®

Service Information
2000 Technik Introduction
911 Carrera/4
©
1999 Porsche Cars North America, Inc.

Important Notice: The contents of this Technical Introduction brochure was originally written by Porsche AG for its rest-of-world
English speaking market. The electronic text and graphic files were then imported by Porsche Cars N.A, Inc. and edited for con-
tent. Some equipment and technical data listed in this publication may not be applicable for our market. Specifications are subject
to change without notice.

We have attempted to render the text within this publication to American English as best as we could. We reserve the right to
make changes without notice.

Published by Porsche Cars North America, Inc., Parts & Service Publications.

Printed in the United States of America.

All Rights Reserved. Reproduction or translation in whole or in part is not permitted without written authorization from publisher.

The trademarks Porsche®, Targa®, Carrera®, Boxster®,Tiptronic®, Varioram® and the Porsche Crest are registered trademarks of
Dr. Ing. h.c.F. Porsche AG and its affiliate, Porsche Cars North America, Inc.

Part Number - PNA 499 921 00 Edition - 10/99

Foreword

0_10_00

This Engineering Service Information describes the alterations made to the 911 Carrera and 911 Carrera 4 for
the model year 2000.
The 911 Carrera and 911 Carrera 4 are produced as Coupé and Cabriolet versions, with manual or Tiptronic
transmission.

Note

No technical details or vehicle numbers are contained in this Service Information.

These are published in the Technical Manual.
Readings, setting values, torque values and fill amounts can be found in the Technical Manual, section Overhaul.

The content of this brochure is up-to-date as of July 1999.

Contents

1 Engine
Information 1- 1

2 Fuel and ignition system

General 2- 1
Torque-orientated function structure 2- 3
Throttle adjuster 2- 7
Accelerator pedal position 2 - 11
Cruise control 2 - 16
Diagnosis 2 - 17
Emissions standard D 4 2 - 19
Emissions standard USA 2 - 20
Exhaust system 2 - 21
ORVR System 2 - 23

3 Power transmission
General 3-1

4 Chassis and suspension

Rear axle 4-1
Porsche Stability Management (PSM)

5 Body
General 5-1

6/7 Body – accessories

General 6-1

8 Heating/air conditioning
Information 8-1

9 Electrics
Information 9-1
911 Carrera Engine 1
1 Engine

General
No innovations have been added or alterations made to the engine of the 911 Carrera for model year 2000.
Details of any innovations or alterations which may be added during the course of the current model year
will be given in a Technical Information.

2000 Service Information 1-1

911 Carrera Fuel and ignition system
2 Fuel and ignition system
General
All Porsche vehicles, with the exception of the
911 GT3, will be fitted from model year 2000 with
the Motronic ME 7.2, which has been fitted in the
911 Carrera 4 since model year '99.
This Motronic contains the functions already familiar
from the Version 5.22.
The important differences concern the operation of
the throttle valve (a throttle adjustment valve instead
of a throttle cable - E-Gas*) and a torsion-orientated
control unit for governing engine induction with the
appropriate amount of fresh mixture.
This eliminates the need for mechanically trans-
ferring the movement of the accelerator (throttle
cable) to the throttle. Components such as the idle
speed controller and cruise-control actuator are
also no longer required.
*E-Gas = electrically-operated throttle
System principle
A – Accelerator pedal module
B – Motronic control unit
C – Throttle adjuster to the Motronic control unit
2000 Service Information
2
This simplifies the controlling of additional functions
such as PSM (Porsche Stability Management, if
designed as I-number), reducing torque for TC or
Tiptronic intervention, increasing torque when using
the air conditioning, or rapid heating-up of the
exhaust system (catalytic converter) for reducing
exhaust emission.
The ME 7.2 can naturally be fully diagnosed. The
necessary diagnosis software is supplied with the
Porsche System Tester 2. Amendments to the
diagnosis function of the control unit and the diag-
nostic capabilities are described in the Technical
Handbook.
2_34_99
1 – Informer to the Motronic control unit
2 – Setting elements/actuators
3 – Monitoring module
2-1
2 Fuel and ignition system
The principle features of the Motronic
ME 7.2 are:
• Torque-orientated function structure
• Registering and controlling engine induction
• Sequential fuel injection for each cylinder
• Direct ignition knock control for each cylinder
• Adaptive stereo oxygen sensor control
• Rapid warming-up of the catalytic converters
after a cold start
• Tri-metal catalytic converters for the German
and American markets
• An integrated secondary air injection system
(D4-compliant) for reducing exhaust emission
while the engine is warming up (not ROW)
• Carried load-dependent tank ventilation
• Idling induction control using the throttle
adjuster
• Monitoring of combustion faults which could
damage the catalytic converters with activation
of the "Check Engine" warning indicator
• Fundamental monitoring of all Motronic func-
tions with protocolling in the fault memory
• Activation of the VarioCam valves
• Actuation of the resonance flap integrated in
the intake system
• For the German market: compliance with the
D4 standard, which means lower exhaust
emission readings at the emission test
(reduction in vehicle tax of DM 600).
2-2 Service Information
911 Carrera
USA vehicles
The engine management employed in USA vehicles
varies in comparison to ROW and Germany cars as
follows:
• Additional Hall sensors fitted to the intake cam-
shaft in cylinder rows 4 – 6
• Additional oxygen sensors fitted respectively
behind the catalytic converters. They
permanently monitor the level of efficiency of
the catalytic converters are functioning
• One shut-off valve for each of the scavening air
pipes and a pressure sensor for measuring the
tank pressure or underpressure (for the com-
pulsory tank sealing check)
• Onboard Refueling Vaporation Recovering
System (ORVR) with tank sealing check
• A dual chamber active carbon canister with
increased volume (approx. 2000 cm3) for the
ORVR System for passing the Shed test
• Starter catalytic converter for fulfilling LEV (Low
Emission Vehicle) standards in addition to the
main catalytic converters
2000
911 Carrera Fuel and ignition system
This Service Information only deals with the specific
functions of the Motronic ME 7.2. These are:
• Torque-orientated function structure of the
Motronic control unit on the basis of physical
values
• Motronic control unit with integrated pressure
sensor, monitoring module and new connector
generation
• Accelerator pedal module with pedal valuator
• Throttle adjuster unit with electric motor
actuator
• Additional functions such as idle control, vehicle
speed control or rapid warm-up of the catalytic
converter by the Motronic
The secondary air injection system, newly intro-
duced for the FRG market, and the ORVR system,
newly introduced for the USA, are also described in
this manual.
2000 Service Information
2
Torque-orientated function structure
A system architecture has been introduced with the
ME 7.2 which is characterised by:
• The employment of physical functions. This
means that both the values of an individual
function (e.g. the determination of cylinder
induction), as well as the interfaces between
function and function groups, are defined as
physical values.
• Another feature is the introduction of torque
control: numerous part systems within the
Motronic, for instance the idle control or rpm
limiter, as well as the drive and complete car
control systems (Tiptronic, Porsche Stability
Management etc.), all place requirements upon
the basic Motronic system. In the past, these
acts of intervention used to be defined and
controlled independently of one another on the
basis of available control variables, such as
cylinder induction, ignition angle and fuel
weight.
As this intervention can be physically desig-
nated, based on torque requirements, a torque-
guided system is being introduced with the
ME 7.2 which coordinates the aforementioned
requirements, coupled with the resultant
nominal torque, by using the available control
variables throttle valve and ignition angle.
• The system architecture is completed by an
oxygen sensor coordination system, which
coordinates the mixture intervention (enrich-
ment or weakening of the air/fuel mixture by
means of various functions) in a similar manner.
2-3
2 Fuel and ignition system 911 Carrera

The principle of torque guidance
The engine torque being produced must correspond
to the driving condition desired by the driver
(determined via the pedal actuator) and ensure that
every component and accessory unit can function.
External requirements placed by the drive train and
drive dynamics control systems are additional
factors. The fundamental idea of the ME 7.2 system
is based on coordinating the demands being made
on the engine on a uniform physical level. This can
be formulated as torque requirement.
The actual torque requirement is determined from
the position of the accelerator pedal (pedal
actuator). The speed control unit, the Porsche
Stability Management (PSM), if fitted, or the
Tiptronic control unit can transmit their torque
requirements to the Motronic control unit in exactly
the same way. Protective functions such as the
electronic rpm controller or the catalyst overheating
protection system can also be defined so that they
limit the permitted engine torque. The engine
management with E-Gas has the task of coordi-
nating the different torque requirements of the
individual users and protective functions in order
to calculate the necessary setting interventions for
the engine, whereby the ignition angle and the
throttle position are the largest control variables
available.
The advantage of this design is that individual power
consumers can communicate their torque require-
ments to the "coordinator" integrated in the control
unit independently of the current operating status of
the motor. They do not need to concern themselves
with the actual setting intervention and do not
required any information about the status of other
functions. This excludes the possibility of mutual
interference between the individual functions on the
level of the control variables. The fact that the
torque coordination is the only instance which inter-
venes in the motor settings means that the map
systems and the characteristics, the core functions
necessary for the operation, are solely dependent
on the engine. As a result there are no cross-links
between the individual function groups, which
simplifies the coordination of the new control unit
generation.

Start, warm-up of the

catalytic converter,
idle control
External requirements
• Driver
Throttle
• Speed control unit

• Drive dynamic
Ignition angle
Coordination of Realisation of the
• Driving comfort
the torque and torque into the
level of efficiency available
requirements control variables Disabling
Start

Idle control Injection time

Rpm limiter

Component protection

2-4 Service Information 2000

911 Carrera Fuel and ignition system 2
Basic structure of torque guidance The purpose of the torque guidance is to set the
inner torque by selecting suitable engine control
The fundamental value for the torque structure of
variables, so that any loss caused by accessory
the
units, friction loss and other loss is covered up to
ME 7.2 is the inner torque of the engine (mi) result-
the wheel torque, and the engine torque is sufficient
ing from the combustion. The inner torque is the
to satisfy the driver's requirements.
torque which is created by the gas pressure in the
high pressure phase of the piston movement. Sub-
tracting the loss caused by friction and charge
change from the inner torque gives the indicated
engine torque.

Fresh mixture Combustion engine Clutch

torque Wheel
Lambda torque
Combustion

Gearbox and
differential
Ignition angle

Clutch
Loss through charge change
and friction

Loss through accessory units

Clutch loss and transmission ratio

Gearbox loss and transmission ratio

The torque coordinator of the ME 7.2 has two
possible control paths for adjusting the inner
torque: a fast path involving varying the ignition
angle and/or cutting out individual cylinders, and a
slow path involving activating the throttle. The faster
path is the ignition angle path, which is responsible
for dynamically altering the torque.
The slow path, also called the induction path, is
responsible for stationary operation with optimum
lambda.
In order to realise the nominal torque, the control
variables are coordinated by taking consumption
and emission values into consideration so that
optimum activation is the result.

Path 1 (faster path) Path 2 (slower path)

The synchronous crankshaft path summarises
all the setting interventions which influence the
torque, irrespective of induction:
• Ignition angle
• Cutting out cylinders
The induction path controls the control
variables which influence the induction:
• Throttle angle, and therefore the air mass
sucked in by the engine

• Injection time

2000 Service Information 2-5

2 Fuel and ignition system 911 Carrera

The air mass required for a certain level of torque (rL = relative air induction) is determined using a
computed model and made available via the throttle.
The amount of fuel injection required under the given circumstances and the optimum ignition angle are
realised via Path 2.

Induction torque nominal value Induction nominal value

Setting priority Conversion

of induction torque
level induction
Throttle angle

Throttle
calculation Path 2

External and Induction actual

Calculation of the
internal torque value
degree of efficiency
requirements and the torque
acquisition value

Ignition angle
Setting priority of Calculation Path 1
synchronous synchronous Cutting out cylinders
crankshaft path crankshaft Path 1
intervention Injection time
Path 1
Inner torque nominal value

2-6 Service Information 2000

911 Carrera
Throttle adjuster
The throttle adjuster consists of:
• Throttle casing with throttle
• Throttle drive unit with transmission
• Angle sensor for throttle drive unit
2000
Fuel and ignition system 2
The throttle drive unit (B) is activated by the
Motronic control unit and governs the flow of air
required for providing the torque. Two potentio-
meters, which serve as angle sensors (D), provide
feedback about the current throttle position. For
safety reasons 2 angle sensors are used, whose
resistance characteristics run in opposite direc-
tions. If one angle sensor fails, the remaining sensor
maintains the E-Gas function, albeit with a reduced
amount of torque, by means of a back-up function.
2_36_99
2_38_99
A – Throttle casing with throttle
B – Throttle drive unit
C – Casing lid with electrical connections
D – Angle sensor for throttle drive unit
Note
The throttle adjuster may not be opened.
Service Information 2-7
2 Fuel and ignition system 911 Carrera

How the throttle angle is registered

• The throttle position is registered by 2 potentiometers, which are supplied with 5 volts by the control
unit.

• Potentiometer 2, unlike potentiometer 1, has a sinking characteristic in order to recognise any short
circuits in the signal lines.

• In the event of a failure in the signal line, a corresponding signal is drawn to a defined level by the
control unit input resistance, which signifies "Throttle fully open". This moves the throttle to the "closed"
position (safety function).

2_39_99

A – Taught-in lower mechanical limit stop E – Upper mechanical limit stop

Potentiometer 2
F – Throttle position
B – Taught-in lower mechanical limit stop
Potentiometer 1 P1 – Potentiometer 1

C – Mechanical accessible range P2 – Potentiometer 2

D – Lower mechanical stop

2-8 Service Information 2000

911 Carrera Fuel and ignition system 2

Electrical circuitry of the throttle adjuster

2_40a_99

P1 – Potentiometer 1 A – Control unit

P2 – Potentiometer 2 B – Throttle adjuster
P1S – Signal from Potentiometer 1 C – Pull-down resistance
P2S – Signal from Potentiometer 2 D – Pull-down resistance
F – Throttle opening angle

Throttle adjuster function positions

1. The lower mechanical limit stop
The throttle is closed. This position is required
to adapt the angle sensor.
2. The lower electrical limit stop
This is determined by the control unit and lies
just below the lower mechanical limit stop.
During operation the throttle is closed at
maximum up to the lower electrical limit stop.
This prevents the throttle from making contact
with the throttle casing where it could eventually
get "caught up".
3. The back-up function
The throttle is in this position when there is no
power present, and it ensures that nominal air
flow is provided through a "mechanical" air gap.
This allows restricted driving at increased
programmed idling speed.
4. The upper electrical limit stop
This is determined via the control unit and does
not need to be adapted (taught-in). The angle
sensors in the throttle drive unit must be
adapted to ensure that the precise angle
position of the throttle can be recognised.

2000 Service Information 2-9

2 Fuel and ignition system
Angle sensor range test
• Mechanically inaccessible voltage ranges (see
diagram on pp 2 - 9) are used to detect short
circuits and current line interruptions.
• Range testing of the guide potentiometer (in
normal operation Potentiometer 1) is perma-
nently activated upwards and downwards.
• Falsification of the signal by the guide
potentiometer as a result of transition
resistance causes the throttle to move due to
the closed bearing control circuit, which
compensates for the transition resistance.
• Upwards range testing for Potentio-
meter 2 is permanently active under normal
driving conditions.
• Downwards range testing for Potentiometer 2 is
only active during normal operation outside of
the idling speed range due to possible transition
resistance (testing based on engine speed
criteria).
• In the event of a fault in one of the potentio-
meters, the back-up throttle sensor is activated,
whereby the remaining potentiometer is
monitored with the induction signal.
• In the event of faults occurring to both
potentiometers, the injection valves are
automatically closed as a safety precaution (the
engine is turned off), as the position of the
throttle is then unknown.
2 - 10 Service Information
911 Carrera
Tandem pattern testing of the throttle sensors
• Both potentiometer signals are converted into
the corresponding throttle angles by taking the
adaptation values at the lower mechanical limit
stop into consideration.
• Due to the mechanical clutch, the difference
between the two throttle angle sensors must lie
within a programmable tolerance range.
• Tandem pattern testing is only carried out
outside of the idling range due to possible
transition resistance.
• When faults arise, the defect potentiometer is
determined from the induction signal. The back-
up throttle sensor operation then follows with
the intact potentiometer.
Diagnosing the throttle adjuster
Function test before every engine start:
• Closing spring test
• Opening spring test
• Back-up air position test
Adaptive functions, which are only carried out
under certain conditions:
• Throttle adjuster adaptation by teaching-in the
lower mechanical limit stop and the back-up air
position
• Signal amplification alignment
2000
911 Carrera Fuel and ignition system
Adaptation must be carried out under the
following circumstances:
1. When replacing the throttle adjuster
2. When the battery has been disconnected or the
control unit plug removed
Note
Adaptation is carried out automatically by the
control unit, although when the ignition is first
turned on it is necessary to wait approx.
10 seconds.
Automatic function tests while driving
• The throttle position is monitored.
• The throttle setting ranges are monitored.
• The throttle adjuster end stages are monitored.
• The on-board voltage is checked permanently.
2000 Service Information
2
Accelerator pedal position
The position of the accelerator (torque requirement)
is the decisive input information for the Motronic
control unit. A pedal valuator, connected by a cable
pull to the accelerator pedal, is mounted below the
knee protection bar near the driver's feet for this
purpose. If the position of the accelerator pedal is
incorrectly registered, this would lead to excessive
engine performance, which would not be detected
at other points of the system. Registering the
driver's requirements is therefore of paramount
importance for calculating the torque and
controlling the electronic throttle.
2_37_99
A – Accelerator pedal
B – Pedal evaluator
2 - 11
2 Fuel and ignition system 911 Carrera

Registering the accelerator pedal position

• The accelerator pedal position is registered using 2 potentiometers, which are each supplied with 5 V
by the Motronic control unit.

• Potentiometer 2 has a balanced resistor corresponding to the path resistance. It therefore only has half
of the rising characteristic curve of Potentiometer 1 (important when diagnosing short circuits on the
potentiometer signal lines).

• When a signal line is interrupted, the signal concerned is earthed by the corresponding
control device input resistance (safe condition).

2_45_99

P1 – Potentiometer 1 D – Idling speed position

P2 – Potentiometer 2 E – Full throttle position

C – Mechanically accessible range F – Accelerator pedal position

2 - 12 Service Information 2000

911 Carrera Fuel and ignition system 2
Electrical circuitry of the pedal valuator

2_46a_99

P1 – Potentiometer 1 A – Control unit

P2 – Potentiometer 2 B – Throttle adjuster

P1S – Signal from Potentiometer 1 C – Pull-down resistance

P2S – Signal from Potentiometer 2 D – Pull-down resistance

E – Resistor

F – Throttle opening angle

2000 Service Information 2 - 13

2 Fuel and ignition system
Checking the range of the pedal valuator
sensors
• Mechanically inaccessible voltage ranges are
used to detect short circuits and line
interruptions.
• The upward range check is permanently active.
• Due to possible transition resistance the
downward range check is only active outside of
the pedal idle range.
• A fault in a potentiometer leads to the other
potentiometer operating as a back-up with
restricted torque.
• Faults in both potentiometers lead to the
activation of the back-up air function.
Tandem pattern testing of the pedal valuator
sensors
• Because the rising characteristic curve is only
half as great, the signal from Potentiometer 2
must be multiplied by 2 before it is compared
with the signal from Potentiometer 1.
• Owing to the mechanical clutch the differential
of the signal from Potentiometer 1 and the
double signal from Potentiometer 2 must lie
within a programmable tolerance range.
• The tandem pattern setting is only active
outside of the pedal idle range due to possible
transition resistance.
• A detected fault leads to back-up operation with
the minimum of the two potentiometer signals
and restricted torque.
2 - 14 Service Information
911 Carrera
Back-up measures in the pedal valuator back-
up range
When a potentiometer fails, the position of the
accelerator pedal in back-up operation is calculated
from the remaining potentiometer signal.
In this status, monitoring of the pedal valuator is
only possible to a limit extent. The maximum pedal
value is therefore limited to 60% (maximum limit)
and the pedal value only increases by 10% per
second (increase limit). The pedal value is zero (idle
speed default) if the brake is activated.
Self-diagnosis and back-up function
The ME 7.2 with electronic accelerator is one of the
safety-relevant systems. The system must be able
to detect faults independently.
Input information, which represents the perform-
ance level desired by the driver or the engine
status, are transmitted to the control unit by a dual-
sensor system.
The computer kernel in the control unit consists of
two independent hardware components, which
permanently monitor each other during operation. If
a malfunction is detected in the partner, the function
computer and monitoring module can independently
either deactivate the performance-related final
stages (throttle, fuel injection valves) in the control
unit or limit them to predefined values.
2000
911 Carrera Fuel and ignition system
Example 1
Failure of an angle sensor for the throttle drive unit
or in the event of an implausible signal:
• Torque-increasing intervention such as engine
drag-torque control or Tiptronic functions are
suppressed.
• Torque is limited to 60% of the maximum
possible torque level and the increase in torque
is slowed down.
Prerequisite:
One intact angle sensor and plausible air mass
through-flow. The air mass through-flow is created
by the signal from the air mass sensor and the
engine rpm.
Example 2
Failure or detected control fault in the throttle
adjuster:
• The throttle drive unit is deactivated, the
throttle goes into the back-up function. In this
case it is possible to operate the engine at an
increased engine idling speed. The driver's
requirements can only be fulfilled by adjusting
the ignition angle as much as possible, the
engine only accelerates slowly.
• The fuel injection valves are then deactivated at
a pre-programmed engine speed
(approx. 1,200 1/min).
Prerequisite:
The back-up air system function is only activated, if
both throttle angle sensors have been safely
detected as being in the back-up air system
position.
2000 Service Information
2
Example 3
The Motronic control unit cannot detect a definite
throttle position or the throttle is stuck between the
electric strokes (does not move):
• The throttle drive unit is deactivated, if possible
the throttle is moved to its back-up air system
position.
Important!
It is not permitted to repair the throttle adjuster. If
the throttle adjuster is defective, the entire unit
must be replaced.
Example 4
Signal from one of the two pedal valuator potentio-
meters has failed:
• Pedal value is restricted to a predefined value
(approx. 60%).
• If the accelerator is depressed quickly, the
engine torque is only increased slowly (up to
approx. 60%).
• The throttle is moved to the idling speed
position during braking.
• Cruise control is no longer possible (if the
cruise control system has been fitted).
Note
During idling, the pedal valuator potentiometers are
not checked. For example, if the electrical connec-
tion at the pedal valuator has failed, no information
is stored in the fault memory of the control unit.
However, the engine then only runs at idling speed,
because the change in torque requirement cannot
be detected when the accelerator is depressed.
2 - 15
2 Fuel and ignition system
Example 5
Both pedal valuator potentiometers have failed:
• The engine only runs at idling speed and the
control unit does not register a fault, although
the engine does not accelerate.
Cruise control system
The E-Gas function integrated in the Motronic
ME 7.2 means that an additional cruise control
control unit and a cruise control actuator are not
required at all, as these functions are taken over by
the Motronic control unit and the throttle adjuster.
The required information is contained in the
Motronic control unit:
• Cruise control master switch
• Setting of the actual vehicle speed (cruise
control lever)
• Acceleration (cruise control lever)
• Deceleration (cruise control lever)
• Renewed acceleration (cruise control lever)
• Gradual increase in nominal speed (cruise
control lever)
• Gradual decrease in nominal speed (cruise
control lever)
• Deactivation of the cruise control (master
switch on the cruise control lever or Tip-off
switch)
• Brake light and clutch pedal switch
2 - 16 Service Information
911 Carrera
Secondary air induction (USA + FRG)
In order to heat up the catalytic converter faster and
to reduce the polluant emissions produced while
warming up the engine, the vehicles detailed above
are fitted with a secondary air system.
During the period of the active secondary air
system, the mixture is greatly enrichened to realise
a rapid heating-up of the catalytic converter. The
high proportion of hydrocarbons in the exhaust
emission, combined with the oxygen added by the
secondary air system, leads to strong oxidisation
after the discharge valves, and consequently to an
increase in the temperature of the exhaust emission
and a reduction in hydrocarbons.
This ensures that the emission values are greatly
reduced by the secondary air system during the
naturally high-emission warming-up of the engine.
Features of the secondary air system include:
• An electrically-driven air pump
• An electromagnetic switching valve
• Combination valves for switching and backfiring
• Relay for switching the air pump or the electro-
magnetic switching valve (activated by the
Motronic control unit)
Activation conditions
The secondary air system is activated if the
following ambient conditions have been registered
by the Motronic control unit:
• Engine temperature between – 10.50° C and
+ 42° C
• Intake air temperature between – 10.50° C and
+ 60° C
• On-board voltage between 8.6 and 16 volts
• Air mass less than 332 kg/h
2000
911 Carrera Fuel and ignition system 2
Activation time
If the secondary air system is active, the activation • Relative engine induction between 15% and
time depends on a characteristic which is stored in 50%
the Motronic control unit.
The air mass measured by the air mass sensor is • Intake air temperature between 4.5° C and
registered cumulatively up to a programmed value, 60° C
dependent on the starting temperature of the
engine. If the total air mass exceeds the • Engine temperature between 4.5° C and
programmed value, the secondary air system is 102° C
deactivated.

In addition, no faults may be present in the:

Diagnosis
− Mixture adaptation
The diagnosis of the secondary air system is
carried out in conjunction with the oxygen control.
If the condition "Secondary air system diagnosis − Engine temperature sensor
active" has been set, the oxygen controller is
monitored while the secondary air pump is running, − Air mass sensor
but it is not corrected.
This means that due to the thinning out of the
exhaust emissions (high oxygen content in the − Air intake temperature sensor
exhaust emission from extra air inflow), the voltage
level of the oxygen sensors in the lean air sinks, and − Final stage secondary air system
the oxygen controller moves to a deviation of its
mean value for the diagnosis period.
The deviation of the oxygen controller is then − Oxygen sensors
converted into a secondary air mass by the
Motronic control unit, which must lie between − Tank venting system
30 kg/h and 150 kg/h. The diagnosis is considered
to have been completed successfully when these
− Combustion misfiring monitoring system
values have been attained.

Diagnosis conditions
Certain ambient conditions must be fulfilled before
the diagnosis can be activated.
In addition to an active secondary air system and an
active oxygen control, the following conditions also
apply:
• Altitude factor greater than 0.75 (equals
approx. 2,400 metres above sea level)
• Engine speed between 720 1/min and
3,000 1/min
− Battery voltage
− VarioCam system
If the secondary air system cannot be activated
after the engine has been started (e.g. due to the
current engine temperature), it is still possible to
initiate the diagnosis function using the Porsche
System Tester 2 and the short test menu. However,
the engine temperature must be higher than 60° C
and the air mass greater than 30 kg/h. Otherwise
the ambient conditions for the "normal diagnosis"
apply.

2000 Service Information 2 - 17

2 Fuel and ignition system 911 Carrera

Mixture adaptation
In order to fulfil the new D 4 emissions standard and
the corresponding emission tests, the period
leading up to the first mixture adaptation phase has
been increased on FRG vehicles from 250 to 302
seconds. Otherwise the adaptation phases run as
previously.
The DME control unit activates an electromagnetic
valve, which in turn activates an underpressure-
controlled membrane valve which opens or closes
the resonance flap. The resonance flap is closed
under zero-current, although it is activated and
opened every time the ignition is switched on.

Tri-metal catalytic converter The resonance flap is closed again after the engine
A catalytic converter with a third coating is fitted to reaches the programmed idling speed after the
all cars for the USA and FRG markets. This start-up procedure.
additional coating of palladium considerably reduces
the time required before the catalytic converter is
ready for operation. Therefore the already low
output of harmful exhaust emissions is reduced
even further, and means that FRG vehicles comply
with the D 4 harmful exhaust emissions standard.
The necessary Motronic map systems are stored in
the Porsche System Tester 2 for the appropriate
national variants and must be selected accordingly
when programming the control unit.

Resonance flap
An intake system divided by a resonance flap allows
the intake air column to be exploited over a large
engine speed range (resonance). 2_33_98

Air is drawn in alternately from both containers in

the air intake system due to the varying working
cycles between the individual cylinders. The
alternating air intake excites the air mass in the
intake system. In resonance cases the intake
frequency of one cylinder line corresponds to the
natural frequency of the pressure fluctuations in the
corresponding container. The natural frequency is
determined by the geometry of the intake pipe, the
resonance pipe and the container. However, the
decisive factor is the overall length of the pipes
from the respectively intaking to the non-intaking
cylinders, the division into intake and resonance
pipe lengths, as well as the reservoir depth in the
flow direction.
Switching positions of the resonance flap
• The resonance flap is activated when:
the throttle is opened by more than 16%.
• The engine speed is at between 3,000 1/min and
5,120 1/min and no faults have been detected in
the engine temperature sensor, air intake
temperature sensor and the throttle adjuster,
and the engine temperature is above 0° C.
• If the active engine speed range is approached
from above, an engine speed range of approx.
120 1/min is programmed as a hysteresis at the
switching points of the resonance flap to
prevent it from switching backwards and
forwards between switching speeds.

2 - 18 Service Information 2000

911 Carrera Fuel and ignition system 2
D 4 Standard (only Germany)
All Porsche vehicles from model year 2000 comply with the emissions standard D 4 thanks to the
previously described secondary air injection device and tri-metal catalytic converter components in
conjunction with the Motronic ME 7.2. During the approval phase at the emissions centre in Weissach, the
required emission test is carried out on the roller test bench and monitored by the German Technical
Inspection Agency (TÜV), which then confirms that it complies with legal regulations governing the issuing of
approval for vehicles.

Essentially the following emission limits apply:

Emission New limit value D 4 Previous limit value D 3

CO 0.7 g/km 1.5 g/km
HC 0.08 g/km 0.17 g/km
NOX 0.07 g/km 0.14 g/km

The introduction of the D 4 standard and the subsequent further reduction in emission levels have induced
the government to reduce the level of car tax for such vehicles by a one-off sum of DM 600.

2000 Service Information 2 - 19

2 Fuel and ignition system 911 Carrera

Only USA/Canada vehicles

Low Emission Vehicle

From model year 2000 all new Porsche vehicles fulfil the low emission limit value levels (LEV) stipulated by
the Federal Department of the Environment in the USA, CARB.
The already low emission levels have been further drastically reduced. The following limit values now apply
in the USA:

Emission New limit value Previous limit value

CO 3.4 g/m 3.4 g/m
HC 0.075 g/m 0.25 g/m
NOX 0.2 g/m 0.4 g/m

To ensure that the emission limit values are strictly adhered to, the map systems of the DME control unit
have been adapted to the new regulations, and all USA vehicles are now equipped with a starter catalytic
converter in addition to the main catalytic converter. The result is an altered exhaust system.

2 - 20 Service Information 2000

911 Carrera Fuel and ignition system
Exhaust system with starter catalytic converter
1 – Starter catalytic converter
2 – Main catalytic converter
3 – Exhaust manifold
Starter catalytic converter
In order to reduce polluant emissions during the
cold-running phase, all USA vehicles will be
equipped with a starter catalytic converter from
model year 2000. Installing the converter behind
the combustion chamber ensures that the
supporting material warms up very rapidly, which
means that the conversion process can start very
quickly thereby reducing emission levels.
The oxygen sensor is installed in front of the starter
catalytic converter. As the main measuring unit, this
influences the mixture formation and therefore the
air/fuel mixture ratio in the combustion chamber.
The so-called post-catalyst oxygen sensor is
2000 Service Information
2
2_50_00
4 – Main silencer
5 – Oxygen sensor before the catalytic converter
6 – Oxygen sensor after the catalytic converter
installed behind the starter catalytic converter.
Its main task is to monitor the level of efficiency of
the catalytic converter. The post-catalyst sensor
also manages the oxygen control, and ensures that
there is always an optimum mixture available for
maintaining the high level of efficiency of the
catalytic converter.
The main catalytic converter is no longer monitored
by the DME control unit. If detrimental influences
lead to damage to the starter catalytic converter,
this is stored by the diagnosis function in the fault
memory. These influences could also damage the
main catalytic converter.
2 - 21
2 Fuel and ignition system 911 Carrera

If the starter catalytic converter functions, it can be
assumed that the main catalytic converter is also
converting satisfactorily.
When the engine is at running temperature, both
catalytic converters (per cylinder row) combine to
considerably reduce the already low level of polluant
emissions. The interior design of the catalytic
converters is identical. They are metallic-monoliths,
which are coated with three precious metals:
platinum, rhodium and palladium (tri-metal catalytic
converter).
The palladium coating in particular improves the
light-off performance while at the same time
reducing the level of nitrogen oxide.
For technical design reasons, the starter catalytic
converter has been integrated in the same casing
as the main catalytic converter. The thickness of the
metal fins and the directional flow behaviour of the
starter catalytic converter (thin fins - faster warming
up) and the main catalytic converter differ.
The volume of the catalytic converters does vary,
however.
Volume of starter catalytic converter:
566.3 cm3 = 0.57 dm3 or l.
Volume of the main catalytic converter:
983.7 cm3 = 0.98 dm3 or l.

2 - 22 Service Information 2000

911 Carrera Fuel and ignition system 2
ORVR System
A system is employed in all USA vehicles which diverts petrol fumes created while the car is being refuelled
into the activated charcoal filter. ORVR stands for: Onboard Refueling Vaporation Recovering System,
i.e. an onboard system which recovers fuel vapours during refuelling.

2_49_00

1 – Fuel tank 9 – Operative venting valve

2 – Rollover valve 10 – Filter casing
3 – Fill level limit valve 11 – Fresh air valve
4 – Spit-back valve 12 – Shut-off valve
5 – Filler pipes 13 – Active carbon canister
6 – ORVR valve 14 – Air filter
7 – Underpressure limit valve 15 – Tank venting valve
8 – Pressure sensor 16 – Engine

A – Scavening pipe to the rear C – Operating venting pipe

B – Refuelling venting pipe D – Positive supply for ORVR and fresh air valve

2000 Service Information 2 - 23

2 Fuel and ignition system 911 Carrera

Functioning Fuel cooling system

During refuelling, a reed contact (9 - fitted in the From model year 00 a fuel cooling system will be
tank fill pipe below the filler cap) is activated by the fitted to all USA vehicles. This reduces the tempera-
fuel-pump nozzle. This applies plus potential to the ture of the fuel in the tank, and therefore leads to a
ORVR valve (6) and the fresh air valve (11). Because reduction in vapour emissions. The fuel cooling
they are permanently earthed, these valves open. system is designed as a component of the fuel loop
If the fuel tank is now filled, the intake of fuel and encompasses the air-conditioning induction line,
decreases the space available for the formation of which represents the cold side of the air-condition-
HC vapours. HC vapours which are formed or are ing line system when the air conditioner is being
already present in the tank are drawn off to the used. This lowers the temperature level in the fuel
active carbon canister (13) through the fill level limit system.
valve (3) and the ORVR valve (6). The necessary
pressure compensation is realised by the electrical
fresh air valve (10). The next time the engine is
started, the active carbon canister (13) is evacuated
by the DME control unit via the tank venting valve
(15) in accordance with predefined criteria and
sequences.

Active carbon canister

Due to the OVRV system the volume of the active
carbon canister increases to approx. 2 dm3.
Because USA vehicles must pass the Shed test, the
active carbon canister is still divided into two
chambers and is situated front right in the wheel
arch as previously.

2 - 24 Service Information 2000

911 Carrera Power transmission 3
3 Power transmission

General

Manual intervention in gear selector lever position "D"

The already familiar functions of the 911 Carrera Tiptronic gearbox will be expanded by a further function in
model year 2000.

In order to allow manual downshifting in the Simultaneously a timer of 8 seconds is started in

automatic gutter e.g. the control unit. The timer is restarted if the upshift
or downshift button is pressed again within these
• before cornering
8 seconds.
The Tiptronic returns automatically to automatic
• when entering villages
mode ("D" is then displayed in the instrument
• when driving downhill cluster) if:
• the timer has expired, there are no curves
• when selecting first gear prior to accelerating, ahead and the vehicle is not in boost mode, or
the upshift and downshift buttons in the automatic
gutter are now also active, i.e. pressing on the • the driver activates the kick down function.
upshift or downshift buttons sends the Tiptronic into
the manual programme. "M" is displayed in the
instrument cluster and the required gear change is
carried out.

2000 Service Information 3-1

911 Carrera Chassis and suspension
4 Chassis and suspension, 911 Carrera, 911 Carrera 4
42 Rear axle
4209 Track rod (track steering unit)
The rubber bearing has been tautened and the
friction of the ball joint has been increased to
ensure better lane stability.
These track rods can also be post-installed in the
predecessor models (always in pairs).
Porsche Stability Management (PSM 5.7)
The 911 Carrera can be fitted with PSM if
desired.
The 911 Carrera 4, which was previously fitted
with the PSM 5.3, is now also supplied with the
Porsche Stability Management (PSM 5.7) as
standard.
The following sections describe the PSM, which is
new in the 911 Carrera and has been changed for
the 911 Carrera 4.
PSM is an active control system for stabilising a
vehicle at the limit of its driving dynamics capability.
PSM includes functions such as ABS (antiblock
system), ABD (automatic braking differential), ASR
(traction-slip control), EBV (electronic brake-force
distribution), as well as a longitudinal dynamics
control system MSR (engine drag torque control).
In addition to this, the vehicle is stabilised at the
limit of its driving dynamics capability within the
transverse dynamics control system by FDR (driving
dynamics control system).
The customer benefits from the following features
of PSM:
• Best possible traction and lane-holding during
acceleration, even on road surfaces with
differing coefficients of friction (road surfaces)
• Compensation of load-reversal reactions when
accelerating or during partial braking in
corners, up to the maximum latitudinal
acceleration on all road surfaces
2000 Service Information
4
• Prevention of dynamic oversteering which
occurs, for example, when steering quickly, in
boost mode, when changing lanes or on
winding roads
• Reduction in understeering when entering
corners at high speed, particularly on surfaces
with low coefficients of friction
• Shorter braking distances combined with
improved braking stability, particularly in
corners with inhomogenous, alternating
coefficients of friction
• Sporty alignment of the overall system with a
high degree of driving safety while maintaining
excellent driving agility and superior handling
properties, even under sporting driving
conditions
• The system can be deactivated by the driver to
purposely provide an individual increase in
driving activity
Limits to PSM
PSM preserves driving stability and considerably
increases driving safety. However, not even PSM is
capable of cancelling out the limits of automobile
physics! With PSM the driver is still totally respon-
sible for his driving actions!
4-1
4 Chassis and suspension 911 Carrera

Diagram – PSM

4_48_00
1 – PSM control unit with relay 8 – Brake light switch
2 – Hydraulics unit 9 – Warning lamps
3 – Rotation rate sensor 10 – Info lamp
4 – Engine speed sensors 11 – Brake lights
5 – Pre-charging pump 12 – Steering angle sensor
6 – Pressure sensor 13 – Hand brake switch
7 – PSM OFF switch 14 – DME control unit

4-2 Service Information 2000

911 Carrera Chassis and suspension
4511 Engine speed sensors
The engine speed sensors are situated on the front
and rear wheel carriers. They are conventional and
familiar passive pick-ups with pulse wheels. They
supply the PSM control unit with information about
the actual wheel speed. Other important information
about the wheel rotation behaviour [vehicle speed,
acceleration/deceleration, traction slip (ABS),
acceleration drag (ASR) and thrust slip (MSR)] is
then derived for the control unit.
4
4560 Steering angle sensor
Description
The steering angle sensor supplies the PSM with
information about the diagonal running angle of the
front wheels (related to the driver's desired
direction of travel). This signal is used in the PSM
control unit, combined with the calculation of the
driving speed, to calculate the nominal driving
behaviour of the vehicle with reference to its lateral
dynamics.

4559 Rotation rate sensor Function

The rotation rate sensor and lateral acceleration
It is a non-contact digital, magnetically measuring
sensor are components of the PSM 5.7 which are
sensor. Definitive angle values between -720° and
positioned in the centre console (like the lateral
+720° are measured with a rough and a fine
acceleration sensor in the PSM 5.3).
system. The sensor does not have a defined zero-
The measuring element of the rotation rate sensor
position. The position for "straight ahead" direction
is designed as a micro-mechanical element. One
of travel must be programmed with the Porsche
acceleration sensor is fitted to each of the two anti-
System Tester 2 (after taking vehicle readings,
phase oscillating masses, which measure the actual
installation of a new sensor, accident repairs etc.).
acceleration. This acceleration is composed of a
During this teach-in process, it must be ensured that
linear part (measurement for the linear acceleration)
the vehicle is standing in the "straight ahead"
and a Coriolis part (measurement for the rotation
direction of travel (see Technical Manual).
rate). The linear and Coriolis proportions are
converted in the electrical evaluating system into
lateral acceleration and yawing speed, the values of
which are then forwarded to the control PSM unit.

4_12_99

4_46_00

2000 Service Information 4-3

4 Chassis and suspension 911 Carrera

Brake-pressure sensor 4690 Control switch for the hand brake

The brake-pressure sensor is screwed onto the
hydraulics unit in the front axle circuit (it used to be
in the pre-charging pump on the PSM 5.3).
The brake-pressure sensor registers the braking
pressure (deceleration requirements), which is then
used by the PSM control unit to calculate the wheel
brake-force (longitudinal force). If the driving
dynamics need to be controlled while the braking
procedure is being assessed, the existing wheel
brake-force is taken into account for calculating the
cornering stability force.
If the driver pulls on the hand brake, the hand brake
contact is closed and a ground signal is sent to
pin 76 of the PSM control unit.
Function
If this signal is sent by the hand brake control
switch, the MSR control mode cannot be activated
in order to avoid exerting an excessive increase in
torque on the drive wheels.

4563 PSM OFF switch

The drive dynamic control system can be switched
on or off using the PSM OFF switch positioned in the
centre console. If the PSM is deactivated, the ABS
and ABD functions are maintained over the entire
speed range. ABD intervention becomes less
pronounced at increasing speed.
For safety reasons, the driving dynamics control
system is temporarily reactivated for the duration of
brake pedal operation if the PSM is switched off.

4_50_00

46 Brake light switch

During braking, signals sent by the change-over
contacts (closer and opener) are recognised by the
control unit and evaluated. Two switches (in a single
housing) are required in order to safely recognise
that brake light switch has been turned on, or to
supply the control unit with a switch signal if a
switch fails.
Function
An ASR function is interrupted immediately in order
to initiate the ABS control system if the brakes are
operated.

4-4 Service Information 2000

911 Carrera Chassis and suspension 4
Hydraulics
The hydraulics unit (hybrid system) essentially
4530 Hydraulics unit consists of the control unit, the pump and solenoid
valve relay, high-speed switching electromagnetic
valves and a pump unit. In order to prevent
hydraulic lines from being connected incorrectly,
the connections are designed with M 10 and M 12
threads and marked with letters.

Note
The hydraulics units for the 911 Carrera (rear-wheel
drive) and the 911 Carrera 4 have been adapted to
the appropriate drive dynamics in the programming
software. The hardware components are the same.
Consequently they can only be distinguished by their
parts numbers.
4_49_00

1 - Equalising reservoir 4 - Pre-charging pump

2 - Brake force booster 5 - Hydraulics unit 4563 Pre-charging pump
3 - Main brake cylinder A sufficiently fast increase in pressure to the wheel
brakes is important for ensuring that driving
dynamics can be controlled correctly. Here, low
temperatures and a resultant increase in viscosity
can be a problem. In order to ensure that the return
pump functions safely in all conditions, the pre-
charging pump is switched on when the drive
dynamics control system (FDR) is activated. This
builds up a preliminary pressure of up to 20 bar
before the return pumps.

f3

1 - Solenoid valves 4 - Relay

2 - Control unit 5 - Hydraulics casing
3 - Connector 6 - Pump motor
4_23o_99

2000 Service Information 4-5

4 Chassis and suspension 911 Carrera

PSM control unit - description How the PSM functions

The rotational speed of the wheels, steering angle,
Normal mode
speed of vehicle rotation, latitudinal acceleration
and the brake pressure in the brake cylinder are
In this case there are no driving conditions which
registered and processed in the PSM control unit.
require controlling. All of the solenoid valves in the
The control unit is connected to the engine control
hydraulics unit are in the default positions and are
units via a CAN data bus (or the transmission
therefore switched for zero-current. The system is
management on the Tiptronic). This digital connec-
ready for braking. This operating mode is also
tion allows rapid data exchange between the PSM,
initiated in the event of faults. The drive torque
DME and Tiptronic control units. The control unit is
control system is not activated.
permanently supplied with the latest data concern-
ing engine torque, the accelerator pedal position
ABS Control Mode
and gearbox transmission ratios (on the Tiptronic
version). The rotational speed and lateral accelera-
The control unit recognises from the wheel rotation
tion sensors detect the forces which want to turn
signals that the criteria for the ABS control system
the vehicle around its centre of gravity. By evalu-
have been fulfilled, and the corresponding solenoid
ating these values it is possible to calculate the
valves in the hydraulics unit are activated. The
longitudinal and lateral force on the wheels.
solenoid valves in the hydraulics unit for the front
If these values exceed certain thresholds, the
and rear axles are activated individually (4-channel
corresponding solenoid valves and the return pump
control). Individual and wheel-selective controlling of
in the hydraulics unit are activated by the control
the brake forces on the front and rear axles results
unit in order to alter the defined braking pressure on
in a considerable reduction in braking distances,
one or more wheels. Commands are simultaneously
particularly on changing and varying road surfaces
forwarded via the CAN databus to the engine
or when braking into corners.
control and transmission control units (on the
Tiptronic). Calculated values for the throttle position
ABD and ASR
and time of ignition are stipulated and gear changes
initiated or prevented, depending on the circum- The PSM longitudinal dynamics control system
stances, in order to reduce the drive torque. The during acceleration is the same as the familiar
objective and accurately dosed intervention is traction control. The implementation of E-Gas
completed within hundredths of a second. The increases the controlling ease with active throttle
PSM's active braking intervention and the reduction
control.
in drive torque ensure optimum driving stability.
Function
If a difference in engine speed is detected at the
rear wheels, braking pressure is increased on the
spinning wheel using the ABD function. This
transfers the drive torque onto the other wheel. If
both wheels start to spin, the DME control unit
closes the throttle until the engine torque is aligned
with the drive torque. The ignition and fuel injection
can also be influenced in order to dramatically
reduce the engine torque.

4-6 Service Information 2000

911 Carrera Chassis and suspension 4
Engine drag torque control (MSR) The brake on the rear wheel on the inside of the
corner is activated on an understeering vehicle.
MSR prevents impermissibly high drag or blocking
of the drive wheels while decelerating (drifting). To
do this, the rotational speed of the front and rear
wheels are compared. If the rear wheels slip too
much, the throttle is opened slightly in order to
maintain the optimum friction coefficient between
the road and the tyres.
To avoid this, the throttle is opened a certain
amount in order to draw the wheels back into the
optimum track.

Drive dynamics control system (FDR)

The PSM control unit registers the direction the

driver wants to take, the travel speed and 4_26b_99
deceleration using a steering angle sensor, and the a - intended direction of travel
wheel speed via the wheel rotation sensors. b - braked wheel
c - created correcting torque
The PSM control unit takes these input values and d - understeering vehicle movement
calculates the corresponding latitudinal acceleration
and the vehicle's rotational speed around the The brake on the front wheel on the outside of the
vertical axis (yaw-angle velocity). These are corner is activated on an oversteering vehicle.
permanently compared with the signals from the
lateral acceleration sensor, yaw-angle velocity
sensor (rotational speed around the vertical axis)
and the wheel rotation sensors. The actual braking
direction of the vehicle are calculated from these
values, together with the deviation from the driver's
intended direction of travel.

If a deviation between the intended and actual

direction of travel results from over or under-
steering, opposing torque (yaw-torque) is achieved
with unilateral intervention in the braking system.
The vehicle is then kept pointed, within the bounds 4_26a_99

of physical possibilities, in the direction intended by a - intended direction of travel

the driver (road friction coefficients). b - braked wheel
c - created correcting torque
e - oversteering vehicle movement

2000 Service Information 4-7

4 Chassis and suspension 911 Carrera

If the brake functions are not sufficient to stabilise Info and warning lamps
the vehicle, intervention in the engine control
systems ensues. The drive torque is adjusted to The driver is informed about control activities or a
ensure that the vehicle is stabilised at optimum failure of the PSM by means of display lamps on the
speed. The necessary reduction in the engine instrument cluster.
torque is initiated by adjusting the ignition. Final
controlling, optimised for comfort and a reduction in
exhaust emission, is achieved however by
intervening in the throttle. The fuel injection can also
be influenced in order to dramatically reduce the
engine torque.
On vehicles with Tiptronic S, gear changing can be
influenced to ensure safe lane-holding to such an
extent, that the resultant change in wheel torque
does not lead to vehicle instability.

Note 4_30_99

Pulsation on the brake pedal coupled with an altera-

1 - Info lamps for FDR, ASR and ABD; colour: yellow
tion of its position can be achieved by the PSM
blinks if: FDR, ASR ABD functioning
system intervening in the control systems.
2 - PSM warning lamps; colour: yellow lights
In order to prevent unstable driving behaviour
if: FDR defect, ABS defect, FDR switched off and
occurring in the first place, these brake pedal
ABD functioning
reactions can be induced while the vehicle is
braking into the corner.
3 - ABS warning lamps; colour: yellow lights
if: ABS defect

450
02 Diagnosis
All the components such as sensors, solenoid ABS emergency mode (only 911 Carrera)
valves, return pump, pre-charging pump and brake
If PSM fails due to a fault in the system, the PSM
light switches, together with all of their functions,
and ABS safety lights are switched on. Simulta-
are monitored by the control unit. If a fault is
neously, an emergency mode programme is
detected, the ABS or PSM systems are deactivated
activated in ABS, which restricts the ABS controlling
immediately after the control function has ended
capabilities.
once the fault has been assessed. The fault is filed
and permanently stored in the fault memory. The
Porsche System Tester 2 can be used to read-out
and delete the fault memory. Further functions such
as activation of the setting elements, switch inputs
and system analysis are also possible. These
functions are described in the 911 Carrera
Technical Manual.

4-8 Service Information 2000

911 Carrera Body 5
5 Body

General
No innovations or alterations have been made to the body of the 911 Carrera for the model year 2000.
Details of any innovations or alterations which may be added during the course of the current model year
will be given in a Technical Information.

2000 Service Information 5-1

911 Carrera Body fittings
6/7 Body fittings
General
The interior of the entire 911 series has been
comprehensively enhanced for the model year
2000:
• Previously unpainted plastic parts are now
painted in softlack the same colour as the
interior.
• Film and artificial leather surfaces now have a
ribbed leather design.
• Where black accessories have been fitted,
the visible seams of the door pulls, hand
brake lever handle and other decorative
seams are now grey.
• Alcantara is now used for the roof lined (only
the Coupé).
• Seats with integrated coat hooks in the seat
backrests.
• The gear lever with the gearshift pattern inlay
has been redesigned.
• The side airbag symbol and hand brake
release knob are now in aluminium-look.
• Air conditioning including an activated
charcoal filter is fitted as standard.
• Dummy covers in the shape of a switch.
• More A-column trim for increasing passive
safety.
2000 Service Information
6/7
The plastic parts which are painted in softlack the
same colour as the interior are:
• Instrument panel:
mainstream defroster trim panel, loud-
speaker trim panels, side outflow jets,
steering column trim and steering wheel
panels, switch covers below the central
airjet, the covering on the lower part of the
dashboard
• Door trim:
loudspeaker trim (black softlack)
• Seats:
seat backrest cover, switch cover for the
seat adjustment, seat fitting covers, coat
hooks (black softlack), seat rail covers (black
softlack)
• Door sills:
door sill trim, door sill trim with storage
compartment (on passenger side) and entry
sills are in black softlack.
• Centre console:
complete centre console members, ashtray
together with the frame and the switch trim,
outer frame of the Tiptronic lever slot, hand
brake lever with cover, sliding roof/interior
light controls
6-1
911 Carrera Heating/air conditioning 8
8 Heating/air conditioning

General
No innovations or alterations have been made to the heating/air conditioning systems of the 911 Carrera
for the model year 2000.
Details of any innovations or alterations which may be added during the course of the current model year
will be given in a Technical Information.

2000 Service Information 8-1

911 Carrera Electrics 9
9 Electrics

General
No innovations or alterations have been made to the electrical system of the 911 Carrera for the model
year 2000.
Details of any innovations or alterations which may be added during the course of the current model year
will be given in a Technical Information.

2000 Service Information 9-1

Part Number - PNA 499 921 00