ESP PORSCHE 911 TURBO 2004 4.G Information Manual

· 14 ·· 15 ·The new 911 Turbo |
The new 911 Turbo
The second 911 Turbo, launched
in 1977, developed 300 bhp from
a 3.3-litre intercooled engine.
Brake performance was similarly
enhanced, combining four-piston
aluminium fixed calipers with
cross-drilled discs.
In 1993, Porsche launched the
final 911Turbo to feature dedicated
rear-wheel drive. Based on the
Type 964 platform, it used a
3.6-litre engine to achieve a major
boost in output to 360 bhp.
Its Type 993 successor, launched
in 1995, set a range of new
benchmarks in supercar perform-
ance. All-wheel drive provided
greater active safety as well as
better driving dynamics. The
system also had a rear-axle bias
that retained the familiar Porsche
handling characteristics. Twin
exhaust turbochargers offered
better response and a more
harmonious build-up of power. The
last 911 Turbo to have an air-
cooled engine, it offered maximum
output of 408 bhp from a
3.6-litre displacement.
The first water-cooled 911 Turbo,
the Type 996, made its debut
in the year 2000. Also equipped
with all-wheel drive, it used
VarioCam Plus to achieve a major
improvement in all-round fuel
economy. The engine capacity
remained at 3.6 litres, while
output rose to 420 bhp fo r a
maximum speed of 305 km / h
(190 mph). The Type 996 model
was the first 911 Turbo with the
option of Tiptronic S transmission.
The subsequent launch of the
Turbo S version saw a further
rise in output to 450 bhp.
Now, the evolution of this
remarkable car has reached a
new pinnacle of achievement.
Over the following pages, we
will explore every aspect of the
new 911 Turbo.The first Porsche racing car to
feature turbocharged power made
its debut in the early 1970s. The
12-cylinder engine in the legendary
917 used a twin turbo system to
achieve a colossal 1,000 bhp
.
In 1972, the 917/10 with 5-litre
turbo engine claimed the North
American CanAm
championship.
In the following season, the
917/30, developing 1,100 bhp
from a 5.4-litre unit, became the
most powerful racing Porsche of
all time.
This invaluable race experience
inevitably found its way into our
production
road car development.
Just one year later, in 1974,
the 911 Turbo was born. Preceded
as it was by the 1973 oil crisis, it
was considered a
bold undertakingby Porsche. As history would show,
it was the first of many surprises in
the evolution of this legendary car.
The original 911 Turbo featured
widened wheel arches as well as
specially developed front and rear
spoilers. These major aerodynamic
refinements were essential
requirements given the increased
engine performance. Developing260 bhp, the first 911 Turbo could
reach 100 km / h (62 mph) in as
little as 5.5 seconds. Maximum
torque output of 343 Nm was
unprecedented in a 3-litre engine.
This exceptional performance
necessitated a new gearbox
design featuring specially
reinforced gears. Thus began a
new type of Porsche that would
soon acquire mythical status.
911 Turbo 3.0 (1974), 911 Turbo (2006)

The primary objective for every
911 Turbo is to challenge the
limits of technical feasibility. Not
only in terms of performance
and dynamics, but also when it
comes to ride comfort. On this
latest evolution, we’ve completely
redesigned a number of systems
and components. The result builds
on the achievements of the
previous 911 Turbo – a car widely
acknowledged as the ultimate in
sportscar design.
As you would expect, the new 911 Turbo meets the highest
expectations in terms of engine
performance. The classic flat-six
unit develops 353 kW (480 bhp)
at 6,000 rpm from a 3.6-litre
displacement. Maximum torque
of 620 Nm is available between
1,950 and 5,000 rpm. To achieve
that capability, we’ve combined
VarioCam Plus with twin turbo-
charger units featuring Variable
Turbine Geometry (VTG) –
a totally new technology on apetrol-
engined car. With a standard
manual
gearbox, the new 911 Turbo
requires just 3.9 seconds to reach
100 km / h (62 mph). Equipped
with the latest optional Tiptronic S
transmission, the car is 0.2 seconds
quicker on the standard sprint.
Benchmark times to 200 km / h
(124 mph) are 12.8 and
12 . 2
seconds, respectively. Maximum
speed with either transmission is
310 km / h (193 mph).
One of the most important engine
technologies, appearing for the
first time on a Porsche, is Variable
Turbine Geometry (see page 32).
The main components on this
system are the adjustable guide
vanes which channel the exhaust
flow onto the turbines, enabling
higher turbine speeds at lower
engine rpm. The most difficult
challenge when developing this
technology was the high exhaust-
gas temperature of around
1,000 ºC, which is unique to a
petrol engine. This enormous
thermal load is considerably
greater than the 700 ºC typically
encountered on a diesel-powered
car. It was only possible to
bridge this gap using materials
developed for aerospace
applications. The primary benefitsof Variable Turbine Geometry
include faster response, higher
torque output from lower engine
speeds, and greater top-end
power. Maximum torque is also
available over a wider engine
speed range. By eliminating the
problem of ‘turbo lag’, the
traditional weakness of the
turbocharged engine is finally
a thing of the past.
· 16 ·· 17 ·The new 911 Turbo |
The new 911 Turbo
Pioneering technology, dependable results.
Engineering the new 911 Turbo.

To apply these benefits efficiently
to the road, we required another
innovation in sportscar design: all-
wheel drive with Porsche Traction
Management (PTM). Using an
electronically controlled multi-plate
clutch, this intelligent technology
provides variable drive to each
axle. The front/rear split is con-
tin
uously adjusted based on current
road conditions and driver inputs.
Although biased towards the rear,
the front receives more power
whenever the situation requires.
Porsche Traction Management
is specifically designed to
optimise driving dynamics. The
additional traction provided by
both the all-wheel drive system
and PTM represents a major
improvement in active safety,
especially in the wet or on snow.
Another benchmark technology
on the new 911 Turbo is the
standard braking system. The
front and rear discs have a
generous diameter of 350 mm.On the optional Porsche Ceramic
Composite Brake (PCCB), the
front diameter is increased to
380 mm.
Other standard features on the
new 911 Turbo include a new
evolution of Porsche Stability
Management (PSM) as well as
Porsche Active Suspension
Management (PASM) featuring
electronic damper control.
A
limited-slip differential is available
for the rear axle as an option.
For even greater performance, the
car can be equipped with the
optional Sport Chrono Package
Turbo. Key features include
an ‘overboost’ function which
provides as much as 60 Nm
of additional torque under
acceleration. When the throttle
is fully open, the boost pressure
is increased temporarily by
approximately 0.2 bar. The
electronic throttle map is
also adjusted to give a more
dynamic response to pedal
inputs.
Other modifications when ‘Sport’
mode is selected include a major
rise in the trigger threshold used
by Porsche Stability Management
(PSM). The all-wheel drive system
featuring PTM provides a similar
increase in driver involvement
by sending a greater proportion
of drive torque directly to the
rear wheels. PASM provides a
stiffer suspension setup enabling
faster turn-in and better road
contact.
Another major development
on the new 911 Turbo is the
car’s lightweight design and
construction. The doors and front
lid are made from aluminium
which offers a range of benefits
in terms of both performance
and economy. Every gram of
weight on every component
is there for a specific reason.
As a result, the standard model (with six-speed manual gearbox)
weighs just 1,585 kg. Even more
impressive are the power-to-
weight ratio of 302.8 bhp per
tonne and surprisingly low fuel
consumption.This powerful potential is, of
course, matched by exemplary
ride quality on every type of
road. This rare combination of
performance and comfort is one of the distinguishing features
of the 911 Turbo.
· 18 ·· 19 ·The new 911 Turbo |
The new 911 Turbo

vanes are opened further. By
varying the vane angle, it is
possible to achieve the required
boost pressure over the entire
engine speed range. As a result,
there is no need for excess-
pressure valves as found on
conventional turbocharged
engines.
· 34 · · 32 ·· 33 ·The new 911 Turbo |
Drive
Variable Turbine Geometry (VTG).
Creating the optimum turbo for every scenario.
known as ‘turbo lag’, means there
is virtually no turbocharging effect
at lower engine speeds. To
overcome this problem, the twin
water-cooled turbochargers on
the new 911 Turbo feature Variable
Turbine Geometry (VTG). With
this technology, the gas-flow from
the engine is channelled onto Larger turbo units, which create
lower back-pressure at higher rpm,
take considerably longer to spin
up under power due to the large
cross-sectional area and relative
inertia of the heavier turbine.
Generally, this type of turbo will
only be effective in the medium
rpm range. This phenomenon,
Turbocharger guide vane adjuster Turbocharger with Variable Turbine Geometry (VTG)
up easily to its optimum speed.
The key disadvantage of using
a smaller turbo is that the back-
pressure generated at higher
engine speeds causes a significant
reduction in performance.
Resistance is caused by the smaller
cross-sectional area through which
the exhaust is required to flow.
The 911 Turbo has always been
synonymous with performance.
Now the car is more capable than
ever thanks to a new twin turbo
system featuring Variable Turbine
Geometry (VTG).
On a conventional turbocharger,
the exhaust flow drives a turbine
that is connected to a compressor
in the air intake tract. By ‘squeezing’
the incoming air, the amount
of oxygen in a given volume isincreased. Since compression also
causes an increase in temperature,
the air must be passed through
an ‘intercooler’ unit. With more
oxygen present in each cylinder
charge, more fuel can be burnt
yielding greater energy. Since
higher exhaust pressures generate
corresponding loads on the intake
side, the intake pressure must
be carefully controlled in order
to protect the engine. On the new
911 Turbo, the ‘boost pressure’ islimited using ‘wastegate’ valves
that bypass excess pressure
around the twin exhaust turbines.
Another important factor is the
size of the turbo unit. Since a
smaller turbine has a lower mass,
it generally responds more quickly
to increasing pressure, spinning
the turbines via electronically
adjustable guide vanes. By
changing the vane angle, the
system can replicate the
geometry in all types of turbo,
large or small.
With Variable Turbine Geometry
(VTG), it is possible to achieve
higher turbine speeds, and thus
higher boost pressure, at lower
engine rpm. Cylinder charging issignificantly improved, with a
corresponding increase in both
power and torque. Maximum
torque is reached at lower rpm
and is retained across a wider rev
range. A full 620 Nm is available
from as low as 1,950 rpm up to
5,000 rpm. Every throttle input is
met with exceptional response
and phenomenal acceleration.
When the boost pressure reaches
its maximum value, the guide

locked, the outermost ring –
which is driven by two large
profile cams – is in direct contact
with the valve. When the pin is
removed, the innermost lifter –
operated by a smaller cam
lobe – has sole influence over the
amount of valve lift. The timing of
each valve is steplessly controlled
by means of an electro-hydraulic
rotary vane adjuster at the head
of the corresponding camshaft.To improve responsiveness
during warm-up in cold weather,
VarioCam Plus will select the
higher valve lift setting and retard
valve timing.
At medium revs and low engine
loads, the lower valve lift setting
is selected and timing advanced in
order to reduce fuel consumption
and emissions. The economy of
the engine is particularly
enhanced at lower engine speeds.
For maximum power and torque,
the higher lift setting is selected
and the timing of the valves is
advanced.
From the driver’s perspective, the
results are clear: copious torque
with exceptional fuel economy,
particularly in comparison with
much larger yet similarly rated
engines.
· 39 ·The new 911 Turbo |
Drive
VarioCam Plus combines variable
valve timing with two-stage valve
lift on each inlet camshaft. The
resulting benefits include greater
power and torque at all engine
speeds, as well as smoother
running, better fuel economy and
fewer exhaust emissions.Essentially, VarioCam Plus offers
two engines in one. The first is
designed for normal road driving,
the second for high-performance
use. The system switches
seamlessly between the two
as driver inputs change. All
operations are centrally controlled
by the engine management
system. The result: emphaticacceleration and smoother
running.
The two-stage lift mechanism on
each inlet valve consists of an
electro-hydraulically switchable
tappet. Each of the 12 tappets
has two concentric lifters which
can be locked together by means
of a pin. When the tappets are
· 38 ·
VarioCam Plus.
Optimum valve timing, optimum valve lift, in all load conditions.

Engine cooling.
The 911 Turbo engine features
cross-flow water cooling with fully
integrated coolant management.
This technology ensures a
consistent flow of coolant to each
of the engine’s cylinders. All
coolant passages are integral to
the block, thus eliminating the
need for external hoses. Each
cylinder receives a fresh supply
of coolant which has not been
pre-warmed by the engine. As well
as improving reliability, this
helps to minimise maintenance
requirements. Waste heat from
the oil is transferred to the
coolant via two oil/water heat
exchangers. The coolant is routed
through twin radiator modules
ahead of the front wheels and a
centrally placed unit in the nose.
Engine management.
Optimum performance is assured
at all times with the aid of
the Motronic ME7.8.1 engine
management system. On the new
911 Turbo, this powerful ECU is
responsible for all engine-related
functions and assemblies (see
diagram). Key among these are
the Variable Turbine Geometry
(VTG), VarioCam Plus and
electronic throttle system – one
of the essential prerequisites
for the standard Porsche Stability
Management (PSM). The results:
optimum economy, emissions
and performance, regardless of
driving style.Another important task performed
by the engine management
system is cylinder-specific knock
control. By preventing pre-ignition
at high engine speeds, this
function can avert costly damage
to the pistons and cylinders. Since
temperatures tend to vary in
different parts of the engine, each
cylinder is monitored separately.
If a risk is detected, the individual
ignition timing is adjusted.
The EU-compliant on-board
diagnostics system provides
continuous fault detection and
early warning for the exhaust
and fuel supply systems. The
resulting benefits are active
prevention of harmful emissions
as well as consistent rates of
fuel consumption.
· 40 ·· 41 ·The new 911 Turbo |
Drive
Input data Used to regulate /control
Engine management system
(Motronic ME7.8.1)
Engine load
Pressure upstream from throttle
Throttle-valve angle
Engine speed (from crankshaft)
Camshaft phase angles
Throttle-pedal position
Lambda signal
Knock sensor signal
Ignition
Fuel injection
Throttle valve
Heating elements in lambda sensors
Fuel pump
Fuel-tank venting
CAN interface to
all-wheel drive control unit CAN interface to transmissionMoment interface to Porsche
Stability Management (PSM)
VarioCam Plus
– camshaft phase angle
– valve lift control
Electronic controller for
Variable Turbine Geometry (VTG)
Bypass valve
Secondary air injection
Engine-bay fan
Starter
On-board diagnostics
Air-conditioning compressor
Interface to instrument cluster
Radiator fans
Vehicle speed
Air-conditioning settings
Engine immobiliser status
Clutch pedal switch
Ambient air pressure
Temperatures
– coolant
– airflow upstream from throttle
– engine oil
– air in engine compartment
– ambient air
Exhaust-gas temperature

Tiptronic S also includes a warm-
up function designed to minimise
exhaust emissions. When the
car is started, the engine speed is
increased so that the catalytic
converters reach their optimum
operating temperature within the
shortest possible time. braking on descent. This, of
course, helps to reduce the
load on the braking system. If
traction is lost under braking
in the wet or on snow, the system
automatically changes up to
restore lateral grip and bring the
car back into line. there is no need to use a kick-
down function. Unlike conventional
automatic systems, Tiptronic S
does not shift up when the throttle
is released, thus enabling
optimum acceleration when exiting
a corner with no loss of stability
due to changes in load. Mid-corner
gearshifts are also prevented,
thereby enhancing stability and
safety. Under heavy braking, the
system shifts down, using engine
braking to slow the car. The
function is enabled during high-
performance use when the driver
releases the throttle to apply
the brake within a period of
1.5 seconds. These active
downshifts enhance the car’s
performance, particularly when
braking for a corner. Under
prolonged braking, additional
downshifts are performed based
on the amount of brake force
applied. An incline sensor
improves uphill acceleration and
makes better use of engine
The 911 Turbo is available with
optional five-speed Tiptronic S
offering a highly rapid gearshift
action. This versatile option offers
fully automatic five-speed
operation as well as direct manual
control.
In manual mode, you can change
gear by hand using gearshift
controls on the steering wheel.
Simply press up to change up,
and down to change down. The
clutch function is fully automatic.In automatic mode, the standard
gearshift pattern, designed
for maximum fuel economy, can
be steplessly varied up to a
dedicated ‘Sport’ configuration
for optimum high-performance
driving. Each gearshift point is
automatically selected based on
current driving style and road
conditions. Within a short space
of time, you’ll develop a feel for
the system and begin to influence
gearshifts using the throttle alone.
The benefits of Tiptronic S are
particularly apparent when
exploring the car’s potential. Even
in automatic, the rapid gearshift
action enables remarkable agility
under acceleration. The imme-
diacy of response, with virtually
no interruption in drive, is now
more than comparable with a
Porsche manual gearbox. At just
3.7 seconds, the new 911 Turbo
with Tiptronic S is 0.2 seconds
quicker to 100 km / h (62 mph)
than the standard manually
equipped car.
While still in automatic, you can
change gear by hand using the
rocker controls on the steering
wheel. If there is no manual input
for a period of 8 seconds,
the system reverts to automatic
mode.
If the car is driven more assertively,
the system automatically selects
the ‘Sport’ gearshift pattern, i.e.,
· 46 ·· 47 ·The new 911 Turbo |
Drive
Tiptronic S gear selector lever Tiptronic S control on steering wheel
Tiptronic S.
Manual and automatic in one versatile solution.

using the automatic brake
differential (ABD) function. For
optimum traction, manual gearbox
cars can also be equipped with
an optional mechanical limited-slip
rear differential (see page 56).
Assisting PTM is a new and
specially uprated version of
Porsche Stability Management
(PSM – see page 58). Combined,
these systems ensure optimum
torque distribution – and thus
optimum drive – in every type of
road scenario, including high-
speed straights, hairpin bends and
challenging, variable-grip surfaces.
Under heavy braking where ABS
is required, the multi-plate clutch
severs all front drive so that
each front wheel can be controlled
separately
by the ABS without
being influenced by the rear wheel
dynamics.
The traction benefits of the new
electronically controlled system
are particularly apparent in
the wet or on snow. In these
conditions, the new 911 Turbo
offers breathtaking acceleration.
In short, PTM offers greater
active safety, greater performance,
and even more of the positive
handling and agility you’d expect
from a 911 Turbo.
· 49 ·The new 911 Turbo |
Drive
differential (ABD) and anti-slip
regulation (ASR).
The electronically controlled clutch
is used to vary the drive torque
transmitted to the front axle. The
previous 911 Turbo had a multi-
plate clutch filled with a viscous
fluid, which ‘passively’ determined
the front/rear torque split. On
this latest evolution, the fluid is
replaced by active, electronic
control.While the viscous-fluid system
responds to relative differences in
front/rear axle speed, the new
electronic clutch offers a more
direct response to changing road
scenarios. The status of the car
is continuously monitored with the
aid of on-board sensors. These
are used to measure a range of
values, including the rotational
speed of all four wheels, the lateral
and longitudinal acceleration of
the car, and the current steering
angle. The sensor data is analysed
in ‘real time’ by PTM, enabling
immediate adjustments in front-end
drive torque as and when required.
If, for example, the rear wheels
lose traction under acceleration, a
greater proportion of drive torque
is automatically transmitted to
the front axle. The integral ASR
function is also used to minimise
wheel-spin. When
cornering,
the system controls drive to the
front wheels in order to maintain
optimum lateral grip. On variable-
grip surfaces, traction is enhanced
· 48 · Electronically controlled multi-plate clutchAll-wheel drive system
Genuine high performance calls for
more than just a powerful engine.
It also requires an effective means
of applying that power to the road.
On the 911 Turbo, this is achieved
by means of permanent all-wheel
drive and an all-new version of
Porsche Traction Management
(PTM). The key mechanical feature
within the AWD system is the
electronically controlled multi-plate
clutch. Integral functions within
PTM include an automatic brake
Electronically controlled all-wheel drive with Porsche Traction Management (PTM).
The intelligent application of power and torque.

The power-assisted steering is
not only sensitive and direct,
it also offers accurate feedback
from the road. Minimal driver
effort is required when parking,
while the turning circle is small
at just 10.9 metres – despite
the generous tyre width.
One of the key features of
the new steering system is thevariable-ratio gearing. Around the
straight-ahead position, the ratio
is less direct, enabling smoother
manoeuvres on the motorway. It
also reduces the risk of excessive
steering inputs which could
destabilise the car at high speed.
Turn the wheel harder and
the ratio becomes more direct,
enabling better manageability
through low-speed corners as well
as easier parking manoeuvres.
In all scenarios, the system
provides excellent feedback
while complementing the car’s
natural agility.
In short: all the precision of a
race-proven system, yet perfect
for everyday road use.
· 54 ·· 55 ·The new 911 Turbo |
Chassis
Wheels.
The final elements in the drivetrain
system are, of course, the
wheels and tyres. On the new
911 Turbo, we’ve used 19-inch
forged alloys as standard. The
front wheel dimensions are
8.5J x 19 with
235/35 ZR 19
tyres. Rear wheel size is 11J x 19
with 305/30 ZR 19 tyres. The
new wheel design features a
special two-tone look for even
greater visual impact. The sides
of each spoke have a titanium
paint finish, while the entire front
surface, including the flange, has
a polished finish.
Tyre Pressure Monitoring (TPM),
included as standard equipment,
provides early warning of
tyre pressure loss. The driver is
i
nformed via the on-board
computer display as well as a
separate indicator light.A range of optional 18 and 19-inch
winter wheels (all snow chain-
compatible) are available from
Porsche Tequipment. Vehicles
equipped with the optional
Porsche Ceramic Composite
Brake (PCCB) may only be fitted
with 19-inch winter wheels.
19-inch Turbo wheel
Steering.
Accuracy, comfort and excellent road contact.

The new 911 Turbo is equipped
with Porsche Active Suspension
Management (PASM) as standard.
This electronic active damping
system offers continuous adjust-
ment of the damping force on
each wheel based on current road
conditions and driving style.
PASM has two driver-selectable
setup modes, ‘Normal’ and ‘Sport’,
which share a minimal degree
of overlap. While ‘Normal’ provides
a blend of performance and
comfort, the ‘Sport’ setup mode
has a much firmer range of
settings. The system responds to
changing road conditions and/or
driving style by continuously
varying the individual damping
forces within the parameters
defined for the selected setup
mode (‘Normal’ or ‘Sport’).
PASM uses a range of sensors
to monitor any movement in the
body of the car (e.g., under
acceleration, braking or on uneven
road surfaces). The PASM control
unit uses this data to obtain a
real-time evaluation of the forces
acting on the car. The system
responds continuously with a
corresponding modification of
individual damping force s in
accordance with the selected
setup mode. The results are a
reduction in both pitch and roll
as well as consistent road-holding
from all four wheels.
If ‘Sport’ mode is selected, the
suspension is set to a harder
damper rating. If the quality of
the road surface falls below a
certain threshold, the system
immediately changes to a softer
rating within the ‘Sport’ setup
range. This adjustment enhances
occupant comfort as well as
traction and grip. When the road
surface improves, PASM
automatically reverts to the
original, harder rating.
If ‘Normal’ mode is selected, and
the car is driven more assertively,
PASM automatically switches to
a harder rating within the ‘Normal’
setup range. As the dampers
become stiffer, the car becomes
more stable, ensuring higher
levels of active safety as well as
greater enjoyment from your
Porsche.
Limited-slip differential.
The manual gearbox version of
the new 911 Turbo is available with
an optional mechanical limited-slip
rear differential. Key benefits
include greater rear-end traction
when exiting hairpin bends as
well as on variable-grip surfaces.
It also compensates for changes
in wheel loads caused by throttle
modulation when cornering.
· 56 ·· 57 ·The new 911 Turbo |
Chassis
Porsche Active Suspension Management (PASM).
From ultimate comfort to optimum performance,
all at the push of a button.
Rebound in ‘Normal’ mode –
damper piston with bypass
valve openRebound in ‘Sport’ mode –
damper piston with bypass
valve closed
Compression in ‘Sport’ mode –
damper piston with bypass
valve closedCompression in ‘Normal’ mode –
damper piston with bypass
valve open