Spoiler PORSCHE 911 TURBO 2013 6.G Information Manual

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

Doesn’t fit into any grid.
Design.

1314 911 Tu r b o | Technology
The heart of the new 911 Turbo
models—located at the rear, as
always—is Porsche’s 6-cylinder boxer
engine. Displacing 3.8 liters, it uses
twin turbochargers with Variable Turbine
Geometry (V TG) and provides more power
than ever before. It ’s a more efficient
engine too, thanks to new technologies
including thermal management,
electrical system recuperation, and
features such as Auto Start Stop, an
improved Porsche Doppelkupplung
(PDK), and coasting function. Another new standard feature of the new
911 Turbo is rear-axle steering. Improving
both agility and stability, rear-axle steering
adapts to different driving situations.
On 911 Turbo S models, Porsche
Dynamic Chassis Control (PDCC) is also
standard. PDCC actively adjusts chassis
characteristics to elevate the abilit y of
the 911 Turbo S to hold the road, both
in a straight line and when cornering.
And in the new 911 Turbo, the Porsche
Active Aerodynamics (PA A) system makes its transfer from the racetrack
to a production Porsche for the first
time. PA A adjusts the set tings of
both the front and the rear spoiler.
The result is greater stabilit y, lower
fuel consumption on the road, and
impressive times on the racetrack.
More power. Greater efficiency. Enhanced
chassis control and aerodynamics. In
addition, all new 911 Turbo models
also include as standard a reversing
camera and Adaptive Cruise Control
including Porsche Active Safe (PAS).
LED headlights, including Porsche
Dynamic Light System Plus (PDLS
Plus), are standard in the 911 Turbo S
models and optional on the 911 Turbo
and the new 911 Turbo Cabriolet.
They provide excellent orientation
and make driving much less tiring.
The laws of physics.

Reinterpreted.
Engineering.

1718 911 Tu r b o | The new 911 Turbo S
Good enough is simply not in the DNA
of a Porsche engineer. There is always
more performance to be found, more
boost to be dialed up, another plateau
of driving precision to be discovered.
And when those objectives
are reached, Porsche typically
marks them with an “S.” Witness the new 911 Turbo S. Its 3.8-liter,
6-cylinder, twin-turbo engine delivers
560 horsepower bet ween 6500 and
6750 rpm—that ’s 40 horsepower more
than on the new 911 Turbo. The maximum
torque is 553 lb.-ft. with overboost, a
function of the standard Sport Chrono
Package. The benchmark sprint from
0 – 60 mph takes a mere 2.9 seconds.
The top track speed is 197 mph.In the new 911 Turbo S, power is
transmit ted by the 7-speed Porsche
Doppelkupplung (PDK) to the active
all-wheel-drive Porsche Traction
Management (PTM). The Sport
Chrono Package includes dynamic
engine mounts fit ted as standard.
Porsche Active Aerodynamics
(PA A) aids high-speed stabilit y by
enabling dynamic adjustment of
the front and the rear spoilers.
Somehow, Porsche engineers

always find a higher level of performance.
The new 911
Tu

rbo
S
.
The 911 Turbo S also deploys the new
rear-axle steering. This combines the
exceptional agilit y expected of a high-
performance sports car with the driving
ease that allows the new 911 Turbo
owner to enjoy everyday practicalit y.

21
The power of air.
As applied by Porsche.
The new 911 Turbo Cabriolet and 911 Turbo S Cabriolet.
The 911 Turbo is an exercise in
exploiting the power of air. The new
911 Turbo Cabriolet and Turbo
S

Cabriolet? All the more so.
The newly developed fabric cabriolet
top and electric wind deflector in the
911 Turbo Cabriolet models provide the
best conditions for plent y of fresh air.
The key points: They are convenient and
quick to operate, create lit tle drag while
driving, and there is minimal wind noise.
And now, for the first time in a Turbo
Cabriolet, the 911 silhouette is just as
unmistakable as in a 911 Turbo Coupe. Both models are driven by a 3.8-liter
t win-turbo engine. In the new 911 Turbo
Cabriolet, it develops 520 horsepower
at 6000 – 6500 rpm and a maximum
torque of 487 lb.-ft. The top track
speed is 195 mph and it reaches its
60 -mph mark in just 3.3 seconds.
With an additional 40 horsepower, the
engine in the new 911 Turbo S Cabriolet
delivers even more, specifically:
560 horsepower bet ween 6500 and
6750 rpm. The maximum torque, with
overboost, is 553 lb.-ft., enabling
a top speed of 197 mph and a breathtaking sprint from 0–60 mph
in a mere 3.0 seconds.
The enhanced Porsche Doppelkupplung
(PDK) transmission is precise and direct,
transmit ting power to all four wheels
via the active all-wheel-drive capabilities
of Porsche Traction Management
(PTM). Rear-axle steering helps further
the aim of handling precision.
Another way to tap the power of air?
Porsche Active Aerodynamics (PA A).
It ’s an innovation Porsche developed
for the racetrack, where rapid changes
in downforce dynamics can poise a challenge to high-speed stabilit y. The
solution is the active adjustment of the
front and rear spoilers to constantly
optimize aerodynamic downforce
over the front and rear axles.
The new 911 Turbo Cabriolet boasts 20 -
inch two-tone wheels as standard, while
on the new 911 Turbo S Cabriolet, 20 -inch
t wo -tone 911 Turbo S wheels with central
locking device are standard. All wheels
are forged and polished on the front.
The new 911 Turbo Cabriolet models: our
new benchmark for open-top driving.

4344 1 23
1 Digital and analog stopwatch mounted on the dashboard |
2 Spor t but tons in the center console |
3 Steering wheel display with PDK and Sport Chrono Package
Sport Button
Standard on all new 911 Turbo models,
the Sport but ton enables you to select
a suspension setup to emphasize either
comfort or sport y performance. At
the push of a but ton, the electronic
engine management system switches
the engine mapping to offer an even
sharper response. In conjunction with
the Sport Chrono Package (standard
in the 911 Turbo S and the new
911 Turbo S Cabriolet), the overboost
function is then active and the dynamic
engine mounts become much firmer.
In Sport mode, PDK ensures that
upshifts take place at higher engine
speeds and downshifts happen sooner.
Coasting mode and the Auto Start
Stop function are deactivated.
Sport Chrono Package Including
Dynamic Engine Mounts
The Sport Chrono Package including
dynamic engine mounts is standard in
the 911 Turbo S models and available
as an option for the new 911 Turbo. This
integrated system provides simultaneous
enhancement for the chassis,
including rear-axle steering, engine,
transmission, and aerodynamics.
The main features include a digital
and analog stopwatch mounted on the
dashboard, a performance display in the
Porsche Communication Management
(PCM) system, the Sport Plus but ton,
and the overboost function.
Activate Sport Plus mode and here’s what
happens: Porsche Active Suspension
Management (PASM), the electronic
suspension management, becomes more responsive. PASM and Porsche Dynamic
Chassis Control (PDCC)—standard in the
new 911 Turbo S—switch to Sport Plus
mode for a firmer suspension set ting,
more direct steering while cornering, and
increased roll stabilization. The rear-axle
steering also reacts more directly—for
even more agile steering. As part of
Porsche Active Aerodynamics (PA A),
the automatic adjustment of the front
and rear spoilers is also impacted in
the performance setting in Sport Plus
mode. So you can make full use of the
performance potential of your 911 Turbo.
In Sport Plus mode, the trigger threshold
for PSM is raised. Agilit y is perceptibly
enhanced when braking for corners with
PSM, allowing sportier braking and exit
acceleration. For maximum dexterit y, PSM
can be set to standby while the car
i

s
still in Sport Plus mode. Although, for
safet y, it ’s still there in the background. With the Sport or Sport Plus but ton
active, under full acceleration, the
maximum boost pressure in the
lower and medium speed ranges
is now temporarily increased by
approximately
2 psi: the overboost.
Engine torque is also boosted
by 37 lb.-ft. for a short time—to
524 lb.-ft. in the 911 Turbo and the
911 Turbo Cabriolet. In the 911 Turbo S
models, it goes up to 553 lb.-ft.
The Sport Chrono Package has t wo
additional functions. The first is
Launch Control, which helps achieve
optimal acceleration from a standing
start. The second function is the
motorsport-derived gearshift strategy.
Using this, PDK optimizes shift
points to the shortest possible shift
times for maximum acceleration.

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1
3 5 64 2
Power | Chassis
1 Rear spoiler in Start position
|
2 Front spoiler in Start position |
3 Rear spoiler in Speed position |
4 Front spoiler in Speed position |
5 Rear spoiler in Performance position |
6 Front spoiler in Performance position
less risk of get ting the front spoiler
caught on ramps, speed bumps, or
curbs. The spoiler lip is well-protected.
In Stage 2 (Speed), after 74 m p h , the
front and rear spoilers are partially
extended. This ensures a high level of
stabilit y and a low drag coefficient.
Stage 3 (Performance) is activated by
the press of a but ton, with the spoiler
button or—in conjunction with the Sport
Chrono Package—the Sport Plus button.
The front and rear spoilers are now
completely extended. The “ turbo” or
“ turbo S” logo can be seen on the
front spoiler lip. Also, in Stage
3

,
the rear spoiler is tilted by up to Porsche Active Aerodynamics (PAA)
For the first time in a Porsche road car,
the new 911 Turbo models use active
aerodynamics. Derived from similar
systems used on Porsche race cars, the
new Porsche Active Aerodynamics (PA A)
meets t wo critical objectives: to make
the drag coefficient as low as possible,
and to set a new standard for downforce.
PA A is a combination of multistage
adjustable front and rear spoilers. The
front spoiler—which is made from a
flexible, pneumatic elastomer—and
the rear spoiler will extend and retract
synchronously in three positions.
In Stage 1 (Start), the front and rear
spoilers are completely retracted. It’s
intended for everyday use—there’s 15 degrees. Thanks to the high level of
downforce on the front and rear axles,
in this set ting the new 911 Turbo can
release its full performance potential—
for example, on the racetrack. The
downforce also provides advantages
when braking at high speeds.
Porsche Active Aerodynamics
(PA A). A system that combines
everyday use, efficiency, and driving
performance. And reaches its
objectives in the 911 Turbo way.

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1
Responsibility | Brakes
1 Standard brakes in the 911 Turbo
Why has Porsche always viewed braking
performance with the same enthusiasm
we share for our engines and chassis?
Perhaps it is because we think of braking
as negative acceleration. For us, braking
response and the stopping distances
achieved by the new 911 Turbo models
should be every bit as breathtaking as
our throt tle response and acceleration
times. A Porsche 911 Turbo model’s
goal is nothing less than to be the
new reference point for sports car
braking. The braking performance must
provide the driver ample reassurance
that when speed needs to be shed,
the brakes will respond accordingly. In the new 911 Turbo and the new
911 Turbo Cabriolet, the brake
specification is suited to the demands
of high performance. The brake disc
diameter is 380 mm front and rear.
Grabbing hold of the front discs are
powerful 6-piston, aluminum monobloc
fixed calipers finished in red. At the
rear, 4-piston, aluminum monobloc fixed
calipers press the pads to the disc.
The brake calipers have an enclosed
monobloc construction. This makes them
tougher but lighter and enables a more
rapid response and release of the brake,
even under extreme loads. The pedal
travel is short and the biting point precise. The brake discs are cross-drilled for
better performance in wet conditions.
Other benefits of the braking system
include the Anti-lock Brake System
(ABS), designed to minimize brake fade
and keep braking response constant.
Pedal effort is reduced and braking
response improved by a tandem
vacuum brake booster. Brake-disc
cooling is optimized by air spoilers.
Electric Parking Brake
The electric parking brake, which you
can activate and deactivate manually,
releases automatically as you pull away.
A performance isn’t finished until it comes to a complete stop.
Brakes.
With the hill-hold function, you can pull
away without ever rolling back. The
system automatically detects when the
vehicle has come to a halt on an uphill
gradient, requiring intervention. PSM
then maintains the brake pressure at
all four wheels to prevent the vehicle
from moving in the opposite direction.