2009 Porsche 911 Carrera
Porsche unveiled today the first details about the 2009 911. The official debut will be made on 5 July. The European prices are as follows: 69,600.- for the Carrera (Euro base price). The Carrera Cabriolet and Carrera S both retail at Euro 78,000.- (Euro base price), and the Carrera S Cabriolet is entering the market at Euro 88,000.- (Euro base price).
911 Carrera is powered by a 3.6-litre power unit with an output of 345 hp (up by 20 bhp). Carrera S is powered by a 3.8-litre power with an output of 385 bhp unit (up by 30 bhp). The Carrera S Coupe now offers a top speed of 186 mph.
The new generation of the 911 is available for the first time with the new Porsche-Doppelkupplung (PDK), Porsche’s double-clutch gearbox. Offering no less than seven forward gears, the new gearbox combines the driving comfort of a converter automatic transmission with the dynamic gearshift of a sequential racing gearbox.
The new generation of the 911 stands out clearly at first sight through innovations in design both front and rear as well as new lights with LED technology. LED daytime driving lights and bi-xenon headlights now standard on all new models in the Carrera range give the silhouette of the 911 even more distinctive style and a truly unique look, interacting with new LED rear lights to ensure an unmistakable and striking appearance also at the rear. And as a further safety option, Porsche now also offers Dynamic Bending Lights on all models.
2009 Porsche 911 Carrera
Starting on 5 July, Dr. Ing. h.c. F. Porsche AG, Stuttgart, is introducing the next generation of the 911 model series. The four new models – two Coupés and two Cabriolets – with classic rear-wheel drive offer an even higher standard of dynamic performance thanks to their all-new flat-six power units displacing 3.6 and, re-spectively, 3.8 litres. And the introduction for the first time of direct fuel injection on a Porsche sports car, together with the optional double-clutch gearbox Porsche-Doppelkupplung (PDK), makes the new 911 even more sporting and dynamic.
At the same time these new technologies enhance the already outstanding efficiency of the 911 to an even higher level than before: Featuring PDK, the Carrera Coupé offers outstanding fuel economy of 9.8 litres/100 kilometres, equal to 28.8 mpg imp. And with all new Carreras remaining significantly below the fuel consumption benchmark of 11 litres/100 kilometres, equal to 25.7 mpg imp, CO2 emissions are down by up to 15 per cent.
Maximum output of the 911 Carrera with its 3.6-litre power unit is up by 20 bhp to 345 bhp (254 kW). Output on the 911 Carrera S with its 3.8-litre power unit is equally impressive, up by 30 bhp to 385 bhp (283 kW). With this extra power, the Carrera S Coupé now offers a top speed of slightly over 300 km/h or 186 mph.
The new generation of the 911 is available for the first time with the new Porsche-Doppelkupplung (PDK), Porsche’s double-clutch gearbox. Offering no less than seven forward gears, the new gearbox combines the driving comfort of a converter automatic transmission with the dynamic gearshift of a sequential racing gearbox. And since PDK also boasts an automatic gearshift function, it replaces the former Porsche Tiptronic S automatic transmission on both the Carrera and Carrera S. Through its optimised and adaptive gearshift programs, PDK improves the car’s acceleration and reduces fuel consumption to a level even lower than before.
Porsche developed this gearshift principle featuring two clutches to shift gears without the slightest interruption of traction and pulling power and without even the slightest break in between gears no less than 25 years ago for motorsport. Porsche works drivers benefiting from this technology were able to accelerate faster than their competitors and keep both hands on the steering wheel while shifting gears, thus avoiding even the slightest distraction while shifting. The pioneering achievement from back then now gives the new 911 Carrera even better performance: Equipped with seven-speed PDK, the Carrera Coupé accelerates in 4.5 seconds from 0-100 km/h, another 0.2 seconds faster than with a manual six-speed gearbox.
And the customer in search of optimum driving dynamics even has the option to combine PDK with Porsche’s optional Sport Chrono Plus including Launch Control. The result is high-speed acceleration free of slip from a standstill and a racing gearshift, with the car accelerating to 100 km/h in a truly outstanding 4.3 seconds.
The new generation of the 911 stands out clearly at first sight through innovations in design both front and rear as well as new lights with LED technology. LED daytime driving lights and bi-xenon headlights now standard on all new models in the Carrera range give the silhouette of the 911 even more distinctive style and a truly unique look, interacting with new LED rear lights to ensure an unmistakable and striking appearance also at the rear. And as a further safety option, Porsche now also offers Dynamic Bending Lights on all models.
Prices start at Euro 69,600.- for the Carrera (Euro base price). The Carrera Cabriolet and Carrera S both retail at Euro 78,000.- (Euro base price), and the Carrera S Cabriolet is entering the market at Euro 88,000.- (Euro base price).
Introducing the new Carrera, Porsche is moving over to DFI Direct Fuel Injection featured for the first time on Porsche’s sports cars. Forming exactly the right mixture of fuel and air directly in the combustion chamber, this sophisticated technology serves to develop more power and torque from less fuel: Like the V engines in the Cayenne model series, direct injection combines greater fuel economy with greater power and performance now also on Porsche’s horizontally-opposed power units.
The driver benefits from a further advantage of direct injection every time he moves the gas pedal: With fuel being injected fractions of a second prior to the load cycle, the engines respond even more directly and spontaneously to even the slightest movement of the accelerator. Indeed, this is the case not only when accelerating, but also when taking back the throttle, with engine speed dropping more quickly and smoothly since there is no residual gas left in the intake manifold which might prolong the combustion process.
Both the 911 Carrera and Carrera S Coupé and Cabriolet outperform the strict Euro 5 emission standard coming into force in September 2009. And like all of Porsche’s current models, the new models in the 911 range are conceived and designed for running on standardised fuel with up to 10 per cent ethanol by volume.
Homogeneous driving mode for optimum combustion
Direct fuel injection in the new boxer engines is designed for homogeneous operation with the mixture of fuel and air being spread smoothly and consistently in the combustion chamber in the interest of optimum combustion under all running conditions: Depending on engine load and speed, fuel is injected into the combustion chamber at a pressure of up to 120 bar. The big advantage is that unlike conventional intake manifold injection, direct fuel injection serves to form the fuel/air mixture directly in the combustion chamber. While in the case of indirect injection the fuel is atomised at least in part upstream of the closed intake valves, the injection of fuel into the cylinders in the case of direct injection only takes place once the valves have been opened.
The injector is positioned between the two intake valves and aims directly into the two air flows moving into the combustion chamber. This avoids any loss of fuel on the walls of the fuel supply system inevitably encountered in the conventional process due to fuel mist coming to rest on the walls of the intake manifold. A further advantage is that the air and fuel are mixed even better in the cylinder, establishing an important prerequisite for clean and complete combustion.
With the evaporation of fuel reducing the level of temperature in the combustion chamber, the amount of air drawn in may be increased accordingly, helping to improve the cylinder charge and the level of engine power. At the same time the cooler fuel/air mixture allows a higher compression ratio in the interest of greater efficiency and extra power on less fuel.
The combustion chambers in both engine versions are now designed for a maximum compression ratio of 12.5:1 in all cylinders on both engines, as opposed to 11.8:1 on the 3.8-litre and 11.3:1 on the 3.6-litre so far.
High-pressure stratified start-up reducing fuel consumption and emissions
The high-pressure stratified start-up strategy serves to minimise both fuel consumption and emissions directly after starting the engine in the very first load cycles. With manifold injection fuel is deposited on the cylinder walls and valves during the intake process, and is then no longer available for combustion. By contrast, direct injection starts only shortly before the end of the compression stroke when the engine is fired, high-pressure stratified start-up therefore serving to inject fuel once into the specifically designed piston crown to provide a stratification effect building up an ignitable fuel/air mixture around the spark plug.
Through its particular shape and configuration, the piston crown serves to feed the fuel injected into the combustion chambers directly to the spark plug. This reduces not only fuel consumption, but also emissions compared with conventional intake manifold injection.
After starting up with high-pressure stratification of the fuel injected, the engine switches over to the catalyst warm-up phase, multiple injection increasing the temperature of exhaust emissions and heating up the catalytic converter as quickly as possible. To increase the temperature of the exhaust gas to an even higher level, the fuel/air mixture is ignited very late, also serving in this way to reduce emissions during the start-up phase.
Multiple injection for reliable and smooth combustion
Multiple fuel injection is used once again in the higher load range at engine speeds of up to approximately 3500 rpm – for example when the driver abruptly presses down the gas pedal to accelerate from low engine speeds. The fuel required for combustion is split up in the process into several successive injection phases now taking place during the intake stroke with the injection valves open and thus helping, by improving the fuel/air mixture, to further reduce fuel consumption.
Under all other operating conditions fuel is injected in one single process, multiple injection serving additionally when driving under load in the conditions described to make the entire combustion process even smoother and more reliable.
Weight down, stability up – the engine block
Despite their more sophisticated and complex technology, the new power units are approximately six kilos lighter than before. A two-piece crankcase with integrated crankshaft bearings is perhaps the most significant change in technology, replacing the former four-piece block with its separate crankshaft bearing housing. The advantage is not only a reduction of weight, but also a smaller number of individual components. At the same time Porsche’s engineers have enhanced the thermal and mechanical stability of the engine, making it even more robust by converting the design and configuration of the cylinders from open- to a closed-deck layout.
This means that the cylinder liners so far freely exposed around the cylinder gaskets are now connected with the housing by a top plate comprising the coolant sleeves. In particular, this helps to give the cylinders even greater stability in their shape and design, always remaining perfectly round. Two further advantages are the reduction of oil consumption and, thanks to less friction, even greater fuel economy.
On both the 3.6- and 3.8-litre engines, both the crankshaft and the combustion chambers come in brand-new design. Stroke on the 3.6-litre has been increased by 1.3 to 81.5 millimetres or 3.21”, bore is up from 96 millimetres (3.78”) to 97 millimetres (3.82”).
The clear focus on even higher engine speed demonstrated by the new engines comes out even more through the modified dimensions of the 3.8-litre Boxer engine with stroke reduced from 82.8 millimetres (3.26”) to 77.5 millimetres (30.5”), while bore is up 3 millimetres (0.12”) to 102 millimetres (40.16”). Reflecting these changes, the effective capacity of the engines changes only by a small margin, 18 cc more on the 3.6-litre adding up to 3614 cc, 24 cc less on the S-engine reducing capacity to exactly 3.8 litres.
Fewer moving parts – new timing chain drive
The new engines no longer require the former intermediate shaft serving to drive the timing chains. Originally this shaft had the task to reduce the loads acting on the camshaft drive. Now, through the use of new, highly resistant timing chains, there is no longer a need for such an intermediate shaft, moving masses and the weight of the engine being reduced accordingly.
In the process of re-designing the engine block, Porsche’s engineers have also created new one-piece cylinder heads with integrated camshaft bearings and guide cylinders for the hydraulic cup tappets. The result of this construction is not only a reduction of weight, but also greater all-round stability. As in the past, the cylinder head accommodates Porsche’s proven VarioCam Plus as a highly sophisticated camshaft adjustment technology with adjustment of valve timing on the intake side and valve lift switching over to current requirements. The valve lift adjustment system is made up of two interacting, switchable cup tappets on the intake side of the engine operated by two cams of various size on the intake camshaft.
VarioCam Plus ensures not only optimum engine power and torque, but also a further improvement of fuel economy, emission management and motoring refinement. In conjunction with Porsche’s new direct fuel injection, this establishes an ideal symbiosis of greater engine power, maximum torque and, at the same time, a further reduction of fuel consumption.
Lighter valve drive and oil pump controlled electronically on demand
To enhance the spontaneity and direct action of the engine, to ensure an even higher standard of all-round economy, and to keep the engine even smoother and more stable at high speeds, Porsche’s engineers at the Weissach Research and Development Centre have re-aligned the profiles of both the intake and the outlet camshafts. The diameter of the shift tappets for the intake valves has been reduced for this purpose from 33 to 31 millimetres (1.30 – 1.22”) and the size of the tappets on the exhaust valves is down from 33 to 28 millimetres (1.30 – 1.10”). These smaller dimensions and the lower weight of the fast-moving tappets reduce mass inertia and allow an increase in engine speed, with maximum speed increasing from 7300 to 7500 rpm.
A further step in enhancing the efficiency of Porsche’s new engines was to optimise the flow and management of lubricating oil. In considering this necessity, the engineers focused, first, on ensuring a smooth and reliable supply of oil even when driving to the absolute limit in terms of lateral and straight-ahead acceleration. The second point was to further reduce frictional and drive losses.
The oil circuit on the new power units follows the principle of integrated dry sump lubrication and is made up of a complex system incorporating four intake and, for the first time, one electronically controlled pressure oil pump operating on demand.
Engine management adjusts the supply of oil at all times to current requirements by means of a gear moved hydraulically in axial direction, in the process changing the width of the section in mesh and, accordingly, the geometric volume of the gearset on the oil pump. As a result, the oil pump does not consume more energy than required and at the same time ensures appropriate lubrication geared in all cases to current conditions.
The compressed oil pump runs on a shaft with the four suction pumps in the vicinity of the oil sump and is driven by a chain directly from the crankshaft. Two suction pumps extract oil from each of the two cylinder heads and feed it to the oil sump where a new baffle plate largely separates the crankcase and the oil sump from one another to reduce splash losses in the crankcase as well as the formation of oil foam in the sump. The reduction of friction also ensured in this way increases engine output, while the reduction of oil foam ensures a reliable supply of oil even under the most extreme conditions.
Separate coolant pump with 20 per cent more output
The cooling ducts have been upgraded and an additionally cooling element has been added at the hottest point on the seat ring of the outlet valves in order to ensure efficient dissipation of heat in the cylinder head. The coolant pump itself is new in its configuration and position, being fitted as a separate module outside the crankcase. The advantage of this arrangement is the flexible adjustment of coolant pump dimensions as well as greater ease of repair.
To match the extra power and ensure adequate engine cooling under all conditions, the maximum volume flow on the new coolant pump has been increased by approximately 20 per cent. And last but not least, thanks to the optimised flow of cooling air at the front of the car, the central radiator required so far is now no longer needed.
New intake manifold with double air filter
The new flat-six power units are supplied with air by a brand-new intake manifold with the upper sections of the air filter bearing the words “Direct Fuel Injection” together with the additional designation “3.6” or, respectively, “3.8”. The previous, single-chamber air filter system with its integrated intake funnel has been replaced on the new models by a double-chamber air filter system featuring two intake openings and separate intake funnels fitted on the rear lid. A further point is that intake air now flows in through two round filters, and no longer through one plate filter. This reduces flow resistance and extends the service intervals for the air filter elements from 60,000 to 90,000 kilometres (37,000 to 56,000 miles).
Apart from the different numbers shown to designate the engines, the air filter on a 911 Carrera S with its 3.8-litre power unit differs from the air filter on the smaller engine, as before, through the actively switchable resonance volume in the upper section of the filter. Additional volume is activated as a function of engine speed, with temperature compensation being provided by a butterfly with vacuum control. The effect is a further improvement of the intake sound and acoustics.
The intake manifolds on the new engines are brand-new in design and configuration, and are made of a special synthetic material incorporating a resonance pipe and additional resonance chambers. Contrary to the former models, the resonance pipe is no longer a separate unit, but is rather integrated, together with the distributor pipe, as one common component between the right-hand and the left-hand intake distributor. The switchable resonance butterfly serves on the 3.8-litre power unit to adjust the oscillation of air in the intake system to current engine speed, improving the cylinder charge in the engine in the interest of higher torque at lower engine speeds.
This makes the engine’s torque curve smoother and more consistent and at the same time increases maximum output. At full load between 2600 and 5100 rpm the resonance butterfly is closed, at lower and higher speeds it is open. The resonance chambers have the task to dampen unpleasant resonance noise at high engine speeds, thus helping significantly to give the engine a harmonious and powerful sound when running under full load.
New exhaust system for even greater efficiency
The two engine variants displacing 3.6 and 3.8 litres share the same exhaust system. As in the past, the 3.6-litre models come with two individual oval tailpipes, the 3.8-litre versions feature dual round tailpipes made of brushed stainless steel. Newly designed exhaust manifolds with almost the same manifold length provide a very smooth and good charge balance between the cylinders in the interest of a smooth and harmonious combustion process.
Instead of being fitted crosswise behind the engine, the catalytic converters on the new models are fully integrated directly behind the right- and left-hand intake manifolds, this close position near the engine itself further improving the effect of the catalysts after starting the engine cold. In conjunction with direct fuel injection, the emission management and cleaning process is therefore so efficient that there is no need to inject secondary air as was the case in the past.
Taking these technologies and adding the various improvements and modifications on the engines themselves, the new models fulfil the exhaust emission limits under the EU5 standard in Europe and likewise comply in full with the LEV II standard in the USA.
The new 911 Carrera models come as standard with a manual six-speed gearbox – and now the optionally available seven-speed PDK double-clutch transmission is making its world debut in a Porsche production sports car and is available in conjunction with both engines.
The manual gearbox tailored to the previous model has been modified in its geometric configuration and in its higher uptake of power to the new engines, with third gear being approximately 3 per cent longer in comparison with the former models. A further point is that the gearbox on both engine variants is now combined with a wear-compensating clutch previously featured only on the 3.8-litre version. The special feature about this clutch is that it senses any decrease in clutch pad thickness and, by turning an adjustment ring in the pressure plate, sets off any such wear.
Start-Off Assistant standard on all models
Regardless of the transmission fitted, the new models come as standard with a Start-Off Assistant. Maintaining the brake pressure built up by the driver when pressing down the brake pedal, this Assistant enables the driver to set off smoothly and comfortably on an uphill gradient without having to pull the handbrake. Indeed, the Start-Off Assistant varies its function to the gradient, the direction of travel, and the gear currently in mesh. The system is activated by building up sufficient pressure on the brake pedal whenever the vehicle is parked on an uphill gradient with a forward gear in mesh or downhill with the reverse gear in mesh.
As soon as the car comes to a standstill on a gradient due to the driver pressing down the brake pedal, a longitudinal accelerometer immediately recognises the new status. The hydraulic brake pressure is then maintained automatically on all four wheels, preventing the car from rolling forwards or backwards.
After releasing the brake pedal, brake pressure and, accordingly, the automatic holding function is successively reduced after about two seconds. So when setting off again, brake pressure is reduced immediately as soon as the driver has built up sufficient drive power to move uphill against the gradient.
The new Porsche PDK transmission
Introducing the new generation of the 911 Carrera, Porsche is offering the PDK double-clutch transmission for the first time as an option on a road-going sports car.
In principle the new Porsche PDK double-clutch transmission consists of a conventional manual gearbox and a hydraulic control system split up into two separate transmission units. Two wet clutches in radial arrangement controlled hydraulically and using oil for both cooling and lubrication form the “heart” of the PDK transmission. One clutch is for the first transmission unit with the uneven (1, 3, 5, 7) gears and reverse gear, the other clutch is for the second transmission unit with the even gears (2, 4, 6).
Via a number of pressure valves, the hydraulic control unit masterminds both the wet clutches and the shift cylinders activating the transmission ratio required. The gearshift perceived by the driver comes not from the gears actually changing in the transmission, but rather from the change of positive clutch engagement.
In this case the clutch on one transmission opens or disengages while the clutch on the other transmission closes or engages in a simultaneous process. The big advantage is an even faster gearshift than with a conventional manual gearbox or automatic converter transmission. The gears are already in mesh when shifting and the power of the engine need not be interrupted in the process.
Last but certainly not least, PDK also offers an advantage in terms of weight – despite two additional gears it weighs approximately 10 kg or 22 lb less than a conventional Tiptronic S transmission.
Porsche was the first car maker to successfully use this transmission technology worldwide in the ‘80s in the Porsche 962 Group C racing car, and therefore has more experience than other manufacturers in the use of the double-clutch transmission in high-performance sports cars. While this sophisticated transmission technology paid off significantly in the World Endurance Championship, ongoing series development of the PDK transmission was not continued back then since the electronic control systems and computer capacities required were not yet sufficient to fulfil the significant demands made in a road-going car in terms of comfort and running smoothness.
Shifting gears without the slightest interruption of power
The PDK transmission for road-going production sports cars combines decades of experience with the most advanced technology. Indeed, Porsche’s double-clutch transmission offers a perfect combination of driving dynamics with the very good mechanical efficiency of a manual gearbox, on the one hand, and the superior gearshift and driving comfort of automatic transmission, on the other. Clearly, this makes the new PDK transmission simply ideal for both the sporting and comfort requirements of the 911 driver.
Porsche’s new double-clutch transmission comes with seven forward and one reverse gear. Gears 1 – 6 have a sporting and dynamic ratio, with the car reaching its top speed in sixth gear. The seventh gear, therefore, features a long transmission ratio in the interest of enhanced fuel economy.
The gears themselves are spread out on two transmission units connected with the engine via two parallel load shift clutches. The uneven gears as well as the reverse gear are connected to clutch No 1 in a complete package forming the first transmission unit. The even gears, in turn, form the second transmission unit and are connected to clutch No 2.
As on a manual gearbox, the individual gears are selected by gearshift forks which, in the case of the PDK transmission, are controlled electrohydraulically.
Compact, high-performance wet clutches
Operating separately from one another, the two clutch units are interconnected in order to minimise the space required. Each clutch is made up of a package with five friction discs cooled by oil as required. The two radial multiple-plate packages forming the double clutch may be closed through hydraulic pressure independently of one another by the control piston.
With their compact dimensions, wet clutches offer high performance and a long service life. On sports cars with a high level of engine torque the principle of the multiple-plate clutch running in a wet environment is superior to a dry double clutch on account of better thermal resistance, a higher standard of comfort, and the capacity of a dry double clutch in conveying significant torque.
Changing gears with pre-selection
The best way to describe the operation of the PDK transmission is to consider the process of setting off: With the driver accelerating in first gear, second gear is pre-selected in the second transmission unit still free of load, with clutch No 2 still open. This happens within a few milliseconds, without the driver even noticing what is going on. When shifting up to second gear the first clutch is opened and the second clutch closes simultaneously. This means that even under full load the full torque of the engine is conveyed in a controlled process from one clutch to the other, without the slightest interruption in the flow of drive power.
In principle, this process is exactly the same when shifting up and shifting down. In the manual mode the PDK transmission can shift up under load only from uneven to even gears and vice versa. PDK does however offer the option to shift down several gears very quickly by a direct and immediate succession of gearshift commands.
In the automatic mode the PDK transmission may skip individual gears, shifting down directly, for example, from seventh to second gear. And if the need arises to shift down within the same gearshift unit, say from sixth to second, fifth gear is activated temporarily in the process, with second gear being selected in the meantime in the other gear lane and engine/ transmission speed being synchronised by a short burst of power.
Fast gearshift and superior comfort all in one
Compared with Tiptronic S, PDK combines even more sporting and dynamic motoring with enhanced agility for even greater driving pleasure at all times. The new transmission shifts gears up to 60 per cent faster than an automatic transmission, the fast gearshift completely free of power interruption combined with a slight increase in torque in the sports programs ensuring even faster acceleration, greater flexibility and, as the bottom line, faster lap times.
A further advantage is that the driver of a Porsche 911 featuring PDK transmission enjoys the same comfort as with an automatic gearshift, since the new transmission offers automated clutch and gearshift functions.
The new 911 Carrera Coupé with its double clutch transmission accelerates to 100 km/h in 4.7 seconds, making it 8/10ths of a second faster than its predecessor with Tiptronic S. The Carrera S Coupé completes the same exercise in 4.5 seconds, as opposed to 5.3 seconds on the former model.
While the 911 Carrera Coupé with Tiptronic S consumed 11.2 litres of fuel on 100 kilometres, equal to 25.2 mpg imp, in the EU combined cycle, the new model with PDK transmission for the first time remains below the ten-litre mark, consuming an average of just 9.8 litres, equal to 28.8 mpg imp. The former S model with its 3.8-litre power unit and Tiptronic S, in turn, consumed 11.7 litres/100 kilometres (equal to 24.1 mpg imp), while the new 911 Carrera S with PDK transmission makes do with a much more economical 10.2 litres, the equivalent of 27.7 mpg imp.
A further reason why the PDK transmission reduces power loss to a minimum is the high standard of mechanical efficiency and the very low losses in the double clutch.
Shifting gears on the selector lever or directly on the steering wheel
The driver of a new 911 Carrera with PDK transmission is able to use the very helpful functions of the double-clutch transmission either via gearshift paddles on the steering wheel spokes of the newly developed PDK steering wheel measuring 370 millimetres or 14.6’’ across or through the selector lever in the centre console also coming in new design. The steering wheel in its sporting three-spoke design features two ergonomically arranged gearshift paddles operated by pressing either forwards or backwards and thus allowing precise and intuitive use in all positions of the steering wheel. Pressing the paddles from the front, the driver shifts up, pressing the paddles from behind the steering wheel, he shifts down to a lower gear. In either case it is irrelevant whether the driver uses the right or left paddle.
The sports steering wheel for the PDK transmission and the multifunction steering wheel available as an option for PDK may be further upgraded by optional steering wheel heating switched on and off by a button in the six o’clock spoke. Then, to control the temperature, the steering wheel heating follows the input coming from the interior temperature sensor integrated in the automatic air conditioning featured as standard.
The second convenient way to shift gears on the new PDK transmission is via the selector lever in the centre console, the embossed presentation of the gearshift pattern on the release button of the selector handle following the look of the gearshift knob on the manual gearbox. In addition, the gearshift pattern is shown on the cover plate on top of the selector lever.
The selector lever shifts gears the same way as the paddles on the steering wheel: Pressing the lever forward shifts the gears up, pulling the lever back shifts gears down. To unlock the selector lever for smooth and efficient operation, all the driver does is press the unlocking button on the lever handle.
The PDK gear display in the instrument cluster is based on the Tiptronic S concept enhanced to a higher standard and now supplemented by an easy-to-read numerical display showing the gear currently in mesh (1 – 7). The driving program currently in use (P, R, N, D and M) is presented by red light-emitting diodes next to the gearshift pattern.
Automatic program with all the comfort and convenience of former Tiptronic S
When operating in the automatic mode, PDK offers fundamentally the same programs and convenience as Tiptronic S on the former model. The gearshift program has however been thoroughly modified to meet the even greater demands in today’s world with a very sporting and comfortable set-up of the seven gears.
Benefiting from the optional Sports Chrono Package Plus, the customer, in conjunction with PDK double clutch transmission, is able by pressing the Sport or Sport Plus button on the centre console, to choose the desired transmission ratio directly. Shifting gears by means of shift paddles in sporting style, this makes the gearshift significantly faster yet again in both the “D” and “M” mode. So that with the Sports Button activated, PDK offers significantly greater driving dynamics than the former Tiptronic S.
The gearshift points are adjusted infinitely as a function of the driver’s style of motoring and the button pressed.
The additional dynamic gearshift program for shifting down quickly is activated automatically whenever the driver moves the gas pedal quickly and forcefully even without the conventional kick-down shift. The automatic program, in turn, follows a number of special functions:
- No upshift in overrun when quickly taking back the gas pedal, for example when entering a bend.
- Quick downshift when braking as a function of road speed and deceleration.
- Uphill and downhill detection moving the gearshift points to a more appropriate position, with individual recognition of driving conditions and the current situation.
- Change in gearshift points as a function of elevation.
- Prevention of upshift in bends as a function of road speed and lateral acceleration.
Over the above these functions, the driver also has the opportunity to shift gears directly via paddles on the steering wheel. In the process gearshifts in the “D” program remains active only briefly for about eight seconds, possibly somewhat longer as a function of the car’s momentum and lateral acceleration.
Sports Chrono Package Plus with Launch Control and Racing Gearshift
The new 911 Carrera with PDK transmission is available as an option with Porsche’s Sports Chrono Package Plus incorporating the additional function Launch Control and a special gearshift function for extremely dynamic driving. And like on the former model, the Sports Chrono Package Plus comprises the following features on the new cars:
- Analogue and digital stopwatch on the instrument panel.
- Sports mode for the engine, suspension (PASM) and transmission, including two Sports Buttons (Sports and Sports Plus) activating the sports mode.
- Performance display in the PCM.
- Individual memory.
The new Launch Control function is an assistance program for optimum acceleration under all conditions. To activate this function, all the driver has to do is press the Sports Plus button in the centre console. When active, Launch Control is highlighted by the words “Launch Control Active” coming on in the instrument cluster.
To set off like in a race with the help of Launch Control, all the driver has to do is press down the brake pedal with one foot and then quickly press down the gas pedal in a kick-down motion with his other foot, revving the engine up to approximately 6500 rpm. Then, with the driver taking his foot off the brake pedal immediately, the transmission will ensure maximum wheel grip and the car will literally leap forward with maximum acceleration.
The second new function in the Sports Chrono Package Plus in conjunction with PDK is a special gearshift strategy for extremely sporting driving performance, offering the shortest possible gearshift together with shift points optimised for the race track.
Again, this function is activated by the Sports Plus button, PDK immediately switching over to the fastest possible reaction and gearshift times.
Gears are now shifted within fractions of a second, twice as fast as on the Tiptronic S transmission. When shifting up under full load, for example, the engine is revved up to maximum speed with a brief overboost of power. On the road this means that a 911 Carrera with PDK comfortably out-accelerates a 911 Carrera with Tiptronic S in the standard test from 0 – 100 km/h, leaving the Tiptronic S model several lengths behind. And to optimise performance when shifting down in overrun, the transmission automatically applies extra gas in between gears.
Mechanical lateral wheel lock as a further option
The new Carrera models with rear-wheel rive are also available with a limited-slip differential on the rear axle, regardless of whether the customer opts for the 3.6- or 3.8-litre model or chooses either the manual gearbox or PDK. And now this option is also available on the Cabriolets. Locking action is 22 per cent under power and 27 per cent in overrun. The mechanical lock on the rear axle serves to improve traction on changing road surfaces and when driving to the limit in bends, at the same time enhancing the car’s driving stability under changing loads in a bend.
Suspension and Brakes
To take the enhanced performance of the new models into account, the springs, dampers and anti-roll bars have been re-aligned throughout the entire range. As before, the 911 Carrera comes as standard with a passive, the 911 Carrera S with an active, electronically controlled damper system.
Well-known as PASM or Porsche Active Suspension Management, this sophisticated damper control system is also available as an option on the “basic” models and has now been upgraded to an even higher standard, with particular focus on the fine tuning of all components in each model and variant in order to ensure smooth and well-balanced driving behaviour under all conditions.
The 911 Carrera with its standard suspension now features an additional stop spring on both the front and rear axles. Acting wherever appropriately in outbound spring motion on the wheels, this additional spring enhances driving comfort to an even higher level than before. The dampers and anti-roll bars, in turn, have been fine-tuned for even better and smoother control of the suspension combined with a high standard of motoring comfort.
The PASM suspension has also been upgraded for the new Porsche 911, with the springs and anti-roll bars modified for even greater comfort. This is made possible by fine-tuning the PASM control function, offering the occupants a smoother and more comfortable ride on bad roads in the normal mode.
In the sports mode PASM also provides smoother and more harmonious spring action without requiring the driver to make any concessions in terms of performance. The basic functions of PASM, on the other hand, remain the same as before, controllable dampers enabling the driver to choose from two suspension programs, either PASM Normal or PASM Sport. The normal mode gives the dampers a more comfort-oriented basic setting changing into a more sporting set-up as soon as the driver switches over to a more dynamic style of motoring. Particularly on long distances the occupants will therefore enjoy a significant increase in motoring comfort, with PASM filtering out small and medium bumps on the road even better than the standard suspension. The sports mode, by contrast, activates a harder damper control map for a very agile and dynamic style of motoring. And in comparison with the regular suspension, finally, PASM lowers the entire car by 10 millimetres or 0.39”.
New: PASM sports suspension and new wheel design on the standard wheels
Porsche now offers PASM sports suspension as a special variant of the active suspension on the new 911 Carrera and 911 Carrera S Coupé models. This special suspension is intended for the particularly sporting and ambitious driver, replacing the former sports suspension with its conventional dampers featured on the previous models.
Like the passive sports suspension so far, the new, active PASM sports suspension gives the car an even firmer and tauter ride, at the same time lowering the entire vehicle by 20 millimetres or 0.79”. The big advantage of this new active suspension is the further improvement of performance on the road together with an even higher standard of motoring comfort.
The active sports suspension is available together with the mechanical limited-slip differential, and may now be combined not only with the manual gearbox version, but also with PDK transmission as an excellent match for the PASM sports suspension.
The characteristic wheels are a striking sign of distinction on the new generation of the 911 Carrera. Both the 911 Carrera and the Carrera Cabriolet with their 3.6-litre power unit come as standard, like the former models, on 18-inch wheels. Now, however, the design of the wheels has been changed for the new generation of the 911, the wheel design of the 18-inch Carrera IV wheels, as they are called, being characterised by five V-shaped double spokes.
As with the former model generation, the front wheels measure 8J x 18 and come with a hump depth (ET) of 57 millimetres. At the rear, rim width has been increased from 10 to 10.5 inches, with hump depth up from 58 to 60 millimetres. This increase in size enlarges the footprint of the tyres on the road, creating a larger contact surface for even better traction and performance.
The S-models with their 3.8-litre power unit come as standard on 19-inch wheels again new in design, the 19-inch Carrera S II wheels likewise boasting characteristic double-spoke design with their spokes running in parallel. The front wheels on the 911 Carrera S come as before in 8J x 19 with hump depth of 57 millimetres, the rear wheels measure 11J x 19 and a hump depth (ET) of 51 millimetres.
To reduce unsprung masses and, as a result, to enhance driving dynamics, the 19-inch wheels are made in flow-forming technology for very thin but very strong walls ensured by rolling out the rim bed with utmost precision.
To match the even greater and more dynamic performance of the new models in the 911 range, the tyre compounds have also been enhanced and upgraded, the new recipe improving not only performance, but also motoring comfort and, together with the new tyre tread, reducing roll resistance to an even lower level. The result is a further reduction of fuel consumption and an increase in tyre mileage. And for the event of a flat, the 911 Carrera models come as before with a space- and weight-saving tyre repair system made up of a tyre sealant and an electrically operated air compressor.
Faster than ever – Tyre Pressure Control (TPC)
Focusing on the new 911, Porsche’s engineers have developed a new generation of the Tyre Pressure Control or TPC system. As on the former models, this optional system permanently monitors the pressure in each tyre, with the new generation now offering the driver the information he needs much faster than before. With TPC being initialised immediately when the driver opens the door, the system is able to start monitoring tyre pressure right from the beginning when the driver switches on the ignition, showing current tyre pressure in the instrument cluster within just a few seconds.
Correction of tyre pressure, for example when pumping up a tyre at the filling station, is also very fast and efficient, with the system now just taking a few seconds until it reliably presents the new pressure measured. Even after a wheel change where the system must register and “instruct” the new electronic sensors inside the tyre, not more than three minutes at the very latest will expire until the driver is informed of the new pressure readings.
The new TPC system comes with upgraded electronic wheel sensors featuring modified communication technology and a larger battery now offering a service life of ten instead of seven years as in the past. Instead of the permanent transmission technology used so far, the new electronic wheel sensors use a technology called Tripper Logic transmitting the signals required whenever requested to do so by the control unit. A continuous signal, therefore, is now only transmitted in the event of a rapid loss of pressure.
To efficiently receive signals from the wheel transmitters, the new generation of TPC now uses a central receiver aerial beneath the floor of the car, and no longer the old technology with one digital aerial in each wheel arch. The big advantage is that the new system is able to continue monitoring tyre pressure in the other wheels even if one or two electronic control units for the various wheels fail to operate.
PSM Porsche Stability Management with enhanced functions
The new 911 Carrera models once again feature PSM Porsche Stability Management for superior active driving safety in terms of both longitudinal and lateral dynamics. PSM comprises the functions ABS (anti-lock brakes), ASC (anti-spin control), EDC (engine drag control) and ABD (automatic brake differential). And now, marking the introduction of the new-generation 911, the rear-wheel-drive models also come with the Brake System Pre-Filling and Brake Assistant functions so far featured exclusively on the all-wheel-drive models.
Enhanced stopping readiness by pre-filling the brake system serves to shorten stopping distances in an emergency. Whenever the driver lets go of the gas pedal very quickly – which is characteristic of an upcoming emergency braking manoeuvre – brake fluid is immediately pumped by the PSM hydraulic unit into the wheel brakes before the driver is even able to press down the brake pedal. This brings the brake pads to rest lightly on the brake discs, preparing the brake system perfectly for the upcoming braking manoeuvre, significantly speeding up brake response and shortening the stopping distance accordingly.
The Brake Assistant likewise serves to shorten stopping distances, with additional hydraulic brake power assistance supporting the vacuum-controlled brake power assistance via the brake servo in an emergency braking manoeuvre. Whenever the system recognises that the driver is applying the brakes in an emergency (with his foot on the brake pedal exceeding a certain operating speed and level of force) the PSM hydraulic unit cuts in actively to provide the brake pressure required for maximum deceleration. To enhance a sporting style of motoring, the Brake Assistant may be deactivated either by switching off PSM (PSM OFF) or by pressing the Sports Button on the optionally available Sports Chrono Package Plus.
Further upgraded brake system
It goes without saying that the new models must comply in full with the extremely great demands made by the engineers at Porsche’s Development Centre in Weissach near Stuttgart also when it comes to brake performance. The objective in developing the new models, therefore, was to improve brake performance to an even higher standard reflecting the ongoing improvement of power and driving performance. Precisely this is why the new 911 Carrera models boast a brake system tailored to the specific qualities, features and dynamic driving characteristics of the car.
As usual, the various brake systems stand out from one another through the colour of their brake callipers: The series brake system on the 3.6-litre 911 Carrera models comes with black brake callipers, the series brake system on the 3.8-litre S-models features red callipers, and the optionally available PCCB Porsche Ceramic Composite Brakes have brake callipers finished in yellow.
The brake system on the new 3.6-litre 911 Carrera models is a brand-new development from the ground up. On the front axle the engineers have increased the diameter of the cross-drilled and inner-vented brake discs from 318 to 330 millimetres (12.52 to 12.99”), with the brake discs measuring 34 millimetres or 1.34” in thickness.
Larger brake air spoilers on the front track control arms serve to improve the flow of cooling air to the brakes, and the four-piston monobloc fixed callipers made of aluminium are brand-new.
To make the brake callipers even stiffer and stronger than before, the two piston-bearing side units are connected by additional crossbars. The result, once again, is an even higher standard of brake performance and a further improvement of fading-free braking qualities.
The rear wheels now come with cross-drilled, inner-vented brake discs measuring 330 millimetres (12.99”) in diameter instead of the former 299 millimetres (11.77”), with brake disc thickness of 28 millimetres or 1.10”.
Top enhance brake performance to an even higher level, the new models feature the reinforced aluminium monobloc four-piston fixed callipers carried over from the 911 Turbo as well as active brake venting also featured on the Turbo with additional openings in the underfloor. Cooling air is fed to the rear brakes via an airflow duct as well as a newly developed brake air spoiler. This increases the share of the rear brakes in overall brake performance, achieving an even higher overall standard for even greater reliability and shorter stopping distances.
The brake system on the S-models comprises four-piston aluminium monobloc fixed callipers both front and rear, as well as cross-drilled and inner-vented brake discs. Brake disc dimensions are 330 x 34 millimetres (12.99 x 1.34”) at the front and 330 x 28 millimetres (12.99 x 1.10”) at the rear (diameter x width).
Again to match the enhanced performance of the car, the supply of cooling air to the front brakes has been improved by larger brake air spoilers and by active brake venting at the rear. Like on the 3.6-litre models, this active brake venting function incorporates additional openings in the underfloor, air flow ducts and newly developed brake air spoilers. Thanks to these improvements, overall brake performance has been enhanced to an even higher standard even under extreme loads also on the 3.8-litre models.
PCCB ceramic brakes available as an option
To enhance brake performance to an even higher level, the new 911 Carrera models are available as an option with PCCB Porsche Ceramic Composite Brakes featuring ceramic brake discs with six-piston monobloc fixed callipers on the front axle and four-piston monobloc fixed callipers at the rear. Cross-drilled and inner-vented, the composite ceramic brake discs measuring 350 millimetres/13.78” in diameter are approximately 50 per cent lighter than comparable brake discs made of metal. In conjunction with the likewise absolutely unique brake lining, the ceramic brake discs immediately build up high and, in particular, consistent frictional coefficients when applied. Compared with brake discs made of metal, abrasion is reduced to an absolute minimum thanks to the extremely hard surfaces of the ceramic discs. In practice, this gives the PCCB brake system a very long service life and keeps the infiltration of brake dust on the wheels to a minimum.
Design and Aerodynamics
Through their design alone, the new Carrera models clearly and convincingly reflect the quality of ongoing development which has gone into the drivetrain. In designing the new front end, for example, Porsche’s designers have given utmost attention to a dynamic and superior look, the somewhat larger air intakes at the outside giving the 911 a truly outstanding appearance and clearly expressing the supreme power and performance of the new generation.
All models in the 911 range now come as standard with bi-xenon headlights and LED technology for the daytime driving lights, the positioning lights, and the strikingly attractive rear lights. Together with the newly designed standard wheels in 18 and 19 inches as well as the exhaust tailpipes integrated harmoniously in the new rear body panel, the new-generation 911 models stand out clearly and convincingly at very first sight.
Bi-xenon headlights and LED daytime driving lights featured as standard
A horizontally arranged front light unit is accommodated on each side above the front air intakes, comprising the new LED daytime driving lights and positioning lights as well as the direction indicators grouped together to form one cluster.
Now all models in the 911 range come as standard with bi-xenon headlights behind the oval cover glasses at the outside.
The dynamic side-line of the car is highlighted by new wheels in unique, unprecedented design. The 3.6-litre models come as standard on 18-inch Carrera IV wheels characterised in design by five double spokes moving apart to the outside. The 3.8-litre models boast new 19-inch Carrera S II wheels as standard, with five straight and very fine double spokes giving the S-models a very sporting look.
The connoisseur of the Porsche 911 will definitely notice the new shape of the double-arm exterior mirrors, with the surface of the mirrors slightly enlarged in accordance with new legislation requiring a larger area and range of visibility. Despite this larger surface, however, the overall look and the aerodynamic qualities of the mirrors remain largely unchanged. A further improvement is the optimised flow of water including a water gutter extending above the edge of the mirror housing to reduce any dirt or contamination on the exterior mirrors to a minimum.
Powerful-looking rear end with a striking touch
Compared with the former model, the rear end of the new 911 comes with an even more powerful and elegant look. To a large extent this results from the new exhaust gas tailpipes integrated in the rear body panel – individual oval tailpipes on the 911 Carrera, double round tailpipes on the S-model. Black trim at the bottom of the rear apron helps to minimise the distance between the tailpipes and the rear panel, at the same time enhancing the sporting and high-quality look of the car.
The new rear lights in LED technology are yet a further optical highlight making the new 911 models even more attractive to behold. The rear lights are now tapered a lot more distinctly to the outside, merging smoothly and elegantly into the rear of the car. Red and silver-transparent function surfaces provide an even more sporting and dynamic look, while the LED graphics emphasise the sheer width of the new models and again give the design of the car an even more powerful and dynamic look.
Despite the greater need for cooling air and the larger rear-view mirrors, the new 911 offers excellent aerodynamic qualities in every respect. The objective of Porsche’s engineers in developing the car was to ensure efficient cooling of all function components even under very high temperatures, at the same time keeping air drag and resistance to a minimum.
An important factor contributing to this superior aerodynamic quality is the full underfloor cover interrupted only by a few cooling air intakes for the brakes and transmission.
The new, even larger air scoops at the front have been tailored to the greater demand for cooling air in the new high-performance models, with the cooling factor up by 20 per cent. With the air scoop in the middle guiding air to the two outer radiators, there was no need on the new model to fit a centre cooler for the PDK transmission.
As a result of this refinement, the new models in the 911 Carrera range once again set the standard also in terms of aerodynamics, with a drag coefficient Cd of just 0.29 (Cabriolet: Cd = 0.30). Lift forces both front and rear have also been kept to a minimum and carefully balanced to give the new 911 supreme driving safety all the way to the car’s top speed.
Electrics and Electronics
The new generation of the 911 Carrera comes with a future-oriented lights concept for an even higher standard of active safety on the road: Now the 3.6-litre versions of the 911 are also fitted as standard with bi-xenon headlights and daytime driving lights in LED technology. And as a further achievement Porsche for the first time offers optional dynamic bending lights on the new 911, thus introducing this superior technology also in the sports car segment.
Light-emitting diodes are not only particularly bright, but also consume just a fraction of the energy required by conventional bulbs and last virtually just as long as the car itself.
Apart from automatic, dynamic headlight range control, the bi-xenon headlight system now featured as standard also comprises a headlight cleaning function, the clear glass covers on the headlights offering an impressive view of the high-tech lights system with their gas discharge bulbs. In the low-beam mode, the bi-xenon headlights ensure a very high level of light intensity versus halogen headlights as well as a very good standard of colour visibility thanks to their high colour temperature. And last but certainly not least in this context, the xenon bulbs offer roughly 2 1/2 times as much light intensity as halogen headlights.
A horizontally arranged front light cluster in new design comprising the LED daytime driving lights and the positioning lights as well as the direction indicators with their conventional bulb extends across the air intakes at the side. The positioning lights are made up of a light-conducting rod fed by an LED and extending throughout the entire width of the light unit. The daytime driving lights each comprise six LEDs ensuring long-distance visibility for extra safety.
Featured for the first time in the Porsche 911 – dynamic bending lights
The new 911 models are available as an option for the first time with dynamic bending lights in xenon technology. The headlight covers in clear glass offer a direct and very impressive view of the new system with its swivelling low-beam module and the high beam positioned directly beneath. On winding country roads and on long bends on the Autobahn, the bending lights ensure excellent illumination of the road ahead, once again improving driving safety to a significantly higher standard.
The bi-xenon low-beam headlight follows the movement of the steering wheel by the driver, adjusting consistently to the speed of the car. This is done by sensors permanently monitoring road speed, lateral acceleration and the angle of the steering wheel, and then calculating the bends the car is taking in accordance with this data. So applying the information obtained in the process, the control unit calculates the optimum angle to position, vary and control the dynamic bending lights.
The dynamic bending lights are activated as of a speed of 5 km/h or 3 mph. The maximum turning angle of the inner headlight in a bend is 15°, the maximum turning angle of the outer headlight 7°. Through this different turning angle from the inner to the outer light, each bend is illuminated by the widest possible light “footprint”, the two light beams lying next to each other without all the light being concentrated on one single point.
Remaining active also with the high beam, the bending lights improve the driver’s visibility at all times and under all conditions.
Striking night design – rear light clusters each with 60 LEDs
The newly designed rear light clusters in LED technology are not only a further highlight in the looks and design of the car, but also help to reduce power consumption and enhance safety on the road. Over and above the long service life, LED technology offers the important advantage of responding very quickly to the driver’s commands: While the response time of a conventional incandescent bulb is approximately 100 milliseconds, LED lights have a response time of only about 0.1 milliseconds. With the car travelling at a speed of 100 km/h, the time saved in this way equals a distance of 3 metres or 10 feet on the road, motorists following from behind thus receiving a much earlier warning in a possible brake manoeuvre.
Through their particular shape and design, the rear light clusters blend perfectly with the overall appearance of the car. They now taper out in a more slender design to the outside, giving the car both an elegant and a sporting touch. The single-piece rear light clusters house the direction indicators, the rear fog warning light, the reversing light, the brake light, positioning light and the reflector all as one unit. Each of the two rear light clusters thus comprises 60 LEDs, some of which are activated several times for several different functions. The rear light, for example, is made up of 37 light-emitting diodes, the direction indicators incorporate 20 LEDs, and the brake lights are formed by 40 light diodes.
Whenever the driver switches on the rear fog warning lamp made up of 9 LEDs, the brake light group is reduced to 17 LEDs. And the reversing light, finally, comes with a 16 W bulb.
New PCM with touchscreen monitor
The design of the interior with its dashboard comprising five classic circular dials is typical of the Porsche 911. Indeed, there was no need to make any changes here thanks to the clear design and excellent readability of all instruments right from the start.
The on-board computer now provides an even wider range of functions with a newly designed check menu even allowing the driver to call up the car’s service intervals.
To improve both operating comfort and ergonomics to an even higher standard, Porsche’s engineers and designers have developed a new centre console for the new 911 Carrera. The highlight in the console is the further enhanced display and operating concept of Porsche’s new Communication Management or PCM for short. Serving as the central control unit for all audio and communication functions, PCM offers an even higher standard of efficiency, it is even more versatile and a lot easier to use.
The main feature of the new PCM communication centre is the touchscreen monitor with its long-lasting and easy-to-clean surface layer. The colour monitor as such has been enlarged in size over the former generation from 5.8 to 6.5 inches, an increase in size made possible by integrating the keyboard so far fitted next to the monitor into the touchscreen control unit.
The number of keys has been halved to just 16 for even greater simplicity and ease of use, with a logical and clear style of presentation in terms of menu guidance. The driver or front passenger will therefore find the most important functions in one main menu, while a number of other functions used less frequently have been shifted to a second menu level (OPTION). In all, the number of menu fields has been reduced versus the former system from five to just three.
Supreme sound and reception
The radio in the Porsche 911 Carrera comes with up to 48 memory points, an FM dual tuner with RDS, as well as the latest generation of Diversity functions – unnoticed by the driver or passenger, the radio constantly looks for the best frequency in receiving the station selected and one or several of the four FM radio aerials are interconnected in the interest of optimum reception (scan and phase diversity).
The integrated player is able to play back music either from a CD or from an audio and video DVD – in connection with the BOSE® Surround Sound System featured as standard also in 5.1 Discreet Surround Format, otherwise in stereo. The formats offered and supported by the system are MP3, AAC, WMA, Dolby Digital, MLP, and DTS.
A six-CD/DVD changer integrated in the PCM and therefore within easy and convenient reach for the driver comes as an option instead of the single CD/DVD player featured as standard. The changer supports the same formats as the single CD/DVD player, offering a huge range of capacity with some 25,000 minutes of music available on music DVDs. CDs or DVDs are loaded and ejected one after the other through the PCM shaft after the driver or front passenger have selected the appropriate loading magazine.
The optional BOSE® Surround Sound System is a special development for Porsche perfectly tailored to the specific acoustic conditions prevailing in the new 911 Carrera. A total of 13 loudspeakers (12 in the Cabriolets) including active sub-woofers and centre speakers as well as a seven-channel digital amplifier all interact in providing a truly impressive experience in sound. Nominal output of the new amplifier is up versus the former model from 325 to 385 W, and the system now also covers the impressive sound spectrum of digital 5.1 recordings in playing back music on audio or video DVDs.
Music in the 5.1 format is recorded from the start with all sound effects in the multi-channel mode, the original information thus being retained and played back with absolute clarity and free of any distortion.
The new, optional universal audio interface serves furthermore for the first time to connect an external audio source such as an iPod® or a USB stick then operated conveniently via the PCM control unit. No less than three connections are provided for this purpose in the centre console.
The TV tuner available as an option is able to receive uncoded analogue and digital DVB-T television signals. For reasons of safety and in compliance with legal requirements, the TV picture is not shown while driving, but rather only the sound.
Planning your route even faster – navigation module with hard disc technology
For the first time the optional PCM navigation module comes with an integrated 40 GB hard disc providing navigation data for most countries in the specific region chosen by the customer. This significantly speeds up the calculation of routes, presenting three alternative routes to the driver for his personal choice.
The touchscreen monitor furthermore enables the user to enter his destination even more quickly and conveniently, obtaining specific information on traffic congestion and special destinations simply by touching the appropriate symbols on the map. Intermediate destinations on the way such as the nearest filling station may also be included easily and quickly in the navigation process.
Starting with a scale of 10 kilometres, the navigation maps even show the elevation profile in colour in the region covered, allowing the user to choose either the new perspective-oriented view or the conventional two-dimensional presentation. When presenting the entire route to be covered, the map scale is consistently adjusted in order to present the remaining route from the current position of the car all the way to the final destination in maximum size.
When approaching exits from the motorway additional graphic bending signs are shown on the screen to improve driver orientation. In the split-screen mode, on the other hand, the display presents not only the map currently required but also, say, a list with the driving manoeuvres coming up next shown as pictograms.
The enhanced navigation functions already featured so far are naturally also offered on the new system, for example with guidance along a route already recorded – backtrace navigation – as well as navigation in non-digitalised regions via a compass and GPS again helping the driver whenever required.
Yet another option also available to the customer is the electronic logbook automatically determining the current reading on the mileage counter, the route covered by the driver, the date, time of day, as well as the starting point and destination. This function has indeed been upgraded to an even higher level, giving the user the option to read out data in two different ways: Either via the Bluetooth® interface featured as standard in the PCM control unit or via USB in conjunction with the optional, universal audio interface. Then the data recorded may be evaluated by means of the software provided on the user’s PC at home, thus fulfilling the requirements of the German fiscal authorities for the documentation of automatic logbook recordings.
Telephone module with Bluetooth® interface
The optionally available internal GSM telephone module offers superior control comfort and optimum voice quality. The system comes with two operating modes, enabling the user, first, to make telephone calls with the SIM card placed in the phone and, second, to automatically interconnect a compatible SAP-based mobile phone (SIM access profile) and the telephone module via a Bluetooth® connection. In this case the aerial on the mobile phone is switched off only when using an SAP mobile phone, with only the external aerial on the car being used for phone calls.
Depending on the mobile phone the driver or passenger is using, this allows not only access to the SIM card data, but also to telephone numbers in the internal memory. And with the telephone being operated via PCM, the multifunction steering wheel or optional voice control, the user is able to leave his mobile phone conveniently in his pocket.
After the mobile phone and PCM have been connected just once, the PCM communication unit will recognise the appropriately configured mobile phone whenever the user gets into the car again, automatically connecting PCM Porsche Communication Management with the phone itself. This function is available for up to five different mobile phones, thus distinguishing from one user to the other.
The telephone module is the best solution in technical terms for customers with a GSM Bluetooth mobile phone. To offer customers with a GSM or CDMA mobile phone supporting only the Handsfree Profile (HFP) a comfortable Bluetooth solution as well, the system may be prepared for use of a mobile phone as an alternative to the regular telephone module. In this case, when establishing a connection via the Handsfree Profile, PCM serves only as a handsfree communication unit for the mobile phone.
New and convenient alternative – voice entry
The latest generation of voice entry using full, complete words is now also available for extra comfort and safety in conjunction with the new hard disc navigation mode. Voice entry is activated by pressing the button on the steering column lever for the on-board computer, then enabling the user to select nearly all PCM functions through voice control.
Thanks to this modern concept of voice entry, every item in the menu may be pronounced and spoken out loud as it appears on the screen. The system recognises instructions or rows of numbers regardless of the speaker, and does not require any kind of “learning period”. Voice control even provides an acoustic feedback and guides the user in a dialogue through the various functions.
Body and Equipment
The new 911 Carrera models come with a choice of no less than five different seat variants. To offer each driver precisely the seat and seating comfort he or she desires, Porsche has also developed seat ventilation available in combination with seat heating as a new option.
The following seat variants are available for the discerning customer:
- Standard seats adjustable in six directions: Adjustment of the backrest angle is electrical, lengthwise and height adjustment are manual.
- The comfort seats complete with a driver memory are masterminded by control elements on the outer side of the seat bottom and move in no less than twelve directions. In addition to the adjustment options already provided on the standard seats, the seat bottom angle may also be varied in this case regardless of the backrest angle. A further feature of the all-electric seats is the pneumatic lumbar support with four inflatable air cushions also included in the seat memory (ie, the degree of pressure in the cushions).
- The sports seats are based on the standard seats and offer even better side support ensured, first, by higher side elements in the seat bottom and backrest and, second, by enhanced support around the shoulders.
- The adaptive sports seats with driver memory combine the benefits of all-electric seats with the enhanced side support and design of the sports seats, also offering the occupant full adjustment of the side elements in no less than four dimensions, the seat bottom and backrest thus adjusting individually to the occupant’s body size.
- The sports bucket seats with the seat bucket made of glass- and carbon-fibre-reinforced plastic (GfP/CfP) and the surface in carbon combine the folding function on the backrest with absolutely excellent side support thanks to the pivot point integrated in the upper hip section of the side support elements.
New vented seats for a really pleasant climate
In conjunction with seat heating, the new models in the 911 range are available as an option for the first time with seat ventilation on both the standard and comfort seats. Creating a healthy and comfortable micro-climate between the driver/passenger and the surface of the seat is indeed particularly important, since this is precisely the point where the occupant is constantly in contact with the car. Active seat ventilation offers a pleasantly comfortable and warm, dry climate on the seat surface also in the hot season.
To switch on the seat ventilation, all the occupant has to do is press a button in the centre console. Touching the button just once, he will first activate the highest of the three comfort stages, three blue light-emitting diodes presenting the ventilation stage currently in use. This stage remains active until the driver or front passenger switch to another level of ventilation. The only exception is when the surface temperature on the seat drops to less than 15° C or 59° F, with the system switching off automatically in order to avoid undercooling.
The seat bottom is vented specifically at those points where the occupant is in direct contact with the seat, which are shown by the characteristic perforation on the seat cover. Air is supplied by one fan in the seat bottom and another in the backrest, taking up any perspiration moisture between the occupant and the seat surface through the perforated seat bottom and the backrest centre section. Air flows in through a special air guidance tissue and is conveyed by a hose beneath and, respectively, behind the seat. This serves to quickly cool down the seat surfaces heated up by the sun and prevent the occupants from sweating while driving.
Even when operating at their highest level, the two fans are so quiet that they remain hardly noticeable.
Seat ventilation may be combined with temperature control on the seat heating serving to consistently withdraw moisture and at the same time keeping the seat surface at a pleasant temperature.
Optimised soft top on the Cabriolet
The soft top on the open-air 911 opens and closes fully automatically at the touch of a button in just 20 seconds, coming to rest in the roof compartment in a Z-fold, with the outer surface of the roof lying at the top once opened. This process of opening and closing the roof is also possible while driving at a speed of up to 50 km/h or 31 mph.
The outer skin on the roof is made of an extremely hard-wearing material, the polyacrylnitril surface being impregnated against dirt and water. The surface is even treated by flames in a process exclusive to Porsche, with all fine down and surface fluff being removed from the textile fabric. This helps to keep the roof clean even under adverse conditions, giving the soft top a more sophisticated and homogeneous look throughout its complete life.
The intermediate layer in the roof is made of synthetic rubber forming a dense barrier to keep out climate conditions and noise. The inner surface made of polyester, in turn, ensures even greater strength and additional reinforcement.
The front section of the soft top between the windscreen and the first roof bracket running parallel to the B-pillars is tightened in position on a lightweight but very stable cast magnesium panel. An additional slab of plastic fitted between the outer fabric and the inner lining, finally, serves not only to support the soft roof and keep it in position, but also to reduce noise and heat effects to an even lower level.
The long-term quality of the soft top has been enhanced once again on the new models, virtually avoiding any signs of wear on the Cabriolet roof even after many years of extensive use. The upgraded roof and the material used have both confirmed their higher standard of quality in the usual Porsche test on a hydropulser, a trial corresponding in its severity and demands to the most extreme endurance run with the roof open.
The complete roof on a Carrera Cabriolet weighs just 42 kg or 93 lb including its opening and closing system – far less than half the weight of a comparable retracting metal roof. Every pound saved above the shoulder line of a sports car is of course of great significance in two respects, first by improving both agility and driving dynamics thanks to the reduction of weight, second by reducing body sway in bends. And last but certainly not least, the soft roof of the 911 Carrera Cabriolet offers an exceptionally high standard of both climate control and noise comfort.
The rear window is made of glass and comes complete with electric heating, a wind deflector is featured as standard, a hardtop is available as an option.
The bodies of the Coupé and Cabrio were both developed in a simultaneous process next to one another. Appropriate reinforcement of the body structure on the 911 Carrera ensures a very high level of crash safety even in an offset collision. The restraint system is supplemented by a total of six airbags including two two-stage full-size frontal airbags and Porsche Side Impact Protection (POSIP) made up of a thorax airbag on the outer side of the front seat backrests and a head airbag in the door.
When not in use, the head airbag remains beneath the window sill at the lower edge of the side window, then inflating in the shape of a flat cushion in the event of a collision from the side. This ensures excellent protection on head level both from impacts against the side window and from splinters or other objects penetrating into the car.
The rollover safety system on the Carrera Cabriolet is made up of two extra-strong steel tubes in the A-pillars and two rollbars behind the rear seats moving up automatically whenever required. A rollover sensor integrated in the airbag control unit in the middle of the car releases the two bars in the event of a rollover, the rollbars then moving up under spring pressure within fractions of second. The belt latch tensioners are activated automatically at the same time to hold the occupants firmly on their seats.
Last but certainly not least, the new 911 Carrera Cabriolet naturally also comes with Porsche Side Impact Protection (POSIP).