SM 6

®
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Service Information
Technical Introduction
911 Turbo
Model Year 2001
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©
2000 Porsche Cars North America, Inc.
Important Notice: This Technical Instruction booklet was originally written by Porsche A.G. for its rest-of-world English
speaking market. The electronic text and graphic files were then imported by Porsche Cars North America, Inc. and
edited for content. Some equipment and technical data listed in this publication may not be applicable for the North Amer-
ican market. Specifications are subject to change without notice.
We have attempted to render the content of this publication in U.S. English. We reserve the right to make changes without
notice.
Published by Porsche Cars North America, Inc., Parts and Service Publications.
Printed in the United States of America.
All Rights Reserved. Reproduction or translation in whole or part is not permitted without written authorization from
publisher.
Porsche®, the Porsche Crest®, Tiptronic®, and VarioCam® are registered trademarks, The distinctive shapes of the
automobiles are trademarks of Dr. Ing. h. c. F. Porsche A.G. and its affiliate, Porsche Cars North America, Inc.
Editorial closing date: April 2000
Part Number - PNA 488 120 Edition - 01/00

Foreword
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Abb1
This Technical Introduction describes the innovations and alterations to be made to the 911 Turbo for model year 2001.
The Principal features are:
• Turbocharging by two parallel turbochargers with intercoolers

• VarioCam Plus – axial camshaft adjustment with intake valve stroke control
• Dry-sump lubrication with separate oil reservoir
• ME 7.8 engine management system
• Six-speed manual transmission or Tiptronic S with four-wheel drive
• Running gear and brake system adapted to Turbo engine power and handling dynamics
• Body based on of four-wheel drive model with appropriately sized openings for intercoolers and coolant radiator
Note
Measured values, adjusting values, torques, and filling capacities can be found in the section “Repairs” of the Technical
Manual.
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1 Engine
General 1– 1
Crankcase 1– 4
Cylinder head 1– 7
Camshafts 1– 8
Oil circuit 1 – 12
Cooling system 1 – 14
2 Fuel and ignition system
General 2– 1
Exhaust system 2– 4
Catalytic converters 2– 5
Pressure sensor with integrated intake temperature sensor 2– 9
Oxygen sensing system with new LSU4 wide-band oxygen sensors 2 – 12
Electric switching valve for overrun air recirculation 2 – 16
Camshaft position sensors, bank 1 and 2 2 – 18
Three-speed radiator fan control 2 – 18
Two-speed engine compartment scavenging blower 2 – 18
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Diagnosis, OBD II and Euro OBD Fault memory management 2 – 19
3 Manual transmission
General/Clutch 3–1
Transmission ratios 3–4
Gears/Oil supply 3–5
3 Tiptronic transmission
General 3 – 13
Transmission ratios 3 – 14
Driving in selector lever position “D” 3 – 15
Torque convertor 3 – 19
Limited driving program 3 – 21
Valve body 3 – 22
ATF cooling 3 – 26
Input and output signals of control modules 3 – 28
4 Running gear
General 4–1
Front axle 4–2
Rear axle 4–4
Brake system 4–6
5 Body
General 5–1
Aerodynamics and air ducting 5–2
Bodyshell 5–4
Trim panels 5–5
6 Body equipment, exterior
Front trim 6–1
Engine compartment lid 6–4
Air ducting for intercoolers 6–6
7 Body equipment, interior
General 7–1
8 Heating/air conditioning
General 8–1
9 Electrical system
Electrical luggage and engine compartment lid release 9– 1
Seat and mirror memory, parking aid 9– 3
Radio, sound package 9– 5
Instrument cluster 9– 7
Headlights 9 – 21
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911 Turbo Engine 1
1 Engine
1001 Engine (M96/70) The outstanding features of the engine are:
The engine of the 911 Turbo is an evolution of the • two-piece crankcase with 8 main bearings
6-cylinder Boxer engine from the 911 GT1.
• four-valve-per-cylinder technology
During development of this new turbo engine, spe-
• VarioCam Plus - control camshaft timing control
cial attention was given to increasing engine power
with intake valve lift
output while simultaneously reducing fuel consump-
tion. • hydraulic valve clearance compensation
• individual solid-state ignition coils for each cylinder
• dry-sump lubrication system with oil reservoir,
two oil return pumps per cylinder head, and
one central oil return pump
• on-board diagnostic (OBD) system - worldwide
• reduced fuel consumption
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2001 Service Information 1-1

1 Engine 911 Turbo
Component Locations
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1 – Engine oil reservoir 5 – AC generator
2 – Power steering fluid reservoir 6 – Oil filter housing
3 – Power steering pump 7 – Air conditioning compressor
4 – Coolant pump
Engine component locations.
1-2 Service Information 2001

911 Turbo Engine 1
Engine performance curves
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Engine specifications at a glance:
Displacement 3,600 cc
Bore 100 mm
Stroke 76.4 mm
Output 309 kW (420 HP) @ 6,000 rpm
Torque 560 Nm (413 ft-lb) @ 2,700–4,600 rpm
Compression ratio 9.4:1
Rpm limit 6,750 rpm
Fuel requirement 98 RON/88 MON (unleaded premium plus)

1 Engine 911 Turbo
1010 Crankcase 1348 Crankshaft

The two-piece crankcase is made of an aluminum/ The crankshaft is drop-forged with 8 main bearings.
silicon alloy. The shaft has full bearing support, i.e. every con-
necting rod pin is supported by 2 main bearings.
The two halves of the crankcase are machined as a Main bearing 1 (flywheel end) is configured as a
pair. It is important to ensure that pairing numbers thrust bearing to absorb crankshaft axial forces.
match when the crankcase is assembled. The structural design restricts the axial clearance
A ring groove has been cut into the hole for the to 0.11 to 0.20 mm.
thru-bolt of main bearing seat #7. This relief groove The main bearings are supplied with lubricating oil
prevents oil from being discharged from the crank- directly from the main oil gallery of the crankcase.
case seam. It is important to ensure that the groove
is free of sealing compound and dirt particles. Connecting rod bearings 1, 4 and 5 are supplied
with oil from main bearing 1 via a channel in the
The crankcase is bolted together with thru-bolts (7). crankshaft. Connecting rod bearings 2, 3, and 6
The thru-bolts are sealed on both ends with O-rings are supplied with oil from main bearing 8 via a chan-
(3 and 5) and sealing washers (2 and 6). nel in the crankshaft.
In addition, O-rings (4) are also installed in the lower After machining, the crankshaft is plasma-nitrided.
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part of main bearing seats 2, 3, 4 and 5 in order to This surface treatment gives the main and connect-
reduce vibration along the thru-bolts. ing rod bearing pins excellent surface properties.
The crankshaft has a stroke of 76.4 mm.
Two-piece crankcase assembly.

911 Turbo Engine 1
1520 Intermediate shaft 1340 Connecting rods
The intermediate shaft is driven by the crankshaft The connecting rods are the same as those used in
via spur gears. In order to ensure that the engine the 993 Turbo.
runs smoothly and to reduce wear, the gears are
made of steel and manufactured as a matching pair. 1021 Cylinders
The camshaft chain sprockets on the intermediate
The two cylinder banks (each with 3 cylinders) are
shaft are made of sintered steel.
housed in a single cylinder case to increase tor-
The intermediate shaft gear and the left half of the sional rigidity.
crankcase are coded to indicate the tolerance
In contrast to the previous model, these cylinder
group 0 or 1 (eccentricity in the crankcase).
cases are separate components and are not a per-
manent part of the crankcase.
Cylinder sleeves made of aluminum and coated with

Nikasil are used in the light-alloy cylinder cases. The
coolant chamber between the cylinder sleeves and
cylinder case is sealed by O-rings.
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The joint between the crankcase and cylinder case
is sealed using coated triple-layer sheet-metal gas-
kets.
Intermediate shaft drive gear. Arrow indicates location of

tolerance group code (0 or 1).
At the end of the intermediate shaft is a coupler that

is linked to and drives the oil pump. When the inter-
mediate shaft and the oil pump are fitted, it is
important to ensure that the coupler has the proper
axial clearance.
As with the 993 Turbo, the double oil pump for the
turbocharger is driven via TORX gearing.
Cylinder case and Nikasil-coated aluminum cylinder

sleeves.

1 Engine 911 Turbo
1310 Pistons Piston cooling

The cast light-alloy pistons have a diameter of 100 Oil spray jets are fitted in the crankcase for piston
mm. The fire land of the pistons is grooved to cooling.
increase its surface area and thus reduce the ther-
mal load on the fire land. The bearing surface of the The jets have an opening pressure of approx. 1.8
pistons is coated with graphite for reduced noise. bar to ensure that the engine oil pressure is main-
tained at low engine speeds and high engine oil
The piston pin is in a full-floating bearing and oil temperatures.
spray is used for lubrication. The piston-pin circlip is
twist-locked.
Ring 1 – Taper face ring 100 x 1.75

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Ring 2 – Stepped taper face ring 100 x 1.75
Ring 3 – Bevel-edged ring with spiral-type expander (SSF ring)
1_10_00
Piston and piston ring assembly.

911 Turbo Engine 1
1570 Cylinder head The exhaust valve stem is sodium filled to improve
heat dissipation. Owing to the power-oriented valve
The cylinder heads are made of the extremely heat- timing and the associated high forces, double valve
resistant light alloy RR350. The intake and exhaust springs are used to close the intake and exhaust
ports are machined to improve the charge cycle valves. This safeguards the engine at high engine
and power output. The combustion chambers are speeds.
designed as spherical cups.
A separate intake and exhaust camshaft is used for
The two intake and two exhaust valves per cylinder each cylinder bank. The camshafts are driven
have a valve head diameter of 41 mm and 35 mm directly by a double roller chain. The chains are
respectively. The valves are arranged in a “V” at an guided by plastic guide rails and tensioned by
angle of 27.4°. To keep the moving masses of the hydraulic tensioners.
valvetrain as low as possible, the diameter of the
valve stem is 6 mm.
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Camshaft drive chains and related components.
A drive flange for the cylinder head oil return pump

is attached on the input side of each exhaust cam-
shaft.
Cutaway of hemispherical combustion chamber with

sodium filled exhaust valves.

1 Engine 911 Turbo
1571 Cylinder head gasket VarioCam Plus

(camshaft adjustment with valve stroke control)
The multi-layer steel gasket is covered with high-
temperature resistant plastic to enhance sealing. The demands placed on the design of an engine,
i.e. increased performance, good driveabiity, emis-
The advantage of this steel gasket is that heat can
sion limits and reduced fuel consumption, result in
be dissipated from the cylinder head very effi-
contradictory engine design criteria.
ciently.
The idea behind VarioCam Plus was to create a versa-
1503 Camshaft housing tile engine optimized for both maximum performance
The light-alloy camshaft housing is attached to the and for frequent use in urban traffic.
cylinder head. The intake and exhaust camshafts A system to adjust the intake camshaft to vary the
are held in the camshaft housing by bearing caps. opening and closing time (valve overlap) combined
The bearing caps and camshaft housing are with a valve stroke adjustment system (valve lift) is
machined together and have matching numbers. the solution to this problem.
1505 Camshafts Functional description of camshaft adjuster
The camshafts are hard-chilled components and hol- The camshaft adjustment system is based on the
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low-cast for reduced weight. The shank diameter of principle of a helical sliding gear which has a cylin-
all camshafts is 26.6 mm. drical component (3) between the camshaft gear
and camshaft stub. The cylindrical component has
The intake camshafts in the new 911 Turbo are part
helical gearing both inside and outside.
of the VarioCam Plus system. The camshafts work
in conjunction with the variable hydraulic tappets to The inner gearing engages with matching gearing
provide two different valve lift configurations (3 mm on the inside of the camshaft gear (4). The outer
or 10 mm). The VarioCam Plus system is described gearing engages with gearing (2) mated to the cam-
later in detail. shaft stub. At the same time, the cylinder (3) forms
a piston on the side facing away from the camshaft.
This piston is moved by oil pressure supplied
through the 4/3 way solenoid valve.
VarioCam Plus intake camshaft.

Camshaft adjuster assembly.
A number of teeth have been removed from the gear-

ing so that oil pressure can act on the piston instan-
taneously without loss. The camshaft adjuster is
sealed with a sealing ring (1) and cannot be disman-
tled. The oil pressure is regulated on both sides of
the piston by the 4/3-way solenoid valve.

911 Turbo Engine 1
1537 Camshaft adjuster solenoid valve Functional description of valve stroke adjustment
The camshaft adjuster solenoid valve is configured The valve stroke adjustment system consists of
as a 4/3-way valve. It is actuated by the new ME switchable flat-base tappets that are actuated by
7.8 Engine Control Module. means of an electrohydraulic 3/2-way valve stroke
solenoid valve.
The solenoid valve switches engine oil under pres-
sure to the appropriate side of the camshaft Since two different camlobe shapes are used on the
adjuster piston to either advance or retard cam- camshaft, it is possible to dynamically select the dif-
shaft timing. ferent camlobes (switching the flat-base tappets) to
increase or decrease valve stroke.
These flat-base tappets are used on the intake side

of the engine. The flat-base tappets consist of two
nested tappets that can be interlocked hydraulically
by means of a pin. Valve clearance compensation is
always integrated in the power flow of the tappet.
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Camshaft adjuster shown with adjuster piston in retarded
position (minor valve overlap).
Cutaway view of dual function flat-base tappet.
Camshaft adjuster shown with adjuster piston in advanced

position (major valve overlap).

1 Engine 911 Turbo
Switching strategy of VarioCam Plus

In the idle speed range, the valve stroke is
switched to a small cam of 3.0 mm and the cam
timing is set to minor valve overlap to optimize
engine efficiency.
This results in reduced friction owing to the small

valve stroke, a greater charge movement due to the
short opening times, and reduced exhaust gas
scavenging into the combustion chamber. These
measures result in reduced fuel consumption and
lower exhaust emissions while simultaneously
improving idle speed quality.
VarioCam Plus shown in part-load range– inner
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tappet controls valve stroke (3 mm valve lift) and cam-
1_02_00 shaft adjuster unit is in ‘advance’ position (major over-
In the upper full-load range, the system is

switched over to both the large valve stroke and
major valve overlap which results in an uncompro-
mising high torque and peak power output.
The two individual systems of the VarioCam Plus

(camshaft adjustment and valve stroke control) are
controlled by the ME 7.8 Engine Control Module.
VarioCam Plus shown in idle speed range– inner tappet

controls valve stroke (3 mm valve lift) and camshaft
adjuster unit is in ‘retard’ position (minor overlap).
In the part-load range, the small valve stroke

remains, but engine timing is set to major valve
overlap. As a result, a large volume of exhaust gas
is drawn back for very smooth combustion and a
reduction in consumption.
VarioCam Plus shown in upper full-load range– tappet is

interlocked (10 mm valve lift) and camshaft adjuster unit
is in ‘advance’ position for peak torque and power.
1 - 10 Service Information 2001

911 Turbo Engine 1
The ME 7.8 Engine Control Module has been spe- During a switching operation, major adjustments
cially developed for the VarioCam Plus system. are required in the engine control system. The
switching operation must, however, go unnoticed
The ECM relies on input signals (i.e. engine speed, by the driver despite the major changes. This is
position of accelerator pedal, engine oil tempera- only possible with modern control systems such as
ture, coolant temperature and gear detection) to E-Throttle, and processor technology.
control the VarioCam Plus system.
The engine design allows for maximum vehicle
The driver's torque and power requirements are speeds of approx. 150 km/h (90 mph) with the
compared with the control unit maps and then a small valve stroke. With the large valve stroke and
decision is made as to whether the VarioCam Plus power-oriented engine timing, speeds of over 300
system has to be switched and, if so, which config-
km/h (180 mph) are possible.
uration is best.
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1 – Idle-speed range A – Torque (Nm)
B – Engine speed (rpm)
2 – Part-load range curve C – Power output (kW)
D –Torque
3 – Full-load range E – Power output curve
F – Road resistance in top gear
VarioCam Plus performance curves.
2001 Service Information 1 - 11

1 Engine 911 Turbo
Oil circuit
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1 – Oil reservoir 8 – Crankshaft 14 – Turbocharger
2 – Pressure pump 9 – Piston spray jet 15 – Double suction pump
3 – Safety valve 10 – Chain tensioner 16 – Camshaft adjuster
4 – Oil filter 11 – Camshafts 17 – Valve stroke adjuster
5 – Oil pressure sensor 12 – Flat-base tappet 18 – Oil return pump
6 – Oil-to-water heat exchanger 13 – Suction pump 19 – Check (non-return) valve
7 – Pressure limiting valve
Schematic of engine oil circuit.

911 Turbo Engine 1
Lubrication System Check valve
The 911 Turbo engine has a dry-sump lubrication Because of the extremely low position of the turbo-
system with separate oil reservoir (1). chargers, an additional check valve (19) has been
integrated in the engine oil circuit to prevent the res-
A double oil pump, which is driven by the intermedi- ervoir from emptying into the crankcase. This
ate shaft, is fitted in the crankcase. The pressure ensures that the turbochargers are not flooded with
pump (2) draws the oil out of the oil reservoir (1) oil from the crankcase when the vehicle is parked
and supplies oil to all bearing points, chain tension- on an incline. The check valve is located in the oil
ers (10), cam surfaces, hydraulic tappets, camshaft intake pipe of the engine.
adjusters (16) and the piston spray jets (9).
The change interval for the engine oil is 20,000 km
The suction pump (13) is fitted in the same housing (12,000 miles). The change interval for the filter is
as the pressure pump (2). It draws the foaming oil 40,000 km (25,000 miles).
out of the crankcase via two suction snorkels and
feeds it back to the oil reservoir (1). Since the pump 1719 Cylinder head oil return pumps
has a low level of efficiency (on account of the air in
the oil that it pumps), it must be sized accordingly. Because of the design of the engine, a large quan-
A double suction pump (15), which draws oil out of tity of oil could collect in the cylinder head during
extreme cornering maneuvers. To prevent this,
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the two turbochargers and is driven via the interme-
diate shaft, is fitted in the coolant pump housing. each cylinder head has its own scavenge pump to
draw off excess oil.
The engine oil is filtered before it enters the engine.
The oil filter (4) is fitted on top of the engine.
A pressure relief valve (7) and safety valve (3) are

fitted in the main oil gallery. The pressure relief
valve (7) is located in the right-hand half of the
crankcase, opens at 5.3 bar and then allows the oil
to pass into the inlet port until the pressure drops
again. The safety valve is fitted in the oil circuit
immediately downstream of the pressure pump out-
let. Its task is to function as a safety valve if the
pressure relief valve should fail. The opening pres-
sure is 9 bar in order to prevent damage to the
sealing rings, oil-to-water heat exchanger (6) and
the oil circuit.
Cylinder head mounted non-return oil scavenge pump.

1 Engine 911 Turbo
Cooling system This prevents a difference in temperature between

the individual cylinders.
The cooling system utilizes the cross-flow principle
to ensure uniform distribution of the coolant. The coolant expansion tank is located on the left-
hand side of the engine compartment.
1 – Coolant pump
2 – Crankcase
7 – Expansion tank
8 – Shut-off valve
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3 – Thermostat 9 – Bleeder pipe (engine)
4 – Radiator 10 – Bleeder pipe (radiator)
5 – Heater core 11 – Oil-to-water heat exchanger (Tiptronic only)
6 – Oil-to-water heat exchanger 12 – Shut-off valve (Tiptronic only)
Schematic of engine cooling circuit.

911 Turbo Fuel and ignition system 2
2 Fuel and ignition system E-Throttle
General As with ME 7.2, the throttle valve is controlled by an
electric motor via a two-stage gear on the throttle
The new 911 Turbo is equipped with the ME 7.8
valve. A mechanical throttle cable is no longer used.
Motronic engine management system.
The volume of air drawn in by the engine is con-
ME 7.8 functions virtually the same as its ME 7.2
trolled electronically across the entire load and
predecessor with the exception of some additional
engine speed range via the ME 7.8 Engine Control
and modified functions.
Module (ECM).
The ME 7.2 and 7.8 features:
The advantages of the E-Throttle system are:
• Hot-film air-mass measurement
• Improved driveability
• Individual ignition coils for each cylinder with
• Natural integration with PSM
solid-state HT distribution
• Improved cruise control function
• Sequential fuel injection
• Reduced engine emissions
• Electronic idle-speed control
To reduce exhaust emissions during the warm-up
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• Throttle control via E-Throttle function
phase, the catalytic converter is heated to its oper-
• Closed fuel tank system ating temperature quickly by modifying the ignition
• Stereo oxygen sensor control timing (retard direction). The associated reductions
in torque from this can be compensated for with the
Additional or modified sensors and E-Throttle.
functions of ME 7.8:
Engine speed limiting via the E-Throttle and the pos-
• Wide-band oxygen sensors (LSU4) upstream of sibility to suppress the injection signal reduces
catalytic converters emissions and the thermal load placed on the cata-
• Modified Hall sensor signal (Camshaft Position) lytic converter.
• Boost pressure sensor with integrated intake

air temperature sensor
• VarioCam Plus control
• Electric boost pressure timing valve
• Electric solenoid valve for overrun air recircula-
tion valve control
• Control of three-speed radiator cooling fan
• Control of two-speed engine compartment
scavenging blower
• On-board diagnosis
• Data interface to instrument cluster (data trans-
mitted via CAN*)
*CAN = Controller Area Network. Communication

with the PSM control module and Tiptronic control
module (if fitted) is also via the CAN interface. This
permits bidirectional data exchange between the
connected control modules.

2 Fuel and ignition system 911 Turbo
Air ducting
Intake air flows through the air filter (1) and air-mass The two flows of compressed air merge again
sensor (2). The air flow is then split into two and upstream of the throttle valve control unit. The air is
drawn in by the two turbocharger compressors (3). then distributed to the individual cylinders by the
The air that has been compressed and heated by intake manifold.
the turbochargers is then cooled through the two
intercoolers (4). The intercoolers are mounted
behind the left and right rear wheels.
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2_52_00
1 – Air filter housing 4 – Intercooler (Charge-air radiator)

2 – Hot-film air-mass sensor 5 – Pressure-temperature sensor
3 – Turbocharger 6 – Throttle valve adjustment unit
Intake air ducting layout.

Ducting of cooling air to intercoolers
Advantages of intercooling:
• Cooled air has a higher density; thus improving
volumetric efficiency.
• Lowers the air temperature, reduces the tem-
perature of components, and reduces the pos-
sibility of pre-ignition (pinging).
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2_51_00
A – Air inlet
B – Air duct
C – Intercooler (Charge-air radiator)
Ram air supply to intercoolers.

2601 Exhaust system

The exhaust system up to the rear silencers (6) con- The exhaust gases are fed to the turbochargers (2)
sists of separate left and right exhaust system via partially air-gap-insulated exhaust manifolds. The
branches. The exhaust gases are merged and mixed exhaust manifolds (1) have extremely short pipe
in the rear silencer, with one tailpipe (7) per exhaust lengths to reduce the energy lost by the exhaust
system branch. gases before reaching the turbochargers. The short
pipes also allow the catalytic converters to heat up
quickly.
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2_53_00
1 – Partially air-gap-insulated exhaust manifold 6 – Rear silencer

2 – Turbocharger 7 – Exhaust tailpipe
3 – Boost pressure control valve 8 – Wide-band oxygen sensor LSU4
4 – Primary catalytic converter 9 – Offset oxygen sensor LSF4
5 – Main catalytic converter
Exhaust system layout.

2673 Catalytic converters Turbocharging
The engine-compartment catalytic converters are As with the previous model, the turbochargers of
mounted immediately downstream of the turbo- the new 911 Turbo are installed parallel to each
chargers. other. The small diameter of the intake ducting and
the short exhaust manifolds ensure immediate tur-
The first catalytic converter (primary catalytic con- bocharger response in the lower speed range as
verter) with its small volume reaches operating tem-
well as high torque under full-load conditions.
perature very soon after the engine has been
started. As a result, the volume of pollutants is The speed of the turbochargers with the engine
reduced during the warm-up phase as well as when idling is approx. 8,000 rpm, and approx. 125,000
the engine has reached operating temperature. rpm at full load. The control system limits the maxi-
mum speed to approx. 150,000 rpm at altitudes
The main catalytic converter is used to reduce the above 2,000 meters (fatigue limit).
exhaust-emission level further to below the speci-
fied emission limits, even after a long service life. The flanges of the turbochargers have been modi-
fied compared to those of the earlier 993 Turbo.
The new 911 Turbo has Class 3 approval in Europe
(EURO3) and is classified as an LEV (Low Emission Boost pressure control
Vehicle) in the USA (12/99).
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The ME 7.8 ECM controls the boost pressure timing
valve (1) to regulate the opening pressure of the
boost pressure control valves. The boost pressure
control valves (D) are connected to the turbocharger
bypass valves (wastegates) via control rods.
2_54_00 The signal to the timing valve is pulse-width-modulated
(PWM) for accurate control of the boost pressure.
2_55_00
A – Primary catalytic converter

B – Main catalytic converter
1 – Position of wide-band oxygen sensor
(LSU4)
2 – Position of offset oxygen sensor (LSF4)
3 – Exhaust-gas sampling point upstream
of catalytic converter
1 – Boost pressure timing valve
Catalytic converter construction. A – Induction side (vacuum)
B – Pressure side
upstream of throttle valve adjuster)
C – Control side (timed)
D – Boost pressure control valve
(wastegate control)
Turbocharger boost control system layout.

The desired engine torque is calculated by the ME 7.8 A control pressure, which acts on the diaphragms
ECM based on the accelerator pedal potentiometer of the boost pressure control valves to open the
input (driver requirement), the engine speed input, and bypass valves (wastegates), is modulated between
a number of other factors. boost pressure and atmospheric pressure.
The intake air volume required for a certain torque When de-energized, the boost pressure timing valve
is determined by calculating the air-mass and is is closed. The boost pressure is applied directly to
adjusted by controlling the boost pressure. With the the boost control valve diaphragms and, as a result,
new Turbo, it is the boost pressure that is regu- the boost pressure control valves open the bypass
lated, and not the air mass (as was the case of the valves at a low boost pressure.
993 Turbo).
If the boost pressure timing valve fails, the basic
The boost pressure is regulated based on the abso- boost pressure is limited to approx. 300 to 400
lute pressure “reference variable.” This reference mbar. This prevents the maximum boost pressure
variable is measured by the boost pressure sensor. from being exceeded and results in reduced perfor-
Behavior according to altitude and temperature is mance.
similar to the air-mass-based system of the previ-
ous Turbo model. The boost pressure upstream of the throttle valve is
determined according to driving style.
The combination of the boost pressure sensor, air-
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mass sensor and E-Throttle improve torque consid- In the case of a steady to slightly dynamic driving
erably. Boost pressure diagnosis is also more accu- style (part-load range), the tuning of the engine is
rate since the effective boost pressure is an input optimized for fuel efficiency. This is achieved by
signal to the ME 7.8 ECM. permitting only slight pressure upstream of the
throttle valve. The throttle valve is opened wide
Boost pressure adaptation enough so that only a slight drop in pressure is pos-
sible via the throttle valve.
The new 911 Turbo features adaptive boost pres-
sure control. For diagnostic purposes, the adaptive With a very dynamic driving style, a higher pressure
boost pressure control correction value can be read is generated upstream of the throttle valve. As a
out of the ECM memory using the Porsche System result, the turbocharger is already running at a rela-
Tester 2. tively high speed when the throttle valve is opened
from the part-load range. The desired full-load boost
The adaptation range for boost pressure control is pressure is thus reached more quickly.
approx. ± 15%. Regulation begins at a deviation of
greater than ± 30%.
The opening frequency (duty cycle factor) of the

boost pressure timing valve depends on the amount
of boost required. Full boost pressure is available
from a speed of approx. 2,500 rpm. The boost
pressure is regulated at higher speeds.

Boost pressure curve with regulation
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2_56_00
A – Absolute pressure (hPa) 1 – Pressure curve with regulation intervention

B – Torque (Nm) (The boost pressure is reduced by approx.
C – Engine speed (rpm) 20% in the regulation phase with a basic
D – Engine power output (kW) boost pressure of approx. 300 to 400
mbar).
2 – Power curve
3 – Torque curve
Boost pressure curve showing regulation curve.

Overview of turbo boost control components
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2_57_00
1 – Pressure sensor with temperature sensor A – From fuel tank

2 – Boost pressure timing valve B – From brake booster
3 – Overrun air recirculation switching valves C – Tank bleeding at full-load
4 – Overrun air recirculation valves D – Idle-speed/part-load suction
5 – Tank bleeder valve E – Sucking jet pump
F – From intercoolers (charge-air radiators)
G – To throttle valve adjustment unit
H – To boost pressure control valves
(barometric diaphragm)
Turbocharger boost control component overview.

2190 Pressure sensor with integrated Pressure sensor
intake temperature sensor
The sensor element of the micromechanical pres-
In the new Turbo, the pressure sensor and tempera- sure sensor consists of a pressure membrane with
ture sensor are integrated into a single housing. an integrated silicon chip. A change in pressure
The sensor is installed in the intake pipe, immedi- causes the membrane to expand. This expansion is
ately upstream of the throttle valve adjuster. detected as a change in resistance (piezoresistive
effect). The evaluation circuit (including the correc-
tion logic) is integrated on the chip. A pressure sen-
sor with a pressure range of up to 2.5 bar is used in
2_58_00 the new 911 Turbo.
2_60_00
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Boost pressure sensor with integrated intake air
temperature sensor.
2_62_00
1 – Protective gel
2 – Effect of intake pipe pressure
3 – Pressure sensor chip
4 – Bond connector
5 – Ceramic substrate
6 – Glass base
Pressure/intake air temperature sensor construction.
1 – Bond connector
2 – Cover
3 – Pressure sensor chip
4 – Ceramic substrate
5 – Housing with pressure sensor flange
6 – Sealing ring
7 – NTC element of temperature sensor
Cross section of pressure/intake air temperature sensor

Pressure sensor
2_61_00
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P – Pressure (hPa)
V – Voltage (VDC)
Pressure sensor characteristic curve.
Intake air temperature sensor

The integrated air temperature sensor protrudes
through the pressure sensor flange into the intake air
stream. The sensor measures the actual air tempera-
ture in the intake pipe downstream of the intercoolers
(charge-air radiators).
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A – Resistance (kΩ)
B – Air temperature (°C)
Intake air temperature sensor characteristic curve.

Internal wiring diagram with pin assignment
2_59_00
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2_59_00
A – Pressure sensor with temperature sensor

B – ME 7.8 ECM
1 – Sensor ground
2 – Intake air temperature signal
3 – Supply voltage (5 Volt reference)
4 – Intake pipe pressure signal
Pressure/intake air temperature sensor terminal assignment.

2469 Oxygen sensing system with new LSU4 A trimmer resistor is attached to the plug connection
wide-band oxygen sensors of each oxygen sensor. The resistor is laser-calibrated
specifically for each sensor during production.
A wide-band type oxygen sensor (LSU4) is installed
on each cylinder bank upstream of the catalytic con-
verters. The wide-band sensor supplies an accurate
and constant signal across a broad lambda range.
Precise measurement is therefore possible in both
the rich and the extremely lean range.
2_64_00
A regulating electronics system is integrated within
the ME 7.8 ECM for each wide-band oxygen sensor.
The ECM also includes the regulating electronics for
maintaining LSU4 wide-band oxygen sensor temper-
ature (approx. 750 °C).
Six wires lead from the ME 7.8 ECM (D) to the oxy-
gen sensor harness connector (C) in the engine
compartment. Five wires then lead from the connec-
tor (B) to the sensor (A).
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1 – Wide-band oxygen sensor LSU4
2 – 6-pin harness connector (on left and right-
hand side of engine compartment)
3 – Integrated trimmer resistor
Wide-band heated oxygen sensor (LSU4).
2_65_00
A – Wide-band oxygen sensor LSU4 E – Oxygen pump cell current

B – Harness connector with integrated trimmer F – Ground
resistor G – Sensor cell voltage
C – Plug connection (engine wiring harness) H – Sensor heating voltage
D – ME 7.8 ECM I – Ground for sensor heating ground
(regulated via ME 7.8 ECM)
Wide-band oxygen sensor (LSU4) schematic.

2_66_00
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1 – Sensing element (Nernst concentration cell
and oxygen pump cell)
2 – Double protection tube
3 – Sealing ring
4 – Sealing package
5 – Sensor housing
6 – Protective sleeve
7 – Contact holder
8 – Contact clip
9 – Grommet
10 – Molded hose
11 – Five wire harness cable
12 – Seal
Wide-band oxygen sensor cross section.

Construction of the wide-band oxygen sensor Operation of the wide-band oxygen sensor LSU4
LSU4
When heated to at least 600° C (normal operating
The LSU4 wide-band oxygen sensor uses the com- temperature 750° C), the Nernst cell (1) produces a
bination of a Nernst concentration (sensor) cell with voltage which corresponds to the difference in the
an Oxygen pump cell to determine the oxygen con- oxygen concentration in the exhaust gas (A) to the
tent of the exhaust gas. oxygen concentration in the sensor’s diffusion
chamber (3).
The Oxygen pump cell (2) and the Nernst concentra-
tion cell (1) are constructed of zirconium-dioxide An electronic circuit controls the “pump” current (C)
(ZrO2), and each is coated with two porous plati- through the oxygen-pump cell (2) so that, the com-
num electrodes. The cells are arranged so that position of the exhaust gas in the diffusion chamber
there is a gap of 10...50 µm between them. This (3) remains constant at lambda=1. This corre-
measuring gap [Diffusion chamber (3)] is connected sponds to a voltage at the Nernst concentration cell
to the surrounding exhaust-gas through an exhaust- of UN = 450 mV.
gas opening (A). An electronic circuit (6) controls
In the case of “lean” exhaust gas, UN < 450 mV, the
the voltage applied to the pump cell so that, the
composition of the exhaust gas in the Diffusion oxygen-pump cell (2) is controlled so that, the oxygen
chamber (3) remains constant at λ=1. ions are “pumped” out of the diffusion chamber (3).
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An integrated heater maintains an operating tem- While, in the case of “rich” exhaust gas, UN >450 mV,
perature of at least 600° C. the current is controlled so that oxygen-pump cell (2),
“pumps” oxygen ions into the diffusion chamber (3).
It can be said, that, pump current is proportional to

the oxygen concentration in the “lean” exhaust gas
and to the deficiency of oxygen in ‘rich’ exhaust
gas.
2_67_00
Together with its control electronics (ECM), the sen-
sor (LSU4) provides a clear, continuous signal
throughout a wide lambda range [>0.7 to infinity
(air)].
2_68_00
A – Exhaust gas
B – Heater voltage
C – Oxygen cell pump current
D – Reference voltage/sensor voltage
A – Oxygen cell pump current (mA)

1 – Nernst concentration cell
B – Lambda value (air/fuel ratio)
2 – Oxygen pump cell
3 – Diffusion chamber Oxygen cell pump current in relation to Lambda value.
4 – Reference air channel
5 – Heating element
6 – Regulating circuit
Wide-band (LSU4) oxygen sensor construction.

Advantages of wide-band oxygen sensor LSU4
• Linear (continual) characteristic curve
• Precise measurement in broad lambda range
from > 0.7 to infinity (lean-air)
• Short response times < 100 ms
• On line (closed-loop) quickly
Post catalytic converter oxygen sensor
Modified LSF4 (offset) oxygen sensors are used
downstream of the catalytic converters (previous
vehicles had LSH25 offset sensors).
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2138 Electric switching valve for overrun air VarioCam Plus

recirculation
The intake camshaft adjustment system (VarioCam)
The opening of the overrun (decel) air recirculation has been upgraded to the VarioCam Plus system by
valves is controlled via an electric switching valve. the addition of an intake valve stroke control function.
The ME 7.8 ECM can activate the switching valve
irrespective of the intake pipe pressure. The two systems of the VarioCam Plus are actuated
independently of each other by the ME 7.8 ECM.
In the event of a sudden transition from high load to
overrun, the overrun air recirculation valves are
opened and turbocharger boost pressure is redi-
rected back to the suction side of the compressor.
Operational plan and installation position
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VarioCam Plus system– adjustable tappet controls valve
stroke (3 mm or 10 mm valve lift) and camshaft adjuster
controls valve timing (advance or retard cam timing).
1 – Overrun air recirculation switching valves An electrohydraulic switching valve is attached to

2 – Overrun air recirculation valves each of the cylinder heads of cylinder bank 1 and 2.
3 – Secondary air injection switching valve Engine speed, accelerator pedal position, engine oil
4 – Valve for secondary air injection and coolant temperature as well as gear detection
(and vehicle speed) are all required as input vari-
Overrun air recirculation hose routing and component ables.
view.
The switch-over points are calculated according to
Advantages: the needs of the driver based on the programmed
• The controlled opening of the air recirculation shift maps in the ME 7.8 ECM. Adjustment of the
valves reduces the noise in the intake tract and throttle valve position, mixture formation, ignition
reduces fuel consumption. timing and actuation of the switching valves occur
simultaneously during the switch-over operation.
• The electric air recirculation valves together The end result is an optimal compromise between
with the vacuum reservoir allow the air recircu- maximum power and maximum torque.
lation valves to function irrespective of the
intake pipe pressure. Other operating phases of the engine have also
been optimized thanks to variability of the system.
• The system is configured so that the pneumatic
This includes better fuel economy, lower emissions
air recirculation valves continue to be opened
(including the cold-start and warm-up phases),
by the intake pipe pressure if the electric air
improved driveability and idle quality.
recirculation valve fails.

Valve stroke adjustment system Camshaft adjustment system
The electrohydraulic 3/2-way switching valve is With the new Turbo, the adjustment range of the inlet
closed when de-energized. When closed, the valve camshaft is 30° CA (Crankshaft Angle).
stroke of the inlet camshafts is 3 mm. With the
small valve stroke (3 mm), the new Turbo can reach The electrohydraulic 4/3-way switching valve is
a maximum speed of 150 km/h (90 mph). closed when de-energized and the cam timing is set
to the retard position (minor valve overlap).
When the system is switched over to the large valve
stroke (10 mm) with performance-oriented cam tim- To ensure a high level of driving comfort, the system
ing, speeds of over 300 km/h (180 mph) are possible. is switched over to advanced timing and the large
valve stroke before the boost pressure builds up.
Owing to the configuration of the ME 7.8 ECM with
E-Throttle, the switching operations are so smooth Electrical faults affecting the VarioCam Plus can be
that they are hardly noticed by the driver. read out of the ECM memory using the Porsche
System Tester 2.
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2_70_00
1 – Timing retarded, A – Torque (Nm)

valve stroke 3 mm B – Engine speed (rpm)
C – Power output (kW)
2 – Timing advanced, D – Torque
valve stroke 3 mm
E – Power output
F – Road resistance in top gear
3 – Timing advanced,
valve stroke 10 mm
Switching points of camshaft and valve stroke adjustment systems.

2839 Camshaft position sensors, The cooling system is configured so that the 3rd
bank 1 and 2 stage is activated only under extreme conditions.
The Hall sensors on the camshaft for cylinder banks
20 Two-speed engine compartment
1 and 2 supply a modified quick-start signal to the
scavenging blower
ECM.
To prevent engine components from getting too
With this signal, the ECM requires less than one hot, specifically from the heat of the exhaust sys-
engine revolution to determine the position of the tem, the engine compartment scavenging blower is
crankshaft and camshafts. With this system, the activated at idle speed and with the ignition
engine will start even if there is no engine speed switched on.
sensor signal.
Warning:
Special care must be taken when working on com-
ponents in the engine compartment with the ignition
switched on. Risk of injury from dangerous high volt-
age is possible!
Switching stages:
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1st stage:
2_71_00 Ignition ON and/or engine running.
2nd stage:
At coolant temperature of approx. 105 °C or engine
compartment temperature of approx. 75 °C (OFF at
approx. 60° C).
After-run phase:
A – Signal from cylinder bank 1 The after-run phase is active for max. 40 minutes
B – Signal from cylinder bank 2 after shut down.
Requirement: Engine compartment temp. with igni-

Signal from camshaft position sensors (Hall sensor).
tion OFF must be >25°C
19 Three-speed radiator fan control • After-run ON for 3 minutes at engine compart-

ment temp. >78°C.
The radiator cooling fan switching stages are based
on coolant temperature and other relevant informa- • The switch-on condition of > 78°C is then
tion: checked every 10 seconds.
1st stage:
At approx. 100° C, and/or air-conditioning com-
pressor is ON and intake air temperature of air-con-
ditioning system > 8° C.
2nd stage:
At approx. 105° C, and/or high A/C refrigerant
pressure.
3rd stage:
At approx. 108° C with vehicle speed >10km/h
(6 mph) and engine not idling.

Diagnosis, OBD II and Euro OBD Erasing counter
Fault memory management A separate counter for erasing the fault is assigned
to each detected fault. The counter determines how
The on-board diagnosis system displays a visual
long the fault will stay in memory. When a fault is
warning in the instrument cluster if an emission-
first detected, the erasing counter is set at a cer-
related fault or a fault that may damage the cata-
tain value.
lytic converter occurs.
If a pending fault is not present during the next mon-
The OBD functions are adapted to the different legal
itor routine, the erasing counter is set to a fault-spe-
regulations in the USA (OBD II), Europe (Euro OBD)
cific value (e.g. 10). The erasing counter is then
and the rest of the world.
reduced by 1 after every drive cycle. (i.e. the
If an emission-related fault occurs, the ME 7.8 ECM engine is started and the coolant temperature has
activates the Check Engine lamp and the fault is increased from 30° C to > 70° C).
stored in the ME 7.8 ECM. A flashing Check Engine
When a pending fault has been confirmed (i.e. the
lamp indicates a combustion fault which may dam-
Check Engine lamp has been turned on), the eras-
age the catalytic converter.
ing counter is set to 40. This value is retained until
If the detected fault is not catalytic converter dam- the fault is no longer present. If the fault no longer
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aging and not emission-related, the Check Engine is exists, the erasing counter is reduced by 1 after
not turned on, although the fault is stored in the ME every warm-up cycle (i.e. the engine is started and
7.8. the coolant temperature has increased from 30° C
to > 70° C).
The ambient conditions are stored (freeze frame)
together with the detected fault. This information If the erasing counter reaches 0, the fault is erased
can be read out of the ECM memory using the from the memory and the check engine light is
Porsche System Tester 2. This makes troubleshoot- turned off.
ing much easier since the operating data for the
Note:
first and last occurrence of the fault is provided.
To ensure that the Check Engine lamp is functioning
Fault confirmation correctly, it is illuminated for 10 seconds whenever
If a fault is detected during a diagnosis monitor rou- the ignition switch is on.
tine, it is registered as a pending fault until it is con-
firmed during a second drive cycle with a new
monitor routine (at least 120 seconds after the
engine has been started).

Brief information on other components Fuel cooler

Coolant temperature sensor To maintain a low fuel temperature, a fuel cooler
that is cooled by the A/C system is fitted in the
The NTC coolant temperature sensor is a simple 2-
engine compartment.
pin sensor. Its signal is sent to the ME 7.8 ECM and
supplied to the instrument cluster via the CAN inter- Spark plugs
face.
Spark plugs with 2 electrodes are used in the new
The same type of sensor is also used for the oil 911 Turbo.
temperature sensor.
Spark plug connectors
Oil level sensor
The spark plug connector seals are longer than the
The oil level sensor consists of an electrically spark plug connectors used in 996 vehicles.
heated resistance wire. The sensor is installed in
the oil reservoir tank. The processor in the instru- Ignition coils
ment cluster determines the oil level from the
immersion depth in the engine oil and the respec- Identical ignition coils used in the 986/996 vehi-
tive cooling behavior. cles.
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Engine compartment temperature sensor Electric boost pressure timing valve
Identical to that used in the 986/996 vehicles. Compared to the 993 Turbo: lower coil resistance,
strengthened connections, larger air-flow rate and
Engine speed sensor the valve has a coating to prevent the accumulation
of sticky deposits.
Vehicles with manual transmission:
New generation of contacts. The sensor holder is Bleeder valve for fuel tank
attached using shear bolts to ensure a tamper-proof
mounting position. The distance to the flywheel is 1.0 The valve has a larger housing to allow a primary fil-
± 0.2 mm. ter to be integrated and to minimize noise.
Caution: Fuel pump
The ME 7.8 ECM could be damaged if the sensor is The electric fuel pump has a higher delivery rate for
mounted too close to the flywheel (less than 0.5 mm). the increased performance of the 911 Turbo.
Vehicles with Tiptronic transmission:

New generation of contacts. Can also be used in all
996/986 vehicles.
Knock sensors
The knock sensors are also fitted with the new gen-
eration of contacts (contacts can be retrofitted).
Oil pressure sensor

Identical to oil pressure sensor used in the 996
vehicles.

911 Turbo Manual transmission 3
3 Manual transmission
General
The six-speed manual transmission (G96/50) used The pinion shaft has been lengthened for the four-
in the new 911 Turbo is an evolution of the trans- wheel drive configuration. The pinion passes
mission from 1996 911 Turbo (G50/51). through the front transmission case and drives the
front axle via a single-piece drive shaft. The front-
To adapt the transmission to the new vehicle, all of the axle final drive is identical to that used in the 911
housing components have been redesigned and the Carrera 4.
gearshift mechanism converted to cable operation.
1360 Two-mass flywheel /clutch
The major changes are as follows:
The working cycles and the firing order of the
• Viscous clutch relocated to front-axle final drive engine cause speed fluctuations resulting in tor-
(as with 911 Carrera 4) sional vibrations along the drive train.
• New transmission shaft mounting These torsional vibrations may cause loose (non-
• New differential driven) gear sets and parts of the synchronizers to
rattle, chatter or bounce. This can result in annoy-
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• New transmission ratios with stronger and ing transmission noise, especially at low engine
quieter running gear sets speeds and high transmission oil temperatures. To
Note: prevent these noises, the 911 Turbo has a two-
The Porsche Stability Management system (PSM) is mass flywheel (TMF).
standard equipment on the new 911 Turbo. As a
mechanical locking differential would have an
adverse effect on the PSM system, the 911 Turbo
cannot be equipped with a locking differential.
Cross section of G96/50 transmission
3 36 99

3 Manual transmission 911 Turbo
Clutch ventilation 30 Power-assisted clutch

Clutch ventilation is used in the 911 Turbo. Radial The new 911 Turbo is equipped with a power-
vanes arranged on the back of the clutch pressure assisted hydraulic clutch.
plate act as a blower when the engine is running.
Design
Design
A tandem power steering pump is used to provide
The clutch bell housing is completely sealed except the pressure for the power-assisted clutch. The
for an inlet opening and an air extractor flange. pressure is generated in the second circuit of the
Fresh air is drawn in via the inlet opening and flows pump and is limited to approx. 80 bar. The accumu-
through the pressure plate radially for cooling of the lator (7) is filled via a pressure limiting valve (3),
clutch friction surfaces. which is located in the expansion tank.
The exhaust air is expelled through the air extractor The power-assist servo unit consists of the accumu-
flange integrated in the clutch housing. This clutch lator (7), poppet valve (8), power valve (9), and
ventilation design reduces the temperature in the slave cylinder (10).
clutch bell housing, resulting in less clutch wear and
a longer clutch service life. The fluid reservoir for the clutch master cylinder is
located in the fresh-air chamber (in front of the lug-
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gage compartment). The system is filled with Pen-
tosin hydraulic fluid.
Note
The threads of the caps for the windshield washing
fluid reservoir (blue), brake fluid reservoir (black/yel-
low) and Pentosin fluid reservoir (green) are identi-
cal. The caps could be mixed up by mistake.

Power-assisted hydraulic clutch layout plan
3 17 00
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1 – Tandem pump 6 – Master cylinder
2 – Non-return valve 7 – Accumulator
3 – Pressure limiting valve 8 – Poppet valve
4 – Expansion tank for servo pump 9 – Power valve
5 – Fluid reservoir for clutch master cylinder 10 – Slave cylinder
Schematic of power-assisted hydraulic cutch.

Transmission ratios (G96/50)

The relatively short 1st gear reduces the load on
the clutch when starting off and makes for comfort-
able driving at crawling speeds. 6th gear has been
configured to allow maximum vehicle speed to be
reached.
Transmission G96/50 (6-speed manual)

Z1 Z2 IZ IA Itotal V1000 km/h V6500 km/h
1st gear 11 42 3.818 3.444 13.149 9.1 59.2

2nd gear 21 43 2.045 3.444 7.043 17.0 110.5
3rd gear 27 38 1.407 3.444 4.864 24.7 160.6
4th gear 34 38 1.118 3.444 3.850 31.1 202.2
5th gear 37 34 0.919 3.444 3.165 37.9 246.4
6th gear 40 30 0.750 3.444 2.583 46.4 301.6
Reverse gear 14 40 2.857 3.444 9.839 12.2 79.3
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Z1 - Number of teeth on first gear in power flow of respective gear
Z2 - Number of teeth on second gear in power flow of respective gear
IZ - Gear ratio
IA - Final drive ratio
V1000 - Calculated road speed at engine speed of 1,000 rpm*
V6500 - Calculated road speed at engine speed of 6,500 rpm*
*With 295/30 ZR 18 tires (rear), rolling circumference 1998 mm (rdyn 304 + 1.5% - 2.5%)
c11 096
Note
The values in the transmission diagram are indicative and are based on a mean effective rolling circumference radius. Slight devi-
ations due to the tolerance of tires, change of rolling radius, wear and slip of tires have not been taken into consideration.

35 Gears
The two-shaft transmission uses an overhead input
shaft and hypoid final drive assembly. The loose
(non-driven) and fixed gears have been ground and
honed to minimize noise. Pairing of the gears was
not necessary (hence no pairing number).
All loose gears have needle roller bearings. The

A294
fixed gears for 1st and 2nd gear are part of the
input shaft and are therefore not separately replace-
able parts.
Reverse gear is synchronized and can be engaged

even when the vehicle is coasting slowly forwards.
The reverse gear is located in the front transmis- Lubrication of 1st/2nd/5th and 6th gear bearings is via the
sion case. hollow pinion shaft. The oil collector (1) is supplied oil when
the pinion is spinning. Oil is then supplied to the connecting
The intermediate gear for reverse is mounted on a pipe (2), through the pinion shaft, and to the bearings.
shaft via needle roller bearings and is secured with
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a circlip. The shaft is locked in place by a bolt Oil supply to bearings for 3rd and 4th gear
mounted through the transmission case.
The rotation of the loose gears in the front transmis-
th th
5 and 6 gears are also in the front transmission sion case transfers oil from the oil sump to an oil
case. The fixed gears are attached to the input collector (1) integrated in the transmission case.
shaft and the loose gears are mounted on the pin- From there, the oil is fed to the hollow input shaft.
ion shaft. The rotation of the input shaft causes the oil to be
supplied directly to the loose gears of the 3rd and
4th gear via cross bores.
Oil supply to bearings for 1st/2nd/5th and 6th gear
The bearings for loose gears 1, 2, 5 and 6 are lubri-

cated as follows:
The rotation of the crown wheel (ring gear) transfers

oil from the oil sump into an oil collector (1)
attached to the transmission case. From there, the
oil is fed directly to the hollow pinion shaft via a con-
necting pipe (2). The rotation of the pinion shaft 3 37 99
causes the oil to be supplied directly to the 1st,
2nd, 5th, and 6th loose gears via cross bores.
When the guide sleeve of the 1st and 2nd gears is

fitted, care must be taken to ensure that gaps
between the teeth of the internal gearing are
aligned with the oil bores.
Lubrication of 3rd and 4th gear bearings is via the hollow

input shaft. The oil collector (1) is supplied oil when the
loose gears are spinning.

This oil supply to the bearings allows uniform oil dis- When the shift sleeve is moved towards the guide
tribution, lubrication at critical locations, reduced sleeve, friction is produced between the synchroniz-
cavitational losses and lower oil temperatures. ing ring and tapered ring outer surface and
between the friction ring and tapered ring inner sur-
The required quantity of oil and the approved oil face. This friction decelerates (1 – 2 shifting) or
types are given in the relevant Technical Manual and accelerates (2 – 1 shifting) the parts rotating at
Technical Information brochures. engine speed. Doubling the friction surfaces consid-
Note erably reduces shifting forces.
The lower section of the gear case is sealed to pre-
vent the oil from flowing out of the front transmis- 3593 Synchronization, 3rd – 6th and
sion case as a result of extreme acceleration. When reverse gear
filling the transmission with oil, it is critical that the Synchronization for gears 3 through 6 and for the
specified filling capacity is observed to ensure that reverse gear utilizes single cone synchronization.
all oil chambers are properly filled.
The synchronizing rings for gears 3 through 6 are
Since the oil change interval is specified at every identical and have a molybdenum coating.
160,000 km (100,000 miles), it is essential that
only the approved oil types are used. The synchronizing ring for reverse gear is not
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coated.
3581 Synchronization, 1st/2nd gear Gear retention
As with the previous transmissions, the G96/50
To retain the gears in position once a gear is
transmission uses double cone synchronization for
selected, the loose gear (clutch body) gear teeth
1st and 2nd gears. This synchronization reduces
and the shift sleeve gear teeth are bevelled.
shifting forces by as much as 30 – 40% compared
to single cone synchronization. When the torque is transmitted, the bevelled sur-
faces are pressed against each other and drawn
Functional description together. Stepped elevations on the clutch bodies
The synchronizing ring (2), friction ring (3), guide prevent “overshifting”.
sleeve (4) and shift sleeve (5), rotate at the same
speed as the pinion shaft (vehicle speed). The loose
gear with clutch body (6) and the tapered ring (1)
rotate at the same speed as the engine.
3 25 99
Cross section of double cone synchronizer.

3582 Shift sleeves 3908 Final drive set
The shift sleeves for 1st/2nd gears and 3rd/4th The final drive gear set is a hypoid drive. This
gears are asymmetrical. During assembly, it is means that the center line of the ring gear is 10
important to ensure that the groove (A) face mm above the center line of the pinion shaft.
2nd gear and 3rd gear, respectively.
Hypoid drives can (with the same ring gear size)
transmit relatively high torques since the teeth of
the pinion shaft are designed to be more robust. In
addition, the new position of the ring permits lower
diffraction angles along the drive shafts.
The pinion shaft and ring gear are manufactured

1905 35 using the Gleason method.
The pinion shaft is hollow-drilled to optimize lubrica-

tion and to reduce weight.
Recesses have been forged into the back of the

ring gear to reduce weight.
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The adjusting dimension E (pinion depth) is 70 mm
and is set at the tensioning plate and four-point
Shift sleeve showing continuous groove (A) that must bearing using adjusting shims.
face 2nd gear (1st/2nd shift sleeve) and 3rd gear (3rd/
4th gear shift sleeve) during assembly. 3546 Transmission shaft mounting
The shift sleeves have three grooves in the inner The input and output shafts are each supported by
gearing, indicated by three punch marks (B) on the four bearings. In the transmission case, the two
sleeve. When mounting the shift sleeves to the shafts are each mounted on one roller bearing.
guide sleeves, the punch marks (B) must be aligned
Four-point bearings, which are fitted in a tensioning
with the ball bearings (2).
plate, are used as axial mounts. There is also an
additional roller bearing for each shaft in the gear
case and in the front transmission case.
1906 35
1 – Shift sleeve A – Groove

2 – Ball bearing B – Punch mark
3 – Driver dog C – 2nd gear side
4 – Spring D – 1st gear side
1st/2nd gear shift sleeve assembly. 3rd/4th gear shift
sleeve assembly is identical.

Gear shifting
The six forward gears and the reverse gear (R) are
arranged in four shift gates. 6th gear is located at
the bottom right of the shift pattern.
3 5 98
BW1 071
Selector cable is connected to selector lever shaft (1)

and controls the shift gate position via the right angle
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drive (2) and the internal shift rod (3).
The shift cable is connected to the external shift

lever (5) to allow the gear to be engaged. The exter-
nal shift lever is, in turn, connected to an internal
shift gate (6) which engages in a selector shaft
6-speed shift pattern. attached to the internal shift rod which causes the
respective shift fork to be moved.
A cable shift mechanism is used. This prevents
assembly movements and vibrations from being
transmitted to the gear-shift lever.
Two cables form the connection between the gear-

shift lever and the transmission.
The advantages of this cable system are small

3 27 99
space requirements, low weight, and effective isola-
tion of movements and vibrations through the gear-
shift lever without impairing shifting precision.
Functional description
The selector cable is connected to the selector
lever shaft (1) to allow preselection of the gear
plane (shift gate).
Front-to-back movement of the shift lever is con-

verted into rotary movement via a right-angle drive
(2). This causes the internal shift rod (3) and the
internal shift finger attached to the rod to rotate. As Shift cable is connected to external shift lever (5) and
a result, the internal shift finger engages in the cor- controls gear engagement via the internal shift gate (6).
responding shift rod and the gear plane is prese-
lected. The gear planes are arrested with a spring-
loaded cam plate.

Cross section of transmission
with gearshift mechanism
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3 34b 99
1 – Right-angle drive 7 – Shift fork, 5th/6th gear

2 – Cam plate 8 – Reverse light switch
3 – Retaining spring 9 – Shift fork, R gear
4 – Lockout pins 10 – Shift fork, 1st/2nd gear
5 – Detent (main shift rod) 11 – Main shift rod
6 – Shift fork, 3rd/4th gear 12 – Detent
Cross section of transmission showing gear shift mechanism.

3521 Shift forks 3530 Shift interlock

The aluminum-alloy shift forks for 1st/2nd gears Lock out pins are attached to the tensioning plate
3rd/4th gears are fixed to the shift rods by rolled and the shift rods to ensure that only one gear can
pins and are not adjustable. be engaged at any one time. During assembly and
disassembly, it is important to ensure that these
The shift forks for 5th/6th gears and reverse are pins are positioned correctly.
attached to the shift rods using clamping bolts and
are adjustable. The surface of the shift rods are
knurled to help retain the shift forks in their adjusted
position.
Gear detent
A neutral gear position detent is provided by the 3 35 99
internal mechanism. Individual shift rod travel is also
limited by separate springs and balls.
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3 28 99
Cross section of transmission showing shift rod lockout

pins (arrows).
Internal shift mechanism showing shift rod spring and

ball detents.

3437 Transmission case Functional description
The transmission consists of three sections – the The multi-disc viscous clutch housing (1) is con-
clutch housing, gear case and front transmission nected to the pinion shaft of the front-axle final
case. The sections are die-cast and made of a light drive. The clutch hub (2) is connected to the central
alloy. The individual sections are sealed using Loc- drive shaft and is supported by plain bearings.
tite 574 without paper gaskets. The case sections
are aligned with locating pins and bolted together
with M8 bolts.
The reverse light switch is located in the front trans-

mission case.
A steel insert is cast into the bearing bores to mini- 246

mize bearing clearance on the input and output
shaft when the clutch housing expands due to heat.
3960 Viscous clutch

The 911 Turbo has a multi-disc viscous clutch, spe-
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cifically adapted to the specific 911 Turbo charac- Viscous clutch housing (1) is integrated in front axle final
teristics. This has meant a further improvement in drive. The hub (2) is supported using plain bearings.
traction. The inner splines have been changed to
prevent interchangeability with other clutch drives.
If there is a speed differential between the outer
To reduce temperatures at the multi-disc viscous and inner discs, a torque is transmitted from the
clutch, the unit has been integrated in the front-axle fast to the slow rotating side through the internal
final drive. No additional space in the manual or Tip- fluid friction.
tronic transmission had to be provided as a result
The discs are fully separated by the oil so that they
of this measure.
are not subject to abrasion or wear. Since traction
The viscous clutch is filled with a precise quantity of distribution is dependent on the difference between
high-viscosity silicon oil and is permanently sealed. the traction slippage at the front and rear wheels
It is not possible to add more silicon oil or to check and on the resulting speed differential at the vis-
the oil level. cous clutch, a variable torque distribution exists. In
other words, the distribution adapts to the traction
requirements.
However, since tire slippage exists whenever drive

torque is transmitted, it is possible to obtain a per-
manent four-wheel drive system with variable torque
distribution of approx. 5 to 40% to the front axle.

3988 Front axle final drive (Z96/00) There is a bleeder hole (3) in the underside of the
long-neck tube. This hole should not be sealed. The
The front axle is driven by a spiral bevel gear, which discharge of transmission oil from this hole is an
is ground and lapped to eliminate production toler- indication that the sealing ring (4) is damaged.
ances. To reduce drag losses, grooved ball bear-
ings (1) are used in the differential gear instead of Performance test
tapered roller bearings.
Performance tests should only be carried out on a
A hole with M8 thread (2) is drilled into the side four-roller test stand (dynamometer) with engine-
cover of the differential. This is used for noise mea- speed decoupling. If testing is performed on a two-
surements during production and can be disre- roller test stand, the drive shaft must first be
garded by service personnel. removed.
3 20 99b
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1– Grooved ball bearings
2– Test (acoustic) access hole (M8 thread)
3– Bleeder hole
4– Sealing ring
Cross section of front drive components.

911 Turbo Tiptronic transmission 3
3 Tiptronic transmission
The Porsche Tiptronic transmission A96/50 W – Hydraulic torque converter
A power-shifted five-speed sports transmission is 5 – Number of forward gears
available as an alternative to the conventional six- A – Internal model code
speed manual transmission with power-assisted 580– Max. input torque (Nm)
clutch.
To satisfy the handling requirements, shift strate-
The new 911 Turbo is the first Porsche model to gies and special functions have been adopted from
feature a turbo engine, four-wheel drive and Tip- the current 911 Tiptronic S models and, where nec-
tronic S transmission. essary, further developed and improved.
A completely new transmission was designed to
match the increased power and performance charac-
teristics of the 911 Turbo engine.The Porsche type
designation for this transmission is A96/50.
The basic transmission is manufactured by Daimler-

Chrysler under the internal type designation W5A 580.
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3_10_00

3 Tiptronic transmission 911 Turbo
Important details at a glance Transmission Ratios - A96/50

• Automatic five-speed sports transmission with 1st gear 3.59
integrated hypoid axle drive, with manual or
automatic shifting. 2nd gear 2.19
• Porsche type designation: A96/50 3rd gear 1.41
• 5 forward gears, 2 reverse 4th gear 1.00
• Overall weight of transmission module: 5th gear 0.83

125 kg (276 lbs.) with converter, oil and radiator Reverse gear 1 3.16
• Extra weight of car with Tiptronic: 50 kg (110 lbs.) Reverse gear 2 1.93
Capacities Note
The Tiptronic control module will automatically select
Automatic unit 9 liters refill (approx.) the appropriate reverse gear depending on operating
ATF Shell 3403-M115 conditions. The driver does not have the ability to
Change every 160,000 km choose between the available reverse gears.
(100,000 miles)
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Final drive unit 1.2 liters
Gear oil SAE 85 W 90
BP Olex GO 4927
Change interval 160,000
km (100,000 miles)
c11 095

Functional description of Porsche Tiptronic
Like the Tiptronic used in previous models, the Tip-
tronic in the 911 Turbo has two selector modes to
choose from.
In the right-hand gate and with the selector lever in

position “D”, shifting into higher and lower gears is
performed automatically. If the selector lever is BW1 023
moved into the left-hand gate (“M”), the transmis-
sion can be shifted manually.
As with other models, gear lockout is not is pro-

vided. This means that the selector lever positions
P - R - N - D are available.
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P = Park
R = Reverse
N = Neutral
Driving in selector lever position “D”
D = Drive (automatic shifting)
With the selector lever in “D”, an intelligent driving
program is automatically selected. Virtually step- Selector lever for 5-speed Tiptronic transmission.
less adaptation to the driving style and road condi-
tions is carried out based on input variables:
Variable Signal
Accelerator pedal position DME control module via CAN
Resistance value and rate of change in resistance value at potenti-
ometer of accelerator pedal sensor
Vehicle speed PSM control module via CAN
Longitudinal vehicle acceleration PSM control module via CAN
Lateral vehicle acceleration Signal from lateral acceleration sensor of PSM
Engine speed By DME control module via CAN
Road resistance (incline) Calculated value for vehicle speed and accelerator pedal posi-
tion from DME control module
Altitude Pressure sensor in DME control module
CAN = Controller Area Network

PSM = Porsche Stability Management system
DME = Digital Motor Electronics (ME 7.8)

Tiptronic control module information

processing scheme.
3_11_00e
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The Tiptronic control module uses measured input variables to choose
from over 250 shift maps for virtually stepless adaption.
The Tiptronic control module determines the Apart from the stepless adaption to the driver’s
driver's requirements based on the input informa- requirements, the Porsche Tiptronic also has the
tion and then changes to the appropriate shift map. following special functions.
In contrast to previous transmissions, the new Tip-
tronic control module has 250 different shift maps Prevention of thrust upshifting
instead of just five. The maps permit virtually step-
If the accelerator pedal is released before entering
less adaptation.
a curve (i.e. the throttle is closed quickly) the gear
Apart from driving style, when this map adaption is position is retained.
selected, the shift program also takes into consid-
If the brake is then also depressed, downshifting
eration changes which are particularly noticeable on
appropriate to the vehicle speed is performed to
upward and downward slopes (road resistance).
provide engine braking before the curve and opti-
The Tiptronic control module can also correct for mum acceleration out of the curve.
altitude. Since the volumetric efficiency of an
If the accelerator pedal is depressed again, shifting
engine decreases with increasing altitude, the
is again performed according to the driver's
driver automatically accelerates more. The trans-
requirements.
mission would then change to a map with more fre-
quent gear shifting. However, this situation is
detected by the altitude sensor and the map most
suitable for the driver is retained.

Gear retention when cornering Kick-down
If the lateral acceleration sensor detects that the If the accelerator pedal is depressed beyond the
vehicle is cornering, the respective gear is retained, full-throttle pressure point (kick-down), the transmis-
depending on the map and the lateral forces. sion downshifts to the lowest possible gear and
most sporty shift map for the current vehicle
The lateral acceleration sensor is integrated in the speed. If the accelerator pedal is released by more
same component as the rotational speed sensor than 70%, the previous shift characteristics are
and is located on the center console. resumed.
Downshifting when braking Shift-up with overrun on slippery (icy) road
If the accelerator pedal is released quickly, e.g. in surfaces
an emergency situation or when approaching
In overrun (decel) conditions, especially in the low
curves, and the brake is also actuated, the trans- gears and on slippery road surfaces, the engine
mission downshifts to the lowest possible gear for
braking effect may cause slippage or locking of the
the given vehicle speed. rear wheels.
This gear selection remains engaged until the driver This driving condition is detected by the Tiptronic
once again depresses the accelerator pedal.
control module, which continuously compares the
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This function allows the engine braking effect to be speed of the rear wheels with the speed of the front
used. This also applies to downhill driving. wheels.
Active gear skip into sport shift map If the speed of the rear wheels is less than that of
the front wheels, the transmission immediately
When the vehicle is first started, the transmission shifts into a higher gear to eliminate the wheel
control module defaults to the smoothest and most speed differential and prevent the rear wheels from
economical shift map. locking.
To achieve the best possible acceleration (e.g. for a If the “PSM off” button is pressed, the function
passing maneuver), the rapid movement of the described above is also deactivated. The function
accelerator pedal is detected and the transmission can only be reactivated by pressing the “PSM off”
changes to a sport, power-oriented shift map. button again or by switching the ignition off and
then on again.
If the accelerator pedal is released by more than
25%, the previous shift characteristics are
resumed.

Warm-up map Reduction in engine torque

A warm-up map is activated at engine temperatures When gear shifting is performed, the DME control
below 32° C. In the warm-up map, the shift-up module briefly suppresses ignition (retard ignition
points are offset to higher engine speeds, the trans- timing) to reduce engine torque. This measure
mission starts in 1st gear and the torque converter ensures smoother shifting.
lockup clutch is opened. If the reverse gear is
engaged during the warm-up phase, the vehicle Manual intervention in selector position “D”
starts in a short reverse gear. These measures The Tiptronic transmission allows for temporary
result in rapid warm-up of the engine and catalytic manual control when driving in the automatic mode.
converter.
When the upshift or downshift buttons on the steer-
Unlike previous transmissions, the new Tiptronic ing wheel are pressed, Tiptronic goes into the man-
transmission shifts back into first gear if the vehicle ual mode for at least 8 seconds. “M” is displayed in
is started in first gear and then stopped again. the instrument cluster and the required gear change
is carried out.
In addition, if the selector lever passes through “N”
as it is moved to a drive position, first gear is The duration of manual mode is extended automati-
always engaged for approx. one second, irrespec- cally under certain driving conditions:
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tive of temperature. If the vehicle is driven off dur- • when driving downhill (for enhanced engine
ing this time, the transmission shifts into first gear. braking).
Road resistance • when entering corners (for greater control in
high-speed corners).
The road resistance is derived from the position of
the accelerator pedal, the engine speed and vehicle • during rapid deceleration.
speed. Based on this information, the transmission
• when kick down is activated.
is changed to a shift map that provides the best
gear for the road resistance conditions. By taking • the upshift or downshift button is pressed again
road resistance into account, shifting frequency is within 8 seconds.
reduced.
If none of the above conditions are met, the Tip-
tronic returns to the automatic mode (“D” is then
displayed in the instrument cluster).

Driving in manual program 3250 Torque converter
If the gear selector lever is moved from “D” to the Functional description of torque converter
left into “M”, the current gear remains engaged.”M”
as well as the actual gear are displayed in the The torque converter consists of the impeller, tur-
instrument cluster. bine, stator and the oil required for torque transmis-
sion.
By pressing the switches on the steering wheel, it is
now possible to quickly execute upshifts and down- The engine-driven impeller (pump) causes the oil in
shifts. the torque converter to be pumped in a circular
flow. This oil flow reaches the turbine and its flow
Manually actuated upshifts and downshifts are mon- direction is changed.
itored by the Tiptronic control module and are not
permitted above or below defined limits. The oil leaves the turbine at the hub and flows to
the stator where its direction is once again
changed. The oil is thus supplied to the impeller in
the appropriate flow direction.
The change in direction creates a moment at the

stator. This reaction moment increases the turbine
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moment.
The ratio of turbine moment to impeller (pump)

moment is known as the moment increase (torque
C11_061 multiplication).
The greater the difference in speed between the

impeller (pump) and turbine, the greater the
moment increase. This moment increase is at its
maximum when the turbine is stationary. The
moment increase drops as the turbine speed
increases.
If the turbine speed reaches approx. 85% of the

(impeller) pump speed, the moment increase is 1,
i.e. the turbine moment is equal to the (impeller)
With “M” selected, mode and gear position are displayed pump moment.
in the instrument cluster.
The stator and the stator shaft now runs freely, par-
allel to the flow and the overrunning clutch over-
runs. From this point onwards, the torque converter
functions purely as a hydraulic clutch. During con-
version, the stator is stationary and is held off the
transmission case by the overrunning clutch.

Regulated torque converter lockup clutch The CLC is controlled by a pulse-width-modulated

(PWM) solenoid valve. The PWM solenoid valve con-
The torque converter lockup clutch (CLC) eliminates verts the PWM input current into an appropriate oil
slippage of the torque converter. This results in pressure at the CLC control valve. The PWM sole-
improved fuel economy and a sportier feel. noid valve is located in the transmission valve body.
Depending on the pressure level, the torque con-

verter clutch is either
• activated
• deactivated
• or in regulated operating mode
In the regulated mode, a speed differential between

3_16_00 the impeller and turbine of approx. 50 rpm is set.
As a result, the torsional vibrations of the engine
are not transferred to the transmission. This
improves shift quality and reduces noise.
Note
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Converter clutch activation depends on the engine
speed and engine load and is only possible in 2nd
gear or higher.
Design
The outer disc carrier (5) is connected to the impel-
ler (1) via the case shell (7). The inner disc carrier
(6) is connected to the turbine (2).
When triggered by the control module, oil pressure

from the PWM solenoid valve is fed through the
1 – Impeller 7 – Case shell input shaft (9) to the pressure chamber behind the
2 – Turbine 8 – Overrunning clutch piston (11). The piston pushes the disc pack (10)
together to couple the impeller to the turbine, per-
3 – Stator 9 – Input shaft mitting direct torque transmission.
4 – Stator shaft 10 – Disc pack
5 – Outer disc carrier 11 – Piston
6 – Inner disc carrier
Cross section of torque converter lockup clutch (CLC).

Limited driving program Towing
If a Tiptronic electric or electronic fault occurs when Sufficient lubrication of the transmission cannot be
the system is in use, the Tiptronic control module ensured if the engine is not running.Therefore, the
deactivates automatically and switches to a limited following conditions must be observed when towing
driving program depending on the type of fault. the vehicle:
Effect: 1. Move selector lever to “N”.

• The gear last selected remains engaged (initial 2. Maximum speed: 50 km/h (30 mph).
intervention)
3. Maximum towing distance: 50 km (30 miles).
• The modulating pressure and shifting pressure
increase to the maximum value. 4. With greater towing distances, the vehicle
must be transported on a trailer. Owing to the
• The torque converter lockup clutch is deacti-
four-wheel drive, the vehicle must not be
vated.
raised at its rear axle.
If the selector lever is moved to “P”, the engine is
Selector lever lock
switched off and on again (after approx. 10 sec-
onds) and the selector lever moved to “D”, the At speeds over 10 km/h (6 mph), a R/P lock is acti-
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transmission is shifted to 2nd gear. Reverse gear is vated. This prevents the selector lever from being
also available. moved in to “R” or “P” inadvertently while the vehi-
cle is being driven.
When in the limited driving program, the selector
lever position and 4th gear are displayed alternately Functional description
(e.g. “D” and “4”) in the instrument cluster.
The operating solenoid (5) is actuated by the Tip-
It is safe to continue driving the vehicle in the lim- tronic control module and moves the lever (2)
ited driving program even if the electronic link towards the cam (3) to lock the selector shaft (1).
between the Tiptronic control module and the trans-
mission is no longer functioning. When the solenoid is de-energized, the supporting
lever (4) holds the lever (2) in position so that it
Tow-starting does not engage in the case of severe vibrations.
The vehicle cannot be tow-started and no attempt
should be made to do so, otherwise considerable
damage could be caused to the transmission.
3_02_00
1 – Selector shaft 4 – Supporting lever

2 – Lever 5 – Operating sole-
noid
3 – Cam
Selector lever reverse/park lockout mechanism.

3877 Valve body These electrical components are mounted to a plas-

tic base (3). The components are electrically linked
The valve body (1) containing the solenoid valves to the 13-pin plug connector via conductors in the
and pressure control valves converts the electrical base. All electrical components, with the exception
signals from the Tiptronic control module into of the valves, are connected to the conductors.
hydraulic functions. The sensors in the valve body
supply the Tiptronic control module with electrical A cable gland forms the connection to the vehicle
input signals. wiring harness and the Tiptronic control module.
The valve body consists of four solenoid valves (6, The valve body is aligned to the mounting plate by two
7, 8, 9) and two pressure control valves (4,5), the centering pins. The valve body is a two-piece compo-
starter interlock contact (12), two speed sensors nent. The two sections are joined with three bolts. This
(10, 11), a temperature sensor (13), and a 13-pin bolted connection also serves to preload the flat
harness connector. springs for the solenoid and pressure control valves.
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3_03_00
1 – Valve body 8 – Solenoid valve, 2 - 3 shifting

2 – Selector valve 9 – Solenoid valve, Converter Lockup Clutch
3 – Plastic base 10 – Speed sensor
4 – Pressure control valve, modulating pressure 11 – Speed sensor
5 – Pressure control valve, shifting pressure 12 – Starter interlock contact
6 – Solenoid valve, 1 - 2 and 4 - 5 shifting 13 – Temperature sensor
7 – Solenoid valve, 3 - 4 shifting
Tiptronic valve body.

Transmission ratios and
actuated shifting
Trans. ratio B1 B2 B3 K1 K2 K3 F1 F2
1st gear 3.59 X3 X X3 X X

2nd gear 2.19 X X X3 X
3rd gear 1.41 X X X
4th gear 1 X X X
5th gear 0.83 X3 X X X
Neutral - X X
Reverse (1) 3.16 X3 X X X
Reverse (2) 1.93 X X X
1 - Reverse gear transmission ratio, standard
2 - Reverse gear transmission ratio, reduced torque
3 - Shifting components only actuated in overrun mode.
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3889 Solenoid valves
The solenoid valves are 3/2-way valves and initiate
upshifts and downshifts.
When the Tiptronic control module actuates a sole-

noid valve, it opens and directs control pressure to
the assigned command slide valve. The solenoid
valve remains open until the shifting operation has
been completed. If the solenoid valve is de-ener-
gized, the pressure along the control line to the 3_04_00
command slide valve is reduced to zero.
Two O-rings (1 and 2) form the seal between the

solenoid valves and the valve body. The valves are
pressed against the control plate (4) by flat springs
(3). The contact springs (5) on the solenoid valve
engage in a slot in the conductors (6). The spring
force ensures a reliable connection.
1 – O-ring 4 – Control plate

2 – O-ring 5 – Contact spring
3 – Retaining spring 6 – Conductor
Installation cross section of shifting solenoid valve.

Pressure control valves PWM solenoid valve, CLC

The pressure control valves convert electrical cur- The PWM solenoid valve, actuated by a pulse-width-
rent into a proportional, hydraulic pressure and con- modulated input current, supplies appropriate pres-
trol the modulating and shifting pressure according sure to the torque converter lockup clutch. An O-
to operating conditions. ring and slit seal (1) form the seal between the PWM
solenoid valve and the valve body.
The pressure control valves have a locating seat. A
slit seal (1) forms the seal between the pressure
control valve and valve body.
3_06_00
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3_05_00
1 – Slit seal
3 – Retaining spring
4 – Control plate
1 – Slit seal
Installation cross section of PWM solenoid valve for
3 – Retaining spring torque converter lockup clutch.
4 – Control plate
Installation cross section of pressure control valve.

3817 Speed sensors Starter interlock contact
The speed sensors are used to determine the trans- The starter interlock contact is used to detect when
mission input and output speeds. These signals are the selector lever is at “P” and “N”.
used by Tiptronic control module for further pro-
cessing. Functional description
The speed sensors (10 and 11) are fixed to the When the selector lever is at “P” or “N”, the perma-
base via contact studs. The speed sensors are nent magnet (2) is moved away from the reed con-
pressed against the transmission case by the flat tact (3) and the contact opens.
spring (15). This arrangement ensures a defined
The Tiptronic control module passes this informa-
gap between the speed sensors and pulse rings
tion on to the DME control module, which then
(14).
allows for starter engagement.
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3_07_00
3_08_00
10 – Speed sensor 14 – Pulse rings

1 – Plunger 3 – Reed contact
11 – Speed sensor 15 – Flat spring
2 – Permanent magnet
Cross section of speed sensor installation in valve body.
Cross section of starter interlock contact.
ATF temperature sensor

The ATF temperature has a major effect on the shift-
ing time and, therefore, shifting quality. By monitor-
ing the temperature of the ATF, it is possible to
optimize shifting in all temperature ranges.
The temperature switch is connected to the starter

interlock switch in series, i.e. the temperature sig-
nal only reaches the Tiptronic control module if the
reed contact (3) is closed.

3860 ATF cooling 3730 Tiptronic control module

The 32-pin transmission control module is manufac-
tured by Siemens. The control module is installed
on the right side of the passenger compartment at
the B-post in front of the rear-seat well.
3_09_00
3_15_00
ATF-to-coolant heat exchanger (arrow).
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The ATF heats up and must be cooled. This espe-
cially applies to transmission operation with the
Location of Tiptronic control module.
torque converter lockup clutch open.
An ATF-to-coolant heat exchanger attached to the Diagnosis can be performed on this control module
transmission is used for cooling. using the Porsche System Tester 2.
Depending on the ATF and coolant temperature, the

electric switch-over valve is actuated by the DME
control module. When the switch-over valve is
opened, vacuum enters the shut-off valve to allow
coolant to flow through the heat exchanger.
Cooling ON Coolant temp. > 100°C
ATF temperature > 90°C
Cooling OFF Coolant temp. < 90°C
ATF temperature < 83°C
The DME control module reduces power output

when the ATF temperature exceeds 143°C.

3731 Multifunction switch Data exchange between DME and
Tiptronic control module
The multifunction switch (MFS) is attached directly
to the selector lever bracket. The switch can be The signals between the DME and Tiptronic are
replaced separately. An additional 2-pin plug for the exchanged via CAN lines, i.e. data blocks are trans-
reverse lamp is attached to the MFS. ferred in both directions via two lines (CAN high and
CAN low).
PIN 1 connects ground to the reverse lamp.
PIN 2 connects terminal 15 to the reverse lamp. These data blocks contain, for example, the follow-
ing information:
DME Æ Tiptronic:
Engine speed, nominal engine torque, actual engine

torque, accelerator pedal position, driver require-
ments, engine temperature, brake light switch,
ambient conditions, kick-down, ambient pressure.
Tiptronic Æ DME:
3_13_00
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Torque reduction, “check engine” prompt, selector
lever position, start release, actual gear, shifting
active, coolant shut-off valve.
The data is updated approx. every 10 ms.
Data exchange between PSM and

Multifunction switch (MFS) is attached to selector lever
Tiptronic control module
bracket in shift console.
The MFS supplies selector lever position information PSM Æ Tiptronic:

to the instrument cluster and Tiptronic control module Shift intervention, vehicle speed, lateral accelera-
tion, longitudinal acceleration.
Pin Assignment
PIN Terminal Function Data exchange between instrument cluster and
1 58 12V Tiptronic control module
3 31 Ground
8 86S 12V
Instrument cluster ÆTiptronic:
2/6/7 Coding For Instr. Upshift and downshift button.
4/5/9/10 Coding For ETC
Tiptronic Æ Instrument cluster:
Coding table
Actual gear, selector lever position, limited driving
Selector lever posi- P R N D program.
tion
Line W3 ETC 0 1 1 0
Line W2 ETC 1 1 1 0
Line W1 ETC 1 1 0 1
Line W0 ETC 1 0 1 0
Line W3 Instr. 1 0 0 1
1 = Active
0 = Not active

Input and output signals of control modules

(simplified diagram)
ÅCAN low DMEÆ ÆSolenoid valve 1 - 2/4 - 5
ÅCAN high DMEÆ ÆSolenoid valve 2 - 3
Speed sensorÆ ÆSolenoid valve 3 - 4
Speed sensorÆ TIPTRONIC ÆPWM valve, torque convertor lockup clutch

CONTROL
MODULE
Terminal 30Æ ÆControl solenoid for modulating pressure
Terminal 15Æ ÆControl solenoid for shifting pressure
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Terminal 15Æ ÆVoltage supply for solenoid valves
ÅCAN low PSMÆ ÆVoltage supply for sensors
ÅCAN high PSMÆ ÆGround for sensors
ÅCAN low Instr. Æ ÆDiagnosis
ÅCAN high Instr.Æ ÆShift-lock solenoid
Oil temperatureÆ

911 Turbo Running gear 4
4 Running gear
General
Using the 911 Carrera 4 as a basis and using com- However, because of the improved performance
ponents from the GT 3, it has been possible to cre- and increased weight of the 911 Turbo, a number
ate a vehicle that combines sporty driving of components were adapted to the running gear of
characteristics, superior handling and a high level the 911 Turbo. The result is a comfortable sports
of driving safety. chassis that has been lowered by approx. 10 mm.
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To comply with legal regulations, the vehicle for the

USA market is approx. 20 mm higher at the front
and approx. 10 mm higher at the rear. The suspen-
sion settings are, however, just as sporty as the
standard running gear.
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4 Running gear 911 Turbo
4001 Front axle 4050 Wheel bearing housing

The front axle design is based on the 911 Carrera 4. The wheel bearing housings have been adapted for
the increased front axle load of the Turbo model.
The layout of the spring strut has allowed integra- This hollow component is torsion and flex resistant
tion of the front-wheel drive assembly. The spring with larger wheel bearings (80 mm diameter com-
strut has been designed to permit constant longitu- pared to 75 mm diameter on the Carrera 4).
dinal suspension, axle geometry and steering kine-
matics. Furthermore, by optimizing the shape of the hous-
ing it was also possible to improve brake cooling.
Only components that differ from those used in the
911 Carrera 4 are described below.
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Larger and stronger front wheel bearing housing.
4085 Spring strut

Front axle of the new 911 Turbo.
The length of the front springs has been modified to
accommodate the ride height requirements for USA
cars. The spring rate (spring setting) is identical for
both vehicles.
The lengths of the twin-tube gas-filled shock absorb-

ers are also different owing to the different vehicle
heights. The settings are, however, identical.
As with previous models, the springs and shock

absorbers are color-coded (colored dots) according
to application.

4879 Stabilizer Steering
The front stabilizer bar has been adapted to provide The steering gear is basically identical to the gear
installation space for the front-wheel drive assem- in the 911 Carrera 4.
bly.
A steering-angle sensor for the Porsche Stability
The stabilizer bar is linked to the spring seat of the Management (PSM) system has been integrated
spring strut through a modified mount. The spring into the steering system.
and shock absorber settings for the stabilizer bar
have been specifically tuned to the increased front-
axle load and handling dynamics of the four-wheel
drive vehicle.
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4203 Rear axle 4206 Rear axle crossmember

Only components that differ from those used in the The sheet metal rear-axle crossmember has been
911 Carrera 4 are described below. adapted to fit within the available space. A brace is
attached to the rear section of the crossmember to
The multi-link rear axle of the 911 Turbo is largely hold the engine in the event of a rear impact.
identical to that of the basic 911 Carrera 4 model.
However, because of the larger engine, a number of

crossmembers had to be modified. The spring,
shock absorber, and stabilizer bar settings have
been adapted to the greater rear axle load and the
increased power output.
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Rear axle cross member brace.
4239 Strut
On vehicles with the Tiptronic transmission, the
struts are bent to accommodate the mounting posi-
tion of the transmission.
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Rear axle of the new 911 Turbo.
A - With manual transmission

B - With Tiptronic
Rear crossmember strut for manual and automatic

transmission.

4085 Spring strut 4405 Wheels, tires
The length of the rear springs have been modified A new 18 inch hollow-spoke wheel has been devel-
to accommodate the ride height requirements for oped exclusively for the 911 Turbo. This wheel is
USA cars. The spring rate (spring setting) is identi- only standard for the 911 Turbo and has the model-
cal for both vehicles (USA and ROW). specific designation “18 inch Turbo wheel”.
The lengths of the single-tube gas-filled shock
absorbers are also different due to the different
vehicle heights; their settings are, however, identi-
cal.
As with previous models, the springs and shock

absorbers are color-coded (colored dots) according
to application.
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New 911 Turbo wheel.
Approved wheels and tires:
Tire and wheel Tire make and type

dimensions
Front 225/40 ZR 18 Pirelli P Zero

on 8 J x 18 ET 50 Asimmetrico N3
Bridgestone Potenza
Rear 295/30 ZR 18 S-02A N3
on 11 J x 18 ET 45
Spare wheel and tire

The new 911 Turbo has a modified front body sec-
tion and fuel tank to provide space for the four-
wheel drive assembly. Owing to these modifica-
tions, a collapsible spare tire is used (Vredestein
Space Master 165/70 - R 16 92P with wheel rim
5.5 J x 16 ET 10).

47 Brake system Porsche Stability Management (PSM)

The 911 Carrera 4 brake system with monobloc As standard, the 911 Turbo is equipped with the
fixed calliper has been adapted for the 911 Turbo. “Porsche Stability Management” system (PSM 5.7)
used in the 911 Carrera 4.
Thanks to the optimized aerodynamics of the wheel
bearing housings and the spoiler-shaped brake pro- Functions such as ABS, ABD, ASC, EBP, DTC, and
tection panels, brake cooling as well as the robust- DDC* are the same as those used in the 911 Car-
ness of the brake system has been improved. rera 4. In additional, the steering-angle sensor, rota-
tional speed sensor, brake pressure sensor,
Note priming pump and hydraulic unit are also shared
The high-performance brake system is designed to components. The system has been specifically
provide the best possible braking effect at all adapted to the characteristics of the 911 Turbo.
speeds and temperatures. Therefore, brakes may
at times “squeal” depending on speed, braking Because of these software modifications, the part
power and ambient conditions (e.g. temperature, number for the hydraulic unit has been changed.
air humidity).
Since the functions are largely identical to those of
the 911 Carrera 4, refer to the functional descrip-
46 Front brake
tion in the Service Information for the 911 Carrera 4
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The diameter of the front brake rotor is 330 mm (model 2000).
(13.0 in.) and is 34 mm (1.34 in.) thick. The one-
piece brake rotors are internally ventilated and *ABS = Anti-lock braking system
cross drilled. ABD = Automatic brake differential
The caliper piston diameters are 36/44 mm. Two ASC = Anti-slip control
vibration dampers are used to reduce braking noise. EBP = Electronic brake proportioning
DTC = Engine drag torque control
46 Rear brake DDC = Driving dynamics control
The diameter of the rear brake rotor is 330 (13.0
in.) mm and is 28 mm (1.1 in.) thick. The brake
rotors are internally ventilated and cross drilled. Modifications specific to the 911 Turbo with Tip-
tronic are described below.
The caliper piston diameters are 28/30 mm. Vibra-
tion dampers are used to reduce braking noise. 4563 Functions with PSM-OFF
Unlike the 911 Carrera and Carrera 4, the drag
47 Brake hydraulics system
torque control (DTC) is deactivated when the PSM is
The vacuum brake booster has a boost ratio of switched off. As a result, upshifts are prevented
3.85. The brake master cylinder piston diameter is under certain conditions.
25.4 mm (1.0 in.). A proportioning valve is not
required since the vehicle has PSM.

911 Turbo Body 5
5 Body The air inlets for the turbocharger intercoolers are
integrated into the rear side sections.
General
The engine compartment lid with integrated,
The new 911 Turbo is distinctly characterized by its retractable rear spoiler, the wider body with the
unique exterior design. unique tail lights and the new rear trim with inter-
The vehicle has a new and striking front body sec- cooler inlet openings distinguish the 911 Turbo
tion, new main headlights as well as redesigned and from the basic vehicle.
slightly wider fenders. The vehicle is identified by the “turbo” logo on the
engine compartment lid, the rear shelf, and the
wheel center caps.
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5 Body 911 Turbo
Aerodynamics and air ducting

With a drag coefficient of CD = 0.31, the aerodynam- The additional spoiler lip integrated in the front sec-
ics of the new 911 Turbo sets new standards even tion reduces the flow of air under the vehicle to
when compared to its predecessors. Extremely low reduce front lift. Lift was further reduced by attach-
coefficients of lift have been carefully balanced ing an additional center deflector fin to the lower
between the front and rear axle (CAY and CAV). front section and by increasing the size of the side
deflector fins. The larger side fins were needed for
All body details were optimized to achieve this aero- the greater cooling-air requirement of the turbo
dynamic efficiency. This was in spite of the greater engine.
air and water cooling requirements, the wider rear
Brake cooling ducts behind the two openings in the
tires, and the wider body.
spoiler lip supply additional air to the high-perfor-
mance brakes.
Drag coefficient CD = 0.31
The aerodynamic and efficient cooling-air ducting
Frontal area AF = = 2.00 principle from the 911 Carrera is also used in the
Actual aerodynamic drag CD x AF = 0.62 new 911 Turbo.
Front-axle lift CAY = 0.02
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Rear-axle lift CAV = –0.01
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911 Turbo Body 5
With the high aerodynamic efficiency of the retract- Apart from lowering the vehicle's center of gravity,
able rear spoiler, lift at the rear wheels has been lowering the chassis at the front and rear axle also
completely eliminated without any perceivable improves the aerodynamic qualities. Lowering the
increase in drag. chassis reduces the vehicle's frontal area affected
by drag and the amount of air flowing under the
As with the 911 Carrera, the spoiler is raised at a vehicle, which causes unwanted lift.
speed of 120 km/h (75 mph) and is lowered again
at 60 km/h (40 mph). As with all 911 models, the underbody of the new
911 Turbo is covered to ensure good aerodynam-
The aerodynamic measures used at the front and ics. Three large panels cover from the front axle to
rear of the vehicle are matched to ensure an opti- just before the engine.
mum lift coefficient balance.
The front underbody panel has 4 ventilation ducts to
The flow of air around the rear wheels has been supply air to the front final drive. The rear under-
improved by the aerodynamically optimized side body panel has been specially developed for the
panels. Turbo to ensure optimum transmission ventilation
for both the Tiptronic and manual transmission.
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5 Body 911 Turbo
Bodyshell As part of the new exterior styling, the front body

has been widened slightly and contains a new con-
The body of the new 911 Turbo is based on the sole to hold the specially designed main headlights.
four-wheel drive 911 Carrera 4. As a result, it was
possible to achieve a considerable increase in chas- The rear side panel is completely new, featuring a
sis rigidity compared to the previous Turbo model. much wider sill and rear wheel section. A plastic
lower sill cover and inlet openings for intercooler
A number of modifications to the rear of the vehicle have also been integrated into the rear side panels.
were necessary to provide sufficient mounting
space for new engine with its 5-speed Tiptronic S The rear wheel housing has been adapted to the
transmission. new side panel shape with an opening for the inter-
cooler duct as well as the appropriate sealing
The rear wall has been cut out and welded to a cover.
cover to create space for the engine oil reservoir of
the dry-sump lubrication system. This space was A larger access opening to the engine compart-
also necessary to fit the rear-axle cross-member ment was provided by shortening the rear center
with new mounts and the crossmember/end piece section.
with new engine mount receptacles.
The modifications to the rear of the vehicle are
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already implemented in the 911 GT 3.
Vm_1
Bodyshell of the new 911 Turbo.

911 Turbo Body 5
5190 Trim panels
The underbody trim panels are identical to those of
the 911 Carrera 4 and include additional inlet ducts
for transmission cooling.
The underbody design reduces the drag coefficient

and lift at the rear wheels. This design also ensures
optimal cooling of the vehicle’s assemblies.
For aerodynamic and thermal reasons, the vehicle

should never be driven if any of the under body trim
panels or body components are missing or have
been removed.
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Underbody trim panels of the new 911 Turbo.

5 Body 911 Turbo
5056 Front wheel housing liner

5369 Rear wheel housing liner
The two-piece wheel housing liners protect the
assemblies and components installed in and around
the wheel housing against splash water and road
debris. The liners have been adapted to the new
shape of the outer panel. Additional cooling-air out-
let slots have also been integrated in the liners.
The wheel housing liners are attached to the sill

cover using plastic nuts, expansion rivets, and
sheet-metal screws. The wheel housing liners are
made of polypropylene (PP).
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Wheel housing liners of the new 911 Turbo.

911 Turbo Body equipment, exterior 6
6 Body equipment, exterior
6315 Front trim
The front trim assembly is similar to that of the basic The desired aerodynamic coefficients (drag and lift)
vehicle. are achieved by an additional spoiler attached to
the front of the vehicle. Additional aerodynamic
Apart from the new design, the entire front trim gains were made by guiding the cooling air through
assembly was specifically designed to satisfy the new deflector vanes.
aerodynamic and thermodynamic requirements of
the new vehicle. Openings in the front trim and an air duct in the
front section of the wheel house supply the brakes
Inlet openings, radiator consoles, and air supply/ with cooling air.
extraction ducts have been redesigned and adapted
to ensure efficient air-flow through the radiators.
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Front trim assembly.

6 Body equipment, exterior 911 Turbo
6355 Rear trim

The rear trim assembly is also similar to the basic
vehicle.
Openings for the exiting air flow of the intercoolers

are integrated behind the wheels on the left and
right-hand side of the new rear trim.
Appropriate shields have been developed to protect

the exhaust system, including the turbocharger.
The exhaust tailpipes are fitted with high-quality alu-

minum trim covers.
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Rear trim assembly.
ParkAssistant (optional equipment)

New sensors are used to the improve visual appear-
The ParkAssistant assists the driver when backing ance. The smaller sensors and sensor holders are
into a parking space. When reverse gear is virtually flush with the vehicle body and painted in
selected, the ParkAssistant issues an acoustic the body color.
gong from the instrument cluster to warn the driver
The positions of the two outermost sensors corre-
of any solid obstacles behind the vehicle.
spond to the width of the 911 Turbo's rear end. All
The ParkAssistant system consists of a control four sensors (two outer, two inner) are equally
module, four ultrasonic sensors and the acoustic spaced for optimum sensitivity.
signalling device. The system functions in the same
way as the system used in the basic vehicle.

6631 Sill cover
Apart from aerodynamic efficiency, the sill cover
protects the painted door sill from stone impacts.
It is attached to the body and front and rear wheel

housings using 5 sheet-metal screws.
The front and rear mounting points are marked on

the sill cover for alignment to the vehicle.
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Protective side sill cover.

6658 Engine compartment lid In order to achieve the desired dynamic design and,
at the same time, to reduce weight, both the rear lid
The engine compartment lid has been completely and the spoiler are made of plastic and undergo a
redesigned. Together with the retractable spoiler, it series of application-specific production processes.
makes a major contribution to the aerodynamic
coefficients at the rear end of the vehicle. The spoiler is raised by means of a quiet, powerful
hydraulic drive. The lifting tubes are visible when the
spoiler is raised and have an attractive chrome finish.
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5_02_00
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Aerodynamically-efficient engine compartment lid with
retractable spoiler.
When lowered, the spoiler is integrated in the rear

lid. At 120 km/h (75 mph), it is raised by 65 mm
and provides the desired downforce over the rear
axle. At 60 km/h (40 mph), the spoiler lowers to
merge smoothly with the vehicle's body.
At 120 km/h (75 mph), the rear spoiler is raised, expos-
ing the chrome-finished lifting tubes.
5_01_00
Lowered rear spoiler integrates smoothly into engine

compartment lid.

The hydraulic drive consists of the following compo-
nents:
2 lifters (B), and the hydraulic pump with two pump

chambers and connecting hydraulic hoses (A).
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Rear spoiler hydraulic drive system.
To raise the spoiler, oil is pushed out of the pump

through the hoses and into the two lifters. The two
springs (C) in the lifters, which are pretensioned
when retracted, are then compressed further.
When the spoiler is lowered, the pump pistons are

moved back by the motor. The springs push the
lifter pistons down, forcing oil through the two
hoses and back into the pump. The lifters return to 6_02_00
the travel stop position.
The system is filled with the oil Pentosin CHF 11.
The switch holder (D) with the “up” and “down”

micro-switches is attached to the right-hand lifter.
Right-hand lifter with return spring (C) and up/down posi-

tion micro-switches (D).

6655 Air ducting for intercoolers

Inlet openings and air extraction ducting ensure effi- The air duct consists of an inlet cover in the rear
cient air flow through the intercoolers. side panel, the air duct, the air supply plenum
above the intercooler, and the air extraction duct
leading to the rear of the vehicle.
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Intercooler air flow ducting in rear side panel.
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Intercooler air flow ducting layout.

The ducting installation opening in the wheel house
is sealed with a cover.
This permits a space-saving and effective method

of installing the intercooler duct work without com-
promising the exterior contours of the vehicle.
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Sealing cover allows unobtrusive installation of intercooler ducting.

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911 Turbo Body equipment, interior 7
7 Body equipment, interior
The interior of the new 911 Turbo is basically the The interior is complemented by a three-spoke
same as that of the other 911 vehicles for model sports steering wheel with fully leather-covered hub
year 2001. Additional features have, however, been cushion and color Porsche crest.
incorporated.
The interior plastic components have a soft-look fin-
Leather upholstery is used as standard for the ish in the same color as the interior equipment.
seats, instrument panel, door and rear side trim.
The leather is available in 5 color choices. A roof liner made of alcantara, high-quality carpet-
ing, and features with aluminum finish round off the
interior.
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911 Turbo Heating/air conditioning 8
8 Heating/air conditioning
No modifications have been made to the heating/
air-conditioning system of the 911 Turbo for the
model year 2001.
If modifications are implemented during the course

of the current model year, they will be described in
a Technical Information bulletin.
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911 Turbo Electrical system 9
9 Electrical system
Electrical luggage and engine compartment With the new 911 Turbo, the luggage compartment
lid release lid (front) can also be opened using the keyless
entry transmitter integrated in the ignition key.
The luggage compartment lid (front) and engine
compartment lid (rear) have an electrical release The ignition key has an additional button (2) for this
instead of the mechanical unit used in the current purpose.
911 models.
The electrical release is activated by means of the

pull-switches (A and B) in the sill cover on the
driver's side.
An electric motor which actuates the respective

lock is integrated in the lock of both the front and
rear lids.
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For safety reasons, the lids are still closed manually.
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A – Master key
B – Spare key
1 – Central locking button
2 – Luggage compartment lid button
3 – LED
Master ignition key features remote operation of electri-

cal release for luggage compartment lid.
The two lids can only be opened if the appropriate

Electrical release for luggage compartment lid (A) and pull-switch is actuated, the vehicle’s alarm system
engine compartment lid (B). (if applicable) is not armed, and the vehicle speed is
lower than 5 km/h (3 mph).
The luggage compartment lid can only be opened

with the keyless entry transmitter if the ignition key
has been removed from the ignition lock.
If the luggage compartment or engine compart-

ment lid has not been closed properly, a warning
lamp lights up in the instrument cluster.
In the event of an electrical fault (e.g. a discharged

battery), the lids can be opened using an external
power source (see the following page).

9 Electrical system 911 Turbo
External power source Procedure:

If the vehicle's battery is discharged, the release • Unlock the vehicle’s door lock manually using
motors in the two lids can be supplied with power the key.
from an external power source via jumper leads. • Pull out the emergency power contact from
There is a color-coded (red) emergency power con- fuse box.
tact in the fuse box in the driver's side footwell. The
emergency power contact can be pulled approx. 3
cm (1.2 in.) out of the fuse box to allow the positive
jumper lead to be connected.
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External power source being used to actuate luggage

compartment lid release.
• Connect the jumper lead (positive) to the con-

tact.
Emergency power contact for release of front and rear
lids. • Connect the second jumper lead (negative) to
one of the vehicle’s ground points (e.g. to the
A changeover relay (miniature relay) behind the fuse B-post striker.)
box switches the power supply to the release
• Connect the jumper leads to external power
motors.
source (e.g. separate car battery.)
• Actuate the lid switch on the sill cover.
• Disconnect the jumper leads and reinsert the
emergency power contact.
Note
If the alarm system of the vehicle was armed, the

alarm will be triggered when the external power
source is connected.
Deactivate the alarm system by locking and unlock-

ing the door lock manually using the key.

Seat and mirror memory operated using Deleting the stored seat position
keyless entry transmitter
1. Switch on the ignition using the desired ignition
The seat and mirror memory control unit can now key.
be operated by the keyless entry transmitter inte-
2. Hold down the program buttons 1 and 3 simulta-
grated in the ignition key.
neously for at least 5 seconds.
The remote control recognizes which ignition key is
being used and passes this information on to the Changing the stored seat position
seat memory control unit. The seat and door mir- The positions originally stored are overwritten auto-
rors can thus be adjusted automatically. matically when new positions are programmed.
If a locked vehicle is opened using the keyless entry
Parking aid
transmitter, the seat and door mirrors move to the
position stored for this key. If programmed accordingly, the passenger side
door mirror is automatically lowered slightly when
Up to 4 keys per vehicle can be programmed. The
reversing. When the reverse gear is disengaged,
keys are color-coded to prevent them from being
the mirror returns to its original position.
mixed up.
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The lowered mirror can be moved back to its origi-
Storing the seat position nal position by pressing the mirror control switch
1. Switch on the ignition using the desired ignition for < 1 second.
key.
Passenger compartment lighting,
2. Adjust the seat, lumbar supports and door mir- orientation lights
rors to the desired position. If the passenger side
door mirror is to be pivoted down to serve as a In addition to the passenger compartment lighting,
parking aid when reversing, the reverse gear must the new 911 Turbo also has LEDs which serve as
be engaged when storing the seat position. orientation lights. They illuminate a certain area of
the passenger compartment almost imperceptibly.
3. Hold down the memory button (“M”) and press
the central locking button on the remote control The LEDs are switched on when the vehicle is
within 5 seconds. The individual settings are now unlocked and switched off when the vehicle is
assigned to the remote control. locked (or after 2 hours if the vehicle is not being
used).
Note
Automatic seat adjustment can be aborted at any

time by pressing the central locking button, the
memory button (“M”) or any of the buttons used for
seat adjustment.

9622 Passenger compartment lights Ignition lock, light switch and door opener
The LED in the passenger compartment light illumi- lighting
nate the cockpit and center console area. It is also An LED is integrated in the front part of the driver's
used as an orientation light when the vehicle is side inner door handle. It is intended to illuminate
being driven in the dark. the ignition lock and light switch area to improve ori-
The subdued lighting produced, enhances the three- entation. The light emission opening of the LED can-
dimensional definition of the interior features and, at not be seen from the driver's position and cannot,
the same time, assists in locating switches. The therefore, dazzle.
light source is screened off in such a way that it An LED is also fitted in the door handle recess of
cannot irritate the driver or passenger. both the driver and passenger door. This assists
The LED can be set to 2 different brightness levels the driver and passenger in locating the door han-
using an additional switch in the passenger com- dle.
partment light. The switch can be actuated with a
pointed object (e.g. ballpoint pen).
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A – Spotlight switch, driver’s side

B – Passenger compartment light switch
C – Orientation light switch
D – Spotlight switch, passenger’s side
E – Orientation light
Passenger compartment light switch positions.

9120 Radio
The range of radio equipment for the 911 Turbo is
basically the same as that for the other 911 models
(model year '99).
The new 911 Turbo has the CR 22 radio/cassette

player as standard.
Sound package
A revised sound package is also available as stan-
dard for the new 911 Turbo. The instrument panel
and rear loudspeakers, designed as two-way sys-
tems, are identical to the current sound package.
In contrast, the housing volume has been rede-

signed and enlarged from approx. 3 l to approx. 5 l
(net).
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The closed housing version enables perfect harmo-
nization with the used loudspeaker system. The
130 mm woofers are identical to those in the cur-
rent sound package. The 6-channel amplifier (music
signal power 4 x 20 Watt and 2 x 35 Watt) used for
the sound package have been adapted to the new
door loudspeaker housing, as have the equalizer
and acoustic effects of the DSP system (available
as an optional extra).
The new sound system in the 911 Turbo includes

the following acoustic improvements:
• reduced acoustic distortion in the bass range

• reduced electrical distortion in the bass range
• increased total volume
• increased bass sound level

97 Wiring
As with the Boxster and other 911 models, the wir-
ing harnesses in the new 911 Turbo are specific to
the individual customer. The on-board electrical
system is divided into a total of 141 separate mod-
ules from which the supplier prepares the cable
harnesses – labelled with the respective serial
number – within 10 working days.
The on-board electrical system of the 911 Turbo

consists of up to 11 separate cable harnesses.
New features specific to the wiring diagram and wir-
ing installation of the Turbo are as follows:
• CAN* wiring for instrument cluster, engine con-

trol unit, PSM control unit and air-conditioning
control unit
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• Electrical lid releases
• New wiring installation for telephone antenna
cables (integrated antenna)
• Adaptation of door cable harnesses to enlarged
5 l door loudspeakers (bass reflex housing) and
additional orientation light
* CAN = Controller Area Network

9025 Instrument cluster In addition to the total odometer and trip odometer,
an on-board computer display (e.g. outside temper-
The basic design of the instrument cluster used in ature) is also displayed permanently in the multi-
the 911 Carrera has been implemented in the new function display. However, the content of the
911 Turbo. display can also be determined by the individual
A major new feature is the integration of a multi- customer. The display is a “dot matrix” display.
function display (on-board computer) in the Thanks to the higher pixel resolution of the dot-
lower part of the tachometer. matrix display compared to the segment display
This clearly organized display allows several items used in the 911 Carrera (996), figures and letters
of information to be shown simultaneously. are much clearer and it is possible to display infor-
mation texts.
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1 – Voltmeter A – Washer fluid level warning lamp

2 – Speedometer with analog display B – Check engine lamp
3 – Speedometer with digital display C – Porsche Stability Management
4 – Cruise control indicator lamp PSM information lamp
5 – Revcounter D – Porsche Stability Management
6 – Flashing turn indicator (left) PSM warning lamp
7 – High-beam indicator lamp E – ABS warning lamp
8 – Multifunction display (on-board computer) F – Brake fluid level warning lamp
9 – Flashing turn indicator (right) G – Handbrake warning lamp
10 – Light sensor for instrument lighting H – Brake-pad wear warning lamp
11 – Clock I – Engine oil pressure warning lamp
12 – Tiptronic display (where applicable) K – Battery charge warning lamp
13 – Temperature indicator for cooling system, L – Seat belt warning lamp
warning lamp M – Airbag warning lamp
14 – Fuel level indicator, warning lamp N – Retractable rear spoiler warning lamp
15 – Engine oil pressure indicator O – Luggage/engine compartment warning lamp
Instrument cluster with multifunction display with on-board computer.

Multifunction display/on-board computer Control stalk

The on-board computer is operated using the lower
left-hand steering column control stalk.
C11 060
C11 039
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Multifunction display with integrated on-board computer.
The main menu items are:

On-board computer operation is controlled through the
On-board computer steering column stalk.
Average speed, average consumption, range on

remaining fuel, outside air temperature, boost pres- Select the on-board computer functions
sure
– Push the stalk up (1) or down (2).
Limit
Confirming the selected menu item (Enter)
Speed gong
– Push the stalk forward (3).
Check
Moving back to previous selection levels
Stored warnings
– Pull the stalk back (4) one or more times.
Oil
You can return to the main menu at any time by
Oil level indicator repeatedly pulling back the control stalk.
Set
Driver settings and resetting
Off
To switch off the multifunction display

Functions and display options Displaying the on-board computer functions
Note: in display “C”
English translations for some of the multifunction Push the control stalk up or down.
display texts were not available when this brochure (The menu field “D” must be deactivated.)
was printed. – Outside temperature (°F or °C)
– Average speed (Ø miles/h or Ø km/h)
– Average consumption (Ø miles/gal or 1/100 km)
– Range–miles to empty (miles or km)
– Boost pressure (bar)
The above functions can be called up in sequence.
In the “BC” menu, it is possible to reset all values or

C12_111 just the values for “trip odometer”, “average speed”
C12_101 and “average consumption”.
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Note
By pulling back the control stalk, you can move

A – Upper display from a resettable value directly to the menu “C”.
B – Center display
C – On-board computer display Activating/deactivating the menu field “D”
D – Menu field Push forward or pull back the control stalk.
E – Arrow indicating additional menu items
Arrow “E” indicating additional menu items
On-board computer function and display options. Bottom Arrow :
graphic indicates additional menu items.
Push down the control stalk to display the addi-
tional menu items.
Basic setting
Arrow :
• Upper display: Odometer
• Center display: Trip odometer Push up the control stalk to display the additional
menu items.
Both displays can be changed individually in the
“SET” menu.

“LIMIT” Option 2:
Acoustic warning signal for speed limit
Preselecting the speed
The acoustic warning signal can be activated for
Select “LIMIT activated” using the control stalk:
speeds above 10 km/h (6 mph). The signal is
not activated
sounded when the set speed is exceeded.
activated
The signal is not set off again until the set speed is
exceeded by at least 5 km/h (3 mph). If “not activated”, push the control stalk forward.
Activate the menu field “D”:

Push the control stalk forward. C12_121
Set the speed:

Select “LIMIT” using the control stalk.
Select “mph +” or “mph –” using the control

stalk.
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C12_110
C12_121
Push the control stalk forward.
Repeatedly push control stalk forward until the

C12_109 desired speed has been reached. The acoustic
warning signal is activated for the desired speed.
C12_120f
Option 1:
Accepting current speed
Deactivating the acoustic warning signal

C11_125e
Select “LIMIT activated” using the control stalk.
Select “LIMIT activated” using the control stalk.
The acoustic signal is activated for the current Display:

speed.
Display:

“CHECK” “OIL”
Warning messages Display and measurement of oil level
Activate the menu field “D” Requirements for oil level measurement
Push the control stalk forward. – Engine idling.

– Engine has reached operating temperature.
Call up the warning messages – Vehicle is level.
– Vehicle is stationary.
Select “CHECK” using the control stalk.
Activate menu field “D”
Push control stalk forward.
C12_103
Start oil level measurement.
Select “OIL” using the control stalk.
Push control stalk forward. C12_117
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C12_108
C12_116
If warning messages are available, they can now be
called up using the control stalk.
You can also call up warning messages which you

acknowledged while driving (acknowledged mes- Push the control stalk forward.
sages are deleted the next time the ignition is Measurement is started.
switched on).
Push control stalk forward.

C12_119
C12_107
The waiting time for the oil level measurement is

shown in the display and also indicated by the scrolling
segments in the oil level indicator.
C12_106
Note
During oil top-off, gauge readings will not change
until the measuring system is recycled.

When measurement has been completed, you can Select “Ø mpg” using the control stalk.
read off the engine oil level from the segment dis-
play.
The difference between the min. and max. marking

C12_100
is approx. 1.5 liters.
One segment of the display bar corresponds to

approx. 0.25 liter filling volume.
If the oil level drops below the min. marking, the Push the control stalk forward.
segment below the min. marking flashes.
Info C12_105
You can call up the list of requirements for oil level
measurement using the “Info” function.
Failure
Failure of the oil level display is indicated by a warn- Push the control stalk forward.
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ing message in the on-board computer.
“BC” C12_104
Calling up and resetting on-board
computer functions
Push the control stalk forward. Average consumption is reset to

“-- --.- mpg”.
Example: Resetting average consumption
Select “BC” using the control stalk.
C12_115
C12_102

“SET”
On-board computer basic setting
00077

00077
Changing the on-board computer basic setting
Select “SET” using the control stalk. Push the control stalk down.
C12_126 00078
00078
Push the control stalk forward. Push the control stalk forward.
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00066 00079
00066 00079
With this function, you can reset: To return to the main menu, select “Return” and
then push the control stalk back/forward.
– trip odometer
– average speed
– average fuel consumption.
Switching between kilometers/miles

Select the “Speedometer” function from the “SET”
menu.
Example: Switching from kilometers to miles
00067
00067

Changing the display Example: Activating “Boost pressure” display:
Select “Display”.
00120
00068
00120
00068 Push the control stalk forward.

00121
00083
00121
00083 To return to the main menu, select “Return” and
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then push the control stalk back/forward.
The top and center displays can be changed indi-
vidually. Basic settings
Push the control stalk forward. Select the “Basic setting” function from the “SET”
menu.
The following displays can be selected by pushing
the control stalk down/up:
00069
00090
00069
00090
00116 00126
00116 00126
Push the control stalk forward to restore the

basic setting.

Language Temperature
Select the “Language” function from the “SET” Select the “Temperature” function from the “SET”
menu. menu.
00057 00059
00057 00059
Push the control stalk forward. Push the control stalk forward.
The following languages are available: The temperature can be displayed in °C or °F.
00128 00142
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00128 00142
Consumption
Select the “Consumption” function from the “SET”
menu.
00058
00058
The following display options are available:
00136
00136

Clock “OFF”
Select the “Clock” function from the “SET” menu. Switching off the display

00064 Select OFF using the control stalk.
00064
C12_112
The clock can be displayed in 12h or 24h mode.

00148
C12_114
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00148
Push the control stalk forward to switch off the

display.
00003
00003
Switching on the display again
Push the control stalk in any direction.

9003 Analog speedometer General information on on-board computer
functions
The speed of all four wheels is used to determine
the vehicle speed. The speed signal is transmitted Range on remaining fuel
from the PSM control module to the instrument clus-
ter via the CAN interface. If a wheel-speed fault is During a journey, the range on remaining fuel is con-
detected for one of the wheels (e.g. faulty wheel- tinuously recalculated based on the fuel content of
speed sensor), the vehicle speed is determined the fuel tank, and current and average consump-
using the speed signals from the remaining wheels. tion.
Speedometer A output (speed signal) The display reacts more spontaneously as the level
of fuel in the tank drops. For this reason, ranges
The speedometer A signal continues to be gener- below 15 kilometers (10 miles) are not displayed.
ated as long as ignition term. 15, term. 58 or term.
86 S is switched on. The varying inclination of the vehicle during the jour-
ney or when refuelling may lead to imprecise range
The output frequency is derived directly from the information.
determined wheel speed.
Note
As before, the speedometer A signal supplies 8
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No range on remaining fuel can be calculated if you
pulses per wheel revolution. refill a virtually empty tank with only a small amount
of fuel.
1709 Sensor for oil level indicator
As with the two engines 986/996, a sensor (probe) Average consumption and average speed
which consists of a heating wire and simultaneously The displayed values refer to the journey made
functions as a PTC (electrothermal measuring since the average consumption and average speed
method) is used to measure the oil level. The sen- displays were last reset to zero. The measurements
sor is installed in the oil reservoir. It is immersed in are not reset when the ignition is switched off.
the oil and is briefly energized during the measuring
process. The average consumption and average speed mem-
ories are erased if the vehicle battery is discon-
It is possible to derive the oil level from the start nected.
and end voltage of the energizing phase.
Outside air temperature
The outside air temperature display should not be
used as an ice warning.
The road surface (especially on bridges or shaded

stretches of road) may be icy even if temperatures
above 0 °C are displayed.

Warning symbols displayed in instrument

cluster and by on-board computer
If a warning symbol is displayed, always refer to the
Owner’s Manual.
Warning messages can only be displayed if all of

the measuring preconditions have been satisfied.
Therefore, it is important to check all fluid levels
regularly. This especially applies to the engine oil
level, which should be checked whenever the vehi-
cle is refuelled.
Instrument On-board Text displayed by

Message/Action
cluster computer on-board computer
Seatbelt All vehicle occupants must fasten their seat belt.
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Handbrake Handbrake not released.
Ignition key not

removed
Lights on
Front/rear lid not Close lids properly

closed
Refill washer fluid
Trip odometer reset Trip odometer has been reset to 0.

Units are changed Units of measurement (kilometers/miles) have been
changed for speed and distance.
LIMIT A current speed can only be accepted for the acoustic
Cannot be accepted warning signal if the vehicle is moving.
with vehicle stopped
LIMIT Selected speed limit for acoustic warning signal has been
exceeded exceeded. Adjust speed if necessary.
Warning lamp Consider range on Refuel at next opportunity

fuel level remaining fuel
indicator
Engine oil pressure Stop immediately at suitable location. Check oil level.
too low Refill with oil if necessary.

Message/Action
Temperature Engine temperature Switch off engine and allow to cool down. Check coolant
indicator too high level. Refill with coolant if necessary.
warning lamp
Temperature Check coolant level Switch off engine and allow to cool down. Check coolant
indicator level. Refill with coolant if necessary.
warning lamp
flashing
Check engine Have fault repaired at Authorized Porsche Service Center.
Temperature Failure of engine com- Have fault repaired at Authorized Porsche Service Center.
indicator partment blower
warning lamp
flashing
Warning Stop at safe location and switch off engine.
battery/generator Do not continue journey in vehicle.
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Have fault repaired at Authorized Porsche Service Center.
Failure indicator Oil pressure indicator is faulty.
Failure indicator Oil level indicator is faulty.

Failure indicator Coolant temperature indicator is faulty.

Failure indicator Coolant temperature indicator, revcounter, cruise control,

etc. may be faulty.
Service wear on Have brake pads changed immediately at Authorized
brake pads Porsche Service Center.
Warning Stop immediately at suitable location.

brake fluid level Do not continue journey in vehicle.
Warning Stop immediately at suitable location.
brake distribution Do not continue journey in vehicle.
ABS failure Have fault repaired at Authorized Porsche Service Center.
Failure indicator Speedometer, warning lamps for ABS, PSM, etc. may be
faulty.


Message/Action
PSM failure PSM system faulty.
Airbag failure Have fault repaired at Authorized Porsche Service Center.
Failure of spoiler Driving stability is impaired.

control Adjust driving style.
Selector Tiptronic emergency Have fault repaired at Authorized Porsche Service Center.
lever posi- mode
tion indicator
flashing
Failure indicator Indicators for several systems may have failed.
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Failure of fuel level Have fault repaired at Authorized Porsche Service Center.
indicator
Failure outside Have fault repaired at Authorized Porsche Service Center.

temperature indicator
Acknowledging the warning messages

Warning messages can be deleted from the on-
board computer display.
Push forward the on-board computer control

stalk.
You can call up deleted warning messages in the

“CHECK” menu.

9415 Headlights The mechanical concept of the beam mask is
based on an electronically actuated solenoid which
Xenon main headlights moves the beam mask to the high-beam position
when the high-beam signal is issued.
The new 911 Turbo has completely new main head-
lights which give Porsche’s top model a unique and When the high-beam headlight is switched off, the
distinctive appearance. moving beam mask is raised to the low-beam posi-
tion and held there by a pretensioned spring so that
The main headlights of the 911 Turbo are equipped
the specified light/dark boundary is reliably even in
with a new gas-discharge light system (“Bi-
the event of a system failure.
Xenon”). The range and road illumination of which
have been specially adapted to the high perfor-
mance of the vehicle.
“Bi-Xenon” headlights are exclusively reserved for 9_02_00

the 911 Turbo.
Note
Technically speaking, there is no difference
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between “Litronic” and “Xenon”. Both systems are
based on the principle of the gas-discharge lamp.
Trademark protection of different manufacturers
accounts for the different names. The name “Bi-
Xenon” is a reference to the fact that gas-discharge
lamp technology is also used in the high-beam A - High beam
headlights for the first time in this vehicle. In con- B - Low beam
trast to the “Bi-Xenon” system, a conventional halo- New Bi-Xenon headlight assembly with electronically-
gen lamp is used for the high-beam headlight in the actuated beam mask.
“Litronic” system.
With the Bi-Xenon projection module, the light

generated by the D2S xenon lamp is projected onto
the road surface by means of a large glass lens
measuring 70 mm in diameter. By moving a beam
mask, the beam exit area is enlarged compared to
the low-beam headlight so that the xenon light (simi-
lar to normal daylight) can also be used to produce
the spread beam of the high-beam headlight.
9_01_00
Bi-Xenon projection module projects light onto the road

surface through a large (70 mm diameter) lens.

The “Bi-Xenon” system offers the following advan- Automatic dynamic headlight beam adjust-
tages in low-beam mode: ment (AHBA)
• very high light volume The automatic dynamic headlight beam adjustment
• more light in the boundary zone before the system for the Bi-Xenon headlights is identical to
light/dark boundary the system for which Porsche has been using in the
Carrera and Boxster models (986/996) since
• homogeneous illumination of the entire road model year '99.
surface
The system contributes to road-traffic safety. The
• high color temperature enables good color
automatic correction of the headlight beams under
vision
different loading conditions or when the vehicle
• the sharply defined light/dark boundary pre- pitches as a result of braking or acceleration, reli-
vents passing vehicles from being dazzled ably prevents oncoming traffic from being dazzled
and improves road illumination when braking.
• to prevent the driver of the vehicle and the driv-
ers of oncoming vehicles from being dazzled, 60 Headlight cleaning system
the headlights are coated with “anti-dazzle”
paint at the necessary points and have a The headlight cleaning system (fitted as standard) is
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periphery illumination reflector for the first time integrated directly in the headlight.
Owing to this arrangement with its very high compo-
The “Bi-Xenon” system offers the following advan- nent density, it has been possible to reduce the dis-
tages in high-beam mode: tance that the cleaning water jet has to travel. The
• xenon high-beam headlights result is a reduced water requirement and, in turn, a
reduction in vehicle weight of approx. 1.5 kg (3.3
• lowering the beam mask provides a wide and lbs.).
very brightly lit illumination zone even at long
range (particularly important on winding roads) 9431 Tail lights
• supplementary halogen headlights ensure long- The tail lights of the 911 Turbo perfectly blend in
range illumination (important when driving at with the styling of the rear section of the vehicle.
high speeds along straight roads)
The functional sections in red and grey ensure a
• considerably better switching behavior when homogeneous appearance. The highly polished and
flashing the headlights as well as improved metal-coated housing surfaces give the lights their
transitioning compared to previous gas-dis- brilliance.
charge systems
The three bulbs used in each unit produce a very
The overall impression of a large headlight with typi- wide tail light.
cal Porsche design is achieved thanks to an illumi-
nation reflector (to reduce the subjective dazzling
of oncoming traffic). A halogen lamp which is used
for the side marker light and which produces light
that perfectly matches the color of the xenon lights.

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cardiagn.com

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Printed in the United States of America.

Editorial closing date: April 2000

Part Number - PNA 488 120 Edition - 01/00

• Turbocharging by two parallel turbochargers with intercoolers

2001 Service Information 1-1

Engine component locations.

1-2 Service Information 2001

2001 Service Information 1-3

1010 Crankcase 1348 Crankshaft

Two-piece crankcase assembly.

1-4 Service Information 2001

Cylinder sleeves made of aluminum and coated with

Intermediate shaft drive gear. Arrow indicates location of

At the end of the intermediate shaft is a coupler that

Cylinder case and Nikasil-coated aluminum cylinder

2001 Service Information 1-5

1310 Pistons Piston cooling

Ring 1 – Taper face ring 100 x 1.75

Piston and piston ring assembly.

1-6 Service Information 2001

A drive flange for the cylinder head oil return pump

Cutaway of hemispherical combustion chamber with

2001 Service Information 1-7

1571 Cylinder head gasket VarioCam Plus

VarioCam Plus intake camshaft.

A number of teeth have been removed from the gear-

1-8 Service Information 2001

These flat-base tappets are used on the intake side

Cutaway view of dual function flat-base tappet.

Camshaft adjuster shown with adjuster piston in advanced

2001 Service Information 1-9

Switching strategy of VarioCam Plus

This results in reduced friction owing to the small

VarioCam Plus shown in part-load range– inner

In the upper full-load range, the system is

The two individual systems of the VarioCam Plus

VarioCam Plus shown in idle speed range– inner tappet

In the part-load range, the small valve stroke

VarioCam Plus shown in upper full-load range– tappet is

1 - 10 Service Information 2001

B – Engine speed (rpm)

2 – Part-load range curve C – Power output (kW)

3 – Full-load range E – Power output curve

F – Road resistance in top gear

VarioCam Plus performance curves.

2001 Service Information 1 - 11

Schematic of engine oil circuit.

1 - 12 Service Information 2001

A pressure relief valve (7) and safety valve (3) are

2001 Service Information 1 - 13

Cooling system This prevents a difference in temperature between

Schematic of engine cooling circuit.

1 - 14 Service Information 2001

• Boost pressure sensor with integrated intake

*CAN = Controller Area Network. Communication

2001 Service Information 2-1

1 – Air filter housing 4 – Intercooler (Charge-air radiator)

Intake air ducting layout.

2-2 Service Information 2001

Ram air supply to intercoolers.

2001 Service Information 2-3

2601 Exhaust system