CONTENTS

• Summary The new Porsche 911 Carrera
• Design Visibly new yet recognizable
• Bodywork/Fittings Greater safety and more comfort
• Engine Powerful and environmentally compatible through innovative technology
• Driveline Six-speed manual gearbox, optimized Tiptronic and automatic brake differential
• Chassis New rear axle and anti-block brake system ABS 5
• Electrics /Electronics New headlight technology and improved audio quality
• Acoustics Much quieter but typically Porsche
• Data Compilation of measurements and data

Summary of the new Porsche 911 Carrera

Evolution of a Classic

The Dr. Ing.h.c. F. Porsche AG presents the latest version of its 911 sports car model, the new 911 Carrera, for the first time at the International Automobile Exhibition in Frankfurt, the 1993 IAA.

This Porsche 911 is notable alone for its powerfully dynamic yet simulta neously harmonic and elegant design. However, technical innovations which flowed into this youngest sports car model from Zuffenhausen are equally notable and future-oriented.

With its totally new, multilink rear axle concept featuring the LSA system (Light-Stable-Agile) and reworked front axle, the chassis displays clearly improved driving safety. At the same time, handling parameters are improved, bringing a further increase in driving pleasure.

The ABS 5 anti-block brake system celebrates a premiere in this new 911 Carrera where optimized control programming provides brake performance which again surpasses that of the previous model. The use of a stronger brake system with cross-bored and ventilated brake discs increases maximum achievable deceleration as well as reliability of the unit.

A headight system, conceived by utilizing pathfinding technology, not ony pro vides optimum road lighting but also offers service compatibility of a kind pre- viously unknown in this form. Standard air bags for both driver and front pas senger, as well as the use of high-strength steel in decisive body areas, are further basic elements of Porsche's safety concept as applied to the 911 Carrera,

The 3.6 liter, six-cylinder, boxer engine underwent thorough reworking of its mechanicals and electronics. Hydraulic valve-play adjustment, modern M2.10 engine management as well as the twin-tail pipe exhaust system with two independent metal-core catalytic converters are the most important innovations to be mentioned.

The engine, now producing 200 kW (272 HP) and 330 newtons, delivers its power to the rear wheels via a six-speed gearbox. The electronically-controlled and adaptive, four-stage Tiptronic Porsche automatic gearbox is optionally available with further improvements to its control parameters. For the first time Porsche offers the option of an ABD control unit which prevents spinning of a single rear wheel when left and right surfaces have different friction coefficients.

Lower noise and exhaust emissions, weight optimization of all construction elements, an overall design laid out for an extended life span, as well as selection of materials to meet recycling criteria, make this 911 Carrera an explicitly environmentally compatible vehicle.

Porsche's 911 Carrera will be put on the market as of October, followed by a Cabriolet variant in the spring of 1994.

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Classic 911 design developed further - improved ergonomics and aerodynamics

Distinctive styling with dynamic effect

The Porsche 911 is simply the classic among sports cars of the world. This is due in particular to its uniquely distinctive shape, whose basic lines have endured for more than 30 years. This design is consequently carried forward in the new Porsche 911 Carrera. The current shape was created as a clearly recognizable evolutionary step, with consideration for modern demands in safety, economy and up-to-date production processes. Notable improvements were also achieved n aerodynamics.

Every detail with an influence on shape was thoroughly examined for function and form and redefined where necessary, without losing sight of the Porsche design philosophy at any point. The interplay of concave and convex shapes is as much a part of the specifics of a Porsche 911 as its taut lines which pro- ject an impression of peak dynamics without seeming aggressive. Despite basic formal measures, the new Porsche 911 is undoubtedly still recogniza ble as a Porsche 911, from any angle.

Changes to the front of the 911 Carrera are striking. Newly-developed ellipsoid headlights are intentionally styled as large, round, functional units. Their low position continues the softly drawn curves of the front fenders. Bumper contour, containing light units consisting of blinkers and auxiliary lights, as well as air intake openings in the underside of the nose, form the unmistakable looks of the 911 Carrera Visible air exits in the bumper ahead of the front wheels, combine with the flowing nose shape to provide a marked improve ment in air resistance.

An extendable rear spoiler is fitted almost flush with the engine compartment lid. Its air grate, set off in black, the unbroken light band between the tailights, as well as exhaust tail pipes right and left, give the car's tail a wide, low appea rance. The impression of power and dynamics is increased.

Further details which set this new Porsche 911 off from its predecessor are newly-styled, daintier-appearing rims, ergonomically-designed door handles painted in car color, side windows bonded to the outer skin, as well as central arrangement of wiper arms on the windshield.

Solving the problem of a goal conflict between minimum possible air resistance of the body on one hand and minimum possible lift for the overall car on the other, as well as increased cooling air requirements for aggregates of the new 911, was a very special challenge to designers and engineers. An ent- ire range of individual measures lead to this goal.

Underbody sheath reduces lift. Along with optimization of the extendable rear spoiler, whose area was slightly increased compared to the predecessor, sheathing the car's underbody brought a positive gain towards the desired goal. With this under- body sheath it was possible to use the slipstream created by air flowing bet- ween road surface and car floorpan. This phenomenon, called "ground effect, cuts lift and simultaneously reduces air resistance of the car.

Constructive layout of flow through the nose radiator is something special. Cooling air flows in through slits in the lower nose, passes through the radiators and exits through specially-designed openings ahead of the front wheels. This type of air routing reduces overall vehicle resistance since air exiting ahead of the front wheels works like an invisible spoiler. The new 911 Carrera is thus one of the very few cars which displays less air resistance with flow through the radiator than without.

The sum of these and other technical solutions is an air resistance coefficient of Cdd u = 0.33. Lift coefficients are exceptionally low (front C dFL u = 0.03, rear C dRL u = 0.07). With a car frontal area of 1.86 m, the resistance surface (C dd u x F) is only 0.614 m.

Air bag steering wheel less bulky. Design measures for the interior are particularly concentrated on areas and elements which needed improvement in function, ergonomics or haptic properties, regarding operational safety. Necessary installation volume to contain the air bag in a new air-bag steering wheel could be considerably reduced. This produced a clear, attractive shape.

Steering column wands are also new and now even easier to use. Switches for secondary functions such as sliding roof operation or rear-window heat are brought together neatly on a strip ahead of the shift lever. Door panels as well as seat upholstery underwent extensive reworking and now appear both elegant and functional.

Safety and comfort increased to the benefit of customers

Stiffer body and improved fittings

The raw body of the new Porsche 911 Carrera consists of a unitized sheet steel shell welded to a box-member body with fenders bolted on. Compared to the already very torsionally resistant preceding model, twenty percent more torsional rigidity could be achieved with no weight increase. Total weight of the raw body remains the same.

Sheet steel, hot-dip galvanized on both sides, which Porsche was the first pro duction manufacturer in the world to introduce, ensures a high life expectancy for the new model as well. A ten-year warranty against rust perforation of the body documents this for the customers. From preliminary preparation to final paint coat, completely assembled bodies undergo approximately thirty main working steps. Usage of environmentally-compatible, water-based paints for metallic colors is self-evident for Porsche.

Larger luggage compartment. Due to design changes undertaken for the 911 Carrera, luggage compartment volume could be increased by some twenty percent, to 123 liters. The spare wheel, located below the front-mounted, plastic fuel tank, absorbs a considerable portion of the deformation energy in an accident. The tank contains 74.5 liters while a tank holding 92 liters is an available option, although this reduces luggage compartment volume.

Basic design changes were necessary for the car's tail area, due to introduc tion of a new rear axle. These were applied to increase body stiffess and simultaneously simplify production procedures.

Door beams of high-strength steel. Whereas the roof line remains unchanged, doors were considerably reworked. Simplified door operation from inside and altered outside door handles (painted in car color) are the visible signs of these modifications.

A new beam in the door is not visible. It is even more solidly designed, compared to the standard side-impact protection installed in Porsche 911s since the middle eighties. An ever higher-strength steel with yield strength of 420 newtons/mm provides the best possible passenger protection: side-impact protection of the second generation.

Clear gain in the field of vision. Glazing concepts for the type 911 were totally revised for the new Carrera. Front and rear windows are framed by narrower rubber seals and moved outwards, improving both optics and aerodynamics. New seals for the side windows reduce wind noise as well as door closing forces. The interior appears roomier, in direct comparison with the previous model, due to glass mounted more flush with the skin.

Both windshield wiper arms are now pivoted in the middle. This new arrangement not only produces a much larger wiped area but also coverage by both wiper arms over eighty percent of the field. This high proportion of double wiped glass area gives additional vision improvement in the rain and also redu ces possible slush buildup on the windshield in snow conditions.

Two standard air bags. Driver and front passenger air bags are standard for the Porsche 911 Carrera, including right-hand-drive versions. Just as this safety element on the driver's side takes up a minimum of space because of its new design, a locking glove box on the passenger side, located below the air bag, offers notable storage volume.

The dashboard retains familiar characteristics in the new 911 Carrera. The ignition lock is st.ill left of the steering wheel, five large, visible, round, analog instruments provide all important information to the driver in unmistakable form. Steering column wands are reworked and now even easier to operate.

Certain switches were located in more visible and ergonomically favorable positions. Controls for the electric sliding roof, respectively electric top, are now found on the center console, right/ left selector switch for outside-mirror adjustment is placed on the door. All functions of one group are placed next to one-another, for instance safety functions such as warning lights, central locking or central information.

Highly effective heater unit with particle filter. The electronically regulated, air/air-controlled heater unit of the Porsche 911, unique of its type in the world, stands out when compared to more common water/air-controlled systems for unmatched rapid warm-up of the interior following a cold start.

For the new model, this system received a range of further detail improvements. Of these, the standard particle filter to improve interior climate deser- ves special mention. The system offered retains particles from a size of five thousandths of a millimeter, which includes most flower pollens.

Seat as comfort and safety element. Front seats in the new 911 Carrera are optically modified via a new seam pattern. In addition, they received an improved upper-thigh layer. Seat height adjustment is handled electrically, even for the basic model, while fully-electric seats, as well as seat heating are available options. High-class seat quality and stability as well as integrated headrests guarantee maximum seating comfort along with best possible safety.

New style of door panels and rear side panels underlines the modern design impression of this interior. At the same time, these modifications provide the prerequisites for installation of a new audio sound package.

Most important standard fitting elements of the 911 Carrera at a glance:

• air bags for driver and front passenger
• side-impact protection of the second generation
• anti-theft warning system
• light-alloy wheels in Cup '93 design
• six-speed manual gearbox
• electric outside-mirror adjustment and heating
• high-output, service-friendly headlight unit with washer system
• anti-block brake system ABS 5
• central locking
• front seats with electric height adjustment
• invidually-folding rear seat backs
• servo steering.

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Proven boxer principle upgraded with latest technology

Carrera engine quieter, more powerful and environmentally more compatible now

Porsche decided on a further development of its air-cooled, six-cylinder boxer engine, known from the previous model, to drive the latest 911 Carrera. This new, 3.6 liter engine with output of 200 kW (272 HP) at 6100 RPM and torque of 330 newtons at 5000 RPM is some ten percent more powerful than its predecessor, yet it displays the same good consumption values, thanks to improved specific fuel consumption.

At the same time this newest Carrera power source also offers advantages based on the boxer design principle and the air cooling used. Engine operation is particulary vibration-free since 120 degree ignition spacing does not allow moving crankshaft masses to produce free first or second order forces or moments. When it comes to smoothness, the boxer engine in a Porsche 911 can be compared with an eight-cylinder engine. Due to the flat design of this aggregate, its location behind the gearbox and air cooling, it was possible to retain the characteristic descending line of a 911 around the tail area.

Alongside proven elements such as aluminum engine block and cylinder heads, two-stage resonance intake system and dual ignition, this latest vari- ant of the 3.6 liter engine features an entire range of important technical innovations:

• optimized pistons and rods, meaning lighter crank drive
• hydraulic valve-play adjustment
• latest electronic engine management (Bosch M 2.10)
• airflow sensing by hot-film sensor
• dual-pipe exhaust system with two independent metal-core catalytic converter elements

Weight reduction despite stiffer crankshaft. Porsche engineers managed a clear weight saving in the crankshaft drive, although the crankshaft running in eight plain bearings had to be strengthened considerably to handle increased engine output, gaining nearly a kilogram in weight. Mass reduction came through the use of rods which were even more weight-optimized (now 520 instead of 632 grams),ligh ter pistons (602 grams each rather than 657) and use of a belt pulley where 700 grams could be saved through eliminating the vibration damper.

To reduce moving masses, Porsche engineers lightened valves. Shaft diameters could be made smaller and valve heads weight-optimized. Valve drive weight in the new 911 engine was dropped by some ten percent compared to the previous aggregate. Two camshafts, driven by duplex chains, handle valve drive.

Hydraulic valve-play adjustment Hydraulic valve-play adjustment for the new 911 Carrera is a positive move, especially for car users. Whereas valve-play adjustment was prescribed every 20,000 km by the former service book, this job is eliminatec from inspections of the new engine. Along with reduced service demands hydraulic valve-place adjustment also contributes to reduce exhaust gas emissions of the engine during the warm-up phase.

The cylinder head features hemispheric combustion chambers. Two spark blugs in each are placed opposite one-another - to the sides of the two valves. Twin ignition shortens maximum flame travel in the cylinder, so that combustion occurs in minimum time and is more stable, meaning only minor differences between the individual firing strokes. In practical terms this means more power, optimized fuel consumption and improved idle quality compared to single ignition.

Two catalytic converters, two mufflers. There is a basic change in exhaust gas routing for the new Carrera. Whereas intake air is again directed into the cylinders via a two-stage resonance manifold with throttle control, the exhaust gas follows a new path. Burned gas mixture from both cylinder rows flows through exhaust manifolds laid out as heat exchangers for the car heater, to a mixing chamber. The lambda sensor to measure mixture makeup is found there.

Thereafter the exhaust flow separates again to flow through two metal-core catalytic converters and two mufflers. Two exhaust tail pipes instead of the previous one are the external sign of this new exhaust layout. By dividing the exhaust flow it is possible to reduce pressure losses in the exhaust system and optimize noise dampening, without an excessive increase in the volume of the exhaust system.

Complex engine management Engine management is regulated by one of the latest engine control units (Bosch Motronic 2.10). A great many measured values are available as input data: amount of air, revolutions, crankshaft and camshaft positions engine temperature, intake air temperature, throttle flap position, as well as data from two knock sensors. On the output side, injection valves, ignition cutoff, idle setting and tank ventilation valve are controlled by this Motronic.

Overall engine management complexity becomes apparent when we consider the various engine functions, anchored in the Motronic in the form of individual control programs, alongside input and output data:

• injection (multi-point, sequential)
• ignition (twin ignition)
• warm-up and acceleration enrichment
• start control
• adaptive lambda control
• overrun cutoff
• adaptive knock regulation (cylinder-selective)
• anti-jerk function
• active charcoal container flushing
• resonance flap control
• diagnosis via systems tester
• permanent monitoring of input signals for plausibility with eventual formation of replacement values
• idle revolutions control with automatic idle air adjustment
• torque reduction during shifts (Tiptronic)

Oil change at 20,000 km intervals. Proven dry-sump lubrication, widely favored in motor racing, is used for the Carrera engine. Here the oil reserve is not kept in a sump but collected in a separate oil tank. An oil pump driven by the engine delivers oil to all bearing surfaces, chain tensioners, cam faces, hydraulic valve-play adjustment elements and jets installed to cool the pistons.

A return oil pump transports lubricant back to this oil tank from the crankcase. An oil cooler which cuts into the circuit, provided with additional cooling by a fan for high lubricant temperatures, maintains optimum oil temperature.

Two filters within the circuit are exchanged every 40,000 km, the oil itself (nine liters) must only be changed every 20,000 km.

Spoiler supplements air cooling. The unique special position of the Porsche 911 is based, among other things, on its engine cooling system. Like all its predecessors, the new 911 Carrera carries an air-cooled engine. Special cooling by fan proves ideal for this compact, rear-mounted power plant.

Air is drawn in through a grate in the rear spoiler and directed to the ribbed light-alloy cylinders. Cooling air absorbs large amounts of heat within a minimum time, due to the high temperature differential between cylinder ribs and outside air temperature. Heated air then escapes the engine compartment downwards. At speeds above 80 km/h the extended rear Spoiler, which pro duces a dam effect above the air intake, assists cooling.

Exceptionally strong yet light materials. In selecting materials for the new Carrera engine the ori terla of weight, strength and recyclability occupied the foreground. A few examples of materials and their uses in the six-cylinder, boxer engine:

aluminum	crankcase, pistons and cylinders, cylinder heads, camshaft housing
magnesium	cooler fan, oil pump housing, chain housing
plastic	intake system, cooling air and heater air routing, valve cover, vacuum reservoir
ceramic	exhaust port liner
steel	crankshaft, connecting rods, valves, chain wheels, exhaust system
cast iron	camshafts, rocker arms

Six-speed manual gearbox and automatic differential braking

Power transmission through innovative technology

Two optional transmission systems are among the most distinctive features of the new Porsche 911 Carrera. Whereas a six-speed manual gearbox is now the standard offering, the Porsche-specific alternative of Tiptronic automatic shifting also underwent extensive reworking. Both novelties are adjustments to increased engine output. At the same time, however, shifting comfort has been improved. Fuel consumption and emissions could be reduced, compared to the solution of a five-speed gearbox.

In this new, six-speed, manual gearbox sixth gear in the shift pattern shares a plane with fifth gear. The sixth ratio was introduced to cover the large speed range from zero to 270 km/h. Otherwise even-longer ratios in a five-step gearbox would have consumed the engine's increased power, bringing disadvantages for elasticity values, so important in active driving safety.

The six-speed manual gearbox was developed to meet the goals of maximum shifting precision and shifting safety. Friction during a shift could be greatly reduced by a range of individual measures, shift forces lie some 30 to 40 percent below those of the five-speed gearbox previously used.

Successful weight optimization. Despite numerous improvements and the additional gear ratio, it was possible to maintain the weight of this new manual gearbox at the same level as its predecessor. This was made possible by applying a range of weight-reduced parts and production methods, some used in production car manufacture for the first time.

For instance, the pinion shaft is hollow-bored and the back of the crown wheel fitted with forged pockets. The gearbox housing is produced by thin-wall, aluminum pressure casting with wall thicknesses reduced by up to two millimeters.

Intelligent automatic gearbox. The Tiptronic automatic gearbox offered by Porsche combines two basic functions. On one hand it can operate like an automatic shift control, on the other it permits a driver to shift without using a clutch.

In the automatic plane the gears (four ratios) are shifted automatically. Gear selection is handled here by an intelligent, meaning capable of learning, shift program. This program considers measured values such as lateral and longl tudinal accelerations, engine revolutions, throttle flap position and speed.

Based on the picture obtained of car condition and driving style, electronics reach a decision on the most suitable driving program at that point. Five driving programs are programmed, differing chiefly through varying shift points meaning later or earlier up - or downshifts.

In addition, the program automatically blocks shifts when cornering and over-revving of the engine. When starting on a slippery surface, Tiptronic automatically shifts into a higher ratio.

This shift program was adapted to the altered engine output of the new 911 Carrera. In addition, it also considers varying road resistances such as up- or downhill driving now. Finally, there is the new feature in this automatic program: downshifts can be caused by braking. Thus a suitable gear is always available for the next corner.

Brake intervention prevents spinning wheels. A lockup system controlled by driving dynamics is available - for the first time from Porsche - as a special option for 911 Porsches with the manual gearbox. This prevents one of the two drive wheels spinning when starting on surfaces with different friction values, left and right.

The system consists of two elements, an automatic brake differential (ABD) as well as a mechanical, transverse, rear-axle lockup. ABD is available as an option for Tiptronic cars, without this lockup.

How it works: when a drive wheel spins under acceleration, the control unit recognizes that fact from its ABS sensors. The spinning wheel will be braked by a selectively-controllable, brake valve optimized for rapid response. In this manner the wheel not spinning can transmit increased drive torque.

This makes unproblematic starting possible even under difficult conditions. The driver is notified of ABD regulation working by a control light in the combined dial. The ABD control realm ends at a speed of around 70 km/h.

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Active safety developed further without compromise

New rear axle and even stronger brakes

The chassis of the Porsche 911 underwent the most basic redesign in the model's thirty-year history for the new Carrera. Whereas the front axle was reworked in several points, a completely new rear axle design is fitted to the car's tail. In place of the previously-used, semi-trailing arms with spring legs, the new 911 Carrera features a multi-link axle with LSA (Lightweight-Stable Agile) system. In addition, the overall car, including chassis, steering and selected tire sets has been rebalanced.

Results of these optimizing measures are subjectively evident and objectively documented by measured values. Handling is clearly improved yet again, active safety upgraded and higher achievable lateral acceleration testifies to the success of efforts by Porsche chassis engineers.

Possible lateral acceleration on dry, grippy surfaces could be increased to better than 1 g. Roll angle of the vehicle which occurs thereby is extremely small. Only minor body pitch is evident during braking or under strong acceleration Steering angles only increase slightly, even when nearing the realm of maxinum lateral acceleration, so that a driver doesn't have to turn in sharply, even when cornering fast. Thanks to relevant layout of axle geometry (kinematics and elasto-kinematics) the car remains easily controlled without abrupt reac tions, even in situations such as closing the throttle suddenly in a corner. A driver has better control over lane changes at high speed (swerving maneuvers) than was possible in the preceding model.

A comfort gain achieved through the suspension change is also of major importance. Twin-tube, gas-pressure shock absorbers of generous dimensions for front and rear axles permit the firm chassis layout expected of a Porsche, additionally underlined by stabilizers at each end. At the same time, this new 911 Carrera also demonstrates a clear improvement in comfort due to measures taken to optimize the chassis. Rolling noise is noticeably reduced and vehicle vibrations over poor roads minimized. Steering forces when parking could be reduced without any need to compromise steering performance at higher speeds.

The traditionally outstanding Porsche 911 brake system is improved even fur ther for this new Carrera. Vented, cross-bored brake discs and four-piston, fixed, aluminum saddles not only guarantee outstanding deceleration values but also brake reliability, even under maximum loads, A new anti-blocking brake system, ABS 5, introduced by Porsche for the first time, ensures con siderably improved brake behavior, in conjunction with optimized brake hydraulics.

A sport chassis can be delivered as an option for the 911 Carrera, differing noticeably from the production chassis. It was adjusted during extensive dri ving tests and intentionally attuned to the sporting driver. It differs from the standard chassis chiefly through shorter, stiffer springs, stronger transverse stabilizers, shocks adjusted to sporting demands and matching wheel set tings. Even so, comfort remains within acceptable limits, maximum permitted load is not changed.

Front axle reworked for improved straight-line tracking. The front axle design is based on the pro ven MacPherson spring leg axle of the previous Porsche 911. However, the behavior of this axle could be greatly improved by a range of detail measures Increased caster, negative scrub radius and new design of numerous front axle components permitted a noticeable advance in handling for the entire car. Finally, the use of new materials permitted total savings of three kilograms of front-axle weight.

Effect of these measures is improved straight-line tracking less disturbed by road surface conditions, reduction of surface influences on the steering, as well as increased vehicle stability when braking on road surfaces with different friction values left and right.

Rear axle with sub-frame. The rear axle of the new Porsche 911 Carrera is a new design. The dual wishbone principle known from racing was developed further as the new multi link rear axle with sub-frame. Referring to characteristics of this rear axle lightweight construction, more stability and increased agility- Porsche designates the well-founded technical solution its LSA system.

Wheel control with this LSA axle is handled by four arms arranged spatially on two horizontal planes. These arms are built in rod style which allowed weight savings in conjunction with the proper selection of material (cast aluminum).

The sub-frame consists of a pressure-cast aluminum frame in two parts, whose halves are connected with one-another by three transverse arms. This sub-frame is connected to the body at four points by rubber bushings. A range of advantages for comfort and handiness could be achieved, thanks to the form of this suspension. And there is a further gain on the production side, The entire rear axle can be pre-assembled during production and than moun- ted in the car.

The self-steering properties of this LSA rear axle can be considered a further development of the Weissach effect rear axle first used by Porsche in the 928. During load cycles the outside wheel moves towards toe-in due to forces which appear, meaning it steers into the corner. This clearly reduces Ferraria effect. During high lateral accelerations and rapid lane changes undesirable "tail wag" is eliminated.

Steering provides road surface feel. Demands for greater active and passive safety took the foreground in steering design. Steering in the new 911 Carrera has sensitive reactions, operates with small steering angles, yet simultaneously requires only small forces for parking. Steering which informs a driver of road conditions, along with distinctive road feedback, reacting precisely to steering movements while remaining good-natured and easily mastered, has always been expected of the Porsche 911 in any case. Thanks to a completely new, elastic track rod concept, positive qualities of the steering could be improved even further.

Brakes with ABS 5 at the highest level. Porsche places highest demands on the layout and reliability of its brake systems. Drawing on experience from racing and uncompro mising further development of experience gathered from sports car construc tion, a range of improvements could flow into the new 911 Carrera once again, further increasing the virtually unmatched level of Porsche brake systems.

The range of advantages of this Porsche brake system in the 911 Carrera begins when you step on the brake pedal. Brake application can be ideally dosed. The transverse position of the brake cylinder with vacuum brake booster, among other things, is responsible for this. Through very precise layout of a reversing link ratio for the brake pedal, a linearly rising ratio increase could be achieved throughout brake pedal travel.

The new anti-block brake system ABS 5 is used for the first time in the 911 Carrera. This contains newly-adjusted control algorithms. This chiefly affects road surfaces which are difficult to compute because they are not homogenous, partially dried road, unevennesses in the surface or dirty roads are such difficult to manage situations, where optimally-operating, anti-block braking, is especially in demand.

Interacting with brake force regulating valves improved to provide shorter initial response, the standard ABS 5 installation can even achieve decisively shorter brake distances, compared to previous ABS units, under certain conditions.

Langer brake discs with perforations. For the brakes themselves Porsche decided to use fixed saddle brakes from the Porsche-brake assortment which are a step higher in their performance range. With this, brake disc width increases from 28 to 32 mm with a diameter of 304 mm. At the same time the usable surface of each of the four brake pads increases by around 45 percent compared to the pre- vious model, already known for its exceptional deceleration values. Four- piston, fixed, aluminum saddles are used front and rear, notable in particular for precision effectiveness and high heat-dissipation potential.

Cross-boring of front and rear brake discs not only increases heat dissipation but reduces initial response time when braking in the wet. Purposeful fresh air routing via air passages in the car's nose as well as heat dissipation through the light-alloy wheels, increase reliability of these brakes under extreme conditions.

New wheel design. Wheels are designed in such manner that they suck heated air to the outside when driving fast but discharge as much heat as possible through radiation when moving more slowly (pass descents). They are produced by a low-pres- sure aluminum casting process and lighter than previously used wheels, thanks to their new design. The optionally-available, 17 inch wheels in Cup design '93 could also be reduced in weight, with the saving amounting to about 1.5 kg per rim.

The move to a new 911 Carrera also embraced an up-to-date evolution in the selection of tires. Wheels wider by an inch in each case (7 inch in front, 9 inch in back) are fitted with tires of the dimensions 205/55 ZR 16 front and 245/45 ZR 16 in the rear. Through optimization, improvements in wear, rolling resistance, rolling noise and potential cornering force could be achieved for comparable tires and driving style, when matched against the previous model.

When suitable winter tires are chosen, snow chains can also be mounted on the 911 Carrera. The emergency spare is found, as before, beneath the useful luggage space in the nose of the car. This is an inflatable spare tire. Therefore, equipment includes necessary tools for a wheel change as well as protective gloves and even a small compressor - of many uses - as well as a hand pressure gauge for a possible flat tire.

New headlight technology and modern audio systems

Light, sound and climate optimized

New headlight technology for dipped and high beams guarantees far better light yield for the 911 Carrera. A poly-ellipsoid headlight (PES) with H1 bulb is used for dipped beams. High beams are intensified by a reflector using variable focus (VF technology). Both are contained in a large, elliptically-shaped light unit.

VF technology is based on a design where focal length of the reflector is calculated for every point on the reflector surface. Thus, the reflector itself, rather than the lens, produces desired light distribution. This provided new freedom in designing the headlight lens. Headlight lenses are cleaned by standard, high-pressure jets which spray cleaning fluid onto the angled headlight glass at a pressure of two bar.

Porsche presents newly-designed and trendsetting headlight units which are especially service-friendly. By simply moving a lever at the front of the luggage compartment, the entire headlight system is unlatched. The headlight can then be removed from the front in one motion. For installation, inserting and then locking simultaneously engages all electric connections. Thus, a bulb change or exchange of the lamp unit can be carried out in minimum time, as can headlight adjustment.

The nearly flush mounting of a light unit containing blinkers and fog lights in the nose underlines the distinctive 911 Carrera optics. Fog lamps also make use of ellipsoid technology.

One-piece light band in the tail The rear light unit also displays basic reworking. Taillights left and right, as well as the reflecting band between them, can be adjusted relative to one another, providing optimum quality impression of the light effect at all times. At the same time, bonding-joining technology is introduced as a new production technique. Rear lights are protected against entry of splashed water by Teflon film.

The new 911 Carrera is fitted with a standard combination of central locking and alarm unit. Doors can be locked from the inside via a central switch.

Movable door-locking buttons have been eliminated. These are replaced by fixed light diodes whose blinker code announces locked condition as well as an armed alarm.

A new control unit for the air bag system was developed, in cooperation with other automobile manufacturers, where installation expenditures are greatly reduced with no loss of functional safety. The driver notices this advance chiefly through less space needed for the air bag unit, which made an elegant new steering wheel design possible.

Tone quality of the music system in a new dimension Porsche offers the Blaupunkt Bremen RCN 43 as audio unit for its 911 Carrera. A set with CD player is naturally available as well. The Porsche sound package, available as a special option, is completely re-attuned and re- equipped. An increase of the frequency spread in the bass realm as well as increase of maximum possible sound pressure level are the most important features.

The ten loudspeakers which are part of this sound package are driven by a sx25 watt amplifier. The entire system is matched to vehicle acoustics in every detail via extensive measurement and computing methods, thus permitting high-fidelity music and speech reproduction.

Customers can now order installation of a D net telephone as a further accessory, direct from Porsche dealers. The transmitter and receiver unit with integrated card scanner are placed in the spare wheel well of the luggage compartment. To ensure telephone use without impairing safety, a hands-off unit is also installed.

Fine climate assured. The optional, electronically-controlled air conditioner for the 911 Carrera includes a "max cold" position, When operated, cool air will only be delivered to the car's interior through the center and side grills. Passengers will find such cooling particularly effective, quickly receiving the expected relief when getting into a hot car.

Rear-window heat for the new 911 Carrera has automatic time control. By operating the proper switch, a driver activates two heater circuits for rapid de-icing or defogging of the rear window. After roughly twelve minutes one heater circuit turns itself off automatically, to optimize current economy. The second heater circuit is deactivated by using the switch again.

Standard fittings include electric adjustment for the outside mirrors. This is handled by a new switch concept mounted in the door panel at mirror level. Electric outside mirror heating, a further safety element, is also part of the standard fittings. An on-board computer with consumption readouts is an available option.

Noise level reduced by using latest analysis methods

The Porsche 911 retains its typical “sound”

Vehicles are becoming quieter and quieter in their external noise output. The new Porsche 911 follows this trend as well, presenting itself with notably reduced interior and external noise levels, compared to its predecessor. This means it already meets future legal noise emissions limits today. Most important measures for noise reduction for the 911 Carrera are:

• reduction of mechanical engine noise through lighter rods and pistons. hydraulic valve-play adjustment, stiffer crankshaft and optimization of the underbody sheath as a secondary measure
• elaborately conceived intake noise dampener, designed as a reflection system which even includes the induction snorkel and air filter in its noise- reducing design
• new exhaust system with mixing chamber, two separate, metal-core, converter monoliths as well as two final mufflers with a tail pipe each.

Mufflers themselves present a complex integral system for reducing noise. Three different methods for reducing the noise level are used at the same time: reflection, absorption and interference. Noise is first reduced by multiple reflection from the walls of the chambers. Noise-absorbing elements then swallow a large share of the noise. At the same time, the physical principle of interference is used. Sound waves which overlap but have their vibration phases shifted, partially cancel one another, further lowering the noise level.

Tires considered as a noise factor. Rolling noise is one of the contributing factors to vehicle noise Porsche has traditionally worked especially closely with leading tire manufacturers and was thus in a position, during development of the new 911 Carrera to direct special attention to relevant noise aspects in tire selection, along with safety and driving-dynamics criteria. Tire combinations which proved too loud, due to mixtures or tread design, could be eliminated from further testing and development early.

In all these developments the goal of retaining that typical Porsche 911 "sound" had high priority. The special acoustics group at the Porsche Research and Development center, put together especially for this purpose performed important analyses and coordination work. Engineers and scientists could depend here on innovative measurement methods and computation systems, some developed by Porsche itself.

The new glazing concept proved a positive factor, particularly for interior noise levels. Since side-window seals were altered and rear side windows mounted flush for the current 911 Carrera, wind noise was noticeably reduced. This is naturally most effective at higher speeds. In addition, the LSA rear axle concept brings a clear noise reduction on rough roads or damaged surfaces.