2014 PORSCHE 911 TURBO 911 TURBO S 991 SERVICE MANUAL

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Service Information 2014 Technik Introduction 911 Turbo/911 Turbo S (991)

Important Notice: Some of the contents of this AfterSales Training brochure was originally written by Porsche AG for its rest-ofworld English speaking market. The electronic text and graphic files were then imported by Porsche Cars N.A, Inc. and edited for content. Some equipment and technical data listed in this publication may not be applicable for our market. Specifications are subject to change without notice.

We have attempted to render the text within this publication to American English as best as we could. We reserve the right to make changes without notice. © 2013 Porsche Cars North America, Inc. All Rights Reserved. Reproduction or translation in whole or in part is not permitted without written authorization from publisher. AfterSales Training Publications Dr. Ing. h.c. F. Porsche AG is the owner of numerous trademarks, both registered and unregistered, including without limitation the Porsche Crest®, Porsche®, Boxster®, Carrera®, Cayenne®, Cayman®, Panamera®, Speedster®, Spyder®, 918 Spyder®, Tiptronic®, VarioCam®, PCM®, PDK®, 911®, 4S®, FOUR, UNCOMPROMISED.® and the model numbers and the distinctive shapes of the Porsche automobiles such as, the federally registered 911 and Boxster automobiles. The third party trademarks contained herein are the properties of their respective owners. Porsche Cars North America, Inc. believes the specifications to be correct at the time of printing. Specifications, performance standards, standard equipment, options, and other elements shown are subject to change without notice. Some options may be unavailable when a car is built. Some vehicles may be shown with non-U.S. equipment. The information contained herein is for internal use only by authorized Porsche dealers and authorized users and cannot be copied or distributed. Porsche recommends seat belt usage and observance of traffic laws at all times.

Printed in the USA

Part Number - PNA 911 TUR 14

Edition - 9/13

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Foreword Its presentation at the Paris Motor Show in 1974 marked the beginning of a unique success story for the 911 Turbo. With the Turbo, a benchmark for the Sports Car was born. A proverbial technology pioneer from the very beginning, each generation of the 911 Turbo represented the pinnacle of what is technologically possible in terms of performance. It was always ahead of its time: While others were still using large-displacement 12-cylinder engines in their top models, the 911 Turbo managed to set new standards with a relatively small, lightweight, but extremely powerful flat-six engine. We have followed this tradition undeterred ever since. Today, we use unique technologies, such as Variable Turbine Geometry (VTG), which significantly increases both the performance and efficiency of the turbo engine.

ation of the 911 Turbo represents an unusually large step forwards in terms of development: In essence, this is a completely new vehicle, with a longer wheelbase, wider track, larger wheels and intelligent lightweight construction. The result is higher performance potential and greater comfort.

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Even with all the innovations that make up previous model history, the new gener-

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From this starting point, a new generation of variable systems in the areas of drive technology, driving dynamics and aerodynamics elevates the driving experience to a totally new level.

intended as a basis for repairs or for diagnosis of technical problems. Information for repairs or diagnosis is available in the PIWIS workshop manual.

Please also refer to the information offered by the Porsche Academy, which is being constantly expanded and updated.

Highlights: • Porsche Active Aerodynamics (PAA) with variable front spoiler and rear wing with multiple adjustment options for high-speed stability and good everyday usability • Rear axle steering for greater agility and stability • Porsche Dynamic Chassis Control (PDCC) and dynamic engine mounts for extremely precise vehicle handling with a high level of comfort • Efficiency measures, such as thermal management, vehicle electrical system recuperation, the Auto Start Stop function, coasting and virtual gears for a reduction in fuel consumption of up to 16% despite up to 30 hp extra power

An extensive range of additional comfort features and assistance systems significantly increases the feel-good factor. The highlights are Porsche Active Safe (PAS) adaptive cruise control, Porsche Entry & Drive, LED headlights inclluding Porsche Dynamic Light System (PDLS), external electric slide/tilt glass roof and Burmester high-end surround sound system. This is the first time that the 911 Turbo and the 911 Turbo S are launched on the market simultaneously.

The new 911 Turbo S traditionally distinguishes itself with its particularly sporty brand positioning and outstanding driving characteristics. All the performance enhancing components offered as optional extras with the 911 Turbo are standard (e.g. the PDCC anti-roll stabilization system, the Sport Chrono package with dynamic engine mounts, PCCB ceramic brake system and 20-inch Turbo S wheels with central lock). When it comes to performance, as a Sports Car that is fully suitable for everyday operation, the 911 Turbo S comes very close to reaching two magic limits that previously seemed the exclusive preserve of extreme Super Sports Cars: 0 to 62 mph (100 km/h) in 3.1 seconds and 0 to 124 mph (200 km/h) in 10.3 seconds are unrivalled figures in the 911 Turbo segment. To sum up: the 911 Turbo has been the benchmark since 1974.

Porsche Service Training Team

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The Service Information Technik is not

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Table of Contents

1

Engine

1

1.1

General information

1

1.2

Technical data

3

1.3

Belt drive

5

1.4

Pistons and connecting rods

5

1.5

Piston spray cooling

6

1.6

Crankshaft

6

1.7

Crank drive

7

1.8

Pulley

7

1.9

Cylinder heads

8

1

DME engine electronics

2

Power transmission

3

9

1.11 VarioCam Plus

10

1.12 Engine oil circuit

11

1.13 Cooling system

13

2

DME engine electronics

15

2.1

General information

15

2.2

Fundamentals of Digital Motor Electronics (DME)

16

2.3

Fuel system

17

2.4

Intake system

18

2.5

Mixture formation

23

2.6

Ignition system

27

2.7

Exhaust system/emission control

27

2.8

Other DME functions

30

2.9

Auto Start Stop function

33

3

Power transmission

37

3.1

General information

37

3.2

Gear shifting

38

3.3

Coasting

39

3.4

Neutral via paddle

41

3.5

Auto Start Stop system

41

3.6

Thermal management

42

3.7

Controlled rear differential lock

42

3.8

All-wheel drive – Porsche Traction Management (PTM)

44

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1.10 Camshafts

Engine

Chassis

Body

Body equipment, exterior

Body equipment, interior

4 5 6 7

4

Chassis

53

4.1

General information

53

4.2

Wheelbase and track widths

54

4.3

Porsche Active Suspension Management (PASM)

54

4.4

Porsche Dynamic Chassis Control (PDCC)

55

4.5

Rear axle steering (HAL)

56

4.6

Power steering

65

4.7

Brake system

66

4.8

Wheels and tires

71

4.9

Control systems

72

4.10 Sport/Sport Plus mode

74

5

Body

79

5.1

General information

79

5.2

Body in white

80

5.3

Body repairs

82

5.4

Aerodynamics

82

5.5

Add-on parts and luggage compartment

83

6

Body – Exterior equipment

85

6.1

General information

85

6.2

Front view

85

6.3

Side view

88

6.4

Rear view

90

6.5

Spoilers

92

6.6

Exterior mirrors

7

Body – Interior equipment

7.1

General information

101

7.2

Concept

102

7.3

Seats

104

100

101

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Heating and air-conditioning

105

8.1

General information

105

8.2

Ventilation

106

8.3

Operation

109

8.4

Refrigerant circuit

113

8.5

Actuators and sensors

114

8.6

Topology of the air-conditioning system

115

9

Electrics and electronics

9.1

General information

117

9.2

Network topology

118

9.3

Lighting

119

9.4

Glossary

124

Heating and air conditioning

8

Electrics and electronics

9

117

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911 Turbo/S (991) 1 Engine

1

Engine

01_01_14

1.1 General The engines in the new 911 Turbo and 911 Turbo S models represent a systematic

The new engines also have the following important basic characteristics: • Flat-six engine • 3.8 l displacement • Turbocharging with variable turbine geometry (VTG) • Direct fuel injection (DFI) with multi-hole injectors • Cylinder heads with tumble intake ports • Expansion intake manifold • Integrated dry-sump lubrication • Electronic demand-controlled oil pump • 4-valve technology with hydraulic valve clearance compensation • Intake camshaft control and valve lift adjustment VarioCam Plus

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enhancement of the well-proven and powerful engines used in the previous models.

• Individual ignition coils with static high-voltage ignition distribution

1.1

General information

• On-board diagnosis (OBD II)

1.2

Technical data

3

• 911 Turbo: Overboost function with higher maximum torque (in combination with

1.3

Belt drive

5

1.4

Pistons and connecting rods

5

1.5

Piston spray cooling

6

1.6

Crankshaft

6

1.7

Crank drive

7

1.8

Pulley

7

1.9

Cylinder heads

8

the optional Sport Chrono package)

1.10 Camshafts

1

9

1.11 VarioCam Plus

10

1.12 Engine oil circuit

11

1.13 Cooling system

13

1

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911 Turbo/S (991) The development goals for the new 911 Turbo engines were as follows: • Increase in power output and torque – 911 Turbo • Increase in power output and torque (incl. overboost) – 911 Turbo S • Increase in maximum engine speed – 911 Turbo S

Engine

1

• High charge-air cooler efficiency • Reduction of 15-16% in fuel consumption and CO2 emissions • Acoustics of the engine sound • Adaptation of add-on parts due to wheelbase lengthening by 3.9 inches (100 mm) • Weight reduction • New tailpipe system incl. visual differentiation between 911 Turbo and 911 Turbo S • Sports tailpipes option with additional differentiation • Sound with SPORT button

These goals were achieved in particular thanks to the following new features and

New features • Pistons, connecting rods and manifold • Adapted turbochargers • Thermal management • Sound symposer • New turbo tailpipe look with twin tailpipes and differentiated surface for 911 Turbo and 911 Turbo S • Optional sports tailpipes • Geometric adaptation of add-on parts to the new space available

2

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enhancements:

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911 Turbo/S (991) 1.2 Technical data With the new engine developments and the vehicle-specific changes aimed at reducing fuel consumption and CO2 emissions (e.g. Auto Start Stop function, coasting,

shown below.

Engine

Full load curves 911 Turbo

01_02_14

Technical engine specifications Engine type.............................................................................................MA 171 No. of cylinders ................................................................................................6 Valves per cylinder ............................................................................................4 Displacement ......................................................................................3,800 cm3

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virtual gears, …), the new 911 Turbo models achieve the characteristic values

Bore ......................................................................................................102 mm Stroke ..................................................................................................77.5 mm Power .......................................................................................520 hp (383 kW) At engine speed .....................................................................6,000 – 6,500 rpm Max. torque...........................................................................487 ft. lb. (660 Nm) At engine speed .....................................................................1,950 – 5,000 rpm Compression ratio.......................................................................................9.8:1 Intake valve lift, small...............................................................................3.6 mm Intake valve lift, large .............................................................................10.5 mm Exhaust valve lift..................................................................................10.32 mm Governed speed..................................................................................7,000 rpm Engine weight.........................................................................478.4 lbs. (217 kg)

3

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911 Turbo/S (991) Full load curves 911 Turbo S

Engine

1 Technical engine specifications Engine type..........................................................................................MA 171 S No. of cylinders ................................................................................................6 Valves per cylinder ............................................................................................4 Displacement ......................................................................................3,800 cm3 Bore ......................................................................................................102 mm Stroke ..................................................................................................77.5 mm Power .......................................................................................560 hp (412 kW) At engine speed .....................................................................6,500 – 6,750 rpm Max. torque...........................................................................516 ft. lb. (700 Nm) At engine speed .....................................................................2,100 – 4,250 rpm Compression ratio.......................................................................................9.8:1 Intake valve lift, small...............................................................................3.6 mm Intake valve lift, large .............................................................................10.5 mm Exhaust valve lift..................................................................................10.32 mm Governed speed..................................................................................7,200 rpm Engine weight.........................................................................478.4 lbs. (217 kg)

4

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01_03_14

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911 Turbo/S (991) 1.2 Belt drive Because the 911 Turbo and 911 Turbo S (991) feature electromechanical steering, the servo pump on the engine is no longer required. If the vehicle is equipped with the optional PDCC system, the hydraulic pump for this system is mounted at this

Engine

Belt drive with (right) and without (left) PDCC pump

01_05_14

1.3 Pistons and connecting rods Similar to the previous model, forged aluminum pistons are used to reliably achieve the high power values of the new engine. Many details of the piston rings were improved to minimize frictional losses and a DLC coating was also applied to the first ring. To reduce lateral forces and ensure reliable transmission of the enormous gas forces from the piston to the crankshaft, the connecting rod was modified compared with the previous model.

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1

position.

01_06_14

A computer-optimized design of piston and connecting rod in combination with a short compression height permits the components to be designed with an optimum power-to-weight ratio. The low mass forces bring about a reduction in the crank drive loads and enhance the smooth running of the engine.

DLC coating The high-grade coating on the first piston

To ensure the load capacity of the new 911 Turbo engines as well as the higher

ring is a DLC coating.

power and torque values, the pistons were strengthened and adapted. This made it

DLC (= Diamond-like Carbon) is a coating

possible to increase the maximum peak pressures by more than 10% and consider-

technology used on high-performance

ably improve internal efficiency. As a result, it was also possible to achieve the

cutting tools for machining metal.

increases in power compared with the previous models at comparable boost pres-

It is an amorphous carbon layer with

sures using new thermodynamic tuning (e.g. valve timing and timing angle).

outstanding anti-friction and wear properties.

5

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911 Turbo/S (991) 1.4 Piston spray cooling In order to reduce the piston crown temperature, the 911 Turbo engines are provided with piston spray cooling. The spray nozzles are press-fitted in the crankcase. To

1

tures, these spray nozzles only open at a higher oil pressure.

01_07_14

1.5 Crankshaft The new 911 Turbo features a gas-nitrided crankshaft to transfer the high forces (see note at the left). The crankshaft is drop-forged, runs on eight bearings and has twelve balancing weights. The main bearing 4 is designed as a thrust bearing. Axial Nitriding is a thermochemical heat

play is determined by two thrust plates, which are inserted at the left and right of

treatment process that is performed at

the bearing. The main bearings of journals 1/3/5/7/8 are designed as plain bear-

temperatures between 662° F (350° C) and

ings, while the main bearings of journals 2/4/6 are designed as partially grooved

1112° F (600° C). Positively charged ions

bearings. The drive mechanism for the two drive chains for the camshafts and

from the furnace wall (anode) strike the

demand-controlled oil pump is located on the pulley side.

crankshaft, which serves as the cathode, at a high collision speed. This ion bombardment initially results in extremely intensive cleaning of the crankshaft. The surface is then enriched with nitrogen by subsequent heating in a vacuum chamber. This results in greater surface hardness.

01_08_14

6

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Engine

ensure the necessary engine oil pressure at low rpm and high engine oil tempera-

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911 Turbo/S (991) 1.6 Crank drive The two timing chains are controlled by guide and tensioning rails. Two hydraulic chain tensioners connected to the engine oil circuit ensure the required tensioning

911 Turbo engines.

Engine

Crank drive and timing drive

01_09_14

1.7 Pulley The pulley was adopted from the previous model with the following design enhancements: • Torsional vibration balancer • Hub in forged aluminum

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of both chains. The guide rail for the oil pump drive is no longer used on the new

The pulley comprises a torsional vibration balancer with a hub in forged aluminum and a steel flywheel. This design enhancement has allowed the improved smooth running and acoustics of the engine to be retained for the new 911 Turbo.

01_10_14

7

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911 Turbo/S (991) 1.8 Cylinder heads Similar to the previous model, the camshafts are no longer located in separate camshaft housings, but are completely integrated in the cylinder heads. This

1

more compact design and reduced overall weight.

01_11_14

The improved cross-flow cooling enables good cooling of the cylinder head, in particular the areas subjected to high thermal loads around the exhaust valve seat rings. The intake ports have a special shape to support efficient mixing of the air and fuel. The tumble port used here is characterized by narrowing of the intake ports upstream of the valve seat. This port shape accelerates the air flowing into the cylinder and sets it in a tumbling motion. As a result, the injected fuel is mixed even better with the air.

8

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Engine

reduces the number of components, sealing faces and threaded joints, resulting in a

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911 Turbo/S (991) 1.9 Camshafts Assembled camshafts are used on the 911 Turbo (991). An assembled camshaft is a camshaft on which the cams are manufactured separately from the shaft body.

The cams are subsequently joined permanently to the shaft body.

Engine

1_12_14

The separation of the camshaft into cams and shaft allows a choice of material, production method and heat treatment matched specifically to the functions and loads.

The Presta technology used in an assembled camshaft offers numerous advantages.

The most important advantages are: • Weight saving of 30–40% compared with a conventional camshaft • Transmission of high dynamic and static torques • Combination of high-quality cam materials with cost-effective, less highly stressed tube and end-piece materials • Reduced production costs for further machining and final machining of the

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Assembled camshaft

1

camshaft and therefore lower investments and more favorable production costs

9

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911 Turbo/S (991) 1.10 VarioCam Plus The requirements imposed on engine design with regard to customer requests for higher performance combined with improved driving comfort, compliance with emis-

Engine

1

sion regulations and reduced fuel consumption create conflicting design criteria.

The development of VarioCam Plus was therefore based on the idea of producing a variable engine, which can be optimized for maximum performance and also for regular driving in urban traffic or on country roads. This requires a control system for the intake camshaft to vary the opening and closing times in combination with a

Operating principle of VarioCam Plus

1_13_14

The camshaft control principle is based on the principle of a vane adjuster, which is made completely of aluminum. The adjustment range is 50° crank angle. The control unit determines the current position of the camshaft in relation to the crankshaft (actual angle) on the basis of the speed sensor signal and the Hall sender signal.

The position control in the control unit receives the desired setpoint angle via the programmed map values (engine speed, load, engine temperature). A controller in the Motronic unit activates the 4-way proportional valve according to the desired adjustment if there is a difference between the setpoint angle and actual angle.

10

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valve lift system.

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911 Turbo/S (991) 1.11 Engine oil circuit

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Engine

01_14_14

11

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911 Turbo/S (991) Variable oil pump Similar to the previous model, the engine oil pressure is supplied via a variable oil pump. This means that the correct oil quantity and the correct oil pressure are

Engine

1

always delivered.

Since only internal leaks can occur in the oil pump and these do not result in any disadvantages, it has been possible to dispense with the following seals on the oil pump compared with the previous model: • Sealing rings on the oil suction pumps (on the back of the pump) • O-ring on the pressure outlet (Figure 15, 16)

As a result, it was also possible to dispense with machining of the corresponding grooves. Other modifications include the asymmetrical strainer and omission of the

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holder.

12

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911 Turbo/S (991) 1.12 Cooling system To cope with the additional heat produced as a result of the increased power, the radiators and radiator fans in the front end have been redesigned. Similar to the previous models, the new 911 Turbo models also feature a center radiator as standard

side radiators have a cooler surface with greater recooling efficiency. The output of

Engine

the radiator fans was increased to 400 watts (997 Turbo/S II 280 watts).

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1

equipment. This is essentially new and its air flow has been further improved, The

01_19_14

To permit dissipation of the additional heat produced on the new 911 Turbo S, additional air blades were fitted on the sides of the front apron. These allow a higher

1 Cylinders 1 to 6

cooling air flow rate through the side radiators and ensure even better radiator per-

2 Turbocharger

formance. The additional air blades are also used as standard on the 911 Turbo in

3 Engine oil heat exchanger

extremely hot countries.

4 Heat exchanger for PDK gear wheel set 5 Heat exchanger for PDK clutches 6 Coolant expansion tank 7 Heating heat exchanger 8 Right radiator 9 Center radiator 10 Left radiator 11 Pump for front-axle final drive 12 Heat exchanger for front-axle final drive 13 Cooling system with thermostat open 14 Cooling system with thermostat closed 15 Check valve

13

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911 Turbo/S (991) 2 DME engine electronics 2.1 General The objective for the 911 Turbo (991) was to specifically improve its existing top position amongst the competition by making further modifications and to improve the specific Porsche performance values even further.

DME Engine electronics

The enhancement of the driving experience through the use of the engine sound

2

symposer and the application of the intermediate throttle shift function for the Porsche Doppelkupplung (PDK) are just some of the enhanced functions in the engine area.

Further development objectives for the 911 Turbo (991): • Reduction in fuel consumption

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• Lower tailpipe emissions • Increase in power output and torque – 911 Turbo and 911 Turbo S • Optimized efficiency of the charge air path and exhaust system • Application of intermediate throttle function • Acoustics of the engine sound

02_01_14

Enhancements:

2.1

General information

2.2

Fundamentals of Digital Motor

• Increase in maximum engine speed of 911 Turbo S (7,200 rpm) • Electronic throttle actuator control for optimal boost pressure build-up • Improved Auto Start Stop function • Coasting function • Continuous slip operation at low engine speeds – virtual gears

15

Electronics (DME)

16

2.3

Fuel system

17

2.4

Intake system

18

2.5

Mixture formation

23

2.6

Ignition system

27

2.7

Exhaust system/emission control 27

2.8

Other DME functions

30

2.9

Auto Start Stop function

33

15

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911 Turbo/S (991) Technical data

DME Engine electronics

2 The main focus of the features and equipment described here is on the new developments and modifications compared with the 911 Turbo (997) and on the distin-

Additional basic information can be found in the Service Information Technik for the 911 Turbo (997) and in the current Service Information Technik for the 911 Carrera and 911 Carrera 4 models (991).

2.2 Fundamentals of Digital Motor Electronics (DME) The DME control unit SDI 9 from Continental is used for the 911 Turbo (991). This control unit offers the following new components and functions: • Improved processing power • Sequential control of multi-hole injectors (6-hole injector) • Application of the two turbochargers • Sound symposer • Thermal management (adapted to 991 Turbo-specific requirements) • Improved Auto Start Stop function • Coasting function • OBD II/LEV II/EOBD

16

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guishing features of the new 911 Turbo in Group 2.

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911 Turbo/S (991) 2.3 Fuel system Fuel quality The engine is designed for unleaded fuel 93 octane ( R+M 2 ). Adaptation is performed by the knock control if fuels with a fuel quality of at least 90 octane are used.

DME Engine electronics

Low-pressure side

2

The fuel low-pressure side in the 911 Turbo (991) has the same design as the 911 Carrera 4 (991). The fuel tank volume has of 18 gallons (68 liters), including a

1 Fuel pump

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reserve of 2.6 gallons (10 liters).

2 Venturi nozzle/sucking jet pumps in the tank pockets on the left and right 3 Fuel filter 4 Fuel pressure regulator 5 Fuel pressure line

Internal design of the fuel tank is the same as the 911 Carrera 4 (991)

02_02_14

The PWM signal produced by the DME control unit for the pre-delivery pressure and delivery rate is converted to three-phase AC voltage by the fuel pump control unit (Fig. 02_03_14).

High-pressure side Like their previous models, the new 911 Turbo models also feature direct fuel injec-

Control unit for electric fuel pump

02_03_14

tion (DFI) by means of multi-hole injectors (6-hole injectors) with a fuel pressure of between 580 psi (40) and 2030 psi (140 bar). The advantage of this, also for the new models, is that high power and torque values are achieved and fuel consumption and CO2 and exhaust emissions are reduced.

The fuel pump must never be supplied directly with electrical power.

17

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911 Turbo/S (991) 2.4 Intake system In addition to turbocharging, the intake and exhaust system is crucial for the thermodynamic efficiency of the turbocharged engines. To ensure a high power potential,

DME Engine electronics

2

the intake and exhaust system has low pressure losses, high charge-air cooler recooling rates, an efficient emission control system and an expansion intake manifold to improve the efficiency of the engine.

Air supply The air routing and the components in the intake system of the 911 Turbo (991) were adapted to suit the geometric installation conditions. In addition to geometric modifications to the components, their flow characteristics have also been optimized in order to further improve efficiency. A new feature is the standard sound

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symposer. Figure 02_04_14 below provides a overview.

1 Air cleaner 2 VTG turbocharger (compressor) 3 Charge-air cooler 4 Sound symposer (diaphragm) 5 Switching valve for sound symposer 6 Throttle valve 7 Expansion intake

Air side of the 911 Turbo (991) – schematic diagram

02_04_14

Air cleaner To achieve the required maintenance intervals, the air cleaner on turbocharged engines must meet special requirements due to the higher air-flow rate. Compared with the air cleaner housing on the 911 Carrera (991) models with two air filter elements, the modified air cleaner housing used on the 911 Turbo (991) has one large, single-piece air filter element.

18

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911 Turbo/S (991)

DME Engine electronics

2

1 Air intake 2 Air cleaner housing

Installation position of air cleaner in 911 Turbo

02_05_14

On the 911 Turbo (991) models, an intake air silencer is also used on each of the intake air lines at the left/right (between the air cleaner and compressor). These are located just in front of the compressors and consist of a perforated pipe measuring approximately 150 mm (No. 1, Fig. 02_07_14 and Fig. 02_08_14) with a cylindrical housing. The intake air silencers reduce disturbing backflow noises through the

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3 Intake opening for charge-air cooler

Installation position of air cleaner 02_05_14 in the 911 Turbo with rear apron removed

compressor when the throttle valve is closed in overrun mode.

1 Intake air silencer

02_07_14

The weight of the pressure pipes between the charge-air cooler and throttle valve was reduced by approximately 40% compared with the previous models by modifying the pipe design. The 911 Turbo (991) models also feature an expansion intake manifold to improve the efficiency of the engine. This specific intake system with its targeted use of air oscillations also helps to achieve high engine performance and low fuel consumption at high loads and engine speeds.

02_08_14

19

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911 Turbo/S (991) VTG turbocharger Similar to the previous models, the 911 Turbo (991) models also feature a turbocharger with variable turbine geometry (VTG). The new 911 Turbo models once

DME Engine electronics

2

again demonstrate the core competence of Porsche in engine technology and continue to set standards amongst the current competition. This turbocharging technology with variable turbine guide blades, which is unusual for turbocharged gasoline engines, enables functionality up to a maximum exhaust gas temperature of approx.

1796° F (980° C) on the 911 Turbo (991) models.

The principle of variable guide blades, which guide the exhaust flow onto the turbine wheels of the turbocharger in a variable and targeted manner, also combines the function of small (Figure 02_09_14) and large (Figure 02_10_14) turbochargers on the new 911 Turbo models. Here, the guide blades are practically closed for good response with high torque values at low revs and are open for high output values at

“Small” turbocharger with guide blades closed

02_09_14

“Large” turbocharger with guide blades open

02_10_14

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high rpm. In addition, maximum torque is available over a wide engine speed range.

02_11_14

The turbochargers have been modified for the 911 Turbo (991) engines. New compressors ensure even better turbocharger responsiveness and a optimized boost pressure curve.

The overboost function in combination with the optional Sport Chrono package (standard on the 911 Turbo S) is also offered for the new 911 Turbo and is also available for the first time for the new 911 Turbo S. When the SPORT or SPORT PLUS button is pressed and the accelerator pedal is fully depressed, the boost pressure is raised by approximately 2.18 psi (0.15 bar) for maximum 20 seconds in the mid-rpm range both on the 911 Turbo and on the new 911 Turbo S. As a result, the maximum boost pressure during active overboost in the mid-rpm range is increased to approximately 2,000 hPa on the 911 Turbo (991) models and even up to 2,200 hPa on the 911 Turbo S (991) models. The overboost function increases the maximum torque of the 911 Turbo from 487 ft. lb. (660 Nm) to 524 ft. lb. (710 Nm) and from 516 ft. lb. (700 Nm) to 553 ft. lb. (750 Nm) on the 911 Turbo S.

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911 Turbo/S (991) Deceleration air system A bypass between the entry and exit sides of the compressor pumps the charge air in the circuit in order to maintain the boost pressure during deceleration phases and

ed by means of a vacuum. The diverter valves are located above the charge-air coolers.

DME Engine electronics

1 Diverter valve 2 Charge-air cooler 3 Charge-air cooler intake

02_12_14

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for better responsiveness after deceleration phases. The diverter valves are activat-

02_13_14

Charge-air coolers The charge-air coolers have also been modified for the 911 Turbo (991) models.

With the same mesh structure, comparable size and re-cooling rates, it was possible to reduce pressure loss by redesigning the intake and vent boxes, thereby increasing the efficiency of the charge-air coolers.

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911 Turbo/S (991) Expansion intake manifold The expansion intake manifold operates in the same way as on the 997 Turbo DFI models. The expansion intake manifold (1) on the 911 Turbo/Turbo S (991) can be

DME Engine electronics

2

identified by the black-colored plastic on the expansion intake manifold components.

The expansion intake manifold has been adapted geometrically to suit the installation position on the 991 Turbo vehicles.

02_14_14

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1 Expansion intake manifold

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911 Turbo/S (991) 2.5 Mixture formation Injection strategies A map-controlled injection strategy is used, depending on the operating state and engine temperature. The operating states listed here can be allocated to the following injection strategies.

Engine start:

DME Engine electronics Triple injection during the compression

2

stroke Catalytic converter warm-up:

Dual injection (once during the intake stroke and once during the compression stroke)

Engine at operating temperature:

Single, dual or triple injection, depending on engine speed and load

Idle speed:

Single injection during the intake stroke

- 1,000 rpm up to 2,600 rpm:

Triple injection during the intake stroke

- 2,600 rpm up to 3,000 rpm:

Dual injection during the intake stroke

- Above 3,000 rpm:

Single injection during the intake stroke.

Camshaft control The familiar intake camshaft control and valve lift adjustment system VarioCam Plus is still used on the 911 Turbo (991). Efficiency can be increased by way of 10% higher peak pressures during the combustion process. New thermodynamic combustion tuning with the same boost pressures was achieved by re-tuning the valve timing and timing angles.

Tank ventilation, tank vent valve

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Full throttle:

Tank ventilation on the new 911 Turbo and 911 Turbo S (991) models takes place either into the expansion intake manifold or into the intake side of the turbocharger on bank 1 (cylinders 1 to 3), depending on the pressure in the expansion intake manifold, by producing a vacuum using a Venturi nozzle.

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911 Turbo/S (991) Tank ventilation into the expansion intake manifold There is a vacuum in the expansion intake manifold and the gases can be drawn directly into the expansion intake manifold. The underlying operating principle is the

DME Engine electronics

2

same as for tank ventilation on naturally aspirated engines (magenta-colored lines in Figure 02_15_14).

1 Connection to carbon canister 2 Damping volume 3 Tank vent valve 4 Check valve (open) 5 Connection into expansion intake manifold

Tank ventilation into the expansion intake manifold

02_15_14

Tank ventilation into the intake side of the turbocharger Tank ventilation into the expansion intake manifold cannot take place if there is boost pressure present. The boost pressure closes the check valve (4) that controls direct tank ventilation into the expansion intake manifold.

View of Venturi nozzle

2_17_14

02_16_14

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6 Expansion intake manifold

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911 Turbo/S (991) In order to provide a vacuum for flushing the active carbon filter and for gas extraction during the tank ventilation phase, a bypass line between the pressure and intake sides of the compressor on the turbocharger produces a defined volume flow. This is produced as a result of the two different pressures between the pressure and intake sides of the compressor. A Venturi nozzle (6, Figure 02_16_14) uses this volume flow to produce a vacuum, which is used to extract the gases upstream of the left turbocharger and supply them to the fresh air for combustion in

DME Engine electronics

the engine.

2

1 Pressure downstream of compressor p1 2 Pressure upstream of compressor p2

4 Compressor intake (intake side)

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3 Pressure in tank ventilation path pamb

5 Compressor outlet (pressure side)

02_16_18

In order to ensure homogeneous distribution of gases during active tank ventilation

Tank ventilation diagnosis is the same as on

into the expansion intake manifold (naturally aspirated engine operation), the point

the 911 Carrera (991) models. Tank

of entry into the expansion intake manifold is connected at the center of the distrib-

leakage diagnosis (NVLD – Natural Vacuum

ution pipe of the expansion intake manifold. If venting takes place into the intake

Leak Detection) is also the same.

side of the compressor of the turbocharger while there is boost pressure present, the gases are homogenized, starting at the pressure pipe, by the throttle valve on the electronic accelerator until the air flow is divided into the two intake distributors by the distribution pipe of the expansion intake manifold.

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911 Turbo/S (991) Crankcase ventilation Positive crankcase ventilation is used on the 911 Turbo (991). In addition to the prevention of excess pressures, positive ventilation of the crankcase has been imple-

DME Engine electronics

2

mented. The aim of ventilation is to flush the crankcase with fresh air. This is done by taking air from the pressure pipe upstream of the throttle valve and feeding it through a separate restrictor and line into the crankcase. As boost pressure builds in the pressure pipe and connecting line, the crankcase is positively ventilated and flushed with fresh air. Depending on the operating state and pressure in the expansion intake manifold, ventilation into the expansion intake manifold takes place via connection 2. If there is boost pressure present, ventilation takes place into connection point 3 to the right turbocharger.

The advantage of positive crankcase ventilation (PCV) is a reduction in the amount of fuel and water carried into the oil. Under certain operating conditions (in particu-

Installation position of crankcase ventilation system

02_19_14

on the cylinder wall. These can make their way past the piston rings into the crankcase. Any mixing of these elements with the oil impairs the lubricating properties of the oil.

1 Crankcase ventilation module 2 Connection into the expansion intake manifold (check valve integrated into connection) 3 Connection into the right turbocharger (check valve integrated into connection) 4 Connection for crankcase ventilation on oil guide housing 5 Oil drain into oil guide housing 6 Holder for engine wire harness 7 Hose connection 8 Oil separator for crankcase ventilation Installation position of crankcase

Oil mist separator for positive crankcase ventilation

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02_20_14

02_21_14

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lar during a cold start and at full throttle), molecules of fuel and water are deposited

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911 Turbo/S (991) 2.6 Ignition system The ignition system of the 911 Turbo and 911 Turbo S (991) engines is made up of the familiar components: spark plugs, bar ignition modules with static high-voltage distribution and knock sensors. The components are the same as those used in 911 Turbo DFI (997) engines.

DME Engine electronics

2.7 Exhaust system/emission control

2

This turbocharging technology with variable turbine guide blades, which is unusual for turbocharged petrol engines, enables functionality up to a maximum exhaust gas temperature of approximately 1796° F (980° C) on the 911 Turbo (991) models.

The respective maintenance intervals for

All country variants of the 911 Turbo (991) models feature secondary-air injection

spark plugs must be observed.

behind the intake valves.

Information can be found in the PIWIS information system.

The exhaust manifolds (1 in Figure 02_23_14) on the 911 Turbo (991) models have been completely redesigned. The weight of the exhaust manifold has been reduced significantly as a result of very short merging of the individual exhaust manifold pipes. This shortens the exhaust system’s warm-up phase after a cold start and means that the catalytic converters reach their operating temperature of approximately 572° F (300° C) faster. In addition to a faster reduction in exhaust emissions, the shorter warm-up phase reduces fuel consumption and raw emissions.

Emission control is performed by 3-way catalytic converters in a cascade design,

Cross-section of VTG turbocharger

i.e. the primary and main catalytic converter form one unit. A broadband oxygen sensor (LSU) is used upstream of the catalytic converter to monitor the exhaust gases. Emission control monitoring is also performed by a step-change oxygen sensor (LSF) fitted between the primary and main catalytic converter.

Manifold (bank 1, cyl. 1-3)

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Exhaust manifold/emission control

02_22_14

02_23_14

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911 Turbo/S (991) Exhaust system – rear mufflers The internal design of the rear mufflers is largely the same as the previous model.

New features include the twin-branch outlets at the left/right (four branches) with a

DME Engine electronics

2

larger overall cross-section compared with the twin-branch exhaust system on the previous models. This reduces air flow noise at the tailpipes and produces an even more emotive sound.

1 Exhaust manifold 2 Catalytic converter (cascade catalytic converter with primary and main catalytic converter) 3 Rear muffler

5 Twin-branch tailpipes

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New tailpipe strategy including differentiation between 911 Turbo and 911 Turbo S The Turbo design of the new twin tailpipes corresponds to the tailpipe strategy used across the model series and is used for the first time on the 911 Turbo models. The 911 Turbo

02_25_14

tailpipes on the 911 Turbo (991) have a chrome-plated, high-gloss finish, while they are chrome-plated in black for visual differentiation on the new 911 Turbo S.

Optional sports tailpipes with additional differentiation The new “sports tailpipes” option is available for the new 911 Turbo models. These 911 Turbo S

02_26_14

are slightly oval twin tailpipes made of high-grade titanium. The two twin tailpipes are polished and both their shape and their unpainted surface give the vehicle a puristic and material-based look.

The sports tailpipes differ from the standard tailpipes used on the 911 Turbo models in terms of their shape (oval rather than rectangular), their material (titanium rather than stainless steel) and their surface (polished titanium rather than chromeSports tailpipe (optional)

02_27_14

plated, high-gloss stainless steel used on the 911 Turbo or the chrome-plated black finish on the 911 Turbo S).

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4 Twin-branch outlets

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911 Turbo/S (991) Fuel consumption/emissions To reduce fuel consumption, the 911 Turbo (991) models are equipped with the following systems and functions in addition to direct fuel injection: • Thermal management for engine and transmission • Thermal management for front-axle final drive • Vehicle electrical system recuperation • Electromechanical power steering

DME Engine electronics

2

• Coasting

To further reduce fuel consumption, the new 911 Turbo models also use the following systems and functions: • Standard allocation of Porsche Doppelkupplung (PDK) in the 911 Turbo (same as the 911 Turbo S)

• Enhanced Auto Start Stop function

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• Virtual gears

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911 Turbo/S (991) 2.8 Other DME functions Sound symposer

DME Engine electronics

2

The 911 Turbo (991) models are equipped with a sound symposer as standard for a more sporty and emotive driving experience. In addition, the new 911 Turbo S has an especially sporty engine sound at idle speed. As on the previous model, this is achieved using a different method of controlling the adjustable turbocharger guide blades and the ignition system.

Post-combustion: The ignition is adjusted to “Late”. This results in high pressures when the outlet opens and produces a particularly sporty

mode.

Sport button

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Sport Plus button

02_29_14

Engine fade-out: Cylinder-specific deactivation of injectors

To reinforce the sporty look with correspondingly impressive acoustics, idle speed

allows smooth adaptation of the torque for

is increased from 680 rpm to 850 rpm in SPORT and SPORT PLUS mode, just like

the next-higher gear.

on the previous models. A new feature here is post-combustion in deceleration mode, which produces acoustic highlights in the exhaust system when the SPORT or SPORT PLUS button is pressed.

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sound in the exhaust system in overrun

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911 Turbo/S (991) Engine-related interventions during gear changes provide further acoustic emotionality. In SPORT and SPORT PLUS mode, for example, engine speed adaptations make gear changes more dynamic. This is achieved by way of intermediate throttle application for downshifts and engine fade-out for upshifts.

This system, used for the first time on the 911 Turbo models, produces an even richer and sportier engine sound in the passenger compartment and can be activated using the standard SPORT button. The sound symposer is a system for transmitting natural engine sound into the passenger compartment. It does not produce an

DME Engine electronics

2

artificial sound, but rather transfers the unmistakable sporty engine sound of the flat engine straight into the passenger compartment. Once the system is activated by way of the SPORT button, the acoustic intensity of the sound symposer is controlled above all by the position of the accelerator pedal. This increases the emotional driving experience, particularly when accelerating sharply.

chamber system and a single diaphragm, the sound symposer in the new 911 Turbo models features a 4-chamber system and a transmission element. This change is necessary due to the turbocharging technology of the turbo engine. The output to the sound symposer is located in the intake and pressure system, just ahead of the throttle valve. The air oscillations produced by the engine are forwarded into the passenger compartment via the sound symposer and a flap for activation and deactivation. The entry point under the trim panel behind the rear seats means that the system is not visible in the passenger compartment.

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Compared with the sound symposer used on the 911 Carrera models with its 2-

02_30_14

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911 Turbo/S (991) Thermal management The thermal management system used in the 911 Turbo and 911 Turbo S (991) was extended with Turbo-specific features on the basis of the thermal management

2

cific features include the two turbochargers and the integration of the front-axle final drive into the thermal management system, for example.

02_31_14

1 Up to 6 cylinders

Thermal management for the front-axle final drive

7 Turbocharger, cyl. 1 – 3 8 Turbocharger, cyl. 4 – 6 9 Engine oil heat exchanger

The electric water pump (17) is activated by the all-wheel control unit. When the tem-

10 Heat exchanger for PDK gear wheel set

perature in the sump of the front-axle final drive is higher than 230° F (110° C), the

11 Heat exchanger for PDK clutches

pump is switched on; when the temperature is 212° F (100° C), the pump is

12 Coolant expansion tank

switched off again. The cooled coolant is removed from the engine radiator return

13 Heat exchanger for passenger compart-

line. Depending on which cooling circuit is open ((19) if thermostat is open or (20) if

ment heating 14 Right radiator 15 Center radiator 16 Left radiator 17 Pump for front-axle final drive 18 Heat exchanger for front-axle final drive 19 Cooling system with thermostat open 20 Cooling system with thermostat closed 21 Check valve

32

thermostat is closed), coolant is returned from the front-axle final drive into the supply line for the radiators (19) or into the return line downstream of the removal point (20). The current pressure in the coolant lines and the check valve (21) determine the direction of flow.

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DME Engine electronics

system of the 911 Carrera (991) engines with 3.8-liter displacement. The Turbo-spe-

2014 911 Turbo Section 2 9/20/13 8:40 AM Page 33

911 Turbo/S (991) 2.9 Auto Start Stop function In addition to the known advantages of the standard Auto Start Stop function on the 911 Carrera models (991), the enhanced Auto Start Stop system used in the 911 Turbo (991) models offers the following functions for reducing fuel consumption and increasing day-to-day usability: • The engine is already switched off while the vehicle is stopping at speeds

DME Engine electronics

< 4 mph (7 km/h)

2

• Engine start triggered by steering movement • Repeated engine switch-off after an automatic engine start, e.g. by air conditioning (Intermittent mode) • Engine is switched off after Sport mode is deactivated using the SPORT button (Intermittent mode)

Additional information can be found in the Owner’s Manual.

• Adaptive cruise control with Auto Start Stop function (optional)

when the vehicle is stationary, this modified Auto Start Stop system switches the engine off while the vehicle is coasting to a stop, e.g. approaching traffic lights at a speed of less than 4 mph (7 km/h). This offers additional potential for reducing fuel consumption and allows a smooth, comfortable stopping operation. The engine starts while the vehicle is stationary in the usual way when the brake pedal is released. To ensure day-to-day usability, the engine switches off while the vehicle is rolling (< 4 mph (7 km/h)) above all during average vehicle decelerations. During very sharp decelerations, e.g. emergency braking, and during very slight decelerations, e.g. when a vehicle continues to roll at low speed, the engine is not switched off prematurely.

With the enhanced Auto Start Stop generation, the engine start can also be activated by a steering movement. This function allows a simple engine start, e.g. in the

Auto Start Stop button

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Unlike the standard Auto Start Stop function, which only switches the engine off

02_32_14

rolling phase (< 4 mph (7 km/h)) when approaching a intersection while also turning the steering in order to turn off, or on a stationary vehicle using the parking or manoeuvring function triggered by the steering movement.

Intermittent Start Stop mode offers additional potential for reducing fuel consumption. If the air conditioning is switched on in order to regulate the temperature in the passenger compartment on a stationary vehicle with the engine switched off, for example, the engine starts automatically. With the standard Auto Start Stop function, the engine will stay running even after the desired passenger compartment temperature is reached. With the enhanced Auto Start Stop generation, the engine is switched off again in this situation without compromising on air-conditioning comfort in the passenger compartment.

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911 Turbo/S (991)

Auto Start Stop function on

2 Auto Start Stop function off

The Auto Start Stop function is deactivated automatically at altitudes of over 10,000 feet (3,000 meters). For safety reasons, the

Another switch-off function involves stopping the engine when “SPORT” mode is

engine is restarted if the brake vacuum

deactivated using the SPORT button. If Sport mode is deactivated using the SPORT

drops.

button when the vehicle is stationary at traffic lights, for example, the engine stays running with the standard Auto Start Stop system. With the enhanced Auto Start Stop system, the engine is switched off in this case and the potential for reducing fuel consumption is further increased.

The additional integration of the Auto Start Stop function into the optional adaptive cruise control system with Porsche Active Safe (PAS) is also new. The enhanced Auto Start Stop system allows the engine to be switched off and started automatically when driving with cruise control active behind a vehicle until it comes to a stop (Follow to Stop). As soon as the vehicle has stopped, the engine is switched off in order to reduce fuel consumption. The engine also restarts automatically when the intention to continue driving is conveyed by pressing the ACC control stalk or the accelerator pedal.

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DME Engine electronics

2014 911 Turbo Section 2 9/20/13 8:40 AM Page 35

911 Turbo/S (991) Coasting Like the coasting function introduced with the 911 Carrera (991) models with Porsche Doppelkupplung (PDK), the 911 Turbo (991) models also feature the coasting function. By opening the Porsche Doppelkupplung (PDK) and PTM clutches and disengaging the engine and front drive system, this function offers further potential for reducing fuel consumption and CO2 emissions. Additional information on the coasting function can be found in the Service Information Technik (SIT) for the 911 Carrera (991) models.

DME Engine electronics

2

Virtual gears The “Virtual gears” function is completely new. This function, which is introduced for the first time with the new 911 Turbo models, initiates upshifts much earlier in transmission range “D” when using an efficiency-oriented driving style, thereby increasing

To further reduce fuel consumption and CO2 emissions, the “Virtual gears” function is introduced for the first time with the new 911 Turbo models. This function comes as standard and initiates upshifts to the next-higher gear in the Porsche Doppelkupplung (PDK) much earlier in transmission range “D” up to a speed of approximately 40 mph (65 km/h). This function reduces fuel consumption, particularly for city driving.

With a conventional gearshift strategy, the vehicle normally changes from 2nd to 3rd gear, for example, in transmission range “D” – even with an efficiency-oriented driving style – at an engine speed of approx. 1,500 rpm. With the new “Virtual gears” function, the vehicle changes to the next-higher gear at an engine speed of approx. 1,200 rpm at a low engine load.

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the potential for reducing fuel consumption and CO2 emissions.

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2014 911 Turbo Section 2 9/20/13 8:40 AM Page 36

911 Turbo/S (991) However, the much earlier upshift means that the engine speed would drop too much in the next-higher gear when the clutch is completely closed and engine operation under load would be restricted. With the new function, the clutch is only partly closed (slip in the clutch) and the engine speed is maintained at approx. 950 rpm.

DME Engine electronics

2

Since the relation between wheel speed and engine speed in this situation does not correspond to either 2nd gear or 3rd gear, but rather to a virtual intermediate gear, this situation is called driving in “virtual gear”.

The virtual gears function is only active when driving with low load requirements.

The function is deactivated when there is an

vehicle shifts down a gear in this case.

02_35_14

Running the engine at lower rpms with a more fuel-efficient load point allows a greater increase in efficiency than the losses resulting from clutch slip. The much earlier upshifts occur for all upshifts between 2nd and 7th gear. The regulated engine speed of the virtual gears is between 950 rpm and 1,000 rpm.

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increase in load requirements since the

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911 Turbo/S (991) 3 Power transmission 3.1 General The 7-speed Porsche Doppelkupplung (PDK), which is standard equipment for the first time on the 911 Turbo, has been systematically enhanced for the new 911 Turbo models. This includes, in particular, the new thermal management system, the rear

Power transmission

differential lock with fully variable locking values integrated in the transmission and the setup of the shift programs. The new setup made it possible above all to realize

3

or improve the shifting times, shifting comfort, emotionalization and increase in effi-

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ciency, including coasting as well as the new “Virtual gears” function.

03_01_14

With its basic characteristics, the enhanced Porsche Doppelkupplung (PDK) also offers both a sporty and comfortable performance with the potential for lower fuel consumption and CO2 emissions. This also includes gear changes within milliseconds with no interruption in power delivery and automatic as well as manual mode with interventions via the shift paddles on the steering wheel.

The Intelligent Shift Program (ISP), which is already used for the new 911 Carrera

3.1

General information

37

generation, has further improved both efficiency and performance and the typical

3.2

Gear shifting

38

Porsche gearshift behavior through extended individual configuration and networking

3.3

Coasting

39

for shift function programming. This applies to functions such as Auto Start Stop,

3.4

Neutral via paddle

41

coasting and the new “Virtual gears” function for more dynamic gear changes.

3.5

Auto Start Stop system

41

3.6

Thermal management

42

With regard to gearshift dynamics, in particular, it was possible to assign greater pri-

3.7

Controlled rear differential lock

42

ority to the longitudinal and lateral acceleration parameters in addition to the primary

3.8

All-wheel drive – Porsche

control functions, such as engine speed and load. This also meant that it was possi-

Traction Management (PTM)

44

ble to improve shifting precision in transmission range “D”. The shift preparation time is determined even more precisely and the optimum shift time is selected even more precisely at maximum engine speed.

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2014 911 Turbo Section 3 9/20/13 8:41 AM Page 38

911 Turbo/S (991) To make gear changes even more dynamic, the new 911 Turbo models feature engine speed adaptation both for downshifts and upshifts. With this function, the revs required for the newly selected gear are reached more quickly when changing gear.

For downshifts, engine speed adaptation is performed via intermediate throttle appli-

Power transmission

3

cation, which is designed to be relatively comfortable in the basic setting and particularly dynamic in the SPORT and SPORT PLUS mode. For upshifts, engine speed adaptation in SPORT and SPORT PLUS mode is performed by suppressing fuel injection to the engine. The intermediate throttle application for downshifts and engine fade-out for upshifts intensify the engine’s revving acoustics and make gear changes more acoustically striking. In addition to making gear changes more dynamic.

3.2 Gear shifting The objective performance is supported optimally by the further developed engine

predecessor. The emotionalization of the driving experience is achieved through enhanced acoustic characteristics and extremely short shift times and is implemented across the entire operating range. For traction upshifts, the engine speed gradients were increased significantly compared to the previous model (997 II Turbo: max. approximately 15,000 rpm/s) through the use of fuel suppression across virtually the entire operating range (991 Turbo: maximum > 22,000 rpm/s). In the high engine speed range, fuel injection to all cylinders is suppressed in order to realize a maximum gradient, while at medium engine speeds reduced fade-out patterns are used for a better acoustic experience.

03_02_14

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speed increase for PDK gear shifts in SPORT PLUS mode, which is familiar from the

2014 911 Turbo Section 3 9/20/13 8:41 AM Page 39

911 Turbo/S (991) In the case of deceleration downshifts, the response time can be reduced and responsiveness improved significantly for the intermediate throttle application by already opening the throttle valve when the gearshift command is issued. The offensive throttle application is intercepted by suppressing fuel injection shortly before the

downshifts. This sequence is always used during manual deceleration downshifts, but is also used during braked automatic downshifts, depending on the braking decelera-

Power transmission

tion and so actively contributes to driving pleasure.

03_03_14

3.3 Coasting Like the existing coasting function used on the 911 Carrera (991) models with Porsche Doppelkupplung (PDK), the 911 Turbo (991) models also feature the coasting function. By opening the Porsche Doppelkupplung (PDK) and PTM clutches and disengaging the engine and front drive system, this function offers further potential for reducing fuel consumption and CO2 emissions.

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target engine speed is reached and this results in the unique sound experience for

The purpose of coasting is to make better use of the vehicle’s kinetic energy. This is done by automatically disengaging the engine and keeping it at idle speed when the vehicle is in zero load condition (accelerator pedal not pressed). This allows the vehicle to roll an additional distance without using any fuel. The fuel saving during practical driving therefore is based on the fact that the vehicle’s kinetic energy is only used to overcome the rolling and air resistance and no longer to drag the engine at high engine speeds.

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2014 911 Turbo Section 3 9/20/13 8:41 AM Page 40

911 Turbo/S (991)

Power transmission

3

Driving situation shown in the graphic:

Coasting

03_04_14

62 mph (100 km/h) to 50 mph (80 km/h).

If the driver indicates a wish to decelerate by pressing the brake or intervenes manu-

a.) Vehicle without coasting function:

ally by pressing the downshift button, the engine is re-engaged in order to use the

Steady driving and then braking with engine

engine’s trailing throttle fuel cutoff. The fuel supply is interrupted during this process

deceleration (without fuel injection) (red

and the engine braking effect shortens the vehicle’s coasting distance once more.

curve). b.) Vehicle with coasting function:

Coasting is automatically prevented in driving situations where it does not make

Activation of coasting mode and deceler-

sense or would be counterproductive: if the vehicle becomes faster on steep downhill

ation at idle speed fuel consumption (green

gradients despite trailing throttle fuel cutoff, it is better to exploit the full fuel saving

curve). The driving curve with coasting is

produced through trailing throttle fuel cutoff. The coasting phase would be too short

more fuel efficient because the total idle

in the case of steep uphill gradients. In the case of sporty driving styles, coasting is

speed consumption during the coasting

suppressed in order to enable more direct responsiveness and not to disrupt the dri-

phase (green block) is less than the total

ving flow with frequent engaging and disengaging of the engine.

consumption during steady driving (red block). This also functions with much

In addition, the driver can actively suppress coasting by rapidly releasing the acceler-

smaller differences in speed (< 3 mph/

ator pedal (e.g. when driving through a bend or aborting an passing manoeuver).

5 km/h) and in other driving situations, e.g.

Coasting can also be initiated when specifically desired by the driver by pressing the

on slight downhill gradients.

upshift button in the highest gear (accelerator pedal not pressed). The clutch is automatically closed when the accelerator is pressed.

Prerequisites for coasting mode • Driving in selector-lever position D • Coasting mode is switched on (Auto Start Stop not deactivated using switch) • Sport or Sport Plus mode is deactivated • PSM is active

Coasting mode can be deactivated using the Auto Start Stop switch.

• Engine, transmission and battery have reached operating temperature • Relaxed/economic driving style • Slight uphill or downhill gradient • Remove foot slowly from the accelerator pedal Ending coasting mode • Press the accelerator pedal or • Press the brake pedal or • Change gears using the selector lever.

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The driver wants to reduce his speed from

2014 911 Turbo Section 3 9/20/13 8:41 AM Page 41

911 Turbo/S (991) 3.4 Neutral via paddle A further special function (neutral via paddle) is available if the vehicle is equipped with the optionally available paddle steering wheel. If both shift paddles are pulled simultaneously and then released again, the active clutch is opened and the transmission is disengaged from the engine. The number disappears from the gear indicator and the selector-lever position displayed in the instrument cluster flashes.

Power transmission can be re-established by pulling one of the shift paddles or by

Power transmission

3

actuating the selector lever. At low speeds approaching standstill, the brake must also be actuated in order to establish power transmission. This function makes it possible to quickly disconnect the power transmission between the engine and transmission.

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3.5 Auto Start Stop system The 911 Turbo vehicles as of model year 2014 feature an Auto Start Stop system.

There is an additional check valve installed in the hydraulic control unit so that the clutches and oil supply ducts do not drain when the engine is switched off.

03_05_14

Due to the modification of the additional shut-off valve, the hydraulic control unit

must on no account be replaced with one without check valve (or vice versa).

A - Check valve

3_06_14

The “Quick start” function supplies hydraulic pressure oil to the clutches while the engine is starting so that the power transmission can be established without delay when the engine is restarted.

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911 Turbo/S (991) 3.6 Thermal management A new feature is integration of both PDK oil chambers in the thermal management system of the overall vehicle with demand-based heating and cooling. This reduces

Power transmission

3

fuel consumption and offers a high level of component protection under conditions with particularly high loads. The function of the thermal management system corresponds to that of the current 911 Carrera generation.

3.7 Controlled rear differential lock The controlled rear differential lock is hydraulically actuated and essentially comprises a hydraulic piston and a plate set that has been integrated into the existing installation

Variable rear differential lock

03_08_14

If the driving dynamics control of the PTV Plus system requests a locking torque, the pressure oil required for actuation is forwarded via precast ducts in the housing from an additional hydraulic block into the piston chamber between the differential cover and diaphragm seal. The diaphragm seal simultaneously functions as a partition between the gear wheel and hydraulic oil chambers and as a pressure seal for the annular piston. The piston moves inwards together with the thrust bearing. The thrust bearing isolates the rotary movement of the differential from the housing-mounted components. The piston stroke acts via pressure pins located behind the thrust bearing on the inner plate set and braces the latter.

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space of the mechanical rear differential lock.

2014 911 Turbo Section 3 9/20/13 8:41 AM Page 43

911 Turbo/S (991) As a result of this, the inner shaft bevel gear is frictionally engaged with the differential body via the inner plate carrier, thus producing the clamping effect. In unpressurized condition, the cup spring and spiral springs located parallel to the pressure pins restore the piston to its initial position.

directly from the gear wheel pump of the thermal management system which is routed into the inner plate carrier. Flow through the plate set from inside to outside is realized by way of spiral grooves in the differential body.

Oil supply of controlled differential lock

03_09_14

Power transmission

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Lubrication and cooling of the plate set are realized by means of oil branched off

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911 Turbo/S (991) 3.8 All-wheel drive – Porsche Traction Management (PTM) Like the previous models, the new 911 Turbo models are also equipped with a fully variable all-wheel drive system with map-controlled multi-plate clutch and locking val-

Power transmission

3

ues from 0 to 100%. The clutch system for controlling the drive power supplied to the front axle is completely new. The now electro-hydraulically controlled PTM clutch can transmit higher forces (>10%) and can control the driver power supplied to the front axle even more quickly and precisely. This allows additional dynamic enhancement of the all-wheel control for greater driving stability, even more precise handling and a further increase in traction and driving dynamics.

In addition, the front-axle final drive is subjected to higher loads due to the higher propulsion forces via the front axle. An additional water cooling system is used here for the first time to ensure component strength even under particularly high loads.

This is integrated in the engine cooling system and supplies the front-axle final drive via a separate, electrically driven water pump and an independent oil/water heat

PTM front-axle final drive

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exchanger.

03_10_14

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911 Turbo/S (991) Advantages Handling: • More precise handling with high driving stability in all speed ranges as well as further-enhanced traction and driving dynamics • Intuitive handling due to intelligent and harmonious adaptation of the propulsion forces (front/rear) to the respective driving situation Efficiency:

Power transmission

3

• Reduction in fuel consumption through targeted opening of the PTM clutch when coasting Performance: • High driving dynamics and agility thanks to fast and precise control of the propulsion forces in terms of traction, driving stability and steerability

including utilization of the increased engine power • Additional increase in agility with activated SPORT PLUS button (standard on 911 Turbo S, option on 911 Turbo) for individual driving dynamics requirements Day-to-day usability: • Comfortable manoeuvring and parking with unimpaired steering function through isolation of the front axle from additional drive influences

PTM clutch Compared with the complex, electrically controlled system of the previous models, the PTM clutch was a complete new development for the new for the new 911 Turbo models. The new interaxle clutch of the PTM functions according to the Haldex principle as described in the following pages.

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• Improved acceleration through transmission of higher torques via the front axle,

The Haldex clutch is an electronically controlled multi-plate clutch. It allows variable distribution of the propulsion force between the rear and front axles. Continuously variable adjustment is regulated by a control unit that takes into account the respective slip, driving dynamics conditions and drive torques. The Haldex clutch is integrated into the front-axle housing. It is light and compact. This reduces the vehicle complexity and facilitates integration in the drivetrain. Power is automatically distributed between the rear and front wheels by way of a multi-plate clutch. An electronic control unit calculates the data and ensures preventive and immediate response with high torque accuracy. The control unit depressurizes the clutch if the all-wheel drive is not needed. The clutch is opened. This leads to disengagement of the entire secondary drivetrain.

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911 Turbo/S (991)

3 Haldex clutch components

03_12_14

Another advantage of the new PTM clutch is the increase in the maximum forces that can be transferred to the front axle by more than 10%. This permits effective utilization of the increase in engine power and the higher drive torques due to the longer Haldex clutch

03_11_14

wheelbase. The longer wheelbase reduces the load reduction of the front axle upon acceleration (dynamic axle load distribution) and therefore increases the forces that can be transmitted via the front axle.

Haldex clutch exploded view

1 Drive shaft 2 Housing 3 Annular piston 4 Plate set 5 Electric motor 6 Axial piston pump 7 Overload protection valve

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Power transmission

2014 911 Turbo Section 3 9/20/13 8:41 AM Page 47

911 Turbo/S (991) Design and function The Haldex clutch is accommodated directly in the housing of the final drive and acts as a center differential lock. The multi-plate clutch prevents speed compensation between the front and rear final drives depending on traction and distributes the torque from the PDK transmission to the final drives.

Power transmission The Haldex clutch consists of a plate set accommodated in a closed housing, an electrically driven axial piston pump, a annular piston, safety valve, oil pressure sen-

3

sor, oil temperature sensor and an external control unit. The internally toothed plates have a rotationally fixed connection with the input shaft, and the externally toothed plates a rotationally fixed connection with the output shaft. The output shaft drives the bevel gear of the final drive. The axial piston pump is driven by an electric motor.

The electric motor is activated by the control unit depending on the required drive torque distribution between the input and output shafts.

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Axial piston pump The axial piston pump generates the working pressure for the plate set by way of 6 pistons accommodated in an annular housing. The thrust face of the pistons is positioned at an angle in the aluminum housing. The 6 pistons are pressed onto the thrust ball bearing by springs. The pistons are moved axially in the annular housing by the sloping thrust face. They suck in oil from the reservoir due to the increase in volume and force the oil into 3 oil ducts through the stroke motion.

1 Electric motor 2 Ball bearing of the drive shaft 3 Radial sealing ring 4 Angular contact thrust ball bearing 5 Annular piston housing with 6 axial pistons and centrifugal weights

Axial piston pump

03_14_14

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911 Turbo/S (991)

Power transmission

3

1 Cylinder for oil pump piston 2 Oil ducts for oil pressure control 3 Steel ball 4 Centrifugal weight 5 Tubular spring

Axial piston pump

03_16_14

The 6 pistons of the oil pump force the oil into a central oil duct, which forwards the oil pressure to the annular piston. The annular piston presses onto the plate set.

Three oil ducts branch off from the central oil duct which are closed off at the end by a steel ball. A centrifugal weight presses on these balls in each case. The 3 centrifugal weights are pulled inwards by an all-round tubular spring. As a result, the balls are not pressed onto the oil bores.

At slow speeds of the electric motor, the centrifugal weights move outwards against the force of the tubular spring. The centrifugal weights press on the balls with low force. As a result, a large quantity of oil can flow back through the ring gap at the ball to the reservoir. The oil pressure is zero. The centrifugal weights move outwards depending on the speed of the electric motor. The lever action of the centrifugal weights on the steel balls increases the force with which the centrifugal weights press on the balls. The ring gap at the balls becomes smaller and smaller and a working pressure of up to approximately 580 psi (40 bar) is produced. The current consumption of the electric motor is approximately 9 A.

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6 Oil duct to annular piston

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911 Turbo/S (991) Function At low electric motor speeds, the axial piston pump sucks in oil and pumps it directly back to the oil sump since the centrifugal weights are not deflected and no oil pressure is built up as a result.

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3

1 Axial piston oil pump 2 Pressure line to the annular piston 3 Annular piston 4 Plate set 5 Overload protection valve

7 Oil line to the oil sump Axial piston pump - low speed

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At high speeds of the electric motor, the centrifugal weights press the steel balls onto the oil bores: oil pressure is built up. The oil pressure acts on the annular piston, which in turn acts on the plate set. The oil pressure also acts on the overload protection valve at the same time. This valve opens as from a defined pressure and oil can flow back into the oil sump.

Axial piston pump - high speed

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6 Oil sump

03_18_14

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911 Turbo/S (991) Pressure control

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3

CEH actuator Centrifugal Electro-Hydraulic Actuator

Multi-plate clutch actuation

03_19_14

The electric motor is activated with approximately 1.5 A. The working pressure is

Atm. P.

Atmospheric pressure

CU

Control unit

Nm

Torque request

Multi-plate clutch actuation

03_20_14

The information “torque request” is sent via the data bus. Depending on the torque request, the control unit increases the current for the electric motor of the axial piston pump to approximately 9 A.

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0 bar = 0 Mpa.

2014 911 Turbo Section 3 9/20/13 8:41 AM Page 51

911 Turbo/S (991)

Power transmission

Multi-plate clutch actuation

3

03_21_14

CEH actuator The multi-plate clutch is fully closed by the oil pressure at the maximum current.

Centrifugal Electro-Hydraulic Actuator

There is no speed difference. The maximum possible torque is transferred to the

between 0% and 100%.

If less drive torque is needed at the front axle, this information is sent to the PTM con-

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front axle. This control system allows regulation of the drive torque for the front axle

trol unit via the data bus. The control unit adjusts the speed of the electric motor for

Atm. P.

Atmospheric pressure

the centrifugally controlled oil pressure control valve to the desired torque distribution

CU

Control unit

by means of the current consumption.

Nm

Torque request

A

Amperes (speed of the CEH actuators is increased via current control)

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911 Turbo/S (991) Driving dynamics In the area of driving dynamics, the all-wheel drive with the new PTM clutch offers significant advantages compared with the familiar system of the previous models. Due to

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3

the front-axle final drive design with water cooling and the new clutch system with hydraulic control, the front-axle final drive has a higher load capacity and features a significantly higher adjustment speed with much more precise adjustment accuracy.

The dependency of the controlled drive torques to the front axle e.g. due to temperature influences, is also lower.

With these boundary conditions, the all-wheel-specific handling of the new 911 Turbo models is now more precise. The driver request indicated by the driver via the accelerator pedal and steering is realized with even greater accuracy. Particular advantages are obtained on surfaces with low coefficients of friction, e.g. snow and ice.

Here, the drive torque transferred to the front axle can be varied faster and more pre-

The basic driving dynamics setup of the new all-wheel drive system is sporty and reardominant. The drive torque distribution is determined depending on the driving situation through a distinction between high and low friction coefficients. In order to determine the friction coefficients, parameters such as slip at the front and rear axles, vehicle acceleration, longitudinal and lateral acceleration as well as oversteer and understeer are included in the control calculation.

The distribution of the drive torques between the front and rear axles is regulated for the respective driving situation on the basis of these parameters and the driving characteristics requested by the driver via the accelerator pedal and steering angle. This makes it possible to realize both driving characteristics with high driving stability as well as especially sporty handling.

A further increase in driving performance can be realized with SPORT PLUS mode of the Sport Chrono package (standard for 911 Turbo S, optional for 911 Turbo). In addition to a sportier PTM setup, the PTM clutch can be preloaded by activation of the “Launch Control” accelerated start function in order to assist the best possible acceleration from standstill.

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cisely. This results in less wheel slip and reduced PSM control interventions.

2014 911 Turbo Section 4 9/20/13 9:01 AM Page 53

911 Turbo/S (991) 4 Chassis 4.1 General The chassis of the new 911 Turbo models is characterized above all by the following features and enhancements compared with the previous models:

Chassis

• Wheelbase lengthened by 3.94 in. (100 mm) • Wider track at the front and rear axles

4

• Enhanced Porsche Active Suspension Management (PASM) damper system • New feature Porsche Dynamic Chassis Control (PDCC) (standard for 911 Turbo S, optional for 911 Turbo) • Electromechanical power steering • Rear axle steering • New 20-inch wheels

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• Reinforced brake system

These features significantly increase both the sporty performance potential and the driving comfort of the new 911 Turbo models. These modifications have improved overall driving dynamics, including wheel guidance, reinforced brake system and traction provided by the large 20-inch wheels.

4.1

General information

53

4.2

Wheelbase and track widths

54

4.3

Porsche Active Suspension Management (PASM)

4.4

54

Porsche Dynamic Chassis Control (PDCC)

55

4.5

Rear axle steering (HAL)

56

4.6

Power steering

65

4.7

Brake system

66

4.8

Wheels and tires

71

4.9

Control systems

72

4.10 Sport/Sport Plus mode

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911 Turbo/S (991) 4.2 Wheelbase and track widths Compared with the previous models, the new 911 Turbo models have a wheelbase lengthened by 3.94 in. (100 mm) and a track width which is increased by 1.89 in.

Chassis

4

(48 mm) at the front axle and 1.3 in. (33 mm) at the rear axle. Compared with the current 911 Carrera 4S, the track widening at the rear axle is 1.5 in. (38 mm). The lengthened wheelbase and larger track widths permit a footprint (wheelbase x track width) which is increased in size by over 7% compared with the previous models and therefore results in a significant increase in driving stability. This improves handling for a dynamic driving style, and the widened track at the front axle additionally

Changes in wheelbase and track widths compared with 997 Turbo II

04_02_14

4.3 Porsche Active Suspension Management (PASM) Like the previous models, the new 911 Turbo models have electronically controlled damper system Porsche Active Suspension Management (PASM) with active and continuous control of the shock absorbers on the front and rear axles as standard equipment.

Like on the current 911 Carrera models, the PASM was also further developed for the 911 Turbo models and now has additional sensors on the front and rear axles, including sensors for the spring travels on each individual wheel and 3 vertical acceleration sensors (2 front, 1 rear). This permits a further improvement in the control quality and a greater spread range between Comfort and Sport setups. The result is a significant increase in driving comfort in both damper modes.

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enhances turn-in stability when cornering.

2014 911 Turbo Section 4 9/20/13 9:01 AM Page 55

911 Turbo/S (991) 4.4 Porsche Dynamic Chassis Control (PDCC) A system for anti-roll stabilization is used for the first time on the new 911 Turbo models. This system is standard equipment for the new 911 Turbo S and is optionally available for the 911 Turbo. The basic elements of the PDCC correspond to those of the current 911 Carrera generation. However, the PDCC was reconfigured for the new 911 Turbo models to take into account additional functions. The Turbospecific additional functions of rear-axle steering and Porsche Active Aerodynamics (PAA) allow even more agile tuning.

Chassis

4

The active chassis system for anti-roll stabilization increases both performance and driving comfort. In detail, the PDCC offers the following customer benefits: • Higher steering precision • More direct steering feeling • More dynamic steering behavior when cornering

• Enhanced agility • Improved vehicle stabilization in limit situations • Enhanced driving comfort in certain driving situations • Faster lap times on the Nürburgring Nordschleife

In addition, PDCC offers a further increase in agility and driving dynamics through the Sport Plus button in combination with the Sport Chrono package. The system essentially comprises 4 double-acting hydraulic cylinders (one per wheel), which are mounted on the outside between the anti-roll bars and the spring struts of the front and rear axles. These actively adjustable hydraulic cylinders are electronically activated taking into account a large number of vehicle data and permit active anti-roll stabilization. The body roll of the vehicle, e.g. when steering into a bend, when cornering and during fast lane changes, is almost completely compensated up to the

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• Higher cornering speeds

maximum lateral acceleration.

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911 Turbo/S (991) 4.5 Rear axle steering (HAL) The rear axle steering is standard on the new 911 Turbo models. The system comprises two electromechanical actuators, which are installed on left and right of the

Chassis

4

rear axle instead of the conventional toe control arms. Using these actuators, the system steers the rear axle of the new 911 Turbo models either in the opposite or same direction as the steering angle at the front axle with an interval of +3 degrees to -1.5 degrees, depending on speed. The steering angle at the rear axle therefore depends above all on the steering angle at the steering wheel, the driving situation and the driving speed.

Set offset to wheel angle The maximum offset to the wheel angle of

at the wheel [degrees]/spindle stroke [mm] is 1:4.6. This means that the spindle must be moved by 4.6 mm to adjust the wheel by one degree. One motor revolution generates a travel distance (spindle stroke) of 0.795 mm.

Operating principle of rear axle steering

04_03_14

Operating principle If the rear axle of a passenger car is considered in more detail with respect to its kinematic and elastokinematic properties, it can be established that a passive design means compromises in terms of comfort, noise, driving dynamics and driving safety. This frequently results in a situation where a passive rear axle is not able to optimally meet all requirements.

With rear axle steering, the track of an individual wheel is therefore actively adjusted by way of an actuator corresponding to the driving situation. This adjustment is possible two ways. First, both wheels on the rear axle can be adjusted by way of a central actuator which couples both rear wheels with each other (this is known as the central actuator variant). This arrangement is similar to that of the front axle steering. Secondly, a wheel-specific actuator on each individual wheel on the rear axle can be used for track adjustment. This is referred to as the corner module variant.

This corner module variant is used in the 991 Turbo.

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the rear axle is 2.92°. The adjustment ratio

2014 911 Turbo Section 4 9/20/13 9:01 AM Page 57

911 Turbo/S (991) Up to a speed of approximately 30 mph (50 km/h), the system steers the rear wheel in the opposite direction to the steering direction of the front wheels (opposite steering). In terms of geometry, this results in a virtual shortening of the wheelbase by approximately 9.8 in. (250 mm) and ensures both greater agility and day-today usability. This facilitates manoeuvring and parking and the turning circle is reduced by over 19.7 in. (0.5 m).

Chassis

4

M1 > Center point of rear axle straightahead position

steering

Virtual shortening of the wheelbase

4_04_14

Reduction in turning circle by rear axle steering

4_05_14

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M2 > Center point with opposite rear axle

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911 Turbo/S (991) At speeds of over approximately 50 mph (80 km/h), the system steers the rear wheels parallel to the front wheels (same direction). In terms of geometry, this results in virtual lengthening of the wheelbase by approximately 19.7 in. (500 mm) and increases driving stability, particularly at high speeds. As a result, fast lane

Chassis

4

changes on motorways, for example, are even smoother and safer. At speeds of between 30 and 50 mph (50 and 80 km/h), the system continuously switches between steering in the same and opposite direction, depending on the driving situation.

M1 > Center point of rear axle straightM2 > Center point with parallel rear axle steering

Virtual lengthening of the wheelbase

4_06_14

Thanks to its variability, rear axle steering helps to resolve the conflict of objectives in terms of driving dynamics between agility and driving stability. The result not only offers advantages in terms of maneuverability, driving safety and day-to-day usability, but also increases the maximum driving dynamics. The lap time for the Nürburgring Nordschleife is reduced by approximately 3 seconds for the new 911 Turbo models thanks to the rear-axle steering. A significantly higher average speed can also be achieved in the obstacle avoidance test (360 ft./110 m) and slalom test (118 ft./36 m) with rear axle steering.

In addition to the direct advantages offered by the rear axle steering, it was also possible to exploit other possibilities for improving the handling and agility on the 911 Turbo models. The steering ratio on the front axle is approximately 10% more direct in center position compared with the 991 Carrera models. Normally, a more direct steering ratio improves vehicle maneuverability but has a negative effect on driving stability at higher speeds. However, due to the high contribution of the rear axle steering to driving stability, it was possible to make the steering ratio more direct without restricting driving stability at high speeds.

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ahead position

2014 911 Turbo Section 4 9/20/13 9:01 AM Page 59

911 Turbo/S (991) System description The system comprises two electromechanical actuators, which are installed instead of the conventional toe control arms on the axle and are synchronized electronically (Private CAN). The actuators consist of an electric motor, which drives a threaded spindle by way of a belt drive, thereby converting the rotational movement into linear movement. This permits a maximum rear axle steering adjustment angle of approximately +3 degrees or -1.5 degrees on the new 911 Turbo models. By way of comparison, a steering angle of 3 degrees at the wheels of the front axle is com-

Chassis

4

parable with a steering angle of approximately 45 degrees from the center position on the steering wheel.

System components The passive toe control arm on the rear axle is replaced by an active toe control

Passive and active tie rod

4_07_14

Rear axle steering actuator

4_09_14

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arm, the so-called actuator.

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911 Turbo/S (991) The following assemblies/components are inside the actuator

4 Cable connection

60

04_12_14

Three-phase motor

04_13_14

Actuator

04_10_14

Actuator design

04_11_14

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Chassis

2014 911 Turbo Section 4 9/20/13 9:01 AM Page 61

911 Turbo/S (991) Control unit functions • System self-diagnosis at vehicle start and during operation • Reading controller input signals from Chassis CAN • Generation and transmission of output signals for rear axle steering system

4

• Execution of control logic • Actuator system activation for steering angle adjustment

Chassis

• Execution of safety logic • Execution of diagnostic routines • Execution of end-of-line routines • Interface management • Display request for fault messages and system settings to the instrument cluster • Communication with other control units via CAN

Driving dynamics

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At speeds of up to approximately 30 mph (50 km/h) both rear wheels are turned synchronously but in the opposite direction to the front wheels when the front wheels are turned. This enables the vehicle to turn faster into the bend and allows more dynamic steering behavior. In combination with the virtual shortening of the wheelbase, this improves agility as well as day-to-day usability (easier manoeuvring and parking, small turning circle) and thus increases both driving dynamics and driving pleasure. The turning circle is reduced by over 19.7 in. (0.5 m) (see Figure 4_05_14) when the rear wheels are at the maximum steering angle (+3 degrees)

At speeds of over approximately 50 mph (80 km/h), the rear wheels are turned in the same direction when the front wheels are turned. As a result, lateral forces, in particular, are built up faster than with an unsteered rear axle. In contrast to opposite steering at speeds of up to approximately 30 mph (50 km/h), the additional cornering forces on the rear axle are directed in the same direction as the front axle here. This results in faster as well as more spontaneous and more harmonious initiation of changes in direction. In combination with the Sport Chrono package (standard for 911 Turbo S, option for 911 Turbo) and activated Sport Plus or PASM/ PDCC button, the rear axle steering is provided with a sportier setup for furtherenhanced agility. The control parameters of the other control systems, e.g. PASM and PDCC, are also taken into account here to ensure harmonious and power-oriented driving dynamics.

04_14_14

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911 Turbo/S (991) Communication in the vehicle

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Chassis

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911 Turbo/S (991) Sport Plus/Comfort mode A distinction is made in the respective vehicle coding variant between Sport Plus and Comfort (Normal) modes. When switchover from Comfort mode to Sport Plus mode takes place by way of the “Damper” button, the control strategy of the rear axle steering is adapted so that the control interventions result in more stable handling, thus increasing the vehicle performance capability.

However, activation of the new characteristic (Comfort or Sport Plus) takes

Chassis

4

place only if • the current offset wheel angle does not exceed a vehicle speed-dependent threshold and • the steering wheel rate at the front axle has not exceeded an applicable limit with-

This is also referred to as a driving situation without transverse forces. The rear axle steering does not make a distinction between Sport and Sport Plus.

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in a short elapsed time window (0.5 second).

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911 Turbo/S (991) Display of fault messages Communication of a fault message takes place via the Chassis CAN from the rear axle steering to the gateway and from there to the instrument cluster.

Chassis

4

The restricted clearance in the rear two wheel housings when snow chains are installed makes it necessary to deactivate

with snow chains in order to prevent

Fault, can be acknowledged, not displayed again

04_15_14

Warning, can be acknowledged, 04_16_14 displayed again after 15 minutes

possible damage to the wheel arches.

Deactivation of rear axle steering due to snow chain operation Deactivation of the rear axle steering must be performed by the driver in the instrument cluster menu and must only take place when the vehicle is stationary for safety reasons.

04_19_14

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04_17_14

04_18_14

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the rear axle steering function when driving

2014 911 Turbo Section 4 9/20/13 9:01 AM Page 65

911 Turbo/S (991) 4.6 Power steering Like in the current 911 Carrera generation, electromechanical steering assistance is used for the first time in the new 911 Turbo models. This has the following features and functions: • Electromechanical steering assistance • Speed-sensitive steering torque control • Steering pulse for µ-split braking

Chassis

4

• Power steering Plus (option)

The steering ratio in center position of the steering wheel was additionally made approximately 10% more direct. This offers a further increase in agility in all speed ranges. This change was made possible through the use of rear axle steering due

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to the stabilizing effect of this system, particularly at higher speeds.

04_20_14

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911 Turbo/S (991) 4.7 Brake system Like the previous models, the 911 Turbo is equipped as standard with a brake system with gray cast iron brake discs, while the 911 Turbo S features the ceramic

Chassis

4

brake system Porsche Ceramic Composite Brake (PCCB). This system is also optionally available for the 911 Turbo.

The powerful brake systems were further reinforced for the new 911 Turbo models and technologies for weight reduction were also incorporated. This also includes a brake booster made of aluminum, which offers a weight advantage of approximately 2.2 lbs. (1 kg).

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Standard brake system 911 Turbo

04_21_14

The new gray cast iron composite brake system offers a further increase in braking power and features lightweight brake disc hubs made of aluminum. Braking power is increased above all by using larger brake discs, brake calipers and friction surfaces as well as by improved brake cooling. The change to composite brake discs with brake disc hubs made of aluminum made it possible to reduce the system weight compared with one-piece brake discs made of gray cast iron.

The brake discs were enlarged from a diameter of 350 mm to 380 mm on both the front and rear axles. In combination with the larger brake calipers and brake pads, it was therefore possible to increase the effective friction area by approximately 10% on the front axle and approximately 25% on the rear axle. The larger dimensions on the rear axle also assist in meeting the demands associated with the additional loads due to the braking interventions of Porsche Torque Vectoring Plus (PTV Plus).

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911 Turbo/S (991) The disc technology with composite brake discs is new. The discs on the front and rear axles feature a friction ring made of gray cast iron and brake disc hubs made of aluminum. Compared with comparable, one-piece brake discs made of gray cast iron, the brake disc hubs made of aluminum offer a weight advantage for unsprung masses of approximately 8.8 lbs. (4 kg) per vehicle. In addition to reducing the vehicle weight, this also reduces the rotating and translational masses and improves driving dynamics. The brake disc hubs and brake discs (friction rings) are connected by means of several radially arranged pins made of stainless steel.

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The cross-drilled brake discs are cooled primarily by redesigned, involute-shaped cooling ducts and more efficient ventilation of the brake system. Ventilation has been significantly improved compared with the previous model and is now realized by way of two air guide vanes per wheel on the front axle (control arm spoiler and wheel carrier spoiler) and two air guide vanes on the rear axle (trailing arm and wishbone). In comparison: 997 Turbo II: 1 air guide vane/wheel at front, 1 air guide

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vane and air duct/wheel at the rear.

Porsche Ceramic Composite Brake (PCCB)

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The enhanced ceramic brake system offers a further increase in braking power and wear resistance as well as weight-reduced brake disc hubs made of forged aluminum. Braking power is increased above all by using larger brake discs, brake calipers and friction surfaces as well as by improved brake cooling. Increased wear resistance, even under particularly high loads, is achieved as the result of further development of the ceramic composite material.

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911 Turbo/S (991) The brake discs were enlarged from a diameter of 380 mm to 410 mm on the front axle and from 350 mm to 390 mm on the rear axle. In combination with the larger brake calipers and brake pads, it was therefore possible to increase the effective friction area by approximately 14% on the front axle and approximately 20% on the

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rear axle.

The brake disc hubs made of forged and anthracite-anodized aluminum are new. The connection system used for connection of the hubs and brake discs has been modified. In the new PCCB system, the proven and successful connection system with tensioning springs is used not just on the front axle but also on the rear axle.

The cross-drilled brake discs of the PCCB are cooled primarily by the newly designed cooling ducts in the brake discs and by efficient ventilation of the brake system by new and additional air guide vanes on the front and rear axles.

The material composition of the ceramic brake discs, particularly the outer friction

resistance of the new generation of discs was achieved by significantly increasing the ceramic content in the ceramic composite material using carbon fibers. While wear on standard brake discs in gray cast iron/aluminum composite design can be checked in the conventional way, wear assessment of PCCB brake discs must be carried out using a special electronic measuring device. This does not involve “assessment of residual thickness”, but a Carboteq measurement, which uses the current condition of the ceramic composite material as the wear criterion. Details of the Carboteq measurement procedure can be found in the PIWIS information system.

IMPORTANT: Observe the instructions in the Workshop Manual under all circumstances!

Carboteq measurement on PCCB brake disc

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layer, has been completely modified. Here, a significant improvement in the wear

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911 Turbo/S (991) Electric parking brake (EPB) Like the current 911 Carrera models, the new 911 Turbo models have an electric parking brake. The operating button is at the left next to the steering wheel on the lower part of the dashboard. The electric parking brake can be activated manually using this switch and deactivated when the footbrake is pressed. It is also released automatically when the driver’s intention to drive off is detected via the accelerator pedal (analogous to EPB on 991 Carrera). The electric parking brake therefore increases comfort and safety when the vehicle is parked and creates more space in

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the center console due to the omission of the handbrake lever.

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911 Turbo/S (991) Standstill management Like in the current 911 Carrera generation, the new standstill management function (Auto Hold function) is also installed in the new 911 Turbo models to prevent the

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If the vehicle is braked to a stop on a gradient >5%, the Auto Hold function is activated and the required brake pressure holds the vehicle in this position.

Standstill management as from 5% uphill gradient

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In combination with the standard PDK; the position is also held if the vehicle coasts to a stop on an uphill gradient >5%. If the vehicle comes to a stop without active braking intervention, the brake pressure holds the vehicle on the uphill gradient until the driver drives off again. The Auto Hold function is automatically transferred to the electric parking brake after approximately 5 minutes or if the driver indicates his intention to leave the vehicle by undoing his seat belt or opening the driver’s door.

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Chassis

vehicle from rolling back in the opposite direction to the desired direction of travel.

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911 Turbo/S (991) 4.8 Wheels and tires The new 911 Turbo models are equipped as standard with completely newly developed 20-inch wheels instead of the 19-inch wheels of the previous models. Alongside the 20-inch 911 Turbo wheel (standard on 911 Turbo) and the 20-inch 911 Turbo S wheel with central locking (standard for 911 Turbo S, optional for 911 Turbo), a 20-inch Sport Classic wheel is additionally offered as an option. All wheels are made of forged aluminum to reduce the vehicle weight and particularly the unsprung masses. This improves both driving dynamics and driving comfort. Each wheel

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design has a unique character and individually complements the outstanding vehicle

Tires and tire repair systems

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design.

The new 911 Turbo models are equipped with a new tire generation which has been optimized with respect to rolling resistance, braking distance and weight. Similar to the current 911 generation, a reduced comfort tire pressure can now be set on the up to a speed of 170 mph (270 km/h) in order to increase driving comfort. The new 911 Turbo models come as standard with a space-saving tire repair system comprising tire sealing compound and an electric pneumatic compressor.

Tire Pressure Monitoring (TPM) Similar to the previous models, the new 911 Turbo models also feature a tire pressure monitoring system as standard equipment worldwide for permanent monitoring of all four wheels. The functions of the system are largely unchanged. The additional possibility of setting a reduced comfort tire pressure up to a maximum speed of 170 mph (270 km/h) is also monitored by the TPM. The comfort tire pressure to be used is specified in the Owner’s Manual.

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911 Turbo/S (991) 4.9 Control systems The control systems of the 911 Turbo models are characterized above all by the following features and enhancements compared with the previous models:

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• Enhanced vehicle stability system Porsche Stability Management (PSM) • Extension of driving dynamics control system Porsche Torque Vectoring Plus (PTV Plus), including fully variable rear differential lock • Sport button as standard equipment • Enhanced Sport Chrono package including dynamic engine mounts

These features significantly increase both the driving dynamics potential and the driving comfort.

Porsche Stability Management (PSM)

vehicle stability system Porsche Stability Management (PSM) with an adapted setup.

The modified PSM also offers high active driving safety for maneuvers with extreme longitudinal and lateral dynamic forces, while maintaining typical Porsche agility.

This also includes the functions of enhanced braking readiness (pre-filling of the brake system) and brake assist for high active safety and shorter stopping distances.

Porsche Torque Vectoring Plus (PTV Plus) Compared with the mechanical rear differential lock of the previous models, the new standard PTV Plus offers significant advantages: • A fully variable electronic rear differential lock • Targeted braking interventions

PTV Plus essentially improves the steering behavior and steering precision of the vehicle when driving very dynamically by selectively braking the rear right or rear left wheel. PTV Plus offers significant advantages when driving into bends . At the first sign of understeer, it selectively brakes the rear wheel on the inside of the bend as soon as the steering wheel is turned. As a result of this, the rear wheel on the outside of the bend has a higher drive torque than the wheel on the inside of the bend.

This difference in torque provides the vehicle with a yawing moment that also supports the steering angle of the vehicle. The result is significantly improved agility with improved steering behavior.

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Similar to the previous models, the new 911 Turbo models are equipped with the

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911 Turbo/S (991) Taking into account driving dynamics and driving stability, PTV Plus is the ideal complement to Porsche Stability Management (PSM). Whereas PSM uses the braking interventions to stabilize the vehicle, PTV Plus additionally uses the braking interventions to increase the driving dynamics. Accordingly, the braking interventions of PTV Plus are also active when Porsche Stability Management is deactivated (PSM OFF) in order to provide agile and dynamic driving behavior. With regard to agility and steering precision, the active braking interventions offer advantages at low and midrange speeds (up to approximately 100 mph/160 km/h). At higher speeds, PTV Plus and the rear differential lock offer additional driving stability in addition to

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Additional yawing moment due to PTV Plus

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The electronically controlled rear differential lock of PTV Plus can be controlled variably and actively independent of the driving situation. All driving condition variables that are available to PSM are taken into account here. As a result, it offers even

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improved driving dynamics.

greater traction in the driving dynamics limit range in particular, as well as a further significant improvement in driving stability for load changes when cornering or changing lanes. PTV Plus permits higher transverse acceleration in the driving dynamics limit range. A further advantage of the fully variable rear axle differential is improved braking in emergency braking situations due to complete disengagement of the lock, which allows the ABS to optimally control each wheel individually.

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911 Turbo/S (991) 4.10 Sport/Sport Plus mode For the first time, the Sport button is standard equipment the 911 Turbo. Like its predecessor, the 911 Turbo S is equipped as standard with the Sport Chrono pack-

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age including Sport and Sport Plus button.

With the functions Basic and Sport, the driver can choose between a setup with optimized comfort and fuel consumption or a sporty setup. The Auto Start Stop and coasting functions are activated in the basic setting. These functions are deactivated in Sport mode and a sportier vehicle setup is achieved. Activation of Sport mode results in sportier engine tuning, including a steeper accelerator pedal characteristic and harder rev-limiter, as well as a sportier PDK setup with later upshifts and earlier downshifts in automatic mode.

The additional functions of intermediate throttle application for downshifts and

light and high beam as well as adaptive cruise control with Porsche Active Safe (PAS) are also activated. In combination with the Sport Chrono package (standard for 911 Turbo S, option for 911 Turbo), the Turbo Overboost function and the Sport function of the dynamic engine mounts are also activated via the Sport button.

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sound symposer activation are new. The Sport functions of the dynamic cornering

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911 Turbo/S (991)

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911 Turbo/S (991) Sport Chrono package including dynamic engine mounts The 911 Turbo models are equipped with a revamped Sport Chrono package including dynamic engine mounts (standard for 911 Turbo S, option for 911 Turbo), an

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analog and digital stopwatch on the dashboard as well as additional Sport, Sport Plus and Launch Control displays on the steering wheel. The dynamic engine mounts, Sport Plus button and the additional functions such as Turbo Overboost and Launch Control significantly improve both driving dynamics and performance once more. For example, acceleration from 0 to 62 mph (100 km/h) is 0.2 second faster with Sport Plus button pressed. The advantage is also 0.3 second for acceleration from 0 to 124 mph (200 km/h).

The Sport Chrono package includes the following: • Dynamic engine mounts • Analog and digital stopwatch

911 Turbo: 524 ft. lb. + 37 ft. lb. (710 Nm +50 Nm) 911 Turbo S: 553 ft. lb. + 37 ft. lb. (750 Nm +50 Nm) 04_30_14

• Sport Plus button with activation of power-oriented settings for engine, transmission (incl. Launch Control), all-wheel drive and active aerodynamics • Additional Sport, Sport Plus and Launch Control displays on the steering wheel • Driving dynamics display in PCM New compared with the previous models is above all the Overboost function for the 911 Turbo S as well as the new technologies of rear axle steering, Porsche Active Aerodynamics (PAA) and Porsche Dynamic Chassis Control (PDCC). In addition, both the current and maximum longitudinal and transverse acceleration values are shown in addition to the familiar functions on the driving dynamics display of the PCM with memory function.

Similar to the previous models, the Overboost function with time-limited overboosting of the boost pressure is also activated by way of the Sport and Sport Plus buttons on the 911 Turbo models. This function increases the boost pressure in the lower and middle rpm ranges by approximately 2.2 psi /0.15 bar (997 Turbo II: 2.9 psi /0.2 bar) and therefore increases the maximum torque from 487 ft. lb./660 Nm to 524 ft. lb./710 Nm (997 Turbo II: 480 ft. lb./650 Nm to 516 ft. lb./700 Nm).

The Overboost function is new in the 911 Turbo S. Here, the boost pressure in the lower and middle rpm ranges also increases by approximately 2.2 psi/ 0.15 bar, which therefore also increases the maximum torque from 516 ft. lb./700 Nm to 553 ft. lb./750 Nm. As in the previous models, the Sport Plus button activates the race circuit shift strategy for the Porsche Doppelkupplung (PDK) with an uncompromisingly sporty shift response with the shortest possible shift times and optimum shift points. This gearshifting mode also offers the possibility of activating the Launch Control assist system for optimum starting acceleration.

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• Overboost

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911 Turbo/S (991) In contrast to the previous models, the sportiest setup of PTM, PSM and PASM is activated with the Sport Plus button on the new 911 Turbo models and not with the Sport button. With the “Launch Control” function, the PTM all-wheel drive clutch is also preloaded, the PASM damping set to a harder setting and PSM interventions activated later. Alongside the familiar Sport function of the dynamic engine mounts, the Sport Plus function is additionally available. In this mode, the dynamic engine mounts are damped even more and a control strategy with high rigidity optimized for race track operation is preselected.

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In the case of the new rear axle steering, the Sport Plus button activates a sportier setup to further enhance agility. The control parameters of the other control systems, e.g. PASM and PDCC, are also taken into account here to ensure harmonious and sport-oriented driving dynamics. With the new Porsche Active Aerodynamics (PAA) function, the Sport Plus button activates the “Performance” position. Here, the front spoiler and rear wing are fully extended and the wing element is additionally

power potential, including high transverse acceleration, on the race track, for example.

The new anti-roll stabilization system Porsche Dynamic Chassis Control (PDCC – standard for 911 Turbo S, option for 911 Turbo) becomes even sportier with the Sport Plus button and permits a further increase in driving dynamics through roll moment distribution adapted to the respective driving situation.

Advantages of Sport Chrono package incl. dynamic engine mounts • Higher acceleration capacity and flexibility thanks to overboost • Power-oriented control and shift strategy for engine, PDK, PTM, PSM, PASM, PTV Plus, PDCC (option) and rear axle steering • Greater driving comfort and improved driving dynamics due to dynamic engine mountings

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tilted. This position permits a high aerodynamic downforce and offers additional

• Additional displays, including analogue stopwatch and individual memory

Dynamic engine mounts Like the previous models, the 911 Turbo models are also equipped with dynamic engine mounts with the Sport Chrono package. Here also, they increase both performance and comfort. Through modification and retuning of the dynamic engine

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mounts, it was possible to achieve a further improvement in the precision of the open- and closed-loop control behavior and also to extend the control range towards driving comfort.

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911 Turbo/S (991) 5 Body 5.1 General Based on the new 911 Carrera 4 generation (991), the new 911 Turbo models also

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have a completely newly developed body in a composite aluminum and steel design.

With the 911 generation (991), the 911 Turbo models differ for the first time from

Body

the 911 Carrera 4 models through an additionally widened body in the rear side sections. With an overall width of 1,880 mm, the 911 Turbo models are an additional 1.1 inches (28 mm) wider than the 911 Carrera 4 models and 2.8 inches (72 mm) wider

71.2 inches (1,808 mm)

72.9 inches (1,852 mm)

74 inches (1,880 mm) 05_01_14

Similar to the current 911 generation, the front fenders on the new 911 Turbo models are no longer made of hot-dip galvanized sheet steel but of aluminum. In particular, the wider body also offers sufficient space for the powerful cooling of the charge air coolers and the larger rear wheels.

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than the 911 Carrera models.

5.1

General information

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5.2

Body in white

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5.3

Body repairs

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5.4

Aerodynamics

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5.5

Add-on parts and luggage compartment

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911 Turbo/S (991) 5.2 Body in white

Body

5 The bodyshell of the 911 Turbo models essentially corresponds to that of the 911 Carrera 4 models. The idea behind this intelligent lightweight construction concept is use of “the right material in the right place”. In addition to additional and large-area use of aluminum and plastic to reduce the vehicle weight, the local use of ultra-highstrength steel offers a high degree of body rigidity and a high level of occupant protection.

As well as offering a very good power-to-weight ratio, the rigidity of the body also makes a decisive contribution to driving performance. Increased rigidity normally means additional weight, which conflicts with the objective of reducing weight. This conflict was solved by the intelligent lightweight construction with a composite aluminum and steel design. Torsional rigidity, flexional resistance, natural torsional frequency and natural bending frequency have been increased compared with the previous models, while the weight of the bodyshell structure has been reduced by 13% at the same time.

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911 Turbo/S (991) Differentiation of rear side sections on 991 C2, 991 C4, 991 Turbo

In addition to the modified side sections, the wheel housings were redesigned in order to achieve the required body width and also ensure adequate clearance for the air flow duct (see Figure 05_03_14) to the charge-air coolers. The front body width is the same as the current 911 Carrera models. The weight of the bodyshell is 546 lbs. (247.5 kg).

Since a platform strategy was implemented for the bodyshell of the new Carrera models, the 911 Turbo models differ from the basic C4 models only in the area of the side sections and rear wheel housings. The frame for the tail lights was additional-

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Air flow duct

05_03_14

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05_04_14

Body

ly modified due to the redesigned rear end.

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911 Turbo/S (991) 5.3 Body repairs The repair procedures are the same as those used for the other 911 Carrera, Boxster and Cayman models. Joining techniques such as bonding, punch riveting and

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blind riveting as well as MIG/MAG welding on steel components are used for repairs.

As for all hybrid bodyshells, particular attention must always be paid to corrosion protection when working on the different materials.

The bodyshell structures must not be straightened using mechanical or hydraulic pulling or pressing equipment as this can cause irreparable damage to joints in the bodyshell structure. There is also a risk that this can change the crash properties of the bodyshell structure.

Reshaping of some aluminum components (panels) is permitted, provided these are not damaged in any way, e.g. kinks, hard edges, significant surface deformation,

The 991 C2 straightening set and the electronic measuring system is used for body 05_07_14

repairs on the Porsche 991 Turbo. It is set up and used in the same way as existing straightening sets for current vehicle models. The manufacturers are the known companies Caroliner and Celette.

5.4 Aerodynamics The 911 Turbo/S models offer significantly improved aerodynamics in comparison with their predecessors. The aerodynamics of the 911 Turbo models can be adapted individually and efficiently to the current driving and vehicle situation thanks to the introduction of the adjustable front spoiler lip and high variability of the front spoiler and wing element. The possibility of setting intermediate positions and adapting the wing position according to aerodynamic changes on the vehicle (e.g. slide/tilt roof open) means that the active aerodynamics system can significantly extend the aerodynamic spectrum.

With the active aerodynamics function (Porsche Active Aerodynamics (PAA)) of the 911 Turbo models, it is possible for the first time to produce aerodynamic downforce on the front axle as well as the rear axle (‘Performance’ position). For improved driving dynamics, a downforce of approximately 71 lbs. (35 kg) on the front axle and approximately 197 lbs. (88 kg) on the rear axle presses the vehicle onto the road when travelling at a speed of approximately 186 mph (300 km/h).

Mounting of the exterior mirrors on the door shoulders further improves aerodynamics. As with the current 911 generation, this allows – compared with the position in mirror attachment point finisher in previous models – a more harmonious flow of air around the A-pillars and the mirror housing with reduced air disturbance. The advantage of this are reduced wind noise and lower risk of soiling of both the side windows and the exterior mirrors.

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cracks or flaking paint. In such cases, the entire components must be replaced.

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911 Turbo/S (991) 5.5 Add-on parts and luggage compartment The 911 Turbo models have only imperceptible differences compared with the 911 basic models in the area of the lids and flaps. The doors, front lid and sliding roof

of the rear lid.

Body

Rear lid

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The aluminum rear lid frame was adopted from the current 911 Carrera models. The visually striking rear lid grille made from plastic was newly developed for the 911 Turbo models. Instead of 3 horizontal slats (911 Carrera models), the rear lid grille on the 911 Turbo models has 4 horizontal slats . Another distinguishing feature is the unique slat structure with its centrally raised contour. Under the rear lid, there are

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were adopted from the basic models. The only significant difference is in the design

two brushed aluminum covers in the lock area of the engine cover. The right badge has the embossed logo ‘3.8’, based on the displacement, while the left badge has the embossed logos ‘turbo’ or ‘turbo S’ for model-specific differentiation.

Luggage compartment The luggage compartment volume of the 911 Turbo models is 4.06 sq. ft. (115 l) and is therefore 0.35 sq. ft. (10 l) larger than the luggage compartment in the previous models. With the introduction of the active aerodynamics system, the pneumatic management system including compressor, air accumulator and control unit for activating the variable front spoiler lip is located at the side of the luggage compartment (on the right in the direction of travel). These elements are integrated in a compact housing and are accommodated at the side under the luggage compartment trim.

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911 Turbo/S (991) 6 Body – Exterior equipment 6.1 General The design of the new 911 Turbo models achieves a perfect synthesis of power, elegance and functionality at the highest level. The new 911 Turbo models therefore represent the top of the 911 model line. The exterior design, which has an even wider

Body – Exterior equipment

body compared with the 911 Carrera 4 models, is now even sportier and more dynamic compared with the previous model.

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6.2 Front view The 911 Turbo models have a unique yet unmistakable front end, which highlights their special status both within the 911 model line and amongst the competition. A characteristic feature of the 911 Turbo models is the front apron with large air intakes, distinctive front light modules and continuous horizontal slats in the side air

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intakes.

The LED front light modules on the 911 Turbo models include a light frame, which is used as the daytime running lights on the 911 Turbo and as a position light in combination with the LED headlights (optional for the 911 Turbo, standard for the 911 Turbo S), and an integrated direction indicator light. The side direction indicator lights integrated in the front apron are also differentiated visually compared with the previous models and feature LED technology for the first time.

6.1

General information

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6.2

Front view

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6.3

Side view

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6.4

Rear view

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6.5

Spoilers

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6.6

Exterior mirrors

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911 Turbo/S (991) Front apron The completely redesigned front apron (see Figures 6_02_14 and 6_03_14) of the 911 Turbo models differs significantly from the front aprons of the other 911 models.

Body – Exterior equipment

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In addition to the large air intakes for the standard center radiator and the two black grained transverse struts in the side openings, the front view of the 911 Turbo models is also differentiated by its specific front light modules. The front spoiler trim is painted in exterior color and the variable front spoiler located underneath has a black front spoiler lip. The actively adjustable front spoiler is a highlight and an outstanding

Front apron Turbo

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Front apron Turbo S

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The 911 Turbo S is distinguished at the front by its additional black airblades in the side air intakes. The parking sensors, which come as standard with the 911 Turbo S, are integrated in these airblades at the front. A further distinguishing feature is provided by the standard LED headlights with integrated 4-point daytime running light and the central ‘turbo S’ logo in the extended front spoiler lip (911 Turbo: ‘turbo’ logo).

Turbo S airblade

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element of the active aerodynamics system ‘Porsche Active Aerodynamics (PAA)’.

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911 Turbo/S (991)

Body – Exterior equipment

Turbo S front apron

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06_05_14

The following illustration shows the design of the front apron The disconnection point to the wiring harness in the front apron depends on the equipment (basic, parking

for the front apron was adopted from the 911 basic models.

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sensors, KESSY) and varies between two or three interfaces. The connection concept

06_06_14

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911 Turbo/S (991) 6.3 Side view The side air intakes for the charge air coolers also give the 911 Turbo models a unique character. Their new contour is integrated dynamically and harmoniously into

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from the side, was also given a new interpretation.

06_07_14

The combination of the shorter overhang at the front and rear and the elongated side line (including a 3.94 inches (100 mm) extension of the wheelbase) makes the 911 Turbo models much more dynamic. The sporty design is enhanced by the more pronounced inclusion of the air intakes at the front in the side contour, the more compact air outlets at the rear and tighter integration of the rear wing into the overall design. The exterior mirrors are mounted on the door shoulders and correspond to those of the 911 generation. By way of differentiation, the 911 Turbo S has new SportDesign exterior mirrors with a V-shaped mirror base and mirror housing painted completely in the exterior color.

Another characteristic design feature of the 911 Turbo models is the continuity of the components in black, e.g. the ribs in the side openings at the front and rear, the air intakes in the rear side sections and the lower parts of the exterior mirrors (911 Turbo). This is rounded off by the bottom termination in the form of the front spoiler lip, side skirts and rear apron.

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Body – Exterior equipment

the rear side sections. The design of the air outlets at the rear, which can be seen

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911 Turbo/S (991) The new 20-inch wheels made of forged aluminum provide an especially stylish highlight. Besides making the wheels lighter, the forging technology enables small spoke cross-sections and therefore an unobstructed view of the visually attractive brake systems. The unique wheel design of the 911 Turbo consists of 20-inch 911 Turbo

two-tone look with a titanium-colored base coating and a bright-polished wheel center emphasizes the high quality of the overall vehicle.

911 Turbo wheels

6_08_14 911 Turbo S wheels

Body – Exterior equipment

6_09_14

For the 911 Turbo S, the 20-inch 911 Turbo S wheels have a filigree, highly branched spoke design. This lends the wheels an appearance of stability and lightness and together with the central wheel lock emphasizes the vehicle’s sportiness. The wheel has a two-tone look with a black base coating and a bright-polished wheel center.

Another distinguishing feature of the 911 Turbo S is the ceramic brake system with yellow-painted brake calipers.

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wheels with five-bolt wheel connection and 10 double spokes. The wheel design in

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911 Turbo/S (991) 6.4 Rear view

Body – Exterior equipment

6 The rear design of the 911 Turbo is more dynamic and powerful than that of the previous models. With its clearly striking individual components and its more strongly contoured rear end, the new rear design gives the vehicle a more muscular and elegant appearance. The even wider body compared with the current 911 Carrera 4 models and the wing element with multiple adjustment options (incl. tilt function) as an element of the active aerodynamics system “Porsche Active Aerodynamics (PAA)” give the vehicle its unique shape and character. The shape of the classic wing element has been sharpened and is integrated even better into the overall rear design thanks to the narrower wing housing and striking rear lid grille.

Rear apron The narrow tail lights of the new 911 generation, designed in LED technology, integrate perfectly into the rear apron and their shape and position emphasize the broad shoulders of the new 911 Turbo models. The tail light concept is rounded off with license plate lighting in LED technology and the reflectors moved to the side in the lower area of the rear apron.

Rear apron

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911 Turbo/S (991) The following illustration shows the design of the rear apron with the installed individual components. The disconnection points in the wiring harness vary between one and two disconnection points (parking sensors, reversing camera). The connection concept for the rear apron was also adopted from the basic models.

06_12_14

The side air outlets for the charge air coolers are also characteristic features of the 911 Turbo models. The new V-shaped basic structure and the horizontal slat merging centrally into the rear apron make the openings look highly dynamic and formally integrated. The new twin tailpipes of the 4-branch exhaust system and the rear trim panel with lower part in black provide the visual finishing touch. This component integrates the tailpipes and forms an optical link between the side tailpipes. On the 911 Turbo,

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Body – Exterior equipment

these have a chrome-plated, high-gloss finish, while they are chrome-plated in black on the 911 Turbo S.

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911 Turbo/S (991) 6.5 Spoilers With the 911 Turbo models, an active aerodynamic system, Porsche Active Aerodynamics (PAA) is used for the first time at Porsche as a combination of a multi-stage,

Body – Exterior equipment

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adjustable front spoiler and wing element. This is also the first time that the pneumatically extending front spoiler system protected by Porsche with several patents has been used worldwide for a production vehicle.

With this unique feature, the new 911 Turbo models have an automatic control system which, together with the extending and tilting wing element, delivers an ideal combination of the advantages of day-to-day usability, driving safety, efficiency and driving performance.

The front spoiler and the wing element can be extended and retracted automatically in 3 positions. Adjustment of both systems is always synchronous. The spoiler is con-

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Screws 06_14_14

Front spoiler - Basic

06_15_14

Front spoiler - Speed

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Front spoiler - Performance

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Basic (retracted): Large approach angle Optimum day-to-day usability

Speed position: Fuel-efficient geometry

Performance: Best lap times thanks to maximum aerodynamic downforce

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nected to the front apron by clips and screws (see Figures 6_13_14 and 6_14_14).

Clips

2014 911 Turbo Section 6 9/20/13 8:46 AM Page 93

911 Turbo/S (991) Spoiler positions In the Basic initial position, both elements are completely retracted. The retracted front spoiler increases day-to-day usability and improves entering steep angled ramps and driveways. The risk of damage to the front spoiler lip on curbs is therefore reduced.

Body – Exterior equipment In the Speed center position, the front spoiler and wing element are partially extended. This position offers high driving stability and low drag. This permits low fuel con-

6

sumption and a high top speed.

In the Performance position, the front spoiler and wing element are completely extended. In addition, the wing element is tilted in this position. With aerodynamic downforce on the front and rear axle, this position offers excellent performance

Adjustment of the systems for the ‘Basic’ and ‘Speed’ positions is speed-sensitive.

The front spoiler and wing element extend automatically to the ‘Speed’ position at speeds in excess of approximately 75 mph (120 km/h) and retract to the ‘Basic’ position below approximately 50 mph (80 km/h).

The ‘Performance’ position is activated by pressing the spoiler button in the center console. This function is disabled again by pressing the spoiler button once more. In combination with the Sport Chrono package (standard for the 911 Turbo S, optional for the 911 Turbo), the ‘Performance’ position can also be activated and disabled using the Sport Plus button.

The variable aerodynamics of the 911 Turbo models offer further adaptability in addition to the functions and advantages described here. If the slide/tilt roof option changes the aerodynamics when the roof is opened, the rear wing is extended higher

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potential on the race circuit, for example.

and tilted earlier or further in the ‘Speed’ and ‘Performance’ positions.

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911 Turbo/S (991) Variable front spoiler The variable front spoiler control system basically consists of a flexible, pneumatically extending front spoiler and a pneumatic management system for function control.

6 Front spoiler system design

6_18_14

The basic elements of the front spoiler, which is made of a flexible elastomer (plastic), are a spoiler lip and 3 actuators (behind the spoiler lip). Each actuator comprises an inflatable 5-chamber system, which can be filled and emptied using the pneumatic management system. The separation of the actuators into 3 sectors means that the spoiler lip can be extended and retracted individually in different areas. The two outer actuators are always controlled synchronously.

Operating principle of the front spoiler

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6_19_14

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Body – Exterior equipment

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911 Turbo/S (991) In the Basic position, the actuators are depressurized and the front spoiler is completely retracted. This position provides the largest possible overhang angle (10.4°) and the greatest distance between the spoiler lip and road. Compared with the rigid front spoiler on the previous models, the distance to the road at the center of the spoiler is approximately 0.75-1.0 inch (20-25 mm) higher (measuring point: center of vehicle).

Body – Exterior equipment The Speed position is activated by filling the two outer actuators to approximately 7.25 psi (0.5 bar). The center actuator is then depressurized. As a result, the front

6

spoiler is extended slightly only in the outer areas. This position provides evenly balanced aerodynamics with low drag and reduced lift compared with the ‘Basic’ position.

The Performance position is activated by filling all actuators to approximately 11.6 psi (0.8 bar). As a result, the front spoiler is extended fully in all areas and the spoiler lip is turned approximately 90° forward compared with the ‘Basic’ position. In this

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position, the spoiler lip – particularly the central area – has a distinct blade-shaped contour for performance-oriented aerodynamics with downforce. In addition, an embossed ‘turbo’ or ‘turbo S’ logo is visible in the center of the spoiler lip as a visual enhancement in the ‘Performance’ position.

The pneumatic management system is located at the side of the luggage compartment and essentially comprises an electrically powered compressor, an air accumulator and a control unit. The compressor draws air from the air accumulator and fills the actuators via lines and controlled valves. The pneumatic control of the variable front spoiler is a largely closed system. This means that when extending and retracting the front spoiler, the air between the actuators and the air accumulator is mutually exchanged. The return flow of air to the air accumulator is stored unpressurized. The system is controlled via the integrated control unit.

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911 Turbo/S (991) Unlike fixed spoiler systems, the pneumatic control system offers many advantages in combination with a flexible and high-performance base material (elastomer).

Together with the high degree of variability, the excellent flexibility means that there is a reduced risk of damage due to curbs and speed bumps. This is supported by the

Body – Exterior equipment

6

mechanical robustness even at high and low temperatures as well as the high resistance of the selected base material against salt water.

In the event of repairs, the following components are available as spare parts: • Pneumatics case • Control • 2/2-way valves (both valves incl. wire harness) • Pump • Air accumulator (accumulator bladder pre-filled incl. valves) • Wiring harnesses

Compared with the previous models, the variable wing element of the new 911 Turbo models consists of an aerodynamically modified wing profile and a modified drive system for extending the wing element. The wing itself is made from a high-performance plastic and is produced in a special process as a hollow body with closed profile structure. This method allows low weight combined with high stability. The wing supports were also revamped and now have an aerodynamic wing profile.

Wing element extended

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Rear Variable wing element

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911 Turbo/S (991)

Body – Exterior equipment

06_22_14

Wing element components

06_23_14

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Wing element retracted

6

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911 Turbo/S (991) The drive for extending the wing element was completely revamped. On the previous models (996/997 generation), the wing element was extended and retracted hydraulically. On the new 911 Turbo models, the wing element is extended and retracted electrically via an electric motor and a spindle. The wing element is also tilted electri-

6

Wing element drive unit

06_24_14

The electric drive offers numerous advantages compared with the hydraulic system.

In addition to extending and retracting the wing element, this compact and lightweight drive system allows the simple integration of an additional tilt function. Another advantage is the fast extension and retraction speed as well as precise adjustment of several wing positions.

Like the front spoiler lip, the wing element has 3 initial positions. In the Basic position, the wing element is completely retracted. In the Speed center position, the wing element is extended by approximately 0.75 inch (22 mm), while in the Performance position it is extended by approximately 2.75 inches (70 mm) and also tilted. If the optionally available slide/tilt roof is opened, its position is aerodynamically adapted and further extended and tilted when the wing element is opened. In the Speed position, the wing element is then already extended by 2.75 inches (70 mm) and tilted. In the Performance position, it is extended by 2.75 inches (120 mm) and tilted in this case.

Control The front spoiler and wing element are controlled synchronously. In this case, both systems move simultaneously into the three positions Basic, Speed, and Performance. This happens automatically for the Basic and Speed positions. In combination with the Sport Chrono package and the Sport Plus button (standard for the 911 Turbo S, optional for the 911 Turbo), automatic control also takes place for the Performance position.

It is also possible to extend and retract the front spoiler and wing element manually using the spoiler button in the center console, which is standard in both models. This is done by pressing and holding the spoiler button until the Performance or Basic end positions are reached.

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Body – Exterior equipment

cally. The additional electric motor used for tilting is located in the left wing support.

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911 Turbo/S (991) < 9 mph (15 km/h) At speeds of less than approximately 9 mph (15 km/h), the front spoiler and the wing element can only be extended or retracted manually by pressing and holding the spoiler button. Automatic extension and retraction are not possible in this case to protect the front spoiler lip against damage when extending (e.g. a vehicle parked in front of a curb) and to prevent pinching at the wing element when retracting.

Body – Exterior equipment > 75 mph (120 km/h)/< 50 mph (80 km/h) At speeds in excess of approximately 75 mph (120 km/h), the front spoiler and wing

6

element are automatically extended in the Speed position, and at speeds of less than approximately 50 mph (80 km/h), they retract again to the Basic position. This control strategy takes both aerodynamics (spoiler and wing partially extended -> reduced drag) and visual appearance (at speeds of less than approximately 50 mph (80 km/h) -> spoiler and wing retracted) into account.

Pressing the Sport Plus button in the center console activates the spoiler button and at speeds > 9 mph (15 km/h), the front spoiler and rear wing are automatically extended to the Performance position. This position is retained until the vehicle comes to a standstill. The automatic basic functions with the spoiler and wing settings Basic and Speed are only restored when the Sport Plus button is deactivated or when the vehicle is restarted and is driven at a speed > 9 mph (15 km/h).

If the automatically activated spoiler button is pressed again when the Sport Plus button is pressed, the system returns to the automatic basic functions with the spoiler and wing settings Basic and Speed. This control strategy is based on the adjustable damper system PASM. Here, it is also possible to adjust the basic setting of the dampers without affecting the remaining Sport Plus functions by pressing the damper button when the Sport Plus button pressed.

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Sport Plus button

On the one hand, this control makes it possible to use all Sport Plus functions including the aerodynamic Performance position in order to achieve the best possible lap times on a handling circuit with lower speeds using a high downforce. On the other hand, deactivating the aerodynamic Performance position allows a higher top speed to be achieved on a high-performance race circuit and the best possible lap times to be achieved with all other Sport Plus functions. > 168 mph (270 km/h) At speeds above 168 mph (270 km/h), the set spoiler and wing position cannot be changed. This is for reasons of driving safety, as minor changes to the spoiler and wing position at very high speeds can have a significant effect on aerodynamics and therefore on handling.

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911 Turbo/S (991) 6.6 Exterior mirrors The new SportDesign exterior mirrors are optional for the 911 Turbo and standard for the Turbo 911 S. These exterior mirrors differ from the standard exterior mirrors

Body – Exterior equipment

6

of the 911 Carrera models above all with their V-shaped mirror base and a modified mirror housing. The SportDesign exterior mirrors therefore look much lighter and sportier compared with the basic exterior mirrors with a one-piece mirror base.

The SportDesign exterior mirrors can only be folded in manually and are not available with an electric folding function including

6_25_14

6_26_14

The new exterior mirrors are available worldwide, including the country-specific mirror variants and the automatic dimming function available as standard with the 911 Turbo models.

The new SportDesign exterior mirrors are 3-part mirrors like the standard mirrors and the mirror housing is made of plastic (polycarbonate). On standard exterior mirrors, the lower part of the mirror base and the lower housing cover always have a black grained finish and the mirror housing is painted in the exterior color. With the new SportDesign exterior mirrors, the mirror base consists of one piece. This is painted completely in the exterior color, as is the entire mirror housing. The basic shape of the mirror housing and the mirror contour have been modified only slightly compared with the basic exterior mirrors. This results in an identical vehicle width with exterior mirrors (77.9 inches/1,978 mm) and comparable aerodynamics.

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courtesy lighting.

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911 Turbo/S (991) 7 Body – Interior equipment 7.1 General The interior of the 911 Turbo models is based on the design of the current 911 generation with the highest quality, improved functionality, ergonomics and flexibility as well as enhanced day-to-day usability. The 911 Turbo models also feature functional

Body – Interior equipment

elements with a unique design, such as the instrument cluster, model-specific logos and standard classic interior equipment including leather interior, fully electric seats,

7

PCM with navigation module and BOSE Surround Sound System.

The 911 Turbo S also has additional standard equipment such as carbon trims, adaptive sports seats Plus and a two-tone color combination (Black/Carrera Red) available

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exclusively for this model.

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7.1

General information

101

7.2

Concept

102

7.3

Seats

104

101

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911 Turbo/S (991) 7.2 Concept Operation of the Porsche Doppelkupplung (PDK) – standard on all 911 Turbo models – is both functional and sporty, with raised gear selector, a feature typical of motor

7

concept on the center console with buttons combined in logical groups also ensures fast and intuitive operation of the most important functions.

Center console switch

7_02_14

The dashboard also includes familiar elements such as the classic five round instruments with the centrally positioned tachometer and the position of the ignition lock on the left of the steering wheel. Like the current 911 generation (991), the 911 Turbo models now feature the high-resolution 4.6-inch TFT multi-function display to the right next to the tachometer. In addition to the most important on-board computer functions, e.g. the map display for the navigation system, it also contains Turbo-specific displays such as boost pressure.

07_03_14

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Body – Interior equipment

racing, and shift paddles on the standard SportDesign steering wheel. The operating

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911 Turbo/S (991)

Steering and instrument cluster

7_04_14

To differentiate the 911 Turbo models, these feature an instrument cluster with black dials, chrome-colored instrument rings, a tachometer with a silver-colored scale ring and for the first time, illuminated ‘turbo’ and ‘turbo S’ model logos. The ‘turbo’ and ‘turbo S’ logos are also used on the aluminum door entry guards.

Improved ergonomics, especially for tall drivers, is ensured by the 1.0 inch (25 mm) longer fore/aft adjustment of the seats and the 0.4- inch (10 mm) longer fore/aft adjustment range of the steering wheel. Furthermore, the standard SportDesign steering wheel with shift paddles for manual PDK shifting can be adjusted electrically on the new 911 Turbo models.

Like the current 911 generation (991), the attractive and high-quality interior design of the 911 Turbo models has been significantly improved with numerous galvanized

Shift paddles

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Body – Interior equipment

07_05_14

highlights. The uniform accent color is now Galvano Silver. Differentiating features on the 911 Turbo S include carbon trims on the dashboard, center console and door panels.

The roofliner, A-pillar, B-pillar and C-pillar of the 911 Turbo models are finished in Alcantara. The 911 Turbo models have a leather interior in 4 colors as standard, while the 911 Turbo S models also have an exclusive two-tone interior in Black/Carrera Red as standard. There is also an extensive range of high-quality leather interiors in special color, two-tone and natural leather available as an option for all 911 Turbo models. Other personalization options offer optional trims such as carbon, aluminum or mahogany.

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911 Turbo/S (991) 7.3 Seats Like the previous models, the 911 Turbo features fully electric sports seats (14-way) fitted as standard and the 911 Turbo S features adaptive sports seats Plus (18-way),

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ment function for the seat cushion, which significantly increases seating comfort, is new compared with the previous models. Other distinguishing features of the 911 Turbo S are its leather-covered seat rear shell and side airbag covers in interior color.

911 Turbo seat

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911 Turbo S seat

07_07_14

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Body – Interior equipment

which were adopted from the basic models. The additional electrical depth adjust-

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911 Turbo/S (991) 8 Heating and air conditioning 8.1 General information The 911 Turbo is equipped with 2-zone automatic climate control, which will be familiar from the current 991 model line. The temperatures can be set separately and individually for the driver’s and passenger’s side. The air distribution and air flow can be

Heating and air conditioning

2-zone automatic climate control

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varied using the adjustable vents integrated into the dashboard.

8_01_14

Extended air-conditioning functions The extended air-conditioning functions can – as on the 911 Carrera – be used for the first time on the 911 Turbo. The familiar functions listed below can be selected via the on-board computer of the instrument cluster.

The extended air-conditioning functions include: • Automatic air-recirculation mode (use of an air quality sensor) • Air flow adjustment (individual blower/air flow regulation) • Extended ventilation panel

8.1

General information

105

8.2

Ventilation

106

8.3

Operation

109

8.4

Refrigerant circuit

113

8.5

Actuators and sensors

114

8.6

Topology of the airconditioning system

115

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911 Turbo/S (991) 8.2 Ventilation Air and flap control (intake tube)

Heating and air conditioning

8

The fresh air supply for the heater is located in the right plenum panel (technology space). In the 911 Turbo, two filters are also used to clean the intake air: • Pre-filter (1) • Main filter (in the heater, as in the Cayenne) This pre-filter (1) is located in the intake tube housing (3).

The fresh-air/recirculation flap (2) is clearly visible when the intake tube cover is removed. This makes it easy to perform a function test of these flaps.

The picture below shows the configuration of the two air-conditioned zones on the dashboard. The temperature can be set and controlled independently for both zones.

This zone division was also taken into account for the two vents of the extended venIntake tube housing

08_02_14

tilation panel (2).

Located behind the fresh-air/ recirculation flap (2) is the flap for ram-air compensation (this air flap starts to close at speeds > 50 mph (80 km/h). This does not completely shut off the fresh air supply.

08_03_14

1 Defroster (front and side) 2 Extended ventilation 3 Side/center left ventilation (zone 1) 4 Side/center right ventilation (zone 2) 5 Air intake, heater 6 Passenger compartment temperature sensor

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Air and flap control (air outlet on dashboard)

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911 Turbo/S (991) Air and flap control (servo motors for driver’s and passenger’s sides) Most servo motors for flap control are located on the heater on the left and right, directly on the air-mixing chamber. As this is a 2-zone system, there is also at least one separate servo motor for the temperature mixing flap on each side (driver’s and passenger’s zone). There are also a number of temperature sensors mounted directly on the heater housing. The exact positions of the individual servo motors and sensors are shown in the illus-

Heating and air conditioning

8

trations below.

The evaporator temperature sensor can be removed and installed with the water heat

Driver’s side

08_04_05 Passenger’s side

1 Servo motor for footwell 2 Servo motor for temperature mixing flap (left) 3 Servo motor for defroster 4 Servo motor for extended ventilation 5 Servo motor for side/center ventilation, left and right 6 Servo motor for temperature mixing flap (right) 7 Temperature sensor for footwell (right) 8 Temperature sensor for footwell (left)

08_04_05

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exchanger installed (closed system)..

9 Evaporator temperature sensor 10 Condensation water drain, direction of travel

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911 Turbo/S (991) Air and flap control (air outlet in heater) The illustration below shows various servo motors and the air outlet openings of the heater. The air flows from the openings (6 to 8) are routed to an intermediate piece,

Heating and air conditioning

8

which is integrated in the underside of the dashboard. Air ducts connected here route the air flow to the intermediate piece, then to the vents in the dashboard. The vents in the dashboard for the passenger ventilation (8) can be adjusted or closed manually using an air flow adjusting wheel. The air flows for the footwell (9) are routed to the footwell via separate air ducts, which are connected to the outlet connections of the heater. The air flow for the driver’s and passenger’s sides passes the footwell temperature sensor (11) in each case. Similar to the 911 Carrera, there are individual

The illustrated servo motors for air distribution (1, 3) always move the flaps for both

servo motors located on the air intake of the heater for fresh-air/recirculation mode and for ram-air compensation.

temperature zones via a continuous shaft.

This also applies to the servo motor for the

the dashboard (side/center).

Heater

08_06_14

1 Servo motor for footwell 2 Servo motor for temperature mixing flap (left) 3 Servo motor for defroster 4 Servo motor for ram air 5 Servo motor for fresh air/recirculated air 6 Air outlet for extended ventilation 7 Air outlet for defroster 8 Air outlet for passenger ventilation (side/center) 9 Air outlet for footwell 10 Condensation water drain 11 Footwell temperature sensor 12 Service flap for main filter

The temperature sensors for the passenger air vents (driver/passenger) are located directly in the air ducts just before the outlet openings.

Air duct outlet/passenger’s side 08_07_14

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passenger air vents on the left and right in

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911 Turbo/S (991) 8.3 Operation The operating and air-conditioning unit in the center console permits adjustment of the air-conditioning functions. The control unit integrated in the operating unit also regulates and controls all the heating and air-conditioning system components

8

required for passenger compartment air conditioning, such as activation of servo

Heating and air conditioning

motors or of the air-conditioning compressor.

2-zone air conditioning (automatic) As of model year 2014, the air-conditioning system allows different temperatures to be selected for the driver and passenger. The air flow and air distribution are set and controlled in the same way on both sides. The vents can be adjusted or closed

The current temperature settings are

individually to set the desired air flow.

shown in a separate display for the driver and passenger. Temperatures of between 60.8° F (16° C) and 85.1° F (29.5° C)

Recommendation: 71.° F (22° C].

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can be selected.

The AUTO button has a dual function.

Pressing this button allows both temper-

ature zones to be synchronized (formerly ‘mono mode’). See also the next section

‘Functions of the air-conditioning system’.

08_08_14

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911 Turbo/S (991) Functions of the air-conditioning system The most important functions of the air-conditioning system are listed below: • Automatic mode

Heating and air conditioning

8

• SYNC mode • Defrost mode • AC MAX mode • Air-recirculation modes • Manual blower adjustment

Automatic mode Automatic mode assumes fully automatic control of the passenger compartment temperature for the driver’s and passenger’s zone, which can be pre-set separately, depending on various influencing factors (e.g. sunlight, air quality, intake air temperature). Changes to the air flow and air distribution are applied to both sides.

SYNC mode In SYNC mode (synchronization), the air-conditioned zone for the passenger depends on the settings of the driver’s side. To activate SYNC mode, press and hold the AUTO 08_09_14

button until SYNC appears in the display. The passenger compartment temperature settings for the driver’s and passenger’s side can now be changed together using the TEMP button on the driver’s side.

To deactivate SYNC mode, press the AUTO

Defrost mode

button or the TEMP button on the passenWhen defrost mode is activated (indicator light in the button lights up), the following

ger’s side briefly.

settings are made automatically by the operating and air-conditioning unit: • Air distribution upwards only • Temperature mixing flap is set to maximum heating • Air-recirculation mode is ended • AC mode is activated • AUTO function (on both sides) is ended

AC MAX mode In AC MAX mode (indicator light on the button lights up), the maximum cooling capacity of the entire system is focused on the two zones. The following settings are made automatically by the operating and air-conditioning unit for the two zones for rapid cooling: • Temperature mixing flaps are set to maximum cooling • Blower runs at maximum speed • Primary air supply to the passenger air vents • Recirculated air is set for a short time 08_10_14

In AC MAX mode, there is no automatic control of the passenger compartment temperature.

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Automatic mode is indicated by the message ‘AUTO’ in the display.

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911 Turbo/S (991) Air-recirculation modes The following air-recirculation modes are available in the 911 Turbo models as of model year 2014 and can be activated in various situations: • Manual air-recirculation mode

8

• Automatic air-recirculation mode for poor air quality • Automatic air-recirculation mode for supporting the refrigerant circuit

Heating and air conditioning

• Automatic air-recirculation mode after actuation of the windshield wiper/washer system

Manual air-recirculation mode When defrost mode is selected, airManual air-recirculation is forced air-recirculation. Forced air-recirculation mode is set

recirculation mode is exited (if set) as a

by the system during the operating states described below:

precautionary measure and the system is

This air-recirculation mode can be selected to prevent unpleasant odors by pressing the air-recirculation button on the operating and air-conditioning unit.

2. Air recirculation in AC MAX mode.

The recirculation flap is closed in order to achieve the maximum cooling capacity (see also AC MAX mode).

Automatic air-recirculation mode 1. Automatic air-recirculation mode for poor air quality: The concentration of pollutants in the intake air is determined by way of an air quality sensor in the intake duct. If this sensor detects exhaust gas in the intake air, switchover to air-recirculation mode is initiated.

2. Automatic air-recirculation mode for supporting the refrigerant circuit: When the outside temperature is above 77° F (25° C), air-recirculation mode is set

switched back to fresh air mode.

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1. Air-recirculation by pressing the button on the operating and air-conditioning unit.

automatically in order to achieve the maximum cooling capacity. This guarantees rapid cooling of the passenger compartment to the desired temperature set on the operating and air-conditioning unit.

3. Automatic air-recirculation mode after actuation of the windshield wiper/washer system: Air-recirculation mode is set for approximately 20 seconds when the outside temperature is >41° F (>5° C).

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911 Turbo/S (991) Extended air-conditioning functions The extended air-conditioning functions allow greater personalization and provide enhanced comfort for the air conditioning in the passenger compartment. The

Heating and air conditioning

8

functions listed below are available for the 911 Turbo: • Automatic air-recirculation mode (use of an air quality sensor; see above) • Air flow adjustment (soft/normal/strong) • Extended ventilation panel (on/off)

The extended ventilation panel on top of the dashboard can be switched on or off separately, for example. The air flow in the passenger compartment is therefore less The extended air-conditioning functions are set via the multi-function display on the

direct. The automatic function of the air-conditioning system independently regulates the air outflow.

08_11_14

08_12_14

Automatic load switch-off In cases of extreme engine load, the air-

If the charging condition of the battery is critical, the following air-conditioning or

conditioning compressor is switched off for

heating functions are restricted initially and then switched off completely at a later

a short time in order to guarantee sufficient

time if necessary:

engine cooling.

• Seat heating • Seat ventilation • Rear window/exterior mirror heating • Fresh air fan • Air-conditioning compressor

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instrument cluster.

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911 Turbo/S (991) 8.4 Refrigerant circuit The refrigerant circuit in the 911 Turbo is comparable with the system from the current 991 model line. This means that the familiar swash plate adjustable compressor is used, which uses an electronic control valve for adjustment of the swash plate angle (variation of the refrigerant delivery rate by changing the swash plate

Heating and air conditioning

angle).

8

The compressor has no magnetic clutch.

This means that the compressor is always driven when the engine is running.

2 Swash plate

Cross-section of a swash plate adjustable compressor

8_13_14

The filter dryer equipment is located in an opening between the right spring strut mount and the firewall, which will be familiar from the current model line.

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1 Electronic control valve

The dryer bottle can be accessed for repair work via the right wheel housing – after removal of the wheel housing liner.

The pressure sensor is integrated in the refrigerant line on the high-pressure side in the immediate vicinity of the dryer bottle.

1 Filter dryer equipment Filter dryer/pressure sensor

08_14_14

Opening in front of firewall (right) 08_15_14

2 Pressure sensor

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911 Turbo/S (991) 8.5 Actuators and sensors General information

Heating and air conditioning

8

For the air-conditioning function, the OAU (Operating and Air-conditioning Unit) has the following sensors on the input side: • Pressure sensor for refrigerant pressure (pulse width modulation) • Outside temperature sensor • Intake air temperature sensor • Passenger compartment temperature sensor

The passenger compartment temperature

• Temperature sensor for passenger air vent, left/right

is measured using a sensor, which

• Temperature sensor for footwell, left/right

operates according to the infrared

• Sun sensor, left/right (dashboard)

measuring principle. This means that the

• Air quality sensor

sensor uses thermal radiation for temperature measurement.

The flaps, fan controls and fresh air controls (e.g. air-recirculation mode) are activated by the operating and air-conditioning unit using these sensors.

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• Evaporator temperature sensor

2014 911 Turbo Section 8 9/20/13 8:48 AM Page 115

911 Turbo/S (991) 8.6 Topology of the air-conditioning system The control unit of the air-conditioning system (operating and air-conditioning unit) communicates with other control units via CAN MMI and with external devices and

sensor on the air intake tube housing are activated via the LIN bus.

Heating and air conditioning

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Xi – Control units connected to the CAN MMI (e.g. instrument cluster) OAU – Operating and Air-conditioning Unit AQS – Air quality sensor

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sensors via the LIN bus. The blower and flaps on the heater as well as the air quality

The air-conditioning compressor is activated directly via a PWM (pulse width modulation) signal and is therefore not included in the topology.

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911 Turbo/S (991) 9 Electrics and electronics 9.1 General information The electrical equipment of the 911 Turbo (2014) is enhanced. An electropneumatic front spoiler system with several extension strategies is used for the first time. BiXenon headlights with Porsche Dynamic Light System (PDLS) are fitted as standard.

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These include a wide range of functions such as: • Dynamic headlight levelling • Dynamic cornering light and headlight cleaning system

The dynamic cornering light adjusts the headlights above a speed of around 6 mph (10 km/h), therefore improving illumination of the road and allowing early detection of the course of winding roads and possible obstacles in the darkness. To ensure the

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widest possible illumination of bends, the maximum adjustment angle of the inside headlight is 15 degrees, while the angle for the outside headlight is 7 degrees.

Another innovation is the full-LED headlight system (Porsche Dynamic Light System (PDLS) with 4-point daytime running light, which comes as standard on the 911 Turbo S and is optional for the 911 Turbo.

9.1

General information

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9.2

Network topology

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9.3

Lighting

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9.4

Glossary

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911 Turbo/S (991) 9.2 Network topology The data bus structure of all networked control units (network topology) shows the system structure of the 911 Turbo with the central gateway control unit in the figure

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below. There are six CAN data bus systems (Controller Area Network, each with a data transfer rate of 500 kbps) and one LIN (Local Interconnect Network with a data transfer rate of 19.8 kbps) connected directly to the gateway. The Most (Media Oriented System Transport with a data transfer rate of 20 Mbps) with its components (amplifier/TV tuner) is connected to the infotainment interface (CDR 31/CDR 31 Plus/ PCM3.1).

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Network topology

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911 Turbo/S (991) 9.3 Lighting Bi-Xenon headlights The basic equipment of the 911 Turbo includes Bi-Xenon headlights with PDLS

Electrics and electronics

(Porsche Dynamic Light System) functions.

These include a whole range of lighting func-

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tions, such as cornering light, country road light, highway light and fog light function, which were introduced in 2012 with the Carrera 991. With the Bi-Xenon headlights, the daytime running lights are integrated as LED light guides in the auxiliary lights on the front apron.

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Bi-Xenon/PDLS

Cornering light The PDLS module swivels in accordance with the cornering characteristics, depending on the steering angle. Another cornering characteristic (higher swivel angle depending on the steering angle) is activated in Sport mode.

15° maximum angle on inside of bend

7.5° maximum angle on outside of bend

Cornering light

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The light switch must be set to AUTO for cornering light activation.

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911 Turbo/S (991) Full-LED headlights The full-LED headlights have a very different look to the Bi-Xenon headlights. Instead of a cone-shaped light housing with a round projection lens and auxiliary headlight

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with visible reflector, the full-LED headlight consists of two tube-shaped light housings in a stepped configuration with a lens contour truncated at the top and bottom.

1 Basic module (2 Lumiled modules) 2 PDLS module (1 Lumiled module) 3 Auxiliary high beam (2 Lumiled modules)

LEDs)

LED headlight

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The basic module produces a wide, homogeneous, basic beam of light and cannot be swivelled. This module is fitted with two Lumileds (Philips).

Two auxiliary high beam modules increase the maximum range for the high beam function.

LED module with mounting

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4 Daytime running light (10 Osram OSLON

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911 Turbo/S (991) With the full-LED headlights, the daytime running lights are integrated into the headlight housing as 4 LED spotlights surrounded by an LED light ring. The full-LED headlights therefore look different to the Bi-Xenon headlights with a total of three distinguishing features: Headlight design, daytime running lights and night design.

The headlight system includes the following features:

Electrics and electronics

• Headlights with dipped beam and high beam as well as auxiliary high beam • 4-point daytime running lights in LED technology

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• Porsche Dynamic Light System (PDLS) with dynamic headlight levelling, speed-sensitive driving light control, dynamic cornering light, fog light function and headlight cleaning system The basic module in the upper part of the full-LED headlight is part of the dipped beam and ensures homogeneous and wide illumination of the road. The second part of the dipped beam is in the PDLS module (Porsche Dynamic Light System) located

With its pivot function and variable light distribution (rotating drum) this enables the PDLS functions: • Dynamic cornering light • Country road light • Highway light • Adverse weather light

Highway light

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underneath the basic module.

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The highway light function is active when the rotary light switch is set to Auto.

Function: Increases light distribution. Active after 3,300 ft. (1,000 m) at 68 mph (110 km/h) or higher provided the steering wheel is not turned sharply (r>2,600 ft./800 m). The function is activated immediately at speeds of 81 miles (130 km/h) or higher.

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911 Turbo/S (991) Fog light function

Electrics and electronics

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The fog light function distributes the light beam horizontally at the left headlight (0 to 44 mph/0 to 70 km/h) and swivels the left headlight outwards by 7.5° from 1–6 mph (2–10 km/h) (continuously) up to 44 mph (70 km/h). Dipped beam is active at The fog light function is activated when the rear fog light is on.

speeds of over 44 mph (70 km/h), while the function reverts back to fog light distribution below 37 mph (60 km/h). The left headlight is swivelled back to the straight-

Dipped beam/country road light

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High beam Basic module

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The high beam is also realized in the PDLS module through an appropriate drum position for the projection headlight. The additional high beam in the upper part of the fullLED headlight consists of two sub-components and is located at the left and right of PDLS module

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the basic module. Like the Bi-Xenon headlights, the full-LED headlights consist of a reflector/lens system for the basic functions. The light for the dipped and high beam functions is projected from the light source (LED) onto the road via a reflector and a lens or rotating drum (PDLS functions).

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ahead position at speeds of less than 2.5 mph (4 km/h).

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911 Turbo/S (991) High-beam assistant (FLA)

Electrics and electronics

High beam assistant

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The function (FLA) is activated with the switch for the high beam function when the

beam is switched off at a distance of approximately 2,600 ft. (800 m) from the oncoming vehicle. When the tail lights of a vehicle travelling in front are detected, the switch-off distance is approximately 1,300 ft. (400 m). If no other vehicles are detected, high beam + auxiliary high beam are activated automatically.

LED technology The full-LED headlights use sophisticated semiconductor technology and produce a luminous flux that is comparable to Bi-Xenon headlights. The main advantages of LED (Light Emitting Diode) technology as a light source are its daylight-like light color, its high energy efficiency and its long service life. Other advantages include instantaneous switching on and off and a high degree of freedom for headlight design. The high light output is produced by LED modules, which consist of four individual LEDs combined in a compact and mechanically robust module. These LED modules are used for dipped and high beam (basic and PDLS module) as well as in the additional

rotary light switch is in the ‘AUTO’ position.

Active V>37 mph (60 km/h) Inactive V<19 mph (30 km/h)

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As soon as the camera detects the dipped beam of an oncoming vehicle, the high

high beam. In total, the complex light system of the new full-LED headlights consists of 30 individual LEDs per headlight, which are individually arranged for their respective light function.

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911 Turbo/S (991) 9.4 Glossary

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Electrics and electronics

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2014 911 Turbo Cover 9/20/13 8:15 AM Page U3

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2014 911 Turbo Cover 9/20/13 8:15 AM Page U4

Part Number - PNA 911 TUR 14