Index

• Introduction
• Simultaneous Development
• Engine
• Transmission: Manual / Tiptronic
• ABD
• LSD
• Chassis
• Front Suspension
• Steering
• Rear Suspension
• Brakes
• Wheels
• Sports Suspension
• Body Design
• Interior Design
• Body Structure
• Safety
• Aerodynamics
• Electronics
• Security
• Technical Specifications

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Introduction: The all-new Porsche 911

From its world debut in 1963, the original Porsche 911 has become one of the most successful and enduring icons in car history. More than that, it has constantly redefined the art of the possible in automotive technology.

Introducing a string of innovations and the focal point of an enviable history of motorsport success, the 911 has displayed an enduring appeal and been an incalculable influence over the automotive industry, the global design community and at every level of racing and rallying for over three decades. If any car can legitimately be called a legend, that car is the Porsche 911.

This all-new 911 builds upon the legacy laid down by its forebears to enhance the unique attributes and driving appeal of the 911.

It represents both evolution and revolution. Visually, there is no mistaking this car's unequalled heritage, yet the primary innovations lie deep within the stylish and spacious new body structure.

A new_water-cooled six-cylinder 'boxer' engine replaces its air-cooled predecessor. Despite a reduction in cubic capacity, the new engine is more powerful, produces more torque and is cleaner in exhaust emissions, but just as evocative in response and engine note.

Powerful brakes, a traditional Porsche hallmark, are a key feature. The advanced anti-lock brake system is a direct descendent of Porsche's extensive Le Mans experience.

Passive and active safety systems are as inventive as they are comprehensive. The 911 offers exemplary passive safety thanks to front and side airbags, high strength side-impact protection and an extremely strong body structure together with unsurpassed levels of active safety through advanced steering, braking and chassis design.

The 911 security system was developed in one of the car crime capitals of the world - Britain. The system is an on-line factory fitment with a highly sophisticated engine immobiliser as well as visible VIN numbers and shielded deadlocks. In addition the central control unit contains information from every control system in the car that can verify mileage, use and continuity of parts, so a Porsche technician can download this information to see if the car has been tampered with in any way.

Even the way the car was developed and manufactured reflects the changes in Porsche's business philosophy and is a testament to the company's innate flexibility and quest for innovation.

This press pack contains full details of Porsche's passion for the new Porsche 911, its standard-setting sportscar.

For Porsche, the 911 represents more than the most important new car in the company's 50 year history. It also stands as final confirmation of a fresh approach to car-building which the company introduced in February 1992. Combining both a new understanding of efficient product development and advanced production logistics, this company-wide reorganisation is, effectively, a rebirth of Porsche.

It consists of two fundamental strands.

The first is known as the Dual System: Porsche developed the new 911 and Boxster side-by-side. The two models were created in parallel with 36 per cent of components - mostly unseen - shared by the two cars. This allowed Porsche to shorten development times, increase quality and simplify parts sourcing and production line complexity.

As well as the Dual System, Porsche also introduced the latest assembly techniques, which not only involve key suppliers in the design and development of components but also in the supply of large, fully-assembled modules or sub-assemblies as justin-time deliveries to the Zuffenhausen plant.

For example, dampers, track control arms, tie-rods, anti-rolli bars and axle subframes are not delivered individually to the production line, but come straight from the supplier in the form of a complete axle, ready for installation. The complete instrument panel module comprising all instruments, switches and air conditioning control systems is also delivered complete, ready for assembly and connection.

This new production process reduces costs significantly. Production time for the new is reduced by 18.4 per cent compared to the car's predecessor. This allows Porsche to maintain its production facilities in Germany, at the same time as offering a sportscar which is a leader in quality, performance and value for money.

For more than three decades, a race-proven flat-six "boxer' engine has been the heart of the Porsche 911, providing responsive power and unequalled driving delight. This engine layout - proven in competition around the world - offers a number of specific advantages when used as a critical element of a pure-bred sportscar. Compact dimensions and a low centre of gravity aid packaging - critical in a rear-engined car - while the short, stiff crankshaft allows high engine speeds and the horizontally-opposed cylinders allow perfect engine balance,. All of the boxer engine experience gained by Porsche in the last 34 years has been incorporated in the all-new engine used in the new 911. While it retains the same basic mechanic layout - a light alloy flat-six design - as its predecessor, this power unit is all-new Dimensionally, only the 118mm cylinder bore spacing is retained from the previous engine - this aside, the engine is a clean-sheet design.

Engine: outline concept

Statistics: This engine displaces 3.4 litres, compared to the 3.6 litres of its predecessor, yet, with a power output of 300bhp at 6800rpm, is markedly more powerful: specific output is 88.6bhp per litre, an impressive figure for a conventionally-aspirated engine. Maximum torque is 350Nm at 4700rpm, with more than 300Nm available from 2700rpm to 7000rpm, underpinning the 91 1's considerable on-the-road performance. Effectively, this non-turbo engine offers similar performance found in the previous Turbo model. Despite the increase in power fuel consumption is improved by up to 10 per cent compared to the equivalent previous model. The 3387cc power unit has a short-stroke design with a 96mm bore allied to a 78mm stroke giving a dynamic driving feel and notably free-rewing performance up to the 7300rpm cut-out Proof of Porsche's commitment to intelligent design is confirmed by the exterior dimensions of the engine - it is 70mm shorter and 120mm lower than the previous 911 power unit, allowing the size of the storage space behind the rear seats to increase by a useful 25 litres.

Why water cooling?: One of the key distinguishing characteristics of the original 911 was the fact that this engine was air-cooled, rather than water-cooled. The new 911 engine iS now water-cooled for two reasons: the greater thermal loading of the new engine, allied to ever- increasing emission regulations, made water cooling vital to maintain engine efficiency, while more restrictive pass-by noise legislation in key European markets could be more easily met by an engine which had a water jacket around each cylinder head to staunch noise radiation. Water-cooling for a flat-six engine has, of course, been used by Porsche on the world's race tracks since 1978 and this top-level motorsport experience was used as the basis for the development of the new 911 engine.

Engine: design details

Cylinder block: Pressure-cast light alloy, split along the crankshaft centreline, with a separate bearing bridge featuring cast-in steel main bearing seats for the seven main bearing, 12 counterweight, forged steel crankshaft. The bearing support includes all oil ducts for the crankshaft and six oil injection jets for piston cooling, Cylinder bore liners have a silicon-crystal finish, forming a wear-resistant, low-friction surface. Porsche engineers refer to the block incorporating_'integral dry-sump lubrication': while the engine remains dry-sumped, the separate 10.25 litre oil reservoir is part of the engine block, rather than a stand-alone tank located outside the engine and requiring additional hoses and pipes while compromising the car's packaging efficiency. An oversized oil/water heat exchanger, fitted directly to the engine block, keeps overall engine temperatures in check.

Cylinder heads: Both the left and right-hand cylinder heads are identical castings, and feature a centrally-located spark plug for consistent combustion characteristics at all engine speeds Porsche has developed a particularly compact, space-saving solution for driving the four overhead camshafts. At the front of the engine, a duplex chain runs from the crankshaft to a layshaft directly beneath. From here a further duplex chain runs down to the right-hand exhaust camshaft, while another chain extends from the rear of the engine to the left-hand exhaust camshaft. This solution is notably compact, as each bank of cylinders is slightly offset to one another, giving a perfect location for housing a drive chain at each end of the engine.

Two simplex chains connect the exhaust and inlet camshafts, a chain tensioner providing the desired phase shift and, accordingly, adjusting the inlet control timing. This Vario-Cam system not only improves the torque curve, but also reduces exhaust emissions. At 1500 rpm the system switches to the torque-enhancing timing mode. At medium engine speeds Vario-Cam keeps overlap on the inlet and exhaust valves to a minimum, while at precisely 5820 rpm the system switches back again to more power- and performance-oriented valve timing with greater overlap.

Closed by conical springs, the valves are operated by maintenance-free hydraulic tappets. The chains on the valve drive likewise require no maintenance, hydraulic compensation ensuring optimum chain-tension for the service life of the car.

Pistons and connecting rods: While Boxster uses cast pistons, the new 911 features racing- style forged pistons to cope with higher engine loads. A new technological development is used in the car's con-rods. A number of contemporary cars use connecting rods which are cast in one piece before being marked by a laser and actualy broken at the big end to surround the bearing -the crystalline nature of the resulting fracture means that when the connecting rod is reassembled the resulting joint is stronger than when two conventionally- machined surfaces butt together. In this type of application, however, rival manufacturers use a sintered metal con-rod- the Porsche 911 represents a world-first for a mechanically-split forged con-rod, which can withstand much higher stresses.

Water-cooling: The flow of coolant around the cylinders and combustion chambers follows a concept - known in-house as 'crossflow cooling' - refined in Porsche racing engines. Water flows across the entire width of the cylinder bank and cylinder head from the hot exhaust to the cooler inlet side. To maintain a correct thermal balance, coolant flows along two ducts, one cooling the individual cylinders on each side of the engine. The second duct leads straight into the cylinder heads where the water cools the combustion chambers.

On cars with a six-speed manual gearbox, the engine is cooled by two radiators located on each side of the car's front valance. When equipped with Porsche's new five-speed Tiptronic S transmission a third water radiator is used, in the middle of the car's front spoiler, to cool the water in the transmission's oil/water heat exchanger.

Intake system: The intake system on the new 911 power unit is far more sophisticated than that on the Boxster, with three light-alloy intake manifolds on each of the two cylinder heads, The rest of the intake system is made of a special synthetic material with high surface quality to improve inlet flow characteristics.

Each bank of cylinders on the 911 power unit has an individual air collector which also serves as a resonance generator. Two chambers are used in each collector, linked by a pipe containing a butterfly valve. The butterfly remains open up to 2700 rpm, then closes up to an engine speed of 5100 rpm before being opened again at maximum speeds. This improves the cylinder charge and flow cycle by carefully manipulating the resonance effects within the system.

Premium unleaded fuel is injected sequentially by six electromagnetic injectors, while injection timing and volume is controlled electronically as a function of load, engine speed, and air mass measured by a hot-film sensor, while dual exhaust oxygen sensors play a key role in monitoring and shaping the air/fuel mix to aid emissions, performance and engine response.

Ignition: In the new 911, the electronic engine management system incorporates six coils - one per cylinder - integrated with the spark plug leads. Eliminating conventional ignition cables increases reliability and prevents any electromagnetic interference affecting other sophisticated electronic components, including cellular telephones.

The ignition system is both 'intelligent' and adaptive allowing the engine to run on poor quality fuel in an emergency. Cylinder-specific anti-knock control can determine any irregularity in engine operation and, in response, rapidly adjust the ignition timing of individual cylinders. The only side-effect of running a new 911 on low-quality fuel will be a temporary loss of power and performance until the car is refuelled with its regular premium unleaded fuel.

Exhaust: Every Porsche 911 has had a particularly dry, instantly recognisable and wholly emotive exhaust note - it is the unique aural signature of the car. Yet this 911 had to be quieter than the previous model to meet current and anticipated exterior noise regulations without losing the car's distinctive timbre. Welded stainless steel exhaust manifolds flow through metallic-substrate catalysts to two extra-large, specifically-tuned silencers located in the left and right rear wheelarches. Fact: 10 new 911 Carrera's emit the same volume of noise as one of the original 1963 models.

Service requirements: Technicians servicing the engine of the new 911 will, in fact, have very little to do. The electronic engine management system is maintenance-free but may nevertheless be checked by the car's on-board diagnostics. The timing chains and the poly-V- belt driving the alternator, water pump, hydraulic pump, and air conditioning compressor all come with automatic tensioning systems. Oil level and coolant quantity can be checked via a dashboard read-out. As a result, a major service is only required every 40,000km.

Two very different transmissions - a six-speed manual and a five-speed Tiptronic S - are available in the new Porsche 911. Each reflects a specific facet of the 911: the manual gearbox is notably crisp in operation, a close-ratio design offering minimal rev-drop between gears with maximum speed achieved at peak revs In sixth gear. Tiptronic S, by contrast, provides three operating modes a console-mounted shifter with Formula 1-style steering wheel buttons 2 choice of shift-gates and giving an intriguing selection of driving alternatives ranging from fully automatic to allowing the driver to change up or down with a simple push of the thumb.

Transmission: manual gearbox

Mechanical simplicity, reduced noise and ease-of-use were key targets for the engineers working on the six-speed manual gearbox. The gearbox also had to have the capacity to handle a torque peak in excess of the 340Nm produced by the new 3.4 litre engine. Details:

Design simplicity: The gearbox is now formed from two precision light-alloy castings, rather than the three used in the previous 911. This reduction in the parts count combines aids assembly and ups the stiffness of the entire transmission assembly.

Reduced noise: Specifying a cable gearshift mechanism eliminated a critical noise path into the cabin of the new 911 - the more traditional selector rods are not only prone to resonate but also channel unwanted transmission vibration directly into the cockpit. A double-mass flywheel, which uses torsionally elastic elements to separate its two discs, is a proven Porsche solution for isolating engine noise and vibration from the occupants of the car. Even the surface finish of the gear teeth in the transmission was reviewed and altered to stifle noise

Transmission: Tiptronic S

As previewed on the Boxster, the latest generation Tiptronic S automatic transmission now comes with five, rather than the previous four, speeds. The actual gear ratios are slightly 'wider' than in the six-speed manual, with a shorter first gear to enhance off-the-line acceleration and a taller top gear to reduce engine speed while cruising.

What is Tiptronic S? Essentially, Tiptronic S is a conventional automatic transmission with an innovative Porsche-developed gearshift mechanism, allowing a driver to enjoy either an "intelligent /earning" automatic gear changing or direct control via a simplified sequential gearlever or buttons mounted on the steering wheel spokes.

Using Tiptronic S: A driver has four methods of enjoying Tiptronic S. They are:

• Via the gearlever in the right hand selector quadrant: Here, the driver can simply leave the gearlever in D - or 'Drive' - and the transmission will change gear as in a conventional automatic. The quadrant has four positions: D, N-neutral, R-reverse and P-park.
• Via the gearlever in the left hand selector quadrant: With the spring-loaded lever in this position, the driver merely pushes it forward to the '+' position to change up, or pulls the lever back to the '-' marker to change down. Once a shift has been made, the lever automatically centres itself between '+' and ', in anticipation of the next gearchange.
• Via steering wheel buttons: There are '+/ buttons in each of the two horizontal steering wheel spokes. Simply pressing the rocker switch at either top or bottom changes up or down.

What's the Tiptronic S difference? As well as offering a variety of control options for the driver, Tiptronic S is fully integrated into the car's electronic management systems to improve its efficiency and prevent a driver from requesting a gearchange which might be inappropriate in a particular driving circumstance, such as attempting to change down from fourth to second gear at high speed and so risking engine damage. To accommodate such high levels of operational intelligence requires that the car - and not the driver - utilises notably sophisticated software controls, including:

• In the warm-up program the transmission does not shift up early in order to quickly heat the catalytic converter to its normal operating temperature.
• In the active shift mode gearshift points are moved up for extra performance and a dynamic response whenever the driver presses down sharply on the accelerator.
• There is a complete suppression of gear shifting up in the overrun mode, meaning that the transmission does not change up when the accelerator is released before entering a bend.
• In the brake downshift mode Tiptronic shifts down appropriately as soon as the brake pedal is pressed.
• When running in the mountain road mode the electronic Tiptronic S management unit recognises uphill and downhill gradients by applying data fed in from the throttle butterfly and engine speed sensor, automatically choosing the appropriate - lower - gears.
• When holding gears in bends, Tiptronic intentionally does not shift up as it is able to detect the course of the road by applying various speed signals fed in from the ABS sensors.
• In the wheel spin upshift mode Tiptronic S shifts up when wheelspin is detected in the interests of driving stability.

To improve adhesion when setting off on slippery surfaces the available Automatic Brake Differential (ABD) enhances traction by applying the rear brakes alternately at a fast cycle time to prevent the wheels from spinning: this is controlled through the active ABS anti-lock brake sensors which determine the level of wheelspin and report back to the anti-lock management computer, which adjusts both the ignition and fuel injection in order to reduce power.

The final drive differential on the manual 911 is available with an automatic lock function providing 25 per cent locking action under drive and 40 per cent in the overrun mode. This asymmetric set-up is intended not to enhance the excellent traction of the new 911, but help stabilise the car's driving behaviour under extreme load change such as when releasing the accelerator in mid-corner.

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Chassis: classic concept, elegantly executed in aluminium alloy

Porsche analysed both the dynamic performance of the previous 911 and contemporary design benchmarks for sportscars before defining the chassis concept of the new 911. The result is a car which bears a conceptual resemblance to the proven 91 1 'blueprint while using the latest technology and vehicle dynamics thinking to set new standards in both handling and ride comfort.

The majority of suspension components, plus subframes, are made from high-grade aluminium alloy. Aluminium not only reduces component weight without compromising strength, but cast aluminium components also allow closer control of suspension geometry under high cornering loads. Key development initiatives were also directed at suspension bush design, to increase road noise isolation without damping the precise feedback which so characterises the 911 for discerning drivers.

Design concept: The new 911 was developed simultaneously with the Boxster, though each car has distinctly different characters and abilities. The cars share key componentry from the nose to the windscreen A-pillars. From that point to the tail of the car, the 911 retains its unique technical character: while the Boxster is mid-engined, with the engine mounted ahead of the gearbox, the 911's flat-six power unit is - as in every previous 911 - located behind the transmission. This rear-engined layout ensures that the new 911 shares the same basic handling characteristics as previous generations of the car.

Conflicting demands: To increase driving comfort, Porsche engineers determined to increase the wheelbase of the new 911 by 80mm. (This is, in fact, the second time the 911 has been lengthened. In 1968 the 911 grew by 57mm to improve the practicality of the cockpit). However, the 911 development team also wanted to improve handling agility, steering response and reduce the car's turning circle - each a target which would be more easily reached by shortening the wheelbase of the 911. Resolving the apparently conflicting aims of increasing comfort and setting new standards in driving excellence was one of the major challenges of the 911 programme.

Front suspension design highlights include:

The track control arms are formed by a separate tie-rod and longitudinal track arm, connected by a specifically tuned bush: this bush allows greater elasticity in a longitudinal direction, increases suspension sensitivity to small bumps and provides elastokinematic toe-in correction of the wheels to improve steering feel.

The tie-rods and longitudinal track arms are made from cast light-alloy with profiled cross-sections to add strength precisely where it is required. The H-shaped front suspension subframe the is also made of an aluminium alloy.

Twin-sleeve gas-pressure spring struts have been engineered to reduce weight - for example, the steel tubes used in the struts have been re-profiled to save 140g per unit and the piston rods are hollow.

Front axle coil springs wound conically to provide a progressive spring rate and reduce their stack height. Even the anti-roll bar is made from tubular steel, to save weight.

Lightweight materials are found throughout the steering gear. The steering housing is made of an aluminium alloy, the steel steering rack is drilled, and both the tie-rods as well as parts of the steering column are made of a light alloy, with a magnesium steering column support.

This is the first 911 to come with a steering mechanism fitted in front Of the axle-line, as on a racing car. The result is a significant increase in steering precision. With hydraulic power assistance fine-tuned for maximum precision and feedback, the new steering system responds directly to the driver's commands, while keeping steering forces to a minimum, and allows a reduction in turning circle radius by 1.1m.

The rear axle follows the same basic multi-arm LSA (Light-Stable-Agile) configuration as the previous 911, but with a number of key differences.

• The essential load-bearing aluminium structure is no longer shaped like an arch, but features two sculpted support arms connected by a light-alloy crossbar at the rear and an aluminium bar at the front. The box-shaped profile elements are produced by Porsche's proven vacuum pressure-casting process
• As on the former model, the rear wheel suspension uses a double track control arm principle, with the tie-rods and longitudinal arms being the same components as used on the front axle - another example of Porsche's shared parts philosophy.
• Track-correcting arms positioned behind the rear axle line allow the new 911 to offer compatible toe-in control at the front and rear end of the car, aiding handling precision. The front wheels, for example, toe-out slightly under extreme cornering loads, while the rear wheels toe-in under similar circumstances. Taken together, these two effects ensure greater directional stability with increasing lateral acceleration and guarantee smooth and neutral steering behaviour under everyday driving conditions.

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Brakes: bigger, with race-proved calipers and latest ABS technology

Porsche has an unparalleled reputation for exemplary brake performance, which springs from a unique testing procedure. To test brakes for their ultimate resistance to fading, the Company's engineers apply the brakes all-out 25 times in a row from 90 per cent of the car's top speed down to a speed of 100 km/h. As the new 911 is more powerful and has more advanced aerodynamics than its predecessor, the brakes of the car had to be redesigned to match its increased performance.

Ventilated brake discs now measure 318 mm diameter up front and 299mm at the rear. The four-piston monobloc light-alloy brake calipers are manufactured according to a patent held by Porsche, following a design principle applied in standard production for the first time on the Boxster and already tested on the race track in the Porsche 956, 962C, and 911 GT1.

The new design of brake caliper allows shorter pedal travel, increasing driving precision, backed up by the latest Bosch ABS 5.3 anti-lock brake technology.

The new 911 comes with 17in diameter light-alloy wheels as standard - an inch larger in diameter than those on the previous model - with 18in wheels as a factory option. These wheels accommodate the much larger brakes and improve brake cooling. The standard 17-inch wheels are low-pressure-cast light alloy, while the 18-inch wheels have hollow-cast spokes in a further example of how advanced Porsche racing technology is adopted by the company for road use.

• Standard wheels and tyres

  front 7J x 17 ET 55; 205/50 ZR 17 rear 9J x 17 ET 55; 255/40 ZR 17

• Optional wheels and tyres

  front 7.5 J x 18 ET 50; 225/40 ZR 18 rear 10 J x 18 ET 50; 265/35 ZR 18

• The following tyres have been approved by Porsche for the new 911:

Bridgestone S-02
Continental Sport Contact
Michelin MXX3 Pilot SX
Michelin Pilot Sport
Pirelli P Zero Direzionale Asimmetrico

The new 911 comes with a space-saving high-pressure emergency spare wheel in the front luggage compartment, which, thanks to the increase in luggage space, is able to accommodate an original-size wheel in the event of a puncture.

Reflecting a Porsche tradition and the desires of particularly sporting customers, the new 911 is available with a sports package comprising 18-inch wheels, traction control and sports seats and retuned suspension. This sports suspension comes with stiffer springs reducing ride height by 10 mm, while the anti-roll bars are even larger in diameter and the dampers tauter for even greater stability on the road.

Porsche's design team began with more than a clean sheet of paper when creating the new 911 - they began with a blank computer screen. Computer-aided design played a critical role in refining a body shape which, while embodying many time-served 911 style cues, also serves as subtle reminder that Porsche remains at the forefront of sportscar technology The original 911, designed by Ferdinand Alexander Porsche, grew longer and, more critically, wider during it's 34 year life. With a 30mm broader track and larger wheels and tyres to accommodate than the previous 911, the car's designers concentrated on giving the car a cohesive, flowing form, without resorting to exaggerated wheelarches or clumsy resolution of key details.

Important exterior design features include:

New relationship between doors and roof: The windscreen angle has been reduced from 60 degree to 55 degrees and the new doors and roof are smooth, simple and elegant in appearance.

Aerodynamically-refined detailing: The smooth sides, flush glass and tight panel gaps and shutlines not only confirm the car's inherent design quality, but also improve aerodynamic performance. The external mirrors now locate directly into the leading edge of the side window aperture, rather than being affixed to the door itself.

High-tech headlamps: All lighting functions are integrated into a single unit, building on the new Porsche 'family' frontal aspect unveiled with Boxster.

The number of switches on the facia of the new 911 is almost double the number used in the original car - yet this increasing complexity is discreetly housed in a new dashboard and interior which matches modern levels of comfort and practicality with familiar 911 design elements.

Notable features include:

Increased interior volume: The exterior dimensions of the new 911 have been increased significantly - the car is now 185mm longer and 30mm wider. This translates into a 170mm longer cabin area - also aided by an engine which is more compact than its predecessor thanks to water-cooling - and increased luggage space in the front compartment.

Five instrument binnacle: The instrument layout updates the classic 911 binnacle with four major gauges arranged around a central tachometer which also includes a digital speedometer read-out to augment the analogue speedometer. The tachometer is circular, while the other gauges are crescent-shaped and overlap each other: all the instruments are now clearly visible through the upper sector of the steering wheel.

Steering wheel: For the first time in a 911, the steering wheel is adjustable for reach, allowing drivers of all sizes to enjoy a comfortable driving position

Alloy gearknob: An ergonomically refined polished alloy knob tops a short, leather-wrapped gearlever.

Cupholders: A pair of removable cupholders can be slotted into locating holes in the facia airvents - this ensures that drinks can be cooled or kept warm, dependent on the setting selected for the car's climate control system.

The new bodyshell is 45 per cent stiffer in torsion and 50 per cent more resistant to bending forces than the previous shell. Remarkably, it is also lighter than the bodyshell of its predecessor, which improves crash protection and allows finer tuning of the suspension to benefit both ride and handling.

Porsche made the decision to retain steel as the core material for the basic body structure of the new 911 for the following reasons:

• Porsche has 20 years experience in building cars from corrosion-eliminating hot galvanised steel

Ease of repair in Porsche dealerships around the world

• Introduction of new generation lightweight, high-strength, advance specification steels.

A number of different types of steel are used in new 911, including:

Deep-drawn panels/63,2 per cent of body structure: Deep-drawn panels, used to create smooth, compound curve body panels, form the basis of the car's exterior.

High-strength steel,29.1 per cent: Includes longitudinal frame members, the windscreen aperture, centre tunnel and side-impact structure. Final heat-treatment of these components occurs during the paint-baking process at 180 degrees C.

Tailored blanks/6.4 per cent: Steel pieces of differing thicknesses are laser-welded together before being pressed to create panels which are used in applications which require areas of local reinforcement, such as the front bulkhead and side-sill supports.

Boron steel/1.3 per cent: Boron steel is press-hardened to increase strength and used in the footwells and as door reinforcement.

Designing a brand new sportscar gave Porsche an unrivalled opportunity to produce a body structure which would surpass all current and anticipated global safety standards - this is the primary reason why the new 911 is 170mm longer than the old car, allowing greater front and rear overhangs to offer more consistent impact absorbtion characteristics. As well as a bodyshell with progressively deformable front and rear ends, the car is also fitted with new generation driver and passenger airbags and is available with POSIP, Porsche's innovative side- impact protection system, which matches door-mounted airbags to an energy-absorbing door liner.

Safety structure: Special attention was paid to ensure the structure of the car offered the highest level of passive safety, with the adoption of the new floorpan offering an unrivalled opportunity to incorporate the latest safety thinking. Both longitudinal and transverse strengtheners and supports are used to control the deformation of the body in a major accident. Major sub-assemblies also contribute to excellent impact characteristics - the alloy front subframe, for example, dissipates crash energy directly into the front chassis legs in the event of a head-on collision.

Airbags: In 1991, Porsche was the first car maker in the world to equip its cars with two front airbags. The new 911 builds on this enviable legacy by specifying airbags which are specifically tailored to suit the differing requirements of driver and passenger. The smaller driver airbag uses an acid-free gas inflator, which is exclusive to Porsche: this propellant is used for the first time in a car and has the advantage of being harmless in both production and recycling. A further bonus is the light weight and compact size of the inflator, which contributes to a reduction in the bulk of the centre boss of the steering wheel.

A hybrid gas generator which obtains most of its gas volume from a pressurised canister of argon is used for the larger, passenger bag. Argon is harmless to both man and the environment and aids Porsche's quest towards environmental responsibility and efficient recycling. Operation of the passenger airbag does not damage the facia and the airbag can be replaced easily.

POSIP: POSIP is Porsche's side-impact protection system, which consists of a 30 litre airbag installed in both doors with energy-absorbing door linings. POSIP covers the entire adjustment range of the seats and increases protection of the head, chest, arms and hips in side-on collisions. POSIP will also only activate the air-bag on the side of the impact. Seatbelts: The front seat belts have a height-adjustable upper mount for increased protection and comfort, while inertia-reel three-point belts are also used in the rear.

Child seat: The 911 child seat - available as an official accessory - comes complete with a plug-in contact to deactivate the front passenger airbag when the child seat is installed.

Aerodynamic efficiency plays a vital role in the performance of a sportscar. Acknowledging this, Porsche faced a particular challenge in developing the body of the new 911 - the car had to be immediately recognisable as a true 911, communicate that this was an allnew product and be at the forefront of contemporary aerodynamic thinking. Certain targets were identified by Porsche's aerodynamic experts: Low drag - with good high-speed stability: The previous 911 had an impressive CD figure of just 0.32 and Porsche's windtunnel research showed that reducing the drag coefficient still further could induce prohibitively high levels of lift in car capable of 174mph. Painstaking work saw the drag coefficient of the new car trimmed to just CD 0.30, ith lift forces minimised to 0.08 at the front and 0.05 at the rear, with the tail spoiler extended,. Improved cooling performance: Considerable attention was paid to cooling not only the engine, but also the car's brakes. Porsche has considerable experience with water-cooled 911 derivatives in racing and the first rear-engined Porsche with front-mounted radiators was the 959, introduced in 1986. Advanced air management techniques have been used to duct air first into the water radiators and then out through the front brakes and wheels.

Smooth underside: One of the key aerodynamic advances in the new 911 will remain effectively invisible to most owners - the car's underside is now much smoother and free from major projections in the name of aerodynamic superiority.

Retractable rear spoiler: A feature of the previous 911, the retractable rear spoiler performs a number of functions. It reduces rear lift, lessens the drag coefficient and a scoop in the spoiler ensures adequate ventilation of the engine compartment .

Details: Both the windows and door mirror lenses are designed to stay clean in adverse weather conditions. The new body design also allows for a higher cockpit air throughput increasing occupant comfort and improving operation of the air-conditioning system.

A casual glance at the specification of the new Porsche 911 might surprise the sportscar . traditionalist: this car is underpinned by a sophisticated array of state-of-the-art electronics in its engine, transmission, running gear and key subsystems. Yet - and this is an area in which Porsche's engineering prowess and deep understanding of what constitutes a true sportscar run hand-in-hand - the integration of such advanced hardware and software is not only seamless but also adds to driving enjoying without detracting from the inimitable character which is the cornerstone of the 911.

PCM - Porsche Communication Management - takes the integration of those electronic components increasingly demanded by discerning drivers, including satellite navigation and cellular phone functions to level previously unseen in a serious sportscar, without detracting from the car's essential user-friendliness.

Electronics: Porsche Communication Management (PCM)

Joining forces with communication specialists from Siemens, Porsche engineers have developed the Porsche Communication Management system, available as an option on the 1998 model year new 911.

Located in the centre of the instrument panel, PCM combines a large number of functions in a single unit, considerably simplifying both operation and use of the various information systems. Each function has its own optical display on a five-inch colour screen, including:

• The audio system with its RDS radio, cassette player and, if specified, CD changer.
• The optionally available top-end hi-fi system with DSP (Digital Sound Processing) amplifier and sophisticated loudspeakers.
• Automatic air conditioning comprising the heater, ventilation, defroster and air conditioner.
• The on-board computer using satellite-based information to show the time of day, date journey time and time to destination, average speed and average fuel consumption.
• The integrated car telephone with hands-free operation activated by entering a GSM card.
• The GPS satellite navigation system developed by Siemens including CD-ROM road maps and precise distance measurement from the ABS sensors. In addition to road maps and city guides, the CD-ROM also offers other important information such as filling stations, hotels or particular sights. The driver is guided to his destination on the screen by way of voice messages supported by arrow symbols or an optional road map, and can even choose various languages in the process.

Electronics: security with a British touch

Developed at Thatcham - the Official Motor Industry Security Research Centre - with considerable assistance from Porsche Cars Great Britain specialists, sophisticated electronics ensure that a Porsche 911 will simply refuse to co-operate in the event of attempted theft. The electronic immobiliser is activated by a transmitter with an algorithmic random selected code function, generating a new code each time the immobiliser is used to defeat unwanted attempts to mimic its performance and so render it ineffective. The alarm system, in turn, electronically detects any manipulation of the car's locks, any movement of the car or intrusion into the interior, activating the system's siren in response.

Electronics: brief explanations of key components

Highlights of the electronics specification of the new 911 include:

Engine electronics: Engine electronics have eliminated most mechanical components from the Ignition system, including the distributor. Instead, six coils - one per cylinder are triggered by the Motronic engine management system against a complex map of engine speed, engine load and other parameters. Anti-knock sensors work on each cylinder individually for optimum detonation detection if knocking is detected, ignition timing IS altered cylinder-by-cylinder Dual exhaust oxygen sensors play major role In minimising exhaust emissions. Fuel injection a timing is electronically controlled to the millisecond. Should any electronic system show signs of unreliability or even fail entirely a fail-safe program iS activated to allow the car to be - - driven to a Porsche service centre.

Tiptronic S: When upshifting the electronic engine management system briefly reduces engine power to enhance shift quality. The system also analyses how the car is being driven and if it senses - through the way the throttle is being used - that the driver wishes to drive quickly, it instructs the transmission to use a more dynamic shift program. The anti-lock brake system also 'knows' when the car is cornering and this is another parameter used by the automatic transmission in selecting a shift strategy.

Braking: Any substantial difference in wheel speed is perceived as the drive wheels spinning, in which case the Automatic Brake Differential will cut in by applying the brakes on the appropriate side of the car. Indeed, the many signals generated by the ABS sensors allow very exact measurement of both road speed and the distance covered, ensuring not only highly accurate speed and mileage measurement, but also ultimate precision from the navigation system.

Park Assistant: Distance sensors at the front and rear of the car, linked to an audible signal in the cockpit, are the basis of Park Assistant, an optional extra to aid accurate parking, particularly on crowded urban streets and in car parks.

The security system fitted to the new 911 was developed by Porsche in Britain. The heart of the system is located within the central engine management control unit of the car and works by a control logic nicknamed 'challenge and response'. This means that, in effect, the car's security system assume any approach to the car is hostile until proven otherwise.

Proving "ownership" is achieved through the randomly-selected encrypted codes issued by the remote control key- only when the car recognises the correct code will it issue another de- scrambling code to activate the software to start the car.

Physical security is now greater than ever on the 911. The control unit itself is destruction tested as well as blasted by high frequency electromagnetic radiation. Door deadlocks are shielded and have a tamper-proof operating system .

Porsche in Britain has always played a positive role in increasing vehicle security, and it is for this reason that Porsche AG involved Porsche Cars Great Britain in the development of a new security rationale for the new 911. Porsche GB's security expertise also ensured that Britain's biggest Porsche insurer did not pay out one penny in claims for the theft of unprotected Porsche cars in 1996.

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