gearbox 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

· 26 ·The new 911 Turbo |
Drive
· 25 · · 24 · · 23 ·
7. Exhaust-gas turbocharger
with Variable Turbine
Geometry (VTG)
8. Intercoolers
9. Pressure pipe
10. Throttle valve
(electronically actuated)
11. Exhaust system
12. Oil filter
13. Engine oil reservoir
(dry-sump lubrication)
1. Radiator module (left)
2. Radiator module (centre)
3. Radiator module (right)
4. Coolant pipe
5. Coolant expansion tank
6. Air filter
14. Generator
15. PASM damper
16. Tandem brake booster
17. 6-speed manual gearbox
18. Front differential
19. Fuel tank1. Oil scavenge pump
2. Oil-pressure pump (obscured)
3. Engine oil reservoir
(dry-sump lubrication)
4. Camshaft adjuster (VarioCam Plus)
5. Intake camshaft
6. Tappets (with hydraulic valve
clearance adjustment)
7. Valve springs
8. Intake valves
9. Nikasil-coated cylinder bore
10. Forged aluminium piston
11. Forged connecting rod
12. Crankshaft
13. Camshaft drive chain
14. Camshaft drive chain tensioner
with guide rail
15. Single-spark ignition coil
16. Spark plug
17. Exhaust-gas turbocharger with
Variable Turbine Geometry (VTG)
18. Exhaust system
19. Catalytic converter
20. Pressure pipe
21. Throttle valve (electronically actuated)
22. Plenum chamber
23. Ancillary drive belt
24. Fluid reservoir for
power-steering system
1
2
3
4
5
21
2019
19
9
6
23
24
16
11
12
14
13
22
15
17
7810
18
16
1
2
6
5
3
109
8
7
15
17
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19
14
13
12
4
11
8

Tiptronic S, the new 911 Turbo
requires just 3.7 seconds to
reach 100 km / h (62 mph), and
just 12.2 seconds for 200 km / h
(124 mph). Facilitating this
performance is the additionaltraction provided by the new
electronically controlled all-wheel
drive system (see page 48).
In appropriate track conditions,
the car’s maximum speed is
310 km / h (193 mph).
· 29 ·The new 911 Turbo |
Drive
Every 911 shares the same
fundamental engine charac-
teristics. Key among these are
the ‘flat-six’ cylinder layout
and rear-mounted installation.
There is, however, one essential
feature that is unique to the
911 Turbo. The twin turbocharger
system that gives the car its name
now includes Variable Turbine
Geometry (see page 32). Thus
equipped, the 3.6-litre engine
develops 353 kW (480 bhp) at6,000 rpm. Weighing 1,585 kg,
the standard 911 Turbo (with
manual gearbox) has an excellent
power-to-weight ratio of
302.8 bhp per tonne. Specific
power output is 133 bhp per
litre of engine displacement.
Maximum torque is a phenomenal
620 Nm, rising to 680 Nm with
the overboost function in the
optional Sport Chrono Package
Turbo (see page 60). Thanks
to VarioCam Plus (see page 38)and the new turbocharger system,
all of that torque is fully available
between 1,950 and 5,000 rpm.
The resulting acceleration is
inspirationally quick. Equipped with
· 28 · · 27 ·The new 911 Turbo |
Drive
Engine.
Heart and soul of the new 911 Turbo.
911 Turbo engine

are reduced thanks to lengthy
replacement intervals for both
the engine oil (18,000 miles) and
air filter unit (36,000 miles). The
spark plugs require changing after
36,000 miles or a maximum of
every four years. The generator,
power-steering pump and air-
conditioning compressor are all
driven by a single self-adjusting
belt with a service life of 54,000
miles. The hydraulic tappets
provide automatic adjustment of
all valve clearances, while the
drive chains on the camshafts
and auxiliary shafts will also last
the life of the car.
Basic servicing is required after
18,000 miles or a maximum of
two years on the road. The first
major service is due at 36,000
miles or every four years at the
latest. The results: lower running
costs and virtually uninterrupted
enjoyment from your Porsche.
Exhaust system.
The exhaust system on the
911 Turbo is made from highly
durable stainless steel. The
system consists of two separate
tracts, one for each bank of
cylinders. The catalytic converters
are extremely heat-resistant,
yet quick to reach temperature
(and thus optimum performance)
when the engine is started
from cold.Twin lambda sensors in each of
the exhausts enable continuous
monitoring of the combustion
process. An additional pair of
sensors* is used to measure
the efficiency of the catalytic
converters.
Servicing.
Another pleasant surprise on the
new 911 Turbo is the standard
service schedule. Running costs
The new six-speed manual
gearbox in the 911 Turbo is
specifically adapted to the car’s
high levels of engine torque.
Designed primarily for sports
driving, one immediate
characteristic is the perfectly
judged spread betweensuccessive ratios as you upshift
through the gears. The gearshift
throw is short and precise,
with only minimal force required.
Thanks to a dual-mass flywheel,
this uncompromising setup means
there’s never any compromise
in comfort. The linkage provides
a direct connection with the
gearbox while insulating
the lever from engine vibration.
One final detail – the new gear
lever design – is exclusive to
the 911 Turbo.
· 44 ·· 45 ·The new 911 Turbo |
Drive
Six-speed manual gearbox.
Superlative power requires equal precision.
Gear lever exclusive to 911 Turbo* Not in markets with leaded fuel.

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 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

· 126 ·· 127 ·
Technical data911 Turbo
WeightsManual/ Tiptronic S
Unladen weight (DIN)1,585 kg/1,620 kg
Unladen weight (EC)*1,660 kg/1,695 kg
Permissible gross weight1,950 kg/1,980 kg
PerformanceManual/ Tiptronic S
Top speed310 km / h/310 km / h (193 mph/193 mph)
0 –100 km / h (0 – 62 mph)3.9 secs/3.7 secs
0 –160 km / h (0 – 99 mph)8.4 secs/7.8 secs
0 – 200 km / h (0 –124 mph)12.8 secs/12.2 secs
Flexibility 80 –120 km / h 3.8 secs/3.5 secs
(50 –75 mph) in second highest gear
Fuel consumption/emissionsManual/ Tiptronic S
In accordance with 80 / 1268 /EC as valid at time of going to press**
Urban18.8/19.8 l/100 km (15.0/14.3 mpg)
Extra urban9.5/9.6 l/100 km (29.7/29.4 mpg)
Combined12.8/13.6 l/100 km (22.1/20.8 mpg)
CO2emissions307/326 g/km
Dimensions /aerodynamics
Length4,450 mm
Width1,852 mm
Height1,300 mm
Wheelbase2,350 mm
Luggage compartment volume105 litres
Tank capacity 67 litres
(refill volume)
Drag coefficient
0.31
911 Turbo
Engine
Cylinders6
Displacement3,600 cm3
Max. power (DIN)353 kW (480 bhp)
at6,000 rpm
Max. torque620 Nm (with overboost: 680 Nm)
at1,950 – 5,000 rpm (with overboost: 2,100 – 4,000 rpm)
Compression ratio9.0 :1
Transmission
LayoutAll-wheel drive with electronically controlled multi-plate clutch
Manual gearbox6-speed
Tiptronic S (optional)5-speed
Chassis
Front axleMcPherson-strut suspension
Rear axleLSA multi-link suspension
SteeringVariable steering ratio, power-assisted (hydraulic)
Turning circle10.9 m
Brakes6-piston monobloc aluminium fixed calipers at front, `
4-piston monobloc aluminium fixed calipers at rear,
discs internally vented and cross-drilled
Vehicle stability systemPSM (updated version)
Anti-lock braking systemABS 8.0
WheelsFront: 8.5J x 19 ET 56
Rear: 11J x 19 ET 51
Ty r e sFront: 235/35 ZR 19
Rear: 305/30 ZR 19* Weight is calculated in accordance with the relevant EC Directives and is valid for standard specification vehicles only.
Optional equipment means greater weight. The figure given includes 68 kg for the driver and 7 kg for luggage.
** Provisional data only. Final data unavailable at the time of going to press.