2007 Porsche 911 Turbo (997)

Engineering the new 911 Turbo

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 turbocharger units featuring Variable Turbine Geometry (VTG) – a totally new technology on a petrol-engined car. With a standard manual gearbox, the new 911Turbo 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 exhaustgas 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 benefits of 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.

To apply these benefits efficiently to the road, we required another innovation in sportscar design: allwheel 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 continuously 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-toweight 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.