997 Technical Manual

1 Engine #
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Engine of the 911 Carrera M97/01 Contents
General Engine of the 911 Carrera M97/01 1
The engine of the 911 Carrera S is based on the 3.6 litre engine. The increase in General 1
displacement to 3.8 litres has been achieved by enlarging the bore diameter from
Full-power curve 2
96 mm to 99 mm.
Crankcase 3
Torsional vibration damper 3
Valve drive 4
Vacuum pump 5
Oil supply/oil level measurement 6
Cooling 7
F F
The most important changes:
• Displacement increased to 3.8 litres
• Altered timing
• Incorporation of a vibration balancer
• Optimised cooling system
• Increased compression
• Fine tuning of performance-critical components
• Mechanical vacuum pump
• Extended maintenance intervals
• Oil spray collector
• Oil level measurement

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Full-power curve
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A – Power output in bhp
B – Power output in kW
C – Torque in Nm
D – Engine speed rpm
The most important data at a glance:
Engine capacity 3,824 cm 3
Bore 99 mm
Stroke 82.8 mm
Power output 261 kW (355 bhp)
At engine speed 6,600 rpm
Max torque 400 Nm
At engine speed 4,600 rpm
Compression ratio 11,8 : 1
Cut-off speed 7,300 rpm
Idle speed 670 +/- 40 rpm

1010 Crankcase #

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As the piston with the enlarged diameter in the 3.8 litre engine requires to
displace more air during the downward movement, the cross-sections of the
connections between the individual cylinders have been increased.

F F
1376 Torsional vibration damper
The higher cylinder gas forces in the 3.8 litre engine lead to torsional vibrations
in the engine as a result of transmission of these forces via the pistons and the
crankshaft drive (connecting rod and crankshaft). To reduce these torsional
vibrations, the 3.8 litre engine is equipped with a vibration balancer attached to
the crankshaft. Torsional vibration dampers are generally produced in steel,
which is disadvantageous in that the heavy weight compromises revving ability
and spontaneity.
To combat this disadvantage, the 3.8 litre engine of the 911 Carrera S
incorporates a torsional vibration damper made of aluminium.

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This reduces the crankshaft drive’s mass moment of inertia and enhances the
engine’s revving ability and spontaneous response.
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15 Valve drive
While the 3.8 litre engine retains the same valve lifts and the same diameters
for the intake and exhaust ports, the timing has been duly adapted to the
modified gas exchange. This enables high torque and power output combined
with a smooth torque curve.
Timing in retarded setting at 1 mm valve lift and zero play:
Intake opening, large stroke 9° after TDC
Intake closing, large stroke 61° after BDC
Intake opening, small stroke 39° after TDC
Intake closing, small stroke 19° after BDC
Outlet opening 50° before BDC
Outlet closing 4° before TDC

Vacuum pump #

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The 911 Carrera and 911 Carrera S engine employs a mechanical vacuum
pump instead of a conventional sucking jet pump to provide the vacuum for the
brake booster. This pump is driven in tandem configuration together with the oil
extraction pump of the right cylinder head by the exhaust camshaft of the right
cylinder bank.
This design enables a high and constant level of vacuum supply and subsequent
effective brake boost even when the most unfavourable underlying conditions
apply, e.g. low external air pressure at high altitudes, and in highly dynamic
driving involving a high proportion of full-load operation, e.g. on race tracks.

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Belt drive
On the basis of the positive experience acquired with the belt drive, the
maintenance interval has been extended from 80,000 km to 90,000 km.

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Oil supply/oil level measurement
The oil supply system as a whole has been adopted from the predecessor
model. A change applies in the area of oil level measurement.
Following on from positive experiences with electrical oil level measurement and
a changeover in measuring habits away from manual measurement via the oil
dipstick to electrical oil level measurement, the new 3.6 and 3.8 litre engines
do not have an oil dipstick.
In order to speed up the process of measuring the oil level in certain operating
states and in the interests of measuring convenience, map compensation has
been introduced. Previously, all of the engine oil had to return to the oil pan
after the engine was shut off before the oil level could be measured. To enable
accurate measurement of the oil level, the necessary time required to achieve
this state was ensured by means of a waiting time for oil level measurement,
determined according to the oil temperature and the length of time the engine
has been off.
With map compensation, the actual measured oil level in the oil pan is
compensated to take account of the oil temperature and the length of time
The oil change interval stands at the engine has been off. The oil that has not yet returned to the oil pan is
30,000 km. electronically calculated and duly added, and the real oil level is displayed as
quickly as possible in the instrument cluster. This results in a substantial
reduction in measuring times compared with the previous system.
Oil spray collector
1 – Pre-collector, left
2 – Main oil spray collector
3 – Pre-collector, right
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As a result in the larger cylinder diameter in the 3.8 litre engine in comparison #
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to the 3.6 litre engine and the resultant larger sealing surface between piston
ring and cylinder, more blow-by is channelled into the crankcase. In order to
prevent the pressure in the crankcase from rising too high, the 3.8 litre engine
requires an additional oil spray collector system. This system consists of two
pre-collectors to the right and left of the cylinder heads and a main oil collector
under the intake system.
The oil-laden air from the crankcase passes via the cylinder heads into the
screen-type pre-collectors, which carry out coarse oil separation, and on to the
main oil spray collector, where fine oil separation takes place. Here the oil spray
is centrifuged, separating the oil from the air. The oil is returned to the
crankcase and the clean air to the air cleaner.
Cooling
As the 911 Carrera is available in two engine variants and the 3.8 litre engine
has a higher cooling requirement than the 3.6 litre engine, the entire cooling
system has had to be revised. A coolant pump with an approx. 13 % increase
in capacity is employed to this end. This increase in capacity results from an
approx. 3 mm larger impeller and an enlarged coolant inlet on the crankcase.
This necessitated corresponding modifications of the seals. The oil-water heat
exchanger has been enlarged to incorporate two additional cooling gills.
The efficiency of the front radiators also had to be improved. Enlarging the
radiators was not an option, however, due to lack of space. A third radiator for
cars with manual transmissions too was deemed unviable on weight grounds.

Against this background, optimising the existing cooling concept was the sole
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available option.
Fine-tuning has improved the radiator core and increased the efficiency of the
supply and exhaust channels in the body. Continuous ventilation control for the
radiators is additionally to be introduced for the 911 Carrera models from
2005.
The sum total of all the implemented measures resulted in a substantial

improvement in cooling capacity.
In order to reduce the extent of diversification, these modifications have been

incorporated into both engine variants.

2 Fuel and ignition system #

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General Contents
The 3.8-litre engine of the 911 Carrera S is designed for a high specific output
General 1
with a high torque over a wide range of revolution speeds as well as for very
good emission and consumption values. The fuel/air mixture is electronically
Motronic ME 7.8 3
controlled by the Motronic control module ME 7.8.
Accelerator pedal unit 7
Development goals for the 911 Carrera S:

CAN networking 8
• High specific output
Fuel system, fuel supply 8
• High torque over a wide range of revolution speeds
• Reliable fulfilment of all statutory emission demands Injection valve EV-14 11

• Low specific consumption
Construction and operating principle
• Attractive Porsche-style engine sound of the tank-leakage diagnostics
module (DM-TL) 14
• Reduction of maintenance costs
• To offer an additional 911 Carrera S model with even greater performance Ignition method, ignition system 15
thanks to a new engine differentiating this model accordingly from the basic
model
Intake air side, air routing 16
Exhaust system/emission control 20
Pre-/main cat. converters 22

911 Carrera S
Oxygen sensors LSF 23
The 911 Carrera S has a newly developed 3.8 litre engine.
Electric fan 24
The 3.8 litre engine of the 911 Carrera S is essentially based on the 3.6 litre
engine of the 911 Carrera. An increase in displacement and extensive fine-
Activation of VarioCam Plus 25
tuning work, particularly on the gas cycle, has resulted in a maximum output of
261 kW (355 bhp) and a maximum torque of 400 Nm. The high specific torque
of 104.6 Nm/l (911 Carrera: 102.9 Nm/l) and the balanced torque curve of the
3.8 litre engine, which is considerably above the values of the 3.6 litre engine
across the rpm range, facilitate better performance and superior flexibility.
The engine is characterised by the sports car sound so typical of Porsche and
fulfils the emission demands EU4 or LEV (USA).

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Engine compartment
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The most important engine data:
Power output 261 kW (355 bhp) at 6,600 rpm
Max torque 400 Nm at 4,600 rpm
Idle speed 670 rpm
Cut-off speed 7,300 rpm

24 Motronic ME 7.8 #

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2470 Motronic control module
The 911 Carrera S is equipped with the familiar Motronic ME 7.8 engine control
system. Innovations here include increased computing power and greater
memory capacity. These enhancements are required on the new models to
ensure the enhanced OBD scopes and to facilitate the Sport Chrono function.
Development goals for the 911 Carrera:

The familiar On-Board Diagnostics system (OBD - > USA) or the European FF
On-Board Diagnostics system (EOBD - > Europe/RoW) for emission monitoring

is also used on the 911 Carrera and 911 Carrera S models. This system is
designed to warn drivers anywhere in the world, via an appropriate signal in
the instrument cluster, of any emission- or engine-related faults.
Each system is fully compliant with all national legislation.
• Check engine lamp is on – Emission-related fault
• Check engine lamp is flashing – Fault causing damage to catalytic

converter
There will also be an enhancement to the On-Board Diagnostics systems

worldwide for the model year 2005. Any occurring faults with additional F F
information displays are stored in the fault memory of the Motronic control
module and can be read out with the PIWIS Tester.
The additional scopes required specifically for California include:
• More extensive sensor diagnosis

The operating range and plausibility of emission-related sensor signals
such as ambient pressure, oil temperature, ambient temperature, etc.
must be verified.
• Larger number of fault paths

Each fault type of a signal fault must be stored in a separate fault path.
• Enhanced field monitoring of the vehicle fleet

The function and fault management systems of the diagnostics system
must be tested every year on standard production vehicles and
documented.

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The Motronic ME 7.8 control module was adapted to the engine-specific
requirements of the following components and systems:
• Electronic throttle
• Sequential fuel injection
• Cylinder-specific knock control
• Static high-voltage system with individual ignition coils
• Load measurement using hot film mass air flow sensor (HFM 5 CL)
• Two-stage resonance intake system
• Stereo lambda control circuits
• Oxygen sensor heating
• 2 three-way catalytic converters
• Secondary air control
• Fuel tank leakage check using excess pressure (USA)
• Continuous camshaft position adjustment using vane adjuster
• “VarioCam Plus” valve lift control
• Force coordination for Tiptronic and PSM
• On-Board Diagnostics system for monitoring emission control system

(OBD II and EOBD)
• Infinite activation of the electronic radiator fans
• Engine compartment scavenging blower
• Air conditioning compressor control
• Cruise control function (via electronic throttle)
• Rear spoiler activation (dependent on vehicle speed and engine

compartment temperature)
• Sport Chrono Package Plus (optional)
• On-demand resonance reservoir in air cleaner box (Carrera S only)
The following input signals are available to the Motronic control module:
• Power supply terminal 15, terminal 30, terminal 87 and ground
• Speed senders
• Hall sender inlet camshaft, bank 1 and bank 2
• Hot film mass air flow sensor HFM 5 (load signal and intake air temperature)
• Coolant temperature sensor (NTC) knock sensor, bank 1 and bank 2

• Oxygen sensors LSF in front of catalytic converter, bank 1 and bank 2

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• Pedal sensor potentiometers 1 and 2 (in accelerator pedal unit)
• Throttle potentiometers 1 and 2 (in the electronic throttle)
• Oil temperature and oil level
• Oil pressure sensor
• Engine compartment temperature sensor (NTC)
• Tank leakage diagnostics module DM-TL (USA only)
• CAN information
• Brake light switch
• Clutch pedal switch
• Fuel level
• Environment class
The Motronic control module activates the following drive links:
• Starter relay
• Fuel pump relay
• Injection valves for cylinders 1 to 6
• Individual ignition coils for cylinders 1 to 6
• Throttle position adjuster (electronic throttle)
• Cruise control (Speed Adjustment System SAS)
• Oxygen sensor heating
• Valve for inlet camshaft adjuster, bank 1 and bank 2
• Valve for valve lift switchover, bank 1 and bank 2
• Switching valve for tuning flap
• Tank vent valve
• Tank leakage diagnostics module DM-TL (USA only)
• Secondary air pump
• Cooling water fan right and left (via auxiliary control module)
• Engine compartment scavenging blower
• Cooling water shutoff valve (Tiptronic only)
• Air conditioning compressor relay
• Valve for air cleaner box resonance reservoir (Carrera S only)

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Effects of the Sport Chrono function on the Motronic
The optionally available Sport Chrono Package notably increases driving

pleasure and the vehicle’s performance. The engine is also affected when the
Sport Chrono button is activated.
The following features are initiated:
More sporty load cycle behaviour
When the Sport Chrono function is selected, the transfers between acceleration
and deceleration become sportier. This means that injection and ignition are
switched on and off more directly when accelerating and particularly when
decelerating, resulting in a more spontaneous and dynamic load cycle.
More abrupt engine speed cut-off
To increase driving comfort a ’gentle’ cut-off is generally used when accelerating

and reaching the engine speed cut-off setting. In the process the throttle is
continuously closed when approaching the limit range for speed.
The Sport Chrono function facilitates additional acceleration potential through

the use of an abrupt engine speed cut-off by switching off individual cylinders
(injection and ignition) in a rotating fashion just shortly before the engine speed
limit. The perceptible limit of acceleration lets the driver know if an upshift is
executed too late. This allows the driver to learn how to identify the optimum
shift point with more accuracy and to take fuller advantage of the engine’s
potential for acceleration.
When the Sport Chrono button is pressed, the abrupt cut-off is active in 1st to
5th gears for the manual gearbox (without Sport Chrono function only in 1st and
2nd gears) and in the manual gate “M” for Tiptronic transmission.
More dynamic accelerator pedal characteristic
The electronic accelerator pedal (electronic throttle) has been used on the
911 Carrera models since model year 2000. With this system, the accelerator
pedal position is converted into electrical signals via potentiometers and
forwarded as a control signal to the electromechanical throttle via the Motronic
control module. The “conversion” between accelerator pedal angle and throttle
Details concerning the function of the angle is performed in the Motronic control unit. Sensitivity and hence driveability
entire Sport Chrono Package Plus can in the lower speed and load range are factors here, as is even transmission
be found in group 9 of this Technical across the entire pedal or throttle travel.
Service Information.

When the Sport Chrono button is active, a more dynamic accelerator pedal #
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characteristic produces a more spontaneous engine response, underpinning the

sporty character. This is achieved via a steeper rise for the electronic throttle
characteristic by means of a shorter “conversion” between accelerator pedal
and throttle angle. This means that the throttle is opened further or faster
with the same accelerator pedal travel and selected Sport Chrono function
(with Tiptronic S only in the manual “M” position).
2080 Accelerator pedal unit
The accelerator pedal unit is also new. It was redesigned with the aim of
reducing the individual components which in turn reduced the unit’s weight
by 60 % (approx. 600g). This was achieved through the integration of the
potentiometers 1 and 2 into the accelerator pedal unit as well as through the
elimination of the short throttle cable.
1 – Accelerator pedal unit with integral potentiometers 1 and 2
2 – Electrical plug connection FF
Power supply for the Motronic section
The Motronic control module is installed under the storage tray in the rear.
Important fuses for the Motronic section can be found in the following positions:
Current distributor: SI F7.
Fuse carrier in fuse carrier B) SI B1, and D):
Left footwell: SI D1, D4, D6, D7.
Fuse carrier at rear: SI F1 (gripper 6 on relay carrier 2)
Important relay fuses for the Motronic section can be found in the following
positions:
Relay carrier 1 in slot: 8, 12, 14, 16
Left footwell:
Relay carrier 2 at rear: Slot: 8, 9

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CAN networking
The electronic networking facilitates the exchange of data and electronic

information between the various control modules throughout the vehicle with the
internal high-speed network, the so-called CAN-BUS (Controller Area Network).
Via the CAN, the Motronic control module communicates with the following
Further information on the electronic control modules:
CAN networking can be found in group • Gateway control module
9 of this Technical Service Information.
• Driver authorisation controller (PAS control module)
• Tiptronic control unit
• PSM control unit
• Steering angle sensor
• Yaw velocity sensor
• Airbag control module
• Air conditioning control module
Starting the engine
Details concerning the function of the In order to start the engine it is necessary, after the ignition key has been
entire electronic ignition lock and the identified, to also actuate the clutch pedal (vehicles with manual transmission)
electromechanic steering column lock or the brake pedal (Tiptronic vehicles). In Tiptronic vehicles, the selector lever
can be found in group 9 of this must additionally be set to either “P” or “N”.
Technical Service Information.
20 Fuel system, fuel supply
Fuel
Please observe the information Concerning power and fuel consumption, the engines were designed ideally for
concerning work in the area of the fuel unleaded fuel (RON 98/MON 88). When fuel with RON 95/MON 85 is used, the
supply given in the Technical Manual, ignition timing is automatically adjusted towards late by the knock control.
group 2.

Returnless Fuel system (RF) #

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In Returnless Fuel systems (RF) supply systems, the fuel-pressure regulator and
the fuel filter are integrated into the fuel tank. When this system is used,
therefore, the fuel return line connecting the fuel distributor in the engine
compartment with the fuel tank can be eliminated. The excess fuel supplied by
the electric fuel pump directly enters the fuel delivery unit’s storage vessel from
the pressure regulator. Only the quantity of fuel injected by the injection valves
is pumped to the fuel distributor in the engine compartment. The advantage of
eliminating the return line is that fuel heated in the engine compartment does
not flow back into the fuel tank and increase the fuel temperature there. This
leads to a further decrease in the HC emissions in the fuel tank and thus
relieves the tank ventilation.
2010 Fuel tank
The usable refill volume of the tank is 64 litres. As before, the tank is filled via a
filler neck over the right-hand front wheel. Apart from minor modifications to
details, the tank has been directly adopted from the previous 911 Carrera.
The fuel delivery unit integrated in the tank is designed to allow the fuel volume
stored in the tank to be used without misfires even in dynamic driving situations.
The fuel tank meets all country-specific requirements. For the American market,
a multi-layered tank lining is used, the RoW tank is made, as was the case with
the 996, of a single layer of super-fluorinated material.
Carrera 2 RoW fuel tank
1 – Fuel pump (for building up fuel

pressure)
1A – Filling pump (for filling the pump

vessel)
2 – Fuel filter
3 – Fuel-pressure regulator
4 – Fuel pressure line to the injection

valves

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Carrera 2 USA fuel tank
1 – Fuel pump
1A – Venturi nozzle (for filling the pump

vessel)
2 – Fuel filter

valves
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2066 Fuel pump, 911 Carrera S
The 911 Carrera and Carrera S have different fuel pump delivery capacities.
RoW vehicles are fitted with a fuel pump with a delivery capacity that is around
20 % higher than for the basic model because of the higher engine output.
2060 Fuel filter
In returnless fuel systems, the fuel filter is located inside the fuel tank and does not
need to be changed.
2458 Fuel-pressure regulator
The scope of work, such as checking The fuel-pressure regulator does not have a connection for the intake pipe
fuel pressure, stopping pressure and pressure and is integrated into the tank installation unit. Its nominal pressure
fuel pump delivery rate, together with is set at 3.8 +/- 0.1 bar for a flow rate of 80 l/h. When running at idle speed,
any special tools that are required, is pressure is increased by approx. 0.1 bar due to the low fuel requirement of the
described in the Technical Manual. engine.
To check the fuel pump’s delivery

volume, the special tool 9705 (pressure
regulator 2.5 bar) is used.

2440 Injection valve EV-14 #

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To support the reduction of emissions and the compliance with emission

classification, EV-14 injection valves are employed. These injection valves fulfil
all requirements of modern petrol injection systems in the intake pipe section.
Features of the injection valve:
• Slender valve shape (flexible installation and optimal adaption to engine

requirements)
• Great variant diversity (geometry, jet shape of modified injection angles)
• Improved fuel/air mixture for reduction of emissions (finest nebulisation)
• Low weight (approx. 25 grams)
Construction of injection valve

Compared to the EV-6 injection valve known from the 911 Carrera (996) as of
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model year 2002, the outer diameter of the valve is reduced, the solenoid coil
and the valve grouping are redesigned and the injection point is 5 mm further
forward. The EV-14’s valve housing in the fuel delivery area is made of rust-
resistant steel.
This comprises the coil, the electric and the hydraulic connection.
Located in the valve housing are the filter strainer, the movable injection needle
with the armature and the valve seat with the perforated spraying disc.
The EV-14’s perforated spraying disc determines the jet shape, the fuel pro-
portioning and the mixture formation – in other words, the optimal nebulisation Please observe the information
of the fuel in the intake pipe. Two O-rings seal off the injection valve from the concerning work in the area of the fuel
fuel distributor and the intake pipe. supply given in the Technical Manual,
group 2.
20 Tank ventilation
Vapours containing hydrocarbon (HC) are formed inside the fuel tank. These HC
emissions are limited by the Evaporative Emission (EVAP) restraint system for
reasons concerning the protection of the environment.
The tank ventilation system fulfils the respective requirements worldwide with
regard to preventing fuel vapour emissions.

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The release of fuel vapours into the environment has been further reduced for
both the plastic safety tank and the plastic line system. The current model’s
tank ventilation system has been simplified compared to previous systems
through the elimination of components and lines.
Tank ventilation for RoW
For RoW vehicles only, a tank ventilation system is employed that can create
slight excess pressure of approx. 20 mbar by warming up the fuel when the
tank cap is closed. The pressure control valve is located inside the vacuum
control valve which is installed in the tank ventilation line between fuel tank and
active charcoal filter. When opening the tank cap, pressure release can lead to
a corresponding ventilation sound (for up to ten seconds).
The slight excess pressure inside the tank further reduces the fumigation of the
fuel which in turn reduces the strain on the single-chamber active charcoal filter.
1 – Fuel pump with pump vessel

2 – Fuel filter

valves
5 – Scavenging air to intake pipe
6 – Tank vent
7 – Roll-over valve
8 – Single-chamber active charcoal

filter
9 – Atmosphere
10 – Vacuum control valve with integral

pressure control valve (approx.
20 mbar excess pressure)
11 – Tank ventilation line
12 – Excess pressure control valve

(max. 130 mbar)

13 – Bleeder pipe (for filling tank)
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The single-chamber active charcoal filter of RoW vehicles is installed in the front #
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right wheel housing.
1 – Fuel pump with pump vessel
2 – Fuel filter
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Tank ventilation for USA (ORVR) valves
5 – Scavenging air to intake pipe

USA vehicles are equipped with a tank-leakage diagnostics module (DM-TL) in
6 – Tank vent
the area of the tank ventilation.
7 – Roll-over valve
This system allowed the elimination of various components such as lines and
valves which further increases the reliability. 8 – 4-chamber active charcoal filter
9 – Tank leakage diagnostics module

(DM-TL)
10 – Filter for DM-TL
11 – Atmosphere
12 – Tank ventilation valve (ORVR)

(max. 130 mbar) with low
pressure protection
14 – Pressure control valve
16 – Fuel level control valve
17 – Interior pipe filler neck

18 – Anti-spitback valve
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In USA vehicles, the 4-chamber active charcoal filter with OVRV is installed in the
right of the radiator tank.
2048 Construction and operating principle of the tank-leakage

diagnostics module (DM-TL)

The diagnostics module consist of an electromechanically driven excess
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pressure pump as well as a switching valve with an integrated reference
throttle. When the switching valve is in the position illustrated (a), the pump
delivers fuel through the reference throttle. When in position (b), the pump
delivers into the fuel tank system through the active charcoal filter.
When no leakage diagnosis is being carried out, the switching valve remains in
position (a). The active charcoal filter can be regenerated via a large flow cross-
section. This results in only minor pressure release. This effect is especially
favourable for high active charcoal filter regeneration rates. An air cleaner
protects the pump, reference throttle and switching valve from soiling.
Furthermore, the regenerative air does not flow through the pump which has a
positive effect on the service life.
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1 – Excess pressure pump
2 – Switching valve (with valve

positions a and b)
3 – Reference throttle
4 – Active charcoal filter (ACF)
5 – Clean air cleaner
6 – Motronic control module
IP– Pump current
F F

The Motronic control module measures the respective power consumption of #
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the pump. The result of the comparison of flow rates is the measurement for
tank leakage. A leakage the size of the reference throttle exists if the power
consumption is equal in both cases. The comparison with the reference throttle
renders the procedure independent from the tolerances of the excess pressure
pump and from environmental influences.
Ip – Pump current in amps
s – Time in seconds
TL – diameter of tank leakage in mm,

the top curve (0.0 mm) shows the
pump current for a leakage-free
system
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28 Ignition method, ignition system
Speed sender, hall sender, individual ignition coils as well as the knock sensors Please observe the information
have been adopted from the previous model. concerning work on the ignition system
given in the Technical Manual, group 2.
2820 Individual ignition coils
The familiar static high-voltage distribution with individual ignition coils has the
following advantages: High ignition reliability, low electro-magnetic irradiation of
other electrical components and the elimination of ignition leads and distributor.
2870 Spark plugs
The change interval for surface-gap spark plugs with 4 ground electrodes is
90,000 km or 4 years.

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24 Intake air side, air routing
2425 Air cleaner housing with sound openings
To avoid a possible intake of warm air from the engine compartment even
under critical engine operating conditions (e.g. high ambient air temperature),
the sound openings on the underside of the air cleaner housing have been
modified. By using openings with a large surface area with inserted, nigh-on
airtight polyamide fabric, the intake of warm air from the engine compartment
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is nearly completely prevented while the intake sound typical for Porsche is
Sound openings on underside of air retained.
cleaner housing.
Air cleaner housing, 911 Carrera S
The design of the air cleaner on the 911 Carrera S basically corresponds to
that of the 911 Carrera model year 2004. The redesign of the scoop and the
upper part of the air cleaner with the integrated “PORSCHE 3.8” logo as well as
the rerouting of the hoses and lines are essential elements for the upgrading of
the engine compartment with an attractive look.
2425 On-demand resonance reservoir, Carrera S
The air filter of the 3.8 litre engine differs from that of the 3.6 litre engine
through an active on-demand resonance reservoir integrated in the upper
part of the air filter.
Undesired noises can be insulated by adjusting the volume of the reservoir

according to engine speed, whereby sound in the passenger compartment is
optimised. One of the goals in adjusting the passenger compartment sound has
been to reduce background noise in the higher frequency range and to greater
emphasise the sporty, load-related exhaust and intake noises between 300 and
600 Hz. Opening and closing the resonance reservoir produces an
improvement in the intake noise of the 3.8 litre engine, particularly in
combination with the specific intake system of the 3.8 litre engine.
1 – Electropneumatic switching valve
2 – Vacuum unit for opening and

closing the flap
3 – Hot film mass air flow sensor

HFM 5 CL

FF

This reservoir is activated via a vacuum-controlled flap as a function of engine #

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speed and using temperature compensation. The flap opens in the temperature
range between 0 and 30 °C at between approx. 4,600 and 4,800 rpm and
closes at between approx. 6,000 and 6,250 rpm.
1 – Flap for activating the resonance

reservoir
2 – Vacuum unit for opening and

closing the flap
3 – Hot film mass air flow sensor

HFM 5 CL
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2446 Intake system, Carrera S
The same essential intake system design with distributor pipe, switchable
resonance tube, lateral reservoirs and individual intake pipes as is used in
the 3.6 litre engine has been retained.
The intake system of the 3.8 litre engine is made entirely of plastic and is
therefore lighter than the intake system of the 3.6 litre engine with approx.
60 mm intake pipe supports made of aluminium. The omission of the
separation points and the additional aluminium intake pipe supports has been
enabled through the use of a new shape, thereby also facilitating any fitting
work. The dimensions of the intake system have also been redesigned to take
into account the increased output and torque and therefore the higher air
throughput of the 3.8 litre engine. Intake pipes with a constant cross section
have been used to achieve the specific output and torque characteristics of
the 3.8 litre engine. In contrast, conical intake pipes are used for the 3.6 litre
engine.
The completely redesigned intake system of the 3.8 l Carrera S engine differs
from that of the 3.6 l engine in the following points:
• New design
• Made entirely of plastic (3.6 litre engine: unchanged with approx. 60 mm

intake pipe supports made of aluminium)
• Suction distributor on left and right with half-shell design painted with silver
structural paint

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• Volume optimised to the resonance chambers
• Adapted intake pipe lengths and diameters
• Lower flow resistances thanks to the harmonious curve of the intake pipes
• Flow-optimised distributor pipe
• Dethrottling of the distributor pipe (middle section) by means of double-shell

design
1 – Plastic manifold including intake

pipe fittings
2 – Resonance chambers integrated

into the suction distributors
3 – Tuning flap
4 – Throttle valve part (electronic

throttle)
FF
2446 Resonance chambers, 911 Carrera S
The intake system of the 911 Carrera S is complemented by additional resonance

chambers integrated in the two suction distributors. These chambers muffle the
resonance noises of the 3.8 litre engine in the rev range between 5,000 rpm and
6,000 rpm and make a significant contribution to the harmonious and powerful
sound of the 3.8 litre engine when the throttle is fully open. The resonance
chambers are connected with the respective intake reservoirs via a multitude of
circular openings whose cross section and number have been matched to

FF requirements.
1 – Resonance chambers (bores) in

the suction distributor

2474 Tuning flap #

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The resonance intake system is a two-stage version through the switchable

tuning flap between the intake distributors inside the perpendicular resonance
pipe. This switchable, two-stage resonance intake system can be used to adjust
the air oscillations in the intake system to the respective engine speeds to
ensure high torques even at low rpms, an even torque curve and high maximum
output. This is achieved by having the tuning flap closed at full throttle between
2,600 rpm and 5,100 rpm, but open at lower and higher speeds.
2445 Hot film mass air flow sensor HFM 5
The HFM 5 hot film mass air flow sensor with the C-shaped air duct was
adopted from the previous model.
911 Carrera S crankcase ventilation
The crankcase ventilation system has been revised to take account of the
increased requirements of the 3.8 litre engine, resulting in a marked
improvement in engine oil filtration efficiency. The cleaned ventilation gases Further information on the overall oil
are then routed behind the throttle to the intake system. spray collector system can be found
in group 1 of this Technical Service
Information.
Vacuum pump
The 3.6-litre and 3.8-litre engines both use a mechanical vacuum pump with
a tandem design instead of a conventional suction jet pump to provide the
vacuum for the brake booster and for activation of the switching elements
on the engine and gearbox side (e.g. the tuning flap of the intake system). Further information on the vacuum
The employed pump will provide a sufficient vacuum regardless of loads. pump can be found in group 1 of
Use of the mechanical vacuum pump permits an emissions-reducing timing this Technical Service Information.
strategy for complying with the demanding EU4 emission legislation.

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26 Exhaust system/emission control
Noise/Acoustics
The 911 Carrera and the 911 Carrera S are intended to be identifiable as a
Porsche by their load-related sound from outside as well as from inside. This
goal has of course been brought into line with statutory requirements. Porsche
engineers have managed to comply with all legal regulations worldwide.
Reducing wind and tyre noises has allowed greater emphasis to be placed on
the engine sound. The 911 Carrera and the 911 Carrera S supply a sound
typical of Porsche vehicles in every imaginable situation.
Exhaust emission standard
The 3.6-litre as well as the 3.8-litre engines both fulfil the EU4 exhaust emission
standard as well as the LEV in the USA.
Exhaust system
Basically, the construction of the exhaust system of the 911 Carrera and the
911 Carrera S corresponds to that of the 911 Carrera model year 2004
including manifold, catalytic converter and silencer.
FF
The use of thin-wall technology for the pipes, catalytic converters and silencers
has permitted a reduction in weight of approx. 5.5 kg in comparison with model
year 2004.

2610 High-performance manifold, Carrera S #

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The high-performance manifold of the 3.8 litre engine permits better mixing and
hence better preconditioning of the raw emissions before they are passed on to
the catalytic converter.
2665 Secondary air injection
Secondary air injection is activated by the Motronic control module. The air
supplied by the secondary air injection opens the check valve through excess FF
pressure, the air is then blown through the lines to behind the exhaust valves of
the respective cylinder heads.
1 – Secondary air blower
2 – Check valve
3 – Pipe to opposite cylinder bank

The injection of secondary air leads to a reduction of the CO and HC pollutants FF
that are increasingly created by operating with Lambda < 1 when running cold.
Additionally, the catalytic converters achieve their activation temperature of
approx. 350 °C more quickly due to the waste heat created during the
afterburning.
Activation conditions are achieved during the first cold start process if the Diagnosis:
coolant temperature is between -10 °C and +42 °C. When running close to idle The secondary air system’s functions
speed, secondary air injection is active for approx. 60 seconds, for a partial are monitored by the oxygen sensor
load up to 80 seconds. control. The secondary air blower is
monitored by the output module
diagnosis system.

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If during secondary air injection an intake air mass of approx. 332 kg is
exceeded, the secondary air injection is deactivated.

1 – Intake air side
2 – Air cleaner
3 – Outlet (pressure side)
4 – Impeller
5 – Electric motor
6 – Motor housing
7 – Impeller housing
8 – Air cleaner housing
FF

2673 Pre-/main cat. converters
Two-stage catalytic converters (cascade catalytic converters) with pre- as well

as main catalytic converters are employed worldwide.
1 – Pre-catalytic converter
2 – Main catalytic converter
3 – Oxygen sensor LSF upstream of catalytic converter
4 – Oxygen sensor LSF downstream of catalytic converter
5 – Measurement point in front of catalytic converter

F F

2469/2473 Oxygen sensors LSF #

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Likewise to the previous models, planar skip oxygen sensors were installed in
Please observe the information on the
front of and behind the catalytic converters.
danger of fire in the area of the hot
exhaust system as described in the
Technical Manual, group 2, as well as in
the Driver’s Manual.
2633 Silencers
To comply with the country-specific noise regulations, three different country

variants of the silencer are used.
1 – Silencers
2 – Tail pipe cover, 911 Carrera
3 – Dual-tailpipe cover, 911 Carrera S

FF
2635 Tailpipe cover
Distinguishing features of the 911 Carrera and the 911 Carrera S are the
different tailpipe covers. Two newly shaped single tailpipes are installed in the
3.6-litre engine, the 3.8-litre engine of the 911 Carrera S has two dual tailpipes.

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Electric fan
1908 Infinite fan control
An infinite fan control for the radiators has been introduced to sports cars with
the 3.6-litre and 3.8-litre engines of the 911 Carrera and 911 Carrera S.
This new feature permits infinite control of the fan speed as a function of the
coolant temperature and the system pressure in the air conditioning system
Further information on the gateway and instead of two-stage control. The air throughput required is calculated by the
the front-end control unit can be found Motronic control module which transmits the information to the gateway control
in group 9 of this Technical Service module via the CAN. Gateway then sends the signal to the front control module.
Information. The front control module activates the radiator fan control module using a
pulse-width modulated (PWM) activation signal which activates the left and right
radiator fans correspondingly via the power output.
It has the advantage of requiring less current and therefore creates less of a
load on the vehicle electrical system.
With staged control, when a temperature threshold was exceeded the next fan
speed had to cover the entire allocated temperature range. With infinite control,
the fan speed can be continuously adjusted to the actual requirement.
This means that the fan speeds can often be reduced, thereby decreasing noise
and vibrations.
1981 Engine-compartment blower
The engine-compartment blower on the engine compartment lid is activated in

two stages.
Stage 1 (permanent operation) is activated by the fuel pump relay as well as a

changer relay and a shutoff relay. Behind the fuel pump relay, a resistance lead
(limiting the power to approx. 10 watts) leads to the engine-compartment
blower via the shutoff relay.
In stage 2, the engine-compartment blower is activated directly by the Motronic

control module via the changer relay and the shutoff relay (power approx. 33W)
in dependence of coolant temperature, engine temperature and a ratio between
intake and ambient air temperature. Stage 2 is also activated during sporty
acceleration when detected by the Motronic control module.
Once temperatures fall below the respective temperature parameters, the
engine-compartment blower is set back to stage 1.

If the engine compartment lid is opened while the engine-compartment blower is #
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active, the shutoff relay deactivates the engine-compartment blower.

After the engine is switched off, the engine compartment temperature is
monitored for approx. 30 minutes. During this period, and depending on
temperature, the engine-compartment blower may continue to run or start
to run.
If no reduction of temperature is detected after 5 minutes of the engine-

compartment blower running in stage 2, the temperature warning light of the
coolant temperature display in the instrument cluster starts flashing.
Additionally, a “Failure – engine-compartment blower” warning is displayed in the
on-board computer.
2470 Activation of VarioCam Plus
The new 3.6-litre and 3.8-litre engines also use the familiar VarioCam Plus
camshaft adjustment system. It features the familiar ’vane adjuster’ and
’switchable hydraulic tappet’ control elements for adjusting the timing of the
intake valves and switching the maximum valve lift of the intake valves between
3.6 mm and 11.0 mm on the basis of a map respectively. To improve gas
exchange, the map for VarioCam Plus in the Motronic control module was newly
tuned. This notably contributes to achieving the high specific output and torque
values.

3 Transmission #
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Manual transmission
Contents
General
Transmission, general 1
A completely new six-speed manual gearbox has been developed for the
911 Carrera and the 911 Carrera S. The same gearbox is used for both engine Dual-mass flywheel, clutch 1
variants.
Six-speed manual transmission,
G 97/01 5
Ratios - G97/01 gearbox 6

1360 Dual-mass flywheel
Gearshift mechanism 7
The working cycles and ignition sequence of the engine result in speed
fluctuations which induce torsional vibration throughout the drivetrain as a result Transmission housing 8
of irregularities. These torsional vibrations can induce rattling, chattering or
Gear set, drive set, drive shaft 9
floating in all loose parts subject to play which are not incorporated into the
power flux (loose gearwheels, synchronisation parts). This may lead to
Synchronisation 10
unpleasant noise, particularly at low engine speeds combined with high
transmission oil temperatures. Similarly to previous Porsche vehicles, the Gear set shell 12
911 Carrera and the 911 Carrera S incorporate a dual-mass flywheel (DMF) to
prevent such noise. Lubrication 13
Tiptronic, general 15
3050 Clutch on the 911 Carrera S Transmission ratio 16
Gearshift strategies 17
The 911 Carrera S is provided with a self-adjusting clutch. This prolongs the
service life substantially and means that the required amount of pedal pressure Sport Chrono function 19
remains constant throughout the service life of the clutch.
Torque converter/
starting acceleration 20
A – Force New light-running oil, cruise

control function 21
B – Contact pressure
C – Release force
D – Travel
E – Clutch in new condition
F – Clutch in worn condition
G – Constant force/travel ratio
H – Maximum increase in release

force without wear
compensation

FF

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Clutch linings are inevitably subject to wear. This, in turn, influences key
parameters:
• The positions of the diaphragm springs alter in the course of time as the
thickness of the lining diminishes. This results in an increase in contact
pressure, release force and, subsequently, the required pedal pressure.
• In order to compensate for the wear which occurs to the lining within the
actuating system, the release system must include provision for the
maximum possible wear distance. This increases the required axial space.
• Increasing the service life is of major importance. The possible working

strokes of the diaphragm springs limit the scope for improving the service
life of the linings via the use of thicker linings, however. A further increase
in the wear thickness would lead to a decrease in contact pressure or
would exceed the permissible level of stress on the material.
The self-adjusting clutch solves the stated problems in impressive manner

by separating the lining wear from the diaphragm spring movement.
The compensating mechanism continually registers the reduction in lining
thickness and compensates the reduced distance resulting from the lining
wear by turning an adjusting ring accordingly.
1 – End stop
2 – Slide tension spring
3 – Slide
4 – Retaining spring
5 – Adjusting rings
6 – Tension spring for adjusting rings
FF
This mechanism requires only a small number of simple components:
• Two adjusting rings
• Two tension springs
• One retaining spring
• One wedge-shaped slide
• One housing stop

Each time the clutch is engaged, a stop checks whether any reduction has #
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occurred in the lining thickness. If so, the stop lifts the retaining spring from the
adjusting rings by precisely this wear distance, such that the slide can be pulled
into the gap by its tension spring, thereby locking the retaining spring in this
position. The next time the clutch is released, the diaphragm spring is able to take
up its original position again – the clutch system has adjusted once again to its
optimum force/travel constellation.
Wear adjustment during a clutching operation

A – Clutch in new condition
B – In response to wear, the pressure

plate moves in the direction of the
flywheel
1 – Pressure plate housing
2 – Housing stop
3 – Adjusting ring
4 – Slide
5 – Retaining spring
6 – Pads
7 – Clutch plate

8 – Torsional vibration damper
FF
The principle of wear compensation
A – Spring preload
B – Play element
FF

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The direct mechanical coupling of the adjustment movement to the wear
renders the clutch completely independent of any states of equilibrium subject
to hysteresis or tolerances and of any changes in the operating conditions.
In this way, wear compensation also taps reserves by reducing the maximum
travel, as the release force characteristic which applies in new condition is
maintained practically throughout the entire life of the clutch, thereby enabling
higher torque transmission.
FF
A – The stop lifts the retaining spring from the adjusting springs, the slide fills
the gap.
B – The next time the clutch is released...
C – the red adjusting ring compensates the wear.
D – The clutch has compensated the wear, travel and forces correspond to the
values for the clutch system in new condition.

Six-speed manual transmission, G 97/01 #

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FF
1 – 1st gear
2 – 2nd gear
3 – 3rd gear
4 – 4th gear
5 – 5th gear
6 – 6th gear
7 – Reverse gear
8 – Gear set shell
9 – Drive shaft

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Ratios - G97/01 gearbox
Z1 Z2 iZ iA iges. V1,000 V7,000

Z2 : Z1 9/31 km/h km/h
1st gear 11 43 3.909 3.444 13.463 9.1 63.7
2nd gear 19 44 2.316 3.444 7.976 15.3 107.5
3rd gear 28 45 1.607 3.444 5.534 22.1 154.9
4th gear 32 41 1.281 3.444 4.412 27.8 194.3
5th gear 37 40 1.081 3.444 3.723 32.9 230.2
6th gear 43 38 0.884 3.444 3.044 40.2 281.6
Rev. gear 3.590 3.444 12.364 9.9 69.3
Z1 = Number of teeth of first gearwheel in the power flux of the gear concerned
Z2 = Number of teeth of second gearwheel in the power flux of the gear concerned
iZ = gear ratio
iA = final drive ratio
V1,000 = Calculated vehicle speed at an engine speed of 1,000 rpm
V7,000 = Calculated vehicle speed at an engine speed of 7,000 rpm
Tyres: = Rear 265/40 ZR 18, rolling circumference 2041 mm (rdyn 325 mm + 1.5 – 2.5)
The table shows standard reference The new models have the same ratio spread as the 911 Carrera MY 04.
values based on an average effective However, the larger wheels and approx. 5 % larger rolling circumference (rear)
rolling radius. Deviations due to tyre on the new models mean that the individual gear transmission levels have had to
tolerance, changes to the rolling radius, be reduced accordingly by 5 %. This design results in a sporty setup for the new
wear and tyre slip have not yet been models and enables high performance with optimum exploitation of the engine
taken into account. torque and the maximum output.
Ratios diagram
The transmission diagram shows

guidelines which are based on an
average effective rolling radius.
Deviations due to tyre tolerance,
changes to the rolling radius, wear and
tyre slip have not yet been taken into
account.

FF

3412 Gearshift mechanism #

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Cable shifting
FF

Like all other Porsche vehicles, the 911 Carrera also employs cable shifting.
This prevents a transfer of unit movements and vibrations to the shift lever.
As opposed to the previously employed shift linkage, shift and selector cables
(which are able to withstand tension and pressure), form the connection
between shift lever and transmission. The advantages of this system are
reduced space requirements, low weight and above all the effective prevention
of the transfer of engine movements or vibrations to the shift lever, without
impairing shifting precision.
A shift throw reduction of approx. 15 % has been achieved on the new

911 Carrera models while retaining the same ergonomic characteristics by
moving the deflection point on the shift lever (see Synchronisation). On top
of this play in the shift module under the shift lever has been reduced, resulting
in a more precise gearshifting gate.

To allow preselection of the gear level, the selector cable is connected to the FF
selector lever shaft (B). The shift cable is connected to the outer shift lever (A)
to engage a gear.
A – Outer shift lever to engage gear
B – Selector lever shaft to preselect

gear level

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Shift module
1 – Gear lever
2 – Shift cable
3 – Outer shift lever
4 – Inner shift lever
5 – Central lock
6 – Inner shift/selector lever
7 – Shift rod lock
8 – Shift fork
FF
3437 Transmission housing
F F
The transmission housing consists of two parts which are produced in a light
metal alloy.
In order to ensure direct air heat exchange, the surface of the housing is provided
with cooling gills. Cooling is supported by effective air routing with defined air inlet
on the front underbody panelling.

35 Gear set #

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The transmission has been constructed as a two-shaft transmission with

overhead input shaft and hypoid drive set.
The loose and fixed gearwheels for all forward gears are ground and honed for
the purposes of noise reduction. Pairing of the gearwheels is not necessary.
All loose wheels have a needle bearing. The reverse gear is synchronised and
can therefore also be engaged when the vehicle is rolling slowly.
FF
3908 Drive set
The gear set has been constructed as a hypoid drive. That means that the
centre axis of the crown wheel is positioned above the centre axis of the drive
pinion. Hypoid drives with the same crown wheel size can transfer higher
torques due to the sturdier construction of the teeth of the drive pinion.
The changed crown wheel position can also be used for decreased deflection
angles on the drive shafts.
The drive pinion is hollow, in order to reduce the weight and to enable
lubrication. The drive pinion incorporates cross holes for the purposes of
lubrication.
3540 Drive shaft
The fixed wheels for reverse gear, 1st and 2nd gears are integral components
of the drive shaft.
The drive shaft is also hollow, for the purposes of weight reduction and
lubrication. The drive shaft incorporates cross holes (see arrows) for the
purposes of lubrication.
FF

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3563 Gearwheels
In the interests of reduced weight, the fixed gearwheels for third and fourth
gear are provided with bores and the coupling elements of the corresponding
loose wheels are provided with recesses.
3581 Synchronisation
FF
Synchronisation takes the form of triple synchronisation in the 1st and 2nd
gear, double synchronisation in the 3rd gear and single synchronisation in the
4th, 5th and 6th gears. All synchronisation rings are produced in steel and are
carbon-coated in the 1st, 2nd and 3rd gears. The synchronisation rings of the
4th, 5th and 6th gear are molybdenum-coated.
Synchronisation - 1st and 2nd gear
As the mass of the loose gearwheels of the 1st and 2nd gears is high on
account of the gear ratio, in addition to which shift throw reduction has also
been implemented, triple synchronisation is employed for these gears. This
mode of synchronisation offers three friction surfaces for the synchronisation
process. In order to minimise wear, these friction surfaces are carbon-coated.
In order to avoid any disadvantages to the synchronisation process when the
gearbox heats up, the synchronisation rings are made of steel.

F F

1 – Cone ring
2 – Synchronisation ring
3 – Friction ring with double coating
4 – Gearwheel
5 – Shift collar
6 – Synchroniser body
7 – Friction ring with single coating
8 – Synchronisation ring, molybdenum-

coated

Synchronisation - 3rd and 4th gear #
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The 3rd gear is provided with double synchronisation; the two friction surfaces
are carbon-coated. The 4th gear is located on the opposite side. This gear is
provided with single synchronisation; the steel synchronisation ring is
molybdenum-coated.

FF
1 – Cone ring
4 – Gearwheel
5 – Shift collar
7 – Friction ring with single coating

coated
Synchronisation - 5th and 6th gear
The 5th and 6th gears are also provided with single synchronisation;
the synchronisation rings are made of steel and molybdenum-coated.

FF

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Synchronisation - reverse gear
The reverse gear is also provided with single-cone synchronisation.

FF
1 – Cone ring

Gear set shell
4 – Gearwheel This gearbox employs a gear set shell made of thin-cast aluminium, in order to
reduce oil dilution and drag losses, thereby increasing efficiency. As this design
5 – Shift collar
impairs lubrication, however, this shell-like lining serves to collect oil and to
channel it to specific lubrication points. Some of the shift rods are also installed
7 – Friction ring with single coating in bearings in the gear set shell.
coated
1 – Oil collecting pan
2 – Shift rods
3 – Gear set shell
4 – Shift finger for reverse gear
FF

Lubrication #
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Oil collecting pans and oil deflectors are installed in the gearbox to ensure
optimum lubrication of the loose gearwheels, the bearing for the reverse
gearwheel and the drive pinion bearing. These oil collecting pans collect oil
which is thrown up by the crown wheel and convey it to the respective
lubrication points.
One of the oil deflectors incorporates a borehole (see arrow). Oil drips from this
hole into a collecting pan located underneath and is supplied to the bearing for
the double wheel for reverse gear.
The filling capacity is 2.9 litres, the

change quantity 2.6 litres.
Only Porsche-approved transmission

oil is to be used.
FF

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Tiptronic S A97/01 #

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General
The 911 Carrera and 911 Carrera S use the tried-and-tested 5-speed Tiptronic
gearbox from the 911 Carrera MY 04. The torque and performance potential of
this gearbox covers even the higher requirements of the new engines. The shift
pressures have been increased to adapt to the transmission of the higher torques,
in particular those of the 3.8 litre engine. An improvement in shifting comfort has
been achieved through the fine-tuning of oil pressure buildup during the course of
shifting.
Overview of modifications
• Adaptation of transmission ratio
• Upshift suppression in manual gate when “PSM OFF” is activated
• Revving function in overrun state
• Additional Sport Chrono function resulting in shorter shifting times
• Modified torque converter characteristic curve
• Abolition of rpm limitation in “P” and “N”
• Modified plates to improve shifting comfort
• New light-running oil and extended oil-changing interval
• Modified cruise control function

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Transmission ratio
In order to ensure attractive performance and a high level of driving dynamics,

the ratio spread has also been adopted for the new models. However the
transmission ratio has had to be adjusted since the dynamic tyre rolling
circumference of the new 911 Carrera and 911 Carrera S was increased by
5 %. This adjustment was achieved by reducing the spur pinion ratio by 5 %.
Final drive ratio = 3.562, dynamic scrub radius = 0.325 m

FF

Gearshift strategies #

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The established gearshift strategies of Tiptronic S have been largely retained

for the 911 Carrera and 911 Carrera S. These are complemented by the new
special function Sport Chrono as well as modified shifting functions for when the
PSM function is OFF.
3_23_05e
The automatic programme provides the familiar programmes which are

activated automatically or via the corresponding driving strategy.
The shift points are continuously adjusted between the very user-friendly basic
gearshift programme and the sporty programme, according to the style of
driving.

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Similarly to on the 911 Carrera MY 2004, the automatic programme is also
influenced by the following functions:
• Suppression of upshifts during rapid throttle lift, for example before a

corner
• Earlier downshifts when braking depending on the driving speed and

deceleration
• Adjustment of the shift points due to incline detection. Here gradients or

ascents are identified by comparing the actual and desired acceleration.
• Adjustment of the shift points as a function of the geographic elevation
• Suppression of upshift in corners depending on the driving speed and

lateral acceleration
Despite all of the functions listed above, there will be driving situations in which
it makes sense to be able to manually override the automatic programme via
the one-touch switches on the steering wheel. This function is also integrated,
i.e. pressing one of the switches on the steering wheel will execute the
corresponding function even if the selector lever is in position “P”.
The selected gear is maintained for at least 8 seconds. The holding time is
extended depending on the driving conditions (overrun and lateral acceleration).
The system then automatically switches back to automatic mode. Kickdown
results in an immediate return to the automatic programme.
The selector lever must be moved to position M if the driver wishes to select
the gears. The gears are then changed manually using the one-touch switches
on the steering wheel.
Upshift suppression with “PSM OFF”
The 911 Carrera and 911 Carrera S are equipped with an upshift suppresser
which takes effect when the “PSM OFF” switch is active and the manual gate is
selected, in order to enhance the sporty character of Tiptronic S. Upshifts are
prevented when the engine speed limit is reached in the “M” position, allowing
the engine to run in the range of the speed limiter.
The same also applies in position “D”, in one-touch mode for temporary
override.
When kickdown is activated, however, upshift will be effected when the engine
speed limit is reached.
FF

Revving function in overrun state #
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Examples of downshifts in overrun state include automatic downshifts when

braking or downshifts activated via the one-touch switches on the steering
wheel.
This function initiates revving for downshifts in overrun state to reduce shifting
times, to improve shifting comfort and to actively prevent the rear wheels
locking. The EDTC function (engine drag torque control) also stops the rear
wheels locking as part of PSM, however it does so in response to detection of
impermissibly high rear-wheel slip. In contrast, the revving function via Tiptronic
S prevents active locking of the rear wheels in overrun state.
Sport Chrono function
The Sport Chrono package is offered as an option on the new 911 Carrera
and 911 Carrera S. This option provides for an even more sporty driving
experience, particularly on race circuits.
Shift gate “D”
Pressing the Sport Chrono switch when the gearshift lever is in shift gate “D”
boosts the basic gear-changing map. This ups the engine speeds for gear-
changing and renders gear-changing sportier by shortening the shifting times. FF
The reduction in shifting times results from faster filling of the clutches with
oil (response time) and a higher oil pressure level when performing the shift
operation. These measures lend the shift operations a more dynamic and
noticeably sportier character. The shift points are then adjusted between this
boosted basic gear-changing map and the sport gear-changing map according
to the present driving style. System downshifts are initiated at lower
acceleration and higher speeds (in comparison with when the Sport Chrono
switch is off) to increase agility.

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Shift gate “M”
When the Sport Chrono switch is pressed with the gearshift lever in shift gate
“M”, no automatic upshift will be effected when the engine speed limit is
reached.
This function allows the driver to operate the engine in the range of the engine
speed limiter for the first time, even on vehicles with Tiptronic. This reinforces
the sporty character of the Sport Chrono function.
Upshift suppression is only active in the manual shift gate; it is not active in the
“D” shift gate or in one-touch mode for momentary intervention in shift gate “D”.
Upshift when the engine speed limit is reached can be overridden via the
kickdown function. When the engine speed limit is reached in M gate during an
overtaking manoeuvre, for example, upshift can be executed even without
pressing the switches on the steering wheel, by means of a kickdown.
This measure boosts the acceleration potential and speeds up the overtaking
process in this situation.
This is the only function whereby a kickdown results in an upshift rather than
a downshift.
3250 Torque converter/starting acceleration
Starting performance has been improved by altering the characteristic of the

torque converter.
To further improve acceleration when the accelerator pedal is moved quickly

followed by a downshift into 1st gear, the converter’s bridging coupling is now
closed in this situation, thereby reducing slip. A further improvement in
acceleration when shifting from first to second gear has been produced by
increasing the rpm of the shift point (from approx. 5,800 rpm to 6,300 rpm),
thereby realising a higher shifting speed (7,200 rpm instead of 6,900 rpm) and
a shorter shifting time.
In order to further enhance the sporty character of Tiptronic S, in the

911 Carrera and the 911 Carrera S the engine can also be revved up to the
engine speed limit when the vehicle is stationary, when the selector lever is set
to “P” and “N”.
However, if the engine is revved to over 2,500 rpm when the selector lever is
set to “P” or “N” and a gear is then engaged, the injection signal will be blocked
until the engine speed drops to a level which cannot cause any damage to the
gearbox.

New light-running oil/modified plates #
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As a model improvement, all Tiptronic gearboxes in the 911 series for MY 05

use a new ATF light-running oil as well as modified plates. The modified plates
improve shifting comfort and the light-running oil reduces friction losses in the
gearbox. The new light-running oil also enables the ATF change intervals to be
extended from 160,000 km to 180,000 km.
Cruise control function
A further new function of Tiptronic S for the 911 Carrera and Carrera S is active
downshifting when travelling downhill with the cruise control function selected.
Previously, acceleration of the vehicle to a speed beyond the selected setting
could occur in high gears when travelling downhill (without active downshifting
by the driver) despite a cruise control function being selected. The new function
for downshifting in cruise control mode ensures a constant speed, even when
travelling downhill.

4 Chassis #
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General Contents
The chassis of the new 911 Carrera S corresponds to that of the previous
General, front axle 1
model from a design point of view.
The main objective when it came to tuning the chassis was the further Wheel bearings 3
increase in performance. The revised standard chassis tuning gives the new
911 Carrera S much sportier performance than the previous model, without Stabilisers, suspension struts 4
affecting driving comfort.
Rear axle 7
The 911 Carrera S is equipped with the PASM chassis as standard.
The increased performance of the new tyre generation in particular means Wheel carrier, suspension strut 9
that the 911 Carrera S can transmit significantly higher forces to the road in
Stabiliser 10
longitudinal and transverse direction. This results in increased requirements
for the chassis as a whole and particularly for the axle components. Porsche Active Suspension
In addition to the basic chassis, a further chassis option is available for the Management (PASM) 10
911 Carrera S: the sports chassis (-20 mm) with mechanical rear differential
Shock absorbers 15
lock.
Wheels and tyres 15
Tyre pressure monitoring system

Front axle (RDK) 18
Brake 24

Porsche Ceramic Composite
Brake (PCCB) 26

Parking brake 29
Porsche Stability Management

(PSM 8) 30
Steering angle sensor 36
ABS sensor 37
Yaw velocity/lateral acceleration

sensor 37
PSM Off switch 37
Brake light switch 38

FF
As before, the front axle consists of a strut suspension with longitudinal and Diagnosis 38
transverse control arms. This concept ensures very precise wheel guidance in

combination with a high degree of rolling comfort.

#
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Some components of the front axle have been redeveloped to take account of
the increased performance and to further increase crash safety. As part of this
redevelopment, the track of the front axle has been increased by 30 mm in
comparison with the previous model. This measure, together with the larger and
wider tyres, helps to further reduce the tendency of the body to tilt, particularly
when the vehicle’s performance is exploited to the full, thereby improving
support against transverse forces.
4009 Front-axle cross member (A)

FFH
The front-axle cross member (A) has been newly developed for the
911 Carrera S. The design has been completely revised based on crash
requirements, particularly in an offset crash. At the same time, the cross
member has been widened by 15 mm on each side. This has allowed the
axle attachment points to be moved out by 30 mm to widen the track.
In order to reduce weight, the casting procedure for the front-axle cross
member was switched from die-casting to pressure casting. Pressure casting
makes it possible to cast generally thinner wall thicknesses. The considerable
advantage is that material can be applied with high precision according to the
areas exposed to stress.

4017 Control arm (B) #

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The previous conventional rubber-bonded bushing which connected the trailing

link and control arm has been replaced by a hydraulic mount (D) to increase
driving comfort. This new mount ensures that high-frequency vibrations are
suppressed more effectively and therefore fewer disruptive vibrations are
transmitted to the steering.
4019 Control arm (C)
By using the hydro mount in the transverse control arm, the mounting (fork) on
the control arm was enlarged accordingly.
4050 Wheel bearing housing
To reduce weight, the wheel bearing housing is no longer manufactured as a

solid unit, but as a torsionally and flexurally rigid hollow-cast unit.
The design of the wheel bearing housing was modified in order to optimise the
supply of cool air to the brakes. This measure, together with an enlarged brake
air deflector which is attached to the cross member, has resulted in improved
brake cooling.
The installation position of the ABS sensor has been adapted to fit the altered
pulse reception (see wheel bearing).
Depending on the brakes version (grey cast iron/PCCB), the wheel bearing
housings are machined differently in the vicinity of the brake caliper mounting.
4057 Wheel bearings
Reinforced wheel bearings with a larger diameter are used in order to reliably
transmit the increased transfer forces generated by the higher performance.
Repairs:
They offer the major advantage of firmer wheel guidance in the transverse
The multipole seal must not come into
direction and therefore contribute to the extremely precise driving behaviour.
contact with highly magnetic parts.
In addition, the wheel bearings now also adopt the function of the former ABS
On installing, it must be ensured that
pulse rings. They are fitted with a so-called multipole seal. This is a seal with a
the magnetic side is facing the ABS
magnetised layer, which generates the torque impulses for the ABS rpm
sensor.
sensors.

#
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4077 Stabiliser
The stabiliser’s setup in diameter and strength (pipe 24x3.8 mm) is designed to
match the vehicle’s weight and driving dynamics.
The installation position above the front axle cross member improves crash
safety. The relocation of the stabiliser attachment points has increased the
transmission ratio of the stabiliser. The stabiliser responds more directly as a
result, which more effectively reduces the tendency of the vehicle to tilt when
cornering.
4085 Suspension struts
The spring strut consists of a double-tube gas-filled shock absorber and a

conical spring which in turn is adapted to the different vehicle variants.
• PASM chassis Spring rate: 33 N/mm
• Sports chassis (-20 mm) Spring rate: 36 N/mm
The springs have a colour coding which indicates the spring tolerance and/or
the chassis version.
This technical data is merely intended to provide an overview. As it is subject to

change during the course of the model year, the data published in the Technical

Manual always remains authoritative. The allocation of colour codings is
FF contained in the parts catalogue and/or in the Technical Manual.

4890 Steering #

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FF
The 911 Carrera S uses hydraulically-assisted rack-and-pinion steering with

variable steering ratio. The idea behind using this steering system has been to
increase the agility of the vehicle, particularly on routes with a lot of corners,
while at the same time retaining the high level of driving stability at very high
speeds.
The ratio (17,11:1) around the centre position, i.e. for small movements of the
steering wheel, remains similar to that of the previous 911 Carrera S model.
As a result, the vehicle remains very smooth and does not react skittishly,
particularly at high speeds.
The steering ratio becomes increasingly more direct with steering wheel
movements of more than approx. 30° (up to 13.76:1 for a steering wheel
revolution of more than three-quarters). The steering wheel revolutions from
stop to stop have thus been reduced from 2.98 on the previous 911 Carrera S
to 2.62 on the new model. This results in significantly greater agility when
driving on routes with a lot of corners and particularly in tight corners.
For example, it also improves handling when turning in city traffic. In this case,
the steering response is much more spontaneous. Parking is also easier since
the greater the steering wheel angle relative to the steering around the zero
position, the harder the wheels turn.
The turning circle of 10.9 m is also similar to the previous model (10.6 m),
despite the larger wheels which require more space inside the wheel housings.

#
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4825 Steering wheel adjustment

FFH
A further new feature is manual steering wheel height adjustment. In addition to

the existing 40 mm reach adjustment, the steering wheel is now also height-
adjustable by 40 mm (measured in extended state). This provides the driver
with considerably more options for adjusting the steering wheel according to his
or her specific requirements, thereby ensuring that an optimum seat position is
found. The lever for locking the selected position is located underneath the
steering column.
4808 Steering lock
The steering wheel lock has been changed from mechanical to electric locking.
It is a component in the networked immobiliser system and offers increased

anti-theft protection. It has also increased convenience since the electric
You will find further information in steering wheel lock detects whether the steering cable is strained when the
group 9 of this Service Information wheel is locked. When the ignition key is turned in the lock, the strain is
Technik. detected and reported to the driver via a text message (“Unlock steering”) in
the display in the instrument cluster. The driver can then respond by turning the
steering wheel slightly to release the strain. This prevents the ignition key
“sticking” when turned in the lock with locked steering.
4815 Steering column
Taking into consideration the latest crash requirements, all rotating components
of the steering system (including the upper and lower steering shaft) are now
made from aluminium to optimise weight. The adjustment mechanism now also
comprises magnesium and aluminium pressure-cast parts. This consistent use
of light-weight construction techniques has allowed the overall weight of the
steering system to be kept at an optimum, despite the additional adjustment
mechanism.

4858 Tie rod end #

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To facilitate the wider track, the tie rod ends (arrow) were each lengthened
by +15mm.

FFH
42 Rear axle

F F
The existing multi-link rear axle from the previous model has been enhanced
for the 911 Carrera S. The multi-link concept makes a vital contribution to
exemplary driving stability, particularly when accelerating and braking as well
as changing lanes sharply and changing the load in corners.

#
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As for the front axle, the track at the rear axle has been widened by 30 mm
to improve the handling of the vehicle and the rigidity of individual axle
components has been increased. This, together with the new tyre generation,
has enabled higher lateral accelerations overall to be achieved. It has also
increased tyre comfort at the rear axle.
A reworked kinematic mechanism (with displacement of the axle attachment

points) has significantly reduced vehicle deflection when accelerating and
therefore further improved driving behaviour.
The main objective of redesigning the rear axle components was to increase
transverse rigidity while at the same time reducing weight through the
consistent use of light-weight construction techniques.
The optimisation comprises the following components:
FFH
4206 Rear axle bracket (A)
The design has been completely revised based on increased driving dynamics.
At the same time, the cross member has been widened by 15 mm on each
side. This has allowed the axle attachment points to be moved out by 30 mm
to widen the track.
In order to reduce weight, the casting procedure for the front-axle cross
member was switched from die-casting to pressure casting.
4206 Rear axle side section (B)
The side section, which remains based on an aluminium frame structure, has
been newly developed and made more rigid, particularly in the transverse
direction. The redesign has simultaneously resulted in a weight reduction.

The attachment points of the upper control arm have also been moved up a #
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further 10 mm and the attachment points of the lower control arm moved down
a further 5 mm (enlarged camber basis). This provides increased rigidity against
transverse forces, which are introduced into the vehicle via the wheels.
The screw connection to the body now consists of a stud and two collar
screws.
4239 Cross member (C)
The cross member has been lengthened by 30 mm in accordance with the

broadened track.
4252 Wheel carrier
To reduce weight, the wheel bearing housing is no longer manufactured as a

solid unit, but as a torsionally and flexurally rigid hollow-cast unit.
The dimensions and construction of the wheel bearing are identical to those of
the front axle.
4272 Suspension strut
The suspension strut consists of a single-tube gas-filled shock absorber and a

coil spring which in turn is adapted to the different vehicle variants.
Sports suspension (-10 mm) PASM
• PASM chassis
Spring rate: 56 N/mm
• Sports chassis (-20 mm),

spring rate: progressive
60/90 N/mm

F F FF

#
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The springs have a colour coding which indicates the spring tolerance and/or
the chassis version.
A single-tube aluminium shock absorber is fitted in order to reduce weight.
This technical data is merely intended The main way in which tyre comfort has been improved is through the use
to provide an overview. As it is subject of new support bearings with optimised shock absorption characteristics.
to change during the course of the In accordance to the versions, the support bearings (three variants) and the
model year, the data published in the lower spring retainer are manufactured in different versions.
Technical Manual always remains

authoritative. The allocation of colour
codings is contained in the parts
4290 Stabiliser
catalogue and/or in the Technical
Manual.
The stabilisers’ setup in diameter and strength is designed to match the
vehicle’s weight and driving dynamics.

• PASM chassis Tube 19.6 x 2.6 mm
This technical data is merely intended
• Sports chassis (-20 mm) Tube 19.6 x 2.6 mm
to provide an overview. As it is subject
to change during the course of the
model year, the data published in the The relocation of the stabiliser attachment points from the suspension strut
Technical Manual always remains to the wheel carrier has increased the transmission ratio of the stabiliser.
authoritative. The stabiliser responds more directly as a result, which more effectively
reduces the tendency of the vehicle to tilt when cornering.
Porsche Active Suspension Management (PASM)
For the first time in the 911 series, the new 911 Carrera S is offered with a
chassis that has actively adjustable dampers. The PASM is standard equipment
for the 911 Carrera S. In comparison with the standard chassis, the vehicle with
the PASM chassis lies 10 mm lower.
The newly developed, variable damping system “Porsche Active Suspension

Management” helps to do justice to the demands for a modern chassis.
The aim was to maintain the high comfort level of the standard chassis while
increasing performance at the same time.

The driver can choose between two programmes: “Normal” and “Sport”, both #
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are selected via a button on the centre console.
The function light in the button comes on with the Sport setting. At the same
time a damper icon appears in the instrument cluster display together with the
text “PASM Sport”. When the normal programme is activated, the damper icon
appears accompanied by the text “PASM Normal”. The text and icon remain
visible for 4 seconds and then disappear.
PASM combines two chassis rolled into one: One with equal measures of
sportiness and comfort and one entirely dedicated to sportiness and the race
circuit.
Normal mode (the basic setting when the vehicle starts) on the one hand
provides the same excellent comfort as the standard chassis, on the other
/F
hand, the chassis approximates the sportiness of the sports chassis when
regulative interventions are made with active PASM. In conjunction with specially
developed software modules, the PASM ensures excellent performance and
even greater driving safety in extreme situations.
Operating principles of PASM
PASM selects the required damper hardness for each individual wheel from a
precisely co-ordinated map in both the Normal and the Sport programme.
The possible damper settings range from comfortable to decidedly sporty.
Both programmes, which overlap slightly in some areas, are additionally
superimposed with five special software modules to provide the optimum
damper settings for every driving condition.
The system automatically selects the appropriate damper hardness based on
the PASM programme selected and the driving condition identified.
The Normal programme offers comfortable settings with low damper forces.
Special control algorithms in the PASM software modules enable the chassis to
offer greater active driving safety in extreme driving situations, even with the
Normal programme. To increase driving safety at higher speeds, the dampers
are automatically switched to a harder damper setting as speed increases.
The dampers switch to a hard characteristic when Sport mode is activated.

This offers superior agility and excellent steering precision on uneven surfaces.
If the system detects an uneven driving surface in Sport mode, it immediately
switches to a softer characteristic to improve contact with the road surface.
PASM selects the optimum damper setting for this softer characteristic from
the Sport map.

#
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Since extremely hard damping is not always the ideal solution in every driving
situation (depending on the driving surface, the vehicle may start to bounce or
shift), the intentional overlap between the Normal and Sport maps allows a
noticeably soft setting to be selected if necessary. The customer gets an
“active sports chassis” which automatically responds to the actual road surface
and switches from a hard, sporty damping setting to a comfortable range as
necessary. PASM switches back to the original characteristic as soon as the
road surface is smooth enough.
The following is a detailed description of the five software modules overlapping

Normal and Sport mode.
Lane-change module
The damper forces at both axles are immediately increased in response to

rapid steering movements, for example sudden evasive manoeuvres.
This reduces body tilt and instability, thereby significantly improving vehicle
control even in extreme situations.
Vertical-control module
In the Normal programme, the damper force is increased as soon as the

vertical movement of the body, for example when driving over uneven surfaces,
rises over a specific threshold value. This prevents body instability and therefore
woolly driving behaviour.
In the Sport programme, the damping is slightly reduced automatically to

improve contact between the road and the wheels as body movements
increase. This also results in a noticeable increase in comfort.
Lateral-acceleration module
If specific, speed-dependent thresholds for lateral acceleration are exceeded

when cornering in the Normal programme, the damper force is increased by
different, defined amounts for each side of the vehicle. This prevents vehicle
instability and significantly increases driving precision.
In the event of large vertical movements and high lateral acceleration

coinciding, the higher of the vertical-control and lateral-acceleration damping
values is set. This happens if, for example, the damping in the Sport
programme was previously decreased by the vertical-control module.

Brake module #
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PASM switches to harder damping at the start of a braking operation to reduce

vehicle nose-dive when braking. This way, higher brake forces can be
transmitted to the road faster. It switches back to a softer setting (this setting is
different for the front and rear axle) after a specific amount of time. The result
is improved road contact, and thus a shorter braking distance, particularly when
braking on uneven surfaces.
Load-change module
The damper characteristics for the front and rear axle are individually switched
when accelerating heavily, releasing the throttle or changing lanes. In Normal
mode, the dampers are briefly switched to a harder damping setting in these
driving conditions. This avoids excessive lifting or diving at the front of the
vehicle (“pitching”). In Sport mode, a softer damper characteristic is briefly
selected if necessary to improve traction when accelerating, particularly on
uneven surfaces.
Components
The PASM system comprises the following components:
• Four dampers with continuously adjustable damping force (each with one
bypass valve)
• PASM control module
• Two acceleration sensors for detecting vertical movement of the body

(one at the damper dome at the front right and one at the rear left).
Further signals such as lateral acceleration, steering angle, travel speed,
brake pressure, engine torque, etc. are read in via the CAN bus.
• One button for selecting the programme (Normal or Sport)
The system measures body movements via one acceleration sensor on each
axle (front and rear). Values such as lateral acceleration, steering wheel angle,
vehicle speed and information on possible braking operations are provided by
the PSM via the CAN bus. Engine rpm and torque values are provided by the
Motronic via the CAN bus.

#
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Acceleration sensor
The acceleration sensors are attached to the front right and rear left spring
strut domes, respectively.
The arrangement allows lifting, pitching and rolling movements of the body to
be measured.
FF
PASM control module
In left-hand drive vehicles, the PASM control module is installed on the front wall
(footwell passenger’s side) at the right. In right-hand drive vehicles it is installed
on the front wall (footwell passenger’s side) at the left.

Inputs Outputs
Terminal 30 Front left damper valve
Terminal 31
PASM
Terminal 15 Front right damper valve
Control unit
PASM button
Rear left damper valve
Front right vertical sensor
Rear left vertical sensor
Rear right damper valve
LED button

CAN CAN
Steering angle sensor Instrument cluster
Brake
Engine

Gateway

4293 Shock absorbers #

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Unlike conventional dampers, the PASM map-controlled damper also has an

electrically actuated hydraulic bypass valve (arrow).
The damping effect is provided by the oil in the damper flowing through a piston
valve when the vehicle moves. The smaller the valve cross section, the harder
the damping.
With the PASM damper, the oil can flow through a bypass valve, as well as
through a fixed valve in the main piston. The flow can be increased or reduced
by opening and closing the valve via a slide, producing continuous adjustment
of the damper force.
In the event of a system failure, the valve automatically closes. PASM is then in
the hardest damper setting and thus the safest mode from a driving dynamics
point of view (fail-safe principle).

FFH
44 Wheels and tyres
Overview of wheel and tyre dimensions
Wheels/tyres; summer 911 Carrera S
This technical data is intended to

provide an overview only. As it is
Front axle Rear axle
subject to change during the course
235/35 ZR 19 295/30 ZR 19 of the model year, the data published
on 8J x 19 ET 57 on 11J x 19 ET 71 in the Technical Manual always
remains authoritative.
Tyres/wheels; winter 19-inch
Front axle Rear axle
235/35 R 19 295/30 R 19
on 8J x 19 ET 57 on 11J x 19 ET 71

#
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Upon introduction of the new 911 Carrera S, the wheels are given a new styling
and made larger. The larger wheel/tyre dimensions have been specially
developed to further increase performance. The wheels have been designed to
appear flush with the car’s skin.
For the first time on the 911 Carrera S, all wheels have been manufactured
using the flow-forming process. This is a light-weight construction technology
which reduces weight by rolling out the rim well.
19-inch Carrera S wheel
The 19-inch Carrera S wheel is standard equipment for the 911 Carrera S.
It has a size of 8J x 19 on the front axle and 11J x 19 on the rear axle.
Its appearance is characterised by 5 very striking spokes which split into
2 narrow ribs at the end.

F F
19-inch SportDesign/CarreraClassic (I number)
Two further 19-inch design variants are offered as an option (I no.) for the
911 Carrera S.
They are fitted in size 8J x 19 at the front axle and 11J x 19 at the rear axle.
The 19-inch SportDesign wheel is characterised by 15 fine-mesh spokes.

The delicate styling delivers a striking race-car look.

FF
19-inch Carrera Classic wheel
The 19-inch Carrera Classic wheel in turn is an elegant wheel. Its 5-spoke
design is very slender and allows for a good view of the brake. This deliberately
reveals the technology for all to see.

FF

44 Tyres #
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A new tyre generation with larger rolling circumferences has been developed
for the 911 Carrera S to complement the new wheels. The main objective in
the redevelopment of the tyres has been to achieve a significant improvement
in performance in relation to traction during acceleration, braking and lateral
acceleration – in short to address the sportier orientation of the new
911 Carrera S.
The tyre circumference has been increased by 2.5 % at the front axle and 5 %
at the rear axle. The larger rolling circumference increases the side-wall
height/tyre width ratio in comparison with the previous model to guarantee an
appropriate level of comfort despite the larger wheels.
The tyre width on the rear axle has also increased to 295 mm with the 19-inch
tyre.
The new 18-inch summer tyre performs the function of the more comfortable
tyre (standard on the 911 Carrera S). It offers a high level of sporty handling
with very good driving comfort.
The 19-inch summer tyre (standard on the 911 Carrera S) is the sporty and
agile tyre. It offers a substantial increase in performance.
The new tyres have permitted a noticeable increase in the amount of force that
can be transmitted both in the longitudinal and transverse direction. This results
in a high level of agility and, at the same time, driving safety. The combination
of PASM, PSM and the new tyres reduces the braking distance significantly.
Run-flat systems
The spare wheel is mandatory in the
The 911 Carrera S does not have a spare wheel or a jack. Instead, it is following countries: Saudi Arabia,
equipped with a tyre sealing compound and an electronic compressor. Brazil, Virgin Islands and Israel.
The introduction of the tyre sealing compound means that most damage can be Legislation in these countries generally
handled without having to go to the trouble of changing the damaged tyre on stipulates the provision of a spare
the spot. Small punctures such as caused by a nail or screw can be temporarily wheel. The 17-inch spare wheel with a
repaired by filling them with the tyre sealing compound, thereby enabling the 185/60-17 dimension is used. It is
vehicle to be driven at a reduced speed (up to max. 80 km/h) to the nearest stored in the luggage compartment.
Porsche Centre without damaging the wheel in question or the vehicle.

#
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Tyre pressure monitoring system (RDK)
For the first time, a tyre pressure monitoring system (RDK) is available as an
option (I no.) on the 911 Carrera S.
The RDK offers a significant improvement in safety by continuously monitoring

the air pressure of each tyre. The system gives the driver an early warning of
a pressure deficiency within the tyre, creeping (normal reduction in pressure
caused by diffusion) or even sudden pressure loss in the tyres. Burst tyres can
thus be prevented to the greatest extent. It also does away with the need for
regular air pressure checks at the petrol station. A further advantage is that
having the correct air pressure cuts down on tyre wear (a deficiency in pressure
of 0.3 bar can reduce the service life of tyres by up to 25 %). A deficiency in
pressure also results in increased fuel consumption.
Design
The tyre pressure monitoring system comprises the following components:
– 4 wheel transmitters
– 4 digital aerials
– RDK control module
4432 Wheel transmitters
The wheel transmitter is screwed to the metal valve with a self-locking Torx
screw in the wheel rim. The additional weight of approx. 30 grammes can be
counterbalanced with counterweights, so that special wheels are not necessary.
The wheel transmitter can also be re-used in case wheels are changed.
The following components are integrated in the wheel transmitter:
• Transmitting aerial
• Pressure sensor
• Temperature sensor
• Measuring and control electronics
• Battery

Pressure sensor, temperature sensor as well as the measuring and control #
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electronics are integrated into one sensor unit.

Depending on the respective country version, two different carrier frequencies
are used for radio transmission. The carrier frequency of 433 MHz is authorised
in most countries. For some countries (e.g. in Asia or Africa) a carrier frequency
of 315 MHz is used. The respective carrier frequency is printed on the sensors,
aerials and control modules. It can also be identified by the part number. The
tyre pressure monitoring system only functions with system components that
have the identical carrier frequency.
Allocation of wheel sensors
Wheel electronics Frequency Allocation of countries

illustration Power output
This technical data is intended to
433 MHz For example provide an overview only. As it may be
Normal transmission EU, USA, Mexico, Canada, subject to change over the course of
power Australia, New Zealand, the model year, the data published in
China, Switzerland the Technical Manual or the parts
FF catalogue always takes precedence.

315 MHz For example
Normal transmission Abu Dhabi, Bahrain, Hong
power Kong, Malaysia, Oman,
Singapore, Taiwan,
Thailand, Indonesia
FF
315 MHz Japan, Korea

Low transmission power
(ELPD = extremely low

power device)
FF

#
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The following data is transmitted by the wheel transmitter:
• Individual identification number (ID)
• Current tyre pressure (absolute pressure)
• Current tyre air temperature
• Condition of the integrated battery
• as well as the status, synchronisation and control data required for

safe data transmission
4438 RDK digital aerials
The tyre pressure monitoring system includes 4 aerials which are installed
inside the wheel housings behind the wheel arches.
The aerials receive the radio signals from the wheel transmitters and process
them in an internal electronics unit. The data is transferred to the RDK control
module for further processing via normal cable LIN - bus (Local Interconnect

Network).
FF
The aerials receive all radio signals entering their reception and frequency area,
i.e. each aerial also receives the radio signals of all wheel sensors within range.
The radio signals are filtered and selected inside the control module in order to
ensure that the correct data is processed. The digital aerials have an integrated
self-diagnosis facility. This means that when a fault is identified, it is stored in
the fault memory and displayed on the PIWIS Tester.
4434 RDK control module
The RDK control module analyses the incoming signals from the aerials before
prioritising and forwarding the according information to the instrument cluster.
The RDK control module is installed in the luggage compartment on the left next
to the PSM hydraulic unit.
FF

#
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Input
Output
Terminal 30 RDK Functions

Terminal 31 control unit After approx. 2.5 hours, the control
unit switches to the so-called “vehicle
Front left RDK aerial
stationary” mode. When the vehicle is
Front right RDK aerial
re-started, it takes approx. 2 minutes
Rear left RDK aerial
until current tyre pressures are again
Rear right RDK aerial
displayed.
CAN
CAN
Outside temperature
(cluster) instrument cluster
Speed (PSM)
Learning phase
After basic setting, the RDK must first “recognise” the wheels and allocate
the wheel position of each individual wheel. For this purpose, every wheel
electronics unit transmits a fixed, distinctive codification. The learning process
only takes place when the vehicle is in motion, since the signals of a
neighbouring car also equipped with RDK could otherwise be included.
The system takes approximately 6 minutes to recognise the wheels. For this
reason, it can happen that a non-positioned tyre pressure warning is issued
initially. After an overall maximum of 30 minutes driving, the control module
knows the position of each individual wheel and also shows warnings
accordingly. The wheel positions remain stored until either another tyre is
selected in the RDK menu, or until the system registers that different wheel
electronics units are installed in one or more wheel positions (e.g. by changing
wheels without renewed selection via the menu). If the RDK registers that wheels
have been changed without renewed selection, the driver is automatically
alerted via the RDK display “Wheel change? Check settings”. Once the wheels
have been learned by the RDK system, further warnings are immediately
indicated for each individual wheel each time the vehicle is started, regardless
of whether it is stationary or in motion.

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Actual-pressure display
The actual pressures (without temperature compensation) of each individual

wheel are shown in the display as soon as the tyre pressure monitoring system
has completed its learning phase.
This information is displayed while the vehicle is both stationary and moving.
It provides the driver with information on the current actual pressure in the tyre.
The display is not intended to be used to correct the tyre pressure since the air
temperature within the tyre is not accounted for in this case.
The temperature has a major influence on the pressure. For this reason, it is
mandatory to take the temperature into account for the correct setting.
H52_501
Higher tyre temperatures increase the interior tyre pressure. The temperature
increase is caused by the tyre’s flexibility (resulting deformation energy) when
driving. For example, a temperature increase of 10 °C within the tyre results in
a pressure increase of 0.1 bar.
Display for setting the correct tyre pressure
When the vehicle is stationary, the driver can view the desired pressure
(referred to 20 °C) for the front and rear axles for new tyres via the “Pressure
Info” option in the RDK menu. If the wheels have already been entered in the
system, it displays the temperature-compensated differential tyre pressures for
each wheel position instead. The values displayed specify the deviations from
the desired pressures.
A negative sign (minus) in front of the value denotes that the pressure falls short
by the displayed value. In order to set the correct value, the driver must act in
accordance with these values and refill the corresponding pressure difference
with the tyre-inflation device at a petrol station, or release pressure if the
H52_519 pressure is in excess of the correct value.
The advantage of the temperature-compensated differential pressure display is

that the tyres can be filled to the correct pressure even when warm thanks to
the temperature compensation function. At the same time, thanks to the display
of differential pressure values, one is almost independent from tolerances within
the gauge readings of tyre inflation devices.

Low tyre pressure warnings #
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Two different display levels are used to inform the driver of a low tyre pressure
level: The first level is the “gentle” warning, the second the “stern” warning.
Both displays can be confirmed. The warning lamp with the RDK icon remains in
the instrument cluster as a reminder until the cause of the problem has been
eliminated. The warning message is displayed again each time the ignition is
switched on.
“Gentle” warning:
A “gentle” warning in white text is output if the deviation in air pressure is more
than 0.2 bar, but not above 0.4 bar. It is first displayed for 10 seconds after the
ignition is switched off and thereafter every time the vehicle is started. Driving
safety is still guaranteed. The air pressure should, however, be corrected at the
next opportunity (e.g. the next refuelling stop).
It must always be topped up by the value displayed in the tyre pressure H52_531
monitoring system. The warning in the display automatically disappears as soon

as the pressure corresponds to the desired pressure once more.
“Stern” warning (puncture)
A “stern” warning in red text is output if the deviation in air pressure is more
than 0.4 bar or the pressure is falling by more than 0.2 bar per minute.
This warning appears as soon as the respective values are exceeded, whether
the vehicle is stationary or moving. Driving safety is no longer guaranteed.
H52_532
The driver should stop immediately to inspect the tyre in question.
Further warnings: The decision as to whether to continue

slowly to the next workshop or repair
In case of a puncture, the RDK also provides the possibility of issuing a speed the tyre on the spot using the tyre
warning if 80 km/h are exceeded. This is helpful since adherence to the sealing compound is left to the driver.
maximum speed is crucial for the remaining service life of the defective tyre.
Selecting the run-flat system in the RDK menu is prerequisite for the speed
warning.

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Basic setting
The RDK menu is selected via the on-board computer lever. The system must
first be informed of the type of tyres currently fitted on the vehicle via the
“Settings” menu option. This option provides a choice of summer or winter
tyres together with the relevant tyre dimensions. The basic configuration only
has to be entered once after a wheel or tyre change and is then saved.
For reasons of safety, the RDK menu can only be called up when the car is
H52_524 stationary.
46 Brake
Due to its increased performance, the Carrera S uses a brake system with
extra power boosting.
Essentially, this is based on the brake system of the current 911 Turbo.
46 Operating brake
The 911 Carrera S model has larger, reinforced 4-piston monobloc fixed
calipers at the front and rear axle. They are painted red to distinguish them
from the calipers on the basic model. The internally ventilated and perforated
brake discs have also been enlarged, to 330 mm x 34 mm (diameter x width)
at the front axle and 330 mm x 28 mm at the rear axle. The use of larger brake
pads in comparison with the basic model increases the effective total brake pad
surface by approx. 24 % on the front axle and 30 % on the rear axle, which
increases the service life of the brake pads.
Combined with the efficient ventilation of the brakes adopted from the basic
Carrera model, the generously sized brake system of the Carrera S provides
excellent stability and constantly high deceleration values. It copes with the
entire scope of the high driving power of the Carrera S, resulting not least of
all from the high engine output, thus making an important contribution to the S
model’s outstanding performance.

4616 Brake cooling #

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Brake ventilation has been improved in comparison with the previous model
through a new front-axle wheel carrier design, a 30 % larger brake air deflector
and an optimised underbody lining. With these measures, more air reaches the
brake disc and the brake is cooled more effectively. A wheel design with large
openings has an additional positive influence on the cooling.
The end result is a very stable brake system with a spontaneous response and
low operating forces.
FF
4715 Brake master cylinder
This brake system offers an enhanced pedal feel with a more precise working
point than the basic model. This has mainly been achieved by enlarging the
diameter of the brake master cylinder to 25.4 mm.
4770 Brake booster
As on the basic model, the boosting factor of the brake booster has been
increased i=4.5 to ensure a spontaneous braking response on the Carrera S
model as well.

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Vacuum pump
A mechanical vacuum pump was installed on the engine instead of a

conventional air pump for providing the brake booster vacuum. This design
This pump is driven in configuration enables a high and constant level of vacuum supply and subsequent effective
together with the oil extraction pump brake boost even when the most unfavourable underlying conditions apply,
of the right cylinder head by the e.g. low external air pressure at high altitudes, and in highly dynamic driving
exhaust camshaft of the right cylinder involving a high proportion of full-load operation, e.g. on race tracks.
bank (please refer to group 1 of this
TSI).
FF
Porsche Ceramic Composite Brake (PCCB)
The Porsche Ceramic Composite Brake (PCCB) is available as an option (I no.)

for the first time for the 911 Carrera S.
The PCCB provides a further increased performance in comparison to the

standard brake system.
The main advantages of the PCCB are:
• Faster response
• Very high fading stability thanks to consistently high friction values
• Large safety reserves, even under extreme loads

FF • 50 % reduction in the rotating mass and unsprung weight compared to
grey cast iron brake discs of the same construction
• Long service life of brake components

The PCCB is the result of years of experience on the part of Porsche as a #
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technological leader in the field of brake systems and is based on carbon fibre-
reinforced ceramic brake discs with involute cooling ducts as well as specially
matched brake pads made from composite material. The ceramic brake discs
are manufactured by silicating specially treated carbon fibres in a vacuum
process at around 1,700 degrees Celsius.
The brake package comprising ceramic discs with 350 mm diameter for all four
wheels and the composite brake pad, together with the 6-piston aluminium
monobloc fixed calipers on the front axle and 4-piston aluminium monobloc fixed
calipers on the rear axle, ensures high and, above all, constant friction values -
whether the brake system is hot or cold. This provides a good foundation for a
short braking distance even under very high loads.
The brake discs are fitted with several small and arch-shaped cooling ducts.
This results in even greater rigidity and improved cooling of the brake disc.

The PCCB sets definite standards in the areas of weight, fading stability and FF
responsiveness.
The ceramic disc is perforated and internally ventilated like conventional grey
cast iron brake discs, but weighs approx. 50 % less than a grey cast iron disc
of the same design.
Since this weight reduction refers to the unsprung weight, as well as having a
positive effect on fuel consumption it actually improves driving behaviour with
regard to agility and handling.
The PCCB retains its excellent fading stability even under extreme loads to offer
a high level of safety, particularly when braking from high speeds. The brake
system also exhibits excellent characteristics in relation to braking response
with considerably reduced pedal force requirement.
A further decisive advantage of the PCCB is its long service life. Abrasion of
the ceramic brake disc is exceptionally low due to the disc’s extreme surface
hardness in comparison with a grey cast iron brake disc. The new brake pads
also have a long service life.
However wear on the components of the brake system, particularly pads
and brake discs, is very much dependent on how the vehicle is driven and
the conditions of use and cannot therefore be expressed in the form of a
guaranteed mileage.

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As a result of its great fading stability and particularly its very low weight, the
PCCB is ideal for use at high temperatures and even for driving on the circuit.
It is on the circuit or as a result of similar extreme driving that wear on the
brake, and in particular on the brake pads, will increase sharply. After an
intensive weekend on the race track, as in the case of high-performance steel
brakes, the brakes will need to be checked by a mechanic and worn
components may need to be replaced.
As a technical innovation, the PCCB offers a high level of quality, safety and
driving pleasure, even under extreme driving conditions, thanks to its
characteristics of reducing the unsprung weight, its consistently high friction
values and its low wear.
Overview of brake systems
Piston Disc thickness Pad area per

(Xmm) (mm) brake pad (cm2)
This technical data is intended to 911 Carrera

provide an overview only. As it may be
subject to change over the course of Front axle 36/40 318 x 28 63,5
the model year, the data published in Rear axle 28/30 299 x 24 49
the Technical Manual or the parts
911 Carrera S

catalogue always takes precedence.
Front axle 6/44 330 x 34 78,5
Rear axle 28/30 330 x 28 63,5
PCCB
Front axle 28/32/38 350 x 34 112
Rear axle 28/30 350 x 28 62

4661 Parking brake #

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The main components of the parking brake have been retained from the
previous model.
It is integrated into the brake pot at the rear and is actuated via a control
cable. The handbrake lever was modified to match the new interior design
and consists of extremely light pressure-cast magnesium.
FF
The automatic control cable readjustment is new.

The control cable length compensation (changes in cable length and/or cable
slackening can occur during the vehicle service life) takes place automatically. Readjusting the brake in case of pad
In the non-actuated position, the parking brake cable, lying loosely inside its wear must be carried out on a regular
guidance duct, is tightened via a spring. The slackening of the cable is avoided service interval as before.
due to this slight preloading. The lever’s free travel is thus continuously
corrected and kept uniformly low over the entire service life.
If the parking brake lever is actuated, a gripping jaw in the readjustment facility
is displaced and the cable is locked with the parking brake lever via a tooth
system, so that actuating the parking brake is possible.
A – Gripping jaw
B – Spring for control cable

readjustment
C – Gear rack
FFH

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45 Porsche Stability Management (PSM 8)
General
With the introduction of the new 911 Carrera S, the Porsche Stability
Management has now been allocated as standard.
The PSM comprises the already known functions ABS (anti-lock braking system),
ASR (anti-slip regulation), EDTC (engine drag torque control), ABD (automatic
brake differential), EBD (electronic brake-force distribution) and VDC (vehicle
dynamic control).
A special Sport mode is available for the first time in PSM as part of the
optional Sport Chrono Package Plus. This Sport mode facilitates a sportier
drive and increases driving pleasure by allowing the driver to switch
characteristics or functions in PSM via the Sport button.
The following objectives were achieved in the development of the PSM 8 for the
911 Carrera S:
• Reduction of braking distance and thereby extension of Porsche’s market-

leading position in the field of brake technology.
• The driver is to be allowed more freedom before PSM intervenes than on

the previous 911 Carrera S. Especially when the PSM is switched off.
To this end the system, which is still activated by pressing the brake, is
only to be activated in real emergency situations.
• At the same time, the control comfort was noticeably improved and the
PSM system’s weight was reduced.
Implementation of set targets
More agile setup
PSM in the 911 Carrera S offers more individual freedom than before thanks to
the further development of its function logic.
PSM deliberately waits until the last moment to intervene, particularly at low
speeds of up to around 70 km/h, enabling more agile driving behaviour in tight
corners.

Reduction of braking distances #

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A further reduction of braking distance has been achieved through the higher
control quality of the PSM and the optimised ABS setup in combination with the
new tyres.
The valves used in the previous PSM to regulate pressure in the ABS system
were conventional switching valves which enabled regulation in defined, although
not very precise, pressure stages. The linear solenoid valves used allow virtually
infinite and thus more precise regulation of the brake pressure. This way the
control quality is improved and a more accurate ABS control, closer to the
brake pressure optimum, has become possible. The result is a signification
reduction in braking distance.
Increase in comfort
Control comfort has been noticeably improved. PSM interventions with the new
system are noticeably smoother and more harmonious thanks to enhanced
control algorithms. Brake pedal pulsation with ABS has been reduced through
the use of the new linear solenoid valves. PSM control noises have also been
significantly reduced in comparison with the previous PSM.
Three measures were implemented to reduce the control noise:
• Specific PSM software customisation to control the PSM hydraulic pump as

required. The full pump performance and thereby pump speed, which is the
main source of the noise, is only requested when absolutely necessary for
the driving situation or the PSM intervention.
• Use of hydraulic damping elements in vicinity of the PSM hydraulic pump.

These ensure that pressure pulsations caused inside the brake system
during the PSM interventions are reduced.
• Fitting of new, softer brake line holdings to detach the brake line from the
body to reduce structure-borne noise.
The sum total of the implemented measures results in a noticeable reduction

of the control noises during PSM intervention when compared to the previous
system.
Reduced weight
The introduction of the PSM has permitted a significant reduction of the Limits of PSM
system’s weight. While PSM is designed to maintain
As a result, the hydraulic pre-charge pump including bracket and hydraulic driving stability and offer a significant
connecting line is no longer required. The PSM 8.0 pump can now ensure the improvement in driving safety, it is by
dynamics required for the entire system (brake pressure build-up for PSM no means capable of changing the
interventions) on its own without pre-charging, which has allowed the PSM laws of physics:
system weight to be reduced by 25 (3.0 kg). In other words, the driver alone is
solely responsible for all manoeuvres,
even when using PSM.

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Components
FF

1 – PSM control unit 8 – Instrument cluster with PSM
2 – Hydraulic unit warning and function lights
3 – Yaw velocity/lateral acceleration 9 – ABS warning light
sensor 10 – Brake lights
4 – Speed sensor 11 – Steering angle sensor
5 – Steelflex lines 12 – Switch for handbrake warning
6 – PSM-OFF button light
7 – Brake light switch 13 – CAN

4530 Hydraulic unit #
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The hydraulic unit mainly consists of the control unit, the electronic circuit
breakers for the pump and the solenoid valves, proportionalised (linear) solenoid
valves and a pump unit. The entire valve block was optimised in the area of the
port guidance, the valves and the pump so that the pre-charge pump could be
omitted. These measures, in conjunction with an optimised brake master
cylinder, allow for simplified intake of brake fluid, particularly in cold state.
This also enables an easy and rapid pressure increase on the respective wheel.
FF
To avoid confusing the hydraulic lines, the connections are manufactured

differently with M 10 or M 12 threads and identified with letters on the
connections. In order to disengage noise, the lines between the brake master
cylinder and the hydraulic unit are manufactured from so-called Steelflex lines.

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In each brake circuit there are the inlet valves (1, 2, 3, 4) and the outlet valves
(5, 6, 7, 8) enabling braking pressure modulation on the front and rear wheels
when activated accordingly.
Within the respective brake circuit, the isolating valves (9, 10) enable pressure
increase via the pump to the ABD and VDC controls.
The pump’s suction side is switched to the tandem brake master cylinder
(expansion tank) using the electrical switch-over valves (11, 12).
FF
1...4 – Intake valves P/U – Internal pressure sensor
5...8 – Exhaust valves HZ1 – Push rod circuit connection
9 and 10 – Switch-over valves HZ2 – Floating gudgeon ring connection
11 and 12 – Intake valves
13 – Pump motor
14 and 15 – Pumps

Pressure sensor #
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The pressure sensor for detecting the brake pressure is integrated in the valve
block.
With this active braking pressure sensor, the braking pressure is detected
(deceleration request) and used by the PSM control unit to calculate the wheel
brake forces (longitudinal forces). If an automatic control (ABS, driving
dynamics, electronic brake-force distribution) becomes necessary during the
braking procedure, the existing wheel brake forces are taken into account for
the calculation of the lateral support forces.
PSM control unit
The PSM control unit is part of the hydraulic unit and is permanently fixed to
the valve block. The incoming signals are processed inside the control unit and
forwarded directly to the integrated valves and to the relays.
Input PSM internal Output
Terminal 30
Terminal 31 Gateway
Terminal 15
Instrument cluster
PSM
PCM
control unit
Front left speed sensor Rear control unit
Front-end control unit
Front right speed sensor

Rear left speed sensor
Solenoid valves DME
Rear right speed sensor
(Tiptronic)
Motor relay
Yaw velocity/lateral
acceleration sens Valve relay

Brake light switch opening

contact element
Brake light switch closing
contact element
Handbrake switch
Steering angle sensor Pressure sensor

DME
(Tiptronic)
Sport Chrono

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4560 Steering angle sensor
The steering angle sensor previously mounted on the steering system of the
911 Carrera S has been replaced by the one from the Cayenne for the sake of
standardisation.
FHF
The steering angle sensor (arrow) consists of an optical segment sender and a
The steering angle sensor of the code disk, which are integrated in the steering column switch. The light emitted
911 Carrera S must be initialised or by the segment sender is interrupted by the inner ring in a specific sequence
calibrated after the work below has resulting in 5 segments with 72° per revolution. The outer ring is set up to
been carried out. cause interruptions of varying length from which the system can calculate the
exact steering angle. The data measured in the integrated micro processor is
Initialisation – After each interruption in
sent to the PSM control unit via the CAN bus.
the power supply at terminal 30
The PSM control unit thus receives the information on the lock angle of the front
Calibration – Following any work on the
wheels (driver intention with regard to direction of travel). This signal is used
vehicle (e.g. suspension alignment,
inside the PSM control device to determine the optimum vehicle behaviour with
change of parts)
regard to its longitudinal dynamics through offsetting the speed of travel.

4511 ABS sensor (active speed sensor DF11s) #

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The ABS wheel speeds are now determined using so-called multipole seals
directly at the wheel bearings instead of conventional impulse rotors.
The speed sensors installed in the 911 Carrera S are designated as “active
speed sensors”. Active speed sensors require an external power supply.
The connection with the control module is established via a two-cable wiring.
FF
The active speed sensor is provided with power and ground by the PSM control
unit. The functioning of the sensor element integrated within the active speed
sensor is primarily based on the Hall principle depending on the strength and
direction of a magnetic field. In contrast to a Hall barrier, a magnetically active Resistance measurement can result in
rotor is scanned. The sensor is controlled by the rotor with alternating polarity destruction of the active speed
near the magnetic zero point. The current change is transformed into a speed sensor.
signal and sent to the PSM control unit by an electronic circuit in the sensor Observe the installation position of the
element. wheel bearing.
Do not subject the wheel bearing to

4559 Yaw velocity/lateral acceleration sensor strong magnetic fields.
The yaw velocity sensor and the lateral acceleration sensor are positioned within
a housing and on the centre console. The measuring element of the yaw velocity
sensor is manufactured in micromechanics. Four acceleration sensors, located
in pairs of two on two masses oscillating in phase opposition, measure the
vehicle’s linear and Coriolis proportions. These are translated into lateral
acceleration and yawing speed in the evaluation circuitry and forwarded to the
PSM control unit.

FF
4541 PSM Off switch
PSM can be switched off via a switch in the centre console (PSM Off switch) to
increase driving pleasure.
ABD remains active when PSM is switched off to ensure outstanding traction
when accelerating out of corners and on surfaces with different friction values.
The vehicle dynamic control can be reactivated in emergency situations by

pressing the brake. The PSM 8 is different in that the brake pedal must be
pressed with more force than before to activate the system.

/F

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This affords the sporty driver more scope since gentle pressure on the brake
will not result in vehicle dynamic control interventions thus allowing the driver to
brake the vehicle into corners. If Sport Chrono is active at the same time, the
vehicle dynamic control will intervene at an even later point, i.e. at even higher
brake pressure, if necessary.
The system switch-off is indicated to the driver via the PSM function light in the
instrument cluster and the indicator light in the PSM switch. A gong also sounds
and the text “PSM OFF” appears in the multi-function display in the instrument
cluster. The lights go out and the text message “PSM ON” appears when PSM
is switched back on. The text messages automatically disappear after
10 seconds, but can also be acknowledged before that using the on-board
computer lever.
9436 Brake light switch
As in the previous model, the brake light switch is designed as a double switch
(opening and closing contact element) to ensure that application of the brake is
clearly recognisable. Moreover, the function of the switch is monitored and
taken into the fault diagnosis in case of failure.
4602 Diagnosis
All components such as sensors, magnet valves and the return pump and all
functions are constantly monitored by the control unit. This way, for example,
the return pump can also repeatedly be activated for short periods when driving
or the pressure sensor can send test signals to the control unit when the
vehicle is stationary.
If the fault detection is activated, the PSM is not shut down completely after a
fault evaluation. Instead, certain systems are retained if the relevant signals are
still available.
Example:
If the yaw velocity sensor fails, only the vehicle dynamic control is deactivated.
ABS, ABD, EDTC and EBD remain active. If a wheel sensor fails at the same
time, ABS, ABD and EDTC are also switched off. EBD still remains active.
Faults are entered into the fault memory where they remain permanently stored.
The fault memory can be read out and deleted via the PIWIS tester. Further
functions such as controlling the drive links, gate inputs and system tests are
also carried out.

5 Body #
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General Contents
The exterior design has been completely revised. The 911 Carrera S has
General 1
acquired an even more dynamic appearance. The track has been widened in
comparison with the previous model and the mid-section has been made
Aerodynamics and air routing 1
narrower. Some of the most striking features of the exterior include the new
headlights with additional headlights on the front end, a more pronounced wing, Underbody panelling 5
a new double-arm door mirror, an aerodynamically optimised rear spoiler and a
clearly defined joint style, particularly on the rear end. Add-on parts 6
Body-in-White 7
Luggage compartment 10
Aerodynamics and air routing
Front lid, rear lid 11
During development of the new vehicle it became obvious that further
enhancement of the aerodynamic properties of the 911 Carrera S was required. Front door 12
The objective in doing so was to take account of the increased performance by
reducing the aerodynamic lifting forces and at the same time to further reduce Door handle 14
the drag coefficient (despite the higher cooling air requirement for brake and
engine cooling).

FF

#
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The result was a significant improvement in aerodynamic coefficients in
comparison with the previous model. The drag coefficient was reduced to
cw = 0.28 (previous model 0.30) and the lift coefficients at the front and rear
axle were each reduced by 0.01 to cAV = 0.05 und cAH = 0.02 respectively.
These values cannot be matched by any of our international competitors.
The main challenges facing the aerodynamics engineers of the 911 Carrera
were:
• The larger frontal area, caused by flared wheel housings and wider tyres
in particular
• The lower lift coefficients and hence the increased wheel load
• The engine’s higher cooling air requirement
• The higher cooling air requirement of the brakes due to the increase in
performance
• The more efficient cooling of the gearbox, and of the 6-speed manual
gearbox in particular, due to the higher engine output
Optimisation of the outer skin
The main starting points when it came to optimising the outer skin, apart
from the front and rear of the vehicle, were the wings and front side sections.
Particular attention had to be paid to aerodynamic integration of the flared
wheel housings.
The sweep and the radii of the front apron have been optimised to produce
an aerodynamically efficient air flow at the front end and significantly better
prerequisites for cooling air flow without affecting the styling of the outline.
The lateral openings on the front apron required to supply cool air to the
radiators have also been carefully optimised and integrated in the front end
concept.
The lateral front apron radii and wheel houses are designed to shield the
front wheels from the air flow in an optimum manner and to provide much
greater wheel housing ventilation. These measures reduce drag and, by
providing greater wheel housing ventilation, also reduce lift at the front axle.

The shape of the A-pillar has also been optimised in terms of flow #
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characteristics and is now more vaulted. This reduces resistance and cuts down
on wind noises at high speeds for noticeably more comfort on long journeys.
The door mirror has been redesigned and is now connected to the mirror
triangle via a new double arm. The mirror housing and the air duct at the mirror
and the side windows have been optimised for minimum resistance and
maximum protection against drops of water landing on the mirror glass and the
side windows. In addition, a new hydrophobic surface coating which virtually
eliminates soiling of the side windows is being used for the first time on the
front side windows to keep them free of dirt.
In the rear area, the flared wheel housings and the rear spoiler as well as the
rear and rear centre sections have been optimised. As on the front, the radii
of the rear side sections have been designed to produce an aerodynamically
efficient air flow at the rear wheels and the rear end, which improves resistance
and reduces lift at the rear axle.
The redesigned rear spoiler has a carefully optimised edge that produces a
defined air flow breakaway when the spoiler is extended. In combination with the
optimised extension height of the rear spoiler, this ensures that the rear spoiler
functions at the optimum aerodynamic operating point and that the desired rear
axle lift with the optimum resistance advantage is achieved. On top of this,
slotted openings have been integrated in the upper shell of the rear spoiler and,
in combination with the underlying engine compartment scavenging blower,
optimised to ensure adequate cooling and ventilation of the engine compartment
at all times.
Optimisation of the cooling-air guide
The main objective when designing the cooling-air guide is to ensure the
necessary cooling air requirement for the engine and brakes in all operating
states of the engine. The general idea is to achieve a flow with as little
resistance as possible to minimise the effect of the cooling-air flow on the
resistance coefficient of the vehicle as a whole. The effect of the flow on
the lifting forces must also be minimised or used as cleverly as possible to
achieve the objectives for lifting forces and lift balance.

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In addition to using larger and more efficient radiators, the optimised cooling-air
guide is a significant factor in the increased cooling performance. As on the
previous model, the new cooling-air guide is completely closed to avoid
leakages. At the same time, targeted guidance of the cooling air ensures an
optimum air flow for the radiators. When designing the cooling-air guidance,
particular attention was paid to keeping the air ducts short and the deflection
as low as possible. The exhaust air flow from the radiators is therefore now
expelled laterally into the wheel housing liners instead of vertically downwards
in front of the front wheels. This reduces flow loss for the cooling-air guidance
system while lateral expulsion of the air reduces the lift at the front axle.
Another benefit of lateral expulsion is that it results in much less dust being
raised when the radiator fan is running on dusty surfaces. Ventilation flaps have
been inserted into the corners of the square fan frames to further increase
air throughput during journeys. These ventilation flaps open above speeds of
approx. 70 km/h to facilitate an additional flow of cool air.
FF

A ll in all and despite the increased cooling-air throughput, the new resistance- #
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optimised air routing concept has enabled the air flow resistance to be limited
to approx. 1.5 % of the total resistance – an extremely low level in comparison
with the competition. Requirement-driven supply of cool air has enabled
significantly smaller air inlet openings in the front end in comparison with the
competition.
The improved driving performance has also resulted in increased requirements
for brake cooling. An optimised brake air deflector has been developed for the
911 Carrera which ensures more efficient deflection of the air routed through
the brake air ducts on the underbody to the brake discs and significantly better
brake cooling as a result of the higher air throughput.
Underbody panelling
The underbody lining has been enlarged by approx. 50 % to counteract the

increased drag caused by the larger frontal area as well as the higher cooling
air requirement. As a result, the air routed along the lined underbody is now
much less prone to turbulence and loss. This significantly reduces drag and lift.
The underbody lining from the previous model has been extended and optimised
to the aerodynamic requirements of the new vehicle. The underbody lining at the
front has been extended to the front side members to compensate for the
aerodynamic drawbacks of the new brake air deflector.
• The components shown in yellow

are adapted or adopted panelling
parts.
• The green components are the

additional panelling parts.
FF

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The revised underbody design resulting in a smoother surface means that air
hitting the rear of the vehicle is less prone to deceleration and turbulence.
This means that there is a greater air flow mass available to the cooling-air
openings located in the underbody, which permits extremely efficient engine
cooling from the point of view of aerodynamics and thermodynamics.
Three openings have been integrated in the underbody lining to ensure
ventilation of the transmission. Part of the air flowing along the underbody is
routed upwards through these openings in the direction of the transmission and
used to cool the transmission. The air is directed and channelled between the
transmission and the lining so that a large section of the transmission housing
is hit by cool air from the underbody.
A further opening has also been added to route cool air to the transmission
differential via an air duct.
Add-on parts
Add-on parts such as wheel spoilers help to achieve aerodynamic objectives and
therefore must be carefully optimised.
The flared wheel housings and wider tyres mean that the wheel spoilers for the
front and rear wheels have had to be redesigned and optimised. The optimised
wheel spoilers shield the wheels from the air flow in an effective manner and
encourage the air coming from the front and the underbody to flow past the
tyres aerodynamically. This guarantees a low-resistance air flow around the
wheels and reduces the overall drag coefficient. In addition, the optimised wheel
spoilers and further add-on parts on the underbody influence the lifting forces in
such a way as to achieve the desired aerodynamic lift balance.
FF

New to the 911 Carrera is a front spoiler on the front lower part which further #
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reduces lift at the front axle as well as aerodynamic linings on the trailing link
and control arm at the rear axle which also help to achieve the aerodynamic
objectives for lift and resistance.
Conclusion
The excellent aerodynamic coefficients achieved have further strengthened the

position of the 911 Carrera in its segment. On top of this drag (cW x A ) has
actually been reduced in comparison with the previous model, despite a larger
frontal area. The optimised aerodynamics of the 911 Carrera therefore help to
improve driving dynamics, performance and fuel economy.
Body-in-White
The purpose of redesigning the body-in-white of the new 911 Carrera was to
increase torsional and flexural rigidity in comparison with the previous 911 and
also to further improve crash safety in a frontal or offset crash (frontal crash
with head-on collision on one side of the vehicle). The designers also managed
to enlarge the passenger compartment without changing the exterior
dimensions.
These improvements were achieved with four main changes:
• Use of the spot welding/bonding method
• redesign of the joint areas (A-pillar, roof frame connection)
• Use of a new bulkhead cross member made of boron steel
• Optimisation of the upper load path for transmission of forces

in frontal and side impacts

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The Porsche body-in-white is still executed as a light-weight design with high-
strength and maximum strength steels. This concept ensures excellent passive
safety.
Sheet steel
Tailored blanks
High-strength steel
Maximum strength steel
FFH
The spot welding/bonding method used to join the side sections and the floor
The relevant instructions and assembly has further increased the torsional and flexural rigidity of the body-in-
information in the Technical Manual white (torsional values increased by 8 % while flexural rigidity rose by 40 %).
are to be observed when carrying out The redesigned joint areas (A-pillar joins, connection for the roof frame tube)
repair work in these areas. have also contributed to these excellent results.

Spot-weld bonding #

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FF
• The spot-weld bonding material is applied primarily in the areas

marked “A”.
The bulkhead cross member in the front of the vehicle has been completely
re-engineered. On the new 911 Carrera it consists of boron steel. This has
allowed the cross section to be matched to the package conditions and
available footwell space and at the same time the rigidity increased. The
increased rigidity of the cross member and the improved anchorage have
significantly reduced footwell penetration in the event of a crash. The reduction
in the cross section has also allowed the anchorage for the pedals and the
pedals themselves to be moved forwards by 10 mm. This provides taller
drivers with more legroom and allows them to find an optimum seat position.
The seat anchorage has been lowered by 10 mm as part of the redesign of
the body-in-white. This results in a lower seat position, which lowers the centre
of gravity of the vehicle and provides more headroom for taller passengers.

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50 Luggage compartment
The omission of the spare wheel, which was previously housed near the
bulkhead, and the new bulkhead cross member in the body-in-white have
facilitated a redesign of the luggage compartment.
As a result the luggage compartment volume has been increased to approx.

135 litres (basic equipment).
A new trim concept has been developed to enhance the appearance of the
luggage compartment. In addition to new, large-area trims on the inside of the
luggage compartment, it also includes full trim on the areas around the luggage
compartment up to the lower frame of the windscreen (cross panel, side
section and radiator tank trim).
The trim on the inside of the luggage compartment gives it a clear structure
and makes it feel extremely tidy. For example, the audio amplifier, the tyre
sealing compound and compressor and the tool bag (including rim nut wrench
and towing eye) are hidden behind a vertical trim mounted diagonally in front of
the rear wall of the luggage compartment. Integrated on the trim is a special
holder which keeps the warning triangle handy for use in an emergency. The
first aid kit is located on the right-hand side on the bulkhead.

FF Depending on their equipment, vehicles with optional special equipment are
fitted with an additional full trim (to protect the electronic components, for
example DVD navigation drive or audio amplifier) which runs across the entire
width of the luggage compartment above the tank.
Vehicles without additional I numbers are only fitted with a trim for the brake
fluid reservoir including the brake unit.
The new wing flange and radiator tank cover ensures that all screws and metal
edges which were previously visible are now neatly covered. The choice of
material for the trim ensures a feeling of quality. The plastics used are
particularly scratch-resistant.

5522 Front lid #

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The luggage compartment lid of the 911 Carrera has been constructed as an
aluminium shell to reduce weight. This has resulted in a weight saving of 6 kg,
or a reduction of 40 %.
5590 Rear lid
As on the previous 911 Carrera, the rear lid is made from sheet steel. Its
styling has been adapted to the new body design. The integrated rear spoiler
has also been restyled and as before is executed as a double-shell plastic
construction. The spoiler extends at 120 km/h to reduce lift coefficients at the
rear axle, thereby increasing driving stability.
Since aerodynamic forces are rather less important at low speeds, it retracts
at speeds below 60 km/h as a function of the engine compartment
temperature to show off the classic lines of the 911 to their best advantage.
The logo on the rear lid of the 911 Carrera is finished in titanium.

FF
Engine compartment Spoiler action 911 Carrera MY 05 911 Carrera MY 04

temperature
Engine compartment “cold” spoiler extended 120 km/h 120 km/h

<55 °C
spoiler retracted 60 km/h 60 km/h
Engine compartment “warm” spoiler extended 80 km/h 120 km/h

>60 °C
spoiler retracted 30 km/h 60 km/h

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5751 Front door
The doors have been redesigned in the following areas with the objective of
further improving crash safety:
The high-strength steel door channel reinforcement (1) has been integrated in
the upper area of the door frame to provide specific reinforcement for offset
crashes (where only one side of the vehicle front makes contact with an
obstacle). This has significantly increased the rigidity of the doors in the
longitudinal direction. This means that in the event of a head-on collision the
high crash energy can be very effectively transmitted from the front of the
vehicle to the rear of the vehicle via the so-called upper load path above the
doors.
Door reinforcement (2) consists of high-strength steel profiles and is also

integrated into the door construction. In conjunction with the rigid side
structure, it provides for increased penetration resistance and improved side
protection.
The door arrester has been equipped with an additional, third index position for
more precise positioning of the doors during opening.
F F

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harness, power window motor, etc. are attached to the aluminium inner door
panelling. The inner door panelling is screwed to the door.
FF
The window lifter assembly is attached to the inner door panelling and fitted in
the appropriate mountings at the bottom of the door shell.
FF

#
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The door seal comprises the mirror seal, the interior door channel seal and
the door fold seal. The door seal is slotted into place in the area of the door
channel and is held in place by clips in the door fold. The outer door channel
seal is slotted into position.
The door mirror assembly is fixed to the mirror triangle by means of three
screws. The rear cover conceals the point at which the door channel
reinforcement is screwed into place at the rear.
The door window is inserted in the fixtures on the window lifter from above by
sliding it through the door panel.
FF
5711 Door handle
New door handles have been developed for the 911 Carrera. They now have a
curved design and as before are matched to the exterior colour so that they fit
in well with the vehicle design. The handhold (1) of the outside handle is fixed to

FF the door panel (2) together with the underpart (3) of the door handle by means
of two flanged nuts.
The actuating shaft (2) of the lock cylinder (1) slots into the corresponding
recess in the door lock without any play.

FF

6 Exterior body equipment #

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General Contents
The front view of the vehicle is dominated by the new, redesigned headlight
General 1
module, the air inlets and the new contour of the front hood. The oval shape
of the main headlights in particular defines the face of the 911 Carrera.
Sliding roof (optional) 2
Their deeper and wider position makes the front end look shorter, yet wider
and more powerful. Bumper system 2
The side view is dominated by the design of the wings. This shape is further
Front apron 4
emphasised by the narrower, more rigid doors. The wheel cutouts provide
space for wheels with larger rolling circumferences.
Rear apron 5
The dynamism of the roof contour has been further increased through a sturdier
C-pillar. Glazing, window lifter motor 6
A new seal design with narrower cross sections permits exposed glass edges
Interior scuff plate, moulding 7
at the front and rear window and emphasises the clear lines of the window.
The rear view of the 911 Carrera is dominated by the flared wings and the Roof transport system (optional) 8
dynamic appearance of the rear lights. The raised rear lid joint between the
lights lends the rear added impact. The rear lights feature a new, brilliant look Glove compartment, interior mirror 8
and a clean division between the red and silver/grey area. As with the front
Cup holder, door mirror 9
lights, the brilliance has also been increased for the night-time design, i.e. when
the lights are switched on in the dark.
Centre console 10
Occupant protection 10
Side airbags, seat belts 13
FF

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60 Sliding roof (optional)
The electric sliding/tilting roof available as an option on the 911 Carrera has
been retained from the previous 911 Carrera.
It is characterised by a low height and a quiet running noise when opening.
The noise-optimised end position to which the roof opens in response to
“one-touch” opening has been adapted slightly to reduce the noise level
(approx. -10 mm). The sliding/tilting roof can be opened to its full size if
desired.
It is operated via the rear control unit.
FF
63 Bumper system
The proven bumper system has been retained from the previous model and
adapted to the new vehicle contours.
The area of the impact elements on the front bumper has undergone substantial
modification. The objective of this modification was to increase protection for
the body-in-white in the front of the vehicle at low impact speeds. This is
important for a favourable insurance classification.
Improvement in this area has been achieved through the use of new, energy-
absorbing impact elements with a stroke of 50 mm. These impact elements
now consist of two tubes, one inserted into the other, instead of just one tube
as was previously the case.

At the same time they are now secured to the front body cross member using #
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three threaded connections instead of two. As a result they are less sensitive
to oblique impact.
A seal (2) is installed between the impact element (1) and the body (3).
The bumper (4) is screwed to the impact element from above.
FF
The outer, thicker-walled tube is equipped with specially defined impressions.

In a crash, the inner tube is pushed into the outer one. In doing so it must
“push past” the impressions which form a star-shaped narrowing. This process
reduces energy and therefore also minimises intrusion into body parts and
FF
overall deformation of the front of the vehicle.

FF

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The bumper system and the impact elements (1) at the rear correspond to the
previous design.
1 – Impact element
2 – Bumper, RoW
3 – Bumper, USA
FF
6315 Front apron
The front end of the 911 Carrera has been completely redesigned.
In addition to a new design which ensures optimum aerodynamic and
thermodynamic conditions at the front of the vehicle, the following changes
have also been made:
• Integration of additional headlights (fog light/marker light/indicator light)
• Integration of the headlight washer system
• New fastening concept for the licence plate (that needs no holes in
the trim)
• Introduction of the zero-joints concept
FF

The fog light, marker light and indicator light have been grouped together into a #
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one-piece light module for each side of the vehicle. The module clips into the
front end using a simple mechanism which requires no screws. The unit can be
easily removed, for example to replace a defective bulb, using a release card
(shaped like a credit card) supplied in the tool kit which is inserted between the
light module and the front end.
The headlight washer system was previously integrated in the headlight module.
The new round headlight design has no space for the headlight washer system,
therefore it is integrated directly in the front end.
6355 Rear apron
The rear end, like the front end, has also been redesigned to take account of
aerodynamic and thermodynamic requirements.
The following changes have been made to the rear end:
• Optimised integration of parking sensors
• Revised styling in the area of the tailpipes
• Introduction of a zero-joints concept as for the front end
FF

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64 Glazing
A new feature is the revised glazing concept.
The amount of rubber visible around the windows has been reduced through the
use of thinner seals. This technique results in aesthetically pleasing glass edges
at the front and rear windows that emphasise the clean lines of the vehicle as a
whole.
The windscreen consists of laminated safety glass. The side windows and the
rear windscreen are made of single-sheet safety glass.
6475 Side window
The 911 Carrera offers a special new feature in the area of glazing: It is now
fitted for the first time with water-repellent (hydrophobic) side windows (front).
These windows are much less susceptible to soiling than conventional windows.
This substantially improves the transparency of the windows and therefore the
overall view in the rain and in winter weather conditions (when de-icing salt may
be used).
This coating is subject to natural wear and can be renewed.
6454 Window lifter motor
The motor and electronics for the power windows are now located in the dry
zone in the door, instead of in the wet zone as on the previous model. This
means that the mechanism and the power window motor can be quickly and
easily accessed by releasing just a few screws on the door-trim panel, making
the system easier to maintain.
The door control unit is now connected to the CAN bus. This has resulted in a
considerable improvement in both anti-pinch protection and thermal overload
protection. A connection to the vehicle network means that the door control unit
can now avail of more information for vehicle diagnosis.
The controls for the power windows are now located in the door-trim panels
F F along with the memory buttons for the optional fully electric seats.
The door control unit is the nodal control unit in the driver and front passenger
door and controls all electrical functions in the doors.

The following components are connected to the door control unit: #
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• Electric windows
• Door lock
• Inside door handle switch/outside door handle switch
• Door Mirrors
• Operating switches (window lifter, memory, door mirror)
• Lighting devices in the door
• CAN bus
The door control unit is responsible for the following functions:
• Window lifters (opening/closing of windows)
• Adjustment of electric door mirror
• Central Locking
• Door lighting
In response to the short-stroke command, the window concerned is lowered by

7 % of the complete opening distance. The short-stroke command is effected
via:
• the outside door handle switch
• the inside door handle switch
• the rotary latch contact
The current window position is relayed via the CAN signal to other control units,
which evaluate this information not with regard to the short stroke, but in terms
of “window open/closed”.
6805 Interior scuff plate
The interior scuff plate on the front passenger side incorporates an open
oblong compartment.
6907 Moulding
The moulding of the door sill bears the lettering “Carrera”.

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6692 Roof transport system (optional)
The 911 Carrera also features the familiar roof transport system (RTS).
It is characterised by its elegant design which echoes the lines of the vehicle as
a whole, can be locked to protect against theft and can carry a maximum load
of 75 kg. Various add-on modules such as ski or bike racks, surfboard holders
or a roof box can be mounted on the basic transport system.
6815 Glove compartment
The glove compartment on the passenger side is particularly spacious in

comparison with the previous model, having been increased from 5 to approx.
6.5 litres (300 mm (W) x 215 mm (D) x 100 mm (H )). It contains a
compartment for two CDs and a holder for a pen. The glove compartment is
opened via a hinged handle with an aluminium-look paint finish in the centre of
the door and can be locked to protect against theft.

FF
6827 Interior rear-view mirror
The interior mirror has been redesigned to reflect the changes in the interior
design. The LED orientation light has been moved from the interior light module
to the foot of the new interior mirror to avoid possible reflections and to provide
better distribution of light. This is also a more discreet location. An anti-dazzle
feature is available for the interior mirror in combination with the door mirrors
(optional in combination with the rain sensor).
A – Sensor
B – Switch for automatic anti-dazzle system
C – Light-emitting diode

F F

6830 Cup holder #

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The newly developed cup holder for the driver and passenger is discreetly
integrated in the dashboard above the glove compartment. It is hidden behind
a hinged cover that allows the compartment to be elegantly closed even when
the cup holder is in use. Each cup holder can hold a container with a diameter
of up to 74 mm and can be individually used if required. When in use, the left
holder sits in front of the central air vent in the dashboard, the right holder in
front of the passenger’s air vent. This permits extremely efficient heating or
cooling of beverages.

FF
6689 Door Mirrors
The door mirrors have been redesigned and represent an important element in
the new exterior design. The connection to the mirror triangle is now executed
using a double-strut concept, enabling a more delicate design with a double-arm
mirror. The mirror housing has been redesigned and the mirror glass placed
deeper in the housing. This provides better protection for the mirror against
turbulence, the resultant soiling and possible vibrations at high speeds.
Both door mirrors are electrically heated and adjustable and, in the case of fully
electric sports seats or adaptive sports seats, include a memory function.
An anti-dazzle feature is available as an option for both door mirrors and the

interior mirror (in combination with rain sensor). FF
The door mirror can be folded in towards the door manually. Push the mirror
towards the door and hold in this position (high spring force).

FF

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Then push the locking lever as far as it will go and release the mirror.
6848 Centre console
In the front part of the centre console is a small, open storage tray that can be
FF used for holding keys or other small items.
There are also further storage facilities in the rear part of the centre
console. Here, underneath an upholstered cover that doubles as an arm
rest, is a large compartment with approx. 1.5 litres of storage space
(180 mm (L) x approx. 105 mm (W) x approx. 80 mm (H)). Integrated in this
compartment are a 12 volt socket and a coin holder. The compartment is now
locked via the central locking. By integrating the compartment into the central
locking system, it has been possible to do away with the previous lock. Behind
the large compartment is a small, open compartment. As before, the centre
console also contains an ashtray with cigarette lighter.

FF
69 Occupant protection
The 911 Carrera is fitted with two-stage full-size airbags for the driver and front
passenger as standard.
In addition to the crash sensor integrated in the airbag control unit on the
centre tunnel, there are two sensors in the front of the vehicle mounted near
the headlights for detecting the point and direction of impact. This enables
earlier and more accurate sensing of crashes, particularly complex impact
scenarios such as offset crashes.
This has the major advantage of further reducing passenger injuries in a crash.

As on the previous model, the passenger airbag is housed in the upper area #
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of the dashboard. The airbag flap, which used to be visible, has now been
integrated in the dashboard to produce a more homogenous styling effect.
In combination with the leather interior, decorative seams hint at the styling
of the airbag.

FF
Child restraint system
Risk of serious or mortal injury from passenger airbag if not switched off when The key switch for switching off the
using a child restraint system. passenger’s airbag and the Isofix
If children weighing up to 27 kg are going to be transported in a child restraint attachment bracket for the child seat
system, the passenger airbag must be switched off. are not installed at the factory.
They can be retrofitted by an official
If the weight is more than 27 kg, the passenger’s airbag should be switched on
Porsche partner (see Driver’s Manual).
(see Driver’s Manual).

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Switching passenger airbag on and off
Switch off the passenger airbag on the key switch using the vehicle key.
A – Switch position ON – airbag is active.
B – Switch position OFF – airbag is switched off.

FF
Risk of serious or mortal injury for passenger if passenger airbag remains

switched off after the child seat is removed. The passenger airbag must be
switched on when the child seat has been removed.
Airbag warning light “PASSENGER Airbag OFF”
When the airbag on the passenger’s side is switched off (see Driver’s Manual):
– warning light “PASSENGER AIRBAG OFF” is continuously lit when the ignition
is switched on
– the message PASSENGER AIRBAG OFF is displayed by the on-board

computer. Deactivation is acknowledged with an acoustic signal.

FF

6963 Side airbags #

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The new 911 Carrera is the first car on the market to use the new generation
of the standard Porsche Side Impact Protection System (POSIP). It now
comprises two airbags per side: one thorax airbag and one head airbag.
A specially adapted thorax airbag is now integrated in both the driver’s and
passenger’s seat to provide optimum protection for the upper body in a side
impact. In the event of a crash the airbag, which has a volume of approx.
8 litres, is inflated by a gas generator.
In addition to the thorax airbags, there is also a separate head airbag in each
door. With a volume of approx. 8 litres, this airbag offers effective head
protection. In the event of a side impact it unfolds from the upper section of the
door-trim panel in the shape of a flat cushion. Like the thorax airbag, the head
airbag is also inflated using a hybrid generator.
The sensors for detecting a side impact and thus for activating the side airbags
are located in the airbag control unit on the centre tunnel and in the area of the
side sills.
6911 Seat belts
The seat belts for the 911 Carrera have been retained from the previous model.
The belts for the driver and front passenger are equipped with pyrotechnic belt
tensioners and belt-force limiters. As on the previous 911 Carrera Coupé, the
belt height is adjusted at the B-pillar to ensure an optimum seat belt fit.
Rear passengers are also provided with 3-point automatic belts.

7 Interior body equipment #

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General Contents
The interior has been redesigned under the premise of enhancing, optimising
General 1
and accentuating the positive. The quality of the interior with regard to joint
quality, upholstering technique, seams and surface structure has been improved
Front seat 2
in comparison with the previous model. The percentage of soft paint surfaces
has been reduced and more components based on slush technology have been Improved ease of access to the
used to further improve the impression of quality. (Slush technology involves storage area in the rear and ease
of entry 4
pouring plastic powder into a rotating, heated mould and “fusing” it into a
closed film). Lightweight design, seat adjustment 4
The range of interior colours for the 911 Carrera has also been extended to
include four new colours: Sand Beige, Palm Green, Stone Grey and Sea Blue. Isofix child seat system
(child seat mounting) 5
The following components are upholstered in grained-look leather as standard:
shift lever, steering wheel rim, handbrake lever grip, lid of storage bin in the Sports seat 6
centre console, lid of the door storage bin and door handle. The centre section
of the seats as well as the side padding and headrests of the front seats are Rear seat system 7
upholstered in leather.
Dashboard 8
Interior design elements in the 911 Carrera are painted Volcano Grey.
Door trim 8
FF

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The roofliner is in Alcantara in the respective standard colour.
A leather interior is available as an option in the standard colours Black, Sand
Beige, Palm Green, Stone Grey and Sea Blue. The new colours Terracotta and
Cocoa are available in special leather. The familiar colours of Dark Grey and
Brown are available in natural leather.
If a leather interior is ordered, all leather scopes will be finished in smooth

leather. The high quality of the leather interior is further emphasised with
additional decorative seams, for example in the area of the dashboard and
the door-trim panel.
The leather interior includes the standard upholstered items plus the following
components:
• A-pillar/windscreen frame trim, B-pillar trim, C-pillar trim, rear wall lining,
front of the dashboard incl. integrated airbag cover, upper part of the
dashboard incl. instrument cluster cover, steering wheel rim, door trims,
front of the door handle, lid of the door storage bin, lid of the storage bin
in the centre console, shift/handbrake lever, centre section of the front
seats, sides of the front seats, centre section of the rear seats, sides of
the rear seats.
7201 Front seat
The seat system in a 911 has to fulfil special requirements in terms of driving
behaviour and package. Added to this is the fact that safety and weight
requirements have also evolved since the predecessor. In order to meet these
requirements without compromise, the front seat system has been completely
redesigned.
It is distinguished by the following innovations:
• Considerable improvement in comfort on short and long journeys
• Improvement of the lateral support

FF • Lowered seat position with more headroom
• Improved ease of access to the storage area in the rear and ease of entry
• Consistent implementation of light-weight construction techniques
• Option via Tequipment to integrate ISOFIX and LATCH (UCRA) child seats
(LATCH = Lower Anchorage with Tether for CHhild)
(UCRA = Universal Child Restraint Anchorage)
• Integration of additional thorax airbag for each front seat
• Higher backrests with improved headrests

Comfort #
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To take account of this fact the front seats were designed for larger people,
particularly in relation to the width of the shoulder area and the seat cushions.
This was done using a slimmer seat frame with the same outer contour.
The slimmer frame meant that the available interior seat dimensions were
increased which allowed the use of foam that is approx. 20 % thicker than in
the predecessor.
The main influencing factors for relaxed driving are the level of shock
absorption and the level of support offered by the seat.
Following extensive testing of damping behaviour in the vehicle, Porsche has

developed a patented damping/vibration system for its seats.
Lateral support
Lateral support for occupants is very important, particularly with high lateral
acceleration. A seat with good lateral support will stabilise the driver, for
example when cornering at high speeds, without the need for any additional
effort on the driver’s part. This is a prerequisite for precision control in extreme
driving situations. Lateral support in the new seats is provided by the higher
side pieces. The side piece cushions are further reinforced by the contour of
the frame. The lateral support offered by the sports seats is even greater than
that offered by the standard seats. Lastly the adaptive sports seat system even
offers a facility for individually adjusting the side pieces of the seat cushion and
the backrest to the respective driver.
Lowered seat position with more headroom
The aim with any sports car is to have as low a sitting position as possible in
the vehicle. The advantages of this are enhanced dynamic performance thanks
to a lower overall centre of gravity and a subjectively more comfortable
response to acceleration.
The lower seat position was achieved by means of two measures: firstly a
change in the body-in-white allowed the seats to be installed lower in the vehicle
and secondly the seat itself was made shallower. The combined effect of these
measures for the customer is a sitting position that is approx. 10 mm lower.
The result is considerably better headroom, particularly for people with a long
upper body.

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Improved ease of access to the storage area in the rear and
ease of entry
Ease of access to the storage area behind the front seats and ease of entry
have been improved by means of two measures:
• Firstly the backrests can be swivelled forward another 19°. Moving the
swivelling axis of the backrest forward creates more space when the
backrest is folded down, making it easier to climb into the rear.
• Secondly the backrest swivel mechanism is now smoother, even under

load. This means the backrests can be unlatched without much force,
even if braced by a load.
Light-weight construction
The overall weight of the vehicle has a direct influence on performance and fuel
economy. The consistent use of light-weight construction techniques in the new
seat system has facilitated a reduction in weight despite the higher strength
requirements. As a result, the new seat system is approx. 6 kg lighter than a
predecessor seat equipped with comparable functions.
Seat adjustment
Standard seat
The standard seats in the new 911 Carrera can be adjusted in six directions.
The backrest recline is adjusted electrically, while the length and height are
adjusted mechanically. Height adjustment is performed using a newly developed
stepper mechanism located between the seat and the sill.

F F
Fully electric seat
With the fully electric seats, all seat settings can be adjusted electrically via
controls on the sill side of the seat cushion. Electric seats can be adjusted in
12 directions. They offer the same adjustment options as the standard seats,
plus adjustment of the seat cushion incline. The mechanism for adjusting the
seat cushion incline is not linked to the backrest recline.

This means that the backrest recline does not change when the seat cushion #
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incline is adjusted (therefore the backrest does not have to be readjusted).

A further feature of the fully electric seat system is the pneumatic four-way
lumbar support. This support is provided via inflatable air cushions whose fill
level is recorded by displacement pick ups. This means that the lumbar support
setting, like all other seat settings and the driver’s door mirror setting, can be
saved and called up using the memory function (driver’s side only).

FF
Isofix system (child seat mounting on front passenger seat)

The ISOFIX attachment bracket is not
Only child restraint systems with the ISOFIX system recommended by Porsche
installed at the factory. It can be
should be used. These systems have been tested and adjusted to the interior of
retrofitted by an official Porsche partner.
the Porsche vehicles and the appropriate child age groups.
Other systems have not been tested and could entail an increased risk of injury.
Child seats with the Isofix system are available from the Porsche partners. It is
of vital importance to observe the separate installation instructions for the child
seat (see operating instructions).
Risk of serious or mortal injury from passenger airbag if not switched off when
using a child restraint system.
If children weighing up to 27 kg are going to be transported in a child restraint

system, the passenger airbag must be switched off.
If the weight is more than 27 kg, the passenger’s airbag should be switched on
(see driver’s manual).

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Installing an ISOFIX child seat system
The child seat is secured to the retaining lugs (A) as outlined in the operating
manual for the child seat. The child seat is pulled back to check that both
fastening points are engaged correctly.

FF
The airbag must be switched back on

after removing the child seat.
Sports seat
A sports seat is offered as an option to allow the customer to add a sporty

character to the vehicle should they wish.
It is based on the six-way standard seat and offers improved lateral support.
This is achieved with higher side pieces in the seat cushions and backrest as
well as extended support in the shoulder area. Other features of the sports seat
include firmer padding and a sportier design.
Adaptive sports seat
The adaptive sports seat represents a further step towards an individually

adjustable sports seat. It combines the advantages of the fully electric 12-way
seat with the increased lateral support and design of the sports seat. It also

offers the occupants 4-way adjustment of the side bolsters. This enables the
FF
interior dimensions of the seat cushion and backrest to be enlarged or reduced
independently of each other.
Unlike static sports seats, adaptation enables the seat to be co-ordinated to the
driver, clothing and driving style.

Overview of adjustment options #

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Attribute Seats Standard seats Fully electric seats Sports seats Adaptive sports seats
Longitudinal adjustment Manual Electric Manual Electric
Height adjustment Manual Electric Manual Electric
Backrest recline Electric Electric Electric Electric

adjustment
Seat recline adjustment

Electric
Electric
Seat belt height adjustment Manual Manual Manual Manual
Adjustable lumbar
support Electric (pneumatic) Electric (pneumatic)
(with memory function)
,PUZ[LSS\UN
Side piece adjustment Electric (pneumatic)

Memory scope Electric seat adjustment, Electric seat adjustment,

lumbar support, door mirror lumbar support, door mirror
on driver’s side on driver’s side
Rear seat system
The look and feel of the new interior has been continued throughout the vehicle,
from the front seats to the padding of the new rear seats. From a structural
point of view, however, the proven rear seat substructure of the previous model
has been retained.
As in the predecessor, there is considerable storage space to the rear of the

rear seats. This can be extended even further by folding down the rear seats.
FF

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7019 Dashboard
The dashboard has been redesigned, reducing the proportional surface area of
the dashboard.
The instruments, which have the same essential layout, have been made clearer
and easier to read. The interior night-time design, with its white LED lighting,
raises the quality of the interior to a new level and illuminates all of the controls
and displays to great effect.
FF
7059 Door trim
The door-trim panels have also been made more rigid and fitted with one unit
comprising door opener and power window switches. The controls for the
windows have been made more intuitive in that the direction of operation of
the switches now matches the window movement. The switches for the seat
memory, the optional fully electric seats and the adaptive sports seats have
also been integrated in the door-trim panels.
The door-trim panels house large storage compartments (300 mm (L) x

95 mm (W) x 120 mm (H)) fitted with lids. These lids, with their comfortable
padding, double as arm rests.

For maximum ergonomics, the designers made particularly sure that the door #
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and centre console arm rests were the same height.
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The door trim panel is attached to the inner door panelling by means of clips
and a total of 5 screws which are accessible after removing the covers.
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8 Heating/air conditioning #

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General Contents
In contrast to the previous model, the 911 Carrera S features automatic climate
General 1
control with a combined interior air filter (active carbon and pollen) as standard.
The automatic climate control used in the 911 Carrera S is a further development
Ventilation 1
of the old system. It was revised to ensure more even and more comfortable
ventilation of the passenger area and to improve the user-friendliness of all air Air conditioning 4
conditioning functions.
Refrigeration circuit 9
The advantages of the new air conditioning system: Actuators and sensors 12
Ensures more even ventilation of the passenger area
Information transmitted via the
• Is considerably less prone to draughts CAN interface 16
• Is quieter
Diagnosis 17
• and offers increased functionality.
The air conditioning system employs a CFC-free refrigerant. In order to ensure an

adequate supply of electrical energy (taking additional facilities into consideration),
the employed 70 Ah battery is more powerful than its predecessor and has been
weight-optimised.
85 Ventilation
Air routing
The entire air routing system of the 911 Carrera S has been revised. The enlarged
cross-sections of the air ducts and the shorter air duct distances result in an
increase in the available volume of air and a lower level of pressure in the overall
system. This means that with the same air throughput, the same level of ventilation
as before can be achieved by reducing the power of the fan.

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The advantages of this revised system are:
• Reduced draughts
• Reduced air flow noise
• A larger volume of air is available for extreme conditions (more cold air is
available in extreme cold and more warm air is available for warming-up
purposes)
Air routing
FF
The newly designed passenger vents in the dashboard enable a high degree of
individual adjustment. The increased vertical and horizontal adjustment range of
the vents and the separate left/right knurled wheel for the centre vent permit more
specific adjustment of the air flow than was previously possible.

Air and flap controls (heater box) #

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As the photograph below shows, the design of the heater box essentially
corresponds to that on the predecessor model.
1 – Fresh air intake port
2 – Fan motor
3 – Fan regulator/output stage
4 – Heat exchanger
5 – Central distributor flap
6 – Evaporator housing
7 – Expansion valve (on the rear side)
F

1 – Fresh air intake port
2 – Drive motor for fresh air/recirc.

air distributor flap
3 – Recirculated air intake port
4 – Fan motor
5 – Evaporator
6 – Temperature mix flap
7 – Heat exchanger
8 – Defrost air outlet vent
9 – Defrost/footwell distributor flap
10 – Footwell air outlet vent

11 – Central distributor flap
12 – Central and side vents

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Back pressure compensation
The air throughput is influenced by the back pressure which arises in the area of
the fresh air inlet according to the vehicle speed. In order to compensate for this
dependency, the distributor flap for fresh air/recirculated air (back pressure flap) is
moved in the direction of “closed” (recirculated air) according to the vehicle speed
(from 90 km/h). The flap setting is also dependent on the fan voltage.
Centre air-outlet vent shut-off flaps
The increased vertical and horizontal adjustment range of the vents and the
separate left/right knurled wheel for the centre vent permit more specific
adjustment of the air flow than was previously possible. The vents should be
closed when a high level of heating is required and opened when a high level
of cooling is necessary.
87 Air conditioning
Functions
The air conditioning controls the interior temperature preselected on the control
panel completely automatically. The desired interior temperature can be set
between 16.0 °C and 29.5 °C, corresponding to between 61 °F and 85 °F. It is
generally recommended to set the interior temperature to approx. 22 °C (72 °F).
The system detects operating and ambient conditions of relevance to the interior
climate via sensors and CAN. Automatic control is carried out primarily by means
of the interior temperature sensor, the exterior temperature sensor and the solar
irradiation energy as detected by a sun sensor. This information is processed in the
control unit (control panel) and converted into output signals for temperature
control, the air distribution flaps (temperature and air distribution flaps are DC drive
motors with position feedback), the fan and the compressor.
In addition to automatic climate control, the control panel also enables manual
selection of the desired system status at any time. Changes regarding
• temperature
• air flow rate
• air distribution
can be carried out by means of the control panel.

The cooling output of the air conditioning system is generated by a volume- #
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controlled swash plate (adjustable) compressor. Requirements-dependent

metering of the refrigerant delivery capacity helps to save energy, while
continuous power consumption of the compressor helps to optimise idle speed.
Controls (air conditioning control panel)
The air conditioning is operated via a control panel (air conditioning controls)
with integrated control unit in the centre console. The control panel differs
visually from the previous model because of the addition of a new control
interface.
The main changes to the control interface are:
• Integration of the interior temperature sensors (previously in the dashboard

on the passenger’s side)
• Integration of the switches for heating the driver’s and passenger’s seats
(previously in the centre console)
• Integration of the button for heating the rear window (previously located
beside the operating unit)
• Introduction of switches for adjusting the temperature and fan power

(higher setting = switch up, lower setting = switch down)
• ECO marking (ECOnomy mode) on a/c compressor ON/OFF button

(snowflake symbol on display goes on/off)
As a result of these changes, all of the heating functions in the vehicle are now
together in a single unit.

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Control panel

A – Seat heating (left)

B – Defrost windshield

C – Recirculated air
D – Interior temperature sensor is
ventilated by means of a motor
(behind the slotted cover)
E – ECO button (ECOnomy mode) – the
compressor is switched off via a
relay on pressing this button.
F – Defrost rear window
G – Seat heating (right)
H – Temperature setting
I – Automatic button –- switches the
system to automatic mode from
any other mode FF
J – Button for air distribution in the

footwell
K – Button for air distribution to the

centre and side air outlet vents
Information is displayed by means of an LCD display and LEDs in some buttons.
L – Button for air distribution in the
direction of the windscreen When “LO” or “HI” appears on the display, the system is operating at maximum
cooling or heating power (the temperature control function is deactivated). “LO”
M – Air flow rate adjustment (blower
speed) and “HI” are displayed by the nominal temperature value segments.
“OFF” indicates that the fan is switched off.
A – Seat heating on/off
Information is provided via CAN for the The seat heating settings can be adjusted individually for the left (button A) and
purpose of dimming the indications on the right (button G) side. Apart from OFF, two heating levels can be selected. When
LCD display. the corresponding button is pressed, the a/c control unit (control panel) relays
the altered button status (pressed 1x or 2x) to the vehicle electrical system
control unit. The vehicle electrical system control unit controls the heating
elements in the seat directly (heating-up phase) and reports the relevant heat
status (setting 2 or setting 1) back to the control panel. This heating status is
indicated to the user via the LED in the seat heating button.

The operating time during the heating-up phase is based on the interior #
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temperature (CAN signal) according to the selected heat setting:
• Level 2 (at 40 °C to <-20 °, or 104 °F to <-4 °F) heats from 2.2 to a

maximum of 11.0 minutes On the interior temperature (CAN
• Level 1 (at 40 °C to <-20 °, or 104 °F to <-4 °F) heats from 0.5 to a signal) rising above 40 °C or 104 °F,
maximum of 9.2 minutes the vehicle electrical system control
After the heating-up phase the control unit switches to the continuous heating unit switches off the seat heating.
phase. The vehicle electrical system control unit now reduces the heating power The button status is stored in the
of level 2 to 40 % and level 1 to 14 %. vehicle electrical system control unit,
thereby activating the seat heating
when the temperature drops below
40 °C (104 °F) again.
B – Windscreen
The defrost function can be activated immediately in all operating modes.

On activation of this function, the temperature is switched to “HI”, the air flow
rate is increased and the air is distributed primarily towards the windscreen.
ECO mode is additionally ended, if the intake temperature conditions (fresh air
intake temperature sensor >3 °C or >37.4 °F) permits. If the compressor
cannot be activated, recirculation air mode will be started.
C – Recirculation mode
1 – Mode of functioning of manual recirculation mode

The fresh/recirculated air distributor flap can be activated at any time to
prevent odour nuisance. However, recirculation mode is limited to max.
3 minutes when the air conditioning compressor is switched off (ECOnomy
mode).
2 – Mode of functioning of automatic recirculation mode The air throughput is influenced by the
At exterior temperatures of >26 °C or 79 °F, recirculation mode is selected back pressure which arises in the area
automatically by the program after a ventilation time of 30 seconds in order of the fresh air inlet according to the
to accelerate the cooling-down phase - with the air conditioning switched on. vehicle speed. In order to compensate
for this dependency, the distributor
flap for fresh air/recirculated air (back
pressure flap) is moved in the direction
of “closed” (recirculated air) according
E – ECO button (air-conditioning compressor off/on) to the vehicle speed (from 90 km/h).
The ECO button enables the selection of ECOnomy mode, which functions The flap setting is also dependent on
without the a/c compressor. ECOnomy mode permits cooling to values below the fan voltage.
the exterior temperature.

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F – Defrost rear windscreen/door mirrors
The heated rear window button in the control panel generates an electrical
impulse, which is sent to the vehicle electrical system control unit via CAN.
Once the vehicle electrical system control unit has activated the heated rear
window relay (in relay holder 2), it sends the switch-on status of the heated rear
If the outside temperature is >25 °C
window back to the air conditioning control panel. The LED in the button on the
or 77 °F (CAN signal), the heating
control panel is then activated.
time is just 10 seconds.
The ON status of the heated rear window on the CAN bus causes the two door
control units (in parallel with the window heating) to directly control the heating
elements for the defrost function of the door mirrors.
The maximum heating time for the rear window and door mirrors is 15 minutes.
I – Automatic mode
Air distribution is controlled automatically. In addition to the state variable

“Energy Requirement Level” (see section “Actuators and sensors”), the
programme also evaluates the outside temperature and engine temperature
in order to take due account of cold start conditions and possible icing of
the windows.
Automatic mode is confirmed by the word “AUTO” on the display.
M – Manual fan adjustment
The temperature indication on the In addition to automatic control, the fan output can also be adjusted manually by
display of the a/c control panel is means of the rocker switches. The current air flow rate is indicated by a 19-bar
switched between °C and °F by means indicator on the display.
of the on-board computer in the Pressing the rocker switch up increases the fan output. Pressing the rocker
instrument cluster. (This switchover is switch down reduces the fan output down to a minimum of zero bars on the
not adopted by the PCM and must be display. After releasing the switch and then pressing it down again, the fan is
carried out directly in the PCM if switched off (OFF mode). “OFF” appears on the display. When the fan is
required. See also the section on switched off, a compressor shutdown function protects the evaporator from
electrics under “PCM”) icing.
In fan OFF mode, air distribution is set to defrost (defrost/footwell distributor

flap) and recirculation (fresh/recirc. air distributor flap) and all other actuators
are shut down.

Refrigeration circuit #

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1 – Air-conditioning compressor
2 – Left and right condenser
3 – Coolant tank/filter drier
4 – Expansion valve
5 – Evaporator
FF
Compressor
An infinitely variable 7-cylinder (adjustable) swash plate compressor is used for

the air conditioning. The working volume stands at 3 cm3 at 100 % output.
Refrigeration oil capacity = 195 ± 15 cm3 ND8
F

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Functions
The compressor output varies between 5 % and 100 %. The working volume and
the output are changed by altering the setting of the swash plate (the set angle
alters in relation to the drive axle).
The higher the required cooling power, the greater the intake pressure.
The piston stroke is controlled by means of the high pressure/low pressure ratio.
The control valve in the compressor is diaphragm-controlled via the intake pressure
and connects the high-pressure side with the crankcase. The crankcase pressure
is determined by means of the high and low pressure prevailing at the control valve
and an internal throttle bore. The pitch of the swash plate is thus dependent on the
crankcase pressure and thus on the pressure conditions at the top side and the
underside of the piston. The delivery rate is thus influenced by the control valve.
This pressure control process ensures that the compressor normally remains
operative at all times.
Air conditioning compressor control system
The DME system activates the compressor via a relay at the earliest approx.
8 seconds after starting the engine. This relay is located in relay carrier 2.
The following conditions result in “Shut-down of the a/c compressor”:
• Temperature conditions
–– At outside temperatures of <3 °C or <37.4 °F (see also section on

“Temperature sensor for fresh air intake”) the compressor is shut down.
The control unit only allows the compressor to be switched on again at
3.5 °C or 38.3 °F.
–– The compressor is shut down at coolant temperatures of >118 °C

or >244 °F and re-started at <115 °C or <239 °F.
• Pressure conditions
–– The compressor is switched off at coolant pressures of <2 bar

(low pressure) and >28 bar (high pressure).
• Kickdown conditions (acceleration)
–– At a pedal travel of >92 % (shortly before pedal stop), the compressor is -

when the pedal travel deviation is <6 seconds - switched off for 6 seconds
or for a maximum of 9 seconds (duration of pedal travel deviation
>6 seconds). Classic full-load cut-off is not incorporated.
Condenser
The condensers of the air conditioning system are installed together with the
radiators in space-saving configuration on the left and right sides at the front end
of the vehicle (see also section “Refrigeration circuit”).

Coolant tank/filter drier #

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The coolant tank is installed in the fresh air chamber at front left, next to the
battery. The pressure relief valve (see arrow) for the cooling system is also
located here.
FF
Expansion valve and additional components
1 – Expansion valve
2 – Service connection – intake side
3 – Service connection – pressure side
4 – Air conditioning pressure sensor

(located on the high-pressure side
of the refrigeration circuit)
FF

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Actuators and sensors
The following lines are connected to the a/c control panel (control unit) to supply
the necessary inputs for individual functions:
• Terminal 31
• Terminal 30
• Signal ground
• Reference voltage 5.0 V
• CAN interface
The remainder of the air conditioning system breaks down into actuators and
sensors. The software of the control panel (control unit) monitors all of the
system’s measurement and control operations.
The sensor system comprises the following components:
• Interior temperature sensor (integrated into the control panel)
• Temperature sensor for fresh air intake (in the fresh air intake port)
• Temperature sensor for footwell air outlet
• Sun sensor
• Check-back signals from the drive motors (see section “Air and flap controls”)
• Check-back signal – actual fan voltage
• Check-back signals – a/c compressor status (compressor voltage)
• Pressure sensor
Interior temperature sensor
The interior temperature sensor which is integrated in the middle of the a/c control
panel (behind the slotted cover) ensures that the automatic air conditioning control
system responds to temperature changes with a substantially greater degree of
precision.
In order to avoid measuring errors resulting from heating-up of the control panel
area, the interior air is extracted over the sensor by means of a micro-fan.

Temperature sensor for fresh air intake #

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The fresh air intake temperature serves as a reference variable to control the
compressor.
The outside temperature also serves as a control variable. This value is supplied
from the front-end control unit via the CAN bus. The lower of the two
measurements from the fresh air intake sensor or the outside air sensor (behind
the ribs on the right-hand opening at the front end) is employed to assess the
system (system outside temperature).
In the case of a falling temperature, assessment of the system outside

temperature is subject to a time constant of τ = 1 second. When the system
outside temperature rises, a vehicle speed-dependent filter is employed.
At speeds under 15 km/h, the evaluation of temperature changes is “frozen”.
This prevents stop-and-go traffic from leading to incorrect system outside
temperature values (incorrect measurements due to heat emitted from the engine,
for example).
Sun sensor
This sensor is located in the middle of the dashboard.
The sensor is supplied with a reference voltage of 5.0 V. The measured values are
subject to 2 different time constants so as to rule out any disruption in the system
if the sun intensity changes briefly (e.g. driving through a tunnel, on tree-lined
streets, etc.). This means that the system only responds to changes in sun
intensity after this time has elapsed. A different mean time constant applies for
increasing and decreasing sun intensity respectively.
– Increasing sun intensity (τ in seconds): τ(1/3) = 60, τ(1/3) = 120,

τ(1/3) = 240
– Decreasing sun intensity (τ in seconds): τ(1/3) = 60, τ(1/3) = 60,

τ(1/3) = 120
The evaluation of these changes in sun intensity is employed to control the drive
motor of the temperature mix flap and to correct the air flow rate (fan adjustment).

FF

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Pressure sensor
The pressure sensor is an essential instrument in assessing the air conditioning

system. It detects the current pressure in the system and supplies a PWM
signal (PulseWidthModulation) to the a/c control unit. The a/c control unit relays
this signal to the CAN bus for further use.
This PWM signal is employed for the purposes of
• low-pressure shut-down (p < 2 bar)
• high-pressure shut-down (p > 28 bar)
• condenser cooling (see also section “Condenser fan”)
The following components serve as actuators:
• Drive motor for temperature mix flap
• Drive motor for central distributor flap
• Drive motor for defrost/footwell distributor flap
• Drive motor for fresh air/recirc. air distributor flap
• PWM – fan motor voltage
Main state variable (Energy Requirement Level)
When the air conditioning system is in operation, all control functions for the
system are dependent on this main state variable, ERL.
The main state variable to determine the thermal energy requirement level in the
vehicle, in the form of the ERL signal, is derived from the key influencing
variables:
• Set interior temperature
• Actual interior temperature
• Outside temperature
• Solar irradiation energy
• A/c compressor on/off
... the main state variable for determining the thermal energy requirement in the
vehicle - the ERL signal - is derived.
The ERL state variable varies as a digital number in the range from 0 to 255
(8 bit).
This corresponds to the extreme cases of “0" for maximum cooling requirement
and ”255" for maximum heating requirement.

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as additional reference values to adapt the control functions in special cases,

e.g. start-up of the air conditioning, cold start, hot start of the vehicle.
Temperature mix flap
The temperature mix flap is presented here as an example of flap control based
on the main state variables and also serves to illustrate how all the other flaps
function.
Cooling mode applies below state variable ERL < 85.
The command variable for the mix flap position is directly dependent on the
result of the flap position calculation (check-back from potentiometer of the
drive motor).
Heating mode applies above ERL 150.
In this case, the position of the mix flap is determined solely by a subordinate
footwell air outlet vent temperature sensor.
At ERL > 85, the mix flap control system is overridden by the initiated footwell
air outlet vent temperature sensor.
Diagram - Temperature mix flap position
(without footwell air outlet vent temperature sensor)

FF

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Air flow control (fan)
The air flow rate is set by means of control programmes according to the ERL
state signal by means of voltage control of the fresh air fan. Corresponding
The air throughput is influenced by the characteristics are defined both for automatic mode and for manually selected
back pressure which arises in the area air distribution.
of the fresh air inlet according to the
vehicle speed. In order to compensate
for this dependency, the distributor
flap for fresh air/recirculated air (back
pressure flap) is moved in the direction Condenser fan (cooling water fan)
of “closed” (recirculated air) according The required speed for the cooler fan is calculated in the DME engine control
to the vehicle speed (from 90 km/h). unit according to the coolant pressure (supplied via CAN from the a/c control
The flap setting is also dependent on panel) and the cooling water temperature sensor (see also section “DME”).
the fan voltage. The DME control unit sends this speed data via CAN Drive to the gateway and
via CAN Comfort to the front-end control unit. The front-end control unit controls
the cooling water fans (right and left) together via an output module. To this
end, the front-end controller transmits a pulse width-modulated (PWM) signal to
this output module. The output module evaluates and processes the PWM signal
and relays it to the fans.
For the purposes of the air conditioning system, the fans are controlled in linear
mode according to the recorded value from the coolant pressure sensor.
Information transmitted via the CAN interface
The system communicates the following climate-relevant operating and ambient

conditions via the CAN interface:
• Outside temperature (via CAN from the front-end control unit)
• Coolant temperature
• Vehicle speed (to assess the fresh air intake temperature)
• Engine speed
• Request ’Defrost rear windscreen/door mirrors’ (status on/off via CAN on

the vehicle electrical system control unit)
• Convertible top or sliding roof open/closed
• Parking heating on/off (if installed)

• Dimming #
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• Wipe/wash signal
• Request – seat heating left (status on/off via CAN on the vehicle electrical
system control unit)
• Request – seat heating right (status on/off via CAN on the vehicle electrical
system control unit)
• Interior temperature (actual temperature)
• Request - a/c compressor (status on/off via CAN on the DME engine
control unit)
• Pressure signal (indirect request for condenser cooling through provision of

coolant pressure via CAN)
• A/C shut-down (e.g. high- and low-pressure shut-down)
• Diagnosis
• Stationary period since “ignition off”
Diagnosis
Diagnosis with the PIWIS tester is carried out via the CAN interface (diagnosis
socket). Further key functions are available via the diagnosis interface:
• Read-out and erasure of fault memory
• Output of measurement and operating data (e.g. actual values)
• Actuator control
• Coding
• Calibration processes
Fault detection
The system incorporates a self-diagnosis facility which continuously monitors

certain functions of the control unit or system components and records faults
in a non-volatile fault memory (EEPROM).

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Sensor default values
As on the previous model, in the event of a short-circuit or interruption of a

sensor default values are employed to maintain operation of the a/c control
system in emergency mode.
Parameter Possible fault location Default values
Fresh air intake temperature Sensor 10 °C (50 °F)
Interior temperature Sensor/air con. control panel 22 °C (72 °F)
Footwell temperature Sensor 42 °C (108 °F)
Sun intensity Sensor 150 W/m2

9 Electrics/Electronics #
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General Contents
The comfort and safety functions have been expanded significantly on the
General 1
911 Carrera S. Up to 29 control units continually exchange approx. two
megabytes of data per minute via the CAN bus. Approx. 2,500 different Power supply 2
signals have been defined to this end.
Starter 3
The electrical and electronic components and systems of the 911 Carrera S Multifunctional control units 5
are explained on the following pages.
Networking/data communication 14
Immobiliser/Central locking 19
Lighting system 24
Front wiper system 34
Rear wiper system (optional) 36
Instrument cluster 37
Cruise control 42
Combined steering column module/

multi-function steering wheel 43
ParkAssist (option) 45

Integrated Home Link garage door
FF opener (option) 46
Seat memory (optional) 49

Audio and communications 50
Bose Surround Sound system (option) 54
Sport Chrono Package Plus 57
PCM individual memory 64

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Power supply
2706 Battery
The electrical power for the 911 Carrera S is supplied from a battery in the
front luggage compartment. As on the predecessor model, it is installed in the
middle of the radiator tank.
The battery characteristics are as follows:
Rated voltage 12 V
Capacitance 70 Ah
Low-temperature test current 300 A
FF
2722 Generator
The generator is air-cooled and has a power rating of 2.1 kW.

This corresponds to a maximum current of 175 A.

2760 Starter #

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The starter output is rated at 1,700 W.
12 V sockets
In addition to the conventional cigarette lighter, a special 12 V socket is located Important note on the use of additional
in the large storage compartment in the centre console and an additional 12 V electrical devices (12V loads which are
socket is installed on the side of the centre console in the front passenger normally operated via the cigarette
footwell to enable the connection of additional electrical devices. lighter):
It is imperative to use these sockets instead of the cigarette lighter when using On the sports cars to date, the cigar
additional electrical devices. lighter represented the only source of
electric power for additional electrical
devices. These “foreign adapters” may

cause permanent deformation to the
bimetal spring in the cigar lighter and
may even trigger the internal fuse.
FF
9789 Current distributor
The vehicle electrical system is split into different areas by means of a current
distributor which, as on the Boxster and the 911 Carrera (type 996), is installed
on the front wall under the dashboard in the front passenger footwell. Splitting
up the electrical system and connecting individual areas of the system directly to
the positive terminal of the battery reduces the harmonic content of the
generator substantially and provides short-circuit protection for the individual
main circuits. Alternating interference injections are additionally minimised.

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9784 Fuse carrier/
9790 Relay carrier
The fuse carrier is installed in readily accessible position under the A pillar on
the driver’s side.
The fuse assignments are inserted inside the cover in the usual language
variants. The fuse carrier also incorporates a clasp to remove the fuses and to
pull out the emergency power contact.
When carrying out diagnosis, please
note that after pulling out the fuses it
may be necessary to carry out a
RESET on the control units and/or the
systems. The first check on the fuses
should always be carried out at the
workshop using the multimeter.
FF
FF
1 – Relay carrier 1 on the fuse box
2 – Relay carrier 2 under the rear wall lining

External power supply #

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In the event of a dead battery, the release motor for the front hood can be
supplied with external power via a jump lead.
A red emergency power contact is installed on the fuse carrier.

Emergency unlocking of the luggage
This emergency power contact can be pulled approx. 3 cm out of the fuse
compartment lid and engine
carrier. The positive jump lead can be connected here.
compartment lid is described in detail
on page 189 of the driver’s manual.
The engine cannot be started with this
method. Please also note the section
on “JUMP LEAD STARTING” on page
195 of the driver’s manual.
FF
Multifunctional control units
9710 Elec. system control unit
FF

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The vehicle electrical system control unit converts various analogue signals
from the functional groups
• Exterior lights
• front/rear lid opener
• rear window release
into digital CAN messages and outputs them on the CAN bus. At the same time,
the vehicle electrical system provides the switching outputs for the functional
groups
• Interior light
• Filler flap lock/unlock
• Heated rear screen
• Heated seats
• Chassis wake-up
• Front wiper/washer system
• Headlamp cleaning system
either in part or in their entirety. As functions of relevance to the customer are

controlled and activated via the vehicle electrical system control unit, a large
number of input data are required on this unit. The following main inputs are
involved here:
Analogue
• Automatic lights (coming home lighting)
• Fog light
• Rear fog light
• Reversing light
• Terminal 30
• Electronic ignition lock (terminal 15)
• Terminal 15 redundant
• Ground
• Ground 2 (terminal 31 redundant)
• Terminal 50 (if not via CAN)
• Button – front lid opener
• Button – rear lid opener
• Button – rear window release
• Button – rear spoiler (voltage-encoded input)
• Button – Sport (voltage-encoded input)
• Rain sensor, line 1

Signals via CAN #

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• Terminal 50
• Key contact (terminal 86S)
• Driver’s door open/closed
• Front passenger door open/closed
• Driver’s door locked/unlocked
• Front passenger door locked/unlocked
• Interior light afterglow
• Dimming value, orientation light
• Sun intensity
• Status, anti-theft alarm system
• Filler flap locked
• Filler flap unlocked
• Status, button for left seat heating
• Status, button for right seat heating
• Interior temperature
• Status, rear spoiler function
• Button – flick wiping
• Switch – intermittent wiping
• Switch – wiper level 1
• Switch – wiper level 2
• Button – washing
• Step switch – interval sensitivity
• Headlight washer system
• Dipped beam
• Outside temperature
• Button – rear window heating
• Tank check value from instrument cluster
• Vehicle speed
Internal connection
• Terminal 15
• Terminal 30 (internal power supply)

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Bidirectional connections
• CAN Comfort high
• CAN Comfort low
Outputs
Analogue
• Interior light (terminal 30 G)
• Interior light, dimmable, LowSide switch
• Orientation light (dimmable)
• Drive motor, filler flap lock
• Heated rear screen
• Seat heating, left
• Seat heating, right
• Function light, rear spoiler button
• Function light, Sport button
• Wake-up signal, chassis
• Wiper motor, level 1
• Wiper motor, level 2
• Washer pump
• Headlight washer system pump
Signals via CAN
• Status – automatic lights switch
• Status – fog light switch
• Status – rear fog light switch
• Status – reversing light switch
• Status – central locking button
• Status – front lid opener button
• Status – rear lid opener button
• Status – rear window release button
• Functional check, left seat heating
• Functional check, right seat heating
• Rear window heating
• Status – tank check on instrument cluster

Diagnosis #
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The diagnosis interface is provided on the diagnosis plug via a diagnosis CAN
bus and provides the PIWIS tester with access to control unit data and
functions. All input signals on the control unit can be read out and all actuating
elements can be operated via the interface. Any stored faults can also be read
out and deleted. Vehicle-specific parametric data can be encoded via the
Porsche tester.
Some functional features of the vehicle electrical system are restricted or

disabled in production and transportation mode.
Functions Effects
Exterior lights No automatic coming home function
Interior light No OFF delay

No orientation light
Wiper system No activation via rain sensor
Headlight washer system Function off
Heated seats Function off
97 Front-end control unit

FF F F

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The front-end control unit converts various analogue signals from the functional
groups
• Exterior lights with direction indicator functions
• Outside temperature detection
• Front lid monitoring
into digital CAN messages and outputs them on the CAN bus.
At the same time, the front-end system provides some or all of the switching
outputs for the functional groups
• Exterior lights (front)
• Fanfare horn
• Luggage compartment lighting (front)
• Indicator lights
• Luggage compartment release (front)
• Safety catch release
• Automatic headlight beam level adjustment
• Fan output stage
either in part or in their entirety. As functions of relevance to the customer are

controlled and activated via the front-end control unit, a large number of input
data are required here.
The following main inputs are involved here:
Analogue
• Switch, marker light
• Driving lights (dipped/high beam)
• Button, hazard warning lights
• Power supply
• Front lid switch
• Outside temperature sensor
• Emergency release inside luggage compartment
• Sensor system, axle sensors (front/rear)
• Wheel speed

Signals via CAN #

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• Parking light on (left/right)
• Switch, automatic lights
• Switch, front fog light
• Switch, rear fog light
• High beam switch
• Headlight flasher button
• Direction indicators (left/right)
• Crash intensity
• Hazard warning lights
• Driver feedback, automatic coming home function
• Door open (left/right)
• Sun intensity
• Afterglow time, automatic coming home function
• Daytime running lights active
• Engine running
• “Engine” message failure
• Terminal 50
• Terminal 86S
• Horn button
• Load switch-off
• Vehicle reference speed
• “Brake” message failure
• Button – front lid opener
• Remote control for front lid opener
• Radiator fan control
Internal connection
• Terminal 15
• Terminal 30 (internal power supply)
Bidirectional connections
• CAN Comfort high
• CAN Comfort low

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Outputs
Analogue
• Indicator light - hazard warning lights
• Side direction indicators/side marker lights
• Direction indicators (front/rear)
• Side lights (front)
• High beam
• Dipped beam
• LED direction indicators (front)
• Fog light
• Fanfare horn
• Luggage compartment light
• Luggage compartment release/catch
• Radiator fan output stage
• Stepping motors for automatic headlight beam level adjustment
• Safety catch release
Signals via CAN
• Switch – parking light
• Switch – dipped beam
• Left/right marker lights
• Activation of instrument and location lighting
• Status – dipped beam
• Status – high beam
• Hazard warning lights button
• Bulb failure
• Left/right direction indicators on
• Daytime driving lights off
• Status – front lid
• Status – PWM signal for left radiator fan (PWM – pulse width-modulated)
• Status – PWM signal for right radiator fan (PWM – pulse width-modulated)
• Outside temperature, unfiltered
• Automatic headlight beam level adjustment defective

Diagnosis #
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As for the vehicle electrical system control unit, diagnosis is carried out via the
See page 6 – Vehicle electrical system
diagnosis CAN bus at the diagnosis plug.
control unit.

When terminal 15 is OFF, the actuator
test (actuator only – not the diagnosis)
is aborted, i.e. the actuator is restored
to its original state.

Functions Effects
Exterior lights No parking light function,
no automatic coming home lights function,

no fog light function
Luggage compartment light no luggage compartment light function
97 Rear control unit
The rear control unit converts various analogue signals from the functional
groups
• Tray/glove compartment lock
• Rear lid lock
• Spoiler control
• Interior sensor system FF
• Inclination sensor system
into digital signals and outputs them on the CAN bus.
At the same time, the rear control unit provides some or all of the switching
outputs for the functional groups
• Hazard warning lights

• Sliding/tilting roof control FF
• Spoiler control
• Rear lights
either in part or in their entirety.

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Diagnosis
As for the vehicle electrical system control unit, diagnosis is carried out via the
diagnosis CAN bus at the diagnosis plug.
See page 9.5 - Vehicle electrical
system control unit.

Functions Effects
Window lifter enable Function from terminal 15 ON
Comfort lighting Luggage compartment light off

Engine compartment light off
Rear trunk light off
Parking light Deactivated
Networking/data communication
Electronic networking in the 911 Carrera S allows data and electrical

information to be exchanged between various control units throughout the
vehicle. This is realised with the aid of the internal high-speed network, the
so-called CAN-BUS (Controller Area Network), and the fibre-optic network,
the so-called MOST-BUS (Media Oriented System Transport).
In the 911 Carrera S, up to 29 control units can be exchanging up to 2 MB of

data per minute via the CAN bus at any time. Approx. 2,500 different signals
have been defined to this end. Networking reduces the number of connections
required so that the total length of cabling required can be kept significantly
shorter.
Most of the network connections can be found in the following areas:
• In the area of engine management for high-speed information exchange.
• In the area of coordination of networked control engineering. Thus a PSM

braking operation, for example, involves the control units for the brakes
(PSM), engine, tyre pressure monitoring system and Tiptronic S.
• In the area of audio/communication for the joint transmission of digital

audio and control data via the MOST-BUS.
• The use of network connections has enabled a reduction in weight of

approx. 5 kg in the new 911 Carrera S, even though functionality has
been extended.

97 Basic topology of the data bus system in the 911 Carrera S #
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The overview shows the networking of the control units: 1 – ParkAssist control unit
2 – Motronic control unit
3 – Transmission control unit
4 – PSM control unit
5 – Yaw velocity/lateral acceleration
sensor
6 – PASM control module
7 – Airbag control unit
8 – Electromechanical steering lock
9 – Driving authorisation control unit
(PAS)
10 – Steering column switch module
11 – Sliding roof control unit
12 – Rear control unit
13 – Vehicle electrical system control
unit
14 – RDK control module
15 – Air conditioning control module
16 – Seat control unit
17 – Door control unit (driver’s side)
18 – Door control unit (passenger side)
19 – Front-end control unit
20 – Radiator fan control unit
21 – Bi-Xenon control unit
22 – Gateway - CAN display
23 – Gateway - CAN drive
24 – Gateway - CAN Comfort
25 – CAN diagnosis
26 – Instrument cluster

27 – Analogue clock (Sport Chrono)
FF 28 – PCM 2.1
29 – Gateway - PCM
A – CAN drive D – K-line
30 – MOST bus
B – CAN Comfort E – Gateway controller 31 – Amplifier
C – CAN display 32 – Telephone module
33 – CD autochanger
34 – Navigation module

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97 Gateway controller
The gateway controller is actively involved with all CAN buses in the
911 Carrera S. The gateway controller is a separate unit, rather than being
integrated into the instrument cluster as on the Cayenne. It relays all messages
and signals which are transmitted by control units for transmission via various
buses. The transfer protocol of the gateway controller is defined in a so-called
routing table. It also supports the test unit in diagnosing the vehicle by
transmitting, collecting and supplying numerous items of information on the
vehicle.

FF
The individual items of information concerned here are:
• Transmission of specified installation information on all bus systems
• Provision of actual installation information (CAN control units)
• Collection and provision of error bits for tester
• Acquisition and provision of information on control units which do not

switch to sleep standby mode after terminal 15 “off”
• Acquisition and provision of general CAN bus information (e.g. single-wire

operation, fault location info, etc.)
1 – CAN display
2 – CAN Comfort
3 – CAN diagnosis
4 – CAN drive
5 – Source network
6 – Target network
7 – Wake-up line

FF

Parameterisation is carried out with the aid of the PIWIS tester. #
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The following operations and settings require to be carried out with the
diagnostic tester when putting the gateway into operation in the vehicle:
• Check identification
• Encode specified installation
• Encode vehicle data (e.g. vehicle type etc.)
• Delete overflow counter (warning thresholds of an internal counter for

storage overflows)
• Encode overshoot time
• Delete fault codes
03 Diagnosis
Diagnosis of the electrical and electronic systems in the 911 Carrera S is

The diagnosis options are described in
carried out by means of the Porsche diagnosis systems.
the corresponding Technical Manual.
FF
A – Diagnosis socket

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Diagnosis socket assignments:

Pin Description
1 Terminal 15
2)
The geometry and pin assignments for 2 Not freely assignable

the diagnosis socket correspond to
3 K’-line
standards
4 Terminal 31
SAE J 1962 and ISO 15031-3
5 Terminal 31 (electronic ground)
6 Diagnosis CAN high
7 K-line
1)
8 Freely assignable

9 TN signal
2)
10 Not freely assignable

1)
11 Freely assignable

1)

1)

14 Diagnosis CAN low
2)
15 Not freely assignable

16 Terminal 30
1)
Pins 1, 3, 8, 9, 11, 12 and 13 are freely assignable by the vehicle manufacturer.
2)
Fixed assignments apply for pins 2, 6, 7, 10, 14 and 15 on the diagnosis socket.
In order to minimise closed-circuit currents during prolonged transportation

of the vehicle and during the production process, after activation of transport/
production mode all functions of the control units which are not directly
necessary (e.g. comfort functions) are deactivated.
New vehicles are released from production mode via the PIWIS tester.

Fast sleep mode #

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In order to enable swift closed circuit current measurement, all control units
feature a diagnosis facility entitled “fast sleep mode”. After activation of this
mode by the tester, all control units terminate their activities after terminal 15
“off” in < 5 seconds plus any one-off overshoot times. Safety-critical functions
and component protection have priority, however.
The control units on the CAN Comfort bus and the CAN Display bus transmit
their sleep standby mode via the bus immediately after the end of the
overshoot time and also terminate their activities after bus non-operation.
Prerequisites for activation of fast sleep mode:
• Terminal 15 “on”
• Vehicle speed = 0 km/h
Specified installation list
A specified installation list is cyclically transmitted from the gateway controller

into all bus systems The control units are able to carry out automatic self-
parameterisation on the basis of this message (e.g. CAN timeout monitoring).
Actual installation list
An actual installation list in which all networked control units enter their
configurations (MOST or CAN control units) is stored in the gateway controller.
96 Immobiliser/Central locking
Ignition lock with one-key system
The ignition key of the 911 Carrera S has been redesigned and its ergonomics
optimised. The buttons to unlock the vehicle and the luggage compartment lid
retain their functions. They are made of robust ABS plastic and offer improved
stability and more pleasant haptic properties.

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The transmitter of the remote control possesses an increased range, enabling
the remote control to be used from any angle.
The 911 Carrera S has an electronic ignition lock and an electromechanical

steering column lock for increased anti-theft protection.
A – Main key
B – Spare key
1 – Central locking button
2 – Boot lid button
3 – Light-emitting diode
FF
Immobiliser/Electromechanical steering lock
The electronic immobiliser is intended to protect the vehicle from unauthorised

The individual components cannot be use. In order to achieve a higher degree of security, the immobiliser is
exchanged arbitrarily, but are distributed over several components:
combined to form a system during • Vehicle key
assembly of the vehicle. Individual
• Driver authorisation controller (PAS – Porsche Access System)
components can only be replaced
• Electromechanical steering lock
using the PWIS tester and access
codes belonging to the vehicle. • Engine control unit

Mode of functioning via key #

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Once the key is inserted in the ignition, the data is read out via an inductive
radio link. It is encrypted and transmitted to the driving authorisation control
system, where it is evaluated.
Following a positive result
• the power supply for Porsche Communication Management (PCM) is

enabled,
• communication is established with the electromechanical steering column

lock and another exchange of encrypted data takes place with the driving
authorisation system. The steering column is unlocked if the key is
positively identified. If the steering wheel is strained, a warning is displayed
in the instrument cluster and the driver is asked to move the steering wheel
so that the strain can be released and the steering wheel unlocked.
When the ignition key is turned clockwise, communication is established with the
engine control unit (Motronic) and the key is identified once more. If the key is
positively identified, the immobiliser is deactivated, the ignition switched on and
the engine functions released.
Once the initial resistance is overcome with the key, the starter is activated
and the engine starts. In order for this to happen, the clutch pedal must be
depressed in vehicles with manual gearbox or the brake pedal depressed and
the selector lever set to “P” or “N” in vehicles with Tiptronic S. The key returns
to its initial position once the starter is actuated.
When the engine is running, the status of the immobiliser is no longer evaluated.
It is not possible to influence running of the engine.
Electromechanical steering lock
The electromechanical steering lock serves to block the steering by mechanical

means in order to prevent unauthorised use of the vehicle. The lock is installed
in the steering system and can only be removed after dismantling the steering
system. Removal is furthermore only possible in unlocked state.

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When the driver leaves the vehicle at the end of the journey, the
electromechanical steering lock is locked upon deactivation of terminal S, or at
the latest when the vehicle is locked from outside via remote control.

FF
F F
Anti-theft alarm system
The 911 Carrera S is protected by an anti-theft alarm system with interior

surveillance as standard. The anti-theft protection system is essentially the
same as in the previous model.
Interior surveillance is now executed using a radar sensor instead of an infrared

sensor. The advantage of the radar sensor is that it is insensitive to reflections
from particularly bright interior leathers. This means that interior leathers in
colours to sample can be used without any problem.
Information: Radar stands for ’radiation detecting and ranging’. Radar is a

method of locating objects in space with the aid of concentrated electromagnetic
In contrast to the 911 Carrera from waves which are emitted from a transmitter, reflected and rendered visible on a
model year ’04, the alarm contact for display unit via a receiver or evaluated in a control unit.
the storage bin in the centre console
is no longer required since the bin is
As well as unlocking via remote control, the car can also be unlocked via
now linked in to the central locking
the door lock cylinder. The driver’s door is then opened mechanically. Only
system.
the interior surveillance system and the door contact on the driver’s side
are deactivated, however - not the anti-theft alarm system.

If the ignition key is not inserted and successfully identified using the #
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transponder housed in the key within 15 seconds, the alarm will be triggered.
If the door on the 911 Carrera S is not opened within 20 seconds of being
manually unlocked, it is automatically locked again and all alarm contacts and
interior surveillance activated.
Comfort functions
One-touch operation
Press the rocker switch upwards or downwards to the second stage. Window
moves to its final position. Press again to stop the window in the desired
position. One-touch operation for closing the passenger’s window is available
once the window is approximately half-way closed.
Comfort function when unlocking the vehicle
Press button 1 of remote control (at least two seconds) until the windows have If a door window is blocked during
reached the desired position. closing, it will stop and open again
by several centimetres.
This does not apply if the rocker
switch is pressed again within
10 seconds of the window being
Battery status monitoring for the remote control
blocked. The windows close with
their full closing force.
The battery of the remote control is monitored in the key itself.
During actuation of a button on the remote control, the battery voltage is
measured and compared against a programmed threshold value. This value is
communicated to the driver authorisation control unit (Porsche Access System).
On the control unit receiving a “battery low” signal from the key, this status is
indicated by the warning message “Replace battery” and a key symbol in the
instrument cluster.

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94 Lighting system
9415 Main headlights (standard on 911 Carrera)
The main headlight has been completely redesigned as part of the development
of the new exterior design. The new design sees the marker light, fog light and
Dipped beam is switched off during
indicator light housed in a separate module.
starting of the engine (terminal 50 ON).
This has enabled the main headlight to be made more compact and rendered in a
Dipped beam remains on when high
typical Porsche oval shape. The separation of the light modules has also allowed
beam is switched on (composite
the realisation of a typical night-time design that identifies the 911 Carrera as a
circuit).
Porsche at first glance and further differentiates it from the Boxster series.
FF
As on the previous model, the main headlight is fitted with a clear plastic cover
and projects its luminous flux onto the road using a projector module and free-
form reflector.
The new main headlight on the 911 Carrera uses halogen technology as
standard. The dipped beam is emitted from an H7 long-life bulb (12V/55W)
while the high beam is provided by an H9 bulb (12V/65W). The range and road
illumination properties of both these beams have been adapted to the high
performance of the 911 Carrera. There is also an additional reflector around
the dipped beam module. It is illuminated by a portion of the dipped beam and
serves to brighten the surroundings.

The option of using the dipped beam as so-called daytime running lights #
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(in combination with the optional Sport Chrono Package Plus) is also new.
The H7 projection system offers the following advantages for dipped beam:
• High luminous flux
• Considerably more light in the extreme range of the light/dark limit
• More defined light/dark limit resulting in less dazzle for other road users
• Homogenous illumination of the entire lane
• Broader lateral illumination than with the 911 Carrera MY 04 resulting in

greater safety, particularly when driving around tight corners
• Reduction of dazzle for passers-by through the imposition of an upper

restriction for the light/dark limit at the outer edge of the road. This
restriction is higher than on the previous model (EU models). The result is a
broader range at the outer edge of the road, however as the light is below
the point of sight of passers-by it does not cause dazzling.
• Longer dipped beam range than offered by competitors (approx. 70 m).

This is due to the high installation position of the headlight above the road
and the arrangement of the lighting components.
The front light houses the marker light, fog light and indicator light. Like the
main headlight, the front light is also fitted with clear glass and free-form
reflectors. The housing is secured using invisible screws. The front light can be
quickly and easily removed for maintenance using the release card enclosed
with the information folder. The indicator lights have been moved from the main
headlight (previous model) and are now integrated in the front lights at the outer
edges. This improves the visibility of the signal when the indicator light is on.
The indicator light area has also been enlarged, which increases traffic safety.
Like the indicator lights, the marker lights have also been moved from the main
headlight (911 Carrera MY 04) and are now located at the inner edge of the
front lights. The gap between the marker lights and the dipped beam in the
main headlight constitutes a new night-time design appropriate to the 911
(four-light look).

#
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A blue bulb (12V/5W, “blue vision”) ensures that the light spectrum of the
marker light is very similar to that of the main headlight, creating a uniform
night-time design.
FF
9415 Bi-Xenon main headlights incl. headlight washer system

(option for 911 Carrera S)
In addition to the automatic-dynamic range adjustment mechanism, the gas

discharge light system also includes the headlight washer system.
The Bi-Xenon main headlight is similar in structure to the halogen version.
The gas discharge lamp replaces the halogen bulb of the dipped beam at the
top (the gas discharge lamp assumes the function of both the dipped beam and
the high beam). The free-form reflector with halogen bulb (H11/55W, long-life)
mounted at the bottom of the main headlight is connected as an auxiliary main-
beam headlamp. It is designed as a spot for better long-range illumination of
FF the road.
The Bi-Xenon system offers the following additional advantages in comparison

with the halogen headlight for dipped beam:
• Even higher luminous flux

FF
• High colour temperature for good colour perception
Like the halogen headlight, the Bi-Xenon headlight can also be used for daytime
running lights.

Illumination range for dipped beam: #

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FF
92 Headlamp cleaning system.
The headlight washer system has been moved from the new main headlight and
integrated in the front end (standard in the Bi-Xenon main headlight). It uses a
chrome-coloured cylinder that, when the system is activated, extends 83 mm with
the pressure of the spray water. The position of the spray jet has been further
optimised in comparison with the previous model and is now located in front of
the headlight. As a result the water spray now moves with the direction of
movement of the vehicle. This means that instead of deflecting the spray water,
the air flow can now in fact be used to increase its speed of delivery.
9464 Fog light
The front fog lights have been separated from the main headlight module
to enable them to be positioned considerably closer to the road surface.
The improved lateral illumination and lower position help the driver to find
their bearings more easily in foggy driving conditions.

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94 Automatic headlight beam adjustment
The automatic headlight beam adjustment function is integrated into the front-
end control unit. Dynamic automatic headlight beam adjustment automatically

corrects the level of the headlight beam such that neither the vehicle’s load nor
Adaption to the different vehicle
the pitching movements resulting from the vehicle’s driving dynamics can dazzle
models is carried out by programming
oncoming traffic when dipped beam is switched on, while at the same time
the vehicle-specific parameters by
ensuring an adequate range of vision for the driver.
means of the PIWIS tester.
This results in increased driving safety while at the same time reducing the
strain on the driver.
The system comprises the following

components:
1, 4– Stepping motors in the

headlight
2, 4– Controller in front-end control

unit
FF
3, 4 – Rotation angle sensor on rear
and front axles
Functions
The sensors on the front and rear axles (3, 4) supply signals to the controller
(2) which are proportional to the spring deflection of the body at these points.
This results in a non-linear characteristic for the front and rear axle sensors.
On the basis of this characteristic, a microprocessor controller calculates the

vehicle’s pitch angle and the required positions of the actuators (1) in the
headlight for the purposes of headlight beam adjustment.
A signal proportional to the vehicle speed (wheel speed) is supplied directly via
a signal line from the ABS/PSM control unit. The system distinguishes between
cruising and accelerated driving by evaluating the wheel speed signal. During
driving, interfering signals which are superimposed over the sensor signals as
a result of the road surface (bumps and pot holes) are filtered out. The system
detects poor road surfaces and responds accordingly by reducing actuation of
the stepping motors or shutting them down completely.

The system responds very quickly to braking or acceleration. The response #
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time lies in the range of 0.1 seconds, i.e. the motor begins to adjust the
headlights no later than 0.1 seconds after commencement of the pitching
movement. This eliminates the risk of dazzling oncoming traffic and ensures
the maximum depth of illumination for the driver.
When the vehicle is stationary, the vehicle’s inclination is calculated from the
sensor signals and the headlight settings are corrected according to the
difference between their required and actual positions.
The full scope of functions is maintained when high beam is switched on.
The system functions on the basis of the following input values from the vehicle:
• Ignition, terminal 15 (power supply for the control unit)
• Wheel speed signal, supplied via CAN data line or signal line
• Dipped beam, terminal 56b (or parking light, terminal 58)
• High beam, terminal 56a, data supplied via CAN data line
• Ambient brightness, supplied as CAN signal from the air conditioning

control unit/sun sensor
Ignition ON:
On switching on the ignition, referencing of the stepping motors is carried out,

i.e. the motor moves the reflector in the direction of “maximum dip” up to the
stop incorporated in the motor. The calculated position is then approached.
Renewed referencing is carried out only after terminal S has been inactive.
The referencing frequency is tested during the trial phase and the appurtenant
conditions are finalized.
Dipped beam ON:
When dipped beam (or daytime driving lights) are switched on and an
appropriate degree of darkness applies, the control unit switches to normal In day mode, the headlights are
operational status, i.e. the stepping motors are operated in accordance with operated with increased damping,
the spring deflection values detected by the sensors and the subsequently whatever the road conditions.
determined vehicle inclination values. Suitable filters are employed according On switching off the headlights, they
to the characteristics of the road surface and the vehicle speed, providing the are moved into the position in which
driver with sufficiently smooth response. they were located at the time of the
last vehicle load alignment.
High beam ON: In case of CAN failure or implausible

signals from the a/c control unit,
Automatic headlight beam adjustment remains active when high beam is
automatic headlight beam adjustment is
switched on.
activated only when “Dipped beam ON”
applies.

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9431 Rear lights
Particular attention has also been paid to the new night-time design of the
911 Carrera S when it comes to the rear view. The tail light, always very narrow
on previous models, now extends across all three tail light chambers and so
continues the night-time look. The bulbs in the rear lights are produced in long-
life quality.
On left-hand drive vehicles, the rear fog light is located on the outer left side of
the redesigned rear light (on the right side on right-hand drive vehicles).

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The centre high-mounted brake light is executed using LED technology and has
been adapted to the new design of the rear lid. The wide rib in which the brake
light is housed acts as an additional design element for the air inlet on the rear

lid and so blends in seamlessly with the styling of the rear area. As on the
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previous model, there is a second brake light unit integrated in the rear spoiler
to ensure visibility when the rear spoiler is extended.
The new LED technology has a number of clear advantages in terms of service
life and response time. The response time of bulbs is around 100 ms. LEDs
respond after around 0.1 ms. This difference translates to a distance of almost
3 m at a speed of 100 km/h. Earlier indication of an intention to brake means
more time for other drivers to react. LEDs also have a considerably longer
service life (generally in excess of 10,000 hours) than conventional bulbs that
need to be replaced after only 200-1,000 hours.

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Brake light switch #

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The PSM control unit identifies a brake light request from the redundant switch
combination consisting of “brake light switch” (BLS) and “brake test switch”
(BTS). The PSM control unit also checks the sequence of opening/closing
operations performed by these switches for plausibility.
The brake test switch must open first when actuated, following which the brake
light switch must close after a short delay.
The PSM control unit relays this information via CAN Drive and passes on the
The brake light is activated directly via
messages to the Motronic control unit.
the brake light switch. The rear control
In parallel with the PSM control unit, the rear control unit and the driving unit activates the right brake light and
authorisation control unit (Porsche Access System – PAS) read in the signal the 3rd brake light.
from the brake light switch.
Light failure monitoring
Most exterior lights are equipped with a failure checking facility. In the event of
a problem (e.g. bulb failure, wire defect), a corresponding message is displayed
in the instrument cluster.
The following lamps are monitored:
• Dipped beam
• High beam
• Marker light
• Indicator light
• Brake light
• Rear fog light
• Reversing light
In case of lamp failure during “ignition off”, the fault is stored and subsequently
transmitted via CAN in conjunction with the next “ignition on” cycle. The lamp
failure checking facility is not active during “sleep” mode. In case of lamp failure
during “ignition on”, the fault is transmitted directly.

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96 Interior Lights
The interior lighting in the 911 Carrera S is based closely on the concept used
in the previous model. New are the white LEDs for instruments and controls,
which offer better illuminating power than the yellow LEDs used in the previous
model. This has improved the readability of the instruments, particularly at dawn
and dusk. The white colour of the new LEDs is also substantially more
comfortable for the human eye due to its composition. Another advantage is
that it makes yellow and red warning symbols and lights stand out more.
Lastly it gives the interior a higher-quality appearance and creates a more
pleasant ambiance.
Interior light
The interior lights and footwell lights are supplied with negative potential.
This takes the form of a PWM (pulse width-modulated) signal which is altered
accordingly with a parameterised dimming time.
Orientation light
The LEDs in the interior light and in the footwell lights are supplied with positive
potential. This also takes the form of a PWM (pulse width-modulated) signal
which is altered accordingly with a parameterised dimming time.
A – Light
B – Orientation LEDs
1 – Luggage compartment
2 – Glove compartment
3 – Footwell
4 – Make-up mirror
5 – Reading light, interior light,

LED in mirror base plate
6 – Interior door control

7 – Door safety lighting FF
8 – Engine compartment

Safety and exit lighting #

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The addition of automatic coming home lighting to the exit lighting represents
yet another major increase in convenience. Automatic coming home lighting is
preselected via the light switch. When the door is opened or the vehicle is
unlocked using remote control, the front fog lights, tail lights and licence plate
lights come on for 30 seconds to illuminate the surroundings. In vehicles with
the Sport Chrono Package Plus, the duration for which the lights stay on can be
changed in the “Individual Setting/Light” menu option.
The sun-position sensor in the automatic climate control system monitors the
ambient brightness to prevent the lights being switched on unnecessarily.
Bulbs rated at 12V, 10W are used for the safety and exit lighting. These bulbs
are activated by the respective door control units.
Power-saving cut-off
The interior lights are supplied centrally with positive potential via terminal 30G.
In order to prevent interior lights which are left on permanently from draining the
battery, terminal 30G is switched off when the CAN signal “load switch-off” is
active. This CAN signal is generated centrally in the driver authorisation
controller (PAS – Porsche Access System).
A – Interior light (dimmable)
B – Orientation light (dimmable)
C – Elec. system control unit
1 – Interior light
2 – Footwell light
3 – Glove compartment light
4 – Make-up mirrors
5 – Luggage compartment lights
6 – Orientation LEDs

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92 Front wiper system
The front wiper system features two wiping speeds and an interval setting. They
are controlled by means three positions of the right-hand steering column stalk.
The individual wiping intervals are set via a potentiometer in the steering column
stalk.
A rain sensor integrated in the foot of the interior mirror is available as an

option. When it rains, the wiping speed is automatically and continuously
selected to suit the conditions. In vehicles with rain sensor, the sensitivity of
the rain sensor is adjusted via the potentiometer in the steering column stalk.
Having the wiper controlled via the vehicle electrical system control unit means
that additional information is available for automatic regulation of the wiping
speed and for error diagnosis. For example, the control unit can tell from data
transmitted by the sun-position sensor in the automatic climate control system
that it is night and can then regulate the wiper mode more sensitively if the rain
sensor is activated. The wiping speed for the wipe/wash function is also
variably controlled. The wiper function is automatically set to level 2 at speeds
above 110 km/h to provide the driver with a clear view as quickly as possible.
Operation of the wiper motor
The front wiper system is supplied with the necessary voltage from the vehicle
electrical system control unit, via a short circuit-proof output module and a
reverse voltage protection and change-over relay. The wiper/washing functions
of the stalk control are read in in the steering column module and converted
here into CAN signals which are subsequently evaluated in the vehicle electrical
system control unit. Power supply to the wiper motor is interrupted immediately
when “ignition off” state applies. When the ignition is switched on again, the
wiper is moved into its end position, provided that the wiper functions
(intermittent, wiper 1, wiper 2) are off.
The wiper motor is permanently connected to ground and is supplied with

positive potential in its respective switching positions. After deactivation of
the respective switching positions and in intermittent mode the wiper motor
continues to be supplied with positive potential until it reaches its home
position. A load-switched ground signal is sent to the level 1 terminal
immediately after cut-off of the positive potential. The wiper motor thus
operates as a generator in short-circuit operating mode and is decelerated.

Home position is scanned by a disk cam integrated in the wiper motor. #
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If home position is not detected within the time tEND as a result of a malfunction,
the control system will switch to direct operating mode. Operation of the wiper
can then only be continued in positions 1 and 2, whereby the wiper is shut
down by means of the wiper switch without returning to its home position.
Technical data on the wiper motor
Wiper level 1 2
Operating current 4.5 A 7.0 A
Starting current 26.0 A 32.0 A
Inhibit current 34.0 A 38.0 A
Operating speed
40 rpm 65 rpm
A – Steering column switch

module
B – Vehicle electrical system

control unit
C – Air conditioning control

module
D – Gateway controller
E – PSM control unit
F – Gateway - PCM
1 – CAN Comfort
2 – CAN drive
3 – CAN display
FF

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Rear wiper system (optional)
A flat aerodynamic wiper blade is being used for the first time for the rear wiper
of the 911 Carrera S. The low height of this new rear wiper blade and its
connection via a specially shaped wiper arm mean that the rear wiper now
offers the wind a smaller frontal area. The wiper arm is now mounted directly
on the rear window rather than on the wind trim, which enables it to blend in
more seamlessly with the lines of the vehicle.
The rear wiper is activated by pressing the upper right steering column stalk.
Interval wiping commences when the lever is engaged. Like the front wiper
system, the rear wiper is also connected to the vehicle network via the rear
control unit. It is automatically switched off at speeds above 200 km/h (real
speed). The main reason for this is that the rear window does not get wet at
these speeds and the rear wiper would be wiping a dry surface. It is also to
prevent the aerodynamics of the vehicle being unnecessarily influenced by the
wiping operation. On the speed dropping below the cut-off speed once again,
the rear wiper is reactivated only on reaching a constant speed 5 km/h below
the threshold, i.e. at 195 km/h (real speed).
A – Steering column switch module
B – Rear control unit
1 – CAN Comfort
2 – Terminal 15
3 – Ground

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9025 Instrument cluster #

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The instrument layout in the 911 Carrera was reworked during the redesign of 1 – Engine oil temperature display
the interior and all of the instruments, like the rest of the interior, are now 2 – Analogue speedometer
illuminated with white light. The five individual instruments are now spaced
3 – Tyre pressure warning light
further apart in the new instrument cluster. This enlarges the display area and
4 – Direction indicator, left
thus improves readability. The dials in the S model are aluminium-coloured while
the dials in the basic model are finished in black. There are permanent 5 – Rev counter
indicators for total mileage, trip mileage, time, exterior temperature and, 6 – High beam indicator lamp
centred underneath the rev counter, current speed. 7 – Direction indicator, right
The voltmeter has been replaced by the oil temperature indicator in the left-hand 8 – ABS warning light
round instrument. The warning lights, which were previously located underneath
9 – Cooling system temperature
the round instruments, have been incorporated into the dials so that they are
gauge and warning light
more directly in the driver’s field of vision. The dot matrix display is still
10 – Fuel level gauge and warning
integrated in the centre round instrument underneath the rev counter and now
light
displays additional functions such as the tyre pressure monitoring menu or the
stopwatch from the optional Sport Chrono Plus package. 11 – Engine oil pressure gauge
12 – Adjustment button for instrument

illumination and trip counter
13 – Odometer and daily trip mileage

display
14 – Cruise control indicator light
15 – Light sensor for instrument

illumination
16 – Airbag warning light
17 – Emission control warning light

(Check Engine)
18 – Central warning light
19 – On-board computer display
20 – Porsche Stability Management

(PSM) multifunctional light
FF
21 – Brake warning light

22 – Seat belt warning light

23 – Tiptronic indicator
24 – Clock and outside temperature
display
25 – Clock adjustment button

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When the ignition is switched on, the warning lights light up for a lamp check.
Warnings which have appeared are

The instrument cluster employs the following output elements to display
stored in the corresponding control
information:
unit memory.
Analogue instruments
• Speedometer
• Rev counter
• Coolant temperature, fuel level
• Engine oil pressure
• Oil temperature
Digital indicators
• Selector lever position and gear indicator
• Trip counter and total mileage indicator
• Time, outside temperature
• Speed
• Range, average fuel consumption, average speed, boost pressure
• Oil level
• Menu displays for radio, telephone, navigation, vehicle check
• Alarm indications
Inputs and input data
The instrument cluster evaluates the following input data:
• Clock adjusting knob, dimming adjusting knob
• Oil level, fuel level sensor
• Parking aid sound, brake lining, clutch switch, selector lever position,
washer fluid level, central locking
• Wake-up line

The following input data are received from the CAN bus: #
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Description Radio station
Movements on the steering column switch, multi-function steering wheel Steering column switch module
Wheel speed, direction indicator pilot light, distance pulse counter, PSM PSM control unit
info light, ABS warning lamp
Key contact, remote control key, warning texts Driving authorisation control unit (PAS)
Outside temperature, direction indicator statuses, high beam statuses, Front-end control unit
parking light statuses, dipped beam statuses, fog light statuses, side
marker light statuses, fault - automatic headlight beam adjustment, fault -
wiper, fault - rain sensor, front lid status, activation of instrument
illumination

7YVNYHTTPLY\UN
Rear lid open, rear spoiler pilot light, window opening, door open, Rear control unit
automatic coming home lighting check-back

Engine speed, target or actual gear, selector lever position Transmission control unit
Transmission emergency mode, driving speed regulator, engine Motronic control unit
temperature, country code
Sun intensity Air conditioning control panel (control unit)
Belt warning Airbag control unit
Specified installation list Gateway controller
GPS time PCM
Tyre warnings, tyre pressure, recommended maximum speed, differential RDK control module
pressure
Outputs and output data
The instrument cluster has the following PWM outputs:

• Dimming LEDs

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The following data are output on the CAN bus:
Description Description
Stationary period Air conditioning control panel, RDK

control module, Motronic control unit
Fuel level Motronic control unit
Outside temperature displayed, average fuel PCM
consumption, remaining range, displayed average

speed, trip counter, time, total mileage, brake fluid,
brake force distribution, engine diagnosis,
engine/coolant temperature
Refuelling warning, required tyre pressure RDK control module
Maintenance computer
The 911 Carrera S incorporates a maintenance computer which indicates the

due time for servicing on the on-board computer of the instrument cluster on a
time and mileage basis.
9031 Oil pressure gauge

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Presentation of the system
Oil pressure sender with Analogue and digital input Output to the instrument Information for driver
warning contact switch: on the Motronic cluster via the CAN-bus
Break contact
No signals used in
Motronic FF

9018 Oil temperature/oil level indicator #

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Oil level measurement is initiated via terminal 15 or manual selection via the
“OIL” menu in the instrument cluster.

If no oil temperature signal is supplied,

the oil level will NOT be measured.

FF
The instrument cluster reads out and displays the oil level.

F F
Enabling a measurement after unintentionally starting the engine
• Following terminal 15 on, automatic measurement is carried out and the

measured value is stored, subject to compliance with all the necessary
conditions.
The oil level is automatically measured
• If no wheel speeds are detected, the engine is switched off within 20 s of during refuelling. When the ignition is
starting the engine (terminal 15 off) and a “normal” measurement operation
is started via terminal 15 within a further 20 s, the previously measured switched on, the engine oil level is
value will be displayed (after the minimum measuring time of 6 s has shown on the segment display.
elapsed).
• If one of these times is exceeded, the stored measurement will be

discarded and a corresponding time will be indicated, e.g. 59:59 min.

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Presentation of the system
Oil level transducer

with temperature
sensor
Oil temperature Output to the instrument
Analogue input on the Motronic cluster via the CAN-bus
Signals used in the Motronic:

– Idling control
– Valve lift control Oil level
– camshaft control Analogue input on
– Diagnosis plausibility instrument cluster
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2778 Cruise control
Cruise control serves to keep the speed of the vehicle constant irrespective of
road resistance without requiring the driver to operate the accelerator pedal.
The Motronic system implements the speed set by the driver by adjusting the
throttle accordingly. The throttle can thus be adjusted independently of the
accelerator position in cruise control mode. Cruise control is active in the speed
range from approx. 30 km/h to approx. 240 km/h. Cruise control can be used
in all gears.
FF
Cruise control is operated by means of a lever on the stalk control. Apart from
A – Cruise control readiness off/on maintaining the current speed (cruising), cruise control also enables a stored
target speed to be approached (Resume function), acceleration and
1 – Accelerate and save
deceleration, increase or reduction of the set speed in small steps (tap up
2 – Decelerate
and tap down) and selection of the current vehicle speed as the set speed
3 – Interrupt (OFF) (Set function).
4 – Resume

The speed can be changed in constant steps via the steering column stalk while #
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cruise control is active:
• Per pulse from the control lever as a result of pressing briefly forward
+ 2 km/h (USA +1 mph)
A maximum of ten one-touch
• Per pulse from the control lever as a result of pulling briefly
operations as described above
– 2 km/h (USA – 1 mph)
can be carried out in succession.
Particularly when driving downhill, the vehicle speed can differ from the stored
set cruise speed. To enable more effective compliance with the set speed,
vehicles fitted with Tiptronic are able to improve the braking effect by initiating a
maximum of two downshifts. Downshifting by a maximum of two gears is also
effected when only minimum deceleration is attainable by pulling and holding
the lever in the direction of the driver when driving downhill, for example.
A maximum of two downshifts may also be performed when more than three
tap down operations are carried out by the driver and the resultant deceleration
is inadequate.
94 Combined steering column module/multi-function

steering wheel
The combined steering column module reads in the button and switch signals
generated by module levers and outputs this on the Comfort CAN.
Lever functions
Wiper
• Intermittent
• Wiping 1
• Wiping 2
• Headlight cleaning
• Rear wiper
• Washing

• Potentiometer for intermittent mode
• Wash before wipe

FF
Indicator lights On-board computer Cruise control
• Direction indicator light, left • Scroll down • On/off
• Direction indicator, right • Scroll up • Adopt
• High beam • Set • Decelerate
• Headlight flasher • Reset • Accelerate

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Multi-function steering wheel (optional)
The multi-function steering wheel is based on the basic steering wheel. Unlike
the basic steering wheel, however, it has four function buttons and two function
rollers evenly divided between the left-hand and right-hand spokes.
These controls allow the driver to operate essential audio, telephone and
navigation functions without having to take their hands off the wheel.
This means less distraction and better concentration on what is happening
on the road.
FF
The black function buttons are embedded in bezels painted with an aluminium-
look finish. This clearly emphasises the controls, both visually and functionally.
They are also ergonomically arranged to ensure the driver can easily operate
them using their left or right thumb.
The steering wheel electronics system comprises two switch modules, a multi-
function control unit, an airbag module and a horn contact. The signals from the
Tiptronic rocker switches and the buttons are fed into the multi-function control
unit in voltage-encoded form.
In the multi-function control unit the individual signals are combined into a
protocol and relayed serially via single-core cable, volute springs to the
combined steering column module, where they are processed for CAN
transmission.
Diagnosis
Diagnosis is carried out with the PIWIS tester under menu option “Steering
wheel electronics”.

Functions Effects
Multi-function steering wheel All functions deactivated, including lighting On-board
computer Deactivated
Cruise control Deactivated

Positions of the controls #

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1 – Tailgate release
2 – Front lid release
3 – Left window lifter
4 – Right window lifter
5 – Mirror adjustment switch
6 – Light switch
7 – Ignition lock
8 – Direction indicator/high beam
9 – Interior sensor
10 – Wiper, wipe interval, headlight

cleaning
11 – Hazard warning light switch
12 – Lock/unlock button
13 – Sliding roof

14 – Switch module – seat heating,
FF
defrost, etc.
15 – Switch module – PSM, Sport etc.
16 – Air conditioning display

91 ParkAssist (option)
17 – Cruise control
The 911 Carrera S uses the smallest parking sensors on the market at the 18 – On-board computer
moment. They are inserted from the back into a bracket attached to the rear 19 – Seat memory
apron and clipped into place. This further improves the homogeneous
appearance of the rear apron.
ParkAssist acts as a safety function for the rear of the vehicle only. 4 ultrasonic
sensors in the rear bumper monitor the area behind the vehicle for obstacles.
The system emits acoustic warnings via a tone generator in the instrument
cluster and cannot be deactivated. ParkAssist is activated when the ignition is
on and reverse gear is engaged. A brief signal tone is sounded for 0.5 s
(1,200 Hz) upon activation.
When the vehicle approaches an obstacle, an intermittent tone (1 kHz) is

emitted from a distance of approx. 150 cm. The pulse and interval of this
tone become increasingly shorter as the distance to the obstacle decreases,
until the stop warning is sounded in the form of a continuous tone (1 kHz) of
unlimited duration at a distance of approx. 30 cm.

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In the event of an error, a continuous tone sounds at 60 Hz for 3 sec.
The system can be diagnosed via the K-line and is not CAN-capable.
Integrated Home Link garage door opener (option)
An integrated garage door opener is being offered for the first time for the
911 Carrera S. The integrated garage door opener replaces up to three hand-
held transmitters with a system that is permanently installed in the vehicle and
operated from the vehicle interior. It can be programmed to the frequencies of
most normal hand-held transmitters used to actuate garage door and gate
systems. It can also be used to control lighting and alarm systems once these
are equipped with the appropriate radio receivers.
Two control units manage the entire system. The vehicle electrical system
control unit reads in the three control buttons and the status LEDs and, as
the master control unit, integrates the system in the vehicle network.
The advantage of integration in the vehicle network is that it enables direct
activation of the acknowledgement display for successful/unsuccessful learning
and straightforward error diagnosis that can be performed using the PIWIS
tester.
The control unit of the integrated garage door opener is accommodated in the
front end in the vicinity of the luggage compartment lock. It includes the radio
module and controls the coding for the different country variants on the basis of
the information provided by the vehicle electrical system control unit.
A – Learning position

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Fixed code programming #

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1. Press the two outer buttons (button 1 and 3) of the keypad and hold for
approx. 20 seconds until the indicator lamp begins to flash rapidly.
Then release both buttons. This deletes the factory-set codes and all
previously programmed transmitter channels. This operation does not
require to be repeated for the other programming buttons.
2. Press the Home Link button which is to be programmed until the LED
begins to flash slowly. Then release the button. The control unit of the
garage door opener will now remain in learning mode for 5 minutes.
3. Then hold the original transmitter in front of the vehicle, approx. 0-30 cm
from the radio module (see learning position). Depending on the original
system concerned, it may be necessary to carry out several attempts at
different distances. Each attempted learning position should be maintained
for at least 15 to a maximum of 45 seconds before trying out another
position.
4. Successful completion of the learning process is indicated by three flashes

of the fog lights, signalling the end of the learning procedure.
5. The fog lights will light up once if the five-minute period for learning mode
is exceeded.
Repeat steps 2 to 4 to programme other buttons.
Alternating code programming
Check whether the garage or gate drive (or another system) is equipped with an
alternating code system. The following must be noted in this connection:
1. Refer to the instruction manual for the garage door drive.
2. The hand-held transmitter appears to have completed the learning process

correctly, but does not activate the garage door.
3. Press and hold the Home Link button which has been programmed with the
original transmitter. In the case of an alternating code system, the Home
Link LED will flash rapidly for 2 seconds and then remain constantly lit for
3 seconds. This pattern is repeated for a maximum of 20 seconds.
4. If the integrated garage door opener has been programmed with an

alternating code system, after programming it must be synchronised with
this system before it will work properly.

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Alternating code synchronisation
The vehicle must be within radio range of the garage door drive, with
ignition on.
1. Locate the setting button of the garage door drive. The precise location
and colour of the button may vary according to manufacturer (see
operating instructions for the garage door drive: “Teaching additional
hand-held transmitters”).
2. Press the setting button of the garage door drive (note: after step 2,
step 3 must normally be started within 30 seconds).
3. Press and release the previously programmed Home Link button. It may be
necessary to press the programmed Home Link button several times in
order to end the synchronisation process. This is dependent on the type of
garage door system and must be ascertained by referring to the operating
instructions for the garage door drive.
Home Link should now have learnt the complete alternating code system and it
should be possible to operate the garage door drive via Home Link.
Deleting channels
Individual channels can only be reprogrammed individually, they cannot be

deleted individually. The three programmed channels can be jointly deleted
It is recommended to erase the as follows: Press the 2 outermost buttons (button 1 and 3) on the keypad
programming of the Home Link simultaneously and hold for 20 seconds until the indicator lamp begins to flash
system before selling the vehicle. rapidly. Then release both buttons within 10 seconds. The Home Link channels
are now deleted.
Reprogramming an individual channel
In order to programme a different remote-controlled system on a currently

assigned Home Link button, proceed as follows. The existing programming for
this button will be lost as a result.
1. Press the button to be programmed. The indicator light will either flash
rapidly for 2 seconds and then light up in continuous mode for 3 seconds
(alternating code system), or it will light up in continuous mode from the
outset. After 20 seconds the LED will begin to flash slowly. Then release
the button. The garage door opener system will now remain in learning
mode for 5 minutes.

2. Continue the procedure as described above (fixed code #

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programming/alternating code programming).
The previous programming will then be deleted and the newly programmed
device can be operated.
A list of all Home Link-compatible hand-held transmitters is available from the

following fax-back number/internet address:
• +49 (0) 6838 907 283 3333
• www.homelink.com
Further information is also available from the free Home Link hotline on
0) 0800 0466 354 65.
Home Link is a registered trademark of Johnson Controls.
Seat memory (optional)
FF
In conjunction with an electrically adjustable seat, the seat memory

(programmable seat adjustment) enables individual setting of the seat position
and the two door mirrors. The ideal settings can be stored and subsequently
retrieved via the station preset buttons. 10 individual positions can be stored and
called up via 2 person buttons and 8 remote control keys.

#
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The following seat motors can be actuated:
• Longitudinal adjustment
• Backrest adjustment
• Top lumbar support
• Bottom lumbar support
• Seat height, front
• Seat height, rear
Diagnosis
Diagnosis is carried out with the PIWIS tester.

Functions Effects
Seat memory Full range of functions available when “terminal 15

ON” or “Door open” (seat adjustments). It is not
possible to store or call up memories.
91 Audio and communications
Basic equipment, Porsche Communication Management (PCM) including

Sound Package Plus
Porsche Communication Management (PCM) is standard in the 911 Carrera S.

It has been given a facelift to fit in with the overall design of the new interior and
features white LED lighting with one-touch buttons. The navigation system is no
FF longer available as an additional module in the PCM and has been removed from
its location. As a result of removal of the two modules, it is possible to design the
PCM CD drive purely as an audio CD drive.
See also Optional navigation. This means that the driver no longer has to make the tedious switch between
audio and navigation CDs.

Various functions of PCM are supported by the new, optional multi-function #
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steering wheel. Among other things, this multi-function steering wheel has a
screen key that can be assigned different PCM functions. These functions are
programmed in the Set menu of PCM.
Also standard in the new 911 Carrera S is Porsche Sound Package Plus. With
its 9 loudspeakers and external analogue amplifier, it offers a superior sound
experience and plentiful sound reserves for all driving conditions. This is further

reinforced by considerably larger loudspeaker grilles.
F F
The following loudspeakers are used:
Speaker
• Switch panel: 2x 19 mm high-frequency loudspeakers

1x 70 mm mid-frequency loudspeakers
• Door: 2x 100 mm mid-frequency loudspeakers

2x 200 mm low-frequency speakers
• Rear: 2x 100 mm mid-range loudspeakers
The loudspeakers are powered by a 4x25 watt amplifier integrated in PCM as

well as an external analogue amplifier accommodated in the luggage
compartment. The external amplifier supplies the power for the low-frequency
loudspeakers (2 x 70 watts) and the mid-frequency loudspeakers in the
dashboard (40 watts). Filter stages in the analogue amplifiers match the audio
characteristics to the special interior acoustics of the 911 Carrera S.
The following sound settings must be made in the sound menu of the PCM:
• Adjustment of the sound using base and treble setting
• Adjustment of the sound focus using fader and balance
• The Loudness function serves to boost base and treble at low volumes.
This enables a well-rounded sound even at background volume.
• The GAL function incorporates a speed-adapted volume control facility.

Precision setting of this facility from 1 to 7 is possible in the Sound Set
menu.

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9160 CD autochanger (option)
The CDC-4 CD autochanger module has been adopted from the predecessor
model.
The 911 Carrera S is fitted with a CD autochanger preparation comprising a

prelaid fibre-optic cable (MOST) and a cable for the power supply in the luggage
compartment as standard, so that a CD autochanger can be easily retrofitted.
9112 Navigation (option)
The navigation module has also been thoroughly revised in the course of
development of the new PCM. The new navigation module includes a DVD
navigation drive in the luggage compartment. As it is now possible to
incorporate all the necessary data on one DVD, DVD navigation now enables
navigation guidance throughout an entire continent for the first time (e.g.
western Europe or USA/Canada). The high storage density of the DVD means
that the full digitisation depth of the underlying map can now be accessed.
The DVD drive has much faster data access times than the CD drive. This
allows for faster identification of navigation routes and faster map refresh rates.
Furthermore the digital map has considerably more zoom levels for greater
magnification of the map material.
A – Brake booster
FF

91 Integrated aerial system #

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Aerial diversity
Like its predecessor, the 911 Carrera S features aerial diversity as standard
(in conjunction with PCM). The aerials are incorporated into the windscreen and
ensure excellent reception.
The system switches over to another aerial if the signal for one aerial is The system is not designed to receive
inadequate or there is too much interference. One of the aerials is defined as AM since the switchover of the aerials
the main aerial and is directly controlled. When tuned to FM (VHF), the radio would result in audible interference.
supplies a so-called ZF signal to the aerial diversity control unit.
The control unit determines the signal quality from this signal. In case of low
signal quality, alternative aerials (3 in all) are activated in succession until the
signal from one aerial is assessed as “good”.
Telephone aerial
The telephone aerial is designed for GSM 900/1,800 MHz. It also supports the
US telephone networks AMPS and PCS 1900.
The aerial is located under the cowl frame cover (front right of luggage FF
compartment in front of the front windscreen). The aerials on RHD and LHD
vehicles are identical in terms of electrics but represent mirror-images of each
other in terms of their mechanical configuration.
The aerial and its terminals are corrosion- and water-proof.
The terminal impedance is 50 ohm.
9190 Telephone module (optional)
The handsfree system of the telephone module has been matched to the
interior of the 911 Carrera S and the speech quality further improved.
The microphone has been moved from the instrument cluster to the steering
column, thereby focusing the directional characteristic more on the driver.
The console for the passive receiver (option) has been redesigned and directed
more towards the driver’s seat for more convenient operation.
FF

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Bose Surround Sound system (option)
The completely re-engineered digital Bose Surround Sound system writes

another page in the living history of Bose sound systems in Porsche vehicles.
This confirms the position of Porsche and Bose as leaders in their respective
industries. This is the first time that a Surround Sound system has been offered
in a 911 Carrera S. Thirteen loudspeakers and a 7-channel digital amplifier
integrated in the digital MOST bus ensure a sound experience never before
experienced in the sports car segment.
The Bose Surround Sound system incorporates the following components:
Speaker
• Switch panel: 2x 25 mm 25 mm neodym high-frequency

loudspeakers (“soft-dome spherical cap”)
1x 70 mm neodym mid-frequency loudspeakers
• Door: 2x 80 mm neodym mid-frequency loudspeakers

2x 200 mm neodym low-frequency loudspeakers
• Rear: 2x 25 mm 25 mm neodym high-frequency

loudspeakers (“soft-dome spherical cap”)
2x 80 mm neodym mid-frequency loudspeakers
• Rear shelf: 1x Active subwoofer with 2x 130 mm

low-frequency loudspeakers (bass reflex
system)
FF

Audio electronics #

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• 7-channel MOST digital amplifier with 5x25 watt linear amplifiers and
1x100 watt switching amplifier.
• Additionally 1x100 watt switching amplifier integrated in the active

subwoofer.
• External microphone (housed in the steering column cover) for detecting

background noise in the passenger compartment
Signal processing
• Centre fill and surround stage
• Centerpoint signal processing technology
• Active electronic equalisation
• Dynamic loudness function
• Bose AudioPilot
Functionality
The following settings must be made in the sound menu of the PCM:
• Adjustment of the sound using base and treble setting
• Adjustment of the sound focus using fader and balance
• Activation of AudioPilot
• Activation of Surround Sound (Bose Centerpoint technology)
Centre fill and surround stage
The additional centre fill loudspeaker in the centre of the dashboard is activated
using data from the left- and right-hand channel via a special signal processing
system (surround stage). This ensures an optimum and balanced sound for all
passengers.
Centerpoint signal processing technology
The Centerpoint system is a surround decoder specially developed for the

limited auditory environment in vehicles. The algorithm used by this proprietary
Bose technology delivers an exclusive sound experience with exhilarating
Surround Sound pleasure. The technology also converts conventional audio
sources such as CDs, or even stereo recordings, into five separate audio
channels.

#
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Active electronic equalisation
In order to achieve a high-fidelity sound experience, Bose active electronic

equalisation exactly adapts acoustic reproduction to the specific acoustics
of the vehicle interior. The reproduction of all frequencies is adapted so as
to ensure that all passengers enjoy the same superior sound quality,
regardless of where they are sitting.
Dynamic loudness function
The dynamic loudness function enables the bass tones to be amplified at low
volume levels. This compensates for the reduced sensitivity of the human sense
of hearing in the bass range. This process functions much more precisely than
conventional loudness control systems. The base tones are amplified in such a
way that there is no audible change.
Bose AudioPilot
The AudioPilot automatically controls the sound and volume as a function of

background noises in the passenger compartment such as wind, tyre noise and
conversation. This functionality ensures a constant acoustic impact in all driving
conditions, which means that the driver does not have to continuously re-adjust
the sound. The background noises are recorded by a special microphone in the
steering column cover and processed. A considerable improvement in
comparison with the system in the previous model has been achieved through
the use of additional information (speed, etc.) in the control algorithm. As a
result, the volume control is now much more robust and almost all unwanted
fluctuations in volume have been eliminated.
Surround Sound (Bose Centerpoint technology)
Bose Automotive Surround Sound can be switched on at the touch of a button.

This system uses additional independent audio channels in the front and rear
of the vehicle to produce a lifelike and high-fidelity 360° sound experience.
The BOSE-patented signal processing system increases the stereo sound of
stereo recordings. This results in a much more refined sound experience.
The intensity of the surround effect can be precisely set in the Sound-Set menu
(from 12 to +9).

90 Sport Chrono Plus package with performance display, #

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individual memory and stopwatch (option)
The engine, transmission and chassis functions of the Sport Chrono package are
intended to enable faster lap times (e.g. on the Northern Loop of the
Nürburgring) and to provide the driver with an even sportier feel behind the
wheel.
The Sport Chrono Plus package incorporates the following functions:
1. Stopwatch
2. Sport button/Sport mode

For intervention in functions of Motronic, transmission control system, PSM,
PASM*
* Porsche Advanced Suspension Management
3. PCM performance display (only with Sport Chrono Plus package in

conjunction with PCM from MY 05)
4. Individual memory (only with Sport Chrono Plus package in conjunction with
PCM from MY 05)
Stopwatch
• Indicates that the vehicle is equipped with the Sport Chrono package
• Stopwatch hinged for horizontal adjustment, in driver’s and/or front

passenger’s line of vision
• A digital stopwatch in the instrument cluster runs in parallel with the

stopwatch, also indicating intermediate times
• Shows the measured hours, minutes and seconds in analogue form
• Shows the measured seconds, tenths and hundredths of seconds in

digital form
FF

#
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Activation of the stopwatch function in the instrument cluster:
• The stopwatch functions are

accessed by selecting the
CHRONO menu in the main
instrument cluster menu.
F F
• Standby - Start stopwatch by

pressing steering column stalk.
• The analogue stopwatch runs.

The instrument cluster displays
the time in the primary field of
vision. The time can be stopped
by pressing the stalk again.
• A stopped time can be continued

or reset to zero by pressing the
stalk.
• An intermediate time is recorded

by pressing once ...
• ... pressing again within 5 FF

seconds saves the lap time
(for PCM evaluation)

Sport button/Sport mode #

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After pressing the Sport button, Sport mode is indicated by a symbol on the
middle display of the instrument cluster.
Individual functions of the Sport

Chrono Plus package in the areas of
Motronic, transmission control, PSM
FF and PASM are described in detail in
the respective modules.
FF
Operating concept:
PCM performance display
In addition to operation of the stopwatch via the instrument cluster and stalk
control, the PCM can also be used as an additional information system.
This performance display and the stopwatch can be used to record the
fastest lap times or route times and archive them for subsequent analysis.
They also allow the driver to race against a stored fastest reference lap.
In order to use the additional PCM functions, the corresponding software

module is accessed under menu option “Sport display” in the “Trip” main
menu.
FF

#
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Functions
Users can record racing laps and call up the following information on each lap:
H

I

J

L
d

FF
a) how fast their fastest lap was and the current lap time
b) whether they are faster than, equally as fast as or slower than their fastest
lap (orange, yellow green)
c) the number of laps driven
d) what percentage of the current lap they have covered (100 % = full lap)
e) how many more laps can be driven on the remaining fuel

Users can also use these functions for any route (e.g. the drive to work), #
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treating the route concerned as a lap.

Each recording can be stored to enable the data to be viewed again at a later
juncture. The “Evaluation” function is available for this purpose.
FF
Additional sub-functions
• Recording of any route section
• Definition of a reference section
• Display of the fastest lap time
• Display of the current lap time
• Display of completed section in

relation to reference section
• Timing comparison between

reference and current lap by
means of colour information
(orange, yellow, green)
• Display of remaining range in km

and number of laps
• Display of an analysis of the

recorded drive
• Storage of recordings and

reference sections
FF

#
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Recording procedure
Begin drive

FF
The drive can then be

saved or viewed
immediately.
The recording is started on The recording is ended on

starting the stopwatch. stopping the stopwatch.

F F
If no reference is defined beforehand, the first lap will be the new reference lap.

Mode of use for the performance display #

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Definition
The reference is a lap which serves as the benchmark for all remaining laps to
be driven. On the basis of this reference, the system knows how long a lap is
and how fast this lap has been driven.
This means that it is possible to compare the time for the current lap and the
percentage of the lap distance covered so far while driving.
Generating a reference
A lap from any stored race can be extracted from the trip memory as the
“reference lap”. This lap can be stored under a name and is then available in the
reference memory.
Selecting the reference
In the reference memory the user can select from a list of all stored reference
laps. The appurtenant data are then displayed under “Current reference lap” in
the main menu of the sport display.
This reference is adopted as the fastest lap for each “new trip”. The driver thus
drives “against” the reference.
Resetting the reference
The menu option “Reset ref.” is to be found in the main menu of the sport
display. This enables the user to reset the current reference to zero. When no
reference is selected for a new trip, the system defines the first lap as the
reference, so as to enable the times for all subsequent laps to be compared
with one another.
After resetting the reference, the first lap of a new trip is again determined as
the reference.

#
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PCM individual memory

The individual memory allows extended vehicle settings to be made via PCM.
These settings are individually assigned to the respective ignition key. Each time
the key is inserted in the ignition lock, the stored settings are automatically
activated via PCM.
The following settings are available:
• Daytime running lights on/off
• Afterglow time adjustable from 10 s to 120 s
• Rear wiper automatically on/off (this allows the driver to select whether
the rear wiper should execute one wipe cycle when reverse gear is
engaged if a wipe cycle was executed on the windshield within the
preceding 40 seconds)
• Automatic climate control: Save basic setting (e.g. 23 °C, fan set to
maximum output and defrost on)
• Unlocking opens all doors or just the driver’s door
• Autolock: Off, on upon ignition or active after moving off
All settings are accessible via “Set” in the “Individual memory” menu.

Ongoing use of the menus of the

individual memory is only possible

when the ignition is on. They are not
available when the bus is not in
operation.
FF FF

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What changes were made to increase the engine displacement to 3.8 litres?

What changes were made to increase the engine displacement to 3.8 litres?

How does the 3.8L engine address increased torsional vibrations compared to previous engines?

How does the 3.8L engine address increased torsional vibrations compared to previous engines?

Engine of the 911 Carrera M97/01 Contents

General Engine of the 911 Carrera M97/01 1

Torsional vibration damper 3

Oil supply/oil level measurement 6

The most important changes:

• Displacement increased to 3.8 litres

• Incorporation of a vibration balancer

• Optimised cooling system

• Fine tuning of performance-critical components

• Mechanical vacuum pump

• Extended maintenance intervals

• Oil spray collector

• Oil level measurement

D – Engine speed rpm

The most important data at a glance:

Engine capacity 3,824 cm 3

Power output 261 kW (355 bhp)

At engine speed 6,600 rpm

Max torque 400 Nm

At engine speed 4,600 rpm

Compression ratio 11,8 : 1

Cut-off speed 7,300 rpm

Idle speed 670 +/- 40 rpm

1010 Crankcase #

1376 Torsional vibration damper

Timing in retarded setting at 1 mm valve lift and zero play:

Intake opening, large stroke 9° after TDC

Intake closing, large stroke 61° after BDC

Intake opening, small stroke 39° after TDC

Intake closing, small stroke 19° after BDC

Outlet opening 50° before BDC

Outlet closing 4° before TDC

Vacuum pump #

Oil spray collector

2 – Main oil spray collector

The sum total of all the implemented measures resulted in a substantial

In order to reduce the extent of diversification, these modifications have been

2 Fuel and ignition system #

Development goals for the 911 Carrera S:

• Reliable fulfilment of all statutory emission demands Injection valve EV-14 11

Exhaust system/emission control 20

Pre-/main cat. converters 22

Power output 261 kW (355 bhp) at 6,600 rpm

Max torque 400 Nm at 4,600 rpm

Idle speed 670 rpm

Cut-off speed 7,300 rpm

24 Motronic ME 7.8 #

2470 Motronic control module

Development goals for the 911 Carrera:

On-Board Diagnostics system (EOBD - > Europe/RoW) for emission monitoring

Each system is fully compliant with all national legislation.

• Check engine lamp is on – Emission-related fault

• Check engine lamp is flashing – Fault causing damage to catalytic

There will also be an enhancement to the On-Board Diagnostics systems

• More extensive sensor diagnosis

• Larger number of fault paths

1010 Crankcase #

Vacuum pump #

2 Fuel and ignition system #

24 Motronic ME 7.8 #

2 – Electrical plug connection FF