2009 Porsche 911 Turbo

911 Turbo

Porsche rocked the sports car world last year with the introduction of its sixth-generation 911 Turbo Coupe. This latest version, designated internally as 997, is the sports-car manufacturer's most powerful, nimble and environmentally friendly four-place Turbo Coupe to date. For 2008, the Turbo Coupe is joined by a similarly potent Turbo Cabriolet.
Optional Leather Sports Bucket Seats
Essentially a race seat with a folding backrest, the new sports bucket seat boasts carbon fiberreinforced construction for a weight savings of 15 to 20 pounds (7 to 9 kg) over standard seats, depending on model. Like all Porsche driver and front-passenger seats, the sports bucket seats have integrated thorax airbags and are compliant with all Ú.S. safety standards. ( posted on conceptcarz.com)





Performance
In the 911 Turbo, maximum torque is reached at a much lower rpm and retained across a wider revolution band. At every engine speed, throttle input is met with a commanding yet measured response. Once the boost pressure reaches its maximum value, the guide vanes are opened further. By varying the vane angle, it is possible to achieve and maintain the required boost pressure over the entire engine speed range. As a result, there is no need for excess-pressure valves, as found on conventional turbocharged engines.

For brief bursts of additional power, the driver can select Sport mode on the optional Sport Chrono Package Turbo. Únder full acceleration, this selection engages an 'overboost' function for up to 10 seconds, temporarily raising the engine's torque to an astounding 505 lb.-ft. Surprisingly, Variable Turbine Geometry also contributes to the 911 Turbo's improved fuel efficiency, as well as its astonishing acceleration.



It's well understood that a smaller turbine will generally reach optimum speed more quickly than a larger, heavier turbine. But as engine revolutions continue to climb, exhaust flow tends to overwhelm the smaller turbine; the resulting backpressure robs the engine of power at high rpm. Larger turbo units have the opposite tendencies. They work well at mid- to high-range engine speeds, but it takes them longer to spin up to speed, resulting in 'turbo lag.'

The 911 Turbo offers a revolutionary solution to this dilemma. Its win inter-cooled turbochargers feature the application of Variable Turbine Geometry (VTG). With Variable Turbine Geometry, the exhaust flow is channeled into the turbines by way of electronically adjustable guide vanes. By changing the angle of these vanes, the system can replicate the advantages of a small turbo at low rpm, and a larger turbo as the tachometer climbs.

While this technology has been used in diesel engines since 1996, Porsche uses Variable Turbine Geometry for the first time in the new Turbo. The system is capable of handling the significantly hotter exhaust from a gasoline engine by using heat-resistant materials first developed for aerospace.

Six-Speed Manual
The new 911 Turbo features as standard equipment a new six-speed manual gearbox, meticulously adapted to handle high torque. Designed primarily for sports driving, it features the ideal spread between successive gear ratios. Gearshift throws are short and properly weighted, enabling rewarding and decisive shifting. The linkage provides a direct connection with the gearbox while insulating the lever from engine vibration. A dual-mass flywheel assures smooth power delivery and quiet idling in neutral. One final detail - the new gear lever design - is exclusive to the 911 Turbo.

Tiptronic S
There was a time when the sports car buyer was forced to choose between the control of driver-executed gearshifts and the ease of automatic shifting. Porsche changed all that with the introduction of Tiptronic, a highly sophisticated automatic transmission with a manual shifting option.

The five-speed Tiptronic S, the latest advance of this technology, is now available as an option on the 911 Turbo. Far from compromising performance, its lightning-quick gearshifts actually reduce sprint times compared to that of the standard six-speed gearbox. Tiptronic S shaves 0.3 seconds in the sprint from 0 to 60 mph, and 0.8 seconds from 0 to 120 mph.

The Tiptronic S offers you the choice of fully automatic five speed shifting or manual control.

In manual mode, shifts are executed using controls on the steering wheel. Simply press up to upshift, down to downshift. The clutch function is fully automatic.

In automatic mode, Tiptronic S displays almost prescient awareness of the driving situation and road conditions. Drivers quickly develop a feel for the system, and quite soon find themselves managing gear selection through throttle input alone.

Based on your driving style, the system selects from a wide range of shift patterns, from a conservative fuel-saving pattern all the way to a dedicated 'Sport' pattern. Únlike conventional automatics, Tiptronic S prevents mid-corner gearshifts and unexpected weight transfer, enhancing stability and safety. Únder heavy braking, the system shifts down, using engine braking to slow the car, particularly helpful when approaching a corner. Únder prolonged braking, additional downshifts are performed based on the amount of brake force applied.

The system's incline sensor improves uphill acceleration and makes better use of engine braking on descent, reducing the brake system load. If traction is lost under braking in rain or snow, Tiptronic S automatically shifts up to help restore lateral grip and bring the car back in line with the intended course.

Porsche Active Suspension Management
For the ultimate in comfort and control, the 911 Turbo is equipped with Porsche Active Suspension Management (PASM) as standard equipment. This system provides continuous adjustment of the damping force at all four corners of the car to suit your driving style and changing road conditions.

Porsche Active Suspension Management has two driver-selectable modes, 'Normal' and 'Sport,' which share a minimal degree of overlap. In either mode, PASM reacts to changes in the road and your driving style by varying damping force at each wheel. The system uses a range of sensors to monitor the car's longitudinal and lateral acceleration, braking, steering angle, brake-pedal pressure and engine torque. A dedicated control unit analyzes all this data, and adjusts damping to suit the situation, within the parameters of the driver-selected mode.

Further driver input is not required, even if road conditions change. If Sport mode is selected, for example, the suspension is set to a harder damper rating. If the quality of the road surface falls below a certain threshold, the system immediately changes to a softer rating within the Sport range. This adjustment enhances occupant comfort as well as traction and grip. When the road surface improves, PASM automatically reverts to the original, harder rating.

Likewise, if Normal mode is selected and the car is driven more assertively, PASM automatically switches to a harder rating within the Normal setup range. As the dampers become stiffer, the car becomes more stable, ensuring higher levels of active safety and responsiveness.

With Porsche Active Suspension Management, agility is enhanced, without compromising overall ride quality. The result is a new level of harmony between comfort and control.

Source - Porsche