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Ferdinand Porsche
Short story
2015 Boxster Spyder
2015 Cayman GT4
2014 911 Carrera GTS
2014 919 Hybrid
2014 Cayenne Hybrid
2014 Cayenne
2014 911 Targa
2014 50 years 911 Engine
2013 911 GT 3
2013 Macan
2013 911 Turbo
2013 918 Spyder
2013 Cayman
2012 Boxster
2012 911 Cabrio
2011 911
2009 Boxster
2009 Panamera
2009 911 Turbo
2009 911 GT 3 RSR
2008 911 S Carrera C.
2008 911 Targa 4
2006 911 Turbo
2006 911 GT 3 RS
2005 911 Turbo Coupe
2005 RS Spyder
2005 Cayman
2005 Boxster
2003 Carrera GT Engine
2003 Carrera GT
2002 Cayenne
2001 Carrera 4S
2000 Boxster
1999 6-cyl. Turbo
1999 6-cyl. engine
1997 Turbo Coupe
1997 911 GT 1
1993 911
1993 Turbo Cross Sect
1991 968
1989 911 Speedster
1986 959
1984 928 Study 50
1983 956 - 104
1981 924 Carrera GTS
1981 924 Carrera GTR
1981 944
1981 Aircraft engine
1979 924 Turbo
1978 928
1977 911 930 Turbo
1977 935
1977 936 Le Mans
1976 924
1973 911 G-Modell
1973 Carrera RS
1973 911 Targa
1971 917 Rosa Schwein
1971 Sixteencylinder
1971 Targa
1970 911 S Typ 915
1969 914
1969 914 (Eight cylinder)
1969 911
1967 907 Short Rear
1967 917
1967 911
1967 911 Targa
1966 First crashtests
1966 906 Carrera 6
1966 911 S
1965 912
1964 911
1964 904 Carrera GTS
1964 904
1963 911
1963 911 Motor
1963 Elva
1960 356 B
1960 356B 2000GS
1959 754
1959 356 B
1956 597 'Hunting car'
1956 356 Brake
1956 356 Engine
1953 550 Spyder

1950 356 SL
1948 First 356
1947 356 preparation
1947 Cisitalia
1922 Car Sascha
1898 Electric car
1897 Lohner-Porsche
Engine data

Porsche 911

Models911 Carrera / Carrera S
(bore * stroke)
3.436 cm (97,0 mm * 77,5 mm) /
3.800 cm (102,0 mm * 77,5 mm)
Compression ratio12,5 : 1 (premium plus)
Mixture preparationMulti-hole direct injection
Torque390/440 Nm both at 5600 rpm
Performance257 kW (350 hp)/294 kW (400 hp)
both at 7.400 rpm
Maximum speed: 7.800 rpm
TypeRear engine, longitudinal, rear-wheel drive
GearboxSeven speed manual:
self-switching (option):
Axle driveElectrically controlled lock, transmission: 3,44
CO2-emission194/205 g/km
BodyAluminum-steel composite construction, aluminum: doors, engine hood
Length4.491 mm
Width1.808 mm
Height1.303 mm
cW-value0,29 (2,01 m)
Trunk f/r135/205 liter
Suspension f/rMcPherson, multilink
SteeringRack and pinion, servo, electromechanical, variable support, automatic straight direction
Foot brakeFour/six-piston fixed caliper, distribution front/rear, discs perforated, internally vented, ceramic brakes (optional)
Hand brakeDrums, Duo-servo, fully electrically, starting aid
Tyres f/r235/40 ZR 19 (8,5") /
245/35 ZR 20 (8,5")
285/35 ZR 19 (11") /
295/30 ZR 20 (11")
tyre pressure individual control (option)
Kerb weightab 1.380/1395 kg with driver
Payload415/435 kg
Tank capacity64 liter
Top speed289/287 km/h / 304/302 km/h
Purchase priceFrom 88.000/102.500 Euro
Electrics12 V, 2.100 W, 70 Ah, 450 A

Before you read this article, you should have a look at the video about the design of this new Porsche at the bottom of the page. It seems to somewhat lift itself above the usual standard. After that we can deal with the most important technical details.

Basically, the 911 uses technology, which comes from the VW Group and e.g., has a somewhat longer tradition in Audi. Otherwise, how else could the wheelbase be lengthened by 10 cm and the rear overhang only by 1,2 cm? The engine has certainly not become any shorter. The reason is, that the engine has been shifted closer to the gearbox, which produces less leverage caused by the overhang. They have not placed the final drive between the clutch and the gearbox, but next to it, thus achieving a longer wheelbase with the engine in the same position as before (see above video). This way, the new 911 appears to have been stretched a little.

It sounds crazy, when the consumption and thus the CO-emission value of a sports car like this, with a top-speed of 300 km/h, has to be reduced. Do you think this would interest even merely one customer? The version with an automatic gearbox already achieves a value of under 200 g/km, at least Porsche says it does. Indeed, this has meant a lot of work. E.g., The weight has been reduced by 45 kg and the car is fitted with start-stop, brake-recuperation a 'sailing-function'. The (smaller) engine has lost 200 cm of capacity, so that it's performance could only be slightly increased by raising the revs by about 1000 RPM. Thereby, it seems that the sound-design, still with flap-control instead of active loudspeakers, is becoming more and more important. Porsche stresses the fact that they have added nothing to the sound. Should an emotional desire arise, the customer can have the sound transferred into the interior.

Longitudinal dynamics: acceleration, braking, pitching movements

Indeed, Porsche would not be Porsche, if a lot of additional precision work were not done. If the rear-engine has really very few advantages, at least the exhaust begins very far to the rear. Thus, the complete car-underside can be favourably closed in. Even the air-oil heat exchanger for the gearbox is now missing. It's cooling is now pooled together with that of the engine and the interior heating. This results in four partial circulations, all supplied by a mechanical pump driven by the car engine and regulated either by valves or an electric thermostat.

The manual seven-speed gearbox is a real surprise. One would have thought that with the number 'six', the end of the line had been reached. Indeed, far more important than the number of speeds, are the gear-ratios. At first however, the increased RPM-level doesn't point toward petrol saving and thus, a very long gear-ratio. After all, the top-speed is reached in sixth gear. It's quite possible, that there are drivers who will never use the seventh gear, but rather stay in sixth and dedicate themselves to the sound-design. By the way, if the standard gearbox is the same, and also has the electronic intervention possibilities, the extra cost of 3.500 for the automatic transmission seems pretty steep.

As always, a second, closer look behind the scenes, is worthwhile. Have a look at the two diagrams above. They don't explain why the car with the twin-clutch gearbox has a slightly lower top-speed, indeed, it does show how come it has a lower fuel consumption or CO2-emission. The much higher gear-ratio in seventh gear does the trick. 90 km/h at 1500 RPM, a ratio that was actually thought out for trucks. This is where the seven-speed gearbox makes sense, even if it's ratio is a bit too long to reach the exact top-speed. Even in this gear, there is protection up to 320 km/h against over revving. We're probably going to have to think again, with some of the high-torque cars.

Cross-dynamics: Yawing and swaying

The chassis is a special highlight for the technicians. The active sway-compensation is one topic with the Carrera S. Once again crazy, it means that the outside curve wheels, e.g., through having stabilizers which, in themselves can be twisted, are having to do a lot more work. This means that the respective axle should actually break-out earlier. However, with this type of super-sports car and on dry roads, these fine differences are hardly comprehensible for the normal car driver. The advantage of the sway- compensation, is of course, a more stable camber, point of gravity and thus, the wheel-load distribution.

It really is worthwhile, to take a closer look. E.g., at the final drive at the rear. The first picture shows a normal locking differential. Actually, the second one does as well, indeed, in this case, the cross-locking can be made stronger or weaker. Here ESP takes on a completely different meaning. It doesn't take away the fun, but rather redistributes the torque precisely when the yawing movement of the car takes place. 01/12