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Old 04-15-2004, 06:08 AM   #61
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Porsche Cayenne S

Highlights

Impressive power and performance

The V8 power unit featured in the Cayenne S develops superior torque and pulling force even from low engine speeds. Maximum torque of 420 Newtonmetres or 310 lb-ft is maintained consistently between 2500 and 5500 rpm. The extremely short and compact normalaspiration V8 power unit with the two rows of cylinders facing one another at an angle of 90° develops maximum output of 250 kW (340 bhp) at 6000 rpm from total displacement of 4.5 litres. This impressive Porsche engine incorporates 32 valves driven by two camshafts on each row of cylinders. When required to show its full performance, the Cayenne S with manual transmission fitted as standard accelerates from 0 – 100 km/h in 6.8 seconds, acceleration to 100 km/h with Tiptronic S taking 7.2 seconds. Top speed is 242 km/h or 150 mph.




Innovative four-wheel drive: Porsche Traction Management

Porsche Traction Management (PTM) featured as standard on all models in the range is crucial to the Cayenne's performance in every respect. In its basic mode, this brand-new generation of four-wheel drive distributes 62 per cent of the engine power to the rear and 38 per cent to the front wheels. Depending on the situation, up to 100 per cent of engine power and torque may be fed to the front or rear, as required. And this division of power is not determined by the lack of traction alone, but rather by sensors measuring the speed of the vehicle, its lateral acceleration, steering angle and operation of the gas pedal in order to determine the optimum degree of locking action. When driving on rough terrain, finally, PTM also provides direct access to a reduction gear in the power divider as well as a 100 per cent front-to-rear differential lock.




Porsche Stability Management featured as standard

Featured as standard in all Cayennes, Porsche Stability Management (PSM) consistentlyinteracts with PTM but only intervenes when the vehicle is driven to the limit, stabilising the Cayenne in such a situation by applying the brakes as required on individual wheels. Should this brake function not be sufficient for stabilising the car, PSM will also intervene in engine management, controlling drive forces via the ignition and throttle butterfly.




Side impact safety system featuring thorax and curtain airbags

All three Cayennes S offer innovative technology also in the area of passive safety: Both the driver and front passenger airbag are activated by a gas generator operating in two stages. And then Porsche offers a side impact safety system made up of the thorax airbag integrated in the seat and a curtain airbag fitted in the roof frame.




Interior equipment: sophisticated and functional all in one

Like on the Cayenne, standard equipment – to mention just some items – includes leather seats electrically adjustable at the front, an on-board computer, tinted heat-insulating glass, electric window lifts, an alarm system as well as a CD radio with a double tuner and 12 loudspeakers. Another outstanding feature of the Cayenne S is automatic air conditioning including an activated carbon filter with individual control by the driver and front passenger.






Porsche Cayenne S

The Athlete in the Sports Utility Segment

Creating the Cayenne S, Porsche has developed a truly unique sports utility vehicle (SUV) proudly presenting its heritage in terms of performance, dynamic driving characteristics, safety, and looks. And a particular forte of the Cayenne S, of course, is its superior qualities under all kinds of offroad driving conditions. The Cayenne S stands out clearly as a true Porsche from the very beginning. Like the Turbo, the Cayenne S, almost identical in its looks, is characterised by muscular wheel arches, the headlights so typical of the marque, the V-shaped engine compartment lid, and the overall design of the vehicle typical of Porsche in every respect. The side windows are equally outstanding design features, their round and stretched lines expressing a successful combination of elegance and sportiness. The most significant signs of distinction setting the Cayenne S and the Cayenne Turbo apart from one another at very first sight are the smaller air intake scoops at the front and two instead of four tailpipes at the rear. From the side, in turn, the two models look very similar indeed, only the special design of the wheels and the brake callipers finished in titanium colour marking the difference between the two models.

V8 normal-aspiration power unit displacing 4.5 litres

The brand-new V8 normal-aspiration power unit in the Cayenne S develops maximum output of 250 kW (340 bhp) at 6000 rpm from a capacity of 4.5 litres. Featuring 32 valves and integral dry sump lubrication, this 8-cylinder sparkignition power unit comes with two rows of cylinders opposed at an angle of 90° as well as infinitely adjustable intake camshafts. The engine itself is able to operate smoothly even at an angle of 45°, simply ideal for offroad requirements. The crankcase is closed at the top facing the cylinder head in closed-deck design, forming a complete system together with the cylinder cooling ducts again in the interest of superior hill-climbing and downhill driving abilities. Applying the good experience gained with the engine of the Boxster through its particular cylinder geometry, Porsche's engineers have chosen specific dimensions also for the V8: The crankshaft, for example, runs with stroke of 83 millimetres or 3.27”, which, in combination with the cylinder bore of 93 millimetres or 3.66” carried over from the Boxster S, provides engine displacement of exactly 4511 cc. The Cayenne S features cast aluminum pistons providing a compression ratio of 11.5:1. The cylinder head follows the two-piece concept already applied on the 911 Turbo, the separate crankcase with cup tappets and crankshaft bearings allowing use of an aluminium/silicon alloy in the cylinder head able to withstand high temperatures. The gas charge cycle is controlled by four valves per cylinder operated directly via cup tappets with hydraulic valve play compensation. The two intake and two outlet valves per cylinder are in V arrangement. Like in Porsche's other models, VarioCam technology serves here, too, to combine a high level of specific output with superior torque, VarioCam adjusting the camshafts in this case by an angle of 25°. The intake system featured in this V8 power unit also serves to ensure a “beefy” torque curve, applying the principle of oscillating tube charging and requiring a perfect match of the intake manifolds in length and diameter in conjunction with optimised intake duct geometry. Coolant is appropriately distributed in the crankcase and cylinder head by a distributor pipe positioned above the transmission. The big advantage of this design is a significant reduction in length of the entire drivetrain. Coolant is pumped by the water pump at the front end of the engine through a pipe within the interior V structure of the engine to the distributor pipe, approximately 20 per cent of the coolant flowing through the crankcase in a lengthwise direction and approximately 80 per cent flowing through the cylinder heads from the hot to the cold side (crossflow principle). Heat transmitted by the engine oil is exchanged with the coolant by means of an oil/water heat exchanger. The exhaust system on Porsche's new V8 features two exhaust ducts connected with one another downstream of the main catalysts by a so-called crossover point improving engine torque at low speeds. The catalysts are controlled by two oxygen sensors on each precatalyst providing information to the electronic engine control system in order to keep emissions within the limits allowed. This so-called “stereo” or dual-sensor control serves to minimise exhaust emissions, enabling both the Cayenne S and the Cayenne Turbo from the start to fulfill the EU4 standards applicable in Europe as of 2005 and the LEV standard required in the USA. The entire exhaust system is made of special stainless steel in the interest of a long running life.

Top speed 242 km/h or 150 mph

The Cayenne S has everything it takes to stand out as one of the fastest and most dynamic sports utilities. Its particular fortes include outstanding power and performance, a dynamic surge of power with a very good engine response and, at the same time, all the features required for travelling in genuine style. Maximum torque of the V8 power unit is 420 Nm or 310 lb-ft maintained consistently between 2500 and 5500 rpm. This enables the Cayenne S with its six-speed manual gearbox fitted as standard to accelerate from 0 – 100 km/h in 6.8 seconds, acceleration to 100 km/h with Porsche’s ultra-smooth Tiptronic S automatic transmission coming in 7.2 seconds. Top speed, finally, is 242 km/h or 150 mph.

Active safety ensured by innovative four-wheel drive and PSM

All three Cayennes come as standard with Porsche Traction Management (PTM) significantly improving dynamic performance and handling in every respect. In its basic mode, this new four-wheel drive transmits 62 per cent of the engine's power to the rear wheels and 38 per cent to the front. A multiple-plate clutch operated by an electric motor and controlled electronically is then able, depending on the driving situation and the driver's requirements, to feed up to 100 per cent of the engine's power either to the front or to the rear. The mapcontrolled front-to-rear differential lock as well as the rear axle differential available as an option respond not only to a lack of traction on the various wheels, but also interact with sensors measuring the speed of the vehicle, lateral acceleration, the steering angle and operation of the gas pedal. This allows PTM to calculate the optimum degree of locking action, distributing drive forces accordingly to the front and rear wheels. The results of this intelligent technology, inter alia, are excellent driving stability, better steering control and enhanced control of the entire vehicle when driving to the limit. The excellent performance of the Cayenne S on the road is supplemented ideally by equally outstanding performance offroad. When driven in light terrain, the Cayenne S is able to handle all requirements through its intelligent four-wheel drive without any modification of the traction systems. Whenever the going gets tough, on the other hand, Porsche Traction Management is able to interact with the reduced-ratio offroad gear integrated in the power divider: As soon as the driver activates the low-range mode by means of a toggle switch on the centre console, this reduction gear in the power divider takes effect, PTM and PSM preparing various control systems such as ABS, ABD and differential control for offroad motoring. These “standard” offroad qualities offered by the Cayenne models can be enhanced whenever required to an even higher level of perfection: Should the going become so tough that individual wheels lose ground contact altogether, the four-wheel drive system is linked by rigid, firm connections to keep the driver on the move. In that case all the driver has to do is flip the offroad switch a second time to obtain a 100 per cent front-to-rear wheel lock. Also featured as standard in the Cayenne, Porsche Stability Management (PSM) is constantly in touch with PTM but only intervenes when the vehicle reaches its physical limits. Masterminding major systems such as ABS, ASR and the ABD automatic brake differential, PSM cuts in, for example, immediately when the Cayenne starts to over- or understeer, telling PTM to open the differential locks in order to enhance the vehicle's stability by applying the brakes specifically on individual wheels. And should the brake function not be sufficient to stabilise the Cayenne, PSM will intervene also in the engine management, controlling drive power by means of the ignition and throttle butterfly.

Ideal suspension with a brake system typical of Porsche

All models in the Cayenne range boast a new axle concept combining supreme performance and dynamic driving characteristics with superior safety, driving comfort and offroad qualities. The front axle is an extra-large double-track control arm configuration resting on a subframe mounted elastically on extra-large rubber bearings and thus reducing drive noise to a minimum. Forces acting on the suspension are likewise kept to a minimum by the big distance between the two track control arms. The rear axle is an elaborate multiarm concept able to handle both traction forces and any kind of load with superior behaviour and driving qualities. The subframe resting on large hydraulically-dampened rubber mounts, in turn, ensures extra comfort and refinement on the road, with any undesired dive or squat when applying the brakes and accelerating being reduced to a minimum by the spezial kinematic configuration of the axle. Long spring travel, finally, makes offroad motoring more comfortable and refined, inward and rebound spring travel on the steel-spring suspension of the Cayenne S measuring 104 and 116 millimetres (4.09 and 4.57”), respectively, on the front axle, and 135/98 millimetres (4.57/3.86”), respectively, at the rear. With ground clearance of 217 millimetres or 8.54”, the maximum embankment angle is 29.1° at the front and 25.7° at the rear. The ramp angle, in turn, is 20.4° and the Cayenne S is able to cross bodies of water up to 500 millimetres or 19.7” deep. Clearly, figures of this quality make the Cayenne S a genuine offroad specialist even in its “basic” trim. And as an option the Cayenne S is available with air suspension providing even greater ground clearance and, as a result, even better offroad driving qualities. Moving on to the brakes, the Cayenne S differs from the Cayenne Turbo only in its looks through the titanium-coloured brake callipers on the top-of-the-range model. The elaborate brake system and the technical features of the brakes, therefore, are the same in both cases, the front axle coming with innervented, 350-millimetre (13.78”) large brake discs featuring six-piston monobloc fixed callipers made of aluminium. At the rear brake discs measuring 330 millimetrs or 13.00” in diameter, plus four-piston monobloc fixed callipers, are quite sufficient to safely slow down even a fully loaded Cayenne towing a trailer. The standard tyres are again the same as on the Cayenne Turbo, with 18-inch ligh-alloy wheels all round running on 255/55 R 18 tyres. Larger wheels measuring 19 and even 20 inches are available as special equipment.

Passive safety of the highest standard

Porsche's particular know-how in lightweight steel technology plays a significant role above all in the body of the car. Incorporating the most advanced and sophisticated materials, the Cayenne combines excellent passive safety with exceptionally good body stiffness. And featuring high-strength steel throughout 60 per cent of its body structure, the Cayenne ranks right at the top in the automotive industry in the use of such sophisticated, high-quality material. An unusual and particularly effective asset is the combination of various materials requiring special skills in joining technology. One innovation deserving particular mention in this context is the use of multi-phase steel, that is dual-phase and TRIP steel grades offering enhanced strength and good moulding qualities compared with conventional high-strength steel. The B-pillars at the inside and the reinforcements in the A- and B-pillars providing extra safety in a rollover, for example, are made of TRIP steel. Multiphase steel offering supreme strength and rigidity is used at the bottom on the seat crossbars and on the rear floor crossbars. Use of tailored blanks, tailor-made components already featured in Porsche's sports cars, ensures that all structures along the chassis legs and on the roof frame at the side are both light and extremely stable at the same time. The front section of the car features a combination of longitudinal support and crossbars ensuring intelligent distribution of forces in a collision: Three load levels on top of each other take up deformation energy, spread out forces into the stiff longitudinal floor support, the side-sill, tunnel and door shaft areas, and thus minimise any deformation of the interior. The highly resistant passenger cell, in turn, offers supreme passenger safety and protection. And last but not least, the shell structure of the sills is quite unusual, supplemented by a high-strength tube element inside the sills to reduce intrusion into the vehicle when hitting a pole from the side. In this case the thorax airbag integrated in the seat and the curtain airbag fitted in the roof frame and protecting occupants both front and rear ensure superior safety. In a head-on collision the full-size airbags for the driver and front passenger are each activated by a twostage gas generator reducing the forces acting on the occupants.

Equipment and features – sophisticated and functional

Inside, the Cayenne is functional and sophisticated in its wide range of features. Like on the six-cylinder Cayenne the wide range of standard features – to mention only a few examples – includes leather seats electrically adjustable at the front, an on-board computer, tinted heatinsulating glass, electric window lifts, an alarm system, and the steering column adjustable for both height and reach. The automatic air conditioning including an activated carbon filter with separate control for the driver and front passenger as well as a CD radio with a double-tuner and 12 loudspeakers all featured as standard ensure a pleasant atmosphere inside the car as well as supreme sound quality. The luggage compartment in the Cayenne S is the same as on the entry-level model, featuring a ski-bag, a partition net and a complete cover on top and offering capacity of 540 litres. The rear-seat backrests can be tilted to the front either with a 40:60 or 60:40 split or all the way from one side to the other, increasing luggage capacity in the process to a maximum of 1770 litres.

this time, be sure to check the pics, there´re nearly 40 pics available and quite some of them are just :shock: :shock: :shock:



:arrow: Porsche Cayenne S hi res media pics
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Old 04-15-2004, 11:19 AM   #62
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You just keep sending them in!

It's a good read, it's like an encyclopedia on Porsche! And the pictures are really good too! Especially the Cayenne ones!

Many thanks for doing this! I like it a lot
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Old 04-16-2004, 05:08 AM   #63
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Porsche Cayenne Turbo

Highlights

Performance normally offered only by a thoroughbred sports car

The Cayenne Turbo opens up a new dimension in the sports utility vehicle (SUV) segment, combining truly outstanding performance with dynamic power and an equally muscular response throughout the entire speed range. In terms of practical facts and figures, this translates into sprinting qualities quite unique in the SUV market: The Cayenne Turbo accelerates from 0 – 100 km/h in just 5.6 seconds and boests a top speed of 266 km/h or 165 mph. The V8 power unit displacing 4.5 litres, incorporating two exhaust gas turbochargers and intercooler technology, generates maximum output of 331 kW or 450 bhp at 6000 rpm. Maximum torque, in turn, is 620 Newtonmetres or 459 lb-ft all the way from 2250 to 4750 rpm. At the same time the engine offers excellent offroad qualities and runs smoothly and consistently even at extreme angles, efficient engine cooling allowing maximum trailer load of 3.5 tonnes.




Six-speed Tiptronic S

Six-speed Tiptronic S automatic transmission featured as standard is a special development for this model, smoothly handling the immense torque and power of the turbocharged engine. Applying Porsche's usual philosophy, gears can be shifted manually via paddles on the steering wheel or changed simply by briefly moving the selector lever, an extended range of options serving in particular to provide a safe and smooth gearshift under offroad driving conditions.




Sophisticated chassis technology with air suspension

Porsche has developed a chassis concept ensuring outstanding agility both in sports motoring and under tough offroad conditions. This superiority is based on a new axle concept, with an extra-large double-track control arm axle resting on a subframe at the front. The rear axle, in turn, is an elaborate multi-arm configuration also benefitting from long spring travel for even the toughest offroad driving conditions. Air suspension standard on the Cayenne Turbo automatically lowers the entire vehicle at increasing road speed to provide maximum driving pleasure combined with a high standard of active safety. In conjunction with Porsche Traction Management also fitted as standard, featuring permanent four-wheel drive and, if necessary, using a reduction gear in the power divider as well as a 100 per cent front-to-rear differential lock, this makes the Cayenne Turbo a truly exceptional offroader. Ground clearance in the special offroad mode is 273 millimetres or 10.75”, enough for even steep ramps and extremely jagged crests. The same superiority comes to bear when crossing bodies of water, where the Cayenne Turbo is able to handle a depth of up to 555 millimetres or 21.85”. Another standard feature is variable Porsche Active Suspension Management (PASM), a variable damper system coming in combination with air suspension. As a function of road conditions and the driver's style of motoring, PASM controls damper forces infinitely through its electronic “brain”.



The Cayenne successfully passes the Porsche fading test

It almost goes without saying that the Cayennes, like all Porsches, fulfill all of the Company's self-imposed safety standards also regarding the brakes. All three models have successfully passed the famous Porsche fading test, although this is certainly not easy for a vehicle like the Cayenne Turbo with maximum permissible weight of 3080 kilos and a top speed of 266 km/h or 165 mph. Precisely this is why the front wheels come with an 18-inch brake system featuring innervented 350-millimetre (13.78”) brake discs with six-piston monobloc aluminium fixed callipers, the rear wheels coming with a 17-inch brake system also equipped with innervented brake discs measuring 330 millimetres or 13.00” in diameter and again using four-piston monobloc fixed callipers.




Light in the bend

Apart from bi-xenon headlights with automatic, dynamic headlight range adjustment and headlight cleaning, Porsche is also presenting controlled direction adjustment of the headlights in bends as a world-first achievement in the Cayenne Turbo. Using sensors measuring the steering angle and road speed, the new light system calculates the dynamic motion of the headlights in a bend, ensuring improved illumination of the road ahead.




Light-alloy wheels up to 20 inches in size

The Cayenne runs on specially developed aluminium wheels reducing weight to a minimum. In standard trim the Turbo features 8J x 18 wheels in Turbo design running on 255/55 R 18 tyres. Larger wheels measuring 19 and even 20 inches are also available as an option. Porsche has developed an entirely new family of tyres for all Cayenne wheels tested for their qualities at very high speeds. As a result, the Cayenne Turbo comes on Y summer tyres registered for a top speed of up to 300 km/h or 186 mph.


Leather and aluminium throughout the interior

The wide range of standard features on the Cayenne Turbo significantly exceeds the standard features on the Cayenne S. Apart from highlights in technology such as air suspension and bi-xenon headlights with curve-following control as well as metallic paintwork, the interior equipment is supplemented by an electrically adjustable and heated steering wheel, electrically adjustable comfort seats at the front with memory function and seat heating, heated seats at the rear, Porsche ParkAssistant, Porsche Communication Management complete with a navigation module and a BOSE surround sound system. The wide range of leather equipment is likewise even more comprehensive than on the Cayenne S, the roof lining is finished in alcantara and features such as the door and instrument panel trim come in aluminium.





Porsche Cayenne Turbo

The New Dimension in the SUV Market

Introducing the third model range in December 2002, Porsche has successfully gained a strong foothold in the segment of sports utility segment. Porsche’s development engineers and designers have indeed created a vehicle leaving nothing to be desired in terms of offroad driving qualities, ensuring comfort of the highest standard, and at the same time meeting all expectations in terms of looks, performance, driving dynamics and safety the discerning motorist has of a genuine Porsche.

A face full of power and character, with bi-xenon headlights and curve adjustment

Like the two other Cayennes, the Cayenne Turbo features V-shaped front and rear lines combined with harmoniously stretched out surfaces at the side, making the entire vehicle look far more compact than you would expect of an SUV measuring no less than 4.78 metres in length. At the rear the Turbo stands out only discreetly from its sister models, four insteadof two stainless steel tailpipes bearing clear testimony to the enormous power lurking withinthe engine bay. At the front, by contrast, the Turbo looks quite different from its “smaller”brother, extra-large air intake scoops revealing the large amount of cooling air required by the turbocharged V8 power unit. This look is further accentuated by the innovative headlight concept made up of bi-xenon headlights with light control in bends: Using sensors for the steering angle and road speed, the new light system calculates the dynamic motion of the right-hand and left-hand headlights in a bend. Apart from improving motoring comfort to an even higher standard, this system serves above all at night to enhance driving safety and provide better illumination of the road ahead. Adjustment of the headlight beams in bend is also a great advantage in offroad terrain, helping the driver recognise obstacle at the sideat an earlier point.

450 bhp provided by two turbochargers

The Cayenne Turbo opens up a new dimension of unprecedented performance in the SUV segment: Benefitting from two exhaust gas turbochargers with intercooler, the V8 power unit develops a staggering 331 kW (450 bhp) at 6000 rpm. The foundation for this power is laid by the V8 normal-aspiration engine displacing 4.5 litres, featuring four valves per cy-linder, and boasting Porsche's VarioCam variable intake camshaft system. Since this increase in power on the Cayenne Turbo also means higher loads acting on the engine, the cylinderheads of the Cayenne Turbo are made of special high temperature-resistant aluminium alloy which has already proven its qualities in motorsport. On the intake side the ducts are modified for the higher throughput of fuel/air mixture and double valve springs are featured on the outlet side to ensure an absolutely safe and reliable closing process. Also reflecting the higher engine load, the pistons are forged and are additionally cooled by oil injection jets. Following the same philosophy as on the 911 Turbo, the two exhaust gas turbochargers are in parallel arrangement. Small intake manifolds, short exhaust manifolds and a mixed flow turbine with mass inertia reduced to a minimum ensure a very good response and supreme performance. To increase the temperature of the air entering the turbines in the interest of optimum combustion under full load, the turbine housing is made of high-quality cast steel. The compressed air flowing out of the turbine is then re-cooled to provide a high cylinder charge and reduce the temperature of the system components to a minimum. Intake air flows on subsequently to the two compressors through one air filter housing each for theleft- and right-hand row of cylinders. Finally, the compressed air flows on to the E-gas adjuster via two intercoolers positioned respectively in front of the wheel arches left and right. The bypass valves are integrated in the turbine housings, turbocharger pressure being adjusted by controlling the bypass valves through a joint cycle valve masterminded by the engine management system. Maximum turbocharger pressure at full load is approximately 1.6 bar and is reached at a speed of 2250 rpm. Then, as engine speeds increase, boost pressure is cut back and remains at approximately 1.5 bar with the engine running at maximum power (331 kW/450 bhp at 6000 rpm). Compared with the normal-aspiration engine of the Cayenne S, the Cayenne Turbo requires additional lubrication and oil extraction for the exhaust gas turbochargers. This lubrication is provided by separate feed lines. The turbochargers are furthermore equipped with an oil retention tank and an additional check valve in the oil feed pipe in order to meet offroaddriving requirements. An oil extraction pump is connected to the oil sump in order to remove oil from the turbochargers, then feeding the oil from the retention tanks through risers to the oil sump.

A top performer throughout the entire speed range

This turbocharger technology gives the Cayenne Turbo a standard of performance otherwise offered only by a thoroughbred sports car: Dynamic power and performance plus excellent engine response are ensured throughout the entire speed range borne out in particular by the enormous maximum torque of 620 Newtonmetres (457 lb-ft) maintained consistently from 2250 to 4750 rpm. In conjunction with the wide overall speed range, this guarantees sporting performance of the highest calibre giving the Cayenne Turbo top speed of 266 km/h or 165 mph. And acceleration from 0 – 100 km/h comes in just 5.6 seconds.

Six-speed Tiptronic S meeting the greatest demands

Six-speed Tiptronic automatic transmission comes as standard on the Cayenne Turbo. Specifically geared to the vehicle's supreme torque, power and performance, this new transmission, benefitting from the additional sixth gear, allows even more precise and individual gearshift control at all speeds. And like on the 911 Turbo, the gearshift points are adjusted with infinite control to the driver's style of motoring and the profile of the route he is taking. Hill recognition, for example, changes the gearshift points accordingly, retaining low gears as long as possible on uphill or downhill gradients. This ensures even better acceleration and, where necessary, provides extra brake power from the engine. Again benefitting from Porsche's usual philosophy, the driver can shift gears manually by means of paddles on the steering wheel. Alternatively, he can also shift gears by briefly flicking the selector lever in the appropriate direction. Multiple control options of this kind serve in particular to provide a smooth and safe gearshift in offroad terrain. And to avoid any mistakes when shifting gears offroad while the reduction gear is in mesh, the steering wheel paddles are automatically deactivated under such conditions and the driver can only shift gears manually by tipping the selector lever.

Innovative drive and suspension technology

A number of technical highlights have made their world debut in the Cayenne, providing an ideal combination of supreme onroad and equally outstanding offroad driving characteristics. Porsche Traction Management (PTM), for example, is acknowledged as the new generationof four-wheel drive, distributing engine power front-to-rear in the basic mode at a ratio of 62:38 and, whenever necessary, feeding up to 100 per cent of the engine's power either to the front or to the rear. Like an active electronic system able to anticipate upcoming requirements, PTM also ensures better control when driving to extreme dynamic limits, for example on snow and ice. PTM consistently interacts with Porsche Stability Management (PSM), the latter controlling important systems such as ABS, ASR and ABD (automatic brake differential), but only intervening when the driver pushes his vehicle to the limit, thus not in any way restricting the thrill of sports motoring. The chassis and suspension on both Cayennes is designed for outstanding performance combined with supreme safety, motoring comfort and offroad driving requirements. This is ensured by an extra-large double-track control arm axle at the front with a subframe mounted elastically on extra-large rubber bearings. With the track control arms being spaced relatively far apart, forces in the suspension are kept to a minimum. The rear axle is an elaborate multi-arm concept handling both the traction forces and the heavy loads the Cayenneis able to carry in superior style. In the interest of extra comfort and refinement, the rear axle is mounted on a subframe supported by extra-large, hydraulically dampened rubber bearings. The specific axle kinematics reduce any undesired dive or squat effect when applying the brakes and accelerating. A particularly striking feature is the long spring travel for offroad motoring, inward and rebound spring travel on the Cayenne Turbo, benefitting from the air suspension featured as standard, measuring 102 and, respectively, 118 millimetres(4.02 and, respectively, 4.65”) at the front and 124 and, respectively, 125 millimetres (4.88 and, respectively, 4.92”) at the rear.

Air suspension ensuring maximum ride height

Apart from superior ground clearance, air suspension, featuring automatic self-levelling, ensures consistent ride height regardless of the load the vehicle is carrying. Automaticallylowering the entire vehicle at increasing road speeds, air suspension furthermore combinesmaximum driving pleasure with a high standard of active safety – and featuring six different levels in ride height, the air suspension offers an overall adjustment range of 116 millimetres or 4.57”. These different levels start with the loading level of 157 millimetres or 6.18” and extend all the way to the special offroad level for extreme driving conditions, giving theCayenne no less than 273 millimetres or 10.75” round clearance. This, in turn, provides an embankment angle of 32.4° at the front and 27.3° at the rear, allowing the Cayenne Turbo to take even relatively steep ramps without the slightest problem. Even difficult crests in offroad terrain do not present a significant obstacle thanks to theramp angle of 24.7°,– and with its ability to cross bodies of water up to 555 millimetres or 21.9” inches deep, the Cayenne Turbo does not have any problems in this respect, either. Yet another standard feature is the newly developed Porsche Active Suspension Management (PASM) variable damper system fitted in combination with the air suspension. Acting electronically, PASM continuously adjusts damper forces as a function of road conditions and the driver's style of motoring. Whenever the driver prefers a very dynamic style of motoring, for example, accelerating and applying the brakes all-out, PASM will intervene when necessary. It also gives the Cayenne driver the option to choose his own personal settings, offering him the choice of individual Comfort, Normal and Sports programs.

Safe traction even in the toughest terrain

Porsche offers the Advanced Offroad Technology Package as an option for the most extreme offroad requirements. Inter alia, this package comprises special side-sill protectors, a steel underfloor protection panel around the radiator, and a fully controllable differential lock on the rear axle with 100 per cent locking action. Using the offroad switch on the centre console, the driver even has the option to disconnect the anti-roll bars on the front and rear axle, thus increasing potential axle displacement front and rear by 60 millimetres or 2.36”. Then, as soon as the driver exceeds a speed of 50 km/h, the anti-roll bars are automatically reconnected.

Brake system setting new standards

Living up to its reputation as a manufacturer of world class brake systems, Porsche has naturally given the Cayenne supreme brakes fulfilling all of Porsche's own extremely tough requirements. In practice, this means that all three Cayennes have successfully passed the famous Porsche fading test, just about the toughest brake test in the market. This means application of the brakes with full force 25 times in a row from 90 per cent of the vehicle's top speed down to 100 km/h, in the process maintaining consistent deceleration of 0.8 g. Clearly, the only way to pass a test of this calibre is to match all components such as the cooling air supply, the wheel brakes, the wheels themselves and the anti-lock brake system with utmost care. Even though the Cayenne Turbo and the Cayenne S, due to their weight, their higher centre of gravity and the engine positioned at the front, cannot be compared with Porsche's sports cars, they set a new benchmark in their segment also in terms of brake technology. This is ensured by an 18-inch brake system at the front with innervented brake discs measuring 350 millimetres or 13.78” in diameter and featuring six-piston aluminium monobloc fixed callipers and 17-inch brakes at the rear with innervented brake discs measuring 330 millimetres or 13.00” in diameter, in this case featuring four-piston monobloc fixed callipers. Taking the risk of contamination under offroad conditions into account, the brake discs are not cross-drilled on the Cayenne.

High-speed tyres for up to 300 km/h

Special aluminium wheels measuring 18, 19 and even 20 inches have been developed for the Cayenne Turbo, again with the focus on minimum weight. These wheels are built in a process called flow-forming, which serves to keep the rim hump extra-thin, thus reducing weight, depending on rim size, by 1 – 1.5 kilos. The Cayenne Turbo is fitted as standard with 8 J x 18 wheels in Turbo design and runs on 255/55 R 18 tyres. Porsche has developed an entirely new family of tyres for these wheels, subsequently tested for their performance at high speeds. As a result, the Cayenne Turbo runs on Y-rated summer tyres registered for a top speed of 300 km/h or 186 mph.

High-strength steel for supreme body stiffness

Thanks to its optimised structure and the consistent use of modern, high-strength and ultra-strength steel, the various models in the Cayenne range offer supreme stiffness and rigidity throughout their entire body. This serves, first, to provide a new standard of passive safety and, second, to maintain a secure foundation for absolutely smooth and accurate suspension. One of the highlights in this context is the highly resistant passenger cell offering occupant safety of the highest standard. A network of longitudinal and transverse reinforcement bars at the front of the car ensures intelligent distribution of the forces generated in a collision. Deformation energy is absorbed by three load levels on top of one another, distributing forces into the stiff longitudinal floor bars, into the side-sills, down the propeller shaft tunnel and along the door shafts, and thus reducing deformation of the interior to a minimum. The lower load level is formed by the front subframe made of high-strength IHU steel pipes. The middle load level is formed by the combination of the front chassis legs and the bulkhead cross-bars. The upper load level, finally, consists of the upper chassis legs. The latest and most advanced multi-phase steel offering supreme strength throughout is used for the seat crossbars at the bottom and on the rear floor crossbar. Rollover protection, finally, is ensured by the B-pillars inside and reinforcement of the A- and B-pillars made of TRIP steel.

Modern restraint systems for superior safety inside

Like in the Cayenne and Cayenne S, the passengers riding in the Cayenne Turbo are secured by a comprehensive restraint system. Apart from three-point seat belts, belt latch tensioners and belt force limiters, this system features full-size airbags for the driver and front passengeroperated by a two-stage gas generator. And should the driver fit a child seat at the front, he can deactivate the front passenger airbag by means of a switch operated through the key to the car on the front passenger's side of the instrument panel. A new feature in the Cayennes is the side impact protection system with a thorax airbag integrated in the seats and a curtain airbag fitted in the roof frame. The side airbags are activated by four additional sensors positioned around the B-pillars and on the wheel arches.

Exclusive interior

The interior of the Cayenne Turbo is refined, exclusive and sophisticated in every respect, offering all the features and highlights so typical of Porsche. Like in the Cayenne S, these features include the ignition lock to the left of the steering wheel, the three-spoke steeringwheel with Tiptronic control, and the five circular instruments accentuating the vehicle's sporting character. Circular dials of equal size for the speedometer and rev counter allow the integration of a large display in the middle providing all the functions required. On the Cayenne Turbo this central display is a 5-inch-large (measured diagonally across the screen), high-resolution TFT (Thin-Film Transistor) liquid crystal colour display unit. The Turbo comes as standard with Porsche' Communication Management (PCM) comprising a navigation module, the on-board computer, diversity aerials and a BOSE surround sound system tailored specifically to the Cayenne and featuring 14 loudspeakers with a total output of 250 W. The loudspeaker system also comprises an active subwoofer with 100 W output. Leather upholstery and trim is even more comprehensive than in the Cayenne S, and specific features such as the door and instrument panel trim are finished in aluminium, with the roof lining in alcantara. The wide range of exclusive – but standard – features inside the car also includes an electrically adjustable and heated steering wheel, electrically adjustable comfort seats at the front with memory function and seat heating, heated seats at the rear and the Porsche ParkAssistant for parking the Cayenne Turbo with utmost ease and precision.

:arrow: Porsche Cayenne Turbo hi-res media pics

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Old 04-16-2004, 07:38 AM   #64
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What?!? 70 pics? Holy fuck! I will save all of them and for sure it will take more than what I needed to read the last post!! Imagestation will ban you soon

edit - just checked the pics and as always they are top stuff! The ones with the Cayenne on track with some 996s are great! And the one where the Cayenne jumps over the rival is priceless LOL!

My fav is the one where the Turbo is trailing an original Carrera RS!
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Old 04-16-2004, 08:28 AM   #65
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wow,so much info on the cayenne models.i really wanna have a ride in a cayenne turbo.from what i been told they are amazing and dont feel like a big SUV .

still,cant wait for the GT2 review
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Old 04-16-2004, 02:38 PM   #66
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absolutely great off roading pix, as since it is an SUV i must have saved a good 40 of the combination ceyanne s, cayanne Turbo myself thanks ST. Anger
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Old 04-17-2004, 06:29 AM   #67
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just to let you guys know, i´m afraid i won´t have the time to post something today, don´t know if it´s possible tomorrow, so plz be patient...
...there´re only "big names" left, next to be published is 996 Turbo

btw, the reason why the Cayenne, especially the 955TT, article is so comprehensive is simple: i just love that car, i know, there´re still many out there who don´t give a shit about it, but these ppl should ride one and i´m dead sure they´ll immediately change their point of view, not only performance wise, also they´ll have to admitt that sesecially the TT is a true Porsche...

and just to let you know, there´s a special Cayenne model sitting inside the Leipzig holy grounds even a GT3 has problems to keep up with at the track... :shock:
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Old 04-17-2004, 07:11 AM   #68
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and just to let you know, there´s a special Cayenne model sitting inside the Leipzig holy grounds even a GT3 has problems to keep up with at the track...
And do you thing we could see or read something more about that special Cayenne?
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Old 04-17-2004, 07:48 AM   #69
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Originally Posted by TT
and just to let you know, there´s a special Cayenne model sitting inside the Leipzig holy grounds even a GT3 has problems to keep up with at the track...
And do you thing we could see or read something more about that special Cayenne?
i´m afraid not...
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Old 04-17-2004, 07:53 AM   #70
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any chance they'll release that Cayenne or is it just a test to see how fast they could make it/how far they could go with the Cayenne platform?
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Old 04-17-2004, 07:55 AM   #71
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Originally Posted by st-anger
Originally Posted by TT
and just to let you know, there´s a special Cayenne model sitting inside the Leipzig holy grounds even a GT3 has problems to keep up with at the track...
And do you thing we could see or read something more about that special Cayenne?
i´m afraid not...
GRRRRRRRR!!!
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Old 04-17-2004, 08:07 AM   #72
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Originally Posted by gucom
any chance they'll release that Cayenne or is it just a test to see how fast they could make it/how far they could go with the Cayenne platform?
in that version it won´t appear on the market...
but as you know, right now the powerkit is more or less finished and it´s slightely compareable with that special Cayenne...
just some infos, it has a highly sophisticated suspension upgrade as well as a very powerful engine and mapping, that´s it....
oh, yeah and it has a kinda strange colour :shock:
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Old 04-17-2004, 08:14 AM   #73
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YEAH LOL, a pink Cayenne
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Old 04-17-2004, 10:59 AM   #74
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St.Anger that GT3RSR cockpit is so sexy Im litteraly going to cry because I cant have one. That has to be the best looking race car cockpit in the world. Even the proto C cockpits cant match that.
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Old 04-18-2004, 11:20 AM   #75
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Porsche 911 Turbo

Highlights

Beyond 300

Reaching a top speed of 305 km/h or 189 mph, the 911 Turbo is one of the fastest Porsches in the current range of production vehicles. It accelerates to 100 km/h in exactly 4.2 seconds, with the speedometer reaching the 160 km/h-mark just 5.1 seconds later.


Ideal Cd with minimum lift

Intelligent air flow gives the 911 Turbo a supreme position among superfast sports cars in terms of its drag coefficient. Despite its wider body and increased air cooling requirements compared with 911 Carrera models, it has a good Cd of just 0.31. Its low lift is equally impressive.

Outstanding engine power

Boosted by two exhaust gas turbochargers with intercooler, the six-cylinder boxer engine develops maximum output of 309 kW (420 bhp) at 6000 rpm. Engine capacity is 3600 cc, maximum torque of 560 Nm or 413 lb-ft comes from just 2700 rpm.


VarioCam with a Plus

The VarioCam intake-side camshaft adjustment is accompanied by an intake-side valve lift changeover system in the 911 Turbo. Porsche calls the system VarioCam Plus. The valve lift adjustment system featured on the normal-aspiration engines in the 911 model series consists of two variable-position cup tappets placed within each other on the intake side of the engine and actuated by two cams of different size on the intake camshafts. VarioCam Plus provides optimum power and torque and improves fuel consumption, emissions and performance.


Reducing consumption and emissions

Measured in accordance with the EU standard, overall consumption of the 911 Turbo is some 18 per cent lower than its predecessor, at 12.9 litres per 100 kilometres. Exhaust emissions according to the European approval procedure have also been reduced by anaverage of 50 per cent; the 911 Turbo has no difficulty in complying with the very strict D4 limits equivalent to the EU4 limits under standard test conditions and not coming into force until 1 January 2005. The 911 Turbo naturally complies with the LEV standard in the USA as well.


Four-wheel drive featured as standard

The four-wheel drive on the 911 Turbo comes mainly from the Carrera 4. The focus here, however, is not so much on traction, but rather on supreme driving characteristics and safety to the limit. The active safety offered by the car is enhanced considerably by Porsche Stability Management (PSM) also standard on the 911 Turbo. This combination of fourwheel drive, PSM and the sports-tuned suspension lowered by 10 mm guarantees an outstandinglevel of active safety on the road.


Tiptronic S available as an option

Apart from the six-speed manual gearbox the 911 Turbo is also available with Tiptronic S. This five-speed automatic transmission allowing manual operation whenever desired via toggle buttons on the steering wheel is tailored specifically to the power and output of the turbocharged engine. The shift programs adjust infinitely to the driver's style of motoring and the particular profile and characteristics of the route you are taking.


Standard equipment enhanced to a substantially higher level

Over and above the usual equipment carried over from the Carrera models, the Turbo comes with metallic paintwork, a wide range of leather upholstery, electrically adjustable seats complete with seat memory on the driver's side, as well as the high-end sound system from BOSE. Entering the new model year the 911 Turbo is fitted as standard with PorscheCommunication Management comprising a double-tuner, CD player, dynamic route navigation, a trip computer and, as an option, a GSM dual-band telephone. Further features are bi-xenon headlights and interior/exterior rear-view mirrors with an automatic anti-dazzle function as well as an integrated rain sensor.


Porsche 911 Turbo

The Muscle Machine

The tailor-made suit for one of the fastest Porsche sports cars has a perfect cut. The rear wheel arches mean an increase in width by 60 mm or nearly 2.6 inches compared with the 911 Carrera. This provides enough space for the standard 18-inch light-alloy wheels with 295/30 ZR 18 tyres. And there is also enough space for the air scoops feeding cool air tothe turbochargers and blending harmoniously into the side panels of the car. A further highlight at the rear is the retracting wing as well as the special rear cover with outlets for the turbocharger exhaust air – features which clearly underline the extremely muscular but elegant look of this truly outstanding car.

3.6-litre engine with two turbochargers

A six-cylinder boxer engine with four valves per cylinder displacing 3600 cc ensures a huge punch at the rear end of the car. Boosted by the two exhaust gas turbochargers, the enginedevelops maximum output of 309 kW (420 bhp) at 6000 rpm. Maximum torque of 560 Nm or 413 lb-ft starts at just 2700 rpm and extends all the way to 4600. As on the 911 Carrera engine, the cylinders and cylinder heads are cooled by coolant extending from the hot tothe cold side, ensuring a very consistent and homogeneous distribution of temperature. Heat discharged by the engine oil goes through an oil/water heat exchanger into the coolant. As on the former model, the two turbochargers are arranged in parallel. The small volume of the intake manifold and the short exhaust manifolds ensure a good response. Flowing through a joint air cleaner housing, the intake air goes into the two compressors, from where the compressed air flows through two intercoolers in the wheel arches behind the rear wheels and on to one common duct upstream of the electronic gas pedal. Reverse cooling of the compressed turbocharger air provides a good cylinder charge and keeps the temperatures of the various components to a minimum. The bypass valves are integrated into the turbine housings. Boost pressure is controlled by a joint stroke for the bypass valves masterminded by the engine management. The opening diameter depends on the charge pressure required and is around 1.80 bar at full load, reached at approximately 2700 rpm. Boost pressure is controlled as engine speed increases, and is around 1.65 bar at maximum power. Like on the 911 GT 2, the cylinder charge is controlled by VarioCam Plus made up of four valves per cylinder, the axial camshaft adjusters, and the switchable valve tappets. The two intake and exhaust valves in each cylinder are arranged in V-configuration, at an inclined angle of 27.4°. To keep the moving masses in the valve gear as small as possible, valve shaft diameter is only 6 mm. Contrary to the 911 Carrera, the intake and exhaust valves on the Porsche 911 Turbo feature dual valve springs closing the valves reliably even under the higher forces generated by the exhaust gas counter-pressure. VarioCam Plus valve lift adjustment consists of two changeover bucket tappets positioned within each other on the intake side of the engine and actuated by two cams of different size on the intake side camshaft of the engine. This serves to optimise engine output and torque, on the one hand, while reducing fuel consumption and exhaust emissions and improving motoring refinement, on the other. At 12.9 litres per 100 kilometres, the 911 Turbo's overall consumption according to the EU standard is some 18 per cent lower than its predecessor’s. High torque at low revs encouragesan economical style of motoring. Porsche's engineers have made notable progress in reducing emissions thanks to VarioCam Plus and the new engine management system with E-gas. These are an average of 50 per cent lower than in the former model according to the European approval procedure. The 911 Turbo therefore complies easily with the strict D4 exhaust emission limits corresponding to the EU4 standard test limits which only have to be met by 1 January 2005. The 911 Turbo naturally also complies with the LEV standard in the USA.

Fast and dynamic

The performance figures of the 911 Turbo are outstanding in every sense of the word: From a standstill the Turbo equipped as standard with a six-speed manual gearbox accelerates to 100 km/h in 4.2 seconds and reaches the 160 km/h mark in 9.3 seconds. This surge of power does not come to an end until the car has reached its top speed of 305 km/h or 189 mph. Supreme torque of 560 Nm or 413 lb-ft, in turn, proves that the Turbo is alsoan exceptional performer when it comes to flexibility, accelerating from 80 to 120 km/h in fifth gear in just 4.8 seconds.

Power all round

Like its predecessor, the 911 Turbo comes as standard with four-wheel drive. Depending on driving conditions, the front wheels with their 225/40 ZR 18 tyres convey up to 40 per cent of the engine power to the road. The emphasis is not so much on traction, however, but rather on the wish to achieve outstanding driving characteristics and safety. The technology used for this purpose comes largely from the 911 Carrera 4, only the propeller shaft being modified in length. The additional supply of power to the front axle is through a multipledisc viscous coupling, one of the advantages of this drive system being the avoidance of any extreme “push effect” over the front wheels in bends, the car's behaviour being neutralon winding roads and under all other driving conditions. Active driving safety is significantly enhanced by PSM Porsche Stability Management, which is a standard feature on the 911 Turbo. Incorporating sophisticated sensors, the system is able to detect whether the car is following the driver's directional commands. In an extreme situation, intervention by applying the brakes at individual wheels serves to regain stability. If this is not sufficient, PSM will intervene in the engine management and reduce engine power to the necessary level. This combination of four-wheel drive, PSM and sport suspension, with the entire car being lowered by 10 millimetres, guarantees a very high level of active safety.

Same brakes as in motorsport – and as an option with composite ceramic discs

The new 911 Turbo features the same proven brake system as the Carrera with monobloc fixed callipers. To reflect the car's even higher standard of performance, both the front and rear wheels now come with larger, reinforced four-piston fixed callipers and it goes without saying that the cross-drilled, innervented brake discs are also larger than before, measuring 330 mm (13.00”) in diameter and 34 mm (1.34”) across on the front axle. The rear wheels come with brake discs of the same diameter but in this case 28 mm or 1.10” thick. The result is an increase in brake pad area on both the front and rear axle by approximately 5 per cent versus the former model. On the road, this means absolutely outstanding braking performance even under the toughest conditions comparable to motorsport. As an option the Turbo is now also available with composite ceramic brake discs measuring 350 millimeters or 13.78" in diameter. Porsche Ceramic Composite Brakes or PCCB for short weigh approximately 50 per cent less than grey-cast iron brake discs and reduce unsprung masses accordingly. Further advantages of these brakes are their long service life in public transport and their complete resistance to salt on the road.

Turbo with Tiptronic S

The 911 Turbo is available for the first time with Tiptronic S as an option. With this five-speed automatic transmission which can also be shifted manually via rocker switches at the steering wheel, acceleration from a standstill to 100 km/h comes in 4.8 seconds and top speed is 298 km/h or 185 mph. The Tiptronic S in the 911 Turbo is an all-new developmenttailored to the supreme torque and power of the turbocharged engine. To maintain the car's dynamic performance in full, Porsche's transmission specialists have entered the usual gearshift strategies ranging from comfortable cruising all the way to the most dynamic motorsport conditions into the Electronic Transmission Management (ETM). The individual gearshift points adjust infinitely to the driver's style of motoring and the profile of the route. Finally, it almost goes without saying that manual short-term control in the automatic mode is one of the features of Tiptronic S in the Turbo.

Standard equipment at its best

The 911 Turbo offers a wide range of high-quality features all provided as standard. Over and above the equipment already featured on the Carrera models, including, inter alia, automatic air conditioning, an on-board computer and a CD radio fitted as standard, the Turbo comes with metallic paintwork, a wide range of leather upholstery and electrically adjustable seats complete with seat memory on the driver's side. Other standard features on the 911 Turbo are interior/exterior rear-view mirrors with an automatic anti-dazzle function and an integrated rain sensor as well as the high-end sound system from BOSE. Starting the new model year, the wide range of standard equipment is rounded off by PCM Porsche Communication Management comprising a double-tuner, CD player, dynamic route navigation, a trip computer and, as an option, a GSM dual-band telephone. Another new highlight is the use of bi-xenon headlights fitted ad standard, projecting the light from D2S xenon bulbs through a large glass lens measuring 70 mm or 2.76” in diameter on to the road ahead. Turning to the appropriate form, the movable light beam aperture enlarges the light outlet area beyond the usual size of the low beam and turns the high beam usually extending over a large area into a xenon beam with light features similar to daylight. These bi-xenon headlights come with automatic headlight range control and are combined with a headlight cleaning system.

:arrow: Porsche 996 Turbo hi-res media pics

so, after that boring tech stuff , here´s something exciting, a little article from one of the guys of the 996TT test crew during endurance testing, hope you enjoy it and i think it can give you a quite good insight as well...

911 Turbo Experience – Porsche Turbo Testing



In Weissach they affectionately call the young Turbo "TOP", because it's supposed to become the ultimate Porsche. But making the top of the class with such stiff competition is tough. The future star already has three years of rigorous training be-hind it. The latest results are promising. The most difficult part is over, and now the Turbo is ready for the final test.

Few cars and probably no sports cars have to endure what a Porsche must go through. Road testing includes exposure to all kinds of weather. The cars and their drivers are veritable jet setters. From the icy cold of tests in Alaska and Canada, the entourage travels to the blistering heat of summer in the Australian outback. A Porsche has to be able to take it. The goal is that it will be able to measure up not only to the fastest cars, but also to the most robust. But would any Porsche customer want to drive his beloved Turbo on icy roads at minus thirty degrees Celsius? Stating the question this way, the answer is clear: If they want to do it, they should be able to. The same is true for the endless stretches of the Australian North West Territory, where there are no speed limit rules on the scorching hot roads. It must be possible to drive at full speed for long periods with the air-conditioning on, of course.

This is an endurance test for the technicians as well as for the cars. Every stop for gas and at such speeds they are necessary in quick succession forces the driver out of the cool car into the tropical heat. But the rapid change of temperature can be even worse during the winter road tests, where a drop of fifty degrees Celsius is all in a day's work if day is the right term, that is. The most one can expect at the Arctic Circle in December is a faint brightening on the horizon around noon.

Besides withstanding extreme weather conditions, it is even more important to meet the challenge of its dynamic handling and driving capabilities. To this day, and probably for as long as cars will exist, the supreme measure of harmony is the north loop of the Nürburgring race track. To be really fast here, the suspension, engine, and brakes must work together perfectly. And with eight minutes around the track, Walter Röhrl set a new record for serially produced sports cars. The force of 420 horsepower alone is not enough to achieve this. A result like that is only possible if the car is completely in balance. A large number of tires and brake pads disintegrated to dust on the Nürburgring before this was achieved.

The final limits of what is possible are pushed to the extreme at the Prototipo testing area near Nardo in Italy's heel. The test track is hermetically sealed. There is a strict schedule that must be adhered to so that the many factories that test cars here don't get in each others' way. In early December 1999, the new Turbo's final exam takes place in the mild climate of southern Italy. Two things are particularly important: The steadfastness of the brakes must be assessed according to Porsche's exacting criteria, and the thermal conditions in the engine and the drives of the four wheels need one last check. Both trial series necessitate the exclusive booking of the high-speed track, for the speed limit when other makes are using the track simultaneously is 240 km/h (about 150 miles per hour). A Turbo, however, requires much higher speeds. For this latest test, this freedom is only possible in Nardo when everyone else has better things to do on Saturday night.



The nightshift testing of the brakes presents Karl Haun with a heavy workload. He must accelerate the Turbo to ninety percent of its full speed 277 km/h (about 170 miles per hour) and then brake at eighty percent of maximum deceleration to 100 km/h (about sixty miles per hour). Immediately afterward, it's back up to 277 km/h (in an average of thirty-two seconds), and then he steps on the brakes again. This keeps the internally vented brake discs almost permanently red-hot, but they must go through this stop-and-go punishment a total of twenty-five times. A computer records all the details of the brake system's suffering, from the temperature of the discs and the temperature and pressure of the brake fluid to the pedal pressure.

When driver Karl Haun comes in for a pit stop after twenty-five cycles, measuring technician Wolfgang Grawe clears the memory and presents the results on a computer screen to engineer Gerhard Schäfer, the brake specialist. Something is wrong on the front left side, he decides. Grawe's diagnosis: Number four is dead. What died is one of the five thermal elements in the brake discs that translates the 600 to 750 degrees Celsius in the disc into electric signals and transmits the information to the on-board computer. Four reassuring readings induce Grawe to say, Not bad if the brakes are more reliable than the system that checks on them.

While the evaluation is going on, the mechanics, Bernd Weimar and Luigi Franzini, hurry to finish the technical service remove the wheels, change the brake pads, measure the discs, and put the wheels back on. After their heated mission, the pads have slimmed down by one millimeter, but otherwise they're in good shape. The brake disc thickness is within manufacturing tolerance. The dead number four stays along for the ride, and the missing value can be extrapolated from the other four readings. The brake discs have to be changed at the next pit stop. This is followed by a stepped-up regimen: The driver now brakes with maximum deceleration in the anti-lock system zone. This is when num-ber four on the right side gives up the ghost. After six of these cycles in one night, Karl Haun asks the driver on the way back to the hotel to step on the brakes gently.

Johannes Paul, the fast team's driver, had already worked as the project manager for the Carrera 4's endurance testing. Now, he alternately drives a Turbo with a six-speed manual gearbox and one with a Tiptronic transmission. The manual transmission Turbo whizzes past the guardrails at 310 km/h (about 190 miles per hour), a bit faster than the Tiptronic car. Paul waxes enthusiastic about the automatic version anyway. It provides incredibly smooth acceleration of power.

Although the closed-off course is deserted, driving at such speeds is anything but relaxing. The banked course makes it possible to drive free from the influence of lateral pull. Even driving without using your hands at 200 km/h (125 miles per hour) is possible. But at a speed of 300 km/h (almost 190 miles per hour) a firm hand is necessary when steering the course. Driving along a wall and with a centrifugal force that presses the car to the road keeps the vehicle stable and on its course, but Johannes Paul objects to the loss of spring travel. On bumpy stretches the car vibrates a lot, and I can't see the instruments clearly.

Paul's rounds on the banked circular course with a perimeter measuring 12.6 kilometers (nearly eight miles) are never very long just a little under 150 kilometers (about ninety-five miles). They take just a little over half an hour, and then it's high time to stop for gas. Mileage at a speed of 310 kilometers (about 195 miles) per hour on the uppermost track of the circular course is a bit above the amount in the EU norms.

Otherwise the thermodynamics experts Manfred Hochkönig and Christian Thies get encouraging readings: Despite the high speeds, no deviation from normal levels can be detected in the cooling water, the engine oil and in the charge air.

It doesn't worry Manfred Hochkönig that the temperatures in the transmission and in the housing of the front axle differential are a little higher than in street testing. We're still on the safe side. And besides, it's pretty unlikely that anyone else anywhere in the world could beat driving 100 miles at almost 200 miles an hour.



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