On the 911 Turbo models, DFI injects the fuel with millisecond precision directly into the combustion chamber at up to 2,030 psi via electromagnetically actuated injection valves, thus ensuring homogeneous distribution of the air/fuel mixture and consequently efficient combustion.

In the direct injection system, the EMS SDI 3.1 engine management system adjusts the injection timing individually for each cylinder and the injection quantity for each cylinder bank. This optimizes both the combustion curve and fuel consumption.

Dual injection is implemented at engine speeds of up to 3,200 rpm and triple injection up to 2,700 rpm to ensure faster catalyst warm up after a cold start and more torque in the upper load range. The required quantity of fuel is distributed to two or three successive injection processes per

cycle.

DFI improves the internal cooling of the combustion chamber by forming the mixture directly in the cylinder. This has made it possible to increase compression (9.8:1), resulting in more engine power and even greater efficiency.

The 911 Turbo and 911 Turbo S models are straightforward, almost matter-of-fact, when it comes to handling power. VTG has contributed enormously to this.

The variable turbine geometry of the twin water-cooled exhaust gas turbochargers goes a long way to resolving the conflict of aims of normal turbochargers. With this technology, the gas flow from the engine is channeled onto the turbines via electronically adjustable guide vanes. By changing the vane angle, the system can replicate the geometry in all types of turbo, large or small, and thus achieve the optimum gas-flow characteristics. The guide vanes are controlled by the engine management system.

The result is a high turbine speed – and therefore higher boost pressure – even at low engine rpm.

With more air available, the combustion is increased, yielding greater power and torque. Maximum torque is reached at lower rpm and is retained across a wider rev range. Both engine variants deliver a torque of just 480 lb.-ft. from as low as 1,950 rpm. In the case of the 911 Turbo models, this torque is available up to 6,000 rpm. The increased maximum torque of 516 lb.-ft. in the 911 Turbo S models is available between 2,100 rpm and 4,250 rpm.

When the boost pressure reaches its maximum value, the guide vanes are opened further. By varying the vane angle, it is possible to achieve 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.

In the 911 Turbo models, engine performance can be further enhanced by selecting the SPORT button on the optional Sport Chrono Package Turbo. Under full acceleration, the maximum boost pressure in the lower and medium speed ranges is temporarily increased by approximately 2.9 psi. As a result, engine torque is temporarily boosted by 36 lb.-ft. to a maximum of 516 lb.-ft. The 911 Turbo S models, by contrast, are configured to operate with a higher boost pressure level, which means that their maximum torque of 516 lb.-ft. is available for an unlimited period.

These values are sure to impress. Yet, combined with the fuel economy achieved despite the high power output, they are even more impressive. Because power alone is not enough.

More power for less fuel. What sounds absurd is sometimes quite simple. You just have to have the nerve to question principles that are seemingly written in stone.

The 911 Turbo and 911 Turbo S models have an innovative expansion intake manifold that was used for the first time on the latest 911 GT2. Its unique operating principle is unlike anything ever featured on existing induction systems. Our ‘expansion’ intake manifold is a radical development that is the polar opposite of the resonance principle used on conventional turbocharged engines.

A resonance manifold increases engine output by forcing additional air into the combustion chambers. To do this, the manifold is designed in such a way that the air – which vibrates due to the action of the valves – is in a compression phase as it passes through the inlet ports.

Unfortunately, compression not only increases air volume, it also increases air temperature and this has a negative effect on ignition.

Our expansion manifold simply turns that principle around. The internal geometry is radically different from that on a resonance intake system. Key modifications include a longer distributor pipe, with a smaller diameter, and shorter intake pipes. As a result, the air is in the expansion phase as it enters the combustion chambers. Since expansion always cools, the air/fuel temperature is lower and ignition is significantly improved – thereby increasing performance.

Of course, the amount of air that enters the engine under expansion is less than it would be under compression. To compensate for this, we’ve simply increased the boost pressure. The resulting

increase in temperature – again through compression – is immediately offset by the uprated intercoolers.

Instead of hot compressed air entering the combustion chambers, we now have cooler air generating more power and torque. As a consequence, there is a major improvement in engine efficiency and therefore lower fuel consumption even under heavy loads and at high revs.

As we said, sometimes you just have to question established ideas.

Derived from motorsport, PDK, which is standard for 911 Turbo S models and optional for 911 Turbo models, achieves one thing above all else: it provides the perfect balance between uncompromisingly dynamic performance and exceptional levels of comfort. It’s purely about point of view. The driver’s especially.

PDK, with both a manual and an automatic mode, enables extremely fast gear changes with no interruption in the power flow. For improved acceleration and significantly lower fuel consumption – without having to dispense with the advantages of an automatic.

The driver experiences a sportier, even more dynamic drive with more agility. Depending on driving style, gear changes range from exceptionally comfortable to exceptionally sporty.

Manual gear changes are performed using PDK’s ergonomically designed gear lever or alternatively, on the 911 Turbo models, using the switches on the sports steering wheel: nudge forwards to change up, pull back to change down. Fitted as standard on 911 Turbo S models and available as an option for 911 Turbo models is the SportDesign steering wheel which can also be used to operate the PDK manually using the gearshift paddles behind the left and right steering wheel spokes. With its motorsport-derived gearshift logic, you pull the right-hand paddle to shift up and pull the left-hand paddle to shift down.

PDK has been specially tuned to the characteristics of the 911 Turbo models and the 911 Turbo S models. It has seven gears at its disposal. Gears 1 to 6 have a sports ratio, with the top speed being reached in 6th gear. The 7th gear has a long ratio and helps to reduce fuel consumption even

further.

PDK is essentially two half-gearboxes in one and thus requires two clutches – designed as a double wet clutch transmission.

This double clutch provides an alternating, non positive connection between the two half-gearboxes and the engine by means of two separate input shafts (input shaft 1 is nested inside the hollowed-out input shaft 2).

The flow of power from the engine is only ever transmitted through one half-gearbox and one clutch at a time, while the next gear is preselected in the second half-gearbox. During a gear change,

therefore, a conventional shift no longer takes place. Instead, one clutch simply opens and the other closes at the same time. Gear changes can therefore take place within milliseconds.

Clutch 1 controls the first half-gearbox, which contains the odd gears (1, 3, 5, 7) and reverse. Clutch 2 controls the second, which contains the even gears (2, 4, 6).

The Sport Chrono Package Turbo with dynamic engine mount system (standard on 911 Turbo S models) provides PDK with two additional functions, ‘Launch Control’ and ‘motor sport-derived gearshift strategy’. PDK – sporty, comfortable and efficient. Characteristics that have been given some thought elsewhere too: in the specification for the 911 Turbo model range.

Genuine high performance calls for more than just a powerful engine. It also requires an effective means of delivering that power to the road. One solution to this is all-wheel drive. An even better one is the further-enhanced Porsche Traction Management (PTM), consisting of active all-wheel drive with electronically controlled multi-plate clutch and including an automatic brake differential (ABD) and anti-slip regulation (ASR).

PTM improves vehicle dynamics even further whilst ensuring that none of the customary traction and driving safety is lost. The result is an even more enjoyable sporty ride combined with exceptional stability.

Torque is distributed actively – and exceptionally quickly – via an electronically controlled

multi-plate clutch. The advantage is that, through continuous monitoring of the driving conditions, a more immediate response to changing scenarios can be achieved. The status is monitored with the aid of on-board sensors. These are used to measure a range of values, including the rotational speed of all four wheels, the lateral and longitudinal acceleration of the car, and the current steering angle. The sensor data is analyzed in ‘real time’, enabling immediate adjustments in front-end drive torque as and when required. If, for example, the rear wheels lose traction under acceleration, a greater proportion of drive torque is automatically transmitted to the front axle. At the same time, ASR prevents the rear wheels from spinning by adapting the engine power. When cornering, the system controls drive to the front wheels in order to maintain optimum lateral grip. On variable-grip surfaces, traction is enhanced using the automatic brake differential (ABD). If a wheel threatens to spin, PTM brakes it via ABD and in doing so transfers more drive torque to the other wheel on the same axle.

Assisting PTM is Porsche Stability Management (PSM). Combined, these systems provide excellent torque distribution – and therefore outstanding performance – in all driving conditions.

The benefits of PTM are most evident in wet and snowy conditions. In these conditions, the 911 Turbo models offer breathtaking acceleration.

In short, PTM provides greater active safety and greater performance, combined with exemplary balance.

Porsche Torque Vectoring (standard on 911 Turbo S models, optional for 911 Turbo models), with variable torque distribution to the rear wheels and a mechanical limited-slip rear differential, is a system that actively enhances vehicle dynamics and stability.

As a function of steering angle and steering speed, accelerator pedal position, yaw rate and vehicle speed, PTV is able to improve steering response and steering precision significantly by specific braking of the right or left rear wheel.

In simple terms, this means that when the car is driven assertively into a corner, moderate brake pressure is applied to the inside rear wheel. Consequently, excess drive force, which varies depending on the braking force applied to the inside rear wheel, can be distributed to the outside

rear wheel, and a rotational pulse (yaw movement) is generated around the vehicle’s vertical axis. This assists the steering input and results in a more assured steering maneuver.

At low and medium vehicle speeds, the system significantly increases agility and steering precision, whilst at high speeds, and in combination with the mechanical limited-slip differential, it additionally ensures greater driving stability.

The system, combined with Porsche Traction Management (PTM) and Porsche Stability Management (PSM), also puts its stabilizing effect to good use on road surfaces with varying levels of grip and on snow and ice.

As PTV increases the car’s dynamic performance, the system remains active when driving on the racetrack, even if PSM has been deactivated.

Where efficiency is concerned, this enhanced performance and stability are achieved without the need for any additional components, apart from the mechanical limited-slip rear differential. In other words, a more enjoyable drive with no additional weight.

The location of the six-cylinder boxer engine was not up for discussion. Neither was the use of two exhaust gas turbochargers with Variable Turbine Geometry (VTG). These are permanent fixtures in a successful concept. But that was no reason for Porsche engineers to rest on their laurels.

As a result, the 3.8-liter flat-six engine now comes in two power levels.

The 911 Turbo models generate 500 hp at 6,000 rpm and 480 lb.-ft. of torque between 1,950 rpm and 5,000 rpm (516 lb.-ft. for a temporary period with the overboost of the optional Sport Chrono Package Turbo with dynamic engine mount system).

In the 911 Turbo S models, a modified valve control system and an adaptation of the engine

management, combined with an increase in maximum boost pressure by around 2.9 psi, enable the power unit to produce 530 hp between 6,250 rpm and 6,750 rpm and generate a permanently high torque of 516 lb.-.ft between 2,100 rpm and 4,250 rpm to deliver even more power to the road.

The consistently high low-end torque of both engine variants means that you can relax behind the wheel – and relax about fuel consumption, too.

Fuel consumption is a consideration that at present is becoming at least as important as performance figures. Including – perhaps particularly – for sports cars of this genre. The fuel consumption and emissions of the 911 Turbo S models are as low as those of the 911 Turbo models, despite 30 hp of extra power output. Despite the extra power, it has been possible to increase

fuel efficiency.

This has required the use of sophisticated technologies and processes. Examples include direct fuel injection (DFI), VarioCam Plus, Variable Turbine Geometry (VTG) and the expansion intake manifold.

On balance, the engines of the 911 Turbo and 911 Turbo S models demonstrate power, even when it’s not just about power in the traditional sense of the word.

Integrated dry-sump lubrication ensures a reliable supply of oil even when a sporty driving style is adopted. It also has additional cooling functions.

The oil tank is located in the engine, thereby eliminating the need for an external oil tank.

A total of seven oil pumps ensure the supply of oil. Six of those return the oil from the cylinder heads and exhaust gas turbochargers directly to the oil sump where a seventh oil pump feeds oil directly to the lubrication points in the engine.

To reduce drive losses and increase efficiency, an electronic on-demand oil pump is used. This means that the oil pump is operated at high power when there is high demand and at low power when

there is low demand. The result is an optimized oil supply appropriate to requirements, lower fuel consumption and fewer emissions.

An alloy engine means less weight and consequently reduced fuel consumption. The intelligent engine design also saves weight.

The alloy crankcase is divided vertically, with the cylinders integrated into the crankcase. Forged connecting rods are used. For optimum durability, we’ve used forged aluminum pistons running in cylinders made from an aluminum/silicon alloy and cooled via individual oil-spray jets.

Integrating the camshaft bearing system fully into the cylinder heads has also saved weight. The subsequent low levels of engine friction and the efficient design of the oil supply system have helped to reduce fuel consumption even further.

VarioCam Plus is a variable valve timing system on the inlet side which also features two-stage valve lift. For excellent smooth-running performance, better fuel economy and fewer emissions. And greater power and torque.

The timing of each valve is steplessly and electro-hydraulically controlled by means of a rotary vane adjuster.

For optimum responsiveness during the warm-up phase, VarioCam Plus will select the higher valve lift setting and retard valve timing. At medium revs and low engine loads, the lower valve lift setting is selected and timing advanced in order to reduce fuel consumption and emissions. For maximum power and torque, the higher lift setting is selected and the timing of the valves is

advanced.

The EMS SDI 3.1 engine management system ensures optimum performance at all times.

It is responsible for all engine-related functions and assemblies, resulting in improved fuel economy, emission levels and performance, regardless of driving style.

Another important task performed by the engine management system is cylinder-specific knock control. Since conditions tend to vary across the engine, each cylinder is monitored separately. If a risk is detected, the individual ignition timing is adjusted to protect the cylinders and pistons at high engine speeds and loads. The on-board diagnostics system provides continuous fault detection as well as early warning for the exhaust and fuel supply systems. This actively reduces harmful emissions while maintaining consistent rates of fuel consumption.

The exhaust system is made from stainless steel. Its catalytic converters are extremely heat-resistant, yet quick to reach temperature – and thus optimum performance – when the engine is started from cold.

Advanced exhaust gas technology ensures compliance with stringent emissions standards, LEV II in the USA.

The six-speed manual gearbox, available as standard exclusively for the 911 Turbo models, is specifically adapted to the unique characteristics and extremely high torque of the engine in these vehicles. Designed primarily for sports driving, it features a perfect ratio spread enabling a smooth transition through the gears. The gear lever throw is short and precise, with only minimal effort required. Thanks to a dual-mass flywheel, this performance is achieved without any compromise in comfort.

The linkage provides a direct connection with the gearbox unit while insulating the lever from engine vibration.

One final detail – the gear lever design is exclusive to the 911 Turbo models.

Although the figures provide succinct proof of its power, there is one value in particular that makes a 911 Turbo what it is: constancy. Of course, much has changed in the course of seven generations, but the basic principle remains the same.

It is in the nature of the 911 Turbo to handle its power effortlessly and with composure. Power is available at all times. The 3.8-liter six-cylinder boxer engine with DFI outputs 500 hp at  6,000 rpm and summons up 480 lb.-ft. of torque between 1,950 rpm and 5,000 rpm. Despite delivering more power than the previous model, it has been possible to increase fuel efficiency

Here are some more fascinating facts: with the standard six-speed manual gearbox, the traditional 0 to 60 mph sprint is achieved in just 3.5 seconds. With the optional PDK and Sport Chrono Package

Turbo with dynamic engine mount system, this time is reduced even further, to 3.2 seconds. The 124 mph mark is reached in 11.9 and 11.3 seconds respectively. Top track speed is 194 mph.

These figures undoubtedly brand the 911 Turbo as a super athlete. Yet the amazing thing is the ease with which the driver can achieve them. Helping to make it all so easy are the standard-fitted Porsche Traction Management (PTM) active all-wheel drive, Porsche Stability Management (PSM), Porsche Active Suspension Management (PASM) and optional Porsche Torque Vectoring (PTV).

What’s also interesting is that these technologies not only produce impressive performance figures, they also vastly improve the car’s everyday practicality.

The same can be said for the comfortable interior. Leather trim and the multi-way electrically adjustable comfort seats with driver memory function come as standard. Porsche Communication Management (PCM) with a GPS navigation system features intuitive controls, while the standard BOSE® Surround Sound System provides an impressive sound experience. Seat ventilation, steering wheel heating and many other personalization options are available on request.

The 911 Turbo. Whether you perceive it as a no-compromise embodiment of the power principle or as a technology platform that effortlessly combines efficiency with comfort and a sporty edge depends on one thing above all else: your point of view.

To understand the evolution of the 911 Turbo, you have to go back to 1974. To France, and the Paris Motor Show. To the first turbocharged 911. The wrong car at the wrong time. At least that’s what some journalists, doubters and waverers thought.

Their reservations were entirely understandable. After all, times were hard and oil was in short supply. Then Porsche launched a car that anticipated the concept of the super sports car, with its power output of 260 hp, maximum torque of 253 lb.-ft. and 5.5-second sprint from 0 to 60 mph.

What on earth was going on at Zuffenhausen? Was it a lack of understanding of the needs of the market? A blinkered desire for power? Perhaps even over-confidence and a lack of awareness?

Certainly the desire for power could not be denied. But it had a goal. And the way to that goal followed a unique path. A glance at the data sheet was enough. Alongside the fabled engine output, torque, acceleration and top speed figures were other, no less impressive figures.

A 3-liter displacement and six cylinders in a boxer configuration were all that the first 911 Turbo needed to turn the sports car world (where the motto was ‘size equals power’) upside down.

In other words, the car on show on the stand in Paris wasn’t just a car bursting with power. Here was an idea, an opportunity.

To get more from less. To optimize the ratio of work input to work output. In short, efficiency

demands performance. That was the principle. And it still stands to this day.

The car was made technically possible by an invention from 1905. The Swiss engineer, Dr. Büchi, utilized the energy of the flow of exhaust gases to increase the efficiency of combustion engines.

You don’t need to be an engineer to understand the practical benefits of this. Turbocharging means a tremendous gain in power for comparatively small engine displacements. The advantage of small-displacement engines is particularly felt in the lower and middle load ranges – in other words, during everyday driving on the road. In these conditions, fuel consumption and CO2 emissions figures are significantly lower than those for larger engines.

Another advantage is the compact engine size which reduces weight. The engine takes up less space and keeps the overall vehicle weight down. In short, agility and dynamic performance are increased and fuel consumption is decreased.

Of course, in 1974, the technology was still in its infancy. The idea needed to mature, but the fact remained that it worked. What started out as a scheduled production run of 400 vehicles has become a lifetime’s work.

Over the years, alongside continual increases in power output, the 911 Turbo has seen the introduction of a wide variety of technologies to improve handling and dynamic performance as well as fuel consumption and efficiency.

Examples from 1977 include above all the intercooler, which improved turbocharger efficiency, and the cross-drilled brake discs, which increased braking performance and reduced unsprung masses. In 1990, the 911 Turbo based on the Type 964 was the first to be equipped with a regulated catalytic converter as standard.

The twin-turbo engine introduced in 1995 performed excellently, delivering a significantly more harmonious build-up of power and making the 911 Turbo a much more composed and there-by more fuel-efficient vehicle. All-wheel drive was introduced for the first time, increasing both traction and safety.

A major step towards greater efficiency was achieved in 2000 with the launch of the 911 Turbo

based on the Type 996. This saw the use of technologies that are also to be found on the latest 911 Turbo generation. VarioCam Plus reduced fuel consumption drastically, whilst the extending rear wing, through its ability to change position, complemented the already exemplary aerodynamic performance.

In 2006, the launch of the 911 Turbo based on the Type 997 revealed a revolution in turbocharging, with the advent of Variable Turbine Geometry (VTG). More power. More torque. Less fuel. Less CO2. Porsche was the first car manufacturer that was able to use this technology in standard-production petrol engines. And so far is the only one to do so.

And today? The principle behind the 911 Turbo is still one of power and efficiency and

consequently is just as valid as ever.

Direct Fuel Injection (DFI) improves power output, torque and engine response whilst also reducing fuel consumption and CO2 emissions. The Porsche Doppelkupplung (PDK), or double-clutch gearbox, shortens gearshift times, eliminates any interruption in the flow of power and increases efficiency thanks to the long-ratioed 7th gear. Also doing their bit are the expansion intake manifold and on-demand oil pump.