Front axle

Chassis 4

4.2 Front axle

The technical data is intended to provide an overview only. As it is subject to change in the course of the model year, the data published in the PIWIS information system always takes precedence.

4_02_11

The redesigned front axle with optimized lightweight McPherson struts reduces the vehicle weight by 4.4 lbs (2 kg). The front-axle cross member was optimized with respect to crash and rigidity requirements. The increased anti-dive characteristic reduces diving at the front of the vehicle during full braking and shortens the braking distance. The track on the front axle is 2˝ (52 mm) wider on the 911 Carrera S and 1.8˝ (46 mm) wider on the 911 Carrera for additional driving stability and agility during cornering.

Front-axle cross member

The front-axle cross member has been newly developed for the 911 Carrera/ Carrera S. The geometry has been completely revised based on rigidity and crash requirements. To increase the track width, the axle attachment points of the lower control arm plane were moved out by 18 mm on each side in the case of the control arm and by 13 mm in the case of the trailing arm.

Control arm

The proven system from the previous model of the lower control arm plane with a control arm and a trailing arm on each side was retained and optimized in a number of details.

A hydraulic mount in the control arm at its connection point to the trailing arm ensures that high-frequency vibrations are effectively suppressed during longitudinal movements, resulting in less disturbing influences on the steering and the vehicle body. The outer ball joint has been redesigned and modified specifically to achieve increased transverse rigidity without compromising on joint mobility.

Trailing arm

The trailing arm design is based on crash and misuse requirements as well as the necessary wheel guidance characteristics. Its length is 13.7˝ (352 mm). For weightreduction purposes, an M12 screw (previously M14) is used for attachment to the body - as is now the case for all threaded joints between the front axle and the body. The front ball joint has been adapted accordingly.

Suspension strut

The new lightweight suspension strut consists of a double-tube gas-filled shock absorber and a concentrically arranged coil spring, which is in turn adapted to the different vehicle variants. Basic Carrera chassis Spring rate: 24 N/mm Carrera/Carrera S PASM chassis Spring rate: 28 N/mm Carrera/Carrera S PASM sports chassis Spring rate: 33 N/mm The springs are color-coded to indicate the spring tolerance and the chassis version.

Wheel carrier

To reduce weight, the wheel carrier is manufactured as a torsionally and flexurally rigid hollow-cast part. To optimize the flow of cooling air to the brakes, the geometry in the area of the steering arm is designed to allow ventilation via the brake air spoiler mounted on the trailing arm with minimal flow losses. The component is partially ribbed on the inside for noise reduction purposes.

Wheel bearing

The proven system from the previous model with press-fit and additionally tensioned “first generation” wheel bearing is used in order to reliably transfer the increased transmission forces generated by the higher performance (see Fig. 4_06_11). This concept has the advantage of very firm lateral wheel guidance combined with low weight, and therefore contributes to the very precise handling typical of a sports car. Chassis 4

Chassis 4

This technical data is intended to provide an overview only. As it is subject to change in the course of the model year, the data published in the PIWIS information system always takes precedence. Anti-roll bars

The diameter and thickness of the anti-roll bars have been designed to match the vehicle’s weight and driving dynamics. The following variants are installed:

911 Carrera Basic chassis

Tube 26.8 x 4.0 mm PASM chassis Tube 26.8 x 4.0 mm PASM sports chassis (Coupé only) Tube 28.0 x 4.0 mm

911 Carrera S

PASM chassis Tube 26.8 x 4.0 mm PASM sports chassis (Coupé only) Tube 28.0 x 4.0 mm

Axle geometry/kinematics

The axle kinematics have been completely overhauled to improve driving dynamics and for the implementation of new systems (e.g. PDCC, electromechanical power steering). The axle adjustment values vary for the different variants (e.g. camber for 911 Carrera -0° 20 , 911 Carrera with PASM and 911 Carrera S -0° 35 as well as PASM sports chassis -0° 50 ). The kinematic toe-in adjustment is -10’ per 10 mm of compression travel, while the kinematic camber adjustment is -14’ per 10 mm of compression travel.

To maintain the same turning circle as in the previous model despite the 100 mm longer wheelbase, the steering kinematics were also adapted and the wheel angle increased accordingly at full steering lock. At the maximum steering angle, the turning circle is 33.39 ft (10.3 m) with an Ackermann value of 40%.