels to “ toe in” or “ toe
out ” when cornering. Thanks to the new
rear-axle steering that ’s standard on all
new 911 Turbo models, that effect is no
longer passive. Two electromechanical
actuators located on the rear axle
steer the rear wheels of the new
911 Turbo models up to approximately
2.8 degrees in the same or opposite
direction as the steering angle on the
front axle, depending on speed. At speeds of up to 31 mph, the system
steers the rear wheels in the opposite
direction to that of the front wheels.
This has the virtual effect of shortening
the wheelbase. The turning circle
is reduced, steering into corners
becomes much more dynamic, and
parking is noticeably easier.
At speeds above 50 mph, the system
steers the rear wheels in the same
direction as that of the front wheels.
The effect is a virtual extension of
the wheelbase for increased stability
during high-speed maneuvers—a
cruising-speed lane change on
the interstate, for example.Bet ween 31 and 50 mph, the
steering direction is constantly
changing, depending on the driving
conditions. Thanks to the excellent
stabilizing properties of rear-axle
steering, it has also been possible
to make the steering ratio on the
front axle more direct around the
central position. The advantage is
greater agilit y at higher speeds.
There is no contradiction between
stability and agility, performance,
and everyday practicalit y. The new
rear-axle steering results in greater
maneuverability in day-to-day
driving—and a clearly noticeable
increase in maximum performance.

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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