Porsche has traditionally put great emphasis on the efficiency of its cars, but the new flagship 911 will give a whole new meaning to its performance label. While its acceleration, braking and handling capabilities make it a true super sport car, it will go about its business with a thriftiness that is equally remarkable and by no means the norm in it class.
Combining technological innovations with clear-cut refinement for an even greater dynamic driving experience, Porsche will present its new flagship, the Porsche 911 Turbo.
The new turbo features the first entirely new engine in its storied 35-year-history. The new flat-six boxer engine now displaces 3.8 liters and delivers 500 bhp, an increase of 0.2 liters and 20 bhp from the previous model. The combination of technology and evolution ensures an unprecedented standard of efficiency and performance
Design
Direct Fuel Injection (DFI)
On the 911 Turbo models, DFI injects the fuel with millisecond precision directly into the combustion chamber at up to 140 bar via electromagnetically actuated injection valves, thus ensuring homogeneous distribution of the air/fuel mixture and consequently efficient combustion.
In the direct injection system, the EMS SDI 3.1 engine management system adjusts the injection timing individually for each cylinder and the injection quantity for each cylinder bank. This optimises both the combustion curve and fuel consumption.
Dual injection is implemented at engine speeds of up to 3,200 rpm and triple injection up to 2,700 rpm to ensure faster catalyst warm up after a cold start and more torque in the upper load range. The required quantity of fuel is distributed to two or three successive injection processes per cycle.
Variable Turbine Geometry (VTG)
The 911 Turbo and 911 Turbo S models are straightforward, almost matter-of-fact, when it comes to handling power. VTG has contributed enormously to this.
The variable turbine geometry of the twin water-cooled exhaust gas turbochargers goes a long way to resolving the conflict of aims of normal turbochargers. With this technology, the gas flow from the engine is channelled onto 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, and thus achieve the optimum gas-flow characteristics. The guide vanes are controlled by the engine management system.
Performance
The location of the six-cylinder boxer engine is not up for discussion. Neither is the use of two exhaust gas turbochargers with Variable Turbine Geometry (VTG). These are permanent fixtures in a successful concept. But that is no reason for Porsche engineers to rest on their laurels.
A new generation of engines is being used for the current 911 Turbo models. Displacement has been increased by 0.2 litres to 3,800 cm3, output to 368 kW (500 hp) at 6,000 rpm and torque to 650 Nm between 1,950 rpm and 5,000 rpm (700 Nm with the overboost function of the optional Sport Chrono Package Turbo with dynamic engine mount system). Compared with the previous model, more torque is available for the same engine speed, ensuring you can relax even more behind the wheel – and relax about fuel consumption too.
Fuel consumption is a consideration that at present is becoming at least as important as performance figures. Including – perhaps particularly – for a sportscar of this genre.
Despite the increase in power, the new 911 Turbo with a standard six-speed manual gearbox uses 9% less fuel. It has been possible to reduce CO2 emissions by up to 11%. The car complies with the Euro 5 emissions standard.
This has required the use of sophisticated technologies and processes. Examples include the new direct fuel injection (DFI) system, VarioCam Plus, Variable Turbine Geometry (VTG) and the new expansion intake manifold.
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Design
The Style is dynamic without being fussy. Sporty without being onstentatious. In Short, no gimmicks, no showniess, no doubts.
The side air-intake grilles in the front apron have titanium-coloured painted slats. To the right or left respectively of the grilles are the daytime running lights, positioned low down. Like the indicators, they utilise LED technology to provide increased illumination and give a characteristic look. Optional dynamic cornering lights are an additional safety feature (standard on 911 Turbo S models).
Glancing over the sides of the 911 Turbo models, you will notice the linear, no-frills twin-spoke design of the 911 Turbo II wheels. Elements of the spokes and wheel rim have a high-sheen finish. The wheels are forged and the sophisticated technologyfacilitates a lightweight, yet highly rigid design.
On the 911 Turbo S models, the forged aluminium wheels in the RS Spyder design with a central locking device provide a good glimpse of the yellow brake calipers of the standard Porsche Ceramic Composite Brake (PCCB).
The rear features LED taillights that extend right round to the wings where they taper to a point. The LED brake lights respond extremely quickly, thereby increasing active safety. In other words, the traffic behind is warned sooner.
The two tailpipes are positioned neatly in the recesses of the rear apron and provide a visual reminder of the engine’s increased power.
A characteristic feature of the 911 Turbo is the rear wing, which extends at 120 km/h (75 mph), retracting again when vehicle speed drops to around 60 km/h (37 mph). The drag coefficient is just 0.31 (Cabriolet models: 0.32).
Interior Design
The interior design is also characteristic: sporty, uncluttered and ergonomically refined. Careful consideration has been given to the interior geometry and there is a generous amount of occupant space. The gear lever design is exclusive to 911 Turbo models equipped as standard with the manual gearbox. Reserved for 911 Turbo S models is the two-tone leather interior with contrasting seams on the seats, door panels and dashboard.
Technical Feature
On the 911 Turbo models, DFI injects the fuel with millisecond precision directly into the combustion chamber at up to 140 bar via electromagnetically actuated injection valves, thus ensuring homogeneous distribution of the air/fuel mixture and consequently efficient combustion.
In the direct injection system, the EMS SDI 3.1 engine management system adjusts the injection timing individually for each cylinder and the injection quantity for each cylinder bank. This optimises both the combustion curve and fuel consumption.
Dual injection is implemented at engine speeds of up to 3,200 rpm and triple injection up to 2,700 rpm to ensure faster catalyst warm up after a cold start and more torque in the upper load range. The required quantity of fuel is distributed to two or three successive injection processes per cycle.
Variable Turbine Geometry (VTG)
The 911 Turbo and 911 Turbo S models are straightforward, almost matter-of-fact, when it comes to handling power. VTG has contributed enormously to this.
The variable turbine geometry of the twin water-cooled exhaust gas turbochargers goes a long way to resolving the conflict of aims of normal turbochargers. With this technology, the gas flow from the engine is channelled onto 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, and thus achieve the optimum gas-flow characteristics. The guide vanes are controlled by the engine management system.
Performance
The location of the six-cylinder boxer engine is not up for discussion. Neither is the use of two exhaust gas turbochargers with Variable Turbine Geometry (VTG). These are permanent fixtures in a successful concept. But that is no reason for Porsche engineers to rest on their laurels.
A new generation of engines is being used for the current 911 Turbo models. Displacement has been increased by 0.2 litres to 3,800 cm3, output to 368 kW (500 hp) at 6,000 rpm and torque to 650 Nm between 1,950 rpm and 5,000 rpm (700 Nm with the overboost function of the optional Sport Chrono Package Turbo with dynamic engine mount system). Compared with the previous model, more torque is available for the same engine speed, ensuring you can relax even more behind the wheel – and relax about fuel consumption too.
Fuel consumption is a consideration that at present is becoming at least as important as performance figures. Including – perhaps particularly – for a sportscar of this genre.
Despite the increase in power, the new 911 Turbo with a standard six-speed manual gearbox uses 9% less fuel. It has been possible to reduce CO2 emissions by up to 11%. The car complies with the Euro 5 emissions standard.
This has required the use of sophisticated technologies and processes. Examples include the new direct fuel injection (DFI) system, VarioCam Plus, Variable Turbine Geometry (VTG) and the new expansion intake manifold.
click this link for more technical feature info
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