997 Turbo official announcement

[Guest]

Press release from Stuttgart today (13/2/06):

Stuttgart. Dr. Ing. h.c. F. Porsche AG, Stuttgart, is extending its current product range with the addition of a new 911 Turbo. The sixth generation of the 911 series' top-of-the-range model will be celebrating its world premiere on February 28, 2006 at the Geneva Motor Show and will be available in German dealerships as from June 24, 2006.

The 911 Turbo (Type 997) now has an output of 353 kW (480 bhp) at 6,000 revolutions per minute, 60 bhp more than its predecessor (Type 996). The specific output of the 3.6-litre boxer engine thus climbs to a new all-time high of 98 kW (133 bhp) per liter of displacement. Rated torque has been increased from 560 to 620 Newtonmeters. The speed range in which this power is available has also been extended. While the previous model's maximum torque was available between 2,700 and 4,600 revolutions per minute, the corresponding figures are now 1,950 to 5,000 revs.

These improvements are translated into driving performance. The new 911 Turbo with six-speed manual transmission requires 3.9 seconds for the standard sprint from zero to 100 km/h. The coupé reaches the 200 km/h mark in 12.8 seconds. And just 3.8 seconds are all it takes for the most powerful series-built 911 model of all time to accelerate from 80 to 120 km/h in fifth gear. Despite these enhanced performance statistics, Porsche developers succeeded in reducing average fuel consumption by one tenth to 12.8 liters per 100 kilometers.

The 911 Turbo with the optionally available Tiptronic S automatic transmission puts in an even more impressive performance. An optimized setup gives the vehicle the wherewithal to power from zero to one hundred in just 3.7 seconds and to reach 200 km/h after a mere 12.2 seconds.

The Turbo with automatic transmission also has the advantage when it comes to flexibility. In penultimate gear it accelerates from 80 auf 120 km/h in 3.5 seconds. Fuel consumption by the Tiptronic S variant is 0.3 liters lower than that of its predecessor: 13.6 liters in accordance with the EU standard. Both transmission variants have a top speed of 310 km/h.

The vehicle's flexibility can be enhanced even further with the optional "Sport Chrono Package Turbo", available for the first time. Here the driver selects the "sports button" adjacent to the gear lever to activate a short-time "overboost" at full throttle. This increases boost pressure in the mid speed range by 0.2 bar for up to ten seconds; torque rises by 60 to 680 Newtonmeters. The time required by the 911 Turbo with manual transmission for intermediate acceleration from 80 to 120 km/h is reduced by 0.3 seconds to 3.5 seconds.

These performance figures owe themselves to exhaust turbochargers with variable turbine geometry, featuring for the first time in a gasoline engine model. At the heart of this technology are adjustable guide blades, which direct the engine exhaust flow variably and precisely onto the turbine wheel of the exhaust turbocharger. The principle of variable turbine geometry unites the advantages of small and large exhaust turbochargers and leads to a discernable improvement in flexibility and acceleration, particularly at low speeds.

To transfer the available power to the road, the new generation of the 911 Turbo features a redesigned all-wheel drive with an electronically controlled multi-disc clutch. Porsche Traction Management (PTM) ensures variable power distribution to the two driven axles. Depending on the driving conditions, the all-wheel electronics system constantly determine the optimal torque distribution to ensure the best-possible drive. In practice this translates as high agility on narrow country roads, outstanding traction in rain and snow and optimal active safety even at high speeds. These properties make the Porsche Traction Management system in the new 911 Turbo one of the most powerful and, at the same time, lightest all-wheel systems on the market.

The new 911 Turbo's driving performance is duly tempered by its brake system, which comprises monobloc fixed-caliper disc brakes with six pistons at the front axle and four at the rear.

In comparison with the Type 996, the diameter of the internally ventilated and perforated brake discs at the front and rear wheels has been increased by 20 millimeters to 350 millimeters. As an option, Porsche is also offering its optimized ceramic brake system, PCCB (Porsche Ceramic Composite Brake). The advantages of this high-tech material mean a reduction of 17 kilograms compared to the standard brake system, excellent fading stability owing to consistent friction values and absolute corrosion resistance. The brakes now have a diameter of 380 millimeters at the front axle and 350 millimeters at the rear.
A characteristic design feature of the new 911 Turbo is the modified front end with its distinctive, tautly drawn cooling air inlets. In conjunction with the standard-equipment oval bi-xenon headlights, they define its unmistakable image. The harmonious front view is enhanced by widely placed and deep-set fog lights and by new LED flashers, which are situated in the lateral air inlets of the front end. From the rear perspective too, the Turbo takes on a more powerful appearance. This is due first and foremost to its tail end, 22 millimeters wider than that of the previous model, to which the redesigned wing spoiler element has been aligned. It now slopes downward slightly at the sides to nestle into the contours of the rear fenders. The lateral air inlets behind the doors have also been redrawn and, together with the new air ducts, afford a more efficient supply of cooling air to the charge-air intercoolers.

The basic Euro price for the 911 Turbo is 115,000 Euros. In Germany it is available for 133,603 Euros including value added tax and country-specific requirements. In the USA the 911 Turbo is priced at 122,900 Dollars (not including taxes), and will be available as from July 8, 2006.

In addition to the 911 Turbo, as a special surprise at the Geneva Motor Show, Porsche will be presenting another world premiere: the new 911 GT3. You will receive technical data and photos of this "racing car for the road" on February 28, 2006, the first press day in Geneva.

can't wait!

 

[YvesD]

Awesome !

How is the auto faster though ? surely a world first ?

 

[Rotorhead]

I'm amazed they are still fitting Tiptronic.

Surely it's past its sell by date. What about DSG?

 

[Mark_Bennett]

ORIGINAL: YvesD

Awesome !

How is the auto faster though ? surely a world first ?

The shifts are quicker, and/or the ratios are optimised for those particular benchmarks (may be one less shift or something?)

 

[Guest]

Tiptronic has only 5 gears (unless they have increased it to 6 on the 997,. but I don't think so).
The ratios are different and I think one less shift is required to get to 200kph.
However this was true on the 996 as well.
Perhaps the new torque spread suits the tiptronic better.
Maybe with the new diff it can just get off the line better, but a computer controlled launch is not the same as wrecking the clutch manually [].

It is the first time the auto is quicker.
From other articles the DSG is another 18+ months away. Assuming the rumours are true.

Perhaps they have optimised the tiptronic to try to get us stubborn brits to move away from the manual.
Ferrari and Aston wanted to ditch the manual boxes, but not enough people in the UK will buy them, and since the UK is one of the biggest sports car markets, they have to keep making them.

It is interesting that the ceramics have to be 30mm bigger than the steel discs at the front.

Of course, the biggest test is what it is like to drive, but we'll have to wait for that.

 

[daro911]

1/3

 

[daro911]

ORIGINAL: daro911

2/3

 

[daro911]

3/3

 

[Guest]

Perhaps they have optimised the tiptronic to try to get us stubborn brits to move away from the manual.

I have nothing but praise for my tiptronic turbo (driven in manual almost all of the time) and my 997 turbo cab will certainly be tiptronic...

 

[Sundeep]

if you haven't ready....

http://www.porsche.com/all/masterwerk/uk.aspx

 

[mbrands]

It's still not clear to me how the tip can be faster than the manual.

Despite the fact that the tip is 30kg heavier, and that it has 5 speeds and a torque converter (which by definition saps energy) versus 6 speeds for the manual, the tip manages to

1. have the same top speed
2. accellerate 0.2 seconds quicker 0-62mph (3.7 vs 3.9)
3. accellerate from 0-200kmh in 12.2 vs 12.8
4. accellerate from 80-120 kmh in 3.5 vs 3.8 (altho the manual can match 3.5s in overboost mode)

So across every measure it is quicker (except for top speed where it matches the manual) despite weighing more, having one less gear and a torque converter. I wonder which car would reach its top speed the quickest.

Stuart's explanation sounds reasonable, but I can't help wondering whether there is more to it than that. Did they detune the manual to give the tiptronic the edge ? I notice that the manual is simply called the Turbo, but the Tip is called the Tiptronic "S", as opposed to just Tiptronic.

 

[Rodney Naghar]

It's been called the 'Tiptronic S' since its introduction on the 993. On the 964 it was just 'Tiptronic'

 

[Tony M]

ORIGINAL: mbrands

It's still not clear to me how the tip can be faster than the manual.

I do not understand the technicalities of the latest gearboxes but look at F1 cars. Are they manual ?

Look at the recent Rally times when the Auto change failed and the driver had to revert to Manual gear shifting.

Manual boxes are now from a bygone Era.

Long live the 'Tip'[]

 

[Rotorhead]

ORIGINAL: Tony M

ORIGINAL: mbrands

It's still not clear to me how the tip can be faster than the manual.

I do not understand the technicalities of the latest gearboxes but look at F1 cars. Are they manual ?

Look at the recent Rally times when the Auto change failed and the driver had to revert to Manual gear shifting.

Manual boxes are now from a bygone Era.

Long live the 'Tip'[]

Yes, but it's the autobox that is from a 'bygone era'. The tiptronic, like sportomatic, is old technology relying on a torque convertor.

Race cars use sophisticated mechanically actuated clutches, activated from the paddle shifts. This should be the way forward, so it is disappointing that Porsche have been so slow to introduce their DSG system.

 

[Guest]

The torque converter is not as wasteful as it might be.
On 3rd, 4th and 5th, it has a lockup function, so there is direct drive and the slushbox wastes nothing. It's just used to blur the gearchange.
If the gearing in 5th is the same as 6th on the manual, then the top speed will be the same.

In gear accelerations always use 1 gear lower on the tip than on the manual, so I don't think the direct comparisons mean much.

The future is the dual clutch systems, but not the torque converter.
The magazines claim the DSG system is 18 months away - whether this is true, time will tell.
It is a little unfortunate that Porsche invented it and used it on the 917. It could have been first with it and been using it for years.

A DSG system would have the same number of gears (possible even more), would have no more transmission loss than the manual, would shift faster, and as I understand it, weigh no more than the manual.
The only downnside is that it is more complex and will cost more to fix/replace.

If you do high mileages, then the manual is the cheapest long term solution, plus you can change all the gear rations bar 2nd on the current box, if you have the urge.

Back to the question:
The only thing I can think of, is that the tiptronic loses out above 200kph on acceleration, or is using the overboost all the time, since the computer can control what is happening.

 

[petercook]

Didn't realise DSG was tested on 917? A form of twin clutch system known as PDK (Porsche Doppel-Kupplung) was certainly raced in both the 956 and 962 - ask D. Bell - he hated it, mainly because it was so unreliable. Porsche ran this auto box in a third car during the mid-'80s in the World Sportcar Championship - they could afford to as they had no real competition apart from independant teams also running the 956. A racing 959 was also fitted with a PDK system which raced at Brands Hatch in 1985 (Holbert & Schuppan). Audi also used the same system in their all conquering Quatro in the hands of Walter Rohl in the 1985 RAC rally. The racing version could be used either in full auto mode or like Tiptronic, could be used in semi-auto mode with input from the driver.

Probably doesn't add much to the debate but thought you may appreciate the background.

PJC