623 Engine Management Porsche

®
AfterSales Training
Engine Management Systems
P21
Porsche AfterSales Training
Student Name: ________________________________________________
Training Center Location: ________________________________________________
Instructor Name: ________________________________________________
Date: ___________________
Electrical Troubleshooting Logic
1 - Do you understand how the electrical consumer is expected to operate?

2 - Do you have the correct wiring diagram?
3 - If the circuit contains a fuse, is the fuse okay & of the correct amperage?
4 - Is there power provided to the circuit? Is the power source the correct voltage?
5 - Is the ground(s) for the circuit connected? Is the connection tight & free of resistance?
6 - Is the circuit being correctly activated by a switch, relay, sensor, microswitch, etc.?
7 - Are all electrical plugs connected securely with no tension, corrosion, or loose wires?
Important Notice: Some of the contents of this AfterSales Training brochure was originally written by Porsche AG for its rest-
of-world English speaking market. The electronic text and graphic files were then imported by Porsche Cars N.A, Inc. and edited
for content. Some equipment and technical data listed in this publication may not be applicable for our market. Specifications are
subject to change without notice.
We have attempted to render the text within this publication to American English as best as we could. We reserve the right to
make changes without notice.
© 2007 Porsche Cars North America, Inc. All Rights Reserved. Reproduction or translation in whole or in part is not permitted
without written authorization from publisher. AfterSales Training Publications
Dr. Ing. h.c. F. Porsche AG is the owner of numerous trademarks, both registered and unregistered, including without limitation
the Porsche Crest®, Porsche®, Boxster®, Carrera®, Cayenne®, CaymanTM, Tiptronic®, VarioCam®, PCM®, 911®, 4S®, and
the model numbers and distinctive shapes of Porsche’s automobiles such as, the federally registered 911 automobile. The third
party trademarks contained herein are the properties of their respective owners. Porsche Cars North America, Inc., believes the
specifications to be correct at the time of printing. However, specifications, standard equipment and options are subject to
change without notice.
Part Number - PNA P21 001 Edition 7/07

Table of Contents
Chapter Description Section
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .i
System Type Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Engine System Basics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
System Descriptions Up To DME 5.2.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
E-Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
System Descriptions From E-Throttle Systems, Sports Cars 7.2, 7.8 and
Cayenne 7.1, MED 9.1 & EMS SDI 4.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Special Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
OBD-II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Conversion Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Introduction
Over the past several years, the engine management and related systems of Porsche vehicles have had
to respond to ever-lower emissions standards and increasingly complex legislative requirements. While
each new engine design produced more torque and horsepower and lower fuel consumption, engine
management systems become increasingly efficient and complex. This has increased the amount of
information that the technician must have command of and the complexity of the systems the technican
must understand, exponentially. This training book attempts to organize the information and system
theory of Porsche engine management in an understandable and organized manner. We hope this will
make your study of Porsche engine management a successful undertaking that will improve your ability
to repair and diagnose Porsche engine management systems.
Viel Spass!
AfterSales Training Department
Engine Management Systems Page i

Page ii Engine Management Systems
System Type Designations
Model Year – Porsche System Designations
Model Model Year System Designation
911 . . . . . . . . . . . . . . .1984-89 . . . . . . . . . . . .DME 35 Pin Control Unit

911 (964) . . . . . . . . . . .1989-94 . . . . . . . . . . . .DME 55 Pin Control Unit
911 (993) . . . . . . . . . . .1995 . . . . . . . . . . . . . .DME 2.10.1
911 (993) . . . . . . . . . . .1996-98 . . . . . . . . . . . .DME 5.2
911 (996) . . . . . . . . . . .1999 . . . . . . . . . . . . . .DME 5.2.2
911 (996) . . . . . . . . . . .2000-01 . . . . . . . . . . . .DME 7.2
911 (996) . . . . . . . . . . .2002-05 . . . . . . . . . . . .DME 7.8
911 (997) . . . . . . . . . . .2005 . . . . . . . . . . . . . .DME 7.8
911 (997) . . . . . . . . . . .2006-on . . . . . . . . . . . .DME 7.8_40
911 Turbo . . . . . . . . . . .1986-89 . . . . . . . . . . . .CIS

911 Turbo (964) . . . . . .1991-94 . . . . . . . . . . . .K-Jetronic, Electronic Ignition System EZ 69 w/Spark Control
911 Turbo (993) . . . . . .1996-98 . . . . . . . . . . . .DME 5.2
911 Turbo (996) . . . . . .2001-05 . . . . . . . . . . . .DME 7.8
911 Turbo (997) . . . . . .2006-on . . . . . . . . . . . .DME 7.8.1
924S . . . . . . . . . . . . . .1986-88 . . . . . . . . . . . .DME 35 Pin Control Unit
928 S . . . . . . . . . . . . . .1984-86 . . . . . . . . . . . .LH-Jetronic - EZF

928 S4 . . . . . . . . . . . . .1987-89 . . . . . . . . . . . .LH-Jetronic - EZK
928 S4/GT . . . . . . . . . .1990-95 . . . . . . . . . . . .LH-Jetronic - EZK
944 . . . . . . . . . . . . . . .1984-89 . . . . . . . . . . . .DME 35 Pin Control Unit

944 S . . . . . . . . . . . . . .1987-89 . . . . . . . . . . . .DME 55 Pin Control Unit
944 S2 . . . . . . . . . . . . .1990-91 . . . . . . . . . . . .DME 55 Pin Control Unit
944 Turbo . . . . . . . . . . .1986-90 . . . . . . . . . . . .DME 35 Pin Control Unit with KLR
968 . . . . . . . . . . . . . . .1992-95 . . . . . . . . . . . .DME 2.10.1
Boxster (986) . . . . . . . .1997-99 . . . . . . . . . . . .DME 5.2.2

Boxster (986) . . . . . . . .2000-02 . . . . . . . . . . . .DME 7.2
Boxster (986) . . . . . . . .2003-04 . . . . . . . . . . . .DME 7.8
Boxster (987) . . . . . . . .2005-on . . . . . . . . . . . .DME 7.8_40
Cayman (987) . . . . . . . .2006-on . . . . . . . . . . . .DME 7.8_40
Cayenne (V6) 1st Gen. . .2004-06 . . . . . . . . . . . .DME 7.1

Cayenne S 1st Gen. . . . .2003-06 . . . . . . . . . . . .DME 7.1
Cayenne Turbo 1st Gen. .2003--06 . . . . . . . . . . .DME 7.1
Cayenne (V6) 2nd Gen. . .2008 . . . . . . . . . . . . . .MED 9.1 (Bosch)

Cayenne S 2nd Gen. . . .2008 . . . . . . . . . . . . . .EMS SDI 4.1 (Siemens)
Cayenne Turbo 2nd Gen. 2008 . . . . . . . . . . . . . .EMS SDI 4.1 (Siemens)
Carrera GT . . . . . . . . . .2004-06 . . . . . . . . . . . .DME 7.1 x 2 (Master/Slave)
Engine Management Systems Page 1.1

System Type Designations
Page 1.2 Engine Management Systems

Engine Management System
Table of Contents For Section 2

Subject Page
Engine System Basics

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.3
Engine Mechanical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.3
The Four Strokes Of The “Otto” Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.3
Air Flow Through Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.4
Ignition System Basics
Producing The Spark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.5
Electronic Digital Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.9
Fuel System Basics

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.13
Simple System Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.14
Lambda Mapping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.15
Catalytic Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.17
Oxygen Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.18
Fuel Injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.20
Airflow Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.21
New System Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.22
Air Mass Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.23
Throttle Position Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.24
Idle Speed Stabilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.24
Hydraulic Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.25
Digital Motor Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.26
Knock Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.30
Fuel Trim and Adaptive Mixture Control
Main Mixture Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.31
Fuel Trim System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.31
Adaptation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2.32

Engine Management System
Notes:

General Engine Mechanical System
The engine mechanical system consists of the intake

system, the engine mechanical (motor-block, pistons,
valves, etc.) and the exhaust system. The operational
principal of this system is the “Otto” cycle:
The Four Strokes of the “Otto” (combustion) Cycle
By dividing the engine management system into three

subsystems, the Engine mechanical, the Fuel system, and
the Ignition system, we will be able to gain a better under-
standing of engine management as a whole, and the rela-
tionships between these systems.
The engine mechanical system compresses the air and

fuel mixture provided by the fuel system, and the ignition The operation of an internal combustion engine can be
system ignites the air and fuel mixture to produce torque understood by looking at the operation of one cylinder of
and horsepower at the crankshaft. A solid knowledge of the engine through an entire combustion cycle. The
engine management is essential for understanding of the combustion cycle consists of two crankshaft revolutions.
complex computer controlled systems utilized by Porsche During each of these revolutions the piston will travel from
today. As well as being essential for the diagnosis of the top of the cylinder to the bottom of the cylinder, and
system faults. So, lets begin our examination of Engine then from the bottom of the cylinder to the top. These
Management with an overview of the engine mechanical movements are called strokes and there are four strokes
system. in a combustion cycle (down, up, down, up). The valve
train of the engine operates the valves in synchronization
with these strokes: opening the intake valve during one
stroke and the exhaust valve during another stroke.

Intake (1) This cycle is repeated continuously as long as the engine
is supplied with air/fuel mixture and ignition spark. The
During the intake stroke the piston is valve train that controls the intake and exhaust valves
moving down and the intake valve is operates at half crankshaft (piston) speed. So, for two
open. As the piston moves down, the revolutions of the crankshaft, the camshaft will only rotate
air and fuel mixture enters the cylinder one time and open the two valves it controls (intake and
to occupy the space vacated by the exhaust) once per cycle and in strokes that follow one
piston as it moves down. At the end of another, exhaust and intake during the other two strokes
the intake stroke the piston is at the the compression and the power strokes, no valves are
bottom of the cylinder and the intake open.
valve closes.
A one-cylinder engine will only have one power pulse every
Compression (2) other crankshaft rotation, as cylinders are added, power
pulses are also added. A four-cylinder engine will have two
During the compression stroke the pulses per revolution and a six-cylinder engine will have
piston is moving up and the valves are three. As the number of pulses per revolution increases
closed. The piston movement the smoothness and power of the engine also increases.
compresses the air/fuel mixture that
entered the cylinder during the intake Air Flow Through Engine
stroke. At the top of this stroke the
air/fuel mixture that filled the entire
cylinder at the bottom of the intake
stroke has been compressed into the
combustion chamber. Compressing
the mixture by the ratio of the total
cylinder volume to the combustion
chamber volume.
Power (3)
During the power stroke the valves are When the vehicle is at idle, the throttle plate will close off
closed and the air/fuel mixture has the intake air flow path and the engine will be held to a low
been ignited by the ignition system. RPM. This will cause the pressure in the intake system (7)
The pressure that is generated by the to drop below atmospheric pressure (6) since the engine
burning of the air/fuel mixture pushes is attempting to pull air past the closed throttle plate. As
the piston down. This stroke creates the throttle plate is opened, the pressure will rise towards
rotational force (torque), which is trans- atmospheric pressure, at wide-open throttle the pressure
mitted to the crankshaft via the will be close to atmospheric pressure.
connecting rod.
The exhaust system directs the combustion by-products
Exhaust (4) from the engine (9) to the rear of the vehicle. The pressure
in the exhaust system (10) pulses positive/negative, due
During the exhaust stroke, the exhaust to the gas inertia of the exhaust flow. The exhaust gas
valve is opened and the piston begins continues to move after the exhaust valve has closed,
moving up and forces the by products forming a low pressure in the exhaust runner below the
of the combustion process out past the closed valve.
exhaust valve and into the exhaust
system.

Ignition System
Basic Ignition System Components
1. Battery 4. Distributor 6. Breaker points

2. Ignition switch 5. Condenser or ignition 7. Spark plugs
3. Coil capacitor
The inductive ignition system utilized on current Porsche strong magnetic field is built up. A second coil of wire is
models generates the high-tension current required for connected to the first at the grounded (switched - breaker
reliable ignition, and then delivers it to the correct spark points) end and to the spark plug on the other. This
plug at precisely the right time. To describe how this is second coil of wire is known as the secondary winding and
achieved, we need to examine the three main functions is coaxial (sharing the same axis) with the first (primary)
of the ignition system: winding. The switch is commonly known as the breaker
points.
1. Produce a spark of sufficient intensity to ignite the air/
fuel mixture. These coils of wire are contained together in one housing
referred to as the ignition coil. When the switch is opened
2. Distribute this spark to the correct cylinder. and current flow ceases, the magnetic field collapses. This
induces a very high voltage in the secondary winding.
3. Time the point when the spark is generated in relation When this voltage rises to a value high enough to force
to piston position (Ignition timing). electrons to jump the gap between the center electrode of
the spark plug and the ground electrode, a intense spark
Producing the Spark is produced, this spark ignites the mixture in the combus-
tion chamber. The relationship between when the points
When a magnetic field passes through a conductor (for open and crankshaft position is called; ignition timing. The
example a coil of copper wire) it generates current flow. amount of time that the points are closed is referred to as
The opposite is also the case when a current passes dwell. The more time that the points are closed, the
through a conductor (for example a coil of copper wire), it stronger the magnetic field will be and the hotter and more
produces a magnetic field. This basic electrical law is the intense the spark.
operational principal of the inductive ignition system.
This inductive process produces heat and for that reason
In the automotive ignition system, one coil of wire is the dwell has to be limited to prevent overheating the coil.
connected to power on one end and to ground across a The amount of dwell is a balance between having a hot
switch on the other. This coil of wire is known as the intense spark and preventing damage to the coil and
primary winding and when current passes through it a points from overheating.

Distributing the spark to the correct cylinder. The Ignition Coil
The heart of the ignition system is the ignition coil. The

ignition coil consists of two copper windings; the primary
winding, and the secondary winding. The primary winding
is connected to the battery through the ignition switch and
to ground through the points, or, in Porsche systems, via
an electronic switch unit (final stage). The primary winding
is made of a heavy gauge wire and has fewer coils than
the secondary. The normal ratio of the coils of the primary
to secondary is 1:100.
Since an “Otto” engine fires all of its cylinders in two

crankshaft revolutions, the ignition distributor rotates at
camshaft speed (once for every two crankshaft
revolutions). The high tension leads for the spark plugs are
spaced evenly around a distributor cap. Each will be
indexed with the rotor during one revolution. The
distributor rotor is attached to the top of the distributor
shaft and connects the coil high voltage connection to the
appropriate spark plug via the distributor cap and a high-
tension cable.
Notes:
The secondary winding is connected to the grounded side

of the primary winding on one end, and the spark plug on
the other. The secondary winding is made of lighter gauge
wire, however, it has many more coils than the primary
winding. These two windings are coiled around a soft iron
core that helps direct and build the magnetic field. The
ignition coil is actually a transformer, more precisely a
step-up transformer.
In older systems the coil was filled with oil to prevent the
windings from overheating. Newer systems have the
windings embedded in a plastic that is heat resistant.

Late model Porsche vehicles have distributorless ignition Timing the Spark
systems. In these systems each cylinder has its own coil.
The cap, rotor and high-tension cables are no longer The goal of ignition timing control is to produce effective
required. pressure (defined as a gas pressure in the combustion
chamber high enough to move the piston) at exactly top
dead center.
Because it takes a brief amount of time for the

combustion process to produce effective pressure, we
have to ignite the mixture before top dead center to
produce effective pressure at top dead center.
Single-spark Ignition Coil Components
1. External low-voltage terminal

2. Laminated iron core
3. Primary winding
4. Secondary winding
5. Internal high-voltage connection (via spring contact)
6. Spark plug
With distributorless ignition systems there is a coil for

each spark plug. When six coils share the load that used
to be handled by one coil, the amount of sparks per coil is
reduced to a level where heat is not as much of a factor. In
addition, electronic systems can vary the amount of dwell Ignition angle vs. combustion chamber pressure graph
in relation to system voltage and engine speed creating
the optimum amount of dwell for each operating condition. 1. Ignition (Za) at correct time ––––––
2. Ignition (Zb) too soon (ignition knock)
3. Ignition (Zc) too late
If we achieve effective pressure before top dead center,

the gas pressure will act against the rising piston and
destructive knock will occur. If we achieve effective
pressure after top dead center, we lose power and torque.
For best output, achieving effective pressure very close to

top dead center is very important. Take a look at the
ignition angle vs. combustion chamber pressure graph,
Dwell vs Battery Voltage and RPM you can see the effect of early and late ignition timing on
combustion chamber pressure.

The control of the ignition point is based for the
most part on two control inputs:
1. The speed that the engine is turning at.

2. Load that is the amount of torque (Twisting effort) that
is required to move the vehicle.
The higher the engine speed, the earlier ignition occurs.

The amount of time for the ignition spark to complete
combustion is fixed (about 2 milliseconds .002 seconds).
As the engine speed increases, 2 milliseconds takes more
degrees of crankshaft rotation, so the ignition spark must
General Breaker Point Ignition System With Vacuum Advance
be generated sooner, more degrees before top dead
center, this is ignition advance.
Vacuum Advance – The breaker points are fixed to the
breaker plate (Item 2), this plate is designed to rotate on
Ignition Advance
top of another plate which is securely fastened to the
distributor housing. So, if the breaker plate is moved, the
Before the advent of digital electronic ignition systems,
ignition point moves accordingly. The advance diaphragm
ignition advance was created by a centrifugal flyweight
(Item 5) is connected to the pressure port on the intake
system, and a load-controlled advance pressure
manifold (Item 8), and when intake pressure is low, the
diaphragm. The initial opening of the breaker points is the
diaphragm pulls the breaker plate in the advance direction.
ignition point.
Intake pressure changes with load, so the amount of
advance is load dependent.
Notes:
Centrifugal advance mechanism in rest position (left image) and

operating position (right image).
1 - Support plate 2 - Distributor cam

3 - Rolling contact path 4 - Flyweight
5 - Distributor shaft 6 - Yoke
Centrifugal Advance – The distributor cam opens the

breaker points, if the cam is moved in relation to the
distributor shaft, the ignition point is in turn advanced. This
initial manipulation of the ignition point is created by the
centrifugal advance, as engine speed increases, the
flyweights move outwards by centrifugal force, causing the
cam to advance in relation to the distributor shaft.

Electronic Digital Ignition In addition, the electronic systems of today have done
away with the breaker points and control the current flow
Today’s Porsche vehicles use a digital electronic ignition in the primary with a transistor. These electronic systems
system. With this system, Porsche can create, optimize use electronic sensors to detect crankshaft speed and
and store “electronic maps” with the best ignition point for position. Systems without a distributor use a second
every load and speed combination. sensor on the camshaft to identify which stroke the crank-
shaft is on, this assures that the ignition spark is sent to
the correct cylinder.
Electronic Ignition Systems
Prior to electronic ignition systems, breaker point ignition

systems were used, however these early ignition systems
had several disadvantages.
Graph 1 – This illustration shows a electronically optimized

ignition point map which is used in today's Porsche electronic
digital ignition system.
The map above (Graph 1) shows ignition timing on the

vertical axis, load and engine speed on the horizontal
axis’. So, if we move to the right on the engine speed axis Conventional Points Ignition System Example
about half way, and then half way to the left on the load
axis you end up in the middle of the map. The amount of The disadvantages were:
timing advance is the height of the graph at that point. The
bottom of the graph, low load and low speed, is idle, the • They have fixed dwell (electronic systems can vary dwell
top corner is highest load and highest speed at wide-open with RPM and system Voltage).
throttle. • Mechanical wear of the rubbing block changes dwell
and ignition timing.
Notes:
Graph 2 – This illustration shows what a ignition point map

looked like with a previous mechanical advance system.
Graph 2 shows the timing map that you get from a conven-
tional distributor system. You can clearly see the
limitations of conventional ignition control. Graph 1 is the
advance amount for optimum performance and fuel
economy, this is what a digital electronic system uses to
control ignition timing.

We can replace the points with an inductive sensor. We can replace the points with a Hall sensor.
Ignition distributor with Hall sensor.

Ignition distributor with inductive-type pulse generator.
1. Vane with width b
1. Permanent magnet 2. Inductive winding with core 2. Soft magnetic conductive elements
3. Variable air gap 4. Trigger wheel 3. Hall IC
4. Air gap, UG Hall sensor voltage (transformed Hall voltage)
Electronic Ignition System With Inductive Sensor Example

Electronic Ignition System With Hall Sensor Example
The inductive sensor is used to indicate when the final
stage should switch the primary current. The hall sensor is used to indicate when the electronic
system should switch the primary circuit.

DME uses both Hall and inductive sensors. Notes:
Digital Electronic Ignition System Example


Fuel System Basics
Fuel System Basic Introduction
The goal of the fuel system is to maintain the air fuel ratio Below is the Power vs. Fuel economy graph, it illustrates
at the Stoichiometric point. “Stoichiometry”, is the combi- the benefits of an air to fuel ratio at Lambda.
nation of air and fuel that will produce complete combus-
tion of all the fuel in the mixture. This ratio is also referred
to as Lambda 1. Lambda 1 and stoichiometry refer to the
same mixture ratio. At Lambda 1 the mixture ratio is 14.7
parts air to 1 part fuel, by weight (14.7:1).
Air Mass Supplied (Mass Air Flow)

Lambda = –————————————––––––––––––
Theoretical Requirement (Calculated Air Flow)
Lambda 1 Air Mass Supplied = Theoretical Req.
Lambda less than 1

Lack of air or rich mixture
In the range – Lambda = .85 - .95
Lambda greater than 1

Excess air or lean mixture
In the range – Lambda = 1.05 - 1.3
When discussing mixture ratio in Porsche fuel systems we When we analyze the Power vs. Fuel economy graph you
use the term Lambda (Short for Lambda1) to indicate a can see the advantage of a air fuel ratio of Lambda 1:
mixture at a ratio of 14.7 to 1 fuel to air by weight. It is
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also the term we use for oxygen sensors “Lambda Notice that the curves have a steep section and a flat
sensor”, since Lambda sensors measure mixture. section.
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Move mixture to the max power point and you gain only
a small increase in power and you have a large increase
in fuel consumption.
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Move to the point of lowest fuel consumption and you
gain only a small amount of fuel economy and lose a
large amount of power.
It becomes obvious that Lambda 1 (14.7 to 1 air fuel

ratio) is the right mixture for best power with optimum fuel
economy.
We only need to move away from this mixture ratio when

the engine is first started and when it is at full throttle. We
will talk about why later.

Fuel System Basics
Simple System Model
Let’s talk about how the goal of the fuel system is In the simple system model the following can be observed:
achieved.
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Air flowing into the engine is measured by the air flow
The fuel control system is complex on late model Porsche sensor. This is an input to the electronic control unit.
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vehicles, however we can gain a solid understanding of how The electronic control unit determines the correct amount
this complex system works by reducing the system to its of fuel to be added to this airflow to achieve the
least complex form. We call this least complex form the Stoichiometric air fuel ratio.
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simple system model. It consists of the following: The ECU opens the injectors just long enough to inject the
correct amount of fuel (with this system we open the
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A fuel pump to supply fuel to the engine. injectors at TDC of each crank revolution).
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Electromechanical fuel injection valves to deliver the fuel. When the throttle opens further, more air enters the
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An electronic sensor for airflow measurement. engine.
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A control unit to control the system function. The airflow measure from the airflow sensor increases.
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The engine mechanical system. The electronic control unit opens the injectors for a longer
period of time in order to maintain the Stoichiometric ratio.
When the air flow changes we change the amount of fuel to

maintain Lambda 1; more air more fuel, less air less fuel,
always maintaining the air to fuel ratio at Lambda 1 (the
Stoichiometric ratio).

Fuel System Basics
This very Simple System Model is our starting point.
Now we take the first step towards a more complete
understanding of Porsche fuel systems.
Our systems are digital and the following items are added:
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Computer
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Map
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Software program
A map is a table of values (in this case injector opening

times for different air flows). A program is a set of instruc-
tions that the computer in the engine control unit executes
in sequence.
Injector Duration Map #2

Our digital computer performs the steps of the program
one at a time.
We can turn this into a three-dimension injector duration
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map like the one below if we show the injector duration as
First – look at the airflow amount.
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projecting upwards from the grid.
Second – get the injector opening time from the
injector opening time map. (base fuel delivery).
Injector Duration Map #1
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Third – send a command to the injector operating
circuit to open the injector for that amount of time.
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Lambda Map
Back to step one, over and over (loop) as long as the
engine is running.
As you can see, there are a lot more data points in this
map than there were in the first example. We can fine tune
Our description of the injector opening time map in the
the fuel amount for each speed/airflow point. This will give
example above is very basic, so let’s take a more detailed
the optimum mixture under all operating conditions.
look. We need to have engine speed as well as air flow in
the map, because we need a different amount of fuel at
This system model works very similar to our model
low RPM for an airflow than we will need at a higher RPM
without engine speed.
for the same airflow. We need to add a speed sensor to
the system model to accomplish this. l
Get the air mass and engine speed from the sensors.
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Go to the map and retrieve the injector opening time (Ti
We will describe how our sensors and actuators function in
or injector duration).
following sections. l
Direct the injector final stage to open the injector for
that amount of time.
When we add engine speed to our map, we end up with a
grid like the injector duration (Map #2) with the upper right
We have more precise mixture control when we add
being wide open throttle and the lower left is idle.
engine speed to our Ti map.

Fuel System Basics
When we change to a digital system, we not only have the There is one big disadvantage of operating at Lambda 1. If
ability to have the mixture at Lambda 1 regardless of the we analyze the Combustion by Products vs. Lambda 1
operating conditions, we also gain the ability to react to graph below we see three events.
special conditions.
1. CO is low at Lambda and increases as the mixture gets
For example: richer.
2. HC is low at Lambda and rises when the mixture moves
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We have been operating at cruise with approximately either rich or lean (although not as rapidly as CO).
3000 RPM, 3. O2 is low when mixture is rich. It begins to rise at
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Suddenly the RPMs fall, Lambda and continues to rise as the mixture leans (a
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The throttle position is closed, mirror image of CO).
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We are in deceleration.
This third event will become very important later.
We can have instructions in the fuel program turn the
injectors off until the throttle is reopened, or idle RPM is
reached thereby reducing emissions.
There are also a number of conditions when we want the

mixture richer than Lambda 1.
For example:
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Cold start – We want to heat the engine up, and, fuel
doesn’t atomize well when it is cold.
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Full throttle – We want to provide extra fuel to reduce
NOx. The heating that is required to evaporate the fuel
lowers the combustion chamber temperature and
reduces NOx. Combustion by Products vs. Lambda 1
Digital systems are capable of processing a lot of data in The one gas that stands out is NOx, it peaks at Lambda 1.
very short periods of time. They are very precise as a This is a problem since the amount of NOx that a vehicle
result. It is easy to see that we can have a digital system can emit is limited by legislation. The HC and CO
match the mixture to the specific operating conditions. emissions are limited as well, but NOx is the largest
concern. In order to sell vehicles in the USA, you must
have some way to lower the NOx.
The more efficient that the engine is, the more NOx
it will produce.
This is due to the fact that the atmosphere is about 78%

nitrogen, and when you run nitrogen into a very hot
combustion chamber (2500° F.), you oxidize that nitrogen
producing NOx. So you must have some system to control
NOx.

Fuel System Basics
The solution we have adopted is the three-way Platinum is a catalyst for oxidation of hydrocarbons (it pro-
catalytic converter. motes the combining of the hydrocarbons with oxygen
while remaining unaffected).
As you can see from the illustration below, three-pollutant
gases enter in the three-way converter: This is how we turn the combustion by product into H2O
and CO2:
1. HydroCarbons (HC or unburned fuel)
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2. Carbon Monoxide (CO this stuff will kill you if you You put two hydrogen atoms with one oxygen atom and
breathe it) you get water vapor.
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3. Oxides of Nitrogen (NOx a neurotoxin) You put two oxygen atoms with one carbon atom and
you get carbon dioxide.
This chemical process is promoted by the surface of the

platinum layer. It allows the atoms in the chemical
compounds to recombine in the new combinations.
One side effect of oxidation is heat; as the hydrocarbons

oxidize, they heat up the catalytic converter. The converter
is not completely efficient until it gets to a temperature
above 1100° F. (600° C). We have to avoid any condition
These same gases do not exit. All that comes out of the that would allow an excessive amount of hydrocarbons
converter are three non-polluting gasses: (like raw fuel) into the converter, since it will overheat the
converter and damage it. In extreme cases it could cause
1. H2O (water vapor) a vehicle fire.
2. CO2 (a non poisonous gas that plants like)
3. N2 (free nitrogen, plants like this as well). Oxidation won’t work on NOx (it is already oxidized), so we
utilize the rhodium to reduce (remove oxygen from) the
Here is how the catalytic converter works: NOx. Each NOx we pull apart yields one free nitrogen
atom. Depending on which compound of NOx is being
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The inside of the catalytic converter consists of a broken up; one or more free oxygen atoms are produced
substrate of ceramic. (this is why it’s an x, it means all the possible compounds).
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In the case of Porsche catalytic converters after 1989,
a stainless steel substrate. It is good that we produce free oxygen. We need it to
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This substrate is coated with a very thin layer of oxidize the HC and CO. The rhodium catalyst works
platinum and rhodium (in late model converters we use similarly to the platinum catalyst; its surface allows the
palladium as well). NOx to break apart into its component atoms. This is a
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This noble metal layer is deposited over a wash coat very good solution for reducing NOx and controls HC and
that increases the surface area of the layer, the layer CO emissions as well.
can be very thin, it is the total surface area that is
critical.
Catalytic Components

Fuel System Basics
There is just one problem. If you look at the You have keep the air fuel ratio very close to Lambda.
emissions after the Catalyst vs. Lambda 1 graph
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below you will see what the problem is. If you go a little rich, the HC and CO rise above the legal
limit.
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If you go a little lean, the NOx goes right through the
roof.
As a result, you must have very good control of the

mixture, close to Lambda won’t do. You must be very
close to Lambda. This takes us back to the simple system
model. We need to improve our mixture control in order to
be able to keep the air fuel ratio very close to Lambda.
Emissions After – Catalyst vs. Lambda 1
In the above illustration you will notice the change that allows us to achieve our goal is a sensor that measures O2. We call it a
Lambda sensor or oxygen sensor. As you observed in the Combustion by Products vs. Lambda graph, the oxygen content in
the exhaust flow is directly proportional to air fuel ratio. This means that you can determine the air fuel ratio by looking at the
oxygen content of the exhaust.

Fuel System Basics
This is a different kind of input. The inputs we have talked The sensor consists of:
about up until now give us information about engine condi-
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tions not directly controlled by the engine computer. The A thimble shaped piece of Zirconium Dioxide ceramic
oxygen sensor tells us about a condition that we are (stabilized with yttrium oxide).
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controlling. This thimble is coated with a platinum layer on both
sides.
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We call this type of input a feedback input as it This layer is porous so it allows gases to penetrate to
“feeds back” information about the systems output. the ceramic layer. These layers act as electrodes in
addition to the layer on the outside.
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So we change the way our system model works: The layer on the outside is exposed to the exhaust gas
flow and acts as a small oxidation converter so all of the
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Now we look at the air flow and engine speed, Hydro Carbons in the exhaust that passes into the
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Go into the injector duration map, ceramic have been oxidized. This is important, since we
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Get the Ti for that load speed point, need to have a Stoichiometric (completely oxidized) gas
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Look at the oxygen sensor voltage, stream at the sensor.
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Modify the Ti a small amount to fine tune the mixture, The inside of the thimble is connected to the
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Send the modified Ti to the injector final stage. atmosphere on Porsche sensors via the inside of the
electrical connection cables.
This allows us to keep the mixture in the window that will
keep our three-way catalyst working correctly to eliminate
the NOx, HC and CO from our tailpipe emissions.
As we mentioned before, the oxygen sensor generates a

voltage. This voltage is directly proportional to air fuel
mixture as we can see in the Sensor Voltage vs. Lambda
graph.
Oxygen Sensor Probe
1. Zirconium dioxide ceramic

2. Platinum electrodes
3. Contact for signal
4. Contact for ground
5. Exhaust pipe
6. Protective ceramic coating
Sensor Voltage vs. Lambda
The oxygen sensor operates on the principal of a galvanic

oxygen concentration cell with a solid-state electrolyte;
this means that it is a lot like a battery.

Fuel System Basics
Here is how it works: Let’s take a detailed look at the components of our
system model so far.
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Sensor heats up to 650° F. (350° C).
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If there is a difference in oxygen content between the Fuel Injector
reference atmosphere on the inside of the sensor and
the exhaust stream on the outside, then,
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Oxygen ions will migrate from the inside of the sensor to
the outside (this will cause a voltage to be generated
across the electrodes.
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If there is a high amount of oxygen in the exhaust
stream there is no difference and there will be no
migration and therefore no voltage generated.
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The Voltage is directly proportional to the oxygen
content and oxygen content is proportional to air fuel
ratio.
If we refer to the Sensor Voltage vs. Lambda graph we

can see that if we keep the sensor voltage between 0.15
to 0.85 volts 150 millivolts to 850 millivolts, our mixture
will be very close to Lambda 1 and our three-way catalytic
converter will be able to control our tailpipe emissions 1. Filter in fuel inlet 2. Electrical connection
effectively. 3. Solenoid winding 4. Valve housing
5. Armature 6. Valve body
7. Valve needle
The injector is an electromechanical valve, or solenoid.
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When current flows in the solenoid winding a magnetic
field is created.
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This magnetic field lifts the armature off it’s seat
Heated Lambda Sensor allowing fuel to flow. When the current stops, the
armature is returned to it’s seat by spring pressure and
1. Sensor housing fuel flow stops.
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2. Protective ceramic tube The injector is installed in the intake manifold with the
3. Connecton cable injector pointing across the intake valve into the
4. Protective tube with slots combustion chamber.
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5. Zerconium dioxide ceramic The injector is connected to the control unit by a wiring
6. Contact section harness with waterproof connector
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7. Protective sleeve The injector is connected to the fuel system by the fuel
8. Heating element rail with a connection sealed by an o-ring.
9. Connector cable terminals for heating element
Each injector has a specific flow rate, so each engine has
The Lambda sensor above has a internal heating element, the flow rate of its injectors modified for that specific
this allows the system to go into feedback mixture control motor. You need to make sure that the injectors are the
faster than a non heated sensor (remember you need correct part number for the application. The injectors used
650° F. (350° C) for the sensor to operate). All Porsche by late model Porsche vehicles have special features like
oxygen sensors have been the heated type since M.Y. multiple injection orifices and smaller overall diameter of
1985. Later model Porsche vehicles also use planar the injector body.
sensors, these features will be described in the vehicle
specific sections.

Fuel System Basics
Airflow Meter Notes:
1. Sensor plate
2. Air temperature sensor
3. Output ECU
4. Potentiometer
5. Damping chamber
6. Compensation flap
QL. Intake air flow
We will assume the airflow measurement from our simple

system model is an airflow meter.
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The airflow meter is a chamber with a hinged flap that is
moved by the air flowing into the engine.
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The more air flowing into the engine the higher the flap
is raised.
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The chamber and the flap are calibrated so that at wide-
open throttle the flap is just short of fully open.
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There is a second flap connected at a 90-degree angle
to the first flap, this flap acts as a damping control.
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It compresses air in a chamber in the meter housing and
this dampens the pulsations caused by the intake
strokes.
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The flap has a potentiometer connected to it that
indicates airflow to the control unit as an analog voltage
that increases as airflow increases. The meter housing
has a bypass passage with an adjustable cross section
for adjustment this is used to calibrate the system by
adjusting the idle CO concentration.
In addition, the airflow meter has an ambient air tempera-

ture sensor (intake air temperature sensor IATS) included
in the meter housing. This is an NTC temperature sensor
(thermistor). The airflow meter is installed in the intake
tract after the air filter and before the throttle. It is
connected to the control unit by a harness with a
waterproof connector.

Fuel System Basics
New System Model
Now that we have described the operation of the The information from this sensor is used to sense engine
basic fuel system, the oxygen sensor mixture fine- temperature so that the air fuel mixture can be adjusted to
tuning system, and three-way catalytic converter. compensate for the effect of cold conditions on starting
We need to revisit our system model and add more and running.
components and discuss system operation in closer
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detail. A cold engine requires more fuel, so if we do not make
the mixture richer when starting, the engine will be hard
In the system diagram above, you can see we have added to start or won’t start at all.
some new components to our system model, so lets
discuss their function. This is due to several factors:
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Engine Temperature Sensor The cold intake tract, cylinder walls and combustion
chamber, which condense fuel on the surfaces of the
The engine temperature sensor is a semiconductor intake tract, combustion chamber and reduce atomiza-
temperature sensor (thermistor) with a negative tempera- tion.
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ture coefficient (as temperature rises the resistance of the After startup, a cold engine requires additional fuel until
sensor decreases). It is screwed into the coolant jacket. the intake and combustion chamber heat up and fuel
atomization improves.
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A cold engine has more friction and requires more
energy to turn over until it reaches operating
temperature.
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The enrichment provides additional torque for a smooth
cold idle.
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The cold enrichment is gradually reduced as the engine
Engine Temperature Sensor temperature rises to operating temperature and the
need for cold enrichment ends.
1. Electrical terminals 2. Housing
3. NTC resistor 4. Coolant

Fuel System Basics
Air Mass Sensor
In our previous system model we used an airflow measure

(the last Porsche model that used an airflow meter was
the M.Y. 1994 911 Carrera type 964), with newer models
our air fuel mixture is determined by weight, air mass
gives us a more accurate measurement. Using air mass
also gives us compensation for air density, this is
important since dense air has more oxygen and with that,
you need to compensate by adding more fuel.
Hot Film Air Mass Sensor Components
a. Housing
b. Hot film sensor (mounted in the middle)
1. Heat sink
2. Intermediate module
3. Power module
4. Hybrid circuit
5. Sensor element
Hot Wire Air Mass Sensor Components Notes:
1. Hybrid circuit
2. Cover
3. Metal insert
4. Venturi with hot wire
5. Housing
6. Screen
7. Retaining ring
Our new system model has a hot wire sensor. Newer

Porsche models use thick film air mass sensors. In
addition the air mass sensor contains an intake air temper-
ature sensor. This sensor lets us compensate for the
change in the amount of oxygen in the atmosphere caused
by temperature.
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Hot air is thinner and has less oxygen per unit.
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Cold air is denser and has more oxygen per unit.
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We need to lean out the air fuel mixture for hot intake air
and richen up the mixture when the intake air is cooler.
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We use the intake air temperature for ignition timing
control as well we retard the timing as temperature
increases.

Fuel System Basics
Throttle Position Sensor formation. The magic number is 2500° F, if you drop
below this temperature, NOx is substantially reduced. In
This input tells the control unit where the throttle is (for order to have this enrichment, you must turn off the
example idle or full load position). Before 1995 Porsche oxygen sensor system during full throttle enrichment,
used idle and full load contacts. Later engine management otherwise the oxygen sensor system would return the
systems utilize a potentiometer to indicate throttle mixture to Lambda.
position. The throttle position sensor is also utilized to run
deceleration fuel cut off and acceleration enrichment. This is called “open loop” operation since the Lambda
sensor is not used to close the control loop. The oxygen
When the throttle plate is opened rapidly, the air entering sensor mixture control is also turned off during cold start,
the engine has less mass (weight) than the fuel, and since you must have a mixture richer than Lambda, a cold
therefore moves faster than the fuel. This effect causes a engine operates in “open loop”.
momentary lack of fuel in the mixture (lean condition) that
must be compensated for by the fuel system. Otherwise, Idle Speed Stabilizer
there would be a hesitation or stumble when the acceler-
ator is rapidly actuated. We have computer control of idle speed in our new system
model (notice we dropped the simple).
This works a lot like fuel control:
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It has a map.
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A program looks at inputs.
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The program controls the idle speed stabilizer based on
the inputs.
Throttle Position Sensor Components
1. Throttle position sensor shaft

2. Resistor track 1
3. Resistor track 2
4. Contact wiper arm
5. Electrical connection
Idle Speed System Diagram
When the engine is decelerating, there is no need for fuel
since the inertia of the vehicle keeps the engine turning. In 1. Idle valve (bypass valve)
addition, when the throttle is closed and the engine revolu- 2. ECU
tions are high, a low intake pressure is generated, and 3. Throttle Valve
since liquids boil in a vacuum, any fuel in the intake will 4. Bypass tract
immediately turn to fuel vapor and cause a very rich
mixture. Because the excess fuel is not needed, the As you can see in the diagram, the idle speed stabilizer
injectors are turned off during deceleration. controls the cross section of a bypass around the throttle
plate.
The throttle position sensor is also used to control full load
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enrichment, from approximately 66 degrees of throttle Enlarge the cross section and the idle speed increases.
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angle the mixture is moved richer than Lambda. This Reduce it and the idle speed decreases.
reduces NOx emissions since it requires heat energy to
atomize the additional fuel, the temperature of the
combustion chamber is lowered, this in turn reduces NOx

Fuel System Basics
We also call the idle speed stabilizer the idle air control Hydraulic Fuel System
valve or IACV. The idle control system utilizes the ignition
timing as well as the idle stabilizer to make small changes We have added the hydraulic fuel system to our system
in engine speed. model. This system starts at the fuel tank and then
proceeds to the fuel pump through the fuel filter to the
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It advances ignition timing to increase speed and retards injectors. It also includes a fuel pressure regulator.
ignition timing to reduce speed.
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Only a small change in ignition timing (less than five
degrees) is needed. This is done because ignition timing
can be changed much faster than the stabilizer can be
moved.
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It makes small changes in engine speed with ignition
timing control and large changes with the idle stabilizer.
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Because we have digital control with a program, the idle
speed stabilization system can compensate for loads Fuel Pump
like the air conditioning compressor or when electrical
demand loads the alternator. 1. Pump stage
2. Electric motor
In addition, we can utilize the idle speed stabilization 3. Pump cover
system for special conditions, for example, we open the
stabilizer to control the low pressure formed in the intake In our New System Model diagram we show a fuel
manifold during deceleration, we also open it while pressure regulation system with a fuel return to the tank.
cranking the engine during start up to reduce the load on Later systems are returnless systems that have the
the starter motor. regulator in the tank and no line back to the tank from the
engine.
Fuel Pressure Regulator
1. Intake manifold connection

2. Spring
3. Valve holder
4. Diaphragm
5. Valve
6. Fuel supply
7. Fuel return

Fuel System Basics
The type of regulator that is shown has a vacuum connec- Digital Motor Electronic (DME)
tion to the intake manifold.
We have described the basics of digital electronic ignition
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This reduces fuel pressure when intake manifold and fuel systems. Now we will discuss how the three basic
pressure is low. elements fuel system, ignition system and digital
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This is done to compensate for effective fuel pressure. If microcomputer are combined in one system Digital Motor
the underpressure in the intake manifold is for example Electronic.
-5 PSI and the fuel pressure is 35 PSI, then our effective
fuel pressure would be 40 PSI. First think about the inputs to ignition control.
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So when the regulator has - 5 PSI underpressure applied
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to its diaphragm it lowers the fuel pressure by 5 PSI Load
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making it 30 PSI actual pressure keeping our effective Speed
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pressure at 35 PSI. Keeping our effective fuel pressure Throttle position
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the same no matter what the intake manifold pressure Engine and ambient temperature
is.
They are the same as the inputs for fuel control.
The later Porsche models that have returnless fuel
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systems compensate for effective pressure by modifying Speed
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the fuel map when the intake manifold pressure is below Throttle position
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atmospheric pressure. Engine and ambient temperature
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We add the oxygen sensor for fuel control but otherwise
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The fuel system control unit has a driver to control the the same inputs for both systems.
fuel pump relay that actuates the fuel pump.
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The fuel pump control actuates the fuel pump when the Outputs
control unit receives system on power from the ignition
switch and receives an engine speed signal.
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You only want the fuel pump to operate when the engine
is turning over.
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If we had the fuel pump turn on when the ignition switch
closed, the fuel pump would run after an accident that
stopped the engine and either cause or feed an engine
fire. A square wave is sent to the ignition system where the
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Later systems run the fuel pump for a short period of period of the wave is dwell; and the relationship between
time when the ignition switch is first actuated (anticipa- the rising edge of the square wave and crankshaft position
tory control). is ignition timing.
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In the case of the Cayenne, the pump is turned on when
the driver’s door is opened.
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This is only done the first time the system sees the
input.
We can only have these kinds of control routines when our

system is digital. With a digital system its easy, you only
need to change the software. A square wave is also sent to the injector. The period of
the square wave is injector duration (Ti) and the falling
edge of the waveform is the beginning of injector
operation. This is timed to TDC on the banked injection
systems we used up until 1989. In 1989 Porsche begin to
use sequential injection where you only operate the
injector when the intake valve is open, so we time the
injection point to the over lapping TDC.

Fuel System Basics
The bottom line is that the inputs and outputs for fuel and Notes:
ignition control are either the same, or very close to the
same for both systems. So combining them in one control
unit just made sense.
Adding the microcomputer was the only way you can have
data maps stored in memory (for example injection
duration and ignition timing maps), and a program that
utilizes them to control engine management systems. This
achieved exceptional output and performance while main-
taining the emissions levels required by law.
With a few exceptions (928s and pre 1996 911 Turbos)

Porsche has utilized DME for engine management since
M.Y. 1985.

Fuel System Basics
Let’s utilize a basic DME system to take a closer The DME example above is close to the systems Porsche
look at how digital engine management works. used up until M.Y. 1994, it uses an airflow meter to
measure the amount of air entering the engine. After M.Y.
1. Fuel pump 1994, Porsche systems use an air mass sensor to
2. Fuel filter measure the air entering the engine.
3. Fuel pressure damper
4. Fuel pressure regulator
5. Fuel rail and lines
6. Idle air control valve
7. Airflow meter
8. Throttle position sensor
9. Intake air temperature sensor
10. Engine coolant temperature sensor
11. Knock sensor
12. Engine speed sensor
13. Flywheel with speed sensor ring with teeth missing for
reference signal
14. Control unit with microcomputer
15. Ignition coil
16. Distributor cap and rotor

Fuel System Basics
Let’s examine the new features of the fuel system. Fuel Pressure Damper
First is the speed and reference sensor. It is an inductive The fuel pressure damper, is a device that reduces
sensor. pressure pulsations in the fuel rail.
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It uses a magnetic field moving through a coil of wire to These pulsations might intrude into the passenger
produce a signal that indicates engine speed. compartment as a buzzing noise.
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It has an area where two teeth have been removed to We don’t need a pressure damper on systems with
give a reference to top dead center of cylinder number sequential injection as we are not operating all of the
one. injectors at TDC of each crankshaft revolution, instead,
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The sensor ring on the flywheel would have 60 teeth, when the intake valve of each cylinder opens we inject
but two have been removed for the reference signal. fuel.
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This gives us 6 degrees for each tooth, 3 degrees for This greatly reduces the amplitude of the pressure
the high section, and 3 degrees for the low section. pulses and eliminates the need for the damper.
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The computer can determine crankshaft position even
further to a fraction of a degree, giving DME the ability Relays
to see crankshaft position, acceleration and
deceleration in fine detail. We also see the duplex relay for system power and fuel
pump control (DME relay). This type of relay was used up
to M.Y. 1997. After 1997, two separate relays were used.
Fuel & Ignition Control Unit
The fuel and ignition control are combined into one control
unit, since both the fuel injectors and the ignition final
stage are outputs for this system. The other big change is
the addition of a knock sensor which operates as a
feedback input for ignition control.
Notes:
Engine Speed Sensor
1. Permanent magnet
2. Housing
3. Engine Housing
4. Soft iron core
5. Winding
6. Ring gear w/reference point (tooth gap)
Speed Hall Sensor Wave Form

Fuel System Basics
Knock Sensor ignition system (plug wires, distributor cap, and rotor)
components were no longer required. All that is necessary
is the short high-tension path from the coil unit to the
spark plug.
As we study the later versions of DME we will see

new inputs and outputs added to enable new
functions and faster processors with more memory;
however, the basic system operation won’t change
Engine Knock Sensor very much from our system model.
1. Seismic mass
2. Casting We will utilize the vehicle specific sections that
3. Piezsoelectric ceramic layer describe each system in detail to describe the new
4. Contact paths functions of the engine management system.
5. Electrical Terminals
Notes:
With an digital ignition system with a knock sensor:
l
You can use a more aggressive ignition-timing map; and
then if the sensor detects an ignition knock, the DME
can retard the timing of the cylinder that knocked.
l
The system determines the cylinder that needs to be
retarded by counting. In a six cylinder engine, the same
cylinder that the knock was detected from will be back
in six ignition cycles, so the system counts six cycles
from the knock and retards that cylinder.
l
The early systems with knock control moved timing in
steps of three degrees, up to a total of nine degrees.
The newer systems have different steps and totals, for
example, the 911 Carrera (996) move in steps of two
and three quarters degrees for a total of twelve
degrees.
l
Most of the knock control systems also utilize a Hall
sensor to determine which reference signal indicates
TDC cylinder number one.
l
This is needed when there are two knock sensors. For
example; on a flat six, if cylinder number one has just
fired and the knock sensor that is monitoring the
cylinder four through six bank senses a knock, the
system can ignore that sensor.
l
The knocking cannot be from the ignition of cylinder
number 1 and retarding the timing will have no effect on
the knock and only reduce the power output of the
engine.
This is a step up in the sensitivity of the knock control

from systems with only one knock sensor (the only
Porsche model that has one sensor was the 944 Turbo).
In model year 1997 the distributor cap and rotor were
eliminated. Porsche adopted unit ignition, the secondary

Fuel Trim & Adaptive Mixture Control
Fuel Trim & Adaptive Mixture Control Systems Fuel Trim System
The mixture control system has evolved over the last two The next level of control is the fuel trim system. This
decades into a self-adjusting system that “learns” and self system utilizes the oxygen sensor to modify the Ti that the
adjusts. main mixture control sends to the injector driver circuit.
This system has three main levels of control: After 1996 (with OBD-II), this system divides the fuel
system in half and each bank of the engine has it’s own
l
Main determination of injector duration for entire engine. fuel trim system. These systems make a small change in
l
Fuel trim system, adjusting mixture based on oxygen the Ti based on the oxygen sensor voltage.
sensor voltage. OBD-II vehicles have two systems, one
l
for each cylinder bank. When the voltage goes high, it indicates the mixture is
l
Adaptation system adjusting fuel maps on long-term rich and the control moves the mixture lean by reducing
basis. To understand this system we need to examine Ti.
l
these control levels in detail, so we will start at the When the voltage goes low, it indicates the mixture is
beginning with a review of main injector duration deter- lean and the control moves the mixture rich by
mination. increasing Ti.
Main Mixture Control
The fuel mixture control program calculates the primary

injector duration based on the load input from the mass
airflow sensor and engine speed from the speed and
reference sensor.
l
The program takes the present engine load and engine
speed and retrieves an injector duration from the
injector duration map.
l
The program then modifies the injector duration based
on the real time inputs (for example, if the engine
coolant temperature is low, time is added to move the
mixture rich).
l
This injector duration (Ti) is then sent to the injector
driver circuit and the injector is opened by this Ti. When we analyze the Voltage vs. Lambda graph we see
three things:
l
When the oxygen sensor voltage is in the area of 150
millivolts to 850 millivolts we are close to Lambda.
l
In this area our three-way catalyst will operate at
optimum efficiency.
l
We will have good control of pollutant emissions.

You can see the relationship between oxygen sensor This system however, has a limit to its ability to control
voltage and mixture control in the illustration below. mixture. If the deviation from Lambda is large enough to
require a movement of more than plus or minus
approximately 0.4 milliseconds, the system cannot correct
the mixture. The system will default to open loop operation
and a fault will be stored.
Adaptation
We will now examine fuel system adaptation (it is an

addition to the fuel trim program software) and how it
changes the fuel trim system.
First we need to know how the Ti map is generated.
This control system is referred to as the integrator. This The answer to this is; it comes from the development
control system is also known as short term fuel trim. It department at Weissach. Porsche fuel system engineers
turns the oxygen sensor voltage into a decision to move generate the Ti map with a test engine on a motor
mixture. dynamometer. They run the engine in each load/speed
range and then move the mixture rich and lean until the
It keeps the oxygen sensor voltage moving between 150 engine operates at Lambda 1. This gives us a Ti map for
millivolts and 850 millivolts by adding or subtracting time an ideal engine (The timing map is generated in the same
from injector duration. way).
For example: This is a great method however, not all engines are made
equal, and engines change as they age. So one fuel map
l
A normal idle Ti could be 2.4 milliseconds. (one size fits all) can’t be perfect for all engines. Even if
l
A normal idle fuel trim might be + 0.24 milliseconds. the map were perfect when the engine was new, it would
l
2.4 milliseconds + .24 milliseconds = 2.64milliseconds not be perfect after the engine has been run 100,000
of Ti. The mixture is richer (adding Ti adds fuel). miles.
l
This would be a correction for a lean reading.
l
The opposite would be true for a rich reading. We have a special addition to the fuel mixture software, it
is called adaptation (long term fuel trim). Here is how it
The mixture moves up and down and the oxygen sensor works.
voltage follows. The oxygen sensor voltage is always
l
moving between 150 and 850 Millivolts. The adaptation program monitors the mixture control
system for a time period. For example ten minutes; let’s
There are reasons for the movement between rich and say that during that time period the integrator has had
lean: to add .25 milliseconds to the Ti for the entire time.
l
We then know that the Ti map is too lean by .25 millisec-
l
When the integrator (short term fuel trim) moves the onds.
l
mixture rich, it creates a lack of oxygen in the catalyst, The adaptation program adds .25 milliseconds of time
this is needed for the reduction of NOx. to the fuel map. When the fuel trim system gets a Ti
from the fuel map, it only needs to make a small correc-
l
When the integrator moves the mixture lean, it creates a tion since the Ti map has been adjusted to fit the engine
surplus of oxygen needed for the oxidation of HC and that it’s in control of.
CO.
The adaptation program has no hardware or moving parts.
This is how a three-way catalytic converter is capable of It is a system that exists only as lines of code in the fuel
meeting stringent emissions regulations. trim system software.

Before we added adaptation to our fuel mixture control For example:
system; it was necessary to manually adjust the idle CO by
disconnecting the oxygen sensor (to put the system into If you multiply a Ti of 2.4 ms X 1.1 = 2.64 milliseconds.
open loop) and adjusting an air bypass around the airflow If you multiply a Ti of 2.4 ms X 0.9 = 2.16milliseconds.
sensor. With adaptation we no longer need a CO
adjustment. The system automatically adjusts itself, By multiplying the Ti in the load range we are able to make
compensating for differences between engines caused by large changes easily. Multiplying isn’t as good for the idle
manufacturing tolerances and other conditions (air leaks, range where we need to make small changes.
wear in internal parts…).
In addition, in 1996 with OBD-II we divide the fuel trim
Why bother with adaptation? We already have the inte- system into two systems.
grator. It can just keep adding the .25 milliseconds of Ti
without changing the map. One system for cylinder bank 1 – 3
One system for cylinder bank 4 – 6
The reasons we need adaptation are: or
One system for bank 1 – 4
l
We do not always operate in closed loop. If we do not One system for bank 5 – 8
adapt the Ti map we will not have the needed correction
when we operate in open loop. When we divide the fuel trim system in half, there isn’t
l
The fuel trim system works much better when it is much difference in how the fuel trim system works. There
operating in the center with the same amount of correc- are just twice as many adaptation numbers and oxygen
tion available in both the rich and lean directions. sensors.
Adaptation Numbers
Our digital fuel mixture control has a fuel control program
Another feature of digital engine management is the ability operating in a microcomputer and utilizing maps for
of the engine management computer to communicate with control. We talked about the injector duration (Ti) map in
a diagnostic system. Data such as; inputs, outputs and the digital system section.
other information from the operation of the control
systems can be monitored. Porsche has had a series of There are several other maps, for example:
testers: 9268, 9288, PST2 and now PIWIS.
1. The evaporative emissions purge valve map.
With the system tester we can see a large number of 2. The idle control valve map.
values from the fuel system. One of these is how much the 3. Ignition control map.
mixture adaptation system has changed the Ti map. We
can learn to use this information for diagnostics. With a digital microcomputer we have the possibility to
add new features to the software.
Porsche adaptation systems have different ranges of
control: A couple of examples would be:
l
One range is adaptation for idle, RKAT (before model 1. VarioCam
year 2000 we called it TRA) 2. Resonance Intake System
l
The Idle range as we have described in our example
adds or subtracts injection time in response to oxygen We just add the hardware to the engine, and instructions
sensor input. to the program to drive the hardware (output). There can
l
Another range is adaptation for the load range FRA (in also be features that have no hardware. They only exist as
the latest models the FRA is divided into an upper and lines of code in the fuel system software. These systems
lower range) will be discussed in a separate section.
l
The load range is slightly different. It does not add and
subtract time from the Ti; it multiplies the Ti.

Notes:

System Descriptions Up To DME 5.2.2
Subject Page
DME 2.10.1 – 1995 911 Carrera (993)

Introductory Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.3
DME 5.2 – 1996 911 Carrera (993) & 1996 911 Turbo (993)
Introductory Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3.21
DME 5.2.2 – 1997 Boxster (986) & 1999 911 Carrera (996)

System Descriptions Up To DME 5.2.2
Notes:

DME 2.10.1
The DME 2.10.1 consists essentially of the following
components and basic features:
• Control unit with 64 Kbyte program/data memory

• Sequential injection system
• Electronic-map ignition system with adaptive knock
control
• Adaptive mixture control
• Adaptive charging regulation
• Activation of the resonance flap in the intake system
• Carbon canister with electronically controlled venting
• A potential free oxygen sensor
• Hot film mass airflow sensor
General • Plausibility test and generation of substitute values
• Extensive diagnostic possibilities with System Tester
DME 2.10.1 was first used on the model year 1992 - 9288
1995 968 and the 1995 911 Carrera (993). This pre- • Throttle potentiometer
OBD-II Motronic engine management system utilized a
single control unit to manage sequential fuel injection,
electronic map ignition, and adaptive features such as;
knock control, mixture control, and idle. This system incor-
porated extensive self testing capabilities.
The following DME 2.10.1 information was first

published in the 1995 911 Carrera (993) Service
Information Technik book.

DME 2.10.1
DME – Schematic
1 - DME control unit

2 - Mass airflow sensor
3 - Throttle potentiometer
4 - Intake manifold flap positioner
5 - On-off valve resonance flap
6 - Intake air temperature sensor
7 - Engine temperature sensor
8 - Speed/reference mark sender
9 - Injection vlaves
10 - Distributor
11 - Ignition coils
12 - Oxygen sensor
13 - Knock sensors
14 - Fuel pump
15 - Fuel filter
16 - Pressure regulator
17 - Ignition final stage
18 - DME relay
22 - Auxiliary air pump relay
23 - Auxiliary air pump
24 - Electropneumatic valve
A - Fuel inlet
B - Fuel return line
C - Check connection for fuel pressure
Fuel – Air Flow
19 - Tank venting valve

21 - Vacuum modulator for resonance flap
D - From carbon canister
E - To the camshaft housing – auxiliary air
supply
F - Electrical signal from DME

DME 2.10.1
Air Flow Exhaust Gas Flow
The air required for combustion is drawn in over the air

filter, the mass airflow sensor, the throttle body and the
two-stage resonance intake system.
The paper cartridge in the air filter is fully recyclable. The

resonance intake system is composed of two intake tanks,
one for each row of cylinders, which are directly
connected to each other via two resonance pipes.
The air is drawn in through the larger diameter pipe, and

the smaller pipe is switched on or off line by the
resonance flap controlled by the DME control unit.
After the exhaust gas has left the combustion chamber, it
The air filter housing, the housing for the mass airflow first enters the exhaust manifold which is designed as a
sensor, the connecting piece to the resonance pipes, the heat exchanger (1). In a mixing chamber (2), the exhaust
intake distributor sections and the insulation plates are gas flows of both cylinder banks are combined, and the
made of recyclable plastic and are therefore of lightweight oxygen contents of the gas is detected by the oxygen
design and very good surface quality. sensor (3). The exhaust gas is then separated into two
streams, each one of which passes two separate catalytic
converters (4) and a muffler (5) for each exhaust line. The
catalytic converters are fitted with metallic carriers coated
with a special material layer that provides the catalytic
reaction.
This catalytic contact causes carbon monoxide, unburned

hydrocarbon residues and nitrogen oxides to be converted
into carbon dioxide, nitrogen and water. The separation of
the exhaust gas streams allowed the pressure losses in
the exhaust system to be reduced (easier gas flow) and to
house an acceptable muffler volume.
1 - Air filter
2 - Mass air flow sensor
3 - Throttle body
4 - Intake manifold flap positioner
5 - Intake tank
6 - Resonance pipes

DME 2.10.1
Fuel System The filler neck has a dished end fitted with a seal and is
screwed into the left hand fender. The upper part of the
The fuel is supplied by an electrical roller-cell fuel pump neck is made of metal and its shape varies depending on
which feeds a constant quantity of fuel to the injection whether it is used for leaded or unleaded fuel. The filler
valves. The fuel quantity required by the engine is neck is connected to a viton hose which is impervious to
controlled by solenoid injection valves insytalled on the fuel vapor.
engine. The excess fuel not required by the engine is
returned to the fuel tank. A fuel pressure regulator ensures The noise reduced fuel pump is mounted under the tank
a constant pressure differential at the injection valves. below the vehicle floor and is accessible through a
separate cover plate.
Fuel Tank
The fuel circuit remains virtually unchanged; it runs from
The fuel tank is located at the front of the vehicle in front the fuel strainer screwed into the fuel tank to the pump, on
of the heating unit. The capacity is 18.75 gal. (71 l), and it to the fuel filter, and then across a Z-shaped plastic tube
weighs 14.3 lbs. (6.5 kg). The tank is of blown (that must not be kinked) routed below the intake housing
polyethylene (synthetic) and its internal and external to the pressure regulator. The return line ends next to the
surfaces are fluorinated, i.e. during manufacture the tank pump, feeding the fuel back into the fuel tank.
is flushed in a fluorine gas mixture in a process chamber.
The gas reacts with the plastic surface and gives an All connections of the pump and tank are accessible via
extremely thin, teflon-type surface coating that is the separate cover plate. The fuel lines are made of steel
impervious to fuel vapor, there by eliminating any tube with press fitted rubber hoses. The connecting joints
possibility of unpleasant odors. are downstream of the fuel pump and in the engine
compartment. The fuel lines are routed in the ribbings
along the floor pan and the tunnel of the vehicle, and are
held in place with rubber mounts and synthetic clips. The
vent lines are made of polyamide.
1 - Fuel tank
2 - Expansion tank
3 - Fuel tank sender 1 - Fuel tank
4 - Filler neck 2 - Expansion tank
3 - Fuel pump
The fuel tank is shaped in such a way that it can be 4 - Fuel filter
removed without removing the transverse wall and held in 5 - Carbon canister
place by a single restraining strap. 6 - Purge air line
7 - Tank vent
The expansion tank is mounted directly onto the fuel tank 8 - Return line
with three screws and has two connection pipes. The tank
fuel level sender is located on the right hand side of the
tank, and the connection to the filler neck is on the left of
the tank.

DME 2.10.1
Fuel Pump DME Control Unit
The fuel pump is a EKP 4/2 roller-cell pump. Features of the DME control unit:
Fuel Filter • Injection (sequential)

• Ignition (twin ignition)
The fuel filter is mounted in the engine compartment on • Warming up and acceleration enrichment
the right-hand wheel housing. It has to be replaced every • Start up control
60,000 miles (96,000 km). • Lambda control (adaptive)
• Overrun shutoff
Fuel Pressure Regulator • Knock regulation (selective cylinder control, adaptive)
• Anti-surging
• Torque reduction during Tiptronic gearshift
accomplished by ignition retard
• Engine idle speed correlation for Tiptronic-equipped
vehicles
• Engine idle speed control with adaptive, automatic
engine idle air correlation (system modulation)
• Carbon canister purge
• Resonance flap control
• 55-pin connector
• Diagnosis with System Tester 9288
The engine functions are controlled by the DME control

unit. Other measured input values, such as air volume,
The fuel is returned to the fuel tank over the return line of engine rpm, actual camshaft position (Hall sender in
the pressure regulator. On the 911 Carrera (993), a distributor), engine temperature, intake air temperature
miniature pressure regulator is installed at the end of the and throttle valve position, are used as data inputs for the
fuel rail. Depending on the intake manifold pressure, it control unit.
regulates the fuel system pressure to 3.8 bar ± 0.2 bar.
The main system actuators, such as the injection valves,
Injection Valves the ignition final stages, the engine idle speed positioner,
the tank vent and the resonance flap, are all controlled by
The orifice cross-section of the injection valves is larger the unit. The control unit is installed under the left hand
than on the 272 HP (200 kW) engine. The brass coil in the seat in the car.
injection valve has an internal resistance of approx. 16 Ω.
Due to the sequential fuel injection system, the electrical

connecting wires must never be interchanged. The wires
are therefore marked for easy identification.

DME 2.10.1
Control Unit – Terminal Configuration
55 - Diagnosis K wire
54 - Characteristic map switch
52 - Throttle position to transmission control unit
51 - Transmission input
50 - Knocking, yes/no
49 - Speed/reference mark sender +
48 - Speed/reference mark sender –
47 - Air intake temperature
46 - Not used
45 - Engine NTC II
44 - Tiptronic coding
43 - Not used
42 - Selector lever switch
41 - Heater control unit
40 - A/C compressor coupling
39 - Not used
38 - Not used
37 - DME relay 87
36 - Ground, DME relay 85
35 - Injection valve cylinder No. 2
33 - Tank vent
32 - Auxiliary air pump (USA)
31 - Final stage ignition circuit 2
30 - Ground, knock sensors
29 - Knock sensor 2
28 - Oxygen sensor/CO potentiometer
27 - Terminal 15
26 - Ground, mass air flow sensor
25 - Final stage ignition circuit 1
24 - Ground, remaining final stages
22 - Intake manifold flap closed
21 - Check engine monitor (USA)
20 - Oxygen sensor heating
19 - Ground, electronics, all shields
18 - Battery +
15 - Not used
14 - Ground, throttle flap potentiometer/NTCs
13 - Diagnosis L wire
12 - Positive supply throttle flap potentiometer/Hall sender
11 - Knock sensor 1
10 - Ground, oxygen sensor
9 - Vehicle speed
8 - Hall sender signal
7 - Mass airflow sensor signal
6 - Tachometer counter
4 - Intake manifold flap open
3 - Ground, DME relay 85 b
2 - Not used
1 - Resonance flap

DME 2.10.1
Coding the control unit Mass Airflow Sensor
To be able to retrieve the various maps, a 2-pin connector Detection of the air drawn into the intake is performed by
is branched off from the DME wire harness near the a hot film mass airflow sensor (1). It is installed between
control unit connector. the air filter housing (2) and the throttle body (3).
Note:
On vehicles fitted with Tiptronic, the DME control unit is
coded with a special Tiptronic wire harness.
In vehicles equipped with a catalytic converter and appro-

priately coded DME control unit, the engine idle CO value
is adapted, i.e. the control range of the oxygen sensor
shifts the map to adapt it to any deviation from the specifi-
cations that may have occurred. This allows tolerances of
environmental conditions (air pressure etc.) and tolerances
within the engine to be compensated. Adaptation of the
engine idle CO level eliminates the necessity for a basic
setting.
Permanent Positive At The Control Unit

Since the DME 2.10.1 includes a number of adaptive (self- 2 - Air filter housing
learning) systems (oxygen sensor closed-loop control, 3 - Throttle body
charge control, knock regulation), terminal 18 on the DME 4 - Manifold flap positioner
plug is supplied with a permanent positive voltage. If the 5 - Tank vent
plug is disconnected from the control unit or the battery, 6 - Resonance flap shift valve
the engine has to be run to operating temperature and left 7 - Plug for knock sensor 2
running for approx. 10 mins. After the next starting 8 - Intake air temperature sensor
sequence to enable the control unit to readapt itself. The
control unit contains a volatile fault memory, i.e. all the The air mass is required for the following DME
faults stored in the memory are erased once the control control unit functions:
unit has been disconnected from the permanent positive
voltage. • Injection
• Ignition
• Oxygen sensor control
• Venting of the carbon canister
• Knock regulation
• Plausibility test

DME 2.10.1
Design of the Hot Film Mass Airflow Sensor
A hot film sensor is installed in a measurement channel. It

consists of a ceramic substrate that carries the following
thick film resistors:
Heating resistor (RH)

Sensor resistor (RS)
Air temperature resistor (R)
Compensation resistor (R1)
A hybrid circuit and a power electronic component are

installed behind the measurement channel in the
electronics housing. A heat sink is mounted on the outside
of the electronic housing.
A - Mass airflow sensor housing
B - Mass airflow sensor
Advantages of the Hot Film Mass Airflow Sensor:
Measures the passing air mass (gas mass) per time unit
independent of its density and temperature.
• Large measurement range

• High sensitivity, particularly at small air flow rates
• No moving parts, therefore no wear
• Insensitive to dirt
• No free burning necessary
1 - Sensor hybrid
2 - Hybrid
3 - Power electronic component
4 - Intermediate plate
5 - Heat sink for power final stage
6 - Measurement channel
Hot film mass airflow sensor – sensor component

DME 2.10.1
The electronic housing (the complete measuring element) Operation of the Mass Airflow Sensor
and the measuring channel are fitted into the housing of
the mass airflow sensor with two screws. An additional The hot film mass airflow sensor has a hot film sensor
seal is used to seal the measuring element against the air placed in the intake airflow. The resistors R, R1 and RS as
mass sensor housing. well as R2 and R3 are combined to form a bridge circuit.
The heating resistor RH is installed outside the bridge. The
On the inlet and outlet sides of the air mass sensor a heating current which is necessary to maintain the heating
protective screen is fitted to smooth out the turbulences in resistor at a constant temperature determines the bridge
the air and therefore to ensure an even air flow around the voltage. The heating resistor RH and the sensor resistor
hot film. Next to the connection plug, an arrow is imprinted RS are dependent on temperature, and their resistance is
in the housing of the mass airflow to indicate the direction reduced with increasing temperature (NTC).
of air flow.
Note:
The measuring element in the air mass sensor housing
must never be removed since the components are
calibrated during manufacture of the unit.
R - Air temperature resistor

R1 - Compensation resistor
R2 - Auxiliary resistors
R3 - Auxiliary resistors
RH - Heating resistor
RS - Sensor resistor
R - Air temperature resistor UA - Output voltage
R1 - Compensation resistor UV - Supply voltage
R2 - Supplementary resistors RV - Servo amplifier
R3 - Supplementary resistors
RH - Heating resistor The sensor resistor RS is fitted to the heating resistor RH
RS - Sensor resistor and therefore adopts the temperature of the heating
A - Connections for RH resistor. In the operating state the heating resistor RH is
S - Air gap for thermal decoupling of heating and R supplied with a current lH that causes it to heat up to a
Uconst - Voltage supply temperature that constantly is 320° F. (160° C) above the
UA - Signal to the control unit instantaneous intake temperature. When the air flow rate
increases, the heating resistor is cooled down, resulting in
an increase in its electrical resistance. In order to maintain
the temperature difference between the intake air and the
heating resistor RH, the current lH is regulated accordingly.

DME 2.10.1
The temperature of the outlet air acts on the resistor R; Intake Temperature Sensor
the compensation resistor R1 is connected in series to it
and compensates for the temperature differences of the
bridge circuit across the whole operating range.
The servo amplifier RV compares the current flow between

the temperature resistor R and sensor resistor RS and
influences the current flow lH to the heating resistor RH, in
order to maintain a constant 320° F. (160° C) temperature
and the temperature of the heating resistor RH. Regulation
of this constant temperature differential is performed
within in milliseconds.
A change in current is registered as a voltage drop at the

measurement connection UA. This voltage drop is used by
the DME control unit as the measuring parameter for the
intake air volume. The hot film mass airflow sensor has no To reduce the knock tendency of the engine at high intake
moving parts and generates only minimum flow resistance temperatures, the 911 Carrera (993) is equipped with a
in the intake passage. temperature sensor (NTC) in the rubber shroud between
the mass airflow sensor and the throttle body. The signal
Engine Temperature Sensor of this sensor is processed by the DME control unit.
Modification of the timing angle towards “retarding” the

timing angle is a continuous process and stars at an
intake temperature of 77° F. (25° C). The current value
transmitted by the temperature sensor may be retrieved in
degrees Centigrade with System Tester 9288 in the
“Actual values” menu item.
The engine temperature sensor is screwed into the

cylinder head of the third cylinder. It has two electrical
connections, i.e. corrosion on the temperature sensor
threads has no detrimental effect on the resistance char-
acteristics and, hence, on the mixture composition
(potential-free temperature sensor).
The temperature sensor is installed with Special Tool 9291

with a 14 mm A/F size. In addition, a coat of lubricating
paste must be applied to the threads of the temperature
sensor.

DME 2.10.1
Speed and Reference Mark Sender (DME) unit always selects the smallest opening angle of the
throttle as the engine idle position. If the throttle moves to
‘open’, the engine idle settings are switched off by the
control unit as soon as an opening angle of 1° is reached.
When a throttle opening angle of approx. 66° is reached,

the control unit actuates the full-load feature. Using the
“Actual values” menu on the system tester, the current
opening angle of the throttle can be read off in degrees.
In this manner the accelerator cable setting can be
checked.
Oxygen Sensor
The 911 Carrera (993) is equipped with the plunge-proof

oxygen sensor LSH 25. The oxygen sensor is potential-
The DME of the 911 Carrera (993) is combined with an free and is therefore installed with a new 4-pin plug
inductive sender for engine speed and reference mark connector with separately insulated wires.
detection. For this purpose, a toothed ring gear is
machined onto the flywheel. This ring has a total of 60 The oxygen sensor is heated by the DME control unit.
teeth. Two of these teeth are replaced by cutouts to Positive supply to the oxygen sensor occurs across the
generate the reference mark signal. The reference signal fuel pump relay inside the DME relay (as soon as the
is set at 84° BTDC. The air gap between the sender and engine is started). The ground connection is made via the
the flywheel ring gear is adjustable and must be 1.0 ± 0.2 DME control unit. If the engine has already reached the
mm. operating temperature and is then driven at heavy loads
and high engine speed, no additional heating of the
Throttle Potentiometer oxygen sensor is required. In this operating state, the DME
therefore cuts off the supplementary sensor heating.
When the throttle is in the zero position, the throttle angle

display must be 0°. With the accelerator pedal fully
depressed, i.e. with the throttle fully open, the throttle
angle display must read 84° ± 3° .
A throttle potentiometer on the shaft is used to determine

the angular position of the throttle shaft. The 0 position
(engine idle position) of the potentiometer is determined in
an adaptive process by the DME control unit.
If the battery has been disconnected or the control unit 1 - New plug generation
has been separated from the system, the engine must be 2 - Sensor housing (new) on exhaust side (holes instead of slots)
restarted with the throttle valve fully closed. A self-adaptive

DME 2.10.1
The oxygen sensor is monitored by the DME control unit. Operation
The sensor voltage may additionally be read off using the
System Tester and the “Actual values” menu item. If When a gear is selected, the Tiptronic control unit sends
problems occur at the oxygen sensor, start the “meshing” signal to terminal 51 of the DME control
troubleshooting by checking operation of the sensor unit. The DME acknowledges selection of the gear and
heater. A voltage of approx. 12 V should be present at the retards the ignition angle.
sensor plug when the engine is at idle.
Speed Signal
CO Potentiometer
The speed signal is fed to terminal 9 of the control unit. If
Vehicles with M 150 equipment (without oxygen sensor the vehicle comes to a stop, if the cylinder head tempera-
closed-loop control) do not have the oxygen sensor. The ture is above 237° F. (114° C) and the throttle valve is in
oxygen sensor is replaced by a plug and fuel filler neck is the engine idle position, the DME control untrol unit runs a
designed to take leaded fuel. system adjustment.
In addition, the DME control unit is coded for operation Hall Sender
with open-loop catalytic converter. As the adaptive oxygen
sensor control is omitted at the same time, a CO basic
setting at engine idle speed is required. For this purpose a
potentiometer is installed on a bracket on the right-hand
side in the engine compartment. The connecting wire of
this potentiometer is connected to the DME control unit
harness via an adapter cable instead of the oxygen sensor
wire.
Reducing the Engine Idle Speed with Tiptronic
To reduce the creep tendency of vehicles equipped with

Tiptronic transmission when a gear is selected and the
engine is idling, an engine idle speed reduction is
provided.
The twin ignition distributor includes a Hall sender that is
Operation required to acknowledge the firing TDC position of cylinder
no. 1. The Hall signal is required by the DME control unit
On Tiptronic vehicles, the selector lever switch is to correlate the knock sensor signals or to control the
connected to terminal 42 of the DME control unit. In the P sequential fuel injection.
or N selector lever positions, the control unit is connected
to ground. If a gear is selected, the ground connection is Heating Control Unit Signal
interrupted. This causes the engine idle speed to drop
from 800 ± 40 rpm to 750 ± 40 rpm when the gear is When the heating regulator is set to maximum heating or
engaged. when a high heating output is required, a signal is sent
from the heating control unit to terminal 41 of the DME
Ignition Timing Adjustment with Tiptronic control unit. When this signal is present, the “deceleration
shutoff” feature is no longer valid and, thus, cooling of the
To reduce shift jerk when changing gears under load, the heat exchanger at low outside temperatures and longer
ignition angle of the engine is retarded briefly in thrust periods is avoided.
accordance with engine load and rpm both when shifting
up and down, thus reducing the engine torque.

DME 2.10.1
Adaptive Knock Regulation Adaptive Feature
Knocking combustion can lead to engine damage. For this In order to perform adaptive knock regulation, the
reason the 911 Carrera (993) engine is equipped with a electronic ignition map is subdivided up into 8 engine
knock regulator that individually retards ignition timing speed and 4 load ranges. If a knock occurs, the ignition
within each cylinder when uncontrolled combustion occurs angle is retarded by 3° for the respective cylinder, and is
in the form of knocking. then retuned to the optimized ignition angle in small steps
dependent on time. If, however, the corresponding
Basic Features load/engine speed range is exceeded (e.g. during acceler-
ation) while ignition timing is retarded, the last ignition
The engine is equipped with two knock bridges with a timing angle set (learnt) when the load/engine speed
knock sensor screwed into each of those knock bridges. range was left is now adapted. In the next load/engine
The knock bridges connect the individual cylinders no.1 to speed range, the new (optimized) ignition angle stored in
3 and 4 to 6. The knock detection circuit is matched to the control unit is immediately set. In this manner, longer
the bridges which is why no other components may be and unnecessary retarding of the ignition is avoided and
mounted to the bridges (interference). As is the case with the dynamic behavior of the engine is improved. If the
all knock sensors, the correct tightening torque and the engine now returns to the load/engine speed range with
correct assembly sequence must be observed. the adapted (learnt) ignition angle, the reduced value
Inadvertent mixup of the connectors of the knock sensors deviating from the optimum ignition angle is set first. This
on the wire harness end cannot occur. The plug connector helps to reduce the total number of knocks.
is of green color.
Voltage Supply for the DME Control Unit over the
If a knocking combustion is detected, the ignition timing DME Relays
for the respective cylinder is retarded by 3°. If the
knocking combustion continues, each knock sensor When the ignition is switched on, a positive voltage is
retards the ignition in 3° stages up to a maximum of 9°. If supplied to terminal 27 of the DME control unit across the
no more knocking combustion is detected, the ignition airbag and alarm control unit. At the same time, the DME
timing is advanced to the optimum value or the relay terminal 85 is grounded via terminal 36 of the DME
programmed ignition timing angle again in small steps control unit. The relay closes and a further positive input
according to the time elapsed. signal is supplied to terminal 37 of the DME control unit.
Once the ignition has been switched off, the DME unit is
shut down across terminal 36 with a delay off approx. 2-3
seconds to allow internal tests to be carried out in the
control unit.
Sequential Fuel Injection
Sequential fuel injection means that every cylinder is indi-

vidually supplied with the entire calculated fuel quantity
once per working cycle according to the ignition
sequence. This produces a very homogeneous air-fuel
mixture.
Knock sensor bridge with knock sensor for cylinder no. 1…3
To allow the sensor signals of both knock sensors to be

correlated according to the firing order, a Hall sender is
installed into the double ignition distributor to enable the
DME control unit to recognize the ignition point of cylinder
no. 1.

DME 2.10.1
Ignition System Distributor
The 911 Carrera (993) engine is equipped with a twin The distributor is equuipped with a hose connection to the
ignition system, i.e. there are two spark plugs per air guide housing to vent the interior of the distributor.
combustion chamber to ignite the air-fuel mixture. This
reduces in the spark travel in the cylinder and reduces Ignition Wires
combustion time while producing a faster pressure
increase. In addition, a more stable combustion is New ignition wire sets are used. The previously used
achieved thanks to the second spark source, i.e. the silicon ignition wire have been replaced with Hypalon
differences between one working stroke and another are ignition wires. The spark plug connectors of ignition circuit
reduced. 1 have only two sealing lips to accommodate the modified
rocker cover. The spark plug connectors of ignition circuit
Ignition Final Stage 2 are fitted with a lead-in to ensure correct attachment to
the spark plugs.
A double final stage with two transistors supplies current
to both ignition coils. The double final stage is mounted
under the left hand seat, mounted on a bracket next to the
DME control unit.
Ignition Coils
Two newly designed ignition coils are installed as a pre-

assembled unit on a bracket at the rear left on the engine
carrier. In order to avoid any contact with high tension
cables, the electrical connections are covered with rubber
caps.
In summary, twin ignition offers the following advan-

tages:
• Higher power output than with single ignition

• Lower fuel consumption
• Improved engine idle
• Improved throttle response with a cold engine with less
enrichment requirements
• Reduced emissions
Ignition coils on bracket

DME 2.10.1
Idle Speed Positioner Tank Venting
The hydrocarbons created by vaporization of the fuel in

the fuel tank are not released to the atmosphere across
the tank vent but are instead collected in the carbon
canister. This unit is installed in the rear left wheel housing.
To return these hydrocarbons into the combustion

process, the carbon canister is purged with air and the
carbon is regenerated in the process.
A twin coil positioner is used to adjust the correct engine

idle speed of 800 ± 40 rpm in conjunction with the DME
control unit. The cold engine idle speed is approx. 1,100
rpm.
Operation
The positioner is supplied with two timed electrical input

signals from the DME control unit, one for the opening coil
and the other for the closing coil. This creates opposed
torsional forces on the armature. Due to the inertia of the 1 - Carbon canister
armature, the positioner adjusts itself to a particular angle 2 - Purge air line
that corresponds to the pulse/duty factor of the signal 3 - Line from the fuel tank
received. 5 - Solenoid valve
6 - DME control unit
After completion of work on the ignition system, check 8 - Throttle
both ignition circuits with the System Tester for perfect
operation by switching off both final stages one after the
other and by switching off the individual injection valves.
By modifying the input signals, e.g. when the engine speed

changes, the pulse/duty factor of the signal supplied to
the positioner changes as well. The programmed nominal
rpm is compared with the actual rev. speed in the control
unit. The air flow is then modified by the positioner until
the nominal rpm and the actual rpm are identical.

DME 2.10.1
Operation of the Tank Vent
A solenoid valve is installed in the line between the carbon

canister and the air intake system. The direction of flow of
the solenoid is indicated by an arrow on the plastic
housing. The valve is frequency-controlled by the map just
above the area for engine idle and when the cylinder head
temperature is > 203° F. (95° C). This ensures that the Resonance Flap (A)
correct amount of purge air is mixed in accordance with
the intake air volume. In a no-voltage state the solenoid Shift Points for the Resonance Flap
valve is closed. The valve can be checked with the System
Tester using the “drive link test” menu item. Resonance flap open from 0 – 3,500 rpm and from 5,520
– 6,640 rpm
Resonance Flap
Resonance flap closed from 3,500 – 5,520 rpm when the
The DME control unit activates a vacuum-controlled throttle valve is open by more than 60°.
diaphragm valve which either opens or closes the
resonance flap. The resonance flap is closed between
3,000 rpm and 5,500 rpm and at a throttle valve opening
angle of > 60°. Due to the ignition sequence, the intake
system is alternatively supplied by both tanks. Due to the
firing order, air is drawn in an alternating manner from
both intake system tanks. If resonance occur, the intake
frequency of one row of cylinders matches the natural
frequency of the pressure vibrations in the respective tank.
The natural frequency is determined by the geometry of
the intake pipes, the resonance pipe and the tanks.
A crucial factor, however, is the total length of the pipe

from the actual intake cylinder to the next cylinder being
supplied, the distribution into intake and the resonance
pipe lengths as well as the depth of the tank in the
direction of flow. In the no-current state, the resonance
flap is open. As soon as the ignition is switched on,
however, it is triggered and closed. If the DME control unit
detects that the engine is being started, the resonance
flap is opened again.

DME 2.10.1
Plausibility Test
Certain input values are tested for plausibility in the DME control unit of the 911 Carrera (993). If a fault is detected, they are
replaced by a value preprogrammed in the control unit.
Fault In Replacement Value
Mass air flow . . . . . . . . . . . . . . . . . . . . . . . . . . .Calculation of air volume from throttle angle and engine speed. When a
fault is detected at the throttle potentiometer at the same time, only rpm-
dependent load line is introduced.
Engine temperature sensor . . . . . . . . . . . . . . . . .Mixture formation as for 252° F. (122.2° C) cylinder head temperature.
Oxygen sensor . . . . . . . . . . . . . . . . . . . . . . . . . .None, but control unit switches from regulation to control
Temperature sensor – intake air . . . . . . . . . . . . . .Ignition angle as for 122° F. (50.2° C) intake temperature
Hall sender and knock sensors . . . . . . . . . . . . . . .As of a specified engine load, ignition angle of all cylinders is retarded by
6° and knock regulation is off
Oxygen sensor closed-loop . . . . . . . . . . . . . . . . .None, but control unit switches from regulation to control
Throttle potentiometer* . . . . . . . . . . . . . . . . . . . .Engine idle and full load features are dependent on air flow. Replacement
value dependent on rpm, 10 – 45° throttle valve angle.
Speed signal . . . . . . . . . . . . . . . . . . . . . . . . . . . .None, but no system adaptation either
* If implausible values occur at the throttle potentiometer, contact resistances may be present in the plug or directly at the
potentiometer.

DME 2.10.1

DME 5.2
Major features of the new Motronic system:
• DME control module with Motronic M 5.2

• Engine control module with 88-pin connector located
under left seat
• Electronic control of boost pressure control
• Electronic map ignition system
• Adaptive knock control
• Sequential injection
General • Adaptative oxygen sensor regulation
• Stereo dual paired oxygen sensors control with 4
The DME 5.2 Engine Management System was first oxygen sensors, potential-free
installed in 1996 - 1998 911 Carrera (993) models and • New, enhanced diagnosis (OBD II)
1996 - 1998 911 Turbo (993) models. The main feature of • Hall-effect sensor installed in distributor to detect firing
this system was the introduction of enhanced On Board TDC of Cylinder No. 1
Diagnostics II (OBD II). • Separate fuel mixture control for each cylinder bank
• NTC-based intake air temperature sensor
The following DME 5.2 information was first • Adaptive charge control with twin-coil rotary adjuster
published in the 1996 911 Turbo (993) Service • Air mass metering with hot-film mass airflow sensor
Information Technik book. • Electronically controlled secondary air injection system
• Carbon canister with electronic venting
To calculate the ignition angle and the injection quantity • Throttle potentiometer
and to achieve air mass dependent boost pressure • Plausibily check and provision of replacement values
control, the 911 Turbo (993) is equipped with a Motronic • Sensing of engine temperature with potential-free NTC
of version M 5.2. resistor
• Fuel pump control with anticipatory operation
To reduce mass inertia, two small turbochargers have
been installed and are driven in parallel by two separate
exhaust flows. This ensures extremely rapid reaction
during acceleration and yields a high boost volume at
higher exhaust flow rates.
In conjunction with large-size, separate intercoolers, an

electronic boost pressure control dependent on air mass,
a Motronic system operating in adaptive mode across a
wide range and a completely revised exhaust system with
on catalytic converter per cylinder bank and Dual Paired
Oxygen Sensors control, the 911 Turbo (993) yields an
output of 400 hp (300 kW) and a maximum torque of 400
ft.lb.
Additionally, the new 911 Turbo (993) features an

enhanced and optimized engine management diagnostic
system – OBD II Diagnosis, as described in the Diagnosis
section. This 2nd diagnosis stage I mandatory for all US
vehicles as of Model Year ’96. The new 911 Turbo (993)
uses this system worldwide.

DME 5.2
DME Control Module
The engine electronics is controlled by the DME control

module. For this purpose, measuring parameters such as
air mass, rpm, engine temperature, intake air
temperature, throttle position, camshaft position (Hall
sensor), oxygen sensor signals and knock sensor signals
are fed into the DME control module as analog signals.
After converting these signals into digital signals, they are
processed by the processing unit of the control module.
Drive links (actuators) such as injection valves, ignition
final stages, Idle Air Control Valve (IACV), frequency valve
for boost pressure control, tank vent solenoid, fuel pump
control, oxygen sensor heater, Check engine lamp and
secondary air injection system are controlled by the DME
control module.
Note:
On vehicles with catalytic converter and an oxygen sensor
system, the air-fuel mixture is adapted during vehicle
operation, i.e. the oxygen sensor system modifies
injection timing and, hence, the injection signal accordingly
when a deviation from the nominal value is detected. This
process compensates for engine-specific tolerances and
specific mixture composition faults. Thanks to this
adaptive modification of the air-fuel mixture, it is not
necessary to adjust the idle CO to a basic setting.
Permanent Positive Voltage at DME Control Module
Since the Motronic M 5.2 includes several adaptative

systems, a permanent positive voltage is present at
terminal 26 of the DME connector. If the connector is
disconnected from the control module or if the vehicle
battery is disconnected, the engine must run for 250
seconds before an initial adaptation phase occurs.
In addition, the DME control module has a volatile

fault memory. The fault memory must therefore
always be read out before the battery is
disconnected.

DME 5.2
DME Components
1 - Distributor with Hall sensor

2 - Idle air control Valve (IACV)
4 - Intake air temperature sensor
5 - Knock sensor on bridge
6 - Oxygen sensors ahead of
catalytic converter
7 - Oxygen sensors behind catalytic
converter
8A - Test connection for fuel
pressure
DME Components

12 - Rpm/reference mark sensor
13 - Air pump
14 - Secondary air solenoid
15 - Pneumatic switching valve for
secondary air
16 - Frequency valve for boost air
control

DME 5.2
Air Ducting Air and Boost Pressure Diagram
The air drawn in by the engine passes the air filter and the 1 - Air filter
hot film mass airflow sensor. The air flow is then divided 2 - Mass airflow sensor
into two partial flows that are drawn in by the 3 - Turbocharger
compressors of the two turbochargers. The compressed 4 - Intercooler
air now passes one intercooler per cylinder bank and is 5 - Throttle
cooled off in this process. This design gives a relatively 6 - IACV
large cooling surface. The partial air flows merge 7 - Check valve
downstream of the intercoolers and are fed across a 8 - Vacuum accumulator
throttle into the intake housing and the individual cylinders. 9 - Solenoid switching valve
10 - Pneumatic switching valve
Exhaust Flow 11 - Air pump
12 - Air pump relay
After leaving the combustion chambers, the exhaust gas in 13 - Bypass valve diaphragm capsule
an initial stage flows into the exhaust manifolds designed 14 - Catalytic converter
as heat exchangers. Then the exhaust is fed into one 15 - Rear muffler
turbine wheel of the exhaust turbocharger (one per 16 - Oil drip pan
cylinder bank) with integral bypass flap. Downstream of 17 - Twin oil pump
the turbochargers, the exhaust passes a catalytic 18 - Intake line
converter with metal substrate and rear muffler towards 19 - Vent line
the tailpipes featuring adjustable baffles. Each cylinder 20 - Throttle, 2 mm dia.
bank has its own exhaust system that is a separate unit 21 - Oil tank
from the cylinder exhaust ports right to the tailpipes. 22 - Check valve
23 - Vent line
This separation of the exhaust flows and the resultant 24 - Recirculating air valve, left turbocharger
installation of two catalytic converters reduce exhaust 25 - Recirculating air valve, right turbocharger
backpressure in the exhaust system and, therefore, 26 - Throttle, 4 mm dia.
provide unrestricted gas exchange. The separated exhaust 27 - Frequency valve for boost pressure control
flows and separate mixture control require stereo A/F 28 - Rollover safety valve
control to accommodate the new diagnostic system. For 29 - Carbon canister
this reason, each cylinder bank is equipped with one 30 - Tank venting valve
sensor ahead of and one sensor behind the catalytic A - From fuel pump
converter. This allows exhaust emissions to be reduced to R - Tank return
a level that is significantly below US limits. T - Tank venting line
B - Turbocharger intake side
C - Turbocharger delivery side
D - Exhaust side
E - Intake manifold pressure
F - Control line for boost pressure control and secondary air
injection
G - Vent lines
H - Vent line for turbocharger lubrication
I - Intake line for carbon canister
J - Auxiliary air line
K - Oil line for turbocharger

DME 5.2

DME 5.2
Overview of Exhaust System Note:

When measuring exhaust emissions, make sure that
1a - Heat exchanger, cylinder 1 – 3 exhaust flows are separated and that the exhaust of
2a - Turbine wheel, cylinder 1 – 3 cylinders 1 to 3 exits from the left tailpipe (seen in
3a - Oxygen sensor ahead of cat. conv., cylinder 1 – 3 direction of travel) and the exhaust of cylinders 4 to 6
4a - Catalytic converter, cylinder bank 1 – 3 from the right exhaust tailpipe. In addition, an exhaust
5a - Oxygen sensor behind cat. conv., cylinder 1 – 3 sampling connector is located behind each turbine wheel
6a - Rear muffler, cylinder bank 1 – 3 to measure raw emissions.
7a - Tailpipe, exhaust flow for cylinder 1 – 3
8a - Diaphragm servo - turbocharger bypass flap, cylinder 1 – 3
1b - Heat exchanger, cylinder 4 – 6
2b - Turbine wheel, cylinder 4 – 6
3b - Oxygen sensor ahead of cat. conv., cylinder 4 – 6
4b - Catalytic converter, cylinder bank 4 – 6
5b - Oxygen sensor behind cat. conv., cylinder 4 – 6
6b - Rear muffler, cylinder bank 4 – 6
7b - Tailpipe, exhaust flow for cylinder 4 – 6
8b - Diaphragm servo - turbocharger bypass flap, cylinder 4 – 6

DME 5.2
Fuel System Fuel Pump
The fuel is supplied by an electric roller-cell pump that The fuel pump is a roller-cell design. To provide the
keeps fuel delivery to the injection valves at a constant required fuel pressure and the required fuel quantity, the
level. The fuel quantity required by the engine is supplies fuel pump is activated briefly by the DME control module
to the engine by electromagnetic injection valves. whenever the ignition is switched on. To allow this feature
to become activated, however, the engine must rev up at
Fuel Tank least to idle rpm when the ignition is switched on
repeatedly and a waiting time of approx. 5 seconds must
The fuel tank is located in the luggage compartment have elapsed after the engine has been switched off.
ahead of the heater. It is made of blown polyethylene
plastic. The noise-insulated fuel pump is located under the Injection Valves
tank and is accessible from the vehicle floor through a
separate cover. The injection valves are designed for the engine output of
400 hp (300 kW). The valve coils are made of brass and
Fuel Circuit have an internal resistance of approx. 16 Ω. Due to the
sequential injection system, the feed wires must never be
The fuel flows from the fuel strainer screwed into the fuel interchanged and have therefore been marked to provide
tank to the pump, then to the fuel filter and across a Z- positive identification.
shaped Tecalan plastic pipe below the intake housing to
the pressure regulator. This Tecalan pipe must never be Fuel Filter
kinked or pinched. From the pressure regulator, excess
fuel is returned to the tank across the return pipe that The fuel filter is installed to the wheel housing on the right-
enters the tank near the fuel pump. hand side of the engine compartment.
Fuel Pressure Regulator
A miniature pressure regulator is used on the 911 Turbo

(993). It is installed at the end of the fuel ring pipe on the
left-hand side of the engine near the intake pipe of cylinder
No. 2 and controls fuel system pressure depending on the
intake pipe pressure to 55 psi (3.8 bar) ± 2.9 psi (0.2
bar).
1 - Fuel tank
2 - Reservoir
3 - Fuel pump
4 - Fuel filter
5 - Carbon canister
6 - Scavenging air pipe
7 - Tank vent
8 - Return pipe

DME 5.2
Mass Air Flow Sensor Engine Temperature Sensor
The air mass inducted into the engine is detected by a hot

film mass airflow sensor.
The air mass is required by the DME control module

for the following functions:
• Activation of specific adaptation features

• Fuel injection
• Calculation of engine load
• Ignition
• Oxygen sensing
• Venting of carbon canister
• Knock control
• Boost pressure control The engine temperature sensor is screwed into the
• Control of specific diagnostic features cylinder head of cylinder No. 3. It has two electrical
terminals to make sure that the resistance characteristics
Advantages of the hot film mass airflow sensor: and, therefore, mixture formation are not impaired in case
contact resistances are present at the threads (potential-
• Passing air mass per unit time is measured independent free).
of air density and temperature
• Large measuring range Special Tool 9291 is used to install the temperature
• High sensitivity, especially at low air flow rated sensor. The current engine temperature can be read out
• No wear (no moving parts) with System Tester 9288.
• Insensitive to dirt loading
• No burn-off period required
• Insensitive to shocks and vibration
Operation of the Mass Airflow Sensor
The heart of the hot film mass airflow sensor is a hot film
sensor placed in the intake air flow. The heating current
required to keep the hot film sensor at a constant temper-
ature is determined by the voltage signal to the DME
control module.
In operation, the hot film is exposed to an intensive current

that causes it to heat to a constant 320° F. (160° C)
above the momentary intake temperature. As the air flow
rate increases, the hot film is cooled down. To keep the
temperature difference between intake air and hot film at a
constant level, the heating current is readjusted.
At the measurement connector, a change of the heating

current is detected as a voltage change. This voltage
signal represents the measuring parameter of the inducted
air mass to the DME control module.

DME 5.2
Intake Air Temperature Sensor Throttle Potentiometer
Intake Air temperature Sensor (Black Arrow)

A potentiometer fitted to the throttle linkage is used to
To reduce knock tendencies inside the engine at high detect the throttle position. The 0 position (idle position) of
intake air temperatures, the 911 Turbo (993) is equipped the potentiometer is detected in an adaptive manner by
with an intake air temperature sensor (NTC) in the the DME control module.
intercooler that provides a signal that is processed by the
DME control module. Adaptive means that the DME control module always
detects the smallest throttle opening angle as the idle
The ignition angle is modified continuously towards a position.
“retarded” setting as the intake air temperature increases.
The intake air temperature sensor also reduces the air Note:
mass supplied to the engine across the turbocharger if If the battery or the control module connector has been
intake temperatures are very high. As with the engine disconnected, start the engine with the throttle remaining
temperature, the intake air temperature can also be closed.
checked with System Tester 9288.
System Tester 9288 may be used to read out the current
RPM Reference Mark Sensor opening angle of the throttle in %. This is helpful to check
the throttle cable adjustment. When the throttle is in zero
The DME of the 911 Turbo (993) uses an inductive pickup position, the reading must be 0 % throttle angle. When the
to detect the rpm and reference mark. For this purpose, a accelerator is fully depressed and the throttle is, hence,
ring gear with a total of 60 teeth is milled on the flywheel. fully open, the throttle opening angle must be 100 %.
Two of these teeth have cutouts to provide the reference
mark signal.
The distance of the sensor to the ring gear is adjustable

and must be 1.0 ± 0.2 mm.
Since the 911 Turbo (993) operates with a misfire

detector to accommodate the requirements of the new
OBD II, the tolerance between ring gear and sensor is
adapted when the engine is coasting. This valve can also
be read out with the System Tester.

DME 5.2
Oxygen Sensors Hall-Effect Sensor
The 911 Turbo (993) is equipped with four LSH-25c

immersion-proof oxygen sensors to accommodate the
dual paired oxygen sensors control system. The oxygen
sensors are potential-free and have 4-pin connectors with
individually sealed wires.
As the immersion-proof oxygen sensor obtains its

reference air across the connector, take care not to apply
grease or contact spray to this connector since this may
impair the oxygen exchange.
The ignition distributor is fitted with a Hall sensor that is

required to detect firing TDC of cylinder No. 1. The Hall
sensor signal is required by the DME control module to
perform cylinder-selective knock control.
Speed Signal
The vehicle speed is present at DME connector terminal

79. If the vehicle slows down to standstill and if the engine
is at operating temperature with the throttle in idle
1 - Oxygen sensor connector position, the Motronic automatically adapts itself.
2 - Sensor housing (exhaust side)
Heater Control Module Signal
The oxygen sensor is heated across the DME control
module. On the positive side, the oxygen sensors are When the heater regulator is set to maximum heating,
supplied across DME relay terminal 87 b. requiring high heater output, the heater control module
feeds an electrical signal to terminal 10 of the DME
Ground for the sensor heaters is switched separately for control module.
two sensors at a time by the DME control module. If the
engine is at operating temperature and is being run at high When this signal is present, the DME control module no
loads, the additional sensor heater may be switched off. longer activates the “coasting shutoff” feature, thus
Under these operating conditions, the DME control module preventing the heat exchangers from cooling off at low
therefore switches off the sensor heater. outside temperatures and longer coastdown periods.
The oxygen sensors and their heating system are

monitored by the diagnosis system. In this process, the
sensor signals are processed to provide indications of
sensor dynamics, sensor aging and any drift of the sensor
control state. If a fault occurs (specified values are
exceeded), it is stored in the fault memory by the DME
control module.
The different sensor voltages may be read out with the

System Tester 9288.

DME 5.2
Knock Control DME Relay
The 911 Turbo (993) engine is provided with an adaptive When the ignition is switched on, a positive voltage is fed
knock control system that selectively retards the ignition to the DME control module (terminal 56) across the airbag
timing of the respective cylinder when a knocking combus- and alarm control modules.
tion condition occurs.
In this process, the DME control module connects terminal
Operation 85 of the DME relay to the ground across terminal 27. The
relay then closes and another positive signal is fed to the
The engine has two knock bridges that hold one knock DME control module.
sensor each. These knock bridges form a link between the
individual cylinders No. 1 to 3 and 4 to 6, respectively. After switching off the ignition, the DME is switched off
across terminal 27 with a certain time lag (approx. 2 to 3
The knock detection circuit is designed for these bridges, sec). This lag is required to allow internal tests in the
and no additional components must therefore be mounted control module to be run (watch dog).
on these bridges (to prevent interference). As with any
knock sensor, correct tightening torque and assembly Sequential Injection
sequence are essential. The wiring harness is designed in
such a way that any mixing-up of the knock sensor connec- Sequential injection means that the full calculated fuel
tors is impossible. quantity is metered to each cylinder individually once per
cycle in accordance with the firing order. This ensures a
If a knock condition is detected, the ignition timing of the more uniform mixture formation.
respective cylinder is retarded by 2.25°. If the knock
condition persists, ignition timing is retarded to a Ignition Final Stage
maximum of 12°. In 2.25° steps per knock signal.
The ignition final stage of the 911 Turbo (993) was built
If the maximum retard setting of 12° is not sufficient, the into the DME control module so that the primary circuit is
boost pressure controller reduces boost to reduce the established across coil terminal 1 to the DME control
danger of knocking during combustion. If no knock module terminal 49 and the ignition final stage built into
condition is detected any further, the ignition timing is the control unit and across terminal 55 to ground point V
readvanced incrementally to its optimum setting, i.e. the of the vehicle.
programmed setting, in a time-dependent manner.
Ignition Coil
In the case of an engine speed of 2,000 rpm, for example,
eight operating cycles are required, and at 6,000 rpm, 25 The ignition coil mounted fully preassembled to a bracket
cycles are required until the programmed map is attained at the left rear engine mount. To prevent touching wires
again. carrying high voltages, the electrical connections are
covered with rubber caps.
Idle Air Control Valve (IACV)
A twin-coil control valve is used to adjust the correct idle

speed of 800 ± 40 rpm in combination with the DME
control module. The idle speed of the cold engine is
approx. 1,100 rpm.

DME 5.2
Tank Vent Operation of the Tank Vent
The hydrocarbons generated by evaporation of fuel in the A solenoid valve is built into the line between the carbon
fuel tank are not routed to the ambient air across the tank canister and the intake system. The direction of flow is
vent but are instead collected in a carbon canister. This indicated by an arrow on the plastic housing of the
canister is located in the rear left wheel housing. solenoid. From a cylinder head temperature > 203° F.
(95° C), the valve is timed under map control. This causes
To return these hydrocarbons into the combustion the pulse/duty factor to increase as the air flow rate at the
process, the carbon canister is flushed with air and the mass air flow sensor increases. When the mixture drifts
carbon is regenerated. from Lambda = 1 towards a rich or lean setting, this is
detected by the control module across the oxygen sensing
system and is corrected by readjusting the mixture control
during the tank venting phase. The first tank venting phase
after starting the engine and reaching the required cylinder
head temperature ends 250 seconds after starting the
engine. This is followed by a 100-second mixture adapta-
tion phase. Then, in turn, the next tank venting phase
occurs, and so on.
1 - Carbon canister
2 - Scavenging air hose
3 - Hose from fuel tank Solenoid Valve (Arrow)
5 - Solenoid valve
6 - DME control module The system makes sure that the correct purge air quantity
8 - Throttle is added in accordance with the intake air quantity. When
no voltage is applied, the solenoid is closed. The “Drive
link test” menu item may be used to test the valve with
System Tester 9288.

DME 5.2
Secondary Air Injection Now the air pump and the solenoid switching valve are
connected to positive across terminal 87 of the air pump
On the 911 Turbo (993), the air pump is triggered by the relay.
DME control module for a duration of approx. 120
seconds after a waiting time of 2.6 seconds in order to
ensure faster warm-up of the catalytic converter and to
reduce emissions when the engine is started at a tempera-
ture between 10° F. (–12° C) and + 140° F. (60° C).
The air pump now starts to operate and, at the same time,
the pneumatic switching valve opens due to the vacuum
taken from the vacuum tank and supplied by the solenoid
valve. In this process, the air fed by the air pump is
supplied across an air line to the pneumatic switching
When the input conditions are met, the control module valve and the check valve to the camshaft housing.
connects terminal 37 to ground. This causes the air pump
relay to close. This relay is located on a relay plate on the
left side of the engine compartment.
Additional passages for the air injection system are

machined in the camshaft housing. A cross passage in the
cylinder head allows the air to be injected into the exhaust
port.

DME 5.2
Boost Pressure Control Air Ducting
General Downstream of the mass airflow sensor, the intake air flow
is split towards the left and right exhaust turbochargers.
The 911 Turbo (993) engine is based on the air-cooled The compressed partial flows enter separate intercoolers
naturally-aspirated engine of the 911 Carrera (993). The optimized for minimum pressure loss. The intercoolers are
main differences are found in the intake and exhaust located above the engine and below the engine compart-
systems. ment air inlet grill and are passed by cooling air under the
effect of the pressure differential between the environment
Schematic Overview of Boost Pressure System and the engine compartment.
The large cooling surface and the great block depth of the
intercoolers ensure good cooling at low boost air pressure
losses. The outlet volumes of both coolers form one single
housing. The reunited boost air flows pass the throttle and
the low-resistance plastic intake distributor to enter the
cylinder heads. The flat-six engine offers ideal conditions
for turbocharging. As the cylinders are combined in
groups of three at offsets of 240°, the exhaust flows enter
the turbine in virtually direct sequence or with minimum
overlap. Short manifold tubes leading directly into the
turbine inlet provide an intensive boost effect and, hence,
high turbine efficiency, especially at low engine rpm.
1 - Hot film mass airflow sensor Efficiency of the exhaust turbine with closed bypass valve
2 - Frequency valve (bypass valve opens at 2,700 rpm).
3 - DME control module
4 - Diaphragm capsule
5 - Bypass valve
6 - Turbocharger inlet side
7 - Turbocharger delivery side
8 - Exhaust system
A - Turbine efficiency in %
B - Engine speed in rpm
By splitting the exhaust flows into two partial flows, small

turbo units with low mass inertia can be used. The
dynamic engine characteristics during torque buildup when
the vehicle is accelerated contribute to achieving
significant improvements over engines with only one
turbocharger.

DME 5.2
Since synchronized operation of the turbochargers is In order to be able to optimize overall efficiency and
critical on twin-turbocharger engines, provisions have been response and to provide programmable output char-
made to accomplish this by using a symmetrical exhaust acteristics, it must be possible to control the air
system design and by narrowing down tolerances of the mass depending on the following parameters:
turbocharger components relevant to the control system.
As a result, the maximum difference of exhaust backpres- • Throttle position
sure of both engine halves does not exceed 5%. • Engine speed
• Charge air temperature
The bypass valve and its control system are integral parts • Ambient pressure
of the exhaust turbocharger. A diaphragm is used as an • Dynamics detection
actuator. A frequency valve allows the control pressure at • Knock detection
the diaphragm capsule to be adjusted to any value
between ambient pressure and the pressure present down- A large closed-loop control range ensures operational
stream of the intercooler. The control pressure at the safety of the engine, e.g. when using 95 Octane instead of
diaphragm capsule acts on a diaphragm surface that, in 98 Octane fuel.
turn, acts against a spring. The diaphragm travel is trans-
mitted to the bypass valves across an adjustable linkage.
At a pulse/duty factor of 100%, the diaphragm capsule is
vented and the bypass valve is closed. At a pulse/duty
factor of 0% the full pressure is transmitted to the
diaphragm capsule and the bypass valve is opened.
Between these extreme settings, the DME control module
is able to set the pulse/duty factor as required. The
bypass exhaust gas is drained into the opened turbine
outlet passage.
The exhaust gas from both cylinder banks flows separately

to the tailpipe. The downstream components, e.g.
catalytic converter and rear muffler, are designed for low
pressure losses. Metal substrate catalysts are particularly
suitable for this purpose. As a result, catalytic converters
with metal substrates are used on the 911 Turbo (993).
Mass Air Flow Control
The 911 Turbo (993) engine places high demands on

response and torque characteristics across the entire rpm
range. The supercharging potential is dependent on the
exhaust energy available. The exhaust turbochargers of
the 911 Turbo (993) engine have been designed for
optimum exhaust flow rates at medium rpm levels.
The schematic diagram shows boost pressure buildup,
Thanks to its small size, the exhaust turbine has a positive engine output and torque at a throttle opening angle of
effect on acceleration. For this reason, high demands are 72°.
placed on mass air flow control. To avoid overrevving the
turbocharger rotor and to prevent excessive air flows, the
individual ambient factors that have an effect have to be
taken into account.

DME 5.2
Establishing the Specified Value
The performance desired by the driver is reflected by the

throttle potentiometer position. A specified value is then
calculated in the stored map in conjunction with the engine
speed. The air mass is controlled in such a manner that
the driver is able to dose the desired torque very
accurately.
Correcting the Specified Value Using the Charge Air

Temperature
A - Torque
To prevent knock conditions in the engine, the air mass
B - Engine speed
behind the intercooler is reduced at high temperatures.
C - Absolute pressure behind throttle
This reduction is dependent on rpm and torque. Even at
ambient temperatures of 86° F. (30° C), the engine is able
1 - Full load curve, pulse/duty factor = 100% (entire exhaust gas
to sustain its maximum output for at least 2.5 minutes.
passes to turbines)
The reduction of the air mass only becomes effective after
2 - Torque curve at controlled boost pressure
this time has elapsed.
3 - Torque curve at controlled basic boost pressure
4 - Absolute pressure under boost pressure closed-loop control
Correcting the Specified Value Using the Intake Air
5 - Absolute pressure under boost pressure open-loop control
Density
The schematic diagram shows the range available for
The fact that the air density decreases at higher altitudes
torque control when the throttle is fully open. The 100%
is compensated by additional boost if sufficient exhaust
pulse/duty factor curve (1) indicates the torque that the
energy is available to the exhaust turbine. This way, at
engine would generate when the entire exhaust flow were
9800 ft (3,000 m) above sea level and at 3,500 rpm the
directed across the turbines.
911 Turbo (993) will reach the same torque that is
available at sea level. The pressure ratio to be generated
The 0% pulse/duty factor curve shows the torque or the
by the compressor increases in this case, and the exhaust
basic boost pressure, respectively, that results when the
turbocharger speed has to be increased. To avoid
bypass valve is open.
exceeding the max, turbocharger speed of 167,000 rpm,
air mass and, hence, output are reduced at higher engine
The Control Concept
speeds. The correction values applied to the specified
values in accordance with air density and engine speed
The air mass measured by the hot-film mass airflow
are stored in a characteristic map. The air density is
sensor is compared to the specified nominal value that is
continuously determined by the DME control module by
stored in a map. Several parameters are provided to
comparing throttle opening angle, engine speed and air
correct this specified value if required. The difference
mass. The deviation of the calculated result from the
between the measured air mass and the specified value
actual geographical altitude is approx. 5%. This
represents the regulating deviation that determines a new
corresponds to approx. 1600 ft (500 m) altitude.
pulse/duty factor for the frequency valve inside the boost
pressure controller (comparable to the oxygen sensor
controller built into the control module) and that modifies
the bypass valve cross-section by modulating the pressure
acting on the diaphragm capsules. In addition, two
diagnostic functions are available to switch off boost
pressure control and to suppress fuel injection.

DME 5.2
Correcting the Specified Value Using Knock Control Safety Features
The knock control system corrects the specified air mass Switching to Air Mass Open-Loop Control
if required. If heavy knock occurs, not only is the ignition
angle “retarded” (see section on knock control) but the air When the following faults occur, a switchover is made
mass is reduced as well. The knock control system reacts from closed-loop control to open-loop control:
in three successive phases:
1. High regulating deviation from specified air mass value
1st phase: Ignition angle is retarded rapidly. 2. Combustion misfire detected
3. Lambda adaptation limit detected
2nd phase: Mixture is enriched according to the retarded 4. Faulty mass air flow sensor, throttle signal or knock
ignition setting. sensors
3rd phase: Air mass is reduced at larger retard settings. When the air mass closed-loop control is switched off, a
load and rpm-dependent map specifies the pulse/duty
In the initial phase, the ignition angle is immediately factor. Depending on ambient conditions, the air mass will
retarded. This increases exhaust temperatures. To avoid then be up to 25% less.
damage to the exhaust turbine and to the catalytic
converter, the mixture is enriched in the second phase if a 1. Regulating Deviation
total retarding amount is exceeded that has been
programmed in accordance with load and rpm (i.e. cumu- If the measured air mass deviates from the specified value
lative retarding of the cylinders of one engine side). by a certain amount for a longer period, a switchover to
open-loop control is made. The deviation may be caused
If the cumulative retard setting increases beyond another, e.g. by a faulty exhaust turbocharger or a blocked exhaust
higher predefined threshold, the air mass is reduced in the system. These faults are highly critical as the control
third phase. This air mass reduction occurs in a linear system tried to obtain the specified air mass from the
manner until the actual value drops below the air mass remaining exhaust turbocharger. If engine speeds are
threshold again. Then the air mass is increased again until above 3,800 rpm, this may lead to critical turbocharger
the specified value is reached. This reduction of the air speeds.
mass is adapted by the DME control module.
To prevent erroneous recognition, the deviation must be
The combination of retarding the ignition angle, mixture present for a certain period. An insufficient actual air mass
enrichment and air mass reduction allows the DME control value may be compensated at higher engine speeds and
module to react rapidly and to ensure engine operation at higher engine loads by increased charger speeds. At lower
optimum efficiency and torque. engine loads and engine rpm, however, the control range
is not sufficient to allow conditions to be compensated
without faulty detection. For this reason, diagnosis of the
deviation is only active at high engine loads and engine
speeds between 2,800 rpm and 3,800 rpm.
2. Combustion Misfire
Detection of combustion misfire allows a blocked exhaust

system, for example, to be traced.
A blocked exhaust system normally leads to combustion

misfire on the affected cylinder bank. For this reason, the
DME control module shifts from air mass closed-loop
control to air mass open-loop control when a misfire
condition is found.

DME 5.2
3. Lambda Adaptation Limit
If a leak is present in the intake, pressure of exhaust

system, a deviation of the air/fuel ratio is detected via the
oxygen sensing system and is adjusted accordingly. If the
adaptation value exceeds a certain threshold, a shift from
air mass closed-loop control to air mass open-loop control
is made. The time span until an oxygen sensing fault is
detected depends on the tank vent phases occurring in
the control module and the mixture adaptation phases.
Loss of Measurement Signals
Closed-loop control is no longer possible if the air mass

signal or the throttle signal fails. If the knock sensor
signals fail, a switchover to air mass open-loop control and
to a higher safety margin to the knock limit is made.
Excessive Boost Pressure
Engine overload, e.g. caused by insufficient pressure on

the diaphragm capsule of the bypass valve, will rapidly
lead to mechanical and thermal overloads. If the air mass
is briefly measured to be above a preset threshold,
injection is suppressed in a rotating manner. This means
that in an initial stage 20% of the injection signals (injection
quantity) are suppressed, and if engine overload persists,
40% of the injection signals are suppressed after 1.2
seconds.
This results in a significant reduction of boost due to a

reduced exhaust flow rate. This ensures that the catalytic
converter will not be damaged. A complete injection
sequence will only occur in the lower part-load range
again.

DME 5.2.2
The principal features of the 911 Carrera's DME:
• Engine is fitted with DFI system

• Sequential injection
• Separate fuel mixture control for each cylinder bank
• Adaptive stereo oxygen sensor control
• Potential-free oxygen sensors
• Ground-side control of oxygen sensor heating units
• Hall-effect sensor installed in the intake camshaft for
cylinder line 1 - 3
• Actuation of VarioCam valves for cylinder line 1 - 3 & 4 - 6
• Hot-film mass airflow sensor with recognition of flow
General direction
• Intake air temperature sensor installed in hot-film airflow
The DME 5.2.2 Engine Management System was first sensor
installed in the model year 1997 Boxster and then the • Induction control with twin-coil rotary adjuster
1999 911 Carrera (996). • Adaptive throttle potentiometer
• Adaptive knock control
The following DME 5.2.2 information was published • Determination of oil temperature
in the 1999 911 Carrera (996) Service Information • Temperature sensor to determine engine temperature
Technik book. and to provide analog display on instrument cluster
• Engine compartment temperature sensor to control
The 911 Carrera (996) has a Motronic (DME) of version engine compartment scavenging blower
M 5.2.2 to generate the injection signal, to calculate the • Radiator fan controlled by DME control unit
ignition angle as well as to provide adaptive control • Actuation and disabling of start relay
functions for various systems and to carry out diagnostic • Control of air-conditioning compressor relay
functions. • Actuation of check-engine light in the case of
combustion faults which may damage the catalytic
converter
• Resonance intake system w/integrated resonance flap
• Torque reduction for traction control by cancellation of
ignition angle and suppression of injection
• Electronically controlled venting of carbon canister
• Deactivation of fuel pump by airbag control unit in crash
• Reduction of torque when Tiptronic shifts gear
• Device for feed forward control when checking oxygen
control loop (e.g. for exhaust-gas test)
Additional features for USA vehicles:
• Complete OBD II diagnosis with activation of check-

engine light
• Secondary air system
• 2 additional oxygen sensors after catalytic converters
• Additional Hall-effect sensors for intake camshaft for
cylinder line 4 - 6
• Extended tank ventilation diagnosis w/system leak test
• Modified error memory management when check-engine
light is actuated
• Modified carbon canister

DME 5.2.2
Airflow Fuel Circuit
An in-tank pump draws the fuel from the fuel tank (installed
at the front of the vehicle) and pumps it into the fuel filter.
Afterwards, the fuel enters the fuel manifold for cylinder
line 1 - 3. The inlet to this manifold is located at cylinder 3.
The test connection for fuel pressure is located at the
manifold for cylinder line 1 - 3, which like the manifold for
cylinder line 4 - 6 is made of metal and coated yellow.
Both manifolds are linked by a Tecalan fuel pipe which

must never be pinched or kinked, otherwise it would be
permanently damaged. The pressure regulator is inserted
into the manifold for cylinder 4 - 6 at the end of the pipe
system, level with the 4th cylinder. From here, a return
pipe leads off to the fuel tank.
Fuel Pipes
The air (A) drawn in by the engine flows into the throttle
housing (E) via the air filter (C) with mass airflow sensor The plastic fuel pipes have connectors which allow compo-
(D). A muffler which reduces air intake noise caused by nents to be connected quickly, simply, and precisely.
vibrations is integrated in the air filter housing (B). Great care must be taken when handling these pipes since
damage to the sealing faces as well as dirt may cause
Fuel Supply leakage.
Fuel Pump
1 - Fuel tank
2 - Fuel filter
3 - Fuel supply
4 - Fuel return
5 - From carbon canister An in-tank pump is used in the 911 Carrera (996). This
6 - Carbon canister provides advantages with regard to noise and residual fuel
7 - Scavenging air pipe suction behavior since it is installed in the fuel tank (noise
damping) and, is attached directly to the specially
designed base of the fuel tank (suction behavior) by
means of a bayonet ring.

DME 5.2.2
Construction Safety Functions
When the engine has been started, the airbag control unit
sends a signal to the DME control unit, the frequency and
pulse duty factor of which is defined as “airbag not
triggered”. When the airbag is triggered, the pulse duty
factor changes this signal. This change causes the DME
control unit to switch off the fuel pump.
Fuel Filter
The fuel filter is installed in the center tunnel above the

pipes leading to the radiator. Due to the construction of
the filter, special attention must be paid to the fuel-flow
direction. In the 911 Carrera (996), an ground cable is
connected to the filter housing. This cable diverts voltage
potentials caused by flowing fuel and differing material
The pump is designed as a two-stage system. The first characteristics (filter housing: aluminum; fuel pipe:
stage functions according to the flow-wheel principle (1). Tecalan) of the components to ground.
The fuel is forced-flow ventilated by a special channel (2)
as it is drawn from the fuel tank to remove any gas and Fuel Pressure Regulator
vapor bubbles. It is then led into the reservoir chamber (4)
via an ascending pipe (3). The precisely defined cross-
section of the overflow pipe (5) produces slight positive
pressure in the reservoir chamber which prevents the
formation of a gas bubble mixture and also ensures the
precharging of pressure for the main stage. The pressur- A miniature fuel pressure regulator installed in the fuel
ization of the fuel and the preceding ventilation process manifold for cylinder line 4 - 6 (level with the intake pipe
are necessary to guarantee a good hot-feed behavior of for cylinder 4) is used in the 911 Carrera (996). It adjusts
the system. The second stage of the fuel pump (main feed the fuel system pressure to 55 psi (3.8 bar) ± 2.9 psi (0.2
pump) is configured as an internal gear pump (6) and bar), depending on the intake pipe pressure.
pumps the fuel out of the reservoir chamber (7), through a
filter, and then into the fuel filter and fuel manifold pipes. Injection Valves
The returned fuel is led back to the reservoir chamber via
a return pipe (8). This completes the fuel circuit. When the The injection valves are specially designed for the Carrera
engine is switched off, the pressure retention valve (9) engine. The coils of the valves are made of brass and
closes the pipe loop and ensures that the necessary have an internal resistance of approx. 12 Ω. One end of
positive pressure to prevent the formation of vapor the valve is inserted into the fuel manifold (secured by a
bubbles is provided. clip). The other end is inserted into the intake pipe. Due to
the sequential injection system, the electric feed wires
Actuation must never be interchanged. The DME control unit
changes the injected quantity by altering the opening
To ensure that the required fuel pressure and the times for the valves.
necessary amount of fuel are provided, the DME control
unit actuates the fuel pump for approx. 1 second when-
ever the ignition is switched on (pump priming). To trigger
another pump priming operation, the running engine must
be switched off and the ignition then switched on again. In
addition, the fuel pump is activated by the DME control
unit whenever the engine speed exceeds 15 mph.

DME 5.2.2
Tank Venting System Exhaust Gas Flow
Fuel vapor is collected in the carbon canister. This canister

is mounted in the front, right-hand wheel arch. The fuel
vapor collected in the carbon canister is fed back into the
combustion cycle. The carbon canister is purged with
fresh air thus regenerating the carbon.
Functioning
An electromagnetic valve is installed in the line between

the intake housing and carbon canister. The flow direction
of the one-way valve is imprinted on the plastic housing.
The valve is secured above the alternator attached to the The exhaust gases are collected by one exhaust gas
intake housing. manifold (1) for each cylinder line. From there, the exhaust
gases flow to an oxygen sensor (2) provided for each of
The tank venting valve is clocked under map control with the two cylinder lines. The exhaust gases then enter a
warm engine and active oxygen regulation. The resulting metallic-monolith catalytic converter (3) provided for each
pulse duty factor is dependent on the airflow rate of the of the two cylinder lines. The exhaust gas sampling points
engine and the load density of the carbon canister. When (each sealed with a screw) are located between the
the mixture drifts from lambda = 1 towards a rich or lean oxygen sensors and catalytic converters. The exhaust
setting (caused by the purging of the carbon canister), this gases flow from the catalytic converters through the
is detected by the control unit via the oxygen sensing muffler (4) before they finally reach the end of the exhaust
system and is corrected by readjusting the mixture control pipe. The exhaust system is mounted to the engine by the
during the tank venting phase. The first purging phase is brackets (5).
performed after the engine is started and when the appro-
priate operating conditions are reached (engine tempera- Additional Information Regarding USA Vehicles
ture and oxygen regulation operations). It is ended by the
DME control unit 250 seconds after the engine has been Two oxygen sensors (2a) required for testing the efficiency
started. The mixture adaptation phase is then performed of the catalytic converters are also installed between the
for 100 seconds. The next tank venting phase occurs, and catalytic converters and the rear muffler.
so on.
Operation of Tank Venting Valve
The tank venting valve is constructed in such a way that it

is closed when the ignition is off. If the ignition is switched
on, the DME control unit applies a positive potential to the
tank venting valve via terminal 54. When the engine is
started and the operating conditions described previously
are reached, the tank venting valve is once again
connected to ground by the DME control unit, via terminal
61, and opens. When the engine is switched off but the
ignition switch on, the Porsche System Tester 2 can be
used to check that the valve is functioning correctly.

DME 5.2.2
DME Diagram

3 - VarioCam valve
4 - Ignition coil
6 - Secondary air pump
8 - Idle speed air control valve
9 - Injection valve
10 - Knock sensors
11 - Hall-effect sensors
12 - Engine compartment temperature
sensor
13 - Oil temperature sensor
14 - Resonance flap
DME Control Unit
The engine electronics are controlled by the DME control Furthermore, when the engine has been switched off, the
unit, the processor of which processes the previously engine compartment fan may continue to run depending
digitized analog signals from the various system on the current engine compartment temperature. This
components. The processor speed, i.e. the cycle time of means that the control unit is supplied with power via the
the processor, is 16 MHz and the total storage capacity is DME relay and terminal 54 for a programmed time after
144 KB. If used in combination with the Porsche System terminal 15 has been deactivated. The engine
Tester 2, it is now possible to change, expand, or comple- compartment cooling fan may switch on during this time.
ment certain data externally via the diagnosis socket.
Note:
The DME control unit is installed in the passenger Since the control units are programmed for operation with
compartment under the storage shelf behind the rear seat oxygen sensing system and catalytic converters, adapta-
backs. tion of the air/fuel mixture takes place when the engine is
running. This means that the control unit together with the
As a result, engine-specific tolerances are corrected when oxygen sensing system compensates deviations from the
the mixture is being produced. Adaptation of the fuel/air programmed injection precontrol by correcting the
mixture also means that it is not necessary to adjust the injection period.
idle speed CO to a basic setting.

DME 5.2.2
Hot-Film Mass Airflow Sensor Air Flow Through The Measuring Element
The 911 Carrera (996) has a hot-film airflow sensor (HFM

5) from Bosch. The mass airflow sensor's shape means
that it can be installed in one direction only. It is secured in
place with M 5 Torx bolts. The plug is new and coded. As
with previous mass airflow sensors, the new HFM 5 is
subjected to a laser adjustment process in a “master
tube” at the manufacturer's, i.e. a particular air mass
generates a precisely predetermined voltage signal.
As a result, the tolerance of the HFM characteristics is

below 3% across the entire detection range up to a mass
air flow of 640 kg/h. The response time of the hot film is
less than 15 ms at a mass air flow of 10 kg/h.
On the side opposite the plug, the measuring element has

an air channel with air inlet openings (1). This channel is
positioned in the intake air flow of the engine. Behind the
air intake opening, there is the actual hot film with temper-
ature resistors in the measuring channel (2). After the hot
film, the air flowing through the measuring channel is
deflected and guided to the upper part of the housing and
This mass airflow sensor, also referred to as a micro- back into the intake airflow (3).
mechanical hot-film mass airflow sensor due to its size, is
inserted into the air filter housing. The arrangement of the air inlet openings relative to the air
channel and air discharge opening of the air channel
Like the previous HFM, the new HFM 5 is also immune to causes a predefined difference in pressure which, together
dirt. After 100,000 miles, the characteristics deviation for with the muffler between the intake housing and air filter
the HFM 5 is less than 3% resulting from dirt deposits unit, minimizes air fluctuations and therefore pulsation at
forming on the hot-film element. the hot-film measuring element and thus ensures uniform,
linear mass air flow determination.
The operating voltage range is 9-17 Volts. The output
voltage of the mass airflow sensor (the voltage to the DME
control unit) is between 0 - 5 Volts. Apart from the power
which the on-board voltage supply provides for the mass
airflow sensor, the actual measuring element is supplied
with a regulated voltage of 5 Volts from the control unit so
that fluctuations into the on-board voltage supply, e.g.
caused by switching on the consumers, do not have an
effect on the measuring process.
Deviations from the supply voltage are thus also included

in calculation of the mass air flow performed by the DME
control unit. As a result, there are no negative effects on
the determination of mass air flow since the control unit
calculates the relationship between the supplied supply
voltage and the output voltage of the mass airflow sensor.

DME 5.2.2
Measuring principle The height of the temperature difference gives the voltage
supplied to the DME control unit. Using this measuring
The complete hot-film element is divided into the heated method, it is also possible to use the mass airflow sensor
area which, in the case of the HFM 5, is heated to a to detect the flow direction of the intake air.
constant temperature by means of the electronics, and the
two temperature resistors T1 and T2. The diagram below shows that the mass airflow sensor
voltage (can be read using the Porsche System Tester 2)
must be approx. 1.3 V without air flow. The voltage
increases as the air flow becomes greater. Voltages lower
than 1.3 V are produced by a mass air return flow.
A - Air mass m (in kg/h)

C - Heated area B - Return flow
D - Temperature C - Signal voltage U (V)
F - Return flow D - Air mass at idle speed
G - Air mass
Intake Air Temperature Sensor
These two temperature resistors are heated by the heated
area (C). If there is no mass air flow, T1 and T2 are heated The intake air temperature sensor is installed in the mass
to the same temperature (curve A). If a mass air flow is airflow sensor housing and is therefore situated in the
now applied, the temperature resistor (T1) positioned at intake air flow of the engine. It is supplied with voltage
the front relative to the flow direction will be cooled more from the DME control unit via terminal 43 and its ground is
than the temperature resistor (T2) behind the heated area. connected to the HFM 5. The intake air temperature
A difference in temperature (∆T) between T1 and T2 is sensor functions according to the NTC principle.
therefore produced together with a corresponding temper-
ature characteristic curve (curve B). The signal from the intake air temperature sensor is used
by the DME control unit to calculate the default load signal
The result of the temperature difference evaluation if the mass airflow sensor fails. It corrects the load which
is derived using the following formula: is calculated by the control unit and dependent on the
throttle potentiometer. With higher air temperatures, the
∆T = T2 - T1 default load signal is downwardly corrected.
The falling air density is also compensated. In addition, the

risk of knocking during combustion increases as the intake
air temperature rises. Therefore, the ignition angle 9° is
corrected towards “late” with high engine temperatures
(> 194° F./90° C) and high intake air temperatures (> 86°
F./30° C).

DME 5.2.2
Engine Temperature Sensor Pulse Generator
The engine temperature sensor is a double NTC, i.e. there

are two resistors in the sensor housing. The plug contact
is new. The DME uses an inductive sensor to detect the rotational
movement of the crankshaft. For this purpose, a sensor
One temperature resistor (resistance can be measured wheel is attached to the engine's flywheel. This sensor
between contact 2 and 3 in the plug housing) supplies the wheel is a ring gear is stamped from sheet steel and spot-
signal used to display the coolant temperature on the welded to the flywheel and has 60 teeth. A gap produced
instrument cluster. The other temperature resistor (can be by 2 missing teeth serves as the reference mark and lies
measured between contact 1 and 4 in the plug housing) 84° before the TDC of the 1st and 4th cylinder.
informs the DME control unit of the coolant temperature.
Important:
The signal from the temperature sensor is used by If the flywheel is removed or installed, great care
the control unit; must be taken since force applied to the steel gear
may result in its deformation. This would cause a
• to calculate the injection signal during the warm-up varying gap as the crankshaft rotates and could
phase, contribute to signal corruption. The pulse generator
• to enrich the mixture when the engine is started, is installed in a hole drilled into the crankcase. The
• to determine the ignition angle in the warm-up phase, gap cannot be adjusted.
• to control the electric fans.
Hall-Effect Sensor
The engine temperature sensor is located in the coolant
duct housing.
Thermoswitch for Engine Compartment Fan
A new, plug-in, plastic covered Hall-effect sensor used to

determine the ignition TDC of the 1st cylinder is installed
at the 3rd cylinder in the camcase for cylinder line 1 - 3.
To determine the engine compartment temperature, an The Hall signal is generated by a rotor which is attached to
NTC has been installed between the intake pipes for the intake camshaft for cylinder line 1 - 3. Apart from
cylinders 4 and 5. The engine compartment fan is determination of the ignition TDC of the 1st cylinder and
actuated by the DME control unit depending on the respec- the associated assignment of the injection signals (sequen-
tive engine compartment temperature and various other tial), the ignition signals (permanent high-voltage distribu-
factors. tion), and the knock sensor signals (knock control), the
Hall-effect sensor signal is also used for diagnosis in the
VarioCam system.

DME 5.2.2
Knock Sensor Throttle Potentiometer
Two knock sensors are used. Knock sensor 1 monitors

cylinder line 1 - 3 and is attached to the crankcase level
with the 2nd cylinder. Knock sensor 2 is attached to the
crankcase at cylinder 5 and monitors cylinder line 4 - 6. The throttle position is determined via a potentiometer (A)
fitted at the throttle valve. The DME control unit supplies
The knock sensors function according to the piezo-electric the potentiometer with a regulated voltage (5 V).
principle and are tuned to the frequency of the engine. The Depending on the potentiometer position (throttle opening
plug contact is molded onto the knock sensor housing and angle), a higher or lower drop in voltage occurs at the
the plug contacts are protected against corrosion by a potentiometer. The DME control unit uses the voltage drop
special coating. As with other knock sensors, it must also and the corresponding current flow to determine the
be ensured that the correct mounting torque is applied. smallest opening angle for the throttle. This angle is
defined as the ìidle speed positionî.
Functioning
Oil Temperature Sensor
If the knock sensor voltage together with an amplification
factor calculated by the control unit reaches a maximum
voltage threshold, the DME control unit interprets this as
“knocking combustion”. If knocking is detected, the calcu-
lated ignition angle is reset at the appropriate cylinder The DME control unit uses the oil temperature to calculate
(cylinder selected). The maximum late setting per cylinder the switching speed for the VarioCam system. The oil
is dependent on the engine speed and may be up to 15° temperature sensor and the oil level sensor form a single
CS towards “late”. If knocking combustion is no longer component and are screwed into the crankcase.
detected, the ignition angle is gradually returned to its
optimum value. Reserve Fuel Light
Safety Function When the ignition is switched on, a positive potential is

applied to terminal 39 of the DME control unit via the
If a fault has been detected by the DME control unit at instrument cluster. If the reserve fuel light goes out when
knock sensor 1 or knock sensor 2, at the Hall-effect the engine is started, the potential changes to ground. If
sensor, or when the engine load signal was calculated, the the reserve fuel light then lights up again or does not goes
calculated ignition angle is for safety reasons out, the DME control unit stores this information if combus-
automatically reduced by 9° CS. tion faults are detected.
The following must apply before knock regulation is

activated:
• Engine temperature > 109° F. (42.7° C)

• Engine load > 2.5 ms/revolution

DME 5.2.2
Air Conditioning Oxygen Sensor
When the air-conditioning system is switched on, the Due to the stereo oxygen sensing system, the exhaust
heating/air-conditioning control unit sends a signal to the system has two submersible oxygen sensors. These are
DME control unit (terminal 69). The size of the signal potential-free, i.e. the DME control unit applies ground to
depends on the current power consumption of the air- the oxygen sensor. The sensors are installed in each
conditioning compressor and results in changes in the exhaust gas flow before the catalytic converter.
basic air quantities which the DME control unit supplies to
the engine using the idle speed air control valve. Oxygen Sensor Heating System
The DME control unit then sends a signal to the air-condi- The sensors are heated electrically as well as by the flow
tioning relay via terminal 62, this closes and connects the of exhaust gas. In addition, the oxygen sensor injection
compressor coupling. and ignition relay is also activated when the DME relay is
switched. This relay applies a positive potential to the
The following conditions must apply before the air- oxygen sensor heating elements. The DME control unit
conditioning relay is actuated: switches ground to the heating resistors.
• Engine temperature between 37° F. (3° C) and 242° F. Oxygen Sensing System
(117° C)
• Intake air temperature >32° F (0° C) Mixture formation is regulated individually for each cylinder
• Time after engine start > 5 seconds line (stereo oxygen sensing system). In addition, 2 oxygen
regulators which are each controlled by an oxygen sensor
Additional function before the catalytic converter per cylinder line are also
integrated in the DME control unit. The oxygen regulation
If, when the air-conditioning system is switched on, the values and the adaptation data can be read out using the
engine undergoes heavy acceleration, the compressor is Porsche System Tester 2.
switched off for 15 seconds. If the AC button is actuated
and the engine started, the air-conditioning relay is not Tiptronic Transmission
activated until the system detects that the engine is
running. If an automatic exhaust emission test is carried If the vehicle has a Tiptronic transmission, the DME control
out, the air-conditioning compressor switches off. unit receives this information via the engine cable harness
whereby terminal 38 of the DME control unit is connected
If the DME control unit performs the tank venting to ground.
diagnosis, the current compressor status is retained for
the duration of the diagnosis. A constant data exchange between the DME control unit
and the Tiptronic control unit occurs when the engine is
Pressure Switch running (see Tiptronic transmission). During this data
exchange, the Tiptronic control unit informs the DME
The air-conditioning system pressure switch closes with control unit of shifting operations in the transmission
pressures > 232 psi (16 bar). Ground potential is applied triggered by the Tiptronic control unit. To optimize shifting,
to the DME control unit via terminal 14. This causes the the DME control unit reduces the ignition angle thus
radiator fan to be switched to speed 2 when the engine is reducing the engine torque.
running.
Starter
The starter is activated by the DME control unit. This

improves starting behavior and at the same time reduces
wear.

DME 5.2.2
Vehicle Speed The time factors programmed for testing the regulation
circuit are selected such that the time intervals required by
The DME control unit receives information regarding law for the exhaust emission tests (correction of incorrect
vehicle speed at terminal 79. The DME control unit values) are observed.
requires this information for various calculative functions
(system adaptation, diagnosis functions, etc.). The speed Traction Control (TC)
signal is picked up from the rear, right-hand wheel.
The advantages and influence of TC with regard to the
Exhaust Emission Test handling characteristics of the vehicle are described in the
chapter “Running gear”. Here, only the influence of the
The oxygen sensing circuit can be checked simply as part traction control system upon the DME system is
of an exhaust emission test required by law. For this described.
purpose, a 6-pole plug connector is installed in the engine
compartment (on the right-hand side relative to the Functioning
direction of travel) next to the air filter. If terminal 2 and
terminal 1 are connected, ground is applied to the DME While the engine is running, the DME control unit
control unit output terminal 42 thus triggering the test. calculates the actual engine torque from the following
variables: engine load signal (TL), current ignition angle,
During testing, the tank venting valve is first actuated and engine speed (n). If the TC control unit detects that
(closed). The precontrol factor for the injection map is the wheel slip for the rear axle of the vehicle is too great,
adjusted by an appropriate amount towards “lean”. The the TC control unit generates a signal which is sent as a
oxygen value is simultaneously frozen for a short period of nominal engine torque to the DME control unit via the data
time. If the exhaust gas is now measured in the end pipes, cable in the form of a pulse-width modulated duty factor.
an increase in the oxygen factor in the exhaust gas is
detected. During the testing process now being If, when the nominal engine torque (from the TC control
performed, the oxygen regulator is activated again and unit) is compared with the actual engine torque (calculated
corrects the change in mixture (precontrol). (The oxygen in the DME control unit), a deviation is detected (rear axle
display on the exhaust emission tester must now return to has too much slippage), the DME control unit reduces the
its tolerance field.) engine torque by disabling injection and adjusting the
ignition angle towards “late” until the nominal engine
If the plug bridge is now removed, the precontrol factor is torque and actual engine torque are identical. In this state,
again set to its initial value and the oxygen regulator is there is virtually no spinning of the rear wheels. Activation
again frozen for a short period of time. Since the oxygen of the TC function (reduction of the torque by the DME
regulator has been adjusted towards “rich”, the mixture is control unit) is indicated by a green light in the instrument
now too rich (can be measured using the exhaust emission cluster.
tester).
If the TC control unit requests a reduction in torque which
After a short time, the oxygen regulator returns to its requires the disabling of individual cylinders, the
average value and the test ends. appropriate injection pulses for the cylinders to be
disabled are completely suppressed (injection valve is
The engine speed signal is applied to terminal 6 of closed). An injection pulse which has already begun will
the 6-pin plug. The test can be started when the always be completed despite the TC requests. If a cylinder
following operating conditions apply: is released within the corresponding injection period, the
remaining injection period is not completed.
• No faults in the engine temperature measuring circuit
• No functions activated with Porsche System Tester 2
• Idle speed
• Oxygen regulators 1 and 2 active
• Engine temperature > 140° F. (60° C)
• Time after engine start > 30 seconds

DME 5.2.2
Two disabling patterns which permit up to 12 reduction Sequential Injection
steps are processed within the DME control unit. The
disabling pattern changes after 6 calculated injection The DME operates using sequential injection. This means
pulses. A feature to prevent the engine from stalling is that the quantity of fuel calculated for the respective
provided. It is programmed such that the torque cannot operating condition of the engine is metered to each
drop below a specific engine speed (1200rpm). cylinder individually once per cycle in accordance with the
firing order (but always in the overlapping TDC).
Disabling of the corresponding cylinders occurs alternately
and corresponds to the injection sequence. When the indi- Here, the commencement of injection is variable. It is
vidual injections are restored, a factor is added to the based on engine load, engine speed, and engine tempera-
respective injection signal. This factor is based on the ture. This type of injection ensures the lowest possible
current operational status of the engine and ensures that, condensation losses, highly uniform mixture formation (for
after a cylinder has been disabled (temperature drop, each cylinder) and, in turn, the greatest possible level of
etc.), it receives an optimum air/fuel mixture required for efficiency.
combustion.
Idle Speed Air Control Valve
Ignition System
An ignition system with permanent high-voltage distribution

is installed. As a result, the DME control unit now takes
over the tasks of the ignition distributor, i.e. the calculated
ignition angle (depending on the engine speed, engine
load, and various correction factors) is directed, according
to the firing order, by the DME control unit to the 6 ignition
final stages integrated in the control unit. These final
stages control the primary current circuit via the individual A compact twin-coil control valve (A) is used. It is directly
spark coil directly attached to the spark plugs. The control mounted onto the throttle housing without additional air
cables are labeled and attached to the compact plug ducting hoses.
connector molded onto the housing of the ignition coil.
In conjunction with the DME control unit, the basic quantity
The connection between the individual spark coil and the of air required for the corresponding operating condition
spark plug is established using a spark plug connector of the engine is supplied via the control valve bypass.
with an internal resistance of 2kW. The electric cable and
the 3-pin, coded plug contact are used to supply the indi- Deviation from a programmed basic quantity of air
vidual spark coil with a positive potential (terminal 3) and when the engine is at idle speed is adaptively
negative potential (terminal 2). Terminal 1 on the individual corrected by the DME control unit under the
spark coil leads to the ignition final stage. The coils are following conditions:
supplied with voltage when the injection, ignition, and
oxygen sensor relays are closed. • Idle speed
• Zero vehicle speed
• Engine temperature > 175° F. (79.5° C)
In conjunction with the DME control unit, the idle speed air
control valve also regulates the idle speeds required for
the different operating conditions of the engine.

DME 5.2.2
Idle Speed The DME control unit activates a diaphragm valve
controlled by negative pressure. This valve opens or
The idle speed for all transmission variants (manual trans- closes the resonance flap. The resonance flap is closed
mission and Tiptronic) is 700 rpm (warm engine/coolant when de-energized, but is actuated and open whenever the
temperature > 140° F. (60° C), with air-conditioning ignition is switched on. If, after the starting process, the
system switched on: 820 rpm - manual transmission. engine reaches the programmed idle speed, the
resonance flap is closed again.
However, if the engine oil temperature exceeds 289° F.
(143° C) or less than 11.03 V is applied to terminal 15 Switching points of the resonance flap:
(power supply) of the control unit, the idle speed is
increased to 850 rpm by the control unit. • Resonance flap not actuated between 700 rpm and
3,120 rpm and from 5,120 rpm.
Downward adjustment of the increased speed after under- • Resonance flap actuated between 3,120 and 5,120
voltage is performed after the next transition from partial rpm, if the throttle is open by more than 30%.
load to idle speed if the supply voltage was higher than
11.03 V.
Resonance Flap
An intake system divided by a resonance flap allows utiliza-

tion of oscillations along the intake air column across a
broad speed range (resonance supercharging). Due to the
different working cycles of the individual cylinders, air is
drawn from both reservoirs in the intake system
alternately. The mass air flow in the intake system is
excited by the alternating induction. In the case of
resonance, the intake frequency of a cylinder line matches
the frequency of the compressive oscillations in the
pertaining reservoir. This frequency is determined by the
geometry of the intake pipe, the resonance pipe, and the
reservoirs. However, the overall length of the pipes from
the intake cylinder to the subsequent intake cylinder, the
division within the intake and resonance pipes as well as
the reservoir depth in the flow direction are the deciding
factors.

DME 5.2.2
Activation of the Engine Compartment Fan by the Electric Fans
DME Control Unit
There are two radiator modules installed in the front of the
To reduce the temperature of the engine compartment, a vehicle (on the left- and right-hand side). These radiators
fan actuated by the DME control unit is installed under the are each fitted with an electric fan. They can be operated
ventilation grille of the engine cover. at two speeds and are activated by the DME control unit
whenever the following conditions apply:
If the fan is active, fresh air is fed into the engine compart-
ment. The fan can only be actuated 100 seconds after the Electric fan, speed 1 (Ground to DME control unit,
engine has been started. terminal 35)
Functioning • Coolant temperature higher than 206° F. (96.75° C) or

air conditioning switched on.
1 - With engine running or ignition on:
If the engine temperature is higher than 216° F. Electric fan, speed 2 (Ground to DME control unit,
(102° C) and the engine compartment temperature is terminal 36)
higher than 140° F. (60° C), the engine compartment
fan is switched on for 30 seconds by the DME control • Coolant temperature > 216° F. (102° C) or air-
unit and the engine compartment is thus ventilated. conditioning fluid pressure switch closed (coolant
pressure > 232 psi /16 bar).
2 - Engine compartment fan if vehicle is stationary
and engine is switched off (after-running of Note:
control unit): The electric fans for the radiators are only triggered when
If the engine compartment temperature is higher than the engine is running!
140° F. (60° C) when the engine is switched off
(ignition off) or if the engine stalls (engine speed: 0
rpm), after-running of the DME control unit lasting 20
min. begins. The DME relay remains active.
After-running of the fan continues until the programmed

time has expired (20 min.) or until the next engine start
after which the engine runs for more than 100 seconds. If
the engine compartment temperature is higher than
184.5° F. (84.75° C) during after-running of the control
unit, the engine compartment fan is started and runs for
30 seconds.
If, at the end of the operation period (30 seconds), the

engine compartment temperature is still higher than
184.5° F. (84.75° C), the engine compartment fan is
started and runs for another 30 seconds, etc. If the
temperature now drops below the threshold 185° F.
(84.75° C), a polling pause lasting 10 seconds occurs.
Note:
If the engine temperature has not dropped below
176.4° F. (80.25° C) after the engine compartment fan
has been running for 25 seconds, a fan fault is registered
and the coolant level warning light is activated (flashes).

DME 5.2.2
VarioCam Check-Engine Warning Light
The check-engine warning light is installed in the

instrument cluster. With all models, apart from USA
vehicles (OBD II as standard), the warning light is only
activated in the case of combustion faults which could
damage the catalytic converters.
Functioning
To increase the torque and to improve cylinder charging,
the engine has two VarioCam actuators which are installed If combustion faults are detected by the DME control unit
in the chain tensioners of the camshafts. The two and if the frequency at which these faults occur could
actuators are operated by electromagnetic valves result in thermal damage to the catalytic converter, the
activated by the DME control unit. check-engine light flashes. If the engine load or engine
speed is reduced by the driver (see Owner's Manual), the
Functioning warning light ceases to flash and is permanently lit. In
addition, the injection valve at the appropriate cylinder is
When the ignition is switched on, the electromagnetic closed by the DME control unit.
valves of the camshaft adjusters are supplied with positive
potential. If the engine is started, the control unit applies Diagnosis
ground to terminal 25 (camshaft adjuster for cylinder line
4 - 6) and to terminal 52 (camshaft adjuster for cylinder
line 1 - 3) if the following conditions are fulfilled (VarioCam
activated):
1 - Engine oil temperature between 20° F. (-3° C) and

271° F. (133° C)
2 - Engine speed > 1,300 rpm
3 - Throttle opening > 5%
or
1 - Engine oil temperature > 271° F. (133° C)
2 - Engine speed > 1,480 rpm
3 - Throttle opening > 3.9 % Monitoring of signals by the DME control unit allows the
system to perform reliable and precise diagnosis. It is also
The ground potential is deactivated by the DME possible to activate certain additional functions such as
control unit (VarioCam deactivated) if: the actuator test and switching input test using the
Porsche System Tester 2 and to check that they are func-
Engine speed > 5,120 rpm tioning correctly.
Reading out the fault memory and deleting the fault

memory can be performed using the Porsche System
Tester 2. The diagnosis socket is installed underneath the
knee protection bar on the driver's side.

DME 5.2.2
USA Vehicles Auxiliary Air Pump
Since USA vehicles must fully satisfy the OBD II To reduce pollutants contained in the exhaust gas during
standard, the components on the following pages the warm-up phase and to achieve the emission limits of
have been added to the DME system of these the roll test in the USA, USA vehicles have a secondary air
vehicles: system. For this reason, an electric air pump has been
mounted on the left-hand side of the engine compartment.
Hall-Effect Sensor This pump is activated by the DME control unit and blows
the additional air through air ducts to the discharge valve.
An additional Hall-effect sensor has been installed at the A pneumatic switching valve which is closed when the
intake camshaft for cylinder line 4 - 6. This sensor sends a secondary air system is inactive thus preventing the flow
signal to the DME control unit (also terminal 21) when the of additional air is installed between the air pump and the
Hall-effect sensor for cylinder 1 - 3 registers a crank angle discharge valve.
of 120°. With USA vehicles, this additional Hall signal is
used for diagnosis of the VarioCam system for cylinder Functioning
line 4 - 6. If the Hall-effect sensor for cylinder line 1 - 3 has
failed, the DME control unit can still be triggered by the If the engine is started in a temperature range between
additional Hall signal at the ignition TDC for the 1st minus 51° F. (10.5° C) and plus 113 ° F. (45° C), the
cylinder. secondary air system is activated for a period of time
dependent on the start temperature (min. 50 seconds,
Oxygen Sensor After Catalytic Convertor max. 179 seconds).
To check the efficiency of the catalytic converters, an The secondary air system is only activated if the
additional oxygen sensor is installed in the exhaust-gas following engine-related operating conditions apply:
circuit after each of the two catalytic converters. The
signals from these sensors are sent to terminal 76 and 77 • Engine load (TL) between 0.7 ms/rev. and 4.7ms/rev.
of the DME control unit. If the engine fulfills the operating • Air mass (ML) not greater than 300 kg/h
conditions required to allow diagnosis of the catalytic • Engine speed between 680 rpm and 2,800 rpm
converter, the DME control unit calculates the amplitude • Altitude adaptation factor greater than 0.76,
ratio using the signal from the oxygen sensors before and corresponding to less than 7,800 ft. (2,400 meters)
after the catalytic converter. This ratio is dependent on the above sea level.
oxygen storage capability of the catalytic converter. This
allows an old or faulty catalytic converter to be detected. Overview of the Secondary Air System
The two oxygen sensors after the catalytic converters

differ from the oxygen sensors before the catalytic
converters in their coding only (i.e. a gray connector and a
connector with different coding). Of course, the oxygen
sensors are also electrically heated after the catalytic
converters.
The operating conditions for catalytic converter

diagnosis are:
• Catalytic converter temperature higher than 788° F. 1 - Air pump

(420 C) 4 - Non-return valve
• Engine speed between 720 rpm and 2,400 rpm 2 - Pneumatic switching valve
• Engine load (TL) between 0.8 ms/rev. and 2.6 ms/rev. 5 - To the cylinder heads
3 - Electromagnetic valve
6 - To the vacuum chamber

DME 5.2.2
Tank Venting System Shut-Off Valve
From model year '99, a test for tank system leakage will
be required for vehicles with OBD II. This test can detect
leaks in the tank system measuring up to 1 mm in
diameter.
Apart from the already familiar components of the tank An electromagnetic shut-off valve is installed at the outlet
venting system (e.g. carbon canister and tank venting of the purge air line of the carbon canister. This valve is
valve), a pressure sensor for differential pressure in the used to seal off the tank system from the outside air
tank and a shut-off valve for the purge air line used to seal during the leak test. The shut-off valve is actuated by the
the tank venting system are also to be installed to make DME control unit.
this new diagnosis function possible.
Overview of the Tank System
Pressure Sensor
The sensor element functions according to the piezoelec-

tric principle. It is supplied with 5 V by the DME control
unit. The sensor element, suitable electronics for signal
amplification, and a temperature compensation unit are
integrated on a silicon chip. The silicon chip is surrounded 1 - Tank
by a housing which forms the inside of the sensor cell. The 5 - Pressure sensor
active surface is exposed to ambient pressure via an 2 - Carbon canister
opening in the cap and via a reference connector and is 6 - Shut-off valve
protected against moisture by a silicone ball. The tank 3 - Tank venting valve
system pressure is led to the diaphragm's fuel-resistant 7 - Vacuum limiting valve
rear side via a delivery nozzle. 4 - DME control unit
The pressure sensor is supplied with 5 V by the DME

control unit. The analog output signal from the pressure
sensor ranges between 0.5 V and 4.5 V depending on the
differential pressure. This electrical signal is used for the
tank leak test.The electrical output of the sensor is
designed such that faults caused by cable breaks or short
circuits are detected by an appropriate circuit in the
subsequent control unit electronics. The diagnosis ranges
beyond the characteristics boundaries are provided for
fault diagnosis. The pressure sensor is installed in the pipe
between the tank and carbon canister located underneath
the vehicle's battery.

DME 5.2.2
Functioning of the Tank Leak Test Diagnosis is also terminated in the case of excessive
cartridge loading or excessive fuel evaporation caused by
fuel swashing in the tank (both cases indicated by a
severely fluctuating oxygen regulator or an oxygen
regulator with severe “lean”π correction). If the vacuum of
8 mbar is reached, the DME control unit also closes the
tank venting valve (4).
Taking the pressure increase gradient into consideration,

the drop in pressure in the system is now measured over a
programmed period of time (C). The drop in pressure must
A - Tank pressure characteristic condition fulfilled not exceed a value which corresponds to a leak in the
B - Vacuum build-up phase system measuring > 1 mm in diameter. The diagnosis is
C - Vacuum reduction phase complete after a total time of approx. 30 seconds.
Pu - Vacuum in mbar
t - Time axis Diagnosis Conditions
1 - Diagnosis
2 - Pressure increase calculation The tank system diagnosis is performed under the
3 - Start/end of diagnosis following conditions:
4 - Tank venting valve closed
5 - Tank venting valve open 1 - Engine idling
6 - Shut-off valve closed 2 - Vehicle stationary
7 - Shut-off valve open 3 - Engine temperature < 129° F. (54° C) when started
4 - Intake air temperature between minus 54° F. (12° C)
If tank venting is functioning normally, the tank venting and plus 185° F. (85° C)
valve is opened by the DME control unit depending on the 5 - Loading of carbon canister not excessively high
load state of the cartridge and the mass air flow of the 6 - No excessive gas vapor generation in the tank
engine and the system is evacuated. This produces a (pressure gradient)
slight vacuum (A) in the system up to the tank. If the condi- 7 - Time after engine start > 1,000 seconds
tions for diagnosis are fulfilled (1), the tank venting valve is 8 - Detected altitude < 2,400 m
first closed (4). The vacuum in the tank reduces since the
shut-off valve continues to remain open. The shut-off valve The diagnosis can also be performed as part of a brief
is now also closed (6), and the increase in pressure test function using the Porsche System Tester 2, whereby
caused by the evaporation of fuel in the tank (2) is the waiting time of 1,000 seconds can be disregarded
detected by the pressure sensor and is included as a from the conditions listed above.
pressure reduction gradient in the subsequent pressure
reduction calculation.
If there is no increase in pressure, the diagnosis is termi-

nated and it can be assumed that there is a large leak in
the system (e.g. the fuel tank cap is not fitted). The shut-
off valve now opens briefly (7) and the tank venting valve is
opened (5) via a progression ramp until a defined duty
factor is reached (10 - 13%). When the duty factor is
reached, the shut-off valve is closed (7). Since the shut-off
valve is already closed and the tank venting valve is still
open, the previously mentioned vacuum increases in the
system (B). If the vacuum is not reached, the DME control
unit terminates the diagnosis and assumes that there is a
large leak in the system (e.g. leaking shut-off valve).

DME 5.2.2
Carbon Canister
From model year '99, a shed test is included in the FTP

roll test. Here, after completion of the FTP test (special roll
test with predefined driving cycles), the fuel in the vehicle's
tank is heated to plus 140° F. (60° C) using a heating
blanket. This causes severe gas vapor generation of the
fuel. Since this test is performed with the engine switched
off, the volatile fuel enters the carbon canister and then
into the open air via the purge air line.
After a waiting time, the HC concentration in the room in

which the shed test is being performed is measured. The
HC concentration must not exceed a legally prescribed
value. For this reason, a 2-chamber carbon canister is
used. The separation of the cartridge into 2 chambers and
the layout of the purge air line virtually doubles the length
of the path to be taken by the fuel vapors through the
carbon canister. This considerably improves the efficiency
of the carbon canister.
A - From the tank

C - Purge air line
B - To the engine
D - Shut-off valve
Actuation of the Check-Engine Warning Light
Beginning with OBD II, US regulations demands the

actuation of the check-engine warning light in the case of
all faults in the DME system which affect exhaust
emissions. From model year '99, the warning light will be
actuated if a suspected fault is confirmed in 2 driving
cycles. One driving cycle is reached if the engine is
allowed to run for 120 seconds after it has been started.

DME 5.2.2
Notes:

E-Throttle
Subject Page
E-Throttle Systems – Sports Cars 7.2, 7.8 and Cayenne 7.1, MED 9.1 & EMS SDI 4.1
Basic Principal of E-Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.3
System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.4
Throttle Valve Control Module Self Test and Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.4
Accelerator Pedal Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.5
Throttle Valve Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.6
Emergency Operation and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.8

E-Throttle
Notes:

E-Throttle
E-Throttle Systems – Sports Cars 7.2, 7.8 and With E-Throttle the driver becomes an input to the control
Cayenne 7.1, MED 9.1 & EMS SDI 4.1 system. The driver cannot open the throttle directly,
instead initiates a request that the control unit open the
In model year 1999 with the introduction of the 911 throttle.
Carrera 4 (996), Porsche introduced the 7.2 motronic
system with electronic throttle control. In model year 2000 With E-Throttle, the response between the input of the
the 7.2 system with electronic throttle control became pedal sensor and the movement of the throttle valve is
standard on all Porsche models. All subsequent Porsche almost instantaneous.
models have been equipped with electronic throttle
control. There is the possibility of the system overriding the
driver. Why and when would this be done?
The following section contains information on the
Porsche engine management systems with electronic • When the torque produced would induce unstable
throttle control. There are vehicle specific descriptions handling (wheel spin caused by torque – excessive
of E-Throttle operation in the “System Descriptions – torque breaks wheels loose)
E-Throttle” that follow this generic description section. • When downshifting while decelerating and too low a
This section is an overview that presents E-Throttle in a gear is selected – causing the wheels to break loose.
clear and simple manner. We will also look at the function The throttle is opened to reduce the engine braking
of the components of this system that are new to us. effect.
• When the lateral acceleration is so high that the PSM
Let us begin with a description of how electronic
cannot maintain vehicle stability if torque rises any
throttle control operates.
further.
• When the engine is unloaded and high RPMs might
Basic Principal of E-Throttle
damage the engine. (Over revving)
The most significant change with electronic throttle control
In normal operation, the E-Throttle functions like a throttle
is the priority in the control sequence. In the systems we
cable vehicle (The throttle follows the pedal position).
have described so far:
Intervention is only initiated when it is necessary to
• The first event in the control sequence is the driver puts maintain vehicle stability or to protect the engine.
his/her foot on the accelerator pedal and opens the
throttle. The E-Throttle system eliminates the idle stabilizer. The
• The air mass and the engine RPM then rise. E-Throttle system controls idle with the throttle plate. The
• The engine management system increases the injector E-Throttle also eliminates the cruise control servo and
duration and advances the ignition timing. control unit.
• The amount of torque the engine produces increases
and the vehicle speed increases.
With E--Throttle when the driver puts his/her foot down, the
engine control unit:
• Senses the accelerator pedal position via the pedal

position sensor.
• Opens the throttle valve via the electric motor in the
throttle body.
• Increases the injector duration by increasing pulse
width.
• Advances the ignition timing, the amount of torque the
engine produces increases so the vehicle speed
increases.
The result is, the vehicle speed increases.

E-Throttle
System Operation Throttle Valve Control Module Self Test and Monitor
The E-Throttle system consists of three main components. The E-Throttle system performs a self- test of the throttle
valve control module each time the ignition is switched on,
• Accelerator Pedal Position Sensor if the time before the engine is started is longer than 10
• Engine Management Control Unit seconds.
• Throttle Valve Control Module
The following items are checked:
When the driver depresses the accelerator pedal:
• Closing spring test
1. The pedal position sensor potentiometers send a pedal • Opening spring test
position signal to the engine management control unit. • Emergency position test (where the throttle plate parks
2. Based on this signal, the control unit determines the when the electric motor is not energized)
desired throttle valve position.
3. The control unit sends current to the motor connected An adaptation can also be performed with the tester.
to the throttle plate, and it moves.
4. The motor moves the throttle plate until the signals • When the adaptation is performed the engine manage-
from the throttle plate potentiometers indicate that the ment control unit closes the throttle plate completely to
desired throttle valve position has been reached. determine its “mechanical stop”.
• It then remembers this position and establishes an
“electrical stop”.
• Afterward the throttle is not closed beyond the electrical
stop.
• This prevents the throttle from wearing a groove in the
throttle body that the throttle would bind in.
There is a wide open throttle electrical stop, however; this

is not set during an adaptation, it is established by the
engine control unit. The control unit can find wide open
throttle by monitoring air mass.
1. Pedal module potentiometers send a request signal to the
processor. This is how the engine control unit determines wide open
2. Processor makes a decision based on all of the inputs. throttle:
3. Processor sends a drive signal to the electric motor.
4. Throttle valve potentiometers send back a signal verifying the • When the throttle plate is opened the air mass should
motor has moved. rise.
• The throttle is opened to the point where the air mass
begins to fall.
• The throttle has just gone beyond wide open throttle.
• The wide open throttle point is just before the air mass
began to fall.

E-Throttle
Accelerator Pedal Module
The graph above has accelerator pedal position across

the bottom and voltage rising on the vertical. Several
observations can be made from this graph:
911 Carrera (996) & Boxster (986) Pedal Assembly.

• You can see that the potentiometer voltages rise as the
throttle is opened.
911 Carrera (996) and Boxster (986) retained the acceler- • The voltage of potentiometer 1 (P1) is twice the voltage
ator pedal assembly and connected it to the accelerator of potentiometer 2 (P2).
pedal module with a cable. • The potentiometers have a larger measuring range than
the mechanical movement range C of the throttle plate.
Cayenne, 911 Carrera (997) and new Boxster (987) have
a combined unit with the pedal and the pedal module This is why the gray area below idle D and above full
combined. The accelerator pedal position sensor throttle E are shown. The voltages in these areas are not
modules are not serviceable and should not be possible (they are mechanically inaccessible). If a voltage
disassembled or repaired if defective they must be in these ranges is sent to the engine management control
replaced. unit, a defect in the pedal position sensor is detected and
a fault is indicated.
Cayenne Pedal Assembly. 911 Carrera (997) & Boxster

(987) Pedal Assembly.

E-Throttle
The circuits below are for the two position sensors in the Throttle Valve Control Unit
throttle pedal.
The throttle valve control units used on Porsche vehicles
are all of the same design. They differ only in the amount
of air they are designed to flow. The throttle valve control
unit consists of four main components.
There are several important points to note about these

circuits:
• The two potentiometers P1 and P2 are electrically A - Throttle housing with throttle valve
isolated (there is no connection between the two B - Throttle valve drive unit
circuits). C - Cover with motor connectors
• The engine management control unit has two parallel D - Potentiometer circuit in cover
processors for E-Throttle that cross check each other
to guarantee no malfunction will cause defective The pedal assembly and throttle valve control
operation of the system. module are not serviceable and should not be
• The resistor at E has a resistance equal to the opened. If defective, they must be replaced.
resistance of the potentiometer P2, this causes the
resistor E to drop 2.5 volts. The following steps outline throttle valve control unit
• This leaves P2 to operate at half the applied 5 volts or operation:
2.5 volts.
• P1 operates with a range of .5 volts to 4.5 volts. • The electric motor of the throttle valve control unit
• P2 operates with a range of .25 volts to 2.25 volts. receives a PWM current from the engine management
control unit.
The maximum voltage that P2 can drop is only half that of • This causes the motor to act against one of the two
P1. Stated another way, P1 will drop twice the voltage of springs in the throttle housing.
P2 for a given pedal position. • When there is no power supplied to the motor, the
throttle valve will park between the two springs in the
The Boxster (987) and 911 Carrera (997) use a non- alternative air position.
contact inductive sensor in the pedal assembly in place of • To move the throttle plate in either direction towards
the potentiometer. close or open, the motor must act against one of these
two springs.
• When the throttle is moved from full closed to full open
the motor must change polarity at the alternative air
position.
• The spring below the alternative position helps move
the throttle in the open direction and the motor slows
movement.
• After the alternative air position, the motor must work
against the upper spring.
• The potentiometers in the cover of the throttle valve
control unit feed back the position of the throttle valve
to the engine management control unit.

E-Throttle
In the throttle adjusting unit circuit diagram above, you see

that the potentiometers are one circuit (they share a single
The voltage graph above is similar to the previous graph 5V reference). You can use air mass and engine rpm as
for the accelerator pedal module. On the horizontal axis is indicators of throttle position. As a result, it isn’t necessary
movement of the throttle valve. On the vertical is the to build in the same level of redundancy that you see in the
voltage of the potentiometers. pedal position circuit.
• The voltage of potentiometer 1 rises as the throttle If the throttle position potentiometers are defective, you
plate opens. can look at air mass and RPM and see that the indicated
• The voltage of potentiometer 2 falls as the throttle plate throttle position and the air mass and RPM are not rational
opens. (i.e. for a given air mass and RPM, we are seeing a throttle
• At half throttle the voltages are equal. position that is not possible).
As with the pedal position sensor, the mechanical You can also see how the circuit is set up to give us P1
operation range is C and voltages below D or above E are rising and P2 falling as the throttle opens.
used for fault detection.
• The bottom of P1 is connected to ground and the top of
• Potentiometer 1 is used as the operating input P2 is connected to ground.
potentiometer. • Conversely, the top of P1 and bottom of P2 are
• Potentiometer 2 is used to check that potentiometer 1 connected to the 5-volt reference.
is operating correctly.
• The air mass is also used to cross check the throttle This gives us potentiometers with opposite voltage charac-
position potentiometers (virtual potentiometer 3). teristics.
There are also clamping resistors at C and D. These serve

two purposes:
1. To protect the evaluation circuit (analog to digital

converter etc…) from over voltages.
2. To clamp the line voltage to a set value when an open
circuit occurs.
The voltage is clamped to diagnose opens in the

potentiometer lines. The resistor will pull the voltage
coming out of the evaluation circuit to a set value. (the
voltage being dropped by the resistor isn’t changing) The
diagnostic program will recognize a fault when it sees the
potentiometer signal line go to this value and remain there.

E-Throttle
Emergency Operation and Monitoring
The accelerator pedal position sensor, and the throttle

valve control module; are continuously monitored by the
engine control unit for electrical defects and plausibility.
If a defect is detected, operation in a limited mode will be

initiated. Some defects, for example; a total failure of both
potentiometers in the pedal position sensor will render the
vehicle inoperative. The same would be true of both poten-
tiometers in the throttle valve control module.
The system cannot operate if the position of the acceler-

ator pedal or the throttle plate cannot be determined. The
emergency mode operational details are described in the
following system description section.

System Descriptions – E-Throttle
Subject Page
E-Throttle System Description 7.2.

911 Carrera (996) M.Y. 2000-01 & Boxster/S (986) M.Y. 2000-02
Introductory Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.3
E-Throttle System Description 7.8

911 Carrera/T (996) M.Y. 2002-05, 911 Carrera/S (997), Boxster (986) M.Y. 2003-04,
Boxster/Cayman (987)
E-Throttle System Description 7.8.1

911 Turbo (997)
E-Throttle System Description 7.1.1 (Bosch)

Cayenne M.Y. 2003-06 (1st Generation)
E-Throttle System Description MED 9.1 (Bosch) & EMS SDI 4.1 (Siemens)
Cayenne/S/T M.Y. 2008 (2nd Generation)

Notes:

System Descriptions – E-Throttle 7.2
E-Throttle 7.2 The main functions of the Motronic ME 7.2 were:
• Torque-oriented function structure.

• Engine charging determination and engine charging
control.
• Sequential, cylinder-specific fuel injection.
• Direct ignition with cylinder-specific knock control
• Adaptive stereo A/F control.
• Rapid heating of catalytic converters after cold start.
• Trimetal catalytic converter for the German and US mar-
kets.
• Load-dependent tank ventilation.
• Idle-charge compensation via throttle adjusting unit.
General • Detection of misfiring which may cause damage to cat-
alytic converter, and actuation of check-engine warning
The model year 1999 911 Carrera 4 (996) was the first light.
Porsche equipped with Motronic (DME) ME 7.2. This • Precise monitoring of all Motronic functions plus entry in
Motronic possessed the same functions as the Motronic fault memory.
M 5.2.2 used in the 1999 911 Carrera (996). • Activation of VarioCam valves.
• Actuation of resonance flap integrated in intake system.
The following DME 7.2 information was first
published in the 1999 911 Carrera 4 (996) Service USA Vehicles
Information Technik book.
The differences compared to the engine management
The principal differences concerned the actuation of the system for vehicles for the RoW and German markets
throttle (a throttle adjusting valve instead of a throttle were as follows:
cable - E-Throttle*) and a torque-oriented control unit for
charging the engine with the appropriate quantity of fresh • A Hall-effect sensor also mounted to the intake
gas. This meant that both mechanical movement of the camshaft of cylinder bank 4 - 6
accelerator pedal (throttle cable) and components such as • Additional oxygen sensors attached downstream of
idling speed positioners and cruise control actuators were each catalytic converter. They permanently monitor the
no longer required. efficiency of the catalytic converters
• A secondary air system installed to reduce pollutant
In addition, other functions such as PSM (Porsche Stability emissions as the engine warms up
Management), torque reduction with TC or Tiptronic opera- • An active carbon canister divided into two individual
tions, torque increase with air conditioning or rapid heating chambers. The carbon canister is needed to satisfy the
of the exhaust system (catalytic converter) could be easily US shed test
realized to reduce pollutant emissions. Of course, the ME • A shut-off valve for each scavenging air pipe and a
7.2 was also fully diagnosable. The diagnosis software pressure sensor to determine the fuel tank pressure
required for this was provided by the Porsche System and fuel tank vacuum for the obligatory fuel tank leak
Tester 2, with update 4.0. The modifications to the test
diagnosis system of the control unit and the diagnosis
possibilities are described in the Technical Manual.
* E-Throttle = Electrically actuated throttle

The differences were:
• Torque-oriented function structure of the Motronic con-

trol unit based on physical variables.
• Modified Motronic control unit with integrated pressure
sensor, monitoring module, and new plug generation.
• Accelerator pedal module with pedal valuator.
• Throttle adjusting unit with electric drive motor instead
of the purely mechanical throttle.
• Additional functions such as idle air control, vehicle
speed control, or rapid heating of the catalytic E-Throttle 7.2 Components
converter provided by the Motronic.
• Trimetal catalytic converter for vehicles in Germany and A - Accelerator pedal module.
the USA. B - Motronic control unit.
C - Throttle adjusting unit connected to Motronic control unit.
Torque-oriented Function Structure 1 - Information to Motronic control unit.
2 - Actuators.
The ME 7.2 has a new system architecture with the 3 - Monitoring Module.
following characteristics:
• The implementation of physical functions. This means

that both the variables of an individual function (e.g. the
determination of cylinder charging) and the interfaces
between the function and function groups are defined as
physical variables.
• Another feature is the introduction of torque control:
many subsystems within the Motronic such as idling
speed control or engine speed limitation as well as the
systems for drive and overall vehicle control (Tiptronic,
Porsche Stability Management, and so on) each place
demands on the basic Motronic system. In the past,
these intervention actions were defined and regulated
independently from each other on the basis of the avail-
able manipulated variables such as cylinder charging,
timing angle, and fuel mass. Since these intervention
actions can be described as physical and defined as a
torque-related requirement, the ME 7.2 constitutes a
torque-guided system, which coordinates the above-
mentioned requirements as well as the resulting nominal
torque incorporating the available manipulated variables
for throttle valve and timing angle.
• An oxygen sensing coordination function which coordi-
nates the intervention actions vis-á-vis the fuel/air
mixture (enrichment or enleanment of the air/fuel
mixture by means of various functions) in a similar way
completes the new system architecture.

The Principle Behind Torque Guidance
The output engine torque must allow any driving condition The advantage of this approach is that the individual power
desired by the driver (determined via the pedal valuator) consumers can pass on their torque requirement to the
and ensure operation of all components and supple- “coordinator” integrated in the control unit regardless of
mentary assemblies. In addition, external requirements the current operating state of the engine. They do not
from the drive train and driving dynamics control systems need to carry out the actual intervention action, nor do
must also be met. The basic concept of the ME 7.2 they require any information concerning the status of other
system is based on the coordination of these requirements functions. This rules out any mutual interference between
placed on the engine on a uniform, physical level. All of the individual functions with regard to the manipulated
this can be formulated as a torque requirement. variables. Since torque coordination is the only instance
where intervention actions are performed in the engine,
The current torque requirement of the driver is determined the maps and characteristics for the key functions
from the position of the accelerator pedal (pedal valuator). necessary for intervention are solely dependent on the
Vehicle speed control, driving dynamics control (PSM), and engine. For this reason, no cross-coupling exists between
the Tiptronic control unit can communicate their torque the individual function groups, which simplifies the
requirement to the Motronic control unit in the same way. synchronization to the new control unit generation.
However, protective functions such as electronic engine
speed control and catalyst overheating prevention can be
defined such that they limit the maximum permitted
torque. The engine control module with E-Throttle has the
task of coordinating the different torque requirements of
the individual consumers and protective functions in order
to determine the required control activities for the engine
whereby the timing angle and throttle position are provided
as the main manipulated variables.

Basic Structure of Torque Guidance
The basic variable for the torque structure of the ME 7.2 is Option 1 (fast option)
the inner torque of the engine (mi) resulting from the
combustion process. The inner torque is that which is All manipulative actions which influence the torque regard-
produced by the gas pressure in the high-pressure phase less of charging are contained in the crankshaft synchro-
of the piston movement cycle. If losses due to friction and nous option:
the charge cycle are deducted from the inner torque, this
gives the indexed torque. • Timing angle.
• Cylinder suppression.
The task of torque guidance is to adjust the inner torque • Injection time.
using a suitable selection of manipulated engine variables
such that all losses caused by supplementary assemblies, Option 2 (slow option)
friction losses, and other losses upstream of the wheel
torque are covered and that the engine torque is sufficient The charging option controls those manipulated variables
to meet the driverís requirements. which influence charging:
To enable the inner torque to be adjusted, the torque coor- • Throttle angle and, therefore, the quantity of air drawn
dinator of the ME 7.2 has two possible control options, a in by the engine.
fast option by means of varying the timing angle and/or
suppressing individual cylinders, and a slow option by
means of actuating the throttle. The faster option is the
timing angle option which is responsible for dynamic
torque adjustment. The slow option, also referred to as
the charging option, is responsible for stationary operation
with optimum A/F value. To generate the nominal torque,
the manipulated variables are coordinated taking into
consideration consumption and emission values so that
optimum control is possible.

The mass air flow required for a certain torque (rL = The fuel volume required for the given situation and the
relative air charge) is determined using an arithmetic optimum timing angle are realized via Option 2.
model and provided via the throttle.

Throttle Adjusting Unit The Principle Behind Throttle Angle Determination
• The throttle position is determined via 2 potentiometers

which are supplied with 5 V by the control unit.
• In contrast to Potentiometer 1, Potentiometer 2 has a
falling characteristic curve to allow detection of short-
circuits along the signal lines.
• If a signal line is interrupted, the control unit resistor
adjusts an appropriate signal to a defined level which
means “Throttle fully open”. This causes the throttle to
The throttle adjusting unit comprises: be moved to its “closed” position (safety function).
• Throttle body with throttle valve.

• Throttle drive with transmission.
• Angle sensor for throttle drive.
The throttle drive (B) is actuated by the Motronic control

unit and regulates the rate of air flow necessary to fulfill
the torque requirements. Feedback with regard to the
current throttle position is provided by two potentiometers
which serve as angle sensors (D). For safety reasons, 2
angle sensors whose resistance characteristics oppose
each other are used. If an angle sensor fails, the remaining
sensor takes over to ensure that the E-throttle continues
to function normally.
A - Programmed lower mechanical stop, Potentiometer 2
B - Programmed lower mechanical stop, Potentiometer 1
C - Mechanical accessible area
D - Lower mechanical stop
E - Upper mechanical stop
F - Throttle position
P1 - Potentiometer 1
A - Throttle body with throttle valve.

B - Throttle drive.
C - Body cover with electrical connections.
D - Angle sensor for throttle drive.
Note: The throttle adjusting unit must not be opened.

Electrical Circuit of Throttle Adjusting Unit 3. The alternative air function.
The throttle assumes this position when in its
de-energized state. It produces an alternative airflow via
a “mechanical” air gap whereby normal driving with
increased idling speed is very restricted.
A - Control unit
C - Pull-down resistor A - Alternative Air Function
B - Throttle adjusting unit 4. The upper electrical stop.
D - Pull-down resistor This stop is determined by the control unit and does
not need to be adapted (learned). To ensure that the
Functional Positions of Throttle Adjusting Unit precise angle position of the throttle can be
determined, the angle sensors of the throttle drive
The Motronic control unit detects four important functional must be adapted.
positions of the throttle adjusting unit:
1. The lower mechanical stop.

The throttle is closed. This position is required for adap-
tation of the angle sensors.
A - Upper Electrical Stop
A - Lower Mechanical Stop
2. The lower electrical stop.

This stop is determined by the control unit and is just
above the lower mechanical stop. Under operating
conditions, the throttle can remain closed only until the
lower electrical stop is reached. This prevents the
throttle from “jamming” in the throttle body.
A - Lower Electrical Stop

Range Test For Angle Sensors Adaptive functions which are only carried out under
certain conditions:
• Mechanically inaccessible voltage ranges (see diagram
on page 6.8) are used to detect short-circuits and wire • Adaptation of throttle actuator by programming the
breaks. lower mechanical stop and the alternative air position.
• The range test for the master potentiometer (under • Adjustment of signal amplifier.
normal operating conditions, Potentiometer 1) is contin-
uously active in an upward and downward direction. The conditions for adaptation of the throttle
• Due to the closed position control loop, corruption of adjusting unit are:
the signal from the master potentiometer caused by
contact resistance results in a throttle movement which 1. Adaptation is necessary if the control unit or the throttle
compensates the contact resistance. adjusting unit has been exchanged (these conditions
• The range test in the upward direction for Potentiometer are recognized automatically by the control unit or can
2 is continuously active under normal operating condi- be activated using the Porsche System Tester 2).
tions. 2. Adaptation may be carried out if the ignition has been
• Due to possible contact resistance, under normal oper- left switched on for a long time without the engine
ating conditions the range test in the downward being started.
direction for Potentiometer 2 is only active outside the
idling range (test as per engine speed criterion). Functional test while the vehicle is being driven.
• A fault at one of the potentiometers triggers back-up
throttle operation whereby the remaining potentiometer • The position of the throttle is monitored.
is monitored with the charging signal. • The setting ranges of the throttle are monitored.
• A fault at both potentiometers triggers the safety shut- • The output modules of the throttle adjusting unit are
down function of the injection valves (engine switches monitored.
off) since the position of the throttle is unknown. • The vehicle voltage is tested continually.
Synchro Test For Throttle Sensors
• Both potentiometer signals are converted to

appropriate throttle angles taking into consideration the
adaptation values at the lower mechanical stop.
• Due to the mechanical coupling, the difference between
the two throttle angle sensors lies within a
programmable tolerance.
• Due to possible contact resistance, the synchro test is
only carried out outside the idling range.
• If a fault is detected, the faulty potentiometer is
determined using the charge signal. Back-up throttle
operation with the correctly functioning potentiometer is
initiated.
Diagnosis of Throttle Adjusting Unit
Functional test before each engine start:
• Testing of closing spring.

• Testing of opening spring.
• Testing of alternative air position.

Accelerator Pedal Position Determination of The Accelerator Pedal Position
For the Motronic control unit, the accelerator pedal • The accelerator pedal position is determined using 2
position is the fundamental input information reflecting the potentiometers which are each independently supplied
driverís power requirements. For this purpose, a pedal with 5 V by the Motronic control unit.
valuator which is connected to the accelerator pedal via a • Potentiometer 2 has a balanced ballast resistor which is
cable is mounted under the knee protection bar in the identical to the bulk resistance. Consequently, its char-
driverís footwell. acteristic ascent is only half that of Potentiometer 1
(important in the diagnosis of short-circuits along the
Accelerator pedal positions which are interpreted as being potentiometer signal lines).
larger than they are in reality would lead to undesired and • If a wire-break occurs along a signal line, the
excessive engine power which would not be recognized at appropriate signal is connected to ground by the appro-
another point in the system. For this reason, determination priate control unit input resistor (safe condition).
of the driverís requirement is central in calculating the
torque and controlling the electronic throttle.
C - Mechanically accessible range
D - Idling position
A - Accelerator E - Full-throttle position
B - Pedal valuator F - Accelerator pedal position

Electric Circuit 0f Pedal Valuator Alternative Measures In Back-up Pedal Valuator
Operation
If one potentiometer fails, the accelerator pedal position

for back - up operation is calculated using the signal from
the remaining potentiometer. However, this results in
restricted monitoring of the pedal valuator and the system.
The maximum pedal value is therefore limited to 40%

(maximum limitation) and the pedal value increases by only
10% per second (rise limitation). If the brake is actuated,
the pedal value equals zero (idling setpoint).
P1 - Potentiometer 1 Self-diagnosis And Back-up Function

A - Control unit The ME 7.2 with electronic accelerator pedal is a safety-
B - Throttle adjusting unit related system. Possible faults must be detected automati-
C - Pull-down resistor cally by the system. Incoming information relating to the
D - Pull-down resistor status of the engine or the driver’s demands with regard to
E - Ballast resistor power is fed to the control unit by means of a double
sensor system.
Range Test For Pedal Valuator Sensors
The CPU of the control unit comprises two independent
• Mechanically inaccessible voltage ranges are used for hardware components which continuously monitor one
detecting short-circuits and wire-breaks. another mutually during operation to ensure that the
• The upward range test is continuously active. system is functioning correctly. If a malfunction in the
• Due to possible contact resistance, the downward partner module is detected, the output module of compo-
range test is only active outside the pedal idling range. nents in the control unit which determine power output
• A fault at one potentiometer triggers back-up operation (throttle, injection valve) can be deactivated independently
with the other potentiometer to be triggered. by the functional computer and monitoring module or
• A fault at both potentiometers leads to fulfillment of the limited to a defined value.
alternative air requirement.
Example 1
Synchro Test For Pedal Valuator Sensors
If an angle sensor for the throttle drive occurs or in the
• Before being compared with the signal from case of an implausible signal:
Potentiometer 1, the signal from Potentiometer 2 must
be multiplied by 2 since its characteristic ascent is half • Intervention actions which increase torque, such as
that for Potentiometer 1. engine drag torque control or Tiptronic functions, are
• Due to the mechanical coupling, the difference between suppressed.
the signal from Potentiometer 1 and the doubled signals
from Potentiometer 2 must lie within the programmed Requirement:
tolerance.
• Due to possible contact resistance, the synchro test is An intact angle sensor and plausible air mass flow. The air
only active outside the pedal idling range. mass flow is derived from the signal from the air mass
• A detected fault triggers back-up operation with the two sensor and the engine speed.
potentiometer signals at their minimum value.

Example 2 Note:
In the idling position, the potentiometers of the pedal
If the throttle adjusting unit fails or has a control error: valuator are not tested. If, for example, the electrical
connection at the pedal valuator is interrupted, nothing is
• The throttle drive is deactivated. The throttle assumes stored in the fault memory of the control unit. However,
its alternative air function. It is possible to continue the engine then only runs at idling speed since, when the
operating the engine with an increased idling speed. accelerator pedal is actuated, the change with regard to
The driver’s requirements are as far as possible realized the driver’s requirement is not detected.
by adjusting the timing angle only. The engine throttles
up only slightly. Example 5
Requirement: Both potentiometers of the pedal valuator have failed:
The alternative air function is only performed if both • The engine only runs at idling speed and a fault entry is
throttle angle sensors were reliably detected at their alter- made in the control unit.
native air position.
Driving Speed Control (cruise control)
Example 3
The basic functions of the cruise control system (set,
The Motronic control unit cannot clearly determine the resume, and so on ) as well as the cruise control switch
throttle position or the throttle is jammed between the and its functions are identical to the 911 Carrera (996)
electrical stops (does not move): and Boxster models.
• The throttle drive is deactivated. If possible, the throttle However, due to the E-Throttle function of the Motronic ME
is moved to its alternative air position. 7.2, an additional control unit and actuator is not required
• The injection valves are deactivated at a programmed for the cruise control system since these functions are
engine speed (approx. 1200 rpm). taken over by the Motronic control unit and the throttle
adjusting unit.
Important!
The throttle adjusting unit must not undergo any The required information is stored in the Motronic control
repair work. If the throttle adjusting unit is faulty, the unit:
complete unit must be changed.
• Main cruise control switch.
Example 4 • Set current vehicle speed (cruise control lever).
• Accelerate (cruise control lever).
The signal from one of the two potentiometers of the • Decelerate (cruise control lever).
pedal valuator has failed: • Resume (cruise control lever).
• Gradual increase of nominal speed (cruise control
• Pedal value is limited to a defined value (approx. 60%). lever).
• If the accelerator pedal is actuated quickly, the engine
torque only increases slowly (up to 60%).
• If the brakes are applied, the throttle is moved to the
idling position.
• Cruise control no longer operational.


E-Throttle 7.8 Additional or modified sensors and functions of
ME 7.8:
• Wide-band oxygen sensors (LSU4) upstream of catalytic

converters
• Modified Hall sensor signal (Camshaft Position)
• Boost pressure sensor with integrated intake air
temperature sensor
• VarioCam Plus control
• Electric boost pressure timing valve
• Electric solenoid valve for overrun air recirculation valve
control
• Control of three-speed radiator cooling fan
General • Control of two-speed engine compartment scavenging
blower
The model year 2001 911 Turbo (996) was equipped with • On-board diagnosis
the ME 7.8 Motronic engine management system. ME 7.8 • Data interface to instrument cluster (data transmitted
functions virtually the same as its ME 7.2 predecessor via CAN*)
with the exception of some additional and modified
functions. * CAN = Controller Area Network. Communication with the
PSM control module and Tiptronic control module (if
The following DME 7.8 information was first fitted) is also via the CAN interface. This permits bi-direc-
published in the 2001 911 Turbo (996) Service tional data exchange between the connected control
Information Technik book. modules.
The ME 7.2 and 7.8 features: E-Throttle
• Hot-film air mass measurement As with ME 7.2, the throttle valve is controlled by an
• Individual ignition coils for each cylinder with solid-state electric motor via a two-stage gear on the throttle valve. A
HT distribution mechanical throttle cable is no longer used. The volume of
• Sequential fuel injection air drawn in by the engine is controlled electronically
• Electronic idle-speed control across the entire load and engine speed range via the
• Throttle control via E-Throttle function ME 7.8 Engine Control Module (ECM).
• Closed fuel tank system
• Stereo oxygen sensor control The advantages of the E-Throttle system are:
• Improved driveability
• Natural integration with PSM
• Improved cruise control function
• Reduced engine emissions
To reduce exhaust emissions during the warm-up phase,

the catalytic converter is heated to its operating tempera-
ture quickly by modifying the ignition timing (retard
direction). The associated reductions in torque from this
can be compensated for with the E-Throttle. Engine speed
limiting via the E-Throttle and the possibility to suppress
the injection signal reduces emissions and the thermal
load placed on the catalytic converter.

Air Ducting Ducting Of Cooling Air To Intercoolers
Intake air flows through the air filter (1) and air mass Advantages of intercooling:
sensor (2). The air flow is then split into two and drawn in
by the two turbocharger compressors (3). The air that has • Cooled air has a higher density; thus improving
been compressed and heated by the turbochargers is then volumetric efficiency.
cooled through the two intercoolers (4). The intercoolers • Lowers the air temperature, reduces the temperature of
are mounted behind the left and right rear wheels. The two components, and reduces the possibility of pre-ignition
flows of compressed air merge again upstream of the (pinging).
throttle valve control unit. The air is then distributed to the
individual cylinders by the intake manifold.
Ram Air Supply to Intercoolers
A - Air inlet
B - Air Duct
C - Intercooler (Charge-air radiator)
Intake Air Duct Layout
1 - Air Filter Housing

2 - Hot-Film Air Mass Sensor
3 - Turbocharger
4 - Intercooler (Charge-air radiator)
5 - Pressure Temperature Sensor
6 - Throttle Valve Adjustment Unit

Exhaust System Catalytic Converters
The exhaust system up to the rear silencers (6) consists of The engine-compartment catalytic converters are mounted
separate left and right exhaust system branches. The immediately downstream of the turbochargers. The first
exhaust gases are merged and mixed in the rear silencer, catalytic converter (primary catalytic converter) with its
with one tailpipe (7) per exhaust system branch. The small volume reaches operating temperature very soon
exhaust gases are fed to the turbochargers (2) via partially after the engine has been started. As a result, the volume
air-gap-insulated exhaust manifolds. The exhaust manifolds of pollutants is reduced during the warm-up phase as well
(1) have extremely short pipe lengths to reduce the energy as when the engine has reached operating temperature.
lost by the exhaust gases before reaching the The main catalytic converter is used to reduce the
turbochargers. The short pipes also allow the catalytic exhaust-emission level further to below the specified
converters to heat up quickly. emission limits, even after a long service life. The new
911 Turbo is classified as an LEV (Low Emission Vehicle)
in the USA.
Exhaust System Layout
1 - Partially Insulated (Air Gap) Exhaust System Catalytic Converter Construction

2 - Turbocharger
3 - Boost Pressure Control Valve A - Primary Catalytic Converter
4 - Primary Catalyic Converter B - Main Catalytic Converter
5 - Main Catalytic Converter 1 - Position of Wide-band Oxygen Sensor (LSU4)
6 - Rear Muffler 2 - Position of Offset Oxygen Sensor (LSF4)
7 - Exhaust Tailpipe 3 - Exhaust Gas Sampling Point Upstream of Catalytic
8 - Wide-band Oxygen Sensor LSU4 Converter
9 - Offset Oxygen Sensor LSF4

Turbocharging
As with the previous model, the turbochargers of the new The desired engine torque is calculated by the ME 7.8
911 Turbo (996) are installed parallel to each other. The ECM based on the accelerator pedal potentiometer input
small diameter of the intake ducting and the short exhaust (driver requirement), the engine speed input, and a number
manifolds ensure immediate turbocharger response in the of other factors. The intake air volume required for a
lower speed range as well as high torque under full-load certain torque is determined by calculating the air-mass
conditions. and is adjusted by controlling the boost pressure. With the
new Turbo, it is the boost pressure that is regulated, and
The speed of the turbochargers with the engine idling is not the air mass (as was the case of the 911 Turbo 993).
approx. 8,000 rpm, and approx. 125,000 rpm at full load.
The control system limits the maximum speed to approx. The boost pressure is regulated based on the absolute
150,000 rpm at altitudes above 2,000 meters (fatigue pressure “reference variable.” This reference variable is
limit). measured by the boost pressure sensor. Behavior
according to altitude and temperature is similar to the air
The flanges of the turbochargers have been modified mass based system of the previous Turbo model.
compared to those of the earlier 911 Turbo (993).
The combination of the boost pressure sensor, airmass
Boost Pressure Control sensor and E-Throttle improve torque considerably. Boost
pressure diagnosis is also more accurate since the
The ME 7.8 ECM controls the boost pressure timing valve effective boost pressure is an input signal to the ME 7.8
(1) to regulate the opening pressure of the boost pressure ECM.
control valves. The boost pressure control valves (D) are
connected to the turbocharger bypass valves (wastegates) Boost Pressure Adaptation
via control rods. The signal to the timing valve is pulse-
width-modulated (PWM) for accurate control of the boost The 911 Turbo (996) features adaptive boost pressure
pressure. control. For diagnostic purposes, the adaptive boost
pressure control correction value can be read out of the
ECM memory using the Porsche System Tester 2 and now
with the PIWIS Tester. The adaptation range for boost
pressure control is approx. ± 15%. Regulation begins at a
deviation of greater than ± 30%. The opening frequency
(duty cycle factor) of the boost pressure timing valve
depends on the amount of boost required. Full boost
pressure is available from a speed of approx. 2,500 rpm.
The boost pressure is regulated at higher speeds.
A control pressure, which acts on the diaphragms of the

boost pressure control valves to open the bypass valves
Turbocharger Boost Control System Layout (wastegates), is modulated between boost pressure and
atmospheric pressure. When de-energized, the boost
1 - Boost Pressure Timing Valve pressure timing valve is closed. The boost pressure is
A - Induction Side (vacuum) applied directly to the boost control valve diaphragms and,
B - Pressure Side Upstream of Throttle Adjuster as a result, the boost pressure control valves open the
C - Control Side (timed) bypass valves at a low boost pressure.
D - Boost Pressure Control Valve (wastegate control)

If the boost pressure timing valve fails, the basic boost
pressure is limited to approx. 300 to 400 mbar. This
prevents the maximum boost pressure from being
exceeded and results in reduced performance. The boost
pressure upstream of the throttle valve is determined
according to driving style.
In the case of a steady to slightly dynamic driving style

(part-load range), the tuning of the engine is optimized for
fuel efficiency. This is achieved by permitting only slight
pressure upstream of the throttle valve. The throttle valve
is opened wide enough so that only a slight drop in
pressure is possible via the throttle valve.
With a very dynamic driving style, a higher pressure is

generated upstream of the throttle valve. As a result, the
turbocharger is already running at a relatively high speed
when the throttle valve is opened from the part-load range.
The desired full-load boost pressure is thus reached more
quickly.
Turbo Charger Boost Control Components
Boost Pressure Curve

1 - Pressure Sensor with Temperature Sensor
2 - Boost Pressure Timing Valve
3 - Deceleration Air Recirculation Switching Valves
4 - Deceleration Air Recirculation Valves
5 - Tank Bleeder Valve
A - From Fuel tank

B - From Brake Booster
C - Tank Bleeding at Full Load
D - Idle Speed/Part Load Suction
E - Vacuum Amplifier
F - From Intercoolers (charge air radiators)
G - To Throttle Valve Adjustment Unit
H - To Boost Pressure Control Valves (barometric diaphragm)
A - Absolute Pressure (hPa) B - Torque (Nm)

C - Engine Speed (rpm) D - Engine Power (kw)
1 - Pressure curve with regulation intervention (the boost

pressure is reduced by approx. 20% in the regulation phase
with a basic boost pressure of approx. 300 to 400 mbar).
2 - Power Curve
3 - Torque Curve

Pressure Sensor With Integrated Intake Temperature Pressure Sensor
Sensor
The sensor element of the micromechanical pressure
In the new Turbo, the pressure sensor and temperature sensor consists of a pressure membrane with an
sensor are integrated into a single housing. The sensor is integrated silicon chip. A change in pressure causes the
installed in the intake pipe, immediately upstream of the membrane to expand. This expansion is detected as a
throttle valve adjuster. change in resistance (piezoresistive effect). The evaluation
circuit (including the correction logic) is integrated on the
chip. A pressure sensor with a pressure range of up to 2.5
bar is used in the 911 Turbo (996).
Boost Pressure Sensor With Intregrated Intake Air Temperature

Sensor
Pressure/Intake Air Temperature Sensor Construction
1 - Protective Gel
2 - Effect of Intake Pipe Pressure
3 - Pressure Sensor Chip
4 - Bond Connector
5 - Ceramic Substrate
6 - Glass Base
Cross Section View Of Pressure/Intake Air Temperature Sensor
1 - Bond Connector
2 - Cover
3 - Pressure Sensor Chip
4 - Ceramic Substrate
5 - Housing With Pressure Sensor Flange
6 - Sealing Ring
7 - NTC Element of Temperature Sensor
Pressure Sensor Characteristic Curve
P - Pressure (hPa)
V - Voltage (VDC)

Intake Air Temperature Sensor Oxygen Sensing System With New LSU4 Wide-band
Oxygen Sensors
The integrated air temperature sensor protrudes through
the pressure sensor flange into the intake air stream. The A wide-band type oxygen sensor (LSU4) is installed on
sensor measures the actual air temperature in the intake each cylinder bank upstream of the catalytic converters.
pipe downstream of the intercoolers (charge-air radiators). The wide-band sensor supplies an accurate and constant
signal across a broad lambda range. Precise
measurement is therefore possible in both the rich and the
extremely lean range.
A regulating electronics system is integrated within the ME

7.8 ECM for each wide-band oxygen sensor. The ECM also
includes the regulating electronics for maintaining LSU4
wide-band oxygen sensor temperature (approx. 1400° F.
/750° C). Six wires lead from the ME 7.8 ECM (D) to the
oxygen sensor harness connector (C) in the engine
compartment. Five wires then lead from the connector (B)
to the sensor (A).
Intake Air Temperature Sensor Characturistic Curve
Ω
A - Resistance (k )
B - Voltage (VDC)
Wide-Band Heated Oxygen Sensor (LSU4) Schematic
A - Wide-band Oxygen Sensor (LSU4)

B - Harness Connector With Intregated Trimmer Resistor
C - Plug Connection (engine wiring harness)
D - ME 7.8 ECM
E - Oxygen Pump Cell Current
Pressure Sensor With Temperature Sensor Terminal Assignment F - Ground (-)
G - Sensor Cell Voltage
A - Pressure Sensor With Temperature Sensor H - Sensor Heating Voltage
B - ME 7.8 ECM I - Ground For Sensor Heating Ground (regulated via ME 7.8
1 - Sensor Groud (-) ECM)
2 - Intake Air Temperature Signal
3 - Supply Voltage (5 volt reference) A trimmer resistor is attached to the plug connection of
4 - Intake Pipe Pressure Signal each oxygen sensor. The resistor is laser-calibrated specif-
ically for each sensor during production.

Construction Of The Wide-band Oxygen Sensor LSU4
The LSU4 wide-band oxygen sensor uses the combination

of a Nernst concentration (sensor) cell with an Oxygen
pump cell to determine the oxygen content of the exhaust
gas.
The Oxygen pump cell (2) and the Nernst concentration

cell (1) are constructed of zirconium-dioxide (ZrO2), and
Wide-Band Heated Oxygen Sensor (LSU4) each is coated with two porous platinum electrodes. The
cells are arranged so that there is a gap of 10...50 µm
1 - Wide-Band Oxygen Sensor (LSU4) between them. This measuring gap [Diffusion chamber (3)]
2 - 6-pin Harness Connector (on left and right side of engine is connected to the surrounding exhaust-gas through an
compartment) exhaustgas opening (A). An electronic circuit (6) controls
3 - Intrgrated Trimmer Resistor the voltage applied to the pump cell so that, the composi-
tion of the exhaust gas in the Diffusion chamber (3)
remains constant at = 1. An integrated heater maintains
an operating temperature of at least 1100° F. (600° C).
Wide-Band (LSU4) Oxygen Sensor Construction
Wide-Band Oxygen Sensor Cross-Section A - Exhaust Gas

B - Heater Voltage
1 - Sensing Element (Nernst concentration cell and oxygen pump C - Oxygen Cell Pump Current
cell) D - Reference Voltage/Sensor Voltage
2 - Double Protection Tube
3 - Sealing Ring 1 - Nerst Concentration Cell
4 - Sealing Package 2 - Oxygen Pump Cell
5 - Sensor Housing 3 - Diffusion Chamber
6 - Protective Sleeve 4 - Reference Air Channel
7 - Contact Holder 5 - Heating Element
8 - Contact Clip 6 - Regulating Circuit
9 - Grommet
10 - Molded Hose
11 - Five Wire Harness
12 - Seal

Operation Of The Wide-band Oxygen Sensor LSU4 Post Catalytic Converter Oxygen Sensor
When heated to at least 1100° F. /600° C (normal Modified LSF4 (offset) oxygen sensors are used down-
operating temperature 1400° F./750° C), the Nernst cell stream of the catalytic converters (previous vehicles had
(1) produces a voltage which corresponds to the LSH25 offset sensors).
difference in the oxygen concentration in the exhaust gas
(A) to the oxygen concentration in the sensor’s diffusion Electric Switching Valve For Overrun Air
chamber (3). An electronic circuit controls the “pump” Recirculation
current (C) through the oxygen-pump cell (2) so that, the
composition of the exhaust gas in the diffusion chamber The opening of the deceleration air recirculation valves is
(3) remains constant at lambda=1. This corresponds to a controlled via an electric switching valve. The ME 7.8 ECM
voltage at the Nernst concentration cell of UN = 450 mV. can activate the switching valve irrespective of the intake
pipe pressure. In the event of a sudden transition from
In the case of “lean” exhaust gas, UN < 450 mV, the high load to deceleration, the overrun air recirculation
oxygen-pump cell (2) is controlled so that, the oxygen ions valves are opened and turbocharger boost pressure is
are “pumped” out of the diffusion chamber (3). redirected back to the suction side of the compressor.
While, in the case of “rich” exhaust gas, UN >450 mV, Operational Plan and Installation Position
the current is controlled so that oxygen-pump cell (2),
“pumps” oxygen ions into the diffusion chamber (3). It can
be said, that, pump current is proportional to the oxygen
concentration in the “lean” exhaust gas and to the
deficiency of oxygen in ‘rich’ exhaust gas. Together with its
control electronics (ECM), the sensor (LSU4) provides a
clear, continuous signal throughout a wide lambda range
[>0.7 to infinity (air)].
Deceleration Air Recirculation Hose Routing and Component

Layout.
1 - Deceleration Air Recirculation Switching Valves

2 - Deceleration Air Recirculation Valves
Oxygen Pump Cell Current In Relation To Lambda Value 3 - Secondary Air Injection Switching Valve
4 - Valve For Secondary Air Injection
A - Oxygen Pump Cell Current (ma)
B - Lambda Value (air/fuel ratio) Advantages:
Advantages Of Wide-band Oxygen Sensor LSU4 • The controlled opening of the air recirculation valves
reduces the noise in the intake tract and reduces fuel
• Linear (continual) characteristic curve consumption.
• Precise measurement in broad lambda range from > • The electric air recirculation valves together with the
0.7 to infinity (lean-air) vacuum reservoir allow the air recirculation valves to
• Short response times < 100 ms function irrespective of the intake pipe pressure.
• On line (closed-loop) quickly • The system is configured so that the pneumatic air
recirculation valves continue to be opened by the intake
pipe pressure if the electric air recirculation valve fails.

VarioCam Plus Valve Stroke Adjustment System
The intake camshaft adjustment system (VarioCam) has The electrohydraulic 3/2-way switching valve is closed
been upgraded to the VarioCam Plus system by the when de-energized. When closed, the valve stroke of the
addition of an intake valve stroke control function. The two inlet camshafts is 3 mm. With the small valve stroke (3
systems of the VarioCam Plus are actuated independently mm), the new Turbo can reach a maximum speed of 90
of each other by the ME 7.8 ECM. mph (150 km/h).
When the system is switched over to the large valve stroke

(10 mm) with performance-oriented cam timing, speeds of
over 180 mph (300 km/h) are possible. Due to the config-
uration of the ME 7.8 ECM with E-Throttle, the switching
operations are so smooth that they are hardly noticed by
the driver.
VarioCam Plus System – Adjustable Tappet Controls Valve Stroke

(3mm or 10mm valve lift) and Camshaft Adjuster Controls Valve
Timing (advance or retard cam timing)
An electrohydraulic switching valve is attached to each of

the cylinder heads of cylinder bank 1 and 2. Engine speed, Switching points of camshaft and valve stroke adjustment
accelerator pedal position, engine oil and coolant tempera- systems.
ture as well as gear detection (and vehicle speed) are all
required as input variables. 1 - Timing Retarded, Valve Stroke 3 mm
2 - Timing Advanced, Valve Stroke 3mm
The switch-over points are calculated according to the 3 - Timing Advance, Valve Stroke 10 mm
needs of the driver based on the programmed shift maps
in the ME 7.8 ECM. Adjustment of the throttle valve A - Torque (Nm) B - Engine Speed (rpm)
position, mixture formation, ignition timing and actuation of C - Power Output (kW) D - Torque
the switching valves occur simultaneously during the E - Power Output F - Road Resistance in Top Gear
switch-over operation. The end result is an optimal
compromise between maximum power and maximum
torque.
Other operating phases of the engine have also

been optimized thanks to variability of the system. This
includes better fuel economy, lower emissions (including
the cold-start and warm-up phases), improved driveability
and idle quality.

Camshaft Adjustment System Three-speed Radiator Fan Control
With the new Turbo, the adjustment range of the inlet The radiator cooling fan switching stages are based on
camshaft is 30° CA (Crankshaft Angle). The coolant temperature and other relevant information:
electrohydraulic 4/3-way switching valve is closed when
de-energized and the cam timing is set to the retard 1st Stage:
position (minor valve overlap). To ensure a high level of
driving comfort, the system is switched over to advanced At approx. 212° F. (100° C), and/or air-conditioning
timing and the large valve stroke before the boost compressor is ON and intake air temperature of air-condi-
pressure builds up. tioning system > 46° F. (8° C).
Electrical faults affecting the VarioCam Plus can be read 2nd Stage:
out of the ECM memory using the Porsche System Tester
2. At approx. 221° F. (105° C), and/or high A/C refrigerant
pressure.
Camshaft Position Sensors, Bank 1 and 2
3rd Stage:
The Hall sensors on the camshaft for cylinder banks 1 and
2 supply a modified quick-start signal to the ECM. With this At approx. 226° F. (108° C) with vehicle speed >6mph (10
signal, the ECM requires less than one engine revolution to km/h) and engine not idling.
determine the position of the crankshaft and camshafts.
With this system, the engine will start even if there is no The cooling system is configured so that the 3rd stage is
engine speed sensor signal. activated only under extreme conditions.
Two-speed Engine Compartment Scavenging Blower
To prevent engine components from getting too hot,

specifically from the heat of the exhaust system, the
engine compartment scavenging blower is activated at
idle speed and with the ignition switched on.
Warning: Special care must be taken when working

on components in the engine compartment with the
ignition switched on. Risk of injury from dangerous
high voltage is possible!
Switching Stages
Signal from camshaft position sensors (Hall Sensor). 1st Stage:
Ignition ON and/or engine running.
2nd Stage:
At coolant temperature of approx. 221° F. (105° C) or

engine compartment temperature of approx. 167° F. (75°
C) (OFF at approx. 140° F./60° C).

After-run Phase: Erasing Counter
The after-run phase is active for max. 40 minutes after A separate counter for erasing the fault is assigned to
shut down. each detected fault. The counter determines how long the
fault will stay in memory. When a fault is first detected, the
Requirement: Engine compartment temp. with ignition erasing counter is set at a certain value.
OFF must be >77° F. (25° C)
If a pending fault is not present during the next monitor
• After-run ON for 3 minutes at engine compartment routine, the erasing counter is set to a fault-specific value
temp. >172° F. (78° C). (e.g. 10). The erasing counter is then reduced by 1 after
• The switch-on condition of > 172° F. (78° C) is then every drive cycle. (i.e. the engine is started and the
checked every 10 seconds. coolant temperature has increased from 86° F./30° C to >
158° F./70° C).
Diagnosis – OBD II
When a pending fault has been confirmed (i.e. the Check
Fault Memory Management Engine Light has been turned on), the erasing counter is
set to 40. This value is retained until the fault is no longer
The on-board diagnosis system displays a visual warning in present. If the fault no longer exists, the erasing counter is
the instrument cluster if an emission related fault or a fault reduced by 1 after every warm-up cycle (i.e. the engine is
that may damage the catalytic converter occurs. The OBD started and the coolant temperature has increased from
functions are adapted to the different legal regulations in 86° F./30° C to > 158° F./70° C).
the USA (OBD II), Europe (Euro OBD) and the rest of the
world. If the erasing counter reaches 0, the fault is erased from
the memory and the check engine light is turned off.
If an emission-related fault occurs, the ME 7.8 ECM
activates the Check Engine lamp and the fault is stored in Note: To ensure that the Check Engine lamp is functioning
the ME 7.8 ECM. A flashing Check Engine lamp indicates a correctly, it is illuminated for 10 seconds whenever
combustion fault which may damage the catalytic the ignition switch is on.
converter. If the detected fault is not catalytic converter
damaging and not emission-related, the Check Engine is Brief Information On Other Components
not turned on, although the fault is stored in the ME 7.8.
Coolant Temperature Sensor - The NTC coolant
The ambient conditions are stored (freeze frame) together temperature sensor is a simple 2- pin sensor. Its signal is
with the detected fault. This information can be read out of sent to the ME 7.8 ECM and supplied to the instrument
the ECM memory using the Porsche System Tester 2. This cluster via the CAN interface. The same type of sensor is
makes troubleshooting much easier since the operating also used for the oil temperature sensor.
data for the first and last occurrence of the fault is
provided. Oil Level Sensor - The oil level sensor consists of an
electrically heated resistance wire. The sensor is installed
Fault Confirmation in the oil reservoir tank. The processor in the instrument
cluster determines the oil level from the immersion depth
If a fault is detected during a diagnosis monitor routine, it in the engine oil and the respective cooling behavior.
is registered as a pending fault until it is confirmed during
a second drive cycle with a new monitor routine (at least Engine Compartment Temperature Sensor - Identical
120 seconds after the engine has been started). to that used in the Boxster (986) and 911 Carrera (996)
vehicles.

Engine Speed Sensor
Vehicles with manual transmission: New generation of

contacts. The sensor holder is attached using shear bolts
to ensure a tamper-proof mounting position. The distance
to the flywheel is 1.0 ± 0.2 mm.
Caution: The ME 7.8 ECM could be damaged if the

sensor is mounted too close to the flywheel (less
than 0.5 mm).
Vehicles with Tiptronic transmission: New generation of

contacts. Can also be used in all 911 Carrera (996) and
Boxster (986) vehicles.
Knock Sensors - The knock sensors are also fitted with

the new generation of contacts (contacts can be
retrofitted).
Oil Pressure Sensor - Identical to oil pressure sensor

used in the 911 Carrera (996) vehicles.
Fuel Cooler - To maintain a low fuel temperature, a fuel

cooler that is cooled by the A/C system is fitted in the
engine compartment.
Spark Plugs - Spark plugs with 2 electrodes are used in

the 911 Turbo (996).
Spark Plug Connectors - The spark plug connector

seals are longer than the spark plug connectors used in
911 Carrera (996) vehicles.
Ignition Coils - Identical ignition coils used in the 911

Carrera (996) and Boxster (986) vehicles.
Electric Boost Pressure Timing Valve - Compared to

the 911 Turbo (993): lower coil resistance, strengthened
connections, larger air-flow rate and the valve has a
coating to prevent the accumulation of sticky deposits.
Bleeder Valve For Fuel Tank - The valve has a larger

housing to allow a primary filter to be integrated and to
minimize noise.
Fuel Pump - The electric fuel pump has a higher delivery

rate for the increased performance of the 911 Turbo
(996).


System Descriptions – E-Throttle 7.8.1
E-Throttle 7.8.1 Power/Torque Diagram
Engine Data:
The model year 2007 911 Turbo (997) was equipped with
the ME 7.8.1 Motronic engine management system. Displacement . . . . . . . . . .3,600 cm3
Bore . . . . . . . . . . . . . . . . .100 mm
The following DME 7.8.1 information was first Stroke . . . . . . . . . . . . . . .76.4 mm
published in the 2007 911 Turbo (997) Service Power output . . . . . . . . . .480 bhp (353 kW)
Information Technik book. At engine speed . . . . . . . .6,000 rpm
Max. torque . . . . . . . . . . .460 ft lb. (620 Nm)
General At engine speed . . . . . . . .1,950 - 5,000 rpm
Max. torque (Overboost) . . .505 ft lb. (680 Nm)
With the new 911 Turbo (997), Porsche is using a At engine speed . . . . . . . .2,100 - 4,000 rpm
turbocharger with variable turbine geometry on an Compression ratio . . . . . . .9.0 : 1
gasoline fueled engine for the first time. The focus here is Governed speed . . . . . . . .6,750 rpm (6th gear 6,800 rpm)
on new developments and modifications compared with Idling speed . . . . . . . . . . .740 +/- 40 rpm
the 911 Turbo (996).
E-Throttle Pedal Unit
Motronic Control Unit ME 7.8.1
The 911 Turbo (997) is provided with an electronic accel-
The further-developed Motronic control unit ME 7.8.1 is erator pedal unit from the current 911 (997) series.
used worldwide. It is based on the ME 7.8 of the 911
Turbo (996) and the further development of the current CAN Communication For The Motronic Control Unit
911 generation. The new Motronic control unit features a (DME)
processor speed of 40 MHz with a memory capacity of
1 MB. On the 911 Turbo (997), diagnosis of the DME control unit
is performed for the first time via CAN.
Summary of Modifications
The DME control unit communicates with the
• Variable-geometry turbocharger following control units via CAN:
• Higher power and torque values
• Component reinforcement • Gateway control unit
• Overboost function in conjunction with the “Sport Chrono • Driver authorization control unit
Package Turbo” option • Tiptronic control unit
• Advanced VarioCam Plus • PSM control unit
• Further developed dry sump lubrication with 9 oil pumps • PTM control unit
• Increased cooling performance, including 2-stage oil • Steering angle sensor
cooling • Yaw velocity sensor
• Enhanced charge air cooling • Airbag control unit
• Air conditioning control unit

Fuel Tank Fuel pump 2 runs with a tank content of greater than 13.7
gal (52 liters). Fuel pump 1 is activated when a computed
The tank of the new 911 Turbo corresponds to that of the fuel requirement of greater than 37 gal/h (140 l/h).
current 911 Carrera 4 models. With a refill volume of The fuel is pumped out of the tank pockets by the two
approx. 17.6 gals. (67 liter), this has a capacity of approx. sucking jet pumps. The high-pressure sucking jet pump on
.75 gal. (3 liter) more than the tank of the 911 Turbo the right side of the vehicle is supplied only by fuel pump
(996). The fuel level for the fuel reserve is 2.6 gals. (12 1. The low-pressure sucking jet pump on the left side of
liters). The 911 Turbo (997) still has a return line from the the vehicle is operated by one or both pumps depending
pressure regulator in the engine compartment to the fuel on the fuel level and load condition. The quantity of fuel
tank. The battery and the battery tray must be removed in delivered by both fuel pumps can be checked as
order to access the new position of the return line connec- described in the Technical Manual.
tion.
Unless fuel requirement
is greater than 37 Gal/h
then pump 1 also runs.
Full Tank (17.6 Gals.)
Pump 2
1.4 qts/30 sec.
Approx. 13.7 Gals)
Pump 1
1.0 qts/30 sec.
P1 Fuel pump 1
Empty Tank
P2 Fuel pump 2
SSP1 Sucking jet pump, right Unless fuel requirement
SSP2 Sucking jet pump, left is greater than 26 Gal/h
then pump 2 runs.
H Pressure holding valve
V Distributor valve Fuel Filter
D Pressure side to engine
R Return line from pressure regulator
Fuel Pumps
The fuel tank of the 911 Turbo (997) has 2 fuel pumps
which are integrated into the common pump chamber
(tandem pump). The fuel pump 1 delivers 1 qt. (1.1 liters)
in 30 seconds, and fuel pump 2 delivers 1.4 qts. (1.5
liters) in 30 seconds. The two fuel pump relays are
activated as required by way of switching points in the
DME control unit.
Fuel pump 1 runs with a tank content of less than 13.7 The fuel filter is located on the left-hand side of the engine
gal. (52 liters). Fuel pump 2 is activated when a computed compartment and must be changed every 60,000 miles
fuel requirement of greater than 26 gal/h (100 l/h). (90,000 km) or after 6 years.

Fuel Pressure Regulator Carbon Canister
The fuel pressure regulator is installed on the fuel distrib- The functionality of the tank vent systems/carbon canister
utor rail on the right (cylinder row 4 - 6 or bank 2) in the corresponds to that of the 987/997 vehicles. USA
engine compartment. A return line runs from the fuel vehicles have a carbon canister with tank leakage
pressure regulator to the fuel tank. The Technical Manual diagnostic module (DM-TL) which is located in the front
describes how to check the fuel pressure. The holding luggage compartment.
pressure should be > 29 psi (2 bar) after 1 hour.
Ignition System
New EV-14 ST Injection Valve
The individual ignition coils and spark plug connectors are
the same as for the previous model.
Spark Plugs
The advanced EV 14 ST Extended Tip injection valve from

the EV series is used. This new 6-hole injection valve has
another injection point located in the intake pipe, which
results in an even better mixture preparation and therefore
a reduction in emissions. New spark plugs are installed. These double-platinum
spark plugs (center and ground electrodes are made of
platinum) operate in accordance with the air gap principle.
The change interval for the spark plugs is 40,000 miles
(60,000 km) or after 4 years.
Tank Ventilation System
The compact tank vent valve (TEV-5) in the engine

compartment is designed for a higher throughput,
especially in the case of small pressure differences
compared with the previously installed valve (TEV-2). The
tank vent line is routed directly from the tank vent valve
into the intake pipe.

Intake Air Side, Air Routing 2 Hot-film Mass Air Flow Sensors HFM 5-6.4
Rear Lid
One hot-film mass air flow sensor HFM 5-6.4 is located in

The inner part of the lid has two separate intake ducts each of the turbocharger intake pipes on the left and right
which are routed to the air cleaner housing. behind the air cleaner. The mass air flow sensors are
matched to the overall air mass of the engine. Each of the
Air Cleaner two mass air flow sensors can measure an air mass of up
to 800 kg/h.
The air cleaner housing and the air cleaner element were
newly developed for the new 911 Turbo. The air cleaner Diverter Control
housing was lined inside with foam in order to obtain an
optimum intake sound. It was possible to reduce the
intake resistance and optimize the charge cycle by way of
the 2-channel intake via the rear lid, the new air cleaner
element and two separate intake pipes to the
turbochargers on the left and right.
In addition, it was also possible to reduce the frequency of

cleaner replacement. The air cleaner element now has to
be replaced only every 40,000 miles (60,000 km) or after
4 years. The top part of the new air cleaner (housing) has
been provided with a design cover made of aluminium to
visually upgrade the engine compartment. This cover is
embossed with the logo “VARIABLE TURBINE GEOMETRY”.
When the throttle is closed quickly (deceleration), the

boost pressure increases in the pressure system in front
of the throttle because the compressor of the
turbocharger continues running. The new 911 Turbo (997)
is also equipped with a diverter valve for each cylinder
bank to blow off the excess boost pressure. In contrast to
the 911 Turbo (996), however, this is not accommodated
separately, but is integrated in a space-saving and
compact manner in the compressor housing of the
turbocharger. The Motronic control unit activates the
electro-pneumatic switching valve, which then opens the
diverter valve by means of a vacuum.

Charge Air Cooling Charge Air Coolers
Flow Duct To Charge Air Cooler The charge air coolers have been further developed
compared with the 911 Turbo (996) and the air flow onto
the cooler surfaces improved. The result is more efficient
charge air cooling and therefore higher power and torque
values.
The inlet trim elements in the rear side panels were

modified. These possess a characteristic design for the
new 911 Turbo, including an additional bar in the middle of
the inlet duct. The form and position of this bar were
specially designed, and the bar does not hamper air flow
into the flow duct in spite of the slight reduction in the L - Air cleaner
cross-section of the inlet. In addition, the manufacturing HFM 1 - Mass air flow sensor, left
method for the plastic parts was modified to achieve an HFM 2 - Mass air flow sensor, right
increased duct cross-section with lower production TL 1 - Turbocharger, left
tolerances. The result is a reduction in flow resistance by TL 2 - Turbocharger, right
approx. 10 % combined with a higher air throughput. LLK 1 - Charge air cooler, left
LLK 2 - Charge air cooler, right
DS - Boost pressure sensor
Outgoing Air Routing Through The Rear Apron
The outlet openings for the outgoing air of the charge air
coolers were provided with a new design in the completely
newly developed rear apron.

Boost Pressure Sensor/Intake Air Temperature the cylinder head. In addition, the dimensioning of the
Sensor intake distributors was adapted to the new turbocharger
concept. The intake distributor of the new 911 Turbo has
a silver paint finish to improve the engine compartment
design. A weight saving of approx. 4.4 lbs. (2 kg) was
achieved for the intake system compared with the 911
Turbo (996).
Turbocharger With Variable Turbine Geometry
The boost pressure sensor measures the pressure

upstream of the throttle adjusting unit (electronic throttle)
as well as the air temperature before the air enters the
intake system, and supplies this information to the DME
control unit. The boost pressure is controlled by way of
the position of the vanes in the turbocharger. Throttle
adjusting unit (electronic throttle) The throttle adjusting unit
(electronic throttle) has a diameter of 74 mm. The exceptional driving performance is due above all to
the newly developed turbocharger technology of the six-
Intake System cylinder engine. By using extremely high-temperature
resistant materials, it was possible to develop an exhaust
turbocharger with variable turbine geometry which is
capable of withstanding the high exhaust temperatures
produced by gasoline fueled engines of up to 1832° F
(1000° C). A turbocharger with variable turbine geometry
combines the respective advantages of small and large
turbochargers, and permits optimum utilization of the
exhaust energy for charging at any engine operating point;
in addition, there is no longer any need for wastegate
valves.
The result of the new technology is a significant increase

in torque and performance: the opposed cylinder engine
delivers 480 bhp (353 kW) at 6,000 rpm, 60 bhp (44 kW)
Both the intake pipes from the air cleaner to the more than the engine of the previous model, and this with
turbocharger and the pressure pipes from the an unchanged displacement of 3.6 l. At the same time, the
turbocharger to the throttle were modified with respect to nominal torque increases from 415 ft lbs (560 Nm) to 460
their flow properties and the flow resistances reduced. ft lbs (620 Nm) in a much wider rpm range: On the new
The intake distributor is still made of plastic and is now Turbo, the maximum value is now in the range between
produced in one piece. Compared with the intake 1,950 and 5,000 rpm.
distributor of the 911 Turbo (996) with a separate intake
pipe support made of aluminium, the one-piece design
offers weight advantages and improved flow transitions to

Variable Turbine Geometry Technical Principle
The greatest development potential for exhaust

turbochargers is solving the conflict between good
response at low engine speeds and high specific
performance values at high engine speeds. Variable
turbine geometry with variable vane adjustment in front of
the turbine wheel has shown itself to be the optimum
solution for further improving turbocharger response and
thereby the response of the turbocharged engine.
The new 911 Turbo with variable turbine geometry again

sets new standards for Otto engines with exhaust
turbocharging.
Technical Challenge
The design of variable turbine geometry is based on On the new 911 Turbo, the boost pressure is controlled
adjustable vanes which guide the exhaust mass flow from only by adjusting the vanes (without bypass valve). This is
the engine onto the turbine of the turbocharger in a done by way of an adjusting ring, which is actuated by an
variable and targeted manner. The use of variable turbine electric servo motor via a coupling rod (one "boost
geometry for Otto engines is made more difficult by the pressure adjuster" per turbocharger).
significantly higher exhaust temperatures. Compared with
temperatures of approx. 1472° F (800° C) in the case of Small turbochargers have good response characteristics
diesel engines, the maximum exhaust temperatures at the (small "turbo lag") due to the small acceleration mass of
turbine inlet on Otto engines with exhaust turbocharger are the turbine wheel and the high flow momentum of the
significantly higher at approx. 1832° F (1,000° C). This exhaust gas. This momentum is generated in the turbine
leads to considerable additional stressing of the material housing in the transition to the turbine wheel by way of
and high demands on design realization. The delicate small flow cross-sections with high flow speeds. However,
adjusting elements of the vanes in the hot exhaust stream the small flow cross-sections in both the turbine housing
are particularly critical. In addition to the high-temperature and turbine wheel increase the flow resistance for high air
resistance of individual components, it is also necessary throughputs and therefore high engine speeds, and also
to take into account high temperature fluctuations in produce high exhaust backpressures ("choking"). As a
design. result, the maximum engine power is limited.
In view of a possible temperature range from cold starting Large turbochargers have poor response characteristics
at -20 F (-30° C) up to a maximum regulated exhaust (large "turbo lag") due to the high acceleration mass of the
temperature (at the turbine inlet) of approx. 1832° F turbine wheel and the low flow momentum of the exhaust
(1,000° C), it is necessary to take into account the gas. In contrast to small turbochargers, however, the
different material expansion factors and safeguard the exhaust backpressures are lower for high air throughputs
functioning of the entire adjustment system, including the due to the larger flow cross-sections in the turbine housing
many individual components. This is guaranteed, by and turbine wheel. This results in less exhaust work for the
selection of suitable materials, oil cooling, as well as by pistons, as well as an improved charge cycle with a lower
additional water cooling of the bearing housing. This can residual gas amount in the cylinder and better cylinder
be activated via the Motronic system by an electric filling, for example. This results in a higher maximum
coolant pump both at low speed (< 2,000 rpm) combined engine power.
with high coolant temperature (> 208° F/98° C) as well as
after the engine is switched off.

Vane Adjustment System This variable impact angle assists the dynamic response
of turbocharging using variable turbine geometry.
The principle of variable turbine geometry is essentially
based on the following two physical characteristics:
• Variable vane gap

• Variable air impact angle
The adjustment system with adjusting ring and movable

vanes is the mechanical heart of an exhaust turbocharger
with variable turbine geometry. It consists of 11 adjustable
vanes which are interconnected by the adjusting ring. The
adjusting ring is connected in turn via a coupling rod with
the electric servo motor which is responsible for
controlling adjustment of the vanes.
With variable turbine geometry, small turbochargers are

simulated by closed vanes (small vane gap) and large
turbochargers by open vanes (large vane gap). With the Vanes Closed
respective advantages, variable turbine geometry permits
both very good response with high torque values even at
low speeds, as well as high output values at high speeds.
The high torque is therefore available for a significantly
larger rpm range.
The variable vane gap is achieved by turning the adjusting

ring and thus turning the vanes. A small vane gap reduces
the flow cross-section. The resultant higher gas speeds
mean that the exhaust gas is directed onto the turbine
vanes with high momentum. The turbine wheel therefore
rotates more quickly and drives the compressor wheel
located on the same shaft. This in turn compresses the air
which is supplied to the engine for combustion. As a
result, the engine receives more air more quickly and
accelerates more dynamically.
Small vane gaps do not just result in higher gas speeds in
Vane Adjustment the vane gap. In this vane position, the impact angle of the
exhaust gas on the turbine vanes is more direct and
Adjustment of the vane system and of the vane gap allows therefore produces higher angular momentum of the
the exhaust mass flow to be directed onto the turbine turbine wheel. If the vanes are closed at low engine
wheel with maximum effectiveness for every operating speeds, the exhaust gas is accelerated in the small air
point throughout the whole rpm range, thereby allowing gap and impacts on the turbine wheel radially with high
the boost pressure to be adjusted to the corresponding energy. As a result, the compressor wheel located on the
setpoint value. This control technology combined with same shaft is accelerated quickly and increases the boost
selection of a suitable turbine size makes it possible to pressure. This in turn leads to good response characteris-
dispense with the bypass valve (wastegate) usually tics of the turbocharger and thus high dynamic engine and
required for engines with exhaust gas turbocharging. vehicle acceleration.
Adjustment of the turbine vanes does not just change the
vane gap, it also changes the impact angle of the exhaust
gas on the vanes.

Vanes Open The most important advantages compared with the
pneumatic adjusting devices used for diesel engines
are as follows:
• Fast reaction time (delay max. 100 ms).

• Optimum response characteristics.
• Freely selectable vane position independently of the
pressure in the system.
• Optimum control quality of the desired boost pressure.
• Control possible without overshoot.
• Optimum diagnosis and fault detection.
Design Of Electric Boost Pressure Adjuster
If the exhaust mass flow increases (increasing engine

speed and load), the vanes are opened by the DME control
unit according to a control map when the desired
(maximum) boost pressure is reached. The adjustment
duration for the vanes from open to closed and vice versa
is only approx. 100 milliseconds.
Electric Boost Pressure Adjuster
M - Electric motor (DC)

S - Sensor magnet
G - Spur gear drive
The boost pressure adjuster consists of an aluminium

housing, which accommodates the DC motor with sensor
magnet as well as a two-stage spur gear drive with a drive
shaft/lever. A two-stage spur gear drive is connected
between the DC motor and drive shaft. An aluminium
cover with glued-in bonded hybrids and a screwed-in four-
pin connector is screwed onto the housing. The hybrid
electronic components are designed for an operating
A precondition for optimum functioning of a turbocharger temperature from - 40° F (- 40° C) to 266° F (130° C).
with variable turbine geometry in conjunction with an
gasoline fueled engine is adjustment or control by an
electric boost pressure adjuster. This is bolted directly
onto the turbocharger and actuates the above-described
adjusting ring with the integrated, electronically controlled
servo motor via a short coupling rod.

Position Sensor Diagnosis Of Electric Boost Pressure Adjuster
The electric boost pressure adjuster features an

integrated diagnostic function which transmits a fault to
A contactless incremental Hall sensor is used to detect the DME control unit by way of a corresponding pulse/duty
the position of the output shaft. The hybrid electronics ratio.
integrated in the adjuster housing is responsible for
position control and control of the DC motor. The sensor • The nominal mechanical adjustment range or control
magnet wheel is mounted on the DC motor shaft, while the range ( R ) extends from 20 % (vanes open) to 80 %
sensor (pick-up) itself is located on the hybrid electronics. (vanes closed).
The main advantage of the contactless sensor is freedom • The pulse/duty ratio is approx. 40 % when the ignition is
from wear. switched on.
• The pulse/duty ratios 0 % to 19 % and 81 % to 100 %
In addition to digital position control and related are special pulse/ duty ratios for diagnostic routines ( D
setpoint/actual value evaluation and driver control, the ) and for teaching the adjusting device.
electronic components also perform actual value output as
well as diagnostic and fault detection routines. Boost Pressure Adjuster Test
Each boost pressure adjuster is connected to the DME When the ignition is switched on, the function "Test boost
control unit by two signal lines. The DME control unit pressure adjuster" is available on the PIWIS Tester in the
sends a setpoint (PWM signal) or special pulse/duty ratios DME control unit under the system test function. A corre-
(e.g. command to travel to and learn end stops) via one of sponding fault is entered after this test in the event of
the lines. The electric boost pressure adjuster then sends malfunctions.
the actual value (PWM signal) and special pulse/duty ratios
(self-diagnosis of electric adjuster for fault memory entry In order to check functioning of the adjusting device, the
in the DME) to the DME via the other line. electric boost pressure adjuster is supplied with a
pulse/duty ratio of 16 % and 84 % after the ignition is
Control By The Motronic Control Unit ME 7.8.1 switched off. The function test is also audible for the
customer.
Optimum adjustment angles are set by way of functions in
the engine control unit depending on the engine operating Teaching The Electric Boost Pressure Adjuster
point, so that the target engine torque is reached as
quickly as possible. The optimum vane positions for It is necessary to perform adaptation of the electric boost
maximum efficiency were determined for the complete pressure adjuster if a turbocharger or the electric boost
engine map as part of extensive application work. The pressure adjuster itself is replaced. When the ignition is
goal was above all to optimize the response behavior switched on, the function "Boost pressure adjuster adapta-
particularly for dynamic acceleration. Variable turbine tion" is available on the PIWIS Tester in the DME control
geometry allows a full torque characteristic to be achieved unit under the system test function. During this adaptation,
even at low engine speeds and also provides a wide power the mechanical limit stops (20 % and 80 %) are taught
spectrum in the nominal output range. again and stored in the boost pressure adjuster.

Adaptation Of Boost Pressure Control Table Of Boost Pressure And Speed Thresholds
The boost pressure is a variable which is influenced by

engine tolerances and ambient conditions. The following
ambient conditions influence the boost pressure with
respect to the maximum engine torque, protection of the
engine and turbocharger as well as fault entries.
• Air pressure (the boost pressure is adapted from an

altitude of
> 5,900 ft (1,800 m) in order to protect the
components of the turbocharger). plsol – Boost pressure in mbar
• Ambient temperature and intake air temperature (charge nmot -- Engine speed in rpm
air temperature) (the boost pressure is reduced at an
ambient temperature Partial Load Adaptation
< approx. 32° F (0° C), or a charge air temperature <
approx. 50° F. The adaptation ranges 0 / 3 / 6 / and 9 are available for
(10° C). partial load or reduced full load due to ambient conditions
• Fuel quality (knock resistance under thermodynamic (e.g. poor fuel quality).
loading).
Full Load Adaptation
The adaption ranges 0 to 11 are available for boost
pressure adaptation. These are divided into 3 load ranges The adaptation ranges 1 / 4 / 7 / and 10 are provided for
(boost pressure) and 4 engine speed ranges. Adaptation full load under normal conditions.
of +/- 15 % is possible for each range before a fault is
entered. Full Load With Overboost
The adaptation ranges 2 and 5 are available for full load

with Overboost (Sport Chrono activated). The adaptation
ranges 8 and 11 are not normally adapted.

Sport Chrono Package Turbo (Optional) increases thermal stressing. This is due in particular to the
continuously rising charge air and combustion chamber
temperatures.
The Overboost function is restricted to 10 seconds in

order to take these factors and the maximum component
loading into account. After this time, the original full-load
boost pressure without Overboost is restored. The
Overboost function can be reactivated again as soon as
the engine load is relieved briefly by the throttle closing
(e.g. after a gearshift).
The Sport Chrono Package Turbo is offered for the first

50 mph
time for the new 911 Turbo. The package contents corre-
spond to those of the Sport Chrono Package Plus from the 134 miles
current 911 Carrera (997) generation, but are
supplemented by the functions, Overboost , PTM control
and modified starting program for the optional Tiptronic S.
The “Sport Chrono Package Plus” offers the driver distinc- Overboost operation is indicated by an arrow symbol in
tively sporty settings for various vehicle functions, the boost pressure display of the instrument cluster. The
therefore providing a completely new sporty driving experi- arrow next to the boost pressure display indicates the
ence. The accelerator pedal characteristic, engine brief Overboost operation, which is possible only in
behavior at the speed limit and in the event of load conjunction with activated Sport function (text “SPORT”
changes, PSM intervention thresholds as well as the char- shown on display). The boost pressure indication is shown
acteristics of PASM and Tiptronic S are all changed at the as a digital value and as a graphic representation in the
push of a button. The Sport Chrono program also allows multi-function display. The boost pressure can increase up
the driver to control these advantages as required to take to approx. 1.2 bar (17.4 psi) when the Sport button is
into account contemporary conditions. pressed; a pressure of approx. 1.0 bar (14.5 psi) is
reached when this function is not activated.
Additional Function – Overboost
Overboost is a brief excess increase in the boost pressure

(max. 10 s) for acceleration under full load (fully
depressed accelerator pedal). The function is activated
after operation of the Sport button on the center console
and fast depression of the accelerator pedal. Overboost is
performed with the assistance of the boost pressure
control and results in an increase in the maximum boost
pressure by approx. 2.9 psi (0.2 bar) (20 %). As a result,
the maximum torque is increased from 460 ft lb (620 Nm)
to a maximum of 505 ft lb (680 Nm) between 2,100 rpm
and 4,000 rpm (the torque is regulated linearly to the
“normal” full-load value between 4000 and 5000 rpm) and
permits a significant improvement in acceleration
performance and elasticity. The higher boost pressure
does not just result in an abrupt increase in mechanical
loading of the components, but above all also significantly

Exhaust Temperature Sensors, Banks 1 and 2 Exhaust System/Emission Control
The exhaust system has been partially newly developed.

The new 911 Turbo complies with all worldwide emission
regulations with a standard exhaust system. The weight
was reduced by using thin-wall technology for the muffler
and ceramic main catalytic converters. It was therefore
possible to reduce the overall weight of the exhaust
system by approx. 8.8 lb/4 kg (16 %) compared with the
911 Turbo (996).
The signal from the exhaust temperature sensors of banks

1 and 2 installed at the turbine inlet is used in the DME
control unit for component protection. The exhaust
temperature is evaluated for each bank in the DME control
unit, and is restricted to a maximum temperature of
1,767° F. (980° C) by enrichment or boost pressure
adjustment. The two sensors are combined into one
component unit together with their control unit. The
measured signals are evaluated in this control unit.
1 – Air-gap insulated exhaust manifold left

2 – Air-gap insulated exhaust manifold right
3 – Turbocharger, left
4 – Turbocharger, right
5 – LSU broadband oxygen sensor, left
6 – LSU broadband oxygen sensor, right
7 – Ceramic main cat. converter, left
8 – Ceramic main cat. converter, right
9 – LSF step oxygen sensor, left
10 – LSF step oxygen sensor, right
11 – Tailpipe cover, left
The control unit sends a pulse/duty ratio (PWM) to the 12 – Tailpipe cover, right
DME. The pulse/duty ratio range is from 4 % (corresponds 13 – Muffler
to 25° F/- 4° C) to 96 % (corresponds to 2,030° F/1,110°
C). The control unit has a self-diagnosis function. If the Ceramic Main Catalytic Converter
control unit detects a cable break/short-circuit to the
sensor or in the evaluation circuit, it sends the special It was possible to further improve the emission values by
pulse/duty ratio of 98 % to the DME and this leads to an the use of state-of-the-art catalytic converter technology
entry in the fault memory. with one 3-way ceramic main catalytic converter for each
cylinder bank and by improved secondary air injection
after cold starting (Europe: EU4; USA: LEV II).

Tailpipe Covers Secondary Air Injection
The function of the secondary air injection system, with

one secondary air valve per cylinder bank, each of which
is pressure opened by a pump, is the same as in the
current 997 vehicles. The secondary air valves with addi-
tional check valve were adopted from Cayenne Turbo.
The following switch-on conditions apply to

activation of secondary air injection when the engine
The rear apron of the new 911 Turbo was completed is started for the first time:
redesigned. In addition to modified side outlet openings
for the outgoing air of the charge air coolers, the new 911 • Engine temperature (coolant): 14° F (- 10° C) to 108° F
Turbo is also equipped with integrated exhaust tailpipes. (42° C).
The tailpipes were relocated to a higher position • Time: Max. 120 seconds after engine start
compared with the 911 Turbo (996), and are integrated in • Mass air flow as switch-off condition:
the rear apron of the new 911 Turbo as a distinguishing Secondary air injection is switched off after a time delay
feature and characteristic design element – analogous to as from a mass air flow of > 200 kg/h.
the Carrera GT. In order to protect the rear apron against
the high temperatures of the exhaust tailpipes, a shield
made of high-temperature-resistant plastic capable of with-
standing temperatures up to 536° F (280° C) is installed in
the area surrounding the tailpipe.
S - Secondary air valve, left

V - Electrically operated switching valve for air recirculation
control
P - Auxiliary electrical water pump

VarioCam Plus Cold Start
The new 911 Turbo (997) is provided with the latest devel- VarioCam Plus already significantly improves cold starting
opment version of the variable valve control VarioCam Plus of the engine, and also allows emissions to be reduced
with continuous adjustment of the intake camshafts and during the warming-up phase.
valve lift switching of the intake valves. This system
permits optimization of engine output and torque on the Idle Speed
one hand and, on the other, also makes it possible to
reduce fuel consumption and exhaust emissions while The engine is operated with the small intake cam (3.6 mm)
improving running smoothness. at idle speed. Optimum timing is guaranteed thanks to fully
variable camshaft adjustment. The small valve lift permits
Both individual systems of the VarioCam Plus (camshaft a reduction in fictional loss, a significantly increased
adjustment and valve lift switchover) are controlled by the charge movement thanks to the extremely short opening
Motronic control unit ME7.8.1. This control unit has been times, as well as lower emissions from previous combus-
designed specifically for these requirements with a high tions in the combustion chamber. This results in consump-
processor capacity. This is necessary because the input tion and emission reductions of up to 10 % at the same
values for “engine speed”, “accelerator pedal position”, time as significantly improved idling quality.
“engine oil and water temperature” as well as gear speed
detection are required to control VarioCam Plus. The Partial Load
demand for torque or power is compared with the stored
program maps. A decision on how VarioCam Plus must Operation with internal exhaust gas recirculation is
react is made in milliseconds. optimum under partial load conditions for the purpose of
dethrottling and in order to reduce the engine
Camshaft Adjustment Of The Intake Camshafts consumption. For this purpose, the camshaft phasing for
the small valve lift is adjusted in order to achieve a large
The 911 Turbo (997) features continuous adjustment of overlap, therefore allowing a large proportion of time for
the intake camshafts by vane adjusters. The load and exhaust recirculation.
speed dependent adjustment range of the intake
camshafts is 0 to 40 ° crankshaft angle. Full Load
Valve Lift Switching Of The Intake Camshafts In full-load operation, a high torque and high maximum
output are achieved on the one hand through a low-loss
The small valve lift was increased from 3.0 mm (996) to charge cycle and, on the other, by an uncompromising
3.6 mm in order to make more efficient use of the advan- cam contour design with a maximum valve lift of ten
tages of VarioCam Plus with continuous camshaft adjust- millimeters and correspondingly adapted opening and
ment and a larger adjustment range with respect to closing times of the valve strokes.
consumption, output and exhaust emissions. The valve lift
adjustment system consists of switchable flat-base
tappets on the intake side of the engine which are
operated by means of an electrohydraulic 3/2-way
switching valve.
Since there are two different cam forms on the intake

camshaft, the corresponding valve lift curves act on the
engine when the respective cams are switched. The flat-
based tappets consist of two nested tappets which can be
locked against each other by way of a pin. The inner
tappet is in contact with the small cam and the outer
tappet with the large cam. A hydraulic compensating
element for the valve clearance is always integrated in the
power flow of the tappet.

E-Throttle 7.1.1 – Cayenne (1st Generation) Development Objectives for the Cayenne
• High specific output

• Outstanding torque curve
• Compliance with all legislative emissions requirements
• Low specific fuel consumption
The following engineering content was implemented

in the Cayenne S and the Cayenne Turbo:
• Utilization of Motronic 7.1.1

• Electronic throttle valve control (E-Gas)
• Engine drag torque control (MSR)
General • Air-gap insulated exhaust system up to the primary
catalytic converter
The model year 2003/2004 Cayenne S and Turbo were • Broad-band LSU oxygen sensors ahead of the catalytic
the first Porsches equipped with Motronic (DME) ME 7.1. converters
• LSF oxygen sensors behind the catalytic converters
The following DME 7.1.1 information was first • CAN networking and MOST media network
published in the 2004 Cayenne S/T Service • VarioCam with continuous adjustment of the intake
Information Technik book. camshafts
• Immobilizer with transponder system
The newly developed 4.5-liter V8 naturally aspirated and • Returnless fuel system
V8 turbo engines in the Cayenne were specially designed • OBD II or EOBD adapted to different regulations world-
for maximum specific power, as well as high torque over a wide
broad rev band. The engine develops its power effortlessly
and loves to rev, accompanied by a unique Porsche Cayenne S
exhaust sound. It has outstanding emissions and fuel
consumption characteristics and meets all applicable • Maximum power 340 hp @ 6000 rpm
exhaust emission and noise legislation world-wide. It • Maximum torque 310 lb ft @ 2500 – 5500 rpm
combines great reliability with a low need for service. • Idle speed 580 rpm
Control of the electronic fuel injection using Motronic • Engine rpm limited to 6500 rpm with Tiptronic S (6700
control module ME 7.1.1 permits continuously variable rpm with manual transmission) through E-Gas and fuel
camshaft adjustment (VarioCam) and feedback with broad- cutoff.
band oxygen sensors. • Intake manifold with variable induction charging
• Special spark plugs
Cayenne Turbo
• Maximum power 450 hp @ 6000 rpm

• Maximum torque 458 lb ft @ 2250 - 4750 rpm
• Idle speed 580 rpm
• Engine speed limited to 6500 rpm by E-Gas and fuel
cutoff
• Special platinum spark plugs with 1 ground electrode
• Exhaust gas turbocharging
• Water-cooled turbocharger
• Supplementary turbocharger oil scavenging

• Two-channel oxygen sensor feedback for independent
control of the fuel-air mixture for both cylinder banks
• On Board Diagnostics
• Actuation of radiator fans
• Torque interface (via CAN) to Tiptronic S and PSM
• Actuation of secondary air injection
Cayenne Turbo Additional
• Absolute pressure-controlled boost pressure regulation

• Actuation of the electric run-on coolant pump
• Actuation of the vacuum pump to back up the brake
pressure booster
Check-Engine Warning Light

Motronic (DME) ME 7.1.1
The Check Engine warning light is used to monitor
Electronic control of the Cayenne engine is by handled by emissions (on vehicles for the U.S. it is also activated in
the Motronic ME 7.1.1 The DME control module is located the event of leaks in the fuel tank system). Emissions
on the right side of the cowl. monitoring provides early detection of malfunctions, which
can result in increased output of pollutants or subsequent
The DME control module carries out the following damage to the catalytic converters. The Check Engine
tasks: warning light and a message in the multi-function display in
the instrument cluster indicates this. These malfunctions
• Optimal fuel mixture under all operating conditions are stored in the trouble code memory of the DME control
• Reduction of fuel consumption module.
• Combustion control
• Monitoring and regulation of exhaust gas readings
The Motronic control module was adapted to the

specific requirements of the V8 engine and contains
the following functions or controls:
• Static high-tension ignition distribution with individual

ignition coils As a functional check, the warning light illuminates when
• Knock control with automatic adaptation of the ignition the ignition is switched on and goes out about 4 seconds
map to fuel quality after the engine is started.
• Newly developed software to actuate the vane-type
camshaft adjuster • Check Engine warning light comes on steady –
(position control) emissions related error
• Throttle valve controlled by electric motor (E-Gas) • Check Engine light flashes – error leading to catalytic
• Engine idle speed control (via E-Gas) converter damage
• Cruise control system regulation (standard for USA)
• Engine drag torque control (MSR)
• Hot-film mass airflow sensing using 2 HFM 5 CL air flow
sensors
• Sequential fuel injection
• Fuel tank leak testing with leak diagnosis pump (USA
only)

CAN Networking of the Motronic Control Module (in DME Power Supply
CAN drive)
Electronic networking allows the exchange of data and

electronic information between the control modules. Data
exchange in the drivetrain takes place over the two copper
wires of the high-speed CAN. This CAN data bus combines
the individual control modules into a total system. The K-
wire is used for diagnosis.
The DME control module communicates with the

following systems over the CAN data bus:
• ABS/PSM control module

• Steering angle sensor
• Tiptronic control module
• Airbag control module
• Air-conditioning control module
• Instrument cluster Overview of Component Locations
• Rear control module (immobilizer) etc.
1 - Battery under driver’s seat.
Immobilizer 1A - Positive and ground connections in engine compartment.
2 - Current distributor with cut-off relay under driver’s seat.
The DME control module obtains the relevant information 3 - DME control unit in the right cowl.
for arming the immobilizer over the CAN from the control 4 - Diagnostic connection under the instrument panel, left
module for convenience systems, which is installed in the footwell.
right rear. 5 - Fuse carrier instrument panel, left side.
6 - Fuse carrier instrument panel, right side.
Crash Shut-Off 7 - E-box in the cowl with fuse carrier, relay carrier 1 and relay
carrier 2.
Depending on the impact angle and the impact speed, the 8 - Relay carrier 1 and 2 as needed below instrument panel
airbag control module sends a signal whereby either the (equipment dependent).
fuel pump is shut off by the DME control module (re-start
possible), or the cutoff relay is opened directly (re-start Safety Caution: Cut-Off Relay
possible only after re-activating the relay).
The cut-off relay separates the battery from the electrical
system in the event of an accident. After it is triggered, it
must be re-set manually.
Starter
The DME control module interrupts actuation of the starter

interlock relay and thus terminal 50 actuation to the
solenoid if an RPM threshold is exceeded.

Fuel Supply
The use of the most up-to-date engine technology makes

possible fuel consumption, which is low in relation to the
performance potential and weight of the vehicle.
In order not to compromise operation of the catalytic

converters and oxygen sensors, unleaded fuel must be
used exclusively.
The engines were designed optimally for 93 Octane fuel

with respect to power and fuel consumption. If 90 Octane
fuel is used, ignition timing is automatically adjusted to a
retarded ignition map by the control unit.
Fuel Tank
The fuel tank is located ahead of the rear axle and is addi-
tionally protected from below by high-strength plastic
covers. The fuel tank is made of high-density, multi-layer
polyethylene with a capacity of approximately 26.5 gallons
(of which approximately 4 gallons is reserve).
The filler opening is located on the passenger side in the

quarter panel above the rear wheel.
Component Location in the Fuel Tank
1 - Left Fuel Pump

1A - Vacuum Booster Pump For The Left Fuel Pump
1B - Left Fuel Pump Sender
2 - Right Fuel Pump
2A - Vacuum Booster pump For The Right Fuel Pump
2B - Right Fuel Tank Sender
3 - Fuel Filter
4 - Fuel Pressure Regulator
5 - Fuel Pressure line To The Engine
6 - Percolation Tank (for ventilation lines B and B1)
A - To Activated Charcoal Filter
A1 - From Activated Charcoal Filter To The Fuel Tank Ventilation
Valve In The Engine Compartment

Returnless Fuel System (RLFS) Fuel Filter
A returnless fuel system (RLFS = Return Less Fuel The fuel filter does not need to be changed. It is
System) is used on the Cayenne. In this system the fuel integrated into the left-side sending unit. The connections
pressure regulator as well as the fuel filter is integrated into at the fuel filter for the left-side and right-side fuel pumps
the fuel tank. As a result, no return line from the fuel distrib- are different in diameter.
utor in the engine compartment to the fuel is required with
this system. Only the quantity of fuel injected by the fuel Fuel Pressure Regulator
injectors is pumped to the fuel distributor in the engine
compartment. Doing away with the return line has the The pressure regulator is also built into the fuel tank below
benefit that no fuel heated in the engine compartment is the right-side tank flange.
returned to the fuel tank to increase fuel temperature there.
This further reduces the formation of fuel vapor in the tank. Fuel pressure, which is present right up to the fuel
Fuel Pump (Left-side and Right-Side) injectors, is about 58 psi (4.0 bar) from idle to wide-open
throttle. The quantity injected is thus dependent on intake
Two electric fuel pumps with integral pressure-side manifold pressure, which is measured by the DME control
operated vacuum booster pumps are installed. Fuel pump module when calculating injection duration.
2 comes into operation depending on demand and fuel
level in the tank. Fuel Supply Sender
The operating principle is the same as that of the sports The information from the two senders for the fuel supply is
cars. In each case, a two-stage full-flow pump is combined reported to the instrument cluster to calculate the fuel
in one, with a pre-stage for charging and a main stage for supply. To prevent corrosion and poor contact, the poten-
pressure build-up. The vacuum booster pump for fuel tiometer sliding contacts are gold-plated.
pump (1) is located in the right half of the fuel tank, the
one for fuel pump (2) in the left half. So fuel is picked up at Fuel Gauge
four different locations in the tank. This ensures a supply
of fuel even in difficult terrain. With this cross-over delivery, With the ignition switched off, fuel tank contents are
the tank can be drained on a level road by each pump. displayed. If the amount of fuel falls below about 4 gallons,
the reserve warning light is activated.
When the driver’s door is first opened, the signal from the
door contact switch (via CAN) is additionally used to briefly
activate the fuel pump. Fuel pressure is already built up
before the engine is started. In the event of an accident
with airbag deployment, the fuel pumps are switched off.
Regulation of Fuel Quantity
As a result of the on-demand regulation of fuel flow

capacity, fuel heating in the tank is reduced. The DME
control module switching on fuel pump 2 only as required,
while fuel pump 1 is always activated. With the following
switching criteria, fuel pump 2 is additionally switched on
to increase flow capacity. At engine start and then 2
seconds run-on (with a hot start 5 seconds run-on). With a
calculated fuel consumption of approximately > 13.2
gal./hour the pump is switched on, and at about < 12
gal./hour switched off again. With a fill level of
approximately < 2.5 gallons in the tank, it is switched on
and with about > 4 gallons it is switched off again.

Emergency Unlocking of the Fuel Filler Flap
If the power locking system should fail, the fuel filler flap
can still be unlocked mechanically.
Open the rear hatch, remove the cover from the right-side
storage bin in the baggage compartment and pull the
emergency release in the direction of the arrow (A), the Fuel Injector Layout
filler flap will pop open.
1 - Fuel Connection
Fuel injector (EV-6) 2 - Seal O-ring
3 - Filter Screen
Small external dimensions and low weight characterize 4 - Winding
this fuel injector. The risk of vapor lock with hot fuel is very 5 - Spring
low. As a result, it is well suited for use with returnless fuel 6 - Needle Valve With Solenoid Armature And Sealing Ball
systems, since fuel temperature in the fuel injector 7 - Perforated Injection Disk
compared with systems with a return is higher. 8 - Electrical Connection
9 - Injector Housing
Fuel is atomized with a perforated disk (4 holes). The 10 - Injector Seat
stamped injection orifices provide great consistency in the
quantity of injected fuel as well as insensitivity to fuel
deposits. Good tightness in the area of the injector seat is
ensured through the cone/sphere sealing.
In the Cayenne S, the fuel injectors are designed for a

maximum injection volume of 210 g/min. In the Cayenne
Turbo, this volume was adapted to 349 g/min because of
the increased engine performance.
The DME control module activates each fuel injector

sequentially. This allows injection of the fuel for each
cylinder in a precisely defined time interval, even when
driven in a sporting manner, which contributes to reducing
fuel consumption and the emission of pollutants.

Ignition System There is a supplementary mechanical attachment through
a threaded connector. The ignition coil is sealed at the 4-
The Cayenne has static high-tension ignition distribution pin connector as well as in the plug recess against water.
with individual coils, which are mounted directly to the Ignition coil pin-out.
spark plugs. The benefits of this system are:
Pin 1 - Body ground
• Highly reliable ignition Pin 2 - Engine ground
• Minimal electromagnetic interference with other Pin 3 - B+ terminal 15
electronic components Pin 4 - Ignition signal (trigger input)
• No need for spark plug wires and distributor
Ignition Coil
The Motronic ME 7.1.1 assumes control of the individual

coils with the firing order 1-3-7-2-6-5-4-8. Through the
steps described and with the benefits of the ignition
system, reliable ignition is achieved, maximizing
performance and minimizing emissions and fuel consump-
tion.
Ignition Coil Construction
A - Mounting Eye
B - Connector Terminal
C - Plug Recess Gasket
D - High Voltage Connector To Spark Plug
1 - Power Output Stage
2 - Cooling Plate For Power Output Stage
3 - Electronics Board With Integral Diagnostic Function And
Current Limiter
1 - Ignition Coil Cylinder 1 (bank 1 right front) 4 - Magnetic Core
2 - Ignition Coil Cylinder 2 5 - Secondary Winding
3 - VarioCam Valve (bank 1) 6 - Primary Winding
4 - Crankcase Ventilation 7 - Electrical Resistance
With this new coil design, the final stage electronics are Note:
combined in the ignition module housing. The housing is The coil must be pulled straight out of the valve cover and
connected electrically and mechanically by the short high- not tipped to the side when it is removed or the coil may
voltage connector to the spark plug in the plug recess. be damaged.

Operation of Electrical Components in the Ignition Cayenne Turbo Spark Plugs
Coil
Special platinum spark plugs with one ground electrode
The ignition coil ensures optimal combustion of the air-fuel are used in the Cayenne Turbo, allowing a change interval
mixture in the engine combustion chamber. If the coil is of 40,000 miles (60,000 km). Through the use of a very
triggered for an excessive time, the primary current in the thin center electrode, voltage requirements are
coil is driven down, so that spark-free engine shutdown is correspondingly reduced, to ensure adequate voltage
ensured. reserves for the ignition system over its entire service life.
Diagnostic functions are also integrated. When an error is The use of glide spark plugs is not possible especially with
detected, pin 4 (trigger input) is switched to high turbocharged engines, since ceramic nicks can be caused
impedance. This is detected in turn by the DME and the on the insulator tip by higher combustion pressures, which
error is entered in the trouble code memory. in turn can result in reduced change intervals or premature
failure of the spark plug.
Cayenne S Spark Plugs
Engine Speed Sensor
With these glide spark plugs the 4 ground electrodes are
located to the side of the ceramic insulator. As a result, The inductive engine speed sensor on the bell housing
the sparks (1) always glide over the surface of the registers engine RPM and the current position of the
insulator (4) and jump through a small gas path to the crankshaft by means of 57 windows in a flange on the flex
ground electrode (2), producing better ignition properties. plate. One window is made wider to indicate crankshaft
The primary benefit of the glide spark plug lies in the self- position to the DME control unit.
cleaning effect of the insulator tip since any shunts
occurring between the center electrode and ground
electrode are eliminated through the sliding sparks, partic-
ularly during cold starts. These spark plugs make possible
a change interval of 60,000 miles (90,000 km) in the
Cayenne S.
Construction of the Cayenne S Glide Spark Plug
1 - Glide Spark Path

2 - Ground Electrode
3 - Center Electrode
4 - Insulator

Hall Sensor Knock Sensor Bank 1 and 2
A modified rotor is mounted on the intake camshafts for The knock sensors are mounted on the crankcase below
both banks of cylinders. Based on the rotor position, the the intake manifold. They detect the structural acoustic
Hall sensor determines the current position of the intake oscillations of the crankcase. The mechanical vibrations
camshaft 4 times per camshaft revolution and passes this are transmitted with the help of the piezoelectric effect as
value on to the control module. Thus the exact position of electrical voltage signals to the DME control module. If the
both intake camshafts is determined, which is the precon- DME control module detects “knock,” the ignition timing at
dition for continuous camshaft adjustment. the cylinder in question (cylinder-selective) is retarded.
Retardation takes place in steps of 3º CA (crankshaft
angle) and can be advanced again in stages of 0.75º,
which takes place within 10 to 20 seconds. Maximum
retardation of ignition timing is 18º of crankshaft angle up
to 1600 RPM, over 1600 RPM it is limited to 15º of crank-
shaft angle.
A - Hall Sensor
B - Camshaft Rotor
1 - Knock Sensor - Bank 1

2 - Knock Sensor - Bank 2
A - Starter
If a knock sensor, Hall sensor or engine speed sensor

fails, adjustment is retarded for safety. In this case,
ignition timing up to 4400 RPM is retarded by 15º of
crankshaft angle. Above 4400 RPM up to 6000 RPM retar-
dation is reduced to 12º of crankshaft angle.

Air Flow Cayenne Turbo
Cayenne S Air flows from the air duct (intake pipe) behind the front
end, through an air filter on both the left and right to the
Air flow from the air duct (intake pipe) behind the front two mass air sensors. Then the intake air is delivered to
end, through an air filter on both the left and right to the the compressors of the two turbochargers. Then the
two mass air sensors. Then the intake air flows together compressed and heated charge air is recooled by means
ahead of the throttle valve control unit (E-Gas) and is of a charge intercooler located in each of the wheel
delivered to the engine through the intake manifold. housings. Boost pressure and charge air temperature of
the intake air that is being delivered to the engine is regis-
tered in the combined airflow ahead of the throttle valve
control unit. Cooling the compressed charge air achieves
good cylinder filling and low component temperatures.
You can find a description of boost pressure control in the

Turbocharger section.
Cayenne S Air Flow Layout
1 - Air Duct (intake pipe)

2 - Air Filter Housing With Filter Insert
6 - Composite Intake Manifold
A - Hot Film Mass Airflow Sensor
C - Throttle Valve Control Unit (E-Gas)
Cayenne Turbo Air Flow Layout
Air Filter Elements
1 - Air Duct (intake pipe)
The two air filter elements for the Cayenne S and Cayenne 2 - Air Filter Housing With Filter Insert
Turbo must be changed every 75,000 miles (120,000 3 - Exhaust Turbocharger
km). In dusty areas, the air filter elements should be 4 - Deceleration Air Recirculation Valve
cleaned more frequently and replaced if necessary. 5 - Charge Air Intercooler
6 - Composite Intake Manifold
A - Hot Film Mass Airflow Sensor
B - Charge Air/Intake Temperature Sensor
C - Throttle Valve Control Unit (E-Gas)

HFM 5 CL Hot-Film Mass Air Sensor
The venturi mass air sensors on the left and right are
supplied as a replacement part with the measuring venturi.
The mass air sensor must not be removed from the
measuring venturi, since these parts were matched on a
flow bench. The diameters of the measuring venturis are
different based on the different air throughput between
Cayenne S (low) and Cayenne Turbo (high).
On the Cayenne S the signal from the intake air tempera-

ture sensor is sent to the DME control module by a mass
air sensor.
On the Cayenne Turbo the mass air sensors and

A - Sensor Element
measuring venturis are matched to the high air throughput.
B - Cross Drilling
Air temperature is registered by the boost pressure-
C - C-Shaped Air Passage
charge air sensor, which is mounted ahead of the throttle
valve. The values measured are made available to the DME
To calculate the total air mass, which serves as the
control module.
primary load signal, the air mass from the left and right
mass air sensors are added together in the control
module. Should one or both mass air sensors fail (for
example, as the result of an open or short circuit), or if the
total air mass (sum of the two mass air sensors) deviates
from a tolerance range calculated in the control module,
an error is stored and a substitute value is created from
throttle valve angle and engine speed.
Venturi Mass Air Sensor
S - Cayenne S (small diameter)

T - Cayenne Turbo (large diameter)
As a result of the C-shaped air duct, these mass air

sensors are less sensitive to dirt particles and water
drops, since they reach the sensor element only after a
reversal of the air stream. A transverse hole through the
air passage serves to reduce pulsation errors.

Accelerator Pedal Throttle Valve Control Unit (E-Gas)
With the newly developed accelerator pedal in the The range of operation of E-Gas corresponds basically to
Cayenne, the accelerator position sensor is integrated into the operation described for vehicles with Motronic ME 7.2
the pedal assembly. Therefore no throttle cable is and ME 7.8. In the case of the electronic throttle valve
required. The characteristic curves of the two integral control unit (E-Gas), the throttle valve is adjusted by an
potentiometers are comparable with those of the ME 7.2 electric motor over a two-stage gear. Thus electronic
systems and act as an input signal (driver request) to control of the air inducted by the engine is possible over
calculate the torque-oriented operational construct, which the entire load range.
triggers the engine management system accordingly.
Operating characteristics (relationship between
engine torque and accelerator pedal position) are
clearly established with E-Gas, which offers the
following benefits:
• Increased driver comfort

• Engine speed can be better controlled and limited
• Reduction of engine emissions
• Improved cruise control operation
• Improved shift comfort with Tiptronic S
• Assistance for the traction control systems (e.g. PSM,
MSR)
• Engine protection in the event of failures in the area of
boost pressure control (Cayenne Turbo)
As the result of active intervention by the throttle

valve control unit (E-Gas), the following functions are
1 - Accelerator Pedal made possible:
A - Pedal Potentiometer
B - Spring-pressure Unit • On deceleration, with unacceptably high engine braking
when downshifting, engine drag torque control (MSR)
On vehicles with Tiptronic, Kickdown is recognized electri- prevents all the drive wheels from locking on a slippery
cally by way of the characteristic curve of the potentiome- road by slightly opening the throttle valve.
ters. A spring-pressure unit is installed for driver feedback. • If braking functions are not sufficient to stabilize the
vehicle when PSM is activated, E-Gas intervenes in
Learning Kickdown Adaptation engine control. A change in engine torque is initiated by
changing the ignition timing and intervening in throttle
In order to achieve reliable conformance between valve adjustment.
electrical recognition of Kickdown and the increase in
power when the pedal is operated, adaptation must be Throttle valve control unit (E-Gas) adaption must be
carried out. The result of this adaptation is stored in the performed under the following circumstances:
EEPROM of the DME control module and as a result it is
retained even after disconnecting the battery terminals. • Following a reset (e.g. disconnecting the battery)
• If the connectors at the DME control module were
Kickdown adaption is necessary under the following separated
conditions:
To perform adaptation, switch on the ignition for 1 minute
• Initial vehicle start-up at the end of the line (do not start the engine and do not operate the
• Service replacement of the engine control module (ECM) accelerator pedal), then switch off the ignition for at least
• Service replacement of accelerator pedal module 10 minutes. The throttle valve stop (close) is re-adapted.

Cruise Control (Standard USA) A two-piece vacuum reservoir (which has a pre-stage with
a calibration drilling as a buffer) is integrated in the rear
The Motronic control module implements this function by section of the intake manifold. It is needed in the Turbo to
positioning the throttle valve control unit (E-Gas) activate the overrun recirculation air valves and to activate
accordingly. Cruise control is operated through the lower the leak diagnosis pump.
left lever on the steering column to select a speed
between about 25 and 131 MPH. Electrically Heated Crankcase Ventilation
Intake Manifold The crankcase ventilation on the Cayenne engines has an

electric heating element that prevents icing of condensate
The principle of pulse manifold charging was followed in this area. This heating element is integrated in the
when designing the intake manifold. Through proper layout connecting pipes for the crankcase ventilation. The
of the intake runner lengths and intake runner diameters, connecting pipe is installed behind the throttle valve
in conjunction with optimized intake port geometry as well control unit.
as continuous adjustment of the intake camshafts, it was
possible to achieve a wide torque curve. The heated copper ring in the heating element contains a
PTC with an electrical resistance of 5 – 13 ohms (68°
The benefits of the plastic intake manifold, manufac- F./20º C). As soon as outside temp falls below 37° F. (3°
tured in several steps (multi-process technology) C), the heating current is switched on by the DME control
are: module and controlled through an outside temperature-
dependent duty cycle between 3A and 0A.
• Minimization of pressure losses
• Equal intake runner length When it is first switched on, current draw may rise to 5A
• High component rigidity with low weight for a short period.
This manufacturing process brings benefits in pulse tuning

and acoustics resulting from component rigidity. In
addition, the optimal surface finish inside the intake
manifold lowers pressure losses and improves torque.
Crankcase Ventilation Heating Element
1 - Connector For Electric Heating

A - From Engine Ventilation - Bank 1
B - From Fuel Tank Ventilation Valve
C - Connection To Composite Intake Manifold
Fuel tank ventilation, as well the ventilation system for the

Composite Intake Manifold Layout turbocharger oil catch tank on the Turbo is taken to the
intake system via the connecting pipe for the heated
1 - Composite Intake Manifold crankcase ventilation.
2 - Vacuum Reservoir (at the rear integrated in the intake
manifold Through the arrangement of the non-return valves, the
3 - Throttle Valve Control Init (E-Gas) airflow on the Cayenne Turbo reaches the intake manifold
4 - Heating Element For Crankcase Ventilation at idle and under boost pressure it reaches the intake side
5 - Connection For Measuring Fuel Pressure of the left turbocharger.
6 - Fuel Injector

Fuel Tank Ventilation Layout
1 - Filler Neck
2 - Percolation Tank (ORVR one-piece)
Cayenne Turbo Crankcase Ventilation 2A - Fuel Tank Operating Ventilation
2B - Refueling Ventilation
1 - Heating Element For Crankcase Ventilation 3 - Connection To Carbon Canister
2 - Non-return Valves - Intake Side/Pressure Side 4 - Pressure holding Valve
3 - Oil Vapor Separator 5 - Carbon Canister (ORVR with flange for leak diagnosis pump)
4 - Tube To Intake Manifold 6 - Water Separator With Filter Element and Fresh Air Induction
5 - Hose To Intake Side Of The Left Turbocharger 7 - Leak Diagnosis Pump
6 - Connection For Fuel Tank Ventilation 7A - Vacuum Line From Intake Manifold To Leak Diagnosis
8 - Shut-off Valve
Fuel Tank Ventilation ORVR Vehicles A - To Fuel Tank Ventilation Valve (in engine compartment)
As a result of the legal provisions in the U.S. The ORVR

system (On-Board Refueling Vapor Recovery) ensures that
the resulting HC vapors are directed into the activated
charcoal filter during refueling and do not escape into the
atmosphere.
In addition, the OBD II system (On-Board Diagnostic

System) monitors the fuel system for leaks with the aid of
a leak diagnosis pump (LDP). The LDP system performs
leak checks regularly and can detect leaks 0.5 mm or
more in diameter.

Leak Diagnosis Pump
The leak diagnosis pump consists of a diaphragm pump

and an electrical frequency valve. Intake manifold vacuum
from the vacuum reservoir integrated at the rear in the
intake manifold reaches the vacuum side of the diaphragm
pump through the electrically cycled valve, and positive
pressure in the millibar range is created. Depending on
how quickly this positive pressure is built up, and the fuel
tank provides counter-pressure, a reed switch on the
diaphragm provides feedback to the DME. By evaluating
the time differentials and pump strokes, the integrity of the
Simplified Evaporative Emissions, ORVR with LDP Diagram
fuel system or the size of the leak is recognized.
1 - Evap Canister
Leakages less than 0.25 mm in diameter are recognized
2 - Vacuum Limiting Valve
as a minor leak and displayed through the “Check Engine”
3 - Percolation Valve
light after the leak is confirmed. Larger leakages, as well
4 - Over Pressure Relief Valve
as an open fuel filler cap, are diagnosed as a gross leak.
5 - Filler Neck
6 - Fuel Tank
Following a lengthy shut-down phase (so that fuel tempera-
7 - Spring Loaded Flap
ture is as low as possible) the diagnostic sequence is
8 - Fill Limit Venting Valve
started under constant driving conditions (e.g. interstate
9 - Rollover Valves
highway driving). Leak diagnosis can be performed once
10 - Over Pressure Valve
or twice each day during vehicle operation if conditions
11 - Refueling Vent Line
are met (differential of starting temperature to engine shut-
12 - Evap Valve
down temperature > 108° F. (42° C).
13 - Evap Valve Shut-off Valve
14 - LDP
15 - Vacuum Inlet From Intake Vacuum Reservoir
16 - One Way Check Valve
17 - Tank Vent Lines
During normal venting operation the Hydrocarbon laden

fumes from the fuel in the Fuel Tank (6) rise to the
Percolation Tank (3) via the Tank Vent Lines (17) and
Refueling Vent Line (11). The pressure in the tank is
regulated to about 40 Millibar by the Vacuum-Limiting
Valve (2) so as not to allow the fuel to boil in the low
pressure. The fumes stored in the Evap Canister (1) where
they are purged to the engine by the DME controlled Evap
Cross Section Leak Diagnosis Pump
Valve (12) during purging.
1 - Vacuum Connection (from vacuum reservoir in intake

During refueling the fuel vapors rise to the Percolation
manifold)
Tank (3) via the Refueling Vent line (11) and Vent Lines (17)
2 - Electric Frequency Valve For The Diaphragm Pump
until the fuel level rises to close the float valve in the Fill
3 - Vacuum Side Of The Diaphragm Pump
Limit Vent Valve (8). The Fill Limit Vent Valve (8) closing
4 - Pressure Side Of The Diaphragm pump
causes the pressure in the Filler Neck (5) to rise and shut
5 - Connecting pipe To The Charcoal Filter (pressure side)
off the fuel filling nozzle.
6 - Connecting Pipe To The Water Separator/Filter Element
7 - Electrical Reed Switch

Evap Shut-Off Valve Vacuum Pump to Assist the Brake Booster (Cayenne
Turbo)
The shut-off valve (13) sits in a by-pass to the leak
diagnosis pump and voltage is only applied during On the Cayenne Turbo an electric vacuum pump is
diagnosis, closing the by-pass. At the conclusion of installed to improve brake boost. It is located in the engine
diagnosis, the valve is opened again to dissipate the compartment on the right strut tower under the styled
positive pressure built up in the fuel tank. cover. Under engine operating conditions with reduced
vacuum supply (e.g. catalytic converter heating following a
cold start, parking maneuvers, driving at high altitudes),
the vacuum pump is activated by the DME control module.
The DME control module acquires the pressure through a

pressure sensor in the vacuum line from the brake booster
and activates the vacuum pump, as required. Depending
on the current ambient pressure, for example at 1000
mbar ambient pressure, the pump is switched on at a
brake booster pressure of around 500 mbar and switched
off again at about 300 mbar. On-time in normal operation
without brake use is about 7 to 10 seconds, at high
Overview of Leak Diagnosis altitudes the switch-on point is lowered.
During a leak diagnosis check the Evap Valve (12) and the
Evap Vent Valve (13) are closed by the DME. The DME
then cycles the Electric frequency valve for the diaphragm
pump (2, top of page) allowing manifold vacuum to enter
from vacuum reservoir in intake manifold (1, top of page)
this causes the Vacuum side of the diaphragm pump (3,
top of page) to rise and draw air in the Connecting pipe to
the water separator/filter element (6, illustration to left).
The vacuum is then released as the pressure is built from
this pumping action the Connecting pipe to the activated
filter charcoal filter (5, illustration to left) raises the
pressure throughout the evap system. The rising pressure
causes the Electrical Reed Switch (7, illustration to left) to
make contact and send a signal to the DME 1 - Electric Vacuum Pump
2 - Pressure Sensor
If the pump cannot build enough pressure to keep the reed 3 - Vacuum Brake Booster
switch closed during the checking phase of the test, this 4 - Non-return Valves
indicates a minor leak to the DME. If the pump cannot 5 - DME Control Module
build enough pressure to close the reed switch during the 6 - Relay
test phase of the test this indicates a major leak to the V - Vacuum To Engine
DME.

Exhaust System Cayenne S Exhaust System
The Cayenne S and Cayenne Turbo underscore the engine By means of a cross-connection (cross-over point only on
note through a typical Porsche load-dependent exhaust Cayenne S), that is, a pipe which connects both exhaust
note, which was tuned through the rear mufflers and tail tracts, the two exhaust tracts, or the oscillating exhaust
pipes and satisfies all applicable legal requirements. To gas columns, are linked together after the primary
achieve long life and long-term attractive appearance, the catalytic converters. This positively influences the torque
entire exhaust system is made of stainless steel, which curve in the lower RPM range.
has particularly good corrosion resistance. The exhaust
system consists of two exhaust tracts. Exhaust gases are The rear muffler in the Cayenne S has individual tail pipe
taken through air-gap insulated exhaust headers with the tips on the left and right.
shortest possible pipe length to the preliminary catalytic
converters. The short pipe lengths not only speed up
heating of the catalytic converters, but also reduce energy
losses in the exhaust gases.
By arranging the flex pipes between the pre-catalytic

converters attached to the engine and the main catalytic
converters attached to the body, the transmission of
engine vibration to the body was effectively eliminated.
The left and right exhaust tracts come together again in
the rear muffler.
1 - Exhaust Header
2 - Decoupling Element
3 - Exhaust Pipe
4 - Rear Muffler
5 - Tail Pipe Enclosure (cross-over, Cayenne S only)
6 - Cross Connection (cross-over, Cayenne S only)
A - LSU Oxygen Sensor (ahead of catalytic converter)
B - LSF Oxygen Sensor (after catalytic converter)
C - Preliminary Converter
D - Main Catalytic Converter

Cayenne Turbo Exhaust System Exhaust Treatment
The exhaust system on the Cayenne Turbo was matched Contributing factors to the excellent emissions numbers
to the increased requirements and different exhaust gas for the Cayenne include the modern control concept of the
velocities and exhaust gas pulsations through exhaust DME, the On-Board Diagnostic System (OBD II and EOBD)
pipes with a larger cross section. as well as the exhaust system with metallic catalytic
converters and two-channel oxygen sensor feed back. Two
As a result of the smoothing of the exhaust gas pulsations oxygen sensors per cylinder bank handle monitoring of
in the turbochargers, the demands on the rear muffler are exhaust gases and functional monitoring of the catalytic
different than with the Cayenne S. An optimal exhaust note converters. They provide the information to the DME
is achieved through specific damping and pipe routing control module for regulating exhaust gas figures. The
inside the rear muffler together with the tail pipes. lowest possible emission of pollutants is achieved through
this two-channel oxygen sensor feedback. To reduce pollu-
Differing from the Cayenne S, the exhaust pipes for the tants during warm-up, the catalytic converters are heated
Cayenne Turbo do not have a crossover point. The rear up rapidly as the result of measures in the engine manage-
muffler on the Cayenne Turbo is also installed as a visible ment system, such as, retarded ignition and injection of
design element. Exhaust gases leave the Cayenne Turbo secondary air in the exhaust tract for afterburning. The
through two tail pipe tips on the outer left and right, whose corresponding opening of the throttle valve control unit
design differs from the Cayenne S. compensates for the associated reduction in torque.
Emissions Standard
In Europe the Cayenne S and Cayenne Turbo are classified

as Stage 4 (EU4) and in the U.S. as an LEV I (Low
Emissions Vehicle). Both Cayenne engines are substantially
below the threshold values of the EU4 guideline, which
goes into effect in 2005 as well as all other applicable
legislative directives.
EU4 – Europe: These vehicles meet EOBD (European On

Board Diagnosis) and have four oxygen sensors (the
oxygen sensors downstream of the catalytic converter run
1 - Exhaust Header the control system), 3-way catalytic converter systems
1A - Exhaust Turbocharger with two preliminary and two primary catalytic converters,
2 - Decoupling Element as well a secondary air system for each cylinder bank.
3 - Exhaust Pipe LEV I – USA: Unlike EU4 these vehicles satisfy OBD II (On
4 - Rear Muffler Board Diagnostics II) and ORVR (on-board recovery of
5 - Tail Pipe Enclosure vapors during refueling)
A - LSU Oxygen Sensor (ahead of catalytic converter)
B - LSF Oxygen Sensor (after catalytic converter)
C - Preliminary Converter

Preliminary and Primary Catalytic Converters Secondary Air System
The preliminary and primary catalytic converters are made The V8 engines in the Cayenne have separate secondary
of metal. This allowed the coated inner walls to be of a air systems for the left and right cylinder bank, mounted at
thinner design than, for example, ceramic catalytic the rear of the appropriate cylinder head. The secondary
converters and the result is a greater total surface area air blower for banks 1 and 2 are activated through relays
for the catalyzing passages. This ensures faster warm-up, by the DME control module. This builds up pressure over
long life and greater efficiency in the conversion of the connecting hoses up to the secondary air valves. At
pollutants. about 80 mbar delivery pressure from the blower, the
diaphragm in the secondary air valves is opened; as a
Metallic converter substrates have only about 1/3 the wall result, the injected secondary air arrives behind the
thickness of ceramic substrates. They are more compact exhaust valves through the distribution pipe in the
and have more active surface to convert pollutants. In the appropriate cylinder head. The injection of secondary air
warm-up phase, the operating temperature for exhaust after the exhaust valves results in a reduction of CO and
gas treatment is reached more quickly. In addition, a HC, which are generated in greater amounts in the cold
metallic catalytic converter is less sensitive to heat, start phase with lambda < 1.
impacts and ages more slowly. Because of lower exhaust
gas pressure, increased engine performance is achieved. Additionally, the catalytic converters reach their light-off
temperature of about 662° F. (350° C) as a result of the
heat released during afterburning. During the first cold
start, the condition for air injection is reached when
coolant temperature is between 14° F. (–10° C) and 86° F.
(30° C). In the range close to idle, secondary air injection
runs for up to about 100 seconds, at part throttle this is
reduced to about 40 seconds. If the inducted volume of
air of about 340 kg/h is exceeded during secondary air
injection, secondary air injection is switched off. A supple-
mentary non-return valve is integrated in the secondary air
Cayenne Turbo System valve of the Cayenne Turbo, which prevents opening as the
result of pressure spikes in the exhaust system. End stage
A - LSU Oxygen Sensor (ahead of preliminary catalytic converter) diagnostics monitors the relays, the operation of the
B - LSF Oxygen Sensor (after the preliminary catalytic converter) secondary air system is monitored by closed loop Oxygen
C - Preliminary Catalytic Converter sensor control.
1 - Exhaust Header
1A - Exhaust Turbocharger
1B - Boost Pressure Control Valve
2 - Decoupling Element
Because of the high temperatures that a catalytic

converter needs to effectively begin the process of
exhaust gas treatment as quickly as possible after a cold
start, the exhaust gases are delivered to the pre-catalytic
converters through double-walled, air-gap insulated Secondary Air System
exhaust headers with the shortest possible pipe lengths
for rapid heating. As far as the main catalytic converter, 1 - Secondary Air Blower
which is designed as an underfloor converter, all exhaust 2 - Connecting Hose
pipes are air-gap insulated to reduce heat losses. In 3 - Secondary Air Valve
addition, heating of the pre-catalytic converters after a 4 - Flange With Air Passage
cold start is improved by means of secondary air injection. 5 - Air Flow Behind The Exhaust Valves

Two-Channel Closed Loop Control Broad-Band Oxygen Sensor Ahead of the Pre-
Catalytic Converters
Both banks of cylinders have a separate Oxygen sensor
control loop, through which the optimal mixture composi- An LSU4 wide-band oxygen sensor is installed on each
tion is determined for each one individually. The left and cylinder bank upstream of the catalytic converters. In the
right exhaust tracts are equipped with two Oxygen engine compartment, a sensor-specific, laser calibrated
sensors for monitoring the operation of the catalytic trimmer resistor is attached to the plug connection of
converters. In addition to the conventional jump Oxygen these oxygen sensors. This resistor is specially calibrated
sensors (LSF), which are installed after the pre-catalytic to each individual sensor during production.
converters, the more sensitive broad-band Oxygen
sensors (LSU) are installed ahead of the pre-catalytic Six cables lead off from the ME 7.1.1 control unit to the
converters. This keeps fuel consumption and exhaust plug connector in the engine compartment. Five cables
emissions as low as possible under all operating then lead off from the plug connection to the LSU4 wide-
conditions. band oxygen sensor.
LSF Oxygen Sensor after the Pre-Catalytic

Converters
The planar LSF Oxygen sensor is a further development of

the heated oxygen sensor. Functionally it corresponds to
the LSH heated Oxygen sensor, with a jump curve from O
to 0.9 volts at lambda 1. In contrast to the LSH, ceramic
films form the solid body electrolyte in the LSF Oxygen LSU4 wide-band oxygen sensor Schematic
sensor.
A - Wide-band Oxygen Sensor (LSU4)
LSF means Flat Oxygen Sensor B - Plug Connection (oxygen sensor) With Integrated Trim
Resistor
Special properties of the LSF Oxygen sensor: C - Plug Connection (engine wiring harness)
D - ME 7.1.1 Control Unit
• Reaches operational status quickly E - Pump Current
• Low heating requirements F - Ground (-)
• Stable control characteristics G - Nernst Voltage (Vn)
• Small size, low weight H - Sensor Heating (V Bat.)
I - Ground (-) For Sensor Heating (regulated via ME 7.1.1)
The sensor element of the planar Oxygen sensor is
constructed from ceramic films and has the shape of an The sensing element of the LSU4 wide-band oxygen
elongated plate with a rectangular cross section. The indi- sensor is a combination consisting of a Nernst concentra-
vidual functional layers (electrodes, protective layers, etc.) tion cell (sensor cell) and an oxygen pump cell which trans-
are produced using the silk-screen process. Laminating ports oxygen ions. The LSU4 wide-band oxygen sensor
the different printed films on top of each other allows for can be used from lambda > 0.7 to infinity (pure air).
the integration of a heating element in the sensor element. Accurate measurement is thus possible in both the rich
and lean range. Used in conjunction with the regulating
electronics, it supplies a clear and constant signal across
a broad lambda range.
To reduce emissions, the engine is run with a

stochiometric air/fuel mixture of lambda 1 as soon as the
operating behavior of the engine and the temperature of
the components permit this. However, the LSU4 wide-band
oxygen sensors used in this oxygen sensing system allow

the air/fuel mixture to be adjusted to a certain setpoint In the ME 7.1.1 control unit, a special operating
value(which may deviate from lambda 1) in both the warm- electronics system is integrated for each wide-band
up phase and the full-load range. As a result, the exhaust oxygen sensor. This system contains the regulating elec-
gas and running behavior fluctuate only slightly since the tronics for the oxygen pump cell and the Nernst
ME 7.1.1 control unit also regulates these ranges. concentration cell used to generate the sensor signal. In
addition, it also includes the regulating electronics for
Benefits of the Broad-Band LSU Oxygen Sensor keeping the temperature at the LSU4 wide-band oxygen
sensor at approx. 1382° F. (750° C). In the ME 7.1.1
• Constant characteristic curve control unit, the current for the oxygen pump cell is
• Precise measurement in broad lambda range from > 0.7 regulated to ensure that the composition of the gas in the
to infinity (air) diffusion gap of the oxygen sensor reaches the predefined
• Short response times < 100 ms lambda value.
• Fast availability
A - Opening For Exhaust Gas

B - Heater Current
C - Pump Current
D - Oxygen Sensor Voltage/Reference Voltage
1 - Nernst Concentration Cell (for generating voltage)
2 - Oxygen Pump Cell
3 - Measurement Cell (defusion slot)
Construction of the Broad-Band LSU Oxygen Sensor 4 - Reference Air Passage
5 - Oxygen Sensor Heater
1 - Sensing Element (combination comprising Nernst concentra- 6 - Closed Loop Circuit (in the DME control module)
tion cell and oxygen pump cell)
2 - Double Protection Tube
3 - Sealing Ring
4 - Sealing Package
5 - Sensor Housing
6 - Protective Sleeve
7 - Contact Holder
8 - Contact Clip
9 - Grommet
10 - Moulded Hose
11 - Five Connecting Cables
12 - Seal

Exhaust Turbocharging (Cayenne Turbo) Oil supply and oil scavenging from the turbochargers on
the Cayenne Turbo was designed for universal operating
The two turbochargers, which are arranged in parallel, conditions (e.g. up to a 45° slope) for the vehicle.
provide effortless power with the appropriate boost
pressure control. Air flows into these turbochargers at a Boost Pressure Control
radial and an axial angle, due to the mixed flow turbines
which also have a low moment of inertia. These innovative Depending on driving style, the boost pressure is
turbochargers are manufactured by IHI. As the result of regulated ahead of the throttle valve. With a steady or not
low intake manifold volume, short exhaust headers and the very lively driving style, engine tuning at part throttle is
Mixed Flow Turbines excellent response characteristics are constantly optimized in the direction of low fuel consump-
achieved. These turbochargers are designed for a tion by permitting only low pressure ahead of the throttle
maximum speed of 160,000 RPM (continuous operation). valve. It is opened correspondingly wide to bring about a
So that the maximum RPM is not exceeded, the DME low pressure drop. With a very brisk driving style, a higher
control module reduces boost pressure as needed above boost pressure is set ahead of the throttle valve. The
an altitude of 2,200 meters. effect is that when the throttle valve is opened at part-
throttle operation, the turbochargers are already running
A cast steel turbine housing was used to achieve high at higher speed and thus full-throttle boost pressure is
turbine entry temperatures and consequently optimal wide attained very quickly. This principle can minimize “turbo
open throttle consumption. By water cooling the lag.”
turbochargers, Coking in the turbine bearing housing
under high thermal loads is prevented (coking is when the The required engine torque of the engine is calculated
oil is overheated until it becomes a solid and blocks the depending on the accelerator pedal potentiometer (driver
lubrication passages). To cool the turbochargers while the request), engine RPM and other factors in the torque-
engine is not running, the electric coolant circulation oriented operational construct in the DME control module.
pump, which is installed behind the wheel house cover at Boost pressure in the Cayenne Turbo is controlled by
the left front, can be switched on. The electric coolant absolute pressure. Maximum torque can be kept constant
circulation pump is switched on as needed in run-on for a long period with respect to geographical altitude and
operation together with the electric cooling fans by the temperature. The diagnostic capability of the system was
DME control module. expanded to include leak detection in the intake system.
The engine charge required for a particular torque is deter-
mined through the calculation of mass air and
implemented by specifying and controlling boost pressure.
The graph applies to 92 RM/2 fuel and sea level at
average temperatures.
Turbocharger
1 - Flange To Exhaust Header

2 - Exhaust Turbine
3 - Bypass Valve (wastegate)
A - Pressure Unit For Boost Pressure Control

Boost Pressure Control Components
1 - Frequency Valve For Boost Pressure Right Control

2 - Pressure Side (boost pressure from right turbocharger)
3 - Pressure (from the intake side of the left turbocharger)
4 - Regulated Control Pressure To The Boost Pressure Control
p - Boost Pressure in mbar Absolute (pressure) Valves
n - Engine Speed (rpm) 5 - Pressure Unit On The Turbocharger
M - Torque in Nm
p - Power in kW The cross sectional opening of the frequency valve for
boost pressure control is dependent on the boost
In the Cayenne Turbo, boost pressure is registered by the pressure requested. The frequency valve for boost
pressure sensor and controlled to the required boost pressure control changes its opening time to atmospheric
pressure calculated by the DME control module. The pressure in accordance with its activation (duty cycle)
electric frequency valve for boost pressure control is through the DME control module. From boost pressure
activated by an appropriate duty cycle, by which pressure and atmospheric pressure, a control pressure is
is applied to the boost pressure control valves on the modulated, which actuates the pressure units of the boost
turbochargers, and the bypass valves (waste gate) in the pressure control valves accordingly and thereby opens the
turbochargers open. Turbocharger RPM is reduced, and waste gates on the turbochargers. In a de-energized state,
boost pressure is limited. The electric frequency valve is the frequency valve for boost pressure control is switched
activated by the DME control module when accelerating at so that boost pressure acts directly on the pressure units
a maximum 95% and a steady state at about a 60% to and thus the boost pressure control valves open the waste
80% duty cycle. Maximum boost pressure at wide-open gates at a low boost pressure.
throttle is up to about 24 PSI (1650 mbar) and is already
reached at a speed of 2500 RPM. In the remainder of the Boost Pressure Adaptation
RPM curve, boost pressure is cut back and at rated power
(331 kW @ 6000 RPM) it is about 22 PSI (1500 mbar). The Cayenne Turbo has adaptive boost-pressure control.
For diagnosis the adapted value among the actual values
of the DME can be read out as “boost pressure
adaptation.” The adaptation range of boost pressure
control is 0±25 %. Above a deviation of more than about
25% the switch to open-loop is made and a trouble code is
stored. In open-loop, boost pressure is lowered by about
20%, reaching a maximum of 20 psi. Should the frequency
valve for boost control fail, basic boost pressure is
reduced even further for safety reasons. The consequence
is a noticeable lack of power and performance.

Electrical Switching Valve for Recirculating Air on Pressure Sensor with Temperature Sensor
Deceleration
To prevent the turbochargers from slowing on a sudden

transition from high load to deceleration, an electrical
switching valve is used to control recirculating air. The
DME can activate this electric switching valve, which
actuates the recirculating air valves independently of
intake manifold pressure. Controlled opening of the recir-
culating air valves reduces noise in the induction system
and has positive effects on fuel consumption. Through the
electric recirculating air valve in conjunction with the
vacuum reservoir, operation of the recirculating air valves The pressure sensor registers pressure and air tempera-
independently of intake manifold pressure can be ture ahead of the throttle valve control unit and makes
achieved. The system is designed so that if the electric these signals available to the DME control modules.
switching valve should fail, the decel recirculating air
valves can continue to be opened through manifold Coolant Temperature Gauge/Coolant Warning Light
pressure.
The coolant temperature sensor (NTC), which is threaded
into the coolant distribution pipe at the right rear of the
engine, sends its signal to the DME control module, which
passes on this information over CAN. The temperature is
displayed in the instrument cluster by the coolant tempera-
ture gage. At a coolant temperature of > 255° F. (124° C)
the coolant warning light is additionally switched on and
switched off again at < 246° F. (119° C).
Electric Fans 1 and 2 for the Cooling System
Electric fan 1 has a maximum power of 600 watts, electric

fan 2 of 300 watts. For continuous control, the DME
control module changes the duty cycle for the end stages
of fans 1 and 2.
Connections for Recirculating Air
1 - Electrical Switch Valve For Recirculation Air On Deceleration

2 - Intake Manifold Pressure
3 - Vacuum From Vacuum Reservoir
4 - Actuation For Recirculating Air Left And Right
1 - Electric Fan 1 (with integral output stage)

2 - Electric Fan 2 (with external output stage)
2A - Output Stage For Electric Fan 2

Control of fan speed is dependent on coolant and ambient VarioCam
temperature. The coolant thermostat begins to open at
about 182° F. (83° C) coolant temperature and reaches its To reduce fuel consumption and increase maximum
maximum opening at about 210° F, (98° C). The two torque, a continuous variable, stepless camshaft adjuster
stepless fans 1 and 2 are activated at about 200° F. (VarioCam) is used on the intake camshafts. The DME
(93° C) and reach their full performance at about 220° F. control module regulates the position of the intake
(105° C). camshafts under the control a map. The vane-type
adjusters can shift the intake camshafts for cylinder banks
With the air-conditioning switched on, the fans are also 1 and 2 between 0° to 50° crankshaft angle (25°
activated, above a pressure of about 290 psi (20 bar) in camshaft angle). The variable position of the camshaft can
the air-conditioning system maximum fan demand is be regulated from high torque at low RPM up to maximum
reached. Above a coolant temperature of > 245° F. power at high RPM, which also achieves a reduction in fuel
(118° C) the air-conditioning compressor is switched off consumption.
(zero delivery).
Above 78 mph (125 km/h), the speed of both fans is

reduced and at 87 mph (140 km/h) they are completely
switched off, however whenever coolant temperature rises
above 245° F. (116° C), they are switched on again and
off again at below 220° F. (105° C).
Fan Run-On
To cool the engine compartment the fans are switched on

with the ignition OFF, depending on coolant temperature Vane-type VarioCam adjuster on the intake camshaft
and the last driving cycle (map on fuel consumption). The
switch-on threshold is between 195° F. (90° C) and 200° F. Activation of the Hydraulic Solenoid Valves for
(93° C) and running time is between 15 seconds and a Stepless Adjustment of Valve Timing
maximum of 13 minutes. Once fan run-on is concluded,
the fans will not start again with “Engine OFF.” The control module determines the current position of the
In the Cayenne Turbo, the electric coolant run-on pump, intake camshafts (actual angle) to the crankshaft from the
which provides cooling for the turbocharger (to prevent oil RPM sensor signal and the Hall sensor signal. The position
coking), is activated through this function. control in the control module receives the desired
specified angle via the programmed map values (rpm,
The run-on pump is located behind the left front wheel load, engine temperature). If there is a difference between
wheelhouse liner. In addition, this pump is activated on the the specified angle and the actual angle, the electronic
Cayenne S and Cayenne Turbo by the air-conditioning controls in the control module activates the hydraulic
control module to utilize residual engine heat. solenoid valve to actuate the positioner for the intake
camshaft in accordance with the direction requested.
Actuation of the valve is carried out through a pulse-width
modulated square signal. Voltage is switched between 0
volts and 12 volts in a 4ms cycle (250 Hz), with the ratio
of on-time and off-time being changed. Depending on
conditions, a control current is set which determines
piston position in the hydraulic solenoid valve (and thus
opens the different oil lines), allowing a range of
adjustment from 0° to about 50° of crankshaft angle.

The stepless VarioCam system with the vane-type
adjuster provides the following benefits:
• Higher torque in the lower RPM range for better pulling

performance
• Reduction of raw emissions for better exhaust gas
numbers
• Maximization of catalytic converter heating for better
exhaust gas numbers
Idle
The engine runs with small valve overlap. This provides

great idle stability at low RPM. This idle stability is
achieved through good cylinder charging and associated
even combustion. Valve overlap means that intake and
exhaust valves are open together. The effect is that fresh
gases flow in while exhaust gases flow out at the same
time.
Part Throttle Cayenne Turbo VarioCam Shift Graph
At part throttle, operation with high residual gas content in a - VarioCam Adjustment Angle in ° Crankshaft Rotation
the combustion chamber, meaning already burned air-fuel n - Engine Speed In RPM
mixture, is optimal for reducing charge cycle losses and M - Torque In Nm
for improving combustion uniformity. Besides reducing fuel P - Power In kW
consumption this results in better emissions
characteristics. In the part-throttle range the engine is
load-dependent, that is, it is operated with different
degrees of valve overlap depending on engine RPM and
accelerator pedal position. The movement of the charge,
which provides good turbulence in the cylinders, promotes
combustion.
Wide-Open Throttle
With the throttle valve fully open, the optimal closing timing
for the intake valves is permanently set for any RPM with
the continuously adjustable intake camshaft (vane-type
VarioCam). This prevents the backflow of fresh gases from
the combustion chamber. At medium RPM and at wide-
open throttle, the engine is running with the greatest valve
overlap and early closing of the intake valve.
At high RPM and at wide-open throttle, the engine is

operating with small valve overlap and late closing of the
intake valve. It is imperative not to permit any
discrepancies in valve timing between the two intake
camshafts on both banks of cylinders.

System Descriptions – E-Throttle MED 9.1 & EMS SDI 4.1
E-Throttle MED 9.1 (Bosch) & EMS SDI 4.1 (Siemens) – These objectives have been achieved thanks to the
Cayenne (2nd Generation) following enhancements and new technologies:
• Increased displacement for more power and torque.

• Use of direct fuel injection (DFI).
• Higher compression ratio.
• Sport button as standard.
• VarioCam Plus (for V8 engines).
• Demand-controlled oil pump (for V8 engines).
• New intake systems adapted specifically for each
engine.
• VarioCam Plus (for V8 engines) for controlling the intake
camshaft and valve lift.
• New sports exhaust system (optional for Cayenne S
The following MED 9.1 (Bosch) & EMS SDI 4.1 with Tiptronic S).
(Siemens) information was first published in the 2008 • Demand controlled variable oil pump for improved
Cayenne/S/T Service Information Technik book. engine efficiency (for V8 engines).
Direct Fuel Injection (DFI) The most important technical components of the
direct fuel injection system are:
• The fuel low pressure system.

• The fuel high pressure system.
• The fuel rail (central high pressure distribution pipe).
• The fuel injectors.
• Modifications to the cylinder head.
• Special recessed pistons for the relevant engine.
Porsche is using direct fuel injection (DFI) for the first time
in its new generation of Cayenne engines. DFI offers
numerous advantages compared to intake manifold
injection. The main objective here is to achieve an air/fuel
mixture adapted specifically to the respective operating
and charge states of the engine using an injection system
and mixture formation. This provides the perfect solution
A totally redesigned generation of engines with DFI is used for meeting the various demands relating to economy,
for the new Cayenne models: a 3.6 l V6 engine for the power, vehicle handling and emissions. With direct fuel
Cayenne, a 4.8 l V8 naturally aspirated engine for the injection, the fuel is injected directly into the combustion
Cayenne S and a 4.8 l V8 bi-turbo engine for the Cayenne chamber and mixture formation takes place almost
Turbo. completely in the combustion chamber.
Development objectives for the new DFI engines: The direct fuel injection system used in the new
Cayenne models is characterized by the following:
• More power and torque.
• Reduced fuel consumption. • Homogeneous operation.
• Reduced weight. • Better cylinder filling.
• Reduced knock sensitivity.
• Higher compression ratio.
• High pressure stratified charge ignition.
• Dual injection.

The direct fuel injection system used in the new Cayenne The 2nd injection of fuel into the piston recess occurs just
engines is based on homogeneous operation. The mixture before the end of the compression stroke with the intake
of air and fuel is distributed as evenly as possible in the valves closed. The air/fuel mixture is ignited very late and
combustion chamber, thereby allowing optimal this increases the exhaust emissions temperature. As a
combustion. With this system, the fuel is injected directly result, emissions during the start phase are reduced and
into the combustion chamber at a pressure of up to 1740 the secondary air pumps are no longer required for all
psi (120 bar). engines.
Within the injector, the fuel jet creates a vortex (rotated Upper Load Range of DFI Engines
around the longitudinal axis). This rotation forms a conical
cloud of fuel. The fine atomization produced by this allows Dual injection always occurs in the upper load range up
faster evaporation of the fuel. The fuel evaporation approx. 3500 rpms. The amount of fuel required for
process takes the required heat energy from the air, combustion is distributed in two consecutive injection
thereby cooling the air. This reduces the cylinder charge processes. In the upper load range, both injections occur
volume and additional air is drawn in through the open in- during the intake stroke (intake synchronous injection) with
take valve, which in turn improves cylinder filling. the intake valves open, thereby ensuring reduced fuel
The reduced temperature level also helps to meet the pre- consumption through improved homogenization.
requisites for the higher compression ratio in all new
Cayenne engines since knock sensitivity has been Piston Recesses in DFI Engines
improved. The higher compression ratio in turn increases
engine efficiency. The piston recesses are important for high pressure strati-
fied charge ignition and for dual injection during the
Start Phase of DFI Engines catalytic converter heating phase. They allow late injection
of fuel in order to create an ignitable air/fuel mixture
High pressure stratified charge ignition is used in the DFI around the spark plug for late ignition.
systems of the new Cayenne engines in order to optimize
cold starting with regard to fuel consumption and
Note!
emissions. With this ignition system, fuel injection occurs
very late – just before the end of the compression stroke – Intake manifold injection
when starting the engine. The high pressure stratified
charge ignition system injects fuel directly only once into > With the intake manifold injection system, the fuel is
the specially molded piston recess so that a stratification, injected into the intake duct earlier and mixture
which creates an ignitable mixture, is formed around the formation takes place partly in the intake duct and partly
spark plug. The piston recess ensures that the injected in the combustion chamber. During the intake process,
fuel is directed straight to the spark plug. This reduces fuel is deposited on cylinder walls and valves and as a
both the amount of fuel required and the emissions result, this fuel is no longer available for combustion.
compared to intake manifold injection. This is particularly the case during the start phase of the
engine at low temperatures and the consequence of this
Catalytic Converter Heating Phase in DFI Engines is that the amount of fuel used exceeds the amount of
fuel that is actually needed for combustion.
Once the high pressure stratified charge ignition system
starts the engine, engine management switches to the cat-
alytic converter heating phase. In this operating state, a
dual injection system helps to bring the catalytic converter
to the temperature required for optimal conversion as
quickly as possible by increasing the exhaust emissions
temperature.

Sport Button • The sports exhaust system available for the Cayenne S
in combination with Tiptronic S is also activated using
the Sport button.
Sport mode remains active until either the Sport button is

pressed a second time or the driver switches off the igni-
tion. This deactivates sport mode and the settings revert
to normal mode.
Cayenne V6 DFI Engine
On the new Cayenne V6 engine, displacement has been in-

creased by 0.4 liters to 3.6 liters with a compression ratio
of 12.25. Engine power has increased by 40 HP to 290
HP, while the torque is now 285 ftlb. (385 Nm), an
increase of +56 ftlb. (+75 Nm). Idling rpm is 680 and
All new Cayenne models already have a Sport button as maximum engine rpm is 6700.
standard, which is located centrally in the center console
under the shift lever or Tiptronic S gear selector. This
button allows the driver to choose between the vehicle’s
fuel consumption tuning (normal mode) and sport tuning
(sport mode). When the Sport button is pressed, a
“SPORT” logo lights up in the instrument cluster.
In the Motronic area, pressing the Sport button (in

High-Range mode only) affects the following
systems, depending on the vehicle equipment:
• When the Sport button is activated, a more sporty

accelerator pedal characteristic produces a more spon-
taneous engine response, underpinning the sporty char-
acter. This is achieved via a steeper rise for the
electronic throttle characteristic. This means that the Significant modifications to the V6 DFI engine:
throttle is opened further and faster with the same
accelerator pedal travel when the Sport button is • Direct fuel injection (DFI).
pressed. • New engine control unit Bosch MED 9.1.
• Maximum full-load torque is available at all times in the • New extended twin branch exhaust system and
Sport button’s sport mode. In normal mode, electronic additional main catalytic converter.
engine management restricts the engine management • New cylinder head for DFI.
functions in order to optimize fuel consumption. If full • New recessed pistons.
power is required in a certain driving situation (e.g. • Continuous camshaft adjustment on intake and exhaust
when passing), it can be achieved at any time by initiat- side.
ing a kick down. Engine management switches to the • Intake system with variable intake manifold.
sport mode map at this time.
• The Sport button lends a sportier feel to the transitions
between traction and deceleration, as well as between
deceleration and traction. This means that throttle acti-
vation and ignition are switched to a more direct map
when accelerating and particularly when decelerating,
resulting in a more spontaneous and dynamic load
cycle.
Motronic Control Units MED 9.1 Piston Recesses
The piston recesses -1- on the V6 engine have been

adapted for the purpose of achieving optimal stratification
of the air/fuel mixture during the late injection processes
The new DME control unit MED 9.1 from Bosch has been that characterize high pressure stratified charge ignition
specially adapted to suit direct fuel injection and the modi- as well as during the catalytic converter heating phase.
fied engine specifications of the V6 DFI engine. It can be The compression ratio has been increased from 11.5:1 to
programmed with the country-specific data records of the 12.25 due to improved inner cooling. This reduces fuel
Cayenne V6. consumption and optimizes engine power.
Cylinder Head Motronic Control Unit EMS SDI 4.1
A completely new DME control unit EMS SDI 4.1

developed by Siemens is used for the V8 engines. This is
designed specifically to meet the requirements for using
the direct fuel injection system and VarioCam Plus. The
control of fuel injectors, which are the main elements of
the direct fuel injection system, is particularly important
here. The DME control unit can be programmed for individ-
ual countries using the data records for Cayenne S and
Cayenne Turbo.
Cayenne V8 DFI Engines
The totally redesigned family of V8 engines includes a nat-

The design of the direct fuel injection system, with two urally aspirated engine for the new Cayenne S and a
separate high pressure rails, the arrangement of the fuel turbocharged version for the new Cayenne Turbo. Specific
injectors -1- (for cylinders 1, 3, 5) and -2- (for cylinders 2, design work and tuning has resulted in an identical parts
4, 6) as well as the high pressure pump -3-, has made it concept between the naturally aspirated and turbo engine.
necessary to redesign the cylinder head.
Key changes:
• Direct fuel injection (DFI).

• Engine control unit Siemens EMS SDI 4.1.
• Increased displacement.
• New cylinder head for DFI.
• Special recessed pistons for Cayenne S and Cayenne
Turbo.
• Use of VarioCam Plus.
• Demand controlled variable oil pump.
Cayenne S DFI Engine Piston Recess
The piston recesses are specifically designed to suit the

characteristics of the V8 naturally aspirated engine during
late injection with the high pressure stratified charge
ignition system and during the catalytic converter heating
On the new V8 naturally aspirated engine in the Cayenne phase.
S, the displacement has been increased by 0.3 liters to
4.8 liters with a compression ratio of 12.5. Engine power The increase in the compression ratio from 11.5 to 12.5:1
has been increased by 45 HP to 385 HP, while the torque on the V8 naturally aspirated engine as a result of DFI
is now 370 ftlb. (500 Nm) – an increase of +59 ftlb. (+80 serves to optimize both engine power and fuel consump-
Nm). Idling rpm is 580 rpm (550 rpm for AT with transmis- tion.
sion range engaged) and maximum engine rpm is 6700.
The new DME control unit EMS SDI 4.1 has been specially
adapted to suit direct fuel injection and the modified
engine specifications of the V8 naturally aspirated engine.
• DFI direct fuel injection.

• Intake system with variable intake manifold.
• Enhanced exhaust system.
• New sports exhaust system (optional, in conjunction
with Tiptronic S).

Cayenne Turbo DFI Engine Fuel Supply
The engine is designed to provide optimum performance

and fuel consumption if unleaded premium fuel with 93
octane () is used. If unleaded premium fuels with a lower
octane number is used, the engine’s knock controller auto-
matically adapts the ignition timing. The maximum filling
approx. 26 Gals. (100 liters), with a reserve of approx. 3
Gals. (12 liters).
Safety
Always read and follow the safety instructions in the
Technical Manual, Group 2 when working on the fuel
supply system.
> Fuel low-pressure system in DFI engines.
On the new Cayenne Turbo, displacement has also been
increased by 0.3 liters to 4.8 liters with a compression Technical Manual
ratio of 10.5. Engine power has increased by 50 HP to
500 HP, while the torque is now 518 ftlb. (700 Nm – an The procedure for checking the fuel pressure and the
increase of +56 ftlb. (+80 Nm). Idling rpm is 580 rpm amount of fuel delivered by the fuel pumps is described in
(550 rpm for AT with transmission range engaged) and the Technical Manual.
maximum engine rpm is 6700. The new DME control unit
EMS SDI 4.1 has been specially adapted to suit direct fuel • The low pressure system delivers the fuel from the fuel
injection and the modified engine specifications of the V8 tank to the high pressure pump on the cylinder head.
turbo engine. • The new Cayenne vehicles have a returnless fuel system
(RF).
• DFI direct fuel injection. • The demand control function of the fuel delivery rate
• New intake system. reduces fuel heating in the tank by switching on the sec-
• Adaptation of turbochargers and boost pressure ond fuel pump.
control.
The fuel tank is not symmetrical. The left half of the tank
Piston Recess has a higher volume than the right side. There is a “hump”
in the middle so that both chambers are separated from
each other once a certain fuel level is reached in the tank.
When the tank is half full, the left fuel pump is activated
because the left half of the tank has the higher volume.
The fuel pumps are each supplied by one sucking jet pump
whose hoses are routed diagonally and which “helps itself”
to fuel from the other half of the tank.
The fuel pressure and the way in which the two fuel pumps
are activated has changed compared to Cayenne vehicles
up to model year 2006. On Cayenne vehicles up to M.Y.
2006, the left fuel pump was permanently activated and
The piston recesses are specially adapted to the charac- the right pump was only activated as required (for starting,
teristics of the V8 turbo engine. The increase in the higher delivery rate, etc.).
compression ratio from 9.5 to 10.5:1 as a result of DFI
serves to optimize both engine power and fuel consump-
tion.
Functional diagram of the low pressure side in the fuel tank.
T - Tank filler neck F - Fuel filter (does not need to be changed)

R - Fuel pump unit in right side of tank D - Fuel pressure regulator (approx. 80 psi/5.5 bar)
L - Fuel pump unit in left side of tank EV - Fuel injectors (cylinders 1 to 6 or 1 to 8)
SL - Sucking jet pump for left fuel pump P - Fuel pressure approx. 80 psi/5.5 bar
SR - Sucking jet pump for right fuel pump
Fuel Pressure On The Low Pressure Side. Other switching functions include:
For DFI engines, the fuel pressure on the low pressure • If the ignition was switched off for more than 30
side has been increased to approx. 80 psi/5.5 bar (this minutes, the left fuel pump is activated for approx. 1 to
was previously approx. 58 psi/4 bar). The left or right fuel 2 seconds when the driver’s door is first opened in
pump is operated as the main pump in order to distribute order to build up fuel pressure even before the ignition
the higher load to both fuel pumps, depending on the fuel is switched on.
level. • Both fuel pumps are activated while starting the engine
and for several seconds after starting the engine.
The fuel pumps are activated if the level of fuel in
the tank is reduced and if the engine requires more
fuel:
• Fuel level > 15.8 gal. (60 liters) to 26 gal. (100 Iiters):
When the tank is relatively full, the right fuel pump is
activated; if more fuel is required (> 13 gal./50
liters/h), the left pump is activated.
• Fuel level > 4 gals/15 liters to 15.8 gals/60 liters:
When the tank is half-full, the left fuel pump is activated;
if more fuel is required (> 13 gals/50 liters/h), the right
pump is activated.
• Fuel level < 4 gals./15 liters: If the tank is relatively
empty, both pumps run continuously.

Fuel High Pressure System in DFI Engines Fuel High Pressure Pump
The fuel high pressure system generates an injection The fuel high pressure pump creates a high pressure of up
pressure of up to 1740 psi (120 bar) in the combustion to 1740 psi (120 bar), which is required for injection. It is
chamber. The components of the V6 engine and the V8 controlled by demand and adapts the fuel quantity
engines are different. according to engine requirements via a flow control valve.
This piston pump with one piston is located on the cylinder
The following pages describe the functions of the head. The high pressure pump is driven by the timing
components of the V6 DFI engine first, and then chain via a double-cam gear wheel. The double-cam gear
those of the V8 DFI engines. wheel uses a roller to actuate the pump piston, which
creates the fuel high pressure in the pump.
V6 DFI Engine C - Fuel high pressure pump with flow control valve
G - DS Fuel pressure sensor
The fuel high pressure system in the V6 DFI engine is
made up of the following parts/components.
Note!
Pressure variations can occur on the low pressure side
while measuring fuel pressure at idling speed due to the
piston pump on the high pressure side with one piston.
Technical Manual
Always read and observe the specifications in the

Technical Manual when securing all fuel lines in the high
pressure area.
Flow Control Valve For Fuel High Pressure

A - Low pressure (approx. 80 psi/5.5 bar from the fuel tank)
B - Camshaft
The control valve for fuel high pressure located underneath
C - Fuel high pressure pump
the fuel high pressure pump operates as a flow control
D - Flow control valve (for fuel high pressure)
valve. The Motronic control unit maintains the fuel high
E - High pressure line
pressure going to the fuel rails of cylinder bank 1 and 2 at
F - Pressure control valve (max. 1740 psi/120 bar)
a pressure of between 508 psi (35 bar) and 1450 psi
G - Fuel pressure sensor
(100 bar) via the control valve. If the control valve fails, the
1, 3, 5 - Fuel injectors on high pressure rail, bank 1
Motronic control unit goes into emergency operation,
2, 4, 6 - Fuel injectors on high pressure rail, bank 2
whereby the engine can still run in a limited way with low
pressure (80 psi/5.5 bar).
Fuel Pressure Sensor
The fuel pressure sensor is installed on the lower fuel rail

(cylinder bank 2) and informs the Motronic control unit
about the current pressure in the fuel high pressure
system. The Motronic control unit evaluates the signal and
regulates the fuel high pressure via the fuel pressure
control valve in the high pressure pump. If the fuel
pressure sensor fails, the fuel pressure control valve is
activated with a fixed value by the engine control unit.

Pressure Control Valve intake side of the cylinder head. This arrangement allows
the injectors for cylinders 1, 3 and 5 to run through the
The pressure control valve is located on the fuel rail of inlet port on the cylinder head. The injectors for cylinder
cylinder bank 1. The valve opens a connection to the fuel bank 1 are therefore longer than the injectors for cylinder
low pressure system if the fuel pressure in the high bank 2.
pressure system exceeds 1740 psi (120 bar).
Since the injectors are inserted from the same side for
Two High Pressure Rails both cylinder banks, the piston recesses of cylinder bank
1 and 2 must be molded differently so that the injected
fuel is whirled around and mixed perfectly with the air that
is drawn in. This is necessary because the fuel injectors
and intake valves on both cylinder banks are arranged in
different angles.
In addition to the amount of fuel injected and the injection

time, the shape and alignment of the fuel jet is also
important here. A defective injector is detected by the
misfire detection system and is not activated again.
Two high pressure rails are used in the V6 engine. The fuel
is pumped from the high pressure pump to the two distrib-
ution rails on cylinder bank 1 and 2 via the high pressure
line. The same fuel pressure is available for all fuel
injectors from there.
Fuel Injectors/High Pressure Injectors
The electromagnetically operated fuel injectors are located

in the cylinder head. They are activated by the Motronic
control unit in accordance with the firing order. Following
activation, they inject fuel directly into the combustion
chamber at a pressure of 580 psi (40 bar) to 1740 (120
bar). The injectors for both cylinder banks are on the

Fuel High Pressure System in V8 DFI Engines Fuel High Pressure Pump
The fuel high pressure pump pumps the amount of fuel

required for injection and builds up a fuel pressure of up to
1740 psi (120 bar). The axial piston pump is driven by the
inlet camshaft. The Cayenne S and Cayenne Turbo are
equipped with different high pressure pumps.
Cayenne V8 Naturally Aspirated Engine
The high pressure pump used in the Cayenne S is a three-

piston pump with a maximum delivery rate of approx. 47.5
The fuel high pressure system in V8 DFI engines is made up of gals./180 liters/h at 1740 psi (120 bar). It builds up
the these parts/components. pressure and ensures flow control. The following
components are integrated into the high pressure pump:
1 - Fuel high pressure pump with flow control valve, pressure Flow control valve with pressure reducing function for the
control valve and temperature compensator fuel high pressure side, pressure control valve, bypass
2 - High pressure line valve, a temperature compensator on the oil side and a
3 - Fuel rail fuel strainer on the inlet side with a mesh width of approx.
4 - Fuel pressure sensor 50 µm. Fuel is distributed via a central high pressure rail
5 - Fuel line (for fuel injector on cylinder 1) with separate lines leading to the fuel injectors.
6 - Fuel injector (cylinder 5)
7 - Retainers for two fuel injectors Cayenne Turbo
Fuel Temperature Sensor (on low pressure side) The high pressure pump -HD- used in the Cayenne Turbo
is a six-piston pump with a maximum delivery rate of
approx. 58 gals./245 liters/h at 1740 psi (120 bar). It
builds up pressure and ensures flow control.
A - Low pressure fuel line

B - Fuel rail
C - Test port The following components are integrated into the
high pressure pump:
At start of production, all Cayenne V8 engines have a fuel
temperature sensor on the low pressure side, which will be Flow control valve -1- with pressure reducing function for
replaced by a temperature model in the DME in later the fuel high pressure side, pressure control valve, bypass
production. Depending on the amount of fuel required and valve, two temperature compensators on the oil side -2-
the fuel temperature, the DME control unit, together with and a fuel strainer on the inlet side with a mesh width of
the flow control valve, regulates the amount of fuel on the approx. 50 µm. Fuel is distributed in the same way as for
high pressure side upstream of the high pressure the V8 naturally aspirated engine via a central high
injectors. pressure rail with separate lines leading to the fuel
injectors.

Flow Control Valve For Fuel High Pressure Bypass Valve (including pressure relief valve)
The electric control valve for the fuel high pressure side
-1- is located on the fuel high pressure pump and
operates as a flow control valve. The Motronic control unit
regulates the delivery rate of the high pressure pump in
the fuel supply to the pump via the control valve. When the
engine is switched off, the fuel high pressure is reduced
by an integrated pressure reducing valve. The fuel
pressure sensor monitors the required fuel pressure
(approx. 580 psi/40 to 1740psi/120 bar).
• If the control valve fails, the Motronic control unit goes 1 - Bypass valve, including pressure relief valve
into emergency operation, whereby the engine can still 2 - Volume control valve
run in a limited way with low pressure (80 psi/5.5 bar). Blue - Low pressure inlet from the in-tank fuel pump
In this case, the bypass valve in the pump opens and Red - High pressure to the injectors
provides a direct route from the low pressure side to
the high pressure side. Pressure Control Valve
• The bypass valve is also activated for filling the empty
fuel rail on new engines or following repairs in order to The pressure control valve is integrated into the fuel high
reduce starting times. pressure pump. This safety valve opens a connection to
the fuel low pressure system if the fuel pressure in the
high pressure system exceeds approx. 2030 psi (140
bar).
High Pressure Line
The high pressure line connects the high pressure pump to

the fuel rail.
1 - Low pressure (approx. 80 psi/5.5 bar from the fuel tank)

2 - Wobble plate
3 - Fuel high pressure pump
4 - Flow control valve (for fuel high pressure)
5 - High pressure line to fuel rail
Arrow in illustration is wobble plate.

Central High Pressure Rail Fuel Injector Retainer Components
A - Buffer
B - Disc spring
C - Lock washer
D - Rib to prevent in correct assembly
The central high pressure rail in V8 engines is located in
the engine’s inner V. From here, the fuel is supplied via Fuel Pressure Sensor
individual lines to the fuel injectors for cylinders 1 to 8. The fuel pressure sensor is installed on the central high
The high pressure rail provides the same pressure for all pressure rail under the intake system and informs the
injectors. The volume of the high pressure rail is adapted Motronic control unit about the current pressure in the fuel
according to the amount of fuel the engine needs (V8 high pressure system. The Motronic control unit evaluates
naturally aspirated engine 100 cm3, V8 Turbo 150 cm3). the signal and regulates the fuel pressure on the high pres-
sure side via the flow control valve.
• The rail volume is determined by the required pressure
variation behavior and the shortness of the starting Fuel Injectors/High Pressure Injectors
time.
High Pressure Fuel Line
Sealing contact area of the high pressure fuel lines. The electromagnetically operated fuel injectors are on the
intake side of the cylinder head. They are activated by the
DME control unit in accordance with the firing order.
Following activation, they inject fuel directly into the
combustion chamber at a pressure of 580 psi (40 bar) to
1740 psi (120 bar). During this process, a vortex is
created even before the fuel emerges at the valve tip.

The Cayenne S and Cayenne Turbo are equipped with
different injectors, designed specifically to suit the
engine’s fuel requirements. The injectors can be differenti-
ated by their part numbers and a color marking. The
piston recesses in the V8 naturally aspirated engine and
the V8 Turbo are also different so that the injected fuel can
be whirled around and mixed perfectly with the air that is
drawn in.
S - Spray angle (taper angle of the fuel jet, approx. 69° on the
naturally aspirated engine, 68° on the turbo engine).
B - Bend angle (distance between the injection jet and the axis of
the fuel injector; approx. 8.5° on the naturally aspirated
engine, approx. 7.5° on the turbo engine).
Retainers For Fuel Injectors
Fuel Injectors -V8 Naturally Aspirated Engine
At a fuel pressure of 580 psi (40 bar) and an injection time

of 0.6 ms, the amount of fuel injected is approx. 5.5
mg/stroke. While at a fuel pressure of 1740 psi (120 bar)
and an injection time of 5.8 ms, the amount of fuel
injected is approx. 67 mg/stroke.
Fuel Injectors -V8 Turbo The four retainers -NH- for the two injectors ensure the
following:
At a fuel pressure of 580 psi (40 bar) and an injection time
of 0.6 ms, the amount of fuel injected is approx. 7.8 • Installation as a pre-assembled unit with injectors
mg/stroke. While at a fuel pressure of 1740 psi (120 bar) installed.
and an injection time of 6.1 ms, the amount of fuel • Twist-lock protection for screwing on fuel lines.
injected is approx. 107 mg/stroke. • Exact installation position for aligning the fuel jet in the
combustion chamber.
In addition to the amount of fuel injected and the injection • Correct pretensioning of the fuel injectors in the cylinder
time, the shape and alignment of the fuel jet is also head.
important. • Vibration damper for reducing the transmission of vibra-
tions from the cylinder head to the injectors.

Ignition System If a knock sensor fails, the ignition timing angles of the
affected cylinder group (1-3-5 or 2-4-6) are retarded. This
General means that a safety ignition timing angle is set to “late”.
Knock control for the cylinder group of the remaining,
The ignition systems used in the V6 and V8 engines largely intact knock sensors is unaffected. If both knock sensors
correspond to the systems used in previous engines. The fail, the DME control unit goes into knock control
ignition system map in the DME control unit has been de- emergency operation during which the ignition timing
signed to meet DFI specific requirements. angles are generally retarded, thereby reducing engine
power considerably and increasing fuel consumption.
V6 DFI Engine
Ignition Coils – V6
Knock Sensors
The V6 engine still has static high-voltage ignition distribu-
tion with individual ignition coils directly on the spark
plugs. The DME control unit activates the individual ignition
coils individually in the firing order 1-5-3-6-2-4 for each
cylinder. The individual ignition coils in the Cayenne V6
have an integrated output final stage, but unlike the
Cayenne V8 engines, the diagnostic function is integrated
in the Motronic control unit. If an ignition coil fails, fuel
injection for the affected cylinder is deactivated. This can
happen on up to two cylinders.
Spark Plugs
The V6 engine has air gap spark plugs with one ground
electrode, which must be changed every 36,000 miles
(60,000 km) or after 4 years according to the Technical
Manual.
Note!
Spark plug replacement intervals have changed for M.Y.
2008 when compared to the 2003-2006 Cayenne models.
One knock sensor is bolted to the crankcase on the left -

KL- and another on the right -KR-. They detect knocking
in individual cylinders. To prevent knocking, the cylinder
selective knock control system monitors the electronic
ignition timing control system. Based on the signals from
the knock sensors, the DME control unit adjusts the
ignition timing angle for the knocking cylinder until the
knocking stops.

V8 DFI Engines tion module housing. This is connected electrically and
mechanically to the spark plug in the spark plug recess via
Knock Sensors the short high-voltage plug. The component is also
secured mechanically using bolts. The ignition coil is
sealed at the four-pin plug and in the spark plug recess to
protect it from spray water.
Cayenne S Spark Plugs
The V8 naturally aspirated engine has nickelyttrium spark

plugs with four ground electrodes, which must be changed
every 36,000 miles (60,000 km) or after 4 years
according to the Technical Manual.
All V8 DFI engines have four knock sensors arranged in

the V of the engine block. These four knock sensors are
required for exact knock detection in V8 DFI engines since
stronger vibrations are transmitted to the cylinder head via
the fuel injectors during high pressure fuel injection.
Ignition Coils
Structure of the surface gap spark plug in the Cayenne S:

1 - Surface gap
2 - Ground electrode
3 - Center electrode
4 - Insulator Cayenne Turbo spark plugs
The four ground electrodes are arranged around the

ceramic insulator in these surface gap spark plugs. The
The Cayenne has static high-voltage ignition distribution sparks -1- cross the surface of the insulator -4- and arc
with individual ignition coils attached directly to the spark across a small gas gap to the ground electrode -2-, which
plugs. The newly enhanced ignition coils in V8 DFI engines improves the ignition properties. The main advantage of
work according to the same principle as previous V8 the surface gap spark plugs is the self cleaning effect of
ignition coils. the insulator foot tip, since any shunts that occur between
the center electrode and the ground electrode through the
This system offers the following advantages: surface gaps, in particular during a cold start, are
eliminated.
• High level of ignition safety.
• Minimum electromagnetic interference with other elec- Cayenne Turbo Spark Plugs
tronic components.
• No requirement for ignition cables and distributor The V8 turbo engine has air gap spark plugs with one
ignition. double-platinum ground electrode, which must be changed
every 24,000 miles (40,000 km) or after 4 years
The DME control unit activates the individual ignition coils according to the Technical Manual.
individually in the firing order 1-3-7-2-6-5-4-8 for each cylin-
der. Safer ignition processes and therefore optimized Note!
power, together with minimized emissions and fuel
consumption are obtained as a result of the measures and Spark plug replacement intervals have changed for M.Y.
advantages described. All parts in this enhanced compo- 2008 when compared to the 2003-2006 Cayenne models.
nent are installed as a complete unit in a special rod igni-
Intake Air Side, Air Routing Long Intake Manifold For High Torque
General
The intake systems in all new Cayenne models have been

redesigned for direct fuel injection (DFI) in order to achieve
a high torque curve. The air cleaner elements must be
changed every 72,000 miles (120,000 km) or after 4
years according to the Technical Manual.
Note!
Air filter replacement intervals have changed for M.Y.
2008 when compared to the 2003-2006 Cayenne models.
Cayenne V6 Intake System

1 - Electronic throttle
2 - Torque accumulator
3 - Power accumulator
4 - Electropneumatic shift valve
5 - Vacuum unit
6 - Operating sleeves (sealed)
The operating sleeves in the intake system move into

torque position when the engine is started and until an
engine rpm of 4200 is reached and this is apparent from
the repositioning of the operating sleeves (in direction of
travel at the left front of the intake manifold). The vacuum
unit pulls the lever to the left (in direction of travel). The
operating sleeve seals the reflection point to the power
accumulator, which renders the reflection point to the
1 - Air intake behind the left headlight torque accumulator effective. The effective intake manifold
2 - Air filter housing (with sound opening) length is approx. 610 mm in torque position.
3 - Pipe mass air flow sensor
4 - To electronic throttle
5 - Intake system
The illustration shows the intake system, from the air

intake behind the left headlight, the air filter housing with
sound opening and the pipe mass air flow sensor to the
electronic throttle.
The redesigned intake manifold charging system offers

considerably improved filling for the V6 engine. This has
resulted not only in an optimal torque curve, but has also
improved performance.

Short Intake Manifold For High Power Variable Intake System
If the engine rpm exceeds 4200, the power position is

activated by opening the operating sleeves. The vacuum 1 - Electronic throttle
unit then presses the lever to the right (in direction of 2 - Variable intake system
travel). The operating sleeve opens the reflection point to 3 - Diaphragm cell for switching flaps
the power accumulator, which renders the short intake 4 - Connecting link
manifold effective with a length of approx. 235 mm. If acti- 5 - Shaft for switching flap for cylinder bank 1
vation does not occur, the system remains in power 6 - Shaft for switching flap for cylinder bank 2
position.
A new feature of the Cayenne S variable intake system is
Cayenne S Intake System that intake manifolds of different lengths can be used due
to a switching mechanism within the intake system. The
variable intake system combines the advantage of long
intake manifolds (for high torque in the lower rpm range)
with short intake manifolds (for high specific power in the
upper rpm range). A high torque curve is achieved,
depending on the position of the intake manifold switching
flap in conjunction with the optimized intake duct
geometry.
The DME control unit activates an electropneumatic shift

valve, which switches a vacuum to the diaphragm cell. The
switching flaps for cylinder bank 1 and 2 are actuated
1 - Air intakes behind the left and right headlights synchronously via a connecting link. In the torque setting
2 - Left and right air filter housings (with sound opening) up to approx. 4150 rpm, the long intake manifold is
3 - Left and right pipe mass airflow sensors effective with a length of approx. 538 mm, while in the
4 - To electronic throttle 2 power setting, at an engine speed of more than approx.
4150 rpm, the short intake manifold is effective with a
The illustration shows the intake system, from the air length of approx. 284 mm. If the electropneumatic shift
intakes behind the left and right headlights, the air filter valve is not activated, the variable intake manifold remains
housings with sound opening and the two pipe mass air in power position.
flow sensors to the electronic throttle.

Cayenne Turbo Intake System
1 - Upper shell
1 - Air intakes behind the headlights
2 - Effective pipe length at power position (284.2 mm)
2 - Left and right air filter housings
3 - Middle shell
3 - Leftand right pipe mass airflow sensors
4 - Sealed plastic flaps on a steel shaft
4 - Left turbo (right turbo is behind the charge air cooler)
5 - Inlay
5 - Left and right charge air cooler
6 - Effective pipe length at torque position (538 mm)
6 - Pressure sensor with temperature sensor
7 - Lower shell
7 - To electronic throttle
The illustration shows the intake system, from the air
The variable intake system is made of a shell shaped fiber intakes behind the left and right headlights, the air filter
reinforced polyamide. A total of five plastic shells are housings, the two pipe mass air flow sensors, the
welded together here. Four switching flaps are installed on turbocharger and the charge air cooler to the electronic
a steel shaft for each bank and are coated with silicon for throttle. A sensor in front of the electronic throttle records
a reliable seal. The weight of the intake system in the 4.8 l the boost pressure and air temperature.
naturally aspirated engine compared to the 4.5 l engine is
reduced by approx. 10.5 oz (0.3 kg) despite the Turbo Pressure System
integration of the switching flaps for the variable intake
manifold system.
The pressure system in the new Cayenne Turbo is

manufactured in a plastic shell design like the variable
intake system in the Cayenne S. The pressure system
comprises three shell elements, where the bottom shell is
identical to the variable intake system. It is also made of
plastic, for example, to ensure a low weight. Unlike the V8
naturally aspirated engine, the switching flaps are not
required since the charge effect is produced by the two
turbochargers. As a result, the low-loss short intake
manifold lengths are effective for the entire map. The
weight of the pressure system in the 4.8 l turbo engine
compared to the 4.5 l engine is reduced by approx. 3.3
lbs. (1.5 kg).
Positive Crankcase Ventilation – Cayenne Turbo Cayenne V6 Exhaust System
With the enhanced positive crankcase ventilation system,

it was possible to reduce the amount of fuel produced
during combustion and entering the engine oil through the
combustion gases, which pass the piston rings and
penetrate the crankcase (blow-by gases). The enhanced
aeration and ventilation system (Positive Crankcase Venti-
lation - PCV) now ventilates the crankcase with a steady
stream of fresh air, which accelerates the evaporation of
fuel that is carried in. For this purpose, fresh air is
removed between the charge air cooler and throttle valve
and is delivered to the crank chamber via a line.
The pressure that exists at any time between the removal 1 - Pre-catalytic converters (metal substrate)
position and the crankcase causes a steady flow of fresh 2 - Decoupling elements
air through the crankcase in all map points. To ensure 3 - Main catalytic converters (ceramic substrate)
sufficient vacuum in the crankcase in all map points, the 4 - Front muffler with crossover pipe
vacuum in the intake manifold is used in the partial load 5 - Main exhaust muffler
ranges. A pressure regulating valve regulates this vacuum 6 - Exhaust tailpipes with trim
until the required value is reached. In the operating range
with accumulated boost pressure (full load) in which there The exhaust system has two pre-catalytic converters and
is no vacuum in the intake manifold, the vacuum upstream new in the V6 engine, two main catalytic converters as
of the compressor is used. well as a crossover pipe between the two exhaust tracts.
The pre-catalytic converters installed in USA vehicles are
To prevent the PCV system from freezing during the different to those used in RoW vehicles.
winter, the blow-by gases on both naturally aspirated and
turbo engines are supplied to the combustion air through a The exhaust quality is monitored by two oxygen sensors
heated adapter. (LSU) in front of the pre-catalytic converters and two
oxygen sensors (LSF) behind the pre-catalytic converters.
Exhaust System, Emission Control In addition, the V6 exhaust system as far as the rear
muffler has been designed as a dual flow system. This
General improves the gas cycle by reducing the exhaust back
pressure and ensuring better matching of the gas oscilla-
The exhaust systems in all new Cayenne models have tions in the exhaust system. Behind the two main catalytic
been redesigned for direct fuel injection (DFI) in order to converters, there is a crossover pipe in the front muffler
achieve maximum performance with minimum emissions. that connects the exhaust tracts. As a result, the torque
curve is positively influenced at the lower end of the rpm
All exhaust systems include the following: range by an improved gas cycle.
• Two pre-catalytic converters.

• Two main catalytic converters.
• Two oxygen sensors (LSU) in front of the catalytic
converters.
• Two oxygen sensors (LSF) behind the catalytic
converters.
• Exhaust standard EU4 and LEV2 (USA emission
standards).

Cayenne S Exhaust System Cayenne S Sports Exhaust System (Optional only for
Tiptronic S)
1 - Pre-catalytic converters (ceramic substrate) 1 - Dual flow exhaust system

2 - Decoupling elements 2 - Sports exhaust system muffler
3 - Main catalytic converters (metal substrate) 3 - Vacuum line for activation
4 - Crossover pipe 4 - Diaphragm cell for switching
5 - Muffler 5 - Two tailpipes at the left and right with twin tailpipe trim
6 - Exhaust tailpipes with trim
A sports exhaust system is offered for the first time for
The new Cayenne S features an enhanced exhaust the new Cayenne S. The sports exhaust system is
system. To keep emissions to a minimum, it is important activated using the standard Sport button. The sound of
that the catalytic converter reaches its optimal operating the sports exhaust system is controlled while taking the
temperature quickly. To achieve this, the exhaust load, speed, engine rpm and gear into account. Like the
manifolds in all Cayenne models are short in order to use standard exhaust system up to the muffler, the sports
the high exhaust emissions temperature to heat the exhaust system has two pre-catalytic converters and two
catalytic converters. main catalytic converters, the two exhaust tracts of which
are linked together via a crossover pipe after the main
The modified pipe guide on the exhaust manifold has also catalytic converters.
resulted in a significantly improved torque. The redesigned
connection of the exhaust tracts to shorter, air gap The modified muffler in the sports exhaust system
insulated exhaust manifolds means that the catalytic produces an sportier V8 sound. The design of the tailpipes
converter heats up faster due to the reduced thermal resembles the standard dual tailpipes used on the new
mass. The weight of the entire system has also been Cayenne Turbo. However, a connecting web gives them a
reduced by other measures, e.g. the use of new pre- unique look reserved exclusively for the Cayenne S with
catalytic converters and pipes with thin walls. sports exhaust system.
Note!
Water fording depth is reduced when the sports exhaust
system is installed. Consult vehicle owner’s manual for
specifics.

Cayenne Turbo Exhaust System Turbocharger
1 - Pre-catalytic converters (metal substrate)

2 - Decoupling elements
3 - Main catalytic converters (metal substrate)
4 - Muffler
5 - Tailpipe at the left and right with twin tailpipe trim
Compared to the previous model, this exhaust system has

1 - Exhaust manifold
been designed specifically to suit the new DFI engine in
2 - Exhaust turbine
the Cayenne Turbo.
3 - Flange to pre-catalytic converter
4 - Pressure unit for boost pressure control through the bypass
Exhaust Manifold
valve (wastegate)
5 - Intake side (from air filter)
6 - Pressure side (to charge air cooler, electronic throttle)
The two turbochargers are arranged in parallel. A low

intake manifold volume, short exhaust manifold and a
redesigned turbocharger that has been adapted to suit the
air consumption of the 4.8 liter DFI engine ensure a good
response. A new larger radial turbine is used here
This illustration shows the internal design of the Cayenne
compared to the previous 4.5 liter turbo engine. The illus-
Turbo exhaust manifold. The internal design of the double-
tration shows the water cooled turbocharger for the right
wall, air gap insulated exhaust manifold has been further
cylinder bank with the pressure unit for boost pressure
enhanced compared to the 4.5 liter engine.
control as well as the lubricating oil supply and suction
lines.

Boost Pressure Control Other Functions Of The DME Control Unit
VarioCam Plus Control on V8 DFI Engines
VarioCam Plus technology is used for the first time in V8

engines in the Cayenne model range. This system, which
may be familiar to you from the current sports car genera-
tion, enables intake valve lift switching in addition to intake
camshaft adjustment. This ensures optimum running
quality, low fuel consumption and low emissions as well as
high power and torque ratings in conjunction with the
intake system.
1 - Electronic throttle
2 - Cycle valve for boost pressure control
Variable Oil Pump on V8 Engines
3 - Tank vent valve
4 - Positive crankcase ventilation
The DME control unit is responsible for the demand
controlled operation of the variable oil pump, while adjust-
ment is performed hydraulically. Engine management uses
the input values for engine speed, temperature and
torque. Based on this information, the engaged gear wheel
width and therfore the geometric displacement volume of
the gear wheel set is changed through the axial movement
of a gear wheel (moved hydraulically) and this in turn
changes the oil pressure. The pump ensures that only the
pumping action required for the relevant load range of the
engine is initated. This reduces the energy consumption of
the oil pump to a minimum and also ensures demand
controlled lubrication.
Control of Electric Radiator Fans
The DME control unit also activates the two drivers for the
The pressure sensor in front of the throttle valve reports electric radiator fans in order to achieve infinitely
the boost pressure to the DME control unit. Depending on adjustable control.
the current required and actual boost pressure, the DME
control unit activates the cycle valve for boost pressure
control according to a pulse/duty factor. This modulates a
control pressure, which adjusts the bypass valves (-W-
wastegate) on the turbochargers via the pressure units for
boost pressure control in order to regulate the boost
pressure.

Special Control Systems
Subject Page

Turbocharger Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.3
Camshaft Timing Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.6
Intake Tuning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.10
Fan Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.12
Systems That Effect Engine Management System Operation Via Data Transfer
Tiptronic Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.13
Stability Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.14
Traction Control (TC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.14
Engine Drag Control (EDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.14
Sport Chrono . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.14

Notes: Notes:

Special Control Systems Turbocharger Control
There are a number of sub systems that are controlled by Porsche has utilized exhaust gas turbocharging to improve
the engine management system and not part of the the performance of power plants since the 1970s. In the
mixture control ignition control function. These systems 1980s we began to control the turbocharger with
work with the engine management system however are electronic control systems. To understand how electronic
not involved in mixture and ignition control. control of turbocharger works, we need to examine how a
basic waste gate control system works.
The function and purpose of these systems will be
described in this section:
• Turbocharger Control
• Cam Timing Control
• Intake Tuning Systems
• Fan Control
In addition, there are systems that send data and requests

for intervention to the engine management system, and,
receive data from and operate in synchronization with the
engine management system.
The relationship between these systems and engine

management will also be described: Basic Turbocharger System
• Tiptronic 1 - Combustion Chamber

• Stability Management 2 - Turbocharger
• ASR 3 - Wastegate
• EDC 4 - Air Intake
• Sport Chrono 5 - Exhaust
The turbocharger at #2 is basically a supercharger, other

variations of superchargers require some type of mechan-
ical drive system to pump air into the engine.
A turbocharger utilizes a turbine in the exhaust flow to

drive the impeller in the intake to pump air into the engine
combustion chamber #1. The impeller is on one end of the
drive shaft in the compressor housing and the turbine is
on the other end in the turbine housing. The shaft has oil
pressure lubricated bearings in the center section. In
water cooled Porsche models, the bearing section has a
water cooled section between the bearings and the turbine
housing to keep the heat from the exhaust from heating
the oil in the bearings and passages to the point that they
become blocked by burnt oil (coking).

The turbocharger is a restriction to the exhaust gas flow,
so when the gas flow is given a path around this restriction
it chooses the path of least resistance, the amount of
exhaust gas passing through the turbocharger is lowered
thereby lowering the volume of air pumped into the engine.
The waste gate which is a valve connected to a pressure-
cell controls the size of the bypass. The pressure cell acts
Compressor Section Turbine Section against a spring that holds the valve closed. The pressure
cell is connected to the intake manifold by a pressure line,
when intake pressure rises to a level that overcomes the
spring, the pressure begins to open the valve. As pressure
rises higher, the bypass opens further until the balance
point of the system is reached and the pressure stabilizes
at the maximum allowed by the waste gate. We can see
this pressure curve in the Pressure/RPM graph marked as
A.
1 - Compressor Housing
2 - Compressor Wheel
3 - Axial Bearing
4 - Compressor Back Wall
5 - Turbine Housing
6 - Bearing Housing
7 - Rotor
8 - Sleeve
B - Oil Pressure From Engine
D - Oil Return Flow
F - Water Jacket
The speed of the turbine and impeller is not controlled by Pressure/RPM Curve
engine speed, but is a function of the balance between the
energy that compressing the air charge requires, and the This is how a waste-gate without electronic control works.
energy that the exhaust gas puts into the turbine. The The boost rises steeply as RPM rises until it reaches it’s
speed of the rotating assembly can be very high, speeds maximum level and then flattens out.
up to 100,000 RPM are not uncommon.
If the turbocharger did not have a control system, the

volume of air the compressor pumps and the amount of
pressure in the intake would rise to a level that would
damage the engine. To control the volume and resulting
pressure generated by the turbocharger, we use a waste
gate (#3 in Basic Turbo Charger System illustration). A
waste gate is a pressure-controlled bypass around the
turbocharger for the exhaust gas.

Electronic Turbocharger Control
Porsche first used digital electronic turbocharger control Turbo charger control needs to know what the pressure in
in 1986 on the 944 Turbo, most of the turbocharged the intake manifold is in order to control the wastegate, for
Porsche motors since have had digital electronic this reason there is a pressure sensor connected to the
turbocharger control. intake manifold.
With digital electronic turbocharger control the basic With digital control of the turbocharger, we have mapped
system operates like our previously described wastegate control of the wastegate. Later systems have adaptive
system. The difference is there is an electronic solenoid control, the vehicle specific sections have details of the
valve #1 that can vent the pressure that acts on the control strategies for the turbo charger. For the most part,
wastegate pressure cell to atmosphere (at the compressor cycling the wastegate control is the main function that
stage inlet). When this happens, the turbocharger will not engine management has to provide for turbocharger
be controlled by the wastegate since the pressure that control. Other functions that can be provided, include
would open the bypass is vented or partially vented to control of electric coolant pump and the boost
atmosphere. recirculation control.
The air volume and pressure produced by the turbo-

charger will now rise above the non electronic wastegate
control curve. We see this new control curve in the
Pressure/RPM graph as B, the shaded area is the
additional pressure electronic control provides. At C is the
safety curve where the fuel injectors would be shut off to
avoid damage to the engine from excessive boost.

Cam Timing Control The initial actuation is at approximately 1500 RPM, at
higher RPM (approximately 5500), the cam timing is
In 1992 with the VarioCam equipped 968, Porsche began returned to the base position, since at higher RPM the
to use digital electronic control of camshaft timing. In advanced cam timing would interfer with resonant intake
1997 the Boxster (986 )was equipped with VarioCam and charging and reduce performance.
all subsequent Porsche power plants have incorporated
digital electronic cam timing control. Many have valve lift The operations of the actuator and control solenoid
control as well. hydraulic circuit are described in the following illustrations.
Until 2002 and the advent of VarioCam Plus on the

naturally aspirated 911 Carrera (996) all of the cam
adjustment systems made the cam timing change in one
step so they were either off or on all of the timing change
or none.
Figure 1 Figure 2
Basic Setting
The operational principal of the one step VarioCam is illus-
trated in the graphic. We see the non actuated position in Figure 1 - Adjustment of the chain tensioner is performed
black (this is how a non VarioCam 944 operates all of the by hydraulic pressure cylinders and spring
time). The exhaust camshaft is chain driven off of the packs. Switchover pulses to the solenoid (1)
crankshaft and the intake camshaft is chain driven off of are produced by the DME control units. When
the exhaust camshaft. If we push the guide block down deenergized, both chain guides 2 and 3 are at
(the position shown in red), we advance the intake cam raised position.
without moving the exhaust cam. The 968 intake cam is Figure 2 - Solenoid (1) deenergized. Oil pressure (red) fills
moved by 15 degrees, the Boxster intake cam is moved interior of chain tensioner (2) and supports
by 25 degrees. force of springs (3) and (4). Both tensioner
chain guides (5) and (6) rest on the roller chain
Control is via a solenoid hydraulic valve to advance the links (7) and (8). Oil pressure (light red) is also
cam.The DME grounds the solenoid and oil pressure fed into the annular chamber (9) and supports
moves the piston attached to the lower chain guide to the the spring (10). Piston (11) remains at top.
advanced position. The upper chain guide is attached to Non-pressurized oil (blue) is diverted.
the tensioner that acts against the slack side of the chain.

Figure 3 Figure 4
High Torque Setting
Figure 3 - Solenoid (1) is actuated by the DME control

unit, engine oil pressure forces both chain
Piston position - retarded, minor valve overlap.
guides (2) and (3) “down”. This corresponds to
the “high torque” setting in the middle RPM
range.
Figure 4 - Solenoid (1) is energized and forces control
piston (12) down. Oil pressure (red) fills and
tensions the tensioner. Oil pressure (light red)
now also enters the large annular chamber
(13) and forces the complete actuator with
piston (11) down, overcoming the force of the
spring (10) at the same time. Non-pressurized
excess oil (blue) is diverted.
The systems in the 968 and Boxster are similar in

operation, the only added sensor is an oil temperature
sensor, which is required so the actuation RPM can be
raised when oil temperature raises to the point that oil
pressure drops off.
Piston position - advanced, major valve overlap.

This form of cam timing control is easy for DME, all that is
needed is a pin on the control unit that can be held to
ground, an oil temperature sensor, and the software to With VarioCam Plus, once the adjuster is adjusted to the
control when to energize the actuator. advanced position, it remains at the advanced position
until engine speed drops below actuation RPM.
In 2001, the 911 Turbo (996) was equipped with
VarioCam Plus. This system also moves the cam timing in In addition to advancing intake cam timing, VarioCam Plus
one step, however, it utilized a sliding helical gear adjuster changes the valve lift from 3 mm to 10 mm on the 911
for the exhaust and intake cams which were driven by the Turbo and 3 mm to 11 mm on the 911 Carrera (996). The
same chain. actuation RPM for both functions is load dependant. The
valve lift is changed by having two cam profiles and
hydraulically locking the lifter in order to increase the valve
lift.

Electronic control for the valve lift function is very similar
to cam timing control. All the DME needs to do is switch a
pin to ground when the software determines that the
conditions for large valve lift have been met.
Camshaft Vane Adjuster - Front View Cutout
VarioCam Plus shown in idle speed range – inner tappet controls

valve stroke (3 mm valve lift) and camshaft adjuster unit is in
“retard” position (minor overlap).
Camshaft Vane Adjuster - Side View Cutout
VarioCam Plus shown in upper full-load range – tappet is

interlocked (10 mm valve lift) and camshaft adjuster unit is in
“advance” position for peak torque and power.
In 2002, the naturally aspirated 911 Carrera (996) was

equipped with VarioCam Plus, this version of VarioCam
Plus included infinitely adjustable cam timing (vane cell
Solenoid Valve Operation
adjuster). As in all of the previously utilized cam timing
adjustment systems, the exhaust cam remains fixed and
P = Oil pressure in
the intake cam is moved. The difference is the intake cam
T = Oil return
can be moved to any position in its adjustment range.
B = Retard cells
This is achieved by cycling the solenoid hydraulic valve
A = Advance cells
between its three positions advance, retard and hold.

Non-return Valve Operation The VarioCam system decides where it needs the intake
cam to be positioned, and operates the hydraulic solenoid
valve to put it there. With the PIWIS Tester we can see
both the actual cam position and the position determined
by the camshaft timing control system. The 911 Carrera
(996) also utilizes valve lift control. In 2003, the Boxster
(986) and Cayenne V8 were equipped with vane cell
adjusters, however no valve lift control.
In 2005 with the introduction of the

Cayenne V6 both camshafts were
equipped with vane cell adjusters.
The V6 motor also has a double Hall
1 - Direction of Adjustment - Retard sensor system on each camshaft.
2 - Direction of Adjustment - Advance The advantage of having a vane cell
3 - Camshaft Adjuster 4 - 4-way Solenoid Valve adjuster on the exhaust cam is for the
5 - Non-return Valve 6 - Oil Pump main part to control NOx emissions.
7 - Oil Sump
911 VarioCam Plus
This new system uses the same cam position sensors as

the 2001 911 Turbo (996); they sense cam position four 1 - Vane cell adjuster, intake camshaft
times per cam revolution and with one sensor per bank, 2 - Vane cell adjuster, exhaust camshaft
this doubles to eight times per cam revolution and four per 3 - Timing case
crankshaft revolution. This allows the cam timing control 4 - Valve for variable camshaft control, intake
system to very accurately determine camshaft position. In 5 - Valve for variable camshaft control, exhaust
addition, these signals are utilized for the fast start 6 - Oil channels to annular groove of camshafts
system. The DME stores the stop position of the engine so
that the DME can begin to immediately actuate injectors As we can see, cam timing control is simple, electronically
and ignition without waiting to see the cam position. speaking. On the most complex system, the 2002 911
Carrera (996), there are two one position solenoids, and
two pulse-width-modulated solenoids controlled via
software. Both utilize a programmed map using engine
speed, load, and engine temperature to index cam
position. The mechanical components are more
complex, but the payoff in torque and horsepower
are worth the effort.
Signal from camshaft position sensors (Hall sensor)

Intake Tuning Systems
Porsche has utilized the naturally occurring pressure oscil-

lations in the intake tract to improve the volumetric
efficiency of Porsche motors since the 1980s. By utilizing
the physics of intake tract operation, Porsche engineers
have been able to design intake systems that give
Porsche motors the volumetric efficiency of supercharged
motors without having superchargers.
To understand how resonance tuning systems work, we

need to return to the Otto cycle. When the intake stroke is
occurring, the intake valve is open, the piston is
descending, and the air fuel charge is rushing down the
intake runner. As the piston approaches the bottom of the
stroke, the intake valve closes. However, the air fuel
charge that is in the intake tract cannot immediately stop
moving, it has mass and inertia, so it continues to move
down the intake runner.
In 1987, the 928S was equipped with a resonance-tuning With the intake valve closed, the intake tract becomes a
flap. This is in a tubular passage between the two sealed chamber, so the air fuel charge is compressed on
plenums, one over bank 1 to 4, and one over bank 5 to 8. top of the intake valve. When the inertia bleeds off, this
A vacuum motor actuated by an electric solenoid compressed air fuel charge expands back up into the
controlled by the LH control unit opened this flap. The intake tract as a pressure wave. It is this pressure wave
switching point of the flap was determined from a that resonant intake tuning utilizes to move air into the
load/RPM map. motor.
The design of the intake manifold causes the pressure

wave to arrive at a companion cylinder while its intake
valve is open and force additional air fuel mixture into that
cylinder. The tuning flap changes the intake geometry so
that this pressure wave effect is operational for a wider
RPM band.
This system was also utilized on the 911 Carrera (964)

and later on the 911 Carrera (993), (996) and Boxster S
(986). It is still in use on the 911 Carrera/S (997 and
Boxster/S (987) models.

VarioRam The Cayenne V6 utilizes a power collector. This system
exploits the pressure differential between the intake tract
In 1996 the 911 Carrera (993) was equipped with a intake and the combustion camber when the intake valve first
that included a system that mechanically changed the opens. It is similar in operation to the sports car system,
length of the intake runners in addition to a resonance however it utilizes a sealed chamber connected to the
tuning flap. This system utilized two intake paths. Only one intake by short runners that is opened at 4250 RPM.
intake path is utilized with long runners when the system
switches to short runners the second intake path becomes
effective. Two vacuum motors that are controlled by a
single switching solenoid control the sliding intake
sections.
The cylinder draws the air through the long torque runners
directly from the main collector, which achieves very good
cylinder charging at low engine speeds.
1 - Air entrance (e-gas)

2 - Main collector
3 - Torque runners
3A - Length of torque runners approx. 30˝ (770 mm)
4 - Switching roller in torque mode (closed)
5 - Power collector
1 - Air mass sensor

2 - Throttle valve
3 - Tuning flap
4 - Vacuum controlled slides
5 - Pipe gap
6 - Central intake rail
7 - Tuned intake pressure charging system The air supply of the power collector takes place through the
torque and power runners of the non-inducting cylinders. The
The VarioRam system has three operating modes that are vacuum wave created at the start of the intake process is
based on load and rpm. They are: reflected at the end of the power runners in the power collector.
After a short time it moves back to the intake valve. The
A - Long runners, one intake path, shortened resonance tube length of the power runners produces
B - Short runners, two intake paths, a high level of volumetric efficiency at high engine speeds and
C - Short runners, two intake paths and resonance consequently good cylinder charging.
chamber open.
2 - Main collector
4A - Switching roller in power mode (open)
5 - Power collector
6 - Power runners
6A - Length of power runners approx. 18˝ 450 mm)

The Boxster/S (987) utilizes a double flow distribution flap The 911 Carrera S (997) has a resonance chamber in its
in addition to a resonance-tuning flap. When the double air cleaner housing with a flap that closes the resonance
flow distribution flap is closed, the intake is separated as if chamber off. This flap is opened at approximately 4000
the engine were two three-cylinder engines running in RPM and closed again at approximately 6000 RPM and is
parallel. The flap is closed in the lower RPM range where controlled by the engine management control unit.
this increases torque, and opened in two higher RPM However it has no effect on performance, it is for
ranges. The RPMs of these ranges differ between Boxster acoustics only.
(987) and Boxster S (987).
All of these systems utilize electric solenoid controlled
vacuum motors to control the flap movement. The engine
management control unit has a map for flap control –
some based on load and RPM, and some solely on RPM.
The specifics of how each system works can be found in

the vehicle specific sections.
One common feature of these control systems is they

actuate the flap one time when the ignition is turned on
and the engine is not started – this is to check system
1 - Flange to electronic throttle 2 - Partition wall of double-flow operation. When we perform maintenance, these flaps
3 - Distribution pipe flap dist. pipe should always be checked for correct function. If they do
not operate, performance will suffer. These systems are
4 - Tuning flap 5 - Intake distributor, left bank
monitored by the diagnostic system in the engine manage-
6 - Intake distributor, right bank ment control unit for electrical malfunction open circuit,
short circuit to power and short circuit to ground.
Fan Control
Boxster (987) and 911 Carrera (997) Fan Control Chart
Beginning with the Boxster (986) the radiator cooling fans of Porsche vehicles are controlled by the engine management
control. With the exception of the 911 Turbo (996) that has three speeds up until 2005, these system had only two speeds,
low and high. In addition, the engine management controls the engine compartment ventilation fan, this is why there is a road
speed input to engine management (the fan is not needed when the vehicle is in motion). With 911 Carrera (997) and Boxster
(987) fan control is a distributed system that communicates via the CAN bus and the radiator fans are infinitely variable.
Systems That Effect Engine Management System Operation Via Data Transfer
There are several systems that have effect on the operation of engine management via programs in the engine management
control unit that utilize data from other systems.
Tiptronic Transmission
Porsche has had the engine management system act on information from the transmission going back to the 928. The 928
has a switch that closes when the transmission shifts from 1st to 2nd so the ignition control can retard the ignition timing to
soften the upshift.
All Porsche vehicles with Tiptronic transmissions have communication between the engine management control and transmis-
sion control so the transmission and engine can operate in coordination. The data transfer is bi-directional with load, RPM,
throttle position, “ambient conditions” and engine temperature transferred from engine management to transmission control,
and requests to retard ignition timing and gear selector position are sent from transmission control to engine management.
When the engine is cold, the transmission control engages a catalyst warm up shift program to speed catalyst warm up. This
is why the transmission control is OBD-II relevant and why the MIL can be turned on by the transmission control unit. In 1997,
the Boxster was the first Porsche vehicle to utilize a CAN bus system. It was used to connect the Tiptronic control unit to the
Engine Management Control Unit.

Stability Management Sport Chrono
The 1995 911 Carrera (993) was equipped with ABD The 2005 911 Carrera (997) and Boxster (987) have
(automatic brake differential). Porsche traction control Sport Chrono as an option, when this system is active the
began to utilize information from the engine management engine management switches the E-throttle to a faster rise
system. ABD actuates the rear brakes to eliminate wheel of the throttle opening curve and a more aggressive RPM
slip and it utilizes load information from engine limiter.
management to determine the limit for brake actuation
(when load is high the brake application time limit is Sports Chrono Functions of the Motronic
shortened).
As Porsche stability management has evolved, the interac-

tion between engine management and stability
management has become more complex with more data
shared between systems and more intervention in engine
management by stability management.
Traction Control (TC)
The 1997 Boxster (986) introduced TC (traction control),

this combined ABD and ASC (anti-slip control). When this
system detects a poor traction condition, it will limit the E-throttle Characteristic
amount of torque that the engine produces. The engine
management can reduce the amount of fuel injected, and
retard the ignition timing to reduce torque to the limit
determined by ASC. ASC remains a component of subse-
quent stability management systems, with E-throttle, the
engine management has control of throttle position as well
as the timing and fuel metering. This allows E-throttle to
control the amount of torque produced very precisely.
Engine Drag Control (EDC)
The 911 Carrera 4 (996) in 1999 came equipped with

PSM (Porsche Stability Management) with ASC as an
element of the system.
Speed Limiter Characteristic
Another engine management related system component is
EDC (Engine Drag Control). When EDC detects the rear
wheels braking loose when decelerating with engine
braking, it instructs the engine management control to
open the throttle to reduce the amount of engine braking
produced.

OBD-II
Subject Page
Porsche Emission Control Systems and OBD-II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.3
Monitors Run Continously . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.6
Misfire Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.6
Mixture Control Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.7
Monitors Run Once Per Key Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.7
Air Injection Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.7
Evaporative Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.9
Fuel Tank Leak Detection Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.11
Sports Cars up to 2004 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.11
Cayenne Evaporative Emissions System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.13
DM-TL Fuel Tank Leak Tests – Sports Cars 2005 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.15
Catalyst Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.17
Oxygen Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.18
Wide Band Oxygen Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.20
Sensor Heater Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.22
Malfunction Indicator Light (MIL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.22
P-Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.23
CARB ISO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7.23

OBD-II
Notes: Notes:

OBD-II
Porsche Emission Control Systems and OBD-II OBD-I (Comprehensive Component Monitor)
As we discuss the emissions control systems on Porsche OBD-I was introduced to Porsche vehicles in 1991. The
vehicles we will discover that these systems are enfolded system consisted for the most part as software in the
by the OBD-II system, and when we study the Porsche DME control unit, the only hardware involved was the light
OBD-II system we are studying Porsche emissions controls in the instrument cluster. With OBD-I, if an emissions
in a comprehensive manner. Examining these systems related component failure is detected by the diagnostic
inside the framework of OBD-II as a complete system will program a check engine warning light is illuminated. In
organize and simplify our study of emission systems. addition, the fault is stored in memory and can be read out
as a “blink code”.
We will divide OBD-II into five topics:
I. OBD-I - Comprehensive Component Monitor
II. Dynamic Monitors

Monitors run continuously
Monitors run once per key cycle
III. Malfunction Indicator Light and Fault Management
IV. P-Code System Check Engine Light Location
V. CARB ISO (Generic scan tool mode)
By dividing the emission system into these five subjects

we will have a clear and understandable description of
Porsche emission systems and how they operate. The first Blink Code
two subjects; Comprehensive Component Monitor and
Dynamic Monitors contain descriptions of the physical To read out the blink code, all you had to do is turn the
systems of Porsche emissions control and how they are ignition switch to the run position and then press the accel-
monitored. The other three topics are directly related to erator pedal to the floor (closing the full load contact) for
OBD-II fault management and legislative requirements. five seconds. The check engine light would then blink out
the fault. If the fault corrected itself (for instance an inter-
mittent open) the light would go out, however the fault
would still be kept in memory. This system utilized the
diagnostic that had been in the control unit since 1988
and was interfaced by utilizing the 9268 diagnostic tool.
Ok, so why is this important to us in learning about

OBD-II?
It is important because it is part of OBD-II where we call it

the Comprehensive Component Monitor. The engine
management system with OBD-II checks itself in the same
manner as the check engine light system did.

OBD-II
So how does the malfunction indicator light/compre-
hensive component monitor work?
Well the first element is the digital computer which is the

heart of the DME control unit – without a digital computer
we could not have on-board diagnostics. The second
element is the diagnostic program that is run by the
computer – without software the computer can’t perform
any function.
These two elements, the digital microprocessor and the

software program that it runs are what is really unique
about digital engine management, and what gives digital
systems the ability to self diagnose.
Let’s take a look at how the system would diagnose

a simple sensor circuit – the engine coolant temper-
ature sensor. This will allow us to understand how
these monitors work.
NTC Resistor Chart Showing Temperature Versus Resistance.
This will cause the voltage drop across the sensor to

decrease as temperature increases. The voltage drop has
a finite range. It cannot be at 0 because the sensor can be
a very low resistance, but can never be without any resis-
tance. In addition, it cannot be at five volts because the
sensor can have a very large resistance, but not an infinite
resistance (an infinite resistance is a open circuit).
As we can see in the system diagram, the microcomputer

is separated from the sensor circuit by the analog to
digital converter. The microcomputer must be separated
System Diagram from the analog circuit due to the voltage level that it
operates at. The microcomputer operates at micro amps
As you can see in the diagram above, the sensor is in and volts and the voltages and amperages in the analog
series with the voltage regulator. It is an NTC resistor. This circuit would damage the microcircuit. In addition, the
means that as temperature increases, the resistance of digital computer cannot process an analog signal. The
the sensor decreases. actual voltage must be converted into a binary number for
the microcomputer to process it.
Above the sensor, the voltage regulator in the control unit
supplies a five volt reference, and below it is connected to
the sensor ground circuit.

OBD-II
The microcomputer is really just a complex adding This diagnostic system program runs in the
machine. All the data it deals with must be converted into background of OBD-II and is one of the three
numbers that can be transmitted as 0 or 1. The computer diagnostic tests that are run continuously. All
will only do what its program tells it to do. This program is components of the system are checked by the
just a list of commands that the microcomputer executes Comprehensive Component Monitor for:
one after the other.
• shorts to ground
• shorts to power open circuits
If the commands are not written correctly the
• rationality (is the value measured by the sensor a value
microcomputer will execute the incorrect command – it possible for a correctly operating system).
does exactly what the commands in its program tell it to
do. So the better the diagnostic program is written the With OBD-II the malfunction indicator light will not be turned
better the diagnosis. on immediately when a fault is detected. It will be stored in
memory and the light is turned on only when the OBD-II
Here is an example of how a diagnosis of an engine fault management system has determined the fault is legit-
temperature sensor might be written: imate. This usually will take two key cycles and the fault
must be present for a time frame set by the diagnostic
program.
As you can see, if there is no problem, the program

proceeds to the next test. If a fault is found, it is stored in
the fault memory and the check engine light is turned on
and then the next test is preformed. When the program
has run completely through, it starts over and runs again.
The program will continue this repetition over and over the
entire time that the engine is running.
This program performs circuit tests as in our example on

all of the circuits in the engine management system, and
in addition, it performs rationality checks on the sensors.
For example; if the voltage of the temperature sensor
doesn’t move a certain amount in a given time, it is
diagnosed as defective, even though it is within its range.
We know that the engine temperature must rise if the
engine is running.

OBD-II
Monitors Run Continuously two teeth. There would be 60 teeth if the two removed to
make the reference signal were in place. This makes each
1. Misfire Monitor tooth and the void next to it 6 degrees in length, each
2. Mixture Control Monitor tooth is 3 degrees in length.
Misfire Monitor
The misfire monitor detects any condition that causes the

mixture in the combustion chamber not to ignite. When the
hydrocarbons (fuel) in the combustion chamber do not
ignite, they pass down the exhaust system into the
catalytic converter where they cause overheating that will
damage the converter. This is due to the oxidation
process that takes place in the converter. Oxidation
(burning) of the hydrocarbons is promoted by the platinum
and rhodium catalyst. Relatively small amount of hydrocar-
bons that are normally in the exhaust flow will not overheat
the converter. This makes it essential that misfire Sensor Ring Tooth Degree Diagram
conditions be detected by the OBD-II system and indicated
to the driver by the malfunction indicator light. With the flywheel divided into sixty segments and each
segment divided into two 3-degree segments (the high
The misfire monitor detects misfire by monitoring the section and the low section), the computer can determine
acceleration of the crankshaft that occurs when a spark crankshaft movement in less than a degree. Remember
plug fires and the combustion process forces the piston the processor is operating with a clock speed of 20 to 30
down the cylinder, thereby accelerating the crankshaft. million cycles per second, so the processor can do a lot
The system utilizes the speed and reference sensor that is of math when the flywheel moves only a portion of a
part of the engine management system to detect the degree.
acceleration of the crankshaft caused by the combustion
process. With a six-cylinder engine, the system divides a crankshaft
rotation into three 120-degree segments and looks for
acceleration in each segment. From this it can determine
not only that a cylinder has misfired or not, but identify the
cylinder that has misfired. The program that evaluates
misfire is complex. It has to be able to distinguish between
deceleration caused by rough roads, potholes, shifting,
and other non misfire causes, and deceleration caused by
misfire.
When the fuel level is in the reserve range, it flags

any misfire that occurs with the information that the
misfire occurred when the fuel level was in the
reserve range.
Flywheel With Sensor Ring and Inductive Sensor
As you can see in the illustration the inductive sensor with

coil and iron core is positioned to sense the teeth of the
sensor ring. The frequency of this signal (number of teeth
per second) is directly proportional to crankshaft speed.
There is a reference point that is determined by removing

OBD-II
In order to determine if crankshaft deceleration is Now we will examine the monitors run once per key
occurring, the misfire monitor must establish a baseline of cycle. Many of them require additional components.
crankshaft motion (what the crankshaft rotation looks like
when there is no combustion). Monitors Run Once Per Key Cycle
We call this process flywheel adaptation and it has These monitors are the big difference between OBD-II and
to take place the only time that there is no combus- earlier systems. They are unique in that they require some
tion, during deceleration. special conditions in order to run such as a certain load
level, engine RPM, or temperature.
In addition to establishing the flywheel adaptation, the
misfire program can tell if there is damage to the sensor 1. Air Injection Monitor
ring or flywheel. The misfire monitor is unique in that it is 2. Evaporative Monitor
the one monitor that will turn on the malfunction indicator A. Fuel Tank Ventilation
light immediately. All of the other monitors have some B. Fuel Tank Pressure Test
amount of time that the fault must be present before the
light will be turned on. This is due to the damage that can 3. Catalyst Aging Monitor
happen to the catalytic converter if misfire occurs in a 4. Oxygen Sensor Monitor
high RPM/load range or for too long of a period of time. 5. Oxygen Sensor Heater Monitor
Mixture Control Monitor Air Injection Monitor
The mixture control monitor utilizes the mixture adaptation

system to detect mixture control system malfunctions.
When the active mixture control FR (integrator), or the
adaptive long-term fuel trim system moves out of a
specified range, a fault is detected. If the fault is present
for a specified time period and is outside the allowed
range for two key cycles, the MIL (malfunction indicator
light) is illuminated and a fault is stored. This monitor is
part of the mixture control software and is active whenever Air Injection System Components
the engine is running. When a fault is detected, the mixture
adaptation system locks and makes no further 1 - Air pump
corrections. The mixture control is already closely 2 - Pneumatic switching valve
monitoring injection time and long term fuel trim, so 3 - Electromagnetic valve
modifying the software to detect when the fuel trim 4 - Non-return valve
system has developed a malfunction does not require 5 - To the cylinder heads
large changes to the system. 6 - To the vacuum chamber
All of the monitors we have discussed so far are The air injection systems on Porsche engines with OBD-II
continuous monitors that operate all of the time in the operate only for the first several minutes after start up.
background. They run from the time that the engine is They utilize electric air pumps since this eliminates any
started until the vehicle is shut down. These monitors are load on the engine when the air pump is not operating.
for the most part software modifications and require little The length of time that the air pump operates is
or no additional hardware be added to the vehicle. dependent on the engine temperature at the time of start
up.
The system consists of a control valve and an electric air

pump and a manifold system with a one-way non-return
valve to keep the exhaust gas pressure in the exhaust. Up
until M.Y. 2005, Sports Cars have a vacuum operated shut

OBD-II
off valve to ensure that no air is pulled into the exhaust Operation of Air Injection Monitor
system when the pump is not running (this would drive the
mixture rich as the mixture control system would see the The monitor for air injection monitors the oxygen sensors
extra O2 as a lean condition and correct for it). The valve in order to detect if air is actually being injected into the
is controlled by an electromechanical vacuum switching exhaust. It looks for the oxygen sensors to drive the
valve that energizes and applies vacuum to the valve, voltage low (think back to our discussion of oxygen sensor
opening it when the pump is switched on. This is achieved basics low voltage high oxygen content in exhaust), since
by having the Engine Management Control Unit ground the normally the sensor voltage would be high due to the rich
low side of the power relay for the pump and the coil for start up mixture. The only way that the sensor voltage will
the vacuum-switching valve at the same pin. fall to ground is if air is actually being injected into the
exhaust.
Cayenne models and Sports Cars after 2005 use a combi-
nation one way/control valve that allows flow into the Oxygen Sensor Voltage Without Secondary Air
exhaust after the air pressure rises to 80mbar, avoiding
the complication of the shut off valve and vacuum
switching valve of the earlier system.
X - Oxygen sensor voltage

t - Time
Secondary Air Injection Pneumatic Switching Valve
Oxygen Sensor Voltage With Secondary Air
The passages for the air injection system are designed
into the motor and inject the air directly into the exhaust
port via passages drilled or cast into the engine
components.
X - Oxygen sensor voltage

t - Time
If the voltage falls when the air pump is actuated, then air
Cylinder Head Air Injection Passage (arrow) is being injected. If there is no drop or a weak drop, the
system has some problem that is keeping air from being
The point of injecting air into the exhaust is to promote injected. The comprehensive component monitor checks
oxidation of excess HC that is present during start up. In the circuit of the air pump control and with Sports Cars
addition to controlling HCs, the heat produced by this before 2005, the vacuum control solenoid.
process heats up the catalytic converter and enables early
light off of the catalyst.

OBD-II
Evaporative Emissions System Monitor flushing air line to atmosphere at #3. As the vapors cross
the carbon (not a large volume of vapor and not at a high
The evaporative emissions system monitor has two flow rate) the HCs in the vapors are absorbed by the
main sub systems: carbon and held in the EVAP canister.
1. Fuel Tank Ventilation Monitor This process continues the entire time the vehicle is static.
2. Fuel Tank Leakage Monitor After the engine has run long enough for it’s temperature
to rise above the level required for tank vent operation, the
These two systems check the same system, however, EVAP canister purge valve opens and air flows into the
they operate independently and for the most part at flushing air line at #3 and across the carbon in the EVAP
different times. The tank ventilation monitor is very similar canister and through the purge valve into intake manifold.
vehicle to vehicle, and with the tank leakage monitor, there As the air crosses the carbon in the EVAP canister (a large
are three different systems. amount of air at a high flow rate) it picks up the HCs that
were deposited in the carbon during the static mode and
In addition, there are some features that all OBD-II vehicles carries them into the intake where they become part of
have that are not actually functioning components of the the fuel used in the combustion process. The fuel mixture
emissions system but have an effect on how well the control system must adjust the Ti to compensate for the
systems function. For example, all Porsche models from additional fuel that is delivered by this system.
2002 have returnless fuel systems with the exception of
Turbo and GT3. This reduces the temperature of the fuel in The mixture control system operates the purge valve from
the tank, and therefore the amount of HC vapors a map that must be compensated for the amount of fuel
generated in the tank. that has been stored in the EVAP canister. The amount of
HC stored in the EVAP canister can vary greatly. If the
Fuel Tank Ventilation Monitor vehicle has been operating for an extended period at
highway speeds, there will be almost no HCs stored and
To understand the tank vent monitor we must first examine when the purge valve is opened it is an air leak.
the operation of the evaporative emissions control system.
The tank ventilation system operates as part of the
mixture control system and is even used to compensate
for short-term mixture control deviations (if for example an
air leak occurs, the mixture control will increase the purge
valve on time until the system can adapt).
1 - EVAP canister purge valve

2 - EVAP canister
3 - Purge air
4 - Tank
5 - Intake manifold
6 - To the engine
Pictured above is a basic evaporative emissions system. It

is similar in concept to the system used on all Porsche
vehicles. This system has two operation modes, static and
dynamic (engine off and engine running). In the static
mode, fuel vapors form in the tank #4 and then flow
across the carbon in the EVAP canister #2 and out the

OBD-II
Diagnostic Monitor Tank Venting Tests
To determine if vapors are flowing through the purge valve

(this is the main indicator that the system is functional),
the monitor looks at the oxygen sensor. If the sensor
moves high or low a sufficient amount when the purge
valve is opened, the system is determined to be operating
correctly.
However, it can be that the valve is operating correctly

and the sensor voltage does not move. This would occur
1. Lambda purge flow <> 1: System is functional if fresh
when the mixture coming from the system is at the
air (1a) or HC (1b) detected.
stoichiometric ratio, in this case the oxygen sensor
2. Lambda purge flow = 1: Throttle unit actuator will
voltage would not move when the purge valve opens. To
reduce the flow rate through
detect this condition, the monitor also looks at the idle
the throttle due to additional
control system when the purge valve is opened, the idle
flow through the purge valve.
control has to lower the amount of air entering the engine
in order to maintain the specified idle RPM, then the
system is determined to be operating correctly. This is
why this monitor needs idle condition to complete its
function.
1a. Fresh air via EVAP canister.

1b. Fuel vapor via EVAP canister.
2. Lambda purge flow = 1: Throttle unit actuator will

reduce the flow rate through
the throttle due to additional
flow through the purge valve.

OBD-II
Fuel Tank Leak Detection Tests vacuum due to the vacuum limit valve (7). This valve limits
how low the pressure in the tank can go. This is done
Porsche vehicles utilize three types of tank pressure because if the pressure gets too low it will cause the fuel
testing: to evaporate at a much higher rate (liquids boil in a
vacuum).
1. Pressure sensor with flushing air line shutoff valve –
Sports Cars up until 2004. Once the pressure in the tank is low enough, the purge
2. Leak detection Pump – All Cayenne models valve is closed and a waiting time is started, if the
3. DMTL – Sports Cars 2005 and later pressure remains constant, the tank is leak tight (a small
increase is allowed). The size of the leak is determined by
In addition we have On Board Refueling Vapor Recovery on how rapidly the pressure rises (if the pressure rises rapidly
all models overlaying the tank venting and tank leak to ambient, a large leak is indicated, perhaps a loose gas
detection systems. cap).
Sports Cars up to 2004 – Tank Pressure Sensor and

Flushing Air Line Shut-off Valve
System Overview
1 - Fuel Tank
2 - EVAP Canister
3 - Purge Valve
4 - DME
5 - Tank Pressure Sensor
6 - Shutoff Valve
7 - Vacuum Limit Valve
Leak check diagnosis of the sports car fuel tank utilizes

the vacuum in the intake manifold to generate a low
pressure in the tank, and a pressure sensor to monitor
tank pressure. The pressure sensor (5) monitors tank
pressure, it is a piezoelectric sensor that generates a
voltage directly proportional to the pressure in the sensor.
When the conditions for diagnosis are met and diagnosis
is initiated, the purge valve (3), and shutoff valve (6) are
closed, a slight pressure rise will then occur in the tank
caused by fuel evaporation. Then the purge valve will be
opened and a low pressure will be generated in the tank.
This pressure will not be as low as the intake manifold

OBD-II
Diagram of Tank Leakage Test System with ORVR
1 - Fuel tank
2 - Rollover valve
3 - Fill level limit valve
4 - Spit-back valve
5 - Filler pipes
6 - ORVR valve
7 - Underpressure limit valve
8 - Pressure sensor
9 - Operative venting valve
10 - Filter casing
11 - Fresh air valve
12 - Shut-off valve
13 - Active carbon canister
14 - Air filter
16 - Engine
In the diagram above we can see the ORVR path indicated It is important that the tank not be topped off after
in red. The ORVR system is not electronic, it has two the nozzle shuts off. We see that the ORVR overlays the
electromechanical solenoids, the ORVR valve at (6) and the tank ventilation system (vapor path shown in green) and
fresh air valve at (11), they open when the reed switch at the tank leak system – so we have three vapor systems
(9) is closed by a magnet on the back of the filler pipe flap. interconnected in this diagram. Looking at the diagram as
one system can be confusing, however if we look at the
The ORVR is not monitored by the engine management diagram one system at a time, system operation becomes
system, it only operates during refueling and cannot affect clear.
the tank leak test. The spit back valve at (4), only allows
liquid fuel to pass into the tank, it will not allow the vapors
in the tank to pass back up the filler pipe. So as the tank
fills, the vapors in the tank are forced to take the path
indicated in green through the active carbon canister
where the HCs are captured. When the fill limit valve at (3)
closes the vapor path, the gas station filler nozzle will shut
off.

OBD-II
Cayenne Evaporative Emissions System The vapors are forced to exit at the fill limit valve at (8)
and then through the active carbon canister (1) to atmos-
phere at the air filter at (18).
The Cayenne has three systems connected to the

fuel tank:
1. Evaporative Emissions,
2. ORVR, and,
3. Tank Leak Check.
If we look at one system at a time operation is much

easier to understand.
1 - Carbon Canister
2 - Vacuum Limiting Valve
Cayenne Tank Leakage Monitor
4 - Over Pressure Relief Valve
3 - Percolation Tank
5 - Filler Neck (with metal flap)
6 - Fuel Tank
7 - Spring Loaded Flap
8 - Fill Limit Venting Valve
9 - Roll Over Valves
10 - Over Pressure Valve
11 - Refueling Vent Line
12 - Evaporative Valve
13 - Evaporative Vent Shutoff Valve
14 - LDP
15 - Vacuum Inlet from Intake Vacuum Reservoir
16 - One Way Check Valve
17 - Tank Vent Lines
18 - Fresh Air Vent With Filter
LDP (leak detection pump)

The Cayenne vapor collection system has five venting
points on the tank; fuel vapors would collect in the high
1 - Vacuum connection (from vacuum reservoir in intake
points of the tanks irregular shape if the extra vapor paths
manifold)
were not provided. In addition, the Cayenne has a percola-
2 - Electric frequency valve for the diaphragm pump
tion chamber between the tank and the active carbon
3 - Vacuum side of the diaphragm pump
canister where heavy fuel vapors are allowed to condense
4 - Pressure side of the diaphragm pump
back into liquid and return into the tank.
5 - Connecting pipe to the carbon canister (pressure side)
6 - Connecting pipe to the water separator/filter element
Like the Sports Cars, the Cayenne vents the tank to
7 - Electrical Reed Switch
atmosphere across the active carbon canister. The fuel
8 - Mechanical EVAP shut-off valve (always closed when monitor
vapor-purging path for Cayenne is shown in green and has
is active)
a vacuum-limiting valve (2) to reduce fuel evaporation.
Fresh air enters via the air filter at (18) and moves through
As we see from the system diagram for Cayenne, the LDP
the active carbon canister at (1) where the HCs are picked
is in series with the EVAP vent air filter and in parallel with
up. The vapors then flow across the purge valve at (12)
the EVAP vent shut off valve, so when the EVAP vent shut-
and into the intake manifold. The ORVR vapor path for the
off valve closes, the only path into the tank is the LDP. The
Cayenne is shown in red. The ORVR of the Cayenne has no
LDP is a vacuum operated pump and pumps air into the
electrically controlled valves. Similar to the sports car
tank which is a sealed system, since during diagnosis the
system, it has a vapor control valve at the bottom of the
purge valve is closed.
filler pipe at (7). This allows liquid fuel in but no vapors out.

OBD-II
The LDP is a diaphragm pump, above the diaphragm is a In the top of the LDP is a reed switch and a magnet. The
chamber that when the leak test begins is alternately magnet holds the reed switch in the closed position. As
connected to vacuum and atmosphere by an electric the diaphragm raises, a metal plate connected to the
frequency valve operating at approximately 40% duty diaphragm slides between the reed switch and the magnet
cycle. and the reed switch opens.
The LDP frequency valve operates for a fixed period of

time and then shuts off. If the reed switch has not opened,
a major leak is detected, if the reed switch opens too
soon, a small leak is detected, and if the switch remains
closed for the required diagnostic period, the tank passes
the leak test. In the bottom of the LDP there is a mechan-
ical EVAP vent shut-off valve, it is opened when the
diaphragm is in its full-relaxed position and duplicates the
function of the electrical EVAP shut-off valve.
Diaphragm Lifting
When the upper chamber is under vacuum, the diaphragm

lifts and compresses the spring that normally holds it in
the down position. When the upper chamber is vented to
atmosphere, the diaphragm is moved by the spring to the
down position. The bottom chamber is connected to
atmosphere via the air filter over a one-way valve that only
allows flow in (intake valve) and to the sealed tank via a
one-way valve that only allows flow out (outlet valve). As
the diaphragm moves up and down it pulls air in across
the inlet valve and out across the outlet valve pumping air
into the tank.
Diaphragm Falling
As the tank pressurizes, the diaphragm has to act against

the pressure built up in the tank, and as the pressure
beneath the diaphragm becomes higher than the pressure
above the diaphragm, the diaphragm stops falling
completey down and begins to operate with a shorter
stroke. When the pressure in the tank reaches a point
where it overcomes the spring above the diaphragm, the
diaphragm is locked in the fully raised position.

OBD-II
DM-TL Fuel Tank Leak Test Sports Cars from 2005 DM-TL Fuel Tank Pressure Test
Tank Venting Canister Purge
When we look at the diagram of the DM-TL diagnosis

1 - Fuel pump with pre-chamber
module, we see that it consists of a pump, a two-position
2 - Fuel filter
switching valve, and a .5mm (.02 in) orifice. It is
3 - Fuel-pressure regulator
connected on one side to the fuel tank across the active
4 - Fuel pressure line to the injection valves
carbon canister, and on the other side to atmosphere
5 - Purging line to the intake manifold
across the air filter. When diagnosis is not active, the valve
6 - Evaporative emissions purge valve
connects the atmospheric vent with air filter to the active
7 - Roll-over valve
carbon canister.
8 - Four chamber carbon canister
9 - Tank leakage diagnostics module DM-TL
10 - Filter for DM-TL
11 - Vent to atmosphere
12 - ORVR vapor line
13 - Overpressure control valve (max. 130 mbar)
14 - Pressure control valve
15 - Excess-pressure control valve
16 - Fuel limit control valve
17 - Fuel filler pipe
18 - Anti-spitback valve
The fuel vapor-venting path of the 2005 Sports Cars Diagnosis Reference Measurement
shown in red is simplified compared with the earlier sports
car system. Air enters through the air filter in the DM-TL, When diagnosis is initiated, the DM-TL valve is in a position
flows across the activated carbon canister picking up HCs, that connects the pump to the reference orifice, and, the
and then flows into the intake manifold via the venting pump is switched on. The amount of current the pump
valve. The ORVR vapor path shown in green is also simpli- consumes when pumping against the reference orifice is
fied, there is a valve at the bottom of the fuel filler pipe to measured and stored by the diagnosis program. The
prevent vapors from venting up the filler pipe during purge valve is closed and the DM-TL valve is then moved
fueling, and a fill limit valve as in the earlier ORVR. With to a position that closes off the path to atmosphere and
DM-TL, ORVR and Evaporative emissions share vapor lines, opens a passage to the tank across the active carbon
this reduces the number of lines in the system. canister.

OBD-II
Evaporative Emissions and Tank Leak Check
General notes:
The comprehensive component monitor checks all of the

circuits and electric components in the evaporative
emissions and tank leakage systems. It will store a fault if
there is a malfunction detected in the components, or
circuits, whenever the system is operating.
If the active monitor detects a malfunction, the MIL will be

illuminated when the conditions for confirming that fault
Diagnosis Leak Test are met. An appropriate fault will be stored in memory.
This occurs only when the monitor is running. The
The pump begins to pressurize the tank and active carbon diagnostic monitors run when the conditions for operation
canister, and at this point, the amount of current that the are met. This is not necessarily every time the vehicle is
pump consumes falls off. As the fuel tank and active operated.
carbon canister pressurize, the current rises. If the fuel
tank active carbon canister and connecting pipes are leak The required conditions for diagnosis are different for the
tight, the current rises above the level previously recorded three systems, and can include engine temperature, load,
by the diagnosis program. RPM, time, and other variables. For example; the pressure
sensor tank leak test and LDP tank test must be run when
If the current rises to the level previously recorded (when the engine is running, while the DM-TL leak test can be run
pumping against the reference orifice), then the leak is without the engine running, or even with the key off. So
.5mm (.02 in.) in size. If the current is less than this level, when we repair a defect in the tank, or connected lines
the leak is larger than 0.5mm. The diagnosis is run for a and components, it is important to perform a short test. If
specified time period and there is a coarse and fine test. we do not this, the system may not run the diagnosis for a
period of time. When it does, the MIL will turn back on if
the vehicle is not repaired.

OBD-II
Catalyst Monitor
Three-way Catalyst OK (TWC) Three-way Catalyst not OK (TWC)
A: Sensor amplitude ahead of TWC A: Sensor amplitude ahead of TWC

B: Sensor amplitude after TWC B: Sensor amplitude after TWC
X: Delay due to gas running time
The goal of the catalyst monitor is to find out if the If we see that the rear sensor is the same as the
catalyst is doing its job of lowering the N0x, HC, and CO front sensor, we know the catalyst is not operating
emissions in the exhaust flow. To do this, we install a and the tailpipe emissions will be above the legal
second 02 sensor after the catalyst (or in the case of a limit.
system with two catalysts per bank after the first catalyst).
If the catalyst is operating correctly, the O2 level at the The reason that this monitor is run only once per key cycle
second sensor will be relatively low. If the second sensor and has special conditions, is that if we don’t run it when
looks just like the first (mixture control) sensor, then the the catalyst has had a chance to get up to operating
catalyst is not doing it’s job and is defective and needs to temperature and has a good amount of flow, we can fail a
be replaced. good catalyst.
We can see in the two examples above, when the catalyst To understand the way the engine management computer
is operating correctly, the 02 sensor in front moves in a looks at inputs, we need to remember that it has no eyes,
range between 100mV and 900mV, and the sensor behind so it cannot look at the waveforms of the two sensors and
the catalyst, in a range between 800mV and 900mV (this compare them as we do. The processor can only deal with
can be broader but will be above 500mV). numbers it is just an adding machine a complex fast
adding machine but still just an adding machine.
The voltage is high and that means 02 is low. This is due
to the fact that when the catalyst is operating correctly, it
uses up the 02, turning the CO and HC into C02 and H2O.
It not only needs the 02 in the exhaust stream, it also uses
up the 02 from catalyzing the NOx and reducing it to free
02 and N.
So when we see the rear 02 sensor with a high voltage

signaling, a low 02 content, we know the exhaust
emissions contain a low amount of CO, HC and NOx, and
that the catalytic converter is in good condition.

OBD-II
So what the diagnostic monitor does is sample the O2 Oxygen Sensor Monitor
voltages at a regular interval for a period of time. When it
has a sufficient sample (around 60), it performs math on The Oxygen sensor monitor gives the oxygen sensors a
the collected data and comes up with a equivalent value complete check up. If a sensor has ceased to operate, or
for each sensors amplitude. Then it computes the ratio is slow or out of range, this monitor will detect its
between the two sensor values. defective condition and illuminate the MIL and store an
appropriate fault.
O2 Sensor Wave Form

In the diagram above, we can see the effect on emission
If the ratio is 1, then the catalyst is defective since the levels when the sensor slows down and the average
front sensor and rear sensor have the same wave form. amplitude of the signal rises.
The catalyst is not fuctional, a low number, .05 for
example is good because the two waveforms are different, The O2 sensor evaluation circuit has approximately 475
and the catalyst is working. The pre-conditions for the mV at the terminal that the O2 sensor is connected to the
sampling of the sensor amplitudes include, time after start control unit at.
up, engine temperature, catalyst temperature, engine
RPM, engine load, and air mass.
The catalyst monitor is the longest monitor. It can take up

to 14 minutes to run after the pre-conditions are met.
With the catalyst monitor we see the main difference
between OBD-II and the system before OBD-II. With the
earlier system, the catalyst could be replaced with a piece
of pipe and the check engine light would remain off.
So when the O2 sensor voltage drops to 200 mV, the

circuit is more positive at the control unit and more
negative at the sensor.

OBD-II
O2 Sensor Evaluation
When the sensor is generating 800 mV, the circuit is more

A - Threshold of 440 mV
negative at the control unit and more positive at the
1 - Rich to lean threshold voltage
sensor. This means that whenever the sensor passes the
2 - Lean to rich threshold voltage
475 mV point, it changes polarity, making the points that
7 - Minimum sensor voltage during test
the O2 waveform crosses the 475 mV reference voltage
8 - Maximum sensor voltage during test
stand out to the evaluating circuit.
9 - Time between two transitions
The monitor also looks at minimum voltage and maximum

voltage, how long it takes the sensor to move from lean
(low signal) to rich (high signal), and if the rising waveform
is the same length as the falling waveform. It compares all
of these values to limits programmed into the monitor. If
the sensor has values outside the allowed parameters, a
fault is stored and the MIL is actuated. Like the catalyst
monitor, the Oxygen sensor monitor must have special
conditions to run load, RPM, engine temperature, air
mass, time after engine start.
These polarity changes are used to direct the mixture

control system, when to switch from rich to lean, and
which direction to switch. The cross count is also used by
the sensor monitor to determine if the sensor is switching
as many times per minute as it should, or in other words,
what the period of the sensor signal is.
When the line stands at 475 mV, the monitor detects an

open circuit on the sensor signal line. When the line is
above one volt, the monitor detects a short to power
(most likely the heater circuit), and when it stands at
ground, a short to ground.

OBD-II
Wide Band Oxygen Sensors Operation
Wide band oxygen sensors have a distinct advantage over The heart of the wide band sensor is a Nernst concentra-
narrow band oxygen sensors (Lambda sensors) and that is tion cell this is the engineering term for a lambda oxygen
that wide band sensors can begin to control mixture within sensor. So in the middle of the wide band sensor is a
approximately 30 seconds of engine start and remain in narrow band sensor, this sensor cell lies between the
control of mixture as long as the engine is running. This reference air channel at #4 and the exhaust gas flow
has the obvious benefit of improved emission levels, fuel coming in at A into measurement cell #3. The output from
consumption and performance. Both DME 7.8 and DME the sensor cell is connected to the negative terminal of an
7.1 are normally equipped with wide band sensors in front operational amplifier in the control unit. The other
of the catalyst. Only the version of 7.8 used on the measurement terminal of the operational amplifier is
naturally aspirated 911 Carrera (996) and Boxster (986) connected to a fixed reference voltage at D. The Op amp
use narrow band lambda sensors. compares the two voltages and based on the polarity and
amplitude difference between the two voltages, the Op
amp generates a current at its output.
This current flows into or out of a second nernst cell #2 (it

turns out that when we put an oxygen differential across a
nernst cell it generates a voltage, and when we put a
voltage across a nernst cell it moves oxygen), when the
current flows in, it moves oxygen into the measurement
cell, and when it flows out it pumps oxygen out. By
pumping oxygen out of and into the measurement cell the
Op amp keeps the difference between the reference
voltage and the Nernst cell voltage stable. This means that
the Nernst cell voltage is kept at 450 mV by the current
flowing from the Op amp.
It turns out that the voltage drop across the measuring

resistor at #7 is directly proportional to mixture in the wide
band. Wide band sensors are planar sensors. They are not
thimble shaped like a conventional oxygen sensor, instead
A - Exhaust Gas they are a bar of ceramic material like a stick of gum but
B - Heater Current much smaller and narrower and about the same thickness.
C - Pump Current
D - Reference Voltage Newer narrow band sensors and all Porsche wide band
1 - Nernst Cell sensors are planar in design. The wide band sensors have
2 - Pump Cell a small hole in their upper surface that allows the exhaust
3 - Diffusion Gap gas flow to act on the measurement cell. In the connector
4 - Reference Air of the wide band sensor there is a special laser trimmed
5 - Nernst Cell Heater resistor that is adjusted during production to calibrate the
6 - Op Amp sensor.
7 - Measuring Resistor
Wide band sensors have a sensor heater that controls the
sensors temperature. This heater is fed a modulated
square wave to control the sensor temperature. It is
important that the wide band sensor be quickly heated up
so it can begin to control mixture as quickly as possible
and kept at operating temperature to ensure accurate
operation.

OBD-II
Wide Band Oxygen Sensor Wiring Diagram
In the sensor wiring diagram we can see the color codes

of the wires and the connection points to connect an oscil-
loscope to measure the voltage drop across the
measuring resistor, the nernst cell voltage and the heater
square wave.
The oxygen sensor monitor for wide band sensors

operates much like the sensor monitor for narrow band
Lambda sensors. The sensor design is different, but the
output wave form is similar.

OBD-II
Sensor Heater Monitor Malfunction Indicator Light (MIL) and
Fault Management
The Oxygen sensor heaters are important for correct
operation of the mixture control system, and it is obvious
that if the oxygen sensors are not working correctly, the
OBD-II system would not function properly. The oxygen
sensor heaters are provided with power by the same relay
that powers up the fuel injectors and the engine manage-
ment control unit switches the grounds of the heaters.
The heaters are actuated only when needed; as engine

load rises to the point that the oxygen sensors are heated
sufficiently by the exhaust gas flow, the control unit
switches the ground for the heaters off.
The heater circuits are monitored by the oxygen

sensor heater monitor for:
• opens shorts to power,

• ground,
• and plausibility.
The oxygen sensor heaters each have an resistor across

them. In the control unit, the voltage drops of these resis-
tors are used to monitor the function of the heaters. We
know that if the voltage drop of the monitoring resistors is
within the programmed limits, the heaters are functioning
correctly.
The sensor heater monitor also looks at the resistance of

the oxygen sensors. This is determined by a complicated
calculation on the sensor voltage and current via Ohms
law. We know that when a sensor’s temperature is low, its
resistance is high, so when the oxygen sensor heater is
not working correctly, the resistance of the sensor will
rise. The PIWIS Tester can be used to see this sensor
resistance. We have a limit for resistance in the OBD diag-
nosis manual.
When we look back over the section on OBD-II, we can see

that if there is a malfunction in the engine management
system, the diagnostic system will find it most of the time.
Occasionally, we will have a situation where a sensor will
be out of range far enough to cause a performance
problem, but not far enough to set a fault. The one
problem for the technician with OBD-II is when we
don’t fix the problem, the MIL comes back on. When
we repair a MIL lamp on a engine management
system malfunction, we must make sure the
monitors involved are run when we test drive the
vehicle.

OBD-II
P-Codes – Standardized Trouble Codes – SAE J 2012 CARB ISO
9DTC-Diagnostic Trouble Codes
Mode 5
Diagnostic Trouble Codes that are monitored by the engine
control module are standardized, which means that all In mode 5, the values of the last test conducted on each
manufacturers must use the same Diagnostic Trouble oxygen sensor can be called up.
Codes.
The Diagnostic Trouble Codes (DTC) ia always a 5-digit al-

phanumeric value, example: “P0100”
All P0xxx codes are standardized codes. However each

manufacturer can use other DTCs in addition to the stan-
dardized codes. This applies when the manufacturer inte-
grated additional functions in the control module that can
be diagnosed and that exceed the law. These codes are
identified as “P1xxx”, for example: “P1100”
The first digit of the code (letter) identifies the system the
code has set. There are 4 systems: The following PID’s are supported for the oxygen sensors
upstream of the catalytic converter (banks 1 and 2,
B – For Body sensor 1).
C – For Drive Train $01 Rich To Lean Threshold Voltage
P – For Engine
U – For Future System
For OBD II only the P code is required. Programmed fixed value.
The second digit identifies the generic code (P0xxx), or $02 Lean To Rich Threshold Voltage
the manufacturer code (P1xxx).
The third digit identifies the major subassembly where a

malfunction occurred. They are:
P01xx – Fuel Programmed fixed value.
P02xx – Air Ratio $07 Minimum Sensor Voltage During Test
P03xx – Ignition System
P04xx – Additional Emission Controls
P05xx – Vehicle Speed and Idle Speed Control

The required range and the actual value are indicated.
P06xx – Control Module and Initiating Signals
P07xx – Transmission

OBD-II
$08 Maximum Sensor Voltage During Test $32 Average Period
The required range and the actual value are indicated. The required range and the actual value are indicated.
$09 Time Between Two Transitions
A - Sensor OK
B - Sensor characteristic offset e.g. by silicone
C - Sensor characteristic offset e.g. lead
D1 - Sensor offset towards leaner mixture (PID 31)
D2 - Sensor offset towards richer mixture (PID 30)
$30 Oxygen Sensor Offset Towards Richer Mixture
$31 Oxygen Sensor Offset Towards Leaner Mixture

Conversion Charts
Metric Conversion Formulas

Temperature
Conversion INCH . . . . . . . . . . . . . X 25.4 = MM
MM . . . . . . . . . . . . . . X .0394 = INCH
MILE . . . . . . . . . . . . . X 1.609 = KILOMETER (KM)
KM (KILOMETER) . . . . . . . . X .621 = MILE
OUNCE . . . . . . . . . . . X 28.35 = GRAM
GRAM . . . . . . . . . . . . X .0352 = OUNCE
POUND (lb) . . . . . . . . . X .454 = KILOGRAM (kg)
kg (KILOGRAM) . . . . . . . . . X 2.2046 = lb (POUND)
CUBIC INCH . . . . . . . . X 16.387 = CUBIC CENTIMETER (cc)
cc (CUBIC CENTIMETER) . . . . . X .061 = CUBIC INCH
LITERS. . . . . . . . . . . . X .0353 = CUBIC FEET (cu.ft.)
CUBIC FEET (cu.ft.) . . . . . . . . X 28.317 = LITERS
CUBIC METERS . . . . . X 35.315 = CUBIC FEET (cu.ft.)
FOOTPOUND(ft lb) . . . . . X 1.3558 = NEWTON METER (Nm)
Nm (NEWTON METER). . . . . . X .7376 = ft lb (FOOT POUND)
HORSEPOWER (SAE) . . . X .746 = KILOWATT (Kw)
HORSEPOWER (DIN) . . . X .9861 = HORSEPOWER (SAE)
Kw (KILOWATT) . . . . . . . . . X 1.34 = HORSEPOWER (SAE)
HORSEPOWER (SAE) . . . X 1.014 = HORSEPOWER (DIN)
MPG (MILES PER GALLON) . . . X .4251 = Km/l (KILOMETER PER LITER)
BAR . . . . . . . . . . . . . . X 14.5 = POUND/SQ. INCH (PSI)
PSI (POUND SQUARE INCH). . . . X .0689 = BAR
GALLON. . . . . . . . . . . X 3.7854 = LITER
LITER. . . . . . . . . . . . . X .2642 = GALLON
FAHRENHEIT . . . . . . . - 32÷1.8 = CELSIUS
CELSIUS . . . . . . . . . . X 1.8+32 = FAHRENHEIT

Conversion Charts
Notes:

Part Number - PNA P21 001

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Electrical Troubleshooting Logic

1 - Do you understand how the electrical consumer is expected to operate?

Part Number - PNA P21 001 Edition 7/07

Chapter Description Section

System Type Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

Engine System Basics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

System Descriptions Up To DME 5.2.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

Special Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Engine Management Systems

AfterSales Training Department

Engine Management Systems Page i

Model Year – Porsche System Designations

Model Model Year System Designation

911 . . . . . . . . . . . . . . .1984-89 . . . . . . . . . . . .DME 35 Pin Control Unit

911 Turbo . . . . . . . . . . .1986-89 . . . . . . . . . . . .CIS

924S . . . . . . . . . . . . . .1986-88 . . . . . . . . . . . .DME 35 Pin Control Unit

928 S . . . . . . . . . . . . . .1984-86 . . . . . . . . . . . .LH-Jetronic - EZF

944 . . . . . . . . . . . . . . .1984-89 . . . . . . . . . . . .DME 35 Pin Control Unit

944 Turbo . . . . . . . . . . .1986-90 . . . . . . . . . . . .DME 35 Pin Control Unit with KLR

968 . . . . . . . . . . . . . . .1992-95 . . . . . . . . . . . .DME 2.10.1

Boxster (986) . . . . . . . .1997-99 . . . . . . . . . . . .DME 5.2.2

Cayenne (V6) 1st Gen. . .2004-06 . . . . . . . . . . . .DME 7.1

Cayenne (V6) 2nd Gen. . .2008 . . . . . . . . . . . . . .MED 9.1 (Bosch)

Carrera GT . . . . . . . . . .2004-06 . . . . . . . . . . . .DME 7.1 x 2 (Master/Slave)

Engine Management Systems Page 1.1

Page 1.2 Engine Management Systems

Table of Contents For Section 2

Engine System Basics

Fuel System Basics

Engine Management Systems Page 2.1

Page 2.2 Engine Management Systems

The engine mechanical system consists of the intake

The Four Strokes of the “Otto” (combustion) Cycle

By dividing the engine management system into three

The engine mechanical system compresses the air and

Engine Management Systems Page 2.3

Page 2.4 Engine Management Systems

Basic Ignition System Components

1. Battery 4. Distributor 6. Breaker points

Engine Management Systems Page 2.5

The heart of the ignition system is the ignition coil. The

Since an “Otto” engine fires all of its cylinders in two

The secondary winding is connected to the grounded side

Page 2.6 Engine Management Systems

Because it takes a brief amount of time for the

Single-spark Ignition Coil Components

1. External low-voltage terminal

With distributorless ignition systems there is a coil for

If we achieve effective pressure before top dead center,

For best output, achieving effective pressure very close to

Engine Management Systems Page 2.7

1. The speed that the engine is turning at.

The higher the engine speed, the earlier ignition occurs.

Centrifugal advance mechanism in rest position (left image) and

1 - Support plate 2 - Distributor cam

Centrifugal Advance – The distributor cam opens the

Page 2.8 Engine Management Systems