Porsche line-up 1995 (53 KB)
911 RS (56 KB)
Limited racing edition
A true professional
The special "Clubsport" version of the Porsche 911 Carrera RS provides a basis for active racing participation. This vehicle, which can also be supplied registered for road use in some countries, is especially well suited for participation in endurance races such as the Nurburgring 24-hour race. As from now, Porsche is producing and delivering the 100 (left- hand and right-hand drive) units required for homologation in the FIA GT2 class for participation in international events. The Clubsport version is being sold at a price of DM l64,700. For this price, the customer receives a vehicle with certain additional safety equipment needed for racing. Each car has a welded roll cage, a cross brace, special bucket seats on the driver's and passenger`s side with six-point belt systems, a main battery switch and a fire extinguisher.
The aerodynamics of the Clubsport version have also been adapted for racing. In combination with the fixed rear spoiler with adjustable wing, the modified front spoiler ensures high negative lift with low wind resistance. Depending on the racing circuit, the angle of attack of the rear spoiler can be adjusted between zero and 12o. Air intake openings for combustion air and engine compartment ventilation are integrated in the rear spoiler.
The equipment of the Clubsport version is even more Spartan than that of the basic RS. The entire interior is painted in the colour of the bodywork, without any trims or sound deadening material. The double-mass flywheel is not fitted and an airbag is only available as an extra-cost option for the driver`s side. The engine and running gear are identical to those of the basic 911 Carrera RS.
The new Porsche 911 Turbo, to be introduced on international markets in April 1995, will be packed with high technology. Some of the main features are:
The power plant of the new 911 Turbo features excellent power delivery and acceleration behaviour. In addition to meeting the world`s most stringent exhaust emission and noise regulations, the engine has a continuous exhaust emission monitoring system for all relevant components, OBD (on-board diagnosis) II. It is the first twin-turbocharger unit to be fitted with air mass control.
The air-cooled flat-six of the Porsche 911 Turbo is based on the 3.6 litre engine of the 911 Carrera and produces 300 kW (408 HP) at 5,750 rpm with two turbochargers. As a result of the increased power available, performance has again been improved; the new model accelerates to 100 kph in 4.5 seconds and reaches a maximum speed of 290 kph. Early turbocharger action and the overall design of the system already provide considerable power at the crankshaft in the low to medium engine speed range. At 2,500 rpm, the engine already develops 450 Nm, or 83% of the maximum torque figure of 540 Nm, produced at 4,500 rpm.
In the new-generation Turbo power plant, the intake air stream is split and flows to the left and right KKK-K16 turbochargers. The compressed intake air passes through two intercoolers which have been optimized for low pressure losses before the cooled air streams are then joined again and flow through the throttle valve and the low-resistance plastic intake manifold to the cylinder heads.
As the intake air is split into two streams, small turbochargers with low moments of inertia can be used, allowing for a significant improvement in throttle response over a single- turbocharger unit with the same power output.
Porsche controls air flow by means of a bypas valve (boost pressure control valve) integrated in the turbocharger The mass air flow measured by a hot film sensor is compared with the required value stored in a performance curve. Using the Bosch Motronic M5.2 system, air mass control has been implemented on a Biturbo engine for the first time. In order to optimize efficiency and response and to program a power characteristic, air flow must be controlled as a function of a number of variables. The control unit logs throttle valve position, engine speed, boost air temperature, ambient pressure and knock. The wide control range available means that the engine can also be operated on 95 RON instead of 98 RON fuel if necessary.
The exhaust system is split into two subsystems, one for each cylinder bank. After passing through the turbochargers, the exhaust gas flows through two independent metal-carrier catalytic converters. Four oxygen sensors (one upstream and one downstream from each catalytic converter) ensure optimum monitoring and control of the exhaust gas composition by the motor management system. The highly complex design adopted results in minimum pollutant emissions even at full load. Pollutant output is already significantly lower that the limits in force in the EU from 1996 onwards.
A continuous monitoring system for all components affecting exhaust emissions, used for the first time worldwide in the new Porsche 911 Turbo, has a significant contribution to make to environmental protection. The OBD (on-board diagnosis) II system monitors the catalytic converters and oxygen sensors, the functioning of the tank ventilation system with activated carbon filter, the secondary air injection system and the fuel system. It also registers any misfiring. OBD II, already required by law in the USA, calls for extensive development work and an extremely complex motor management system. To date, emission measurements have only been made at two-year intervals in Germany A monitoring system installed in the vehicle can detect any deviation from the specified limit immediately. In addition, an on-board diagnosis system can cover significantly more parameters than the instruments used for the conventional exhaust emissions test.
The 911 Turbo is fitted with a new six-speed gearbox built to take the considerably higher power and torque developed by the new model and to allow for better adaptation of engne speed to road conditions. In addition, double-cone synchromesh on first and second gear perceptibly improves gear-shifting comfort, with the force required reduced by about 40%. A hydraulic assist system has also lowered the force needed for clutch operation by about 25%, and clutch pedal travel is about 15% less than on the previous Turbo. In stop-and-go traffic, these improvements make life much easier for the driver. An accumulator maintains the hydraulic assist level even when the engine has been stopped for some time.
On the Turbo, the advanced lightweight four-wheel-drive system installed also combines effortless handling with a maximum of traction. Power distribution from the rear to the front axle is by means of a viscous clutch with a transaxle shaft to the front axle. In addition, the rear axle is fitted with an asymmetrical mechanical limited-slip differential.
The automatic differential brake (ABD), operating on the rear wheels, recognizes the slip on individual wheels from the output of the ABS sensors. Up to a speed of 70 kph, any wheel which is about to slip is braked to ensure ideal power distribution.
With a total weight of only 50 kg, the complete fourwheel drive system, ensuring optimum traction under all road conditions, is one of the lightest on the market. Above all, it distributes the high power developed by the new 911 Turbo to the wheels in an ideal fashion without any intervention by the driver and warrants high driving stability.
The front axle of the Turbo is based on the design used for the 911 Carrera, with spring struts, control arms and stabilizer. More caster and the negative steering offset improve straight line running and braking stability. The rear axle is based on the new LSA system (Lightweight design, Stability and Agility) of the Porsche 9ll Carrera. The multi-link axle with sound-deadening subframe is sufficiently strong for motorsport use without any modifications.
The sporting Turbo running gear is tuned for driving stability, low pitching and yawing and remarkable long-distance comfort. High lateral forces can be built up by minimal changes in camber, allowing for a maximum lateral acceleration of over 1 g, one of the highest figures obtainable.
In combination with the Porsche four-wheel-drive system, the carefully tuned complex running gear of the new 9ll Turbo makes it a very safe and harmonious vehicle to drive, with extremely high traction. The dynamism and driving pleasure of the 911 Turbo are not impeded in any way. The accurate response of the power-assisted rack-and-pinion steering also contributes to the agile feel of the car
A standard Porsche feature is a braking system designed for extreme loads and fit for racing use. Cooling air supply, the brake system, the wheels, tires and ABS are all designed for exemplary stability. The four-channel ABS 5 system fitted ensures short braking distances even on difficult surfaces. On the rear wheels, 322 mm discs are now fitted instead of the 299 mm units used on the previous model. The electro-hydraulic brake booster now installed makes for even better brake control. Effective cooling for the ventilated, perforated brake discs is provided through openings in the rear of the vehicle and the open styling of the wheels, designed for optimum heat rejection.
The maximum braking power available (from 280 kph, kerb weight plus driver) has been calculated as 1427 kW (1941 HP) almost five times the engine power output of 300 kW (408 HP). It is therefore possible to brake a Turbo from 100 kph to standstill in 2.61 sec. as against the 0-100 kph acceleration time of 4.5 sec.
To make aluminium wheels even lighter, Porsche has developed a new production process allowing the use of hollow spokes. This new technology is being used for the first time in series production for the wheels of the 911 Turbo. A new 18" wheel with a width of 8" is some 2.6 kilograms or 23% lighter than a conventional wheel of the same size. The weight of the ten-inch wide rear wheels has been cut by 2.9 kg or 20%. The total weight of all four wheels has therefore been reduced to 40.8 kg, some eleven kg less than before. In the new process, the wheel rim and spoke assembly are two separate components joined permanently by a special friction welding method. As the two components are produced separately, the width of the rim can be varied almost at will. New 8Jxl8 wheels with 225/40 ZR 18 tires are fitted at the front, with lOJxlB wheels and 285/30 ZR l8 tires on the rear axle.
Dynamic, restrained styling is a characteristic feature of the new 911 Turbo. The front end, with its large air intakes and modified sills integrated in the side parts, 25 mm wider rear wheel housings on both sides and a modified rear with fixed spoiler, clearly distinguish the Turbo from the 9ll Carrera. The roof cover at the top edge of the rear window not only underlines the styling but also serves as a mount for a third brake light in countries where this is required by law.
A significant indication of the quality of the new Turbo bodyshell is the 20% improvement in torsional rigidity over the previous model. The support structure warrants high energy absorption at the front, rear and sides, combined with a very sturdy passenger cell offering optimum protection for its occupants. Fully galvanized body panels, already used by Porsche for almost 20 years, ensure longevity and high crash stability over the long term. The bodywork of the Turbo is based on the 911 Carrera.
911 Turbos delivered to some countries will have the new Litronic dipped-beam headlights as standard equipment. This complex lighting system uses high-performance gas discharge lamps, a lens with diaphragm (as in a slide projector) and a poly-ellipsoid reflector A ballast unit provides the voltage of 10 kV required for lighting the lamp. In continuous operation, the voltage needed is 85 V. Gas discharge lamps use about 30% less current than conventional headlights with halogen lamps.
An exclusive colour combination is reserved for Turbo customers. Elegant arena red metallic paintwork and Rubicon grey leather are no-cost options.
Full leather trim is standard, as are comfort seats with full power adjustment functions. Sports seats especially developed for the Turbo are available as a no-cost option. These seats feature excellent lateral support, reclining, adjustable backrests and power height adjustment. Anthracite seat buckets underline the sporting styling.
Since model year 1991, all Porsches have been equipped with two airbags. The standard features of the new Turbo also include a fully automatic air conditioning system and an automatic cruise control. Effective theft protection is provided by an alarm system including interior monitoring, central locking and an immobilizer, meeting even the most stringent requirements of motor vehicle insurers. The radio fitted, either the standard Bremen RCM 43 with cassette deck or the optional Mnchen RD 104 with CD player, is connected to a high-performance sound package which also provides the basis for the optional DSP (Digital Sound Processing) system.
Technical specifications
Porsche has a long-standing tradition of offering its customers a competitive model for popular motor sport. During the 1994 season, sports drivers booked numerous racing successes with the 911 Carrera RSR/RS 3.8. For the new season, Porsche offers the 911 GT 2, prepared to international GT regulations. The everyday, road version of this new Porsche 911 GT 2 will be delivered, as of April, with a br-turbo engine and performance of 316 kW C430 HP).
The new 911 Turbo with its 3.6 liter, boxer engine and dual exhaust turbochargers serves as technical basis for this Porsche 911 GT 2. Numerous modifications to power plant, bodywork, chassis and accessories, as well as a performance increase of 16 kW (22 HP) in conjunction with a weight reduction of around 200 kilograms, ensure competitiveness of this rear-drive 911 GT 2. These measures result in unusual performance: acceleration from zero to 100 krrŝh in 4.4 seconds and a top speed of 295 kilometers per hour.
Important engine changes include an increase of maximum boost pressure to 0.9 bar, newly adjusted engine management for the Motronic M 5.2 and air intakes at each side of the rear wing to improve airflow. A front oil cooler provides additional, effective engine cooling.
The new, six-speed gearbox is adapted to the rear-axle drive unit of the 911 GT 2. Necessarily longer gear ratios than the 911 Turbo could be achieved through tires of larger rolling circumference. The road version uses a clutch with a noise-reducing, duaknass flywheel called ZMS. When the optional Clubsport package is ordered, ZMS is replaced by a pickup plate with torsional damper, to ensure system integrity under the extremely high loads of racing. The dynamic lockup system consists of Porsche's ABD braking differential, effective up to 70 kilometers per hour, and asymmetric rear-axle lockup. Forty percent lockup is available in traction conditions, 65 percent on overrun. This provides a stabilizing effect when cornering or during load cycles.
A special chassis setup for the 911 GT 2 guarantees maximum possible active driving safety, outstanding prerequisites for competition and complete everyday usability. This car is lowered by twenty millimeters overall, compared to the 911 Turbo. In addition to that, the 911 GT 2 uses new frontaxle kinematics and its support bearings are adjustable. A stiffer subframe and relevant link bearings for the rear axle provide even more precise wheel control. Increased rear-axle camber further increases lateral control when cornering. The front stabilizer provides five positions, the rear three, to permit individual adjustment to surface conditions and tire variations. Light-metal, 9Jx18 wheels for 235/40 ZR 18 tires are mounted in front,11 JxlB for 285/35 ZR 18 tires in the rear. Servo assistance was retained for the steering, but a more direct steering ratio was chosen.
This 911 GT 2 follows fine old Porsche tradition in its highly-effective, race-level braking system. An ABS 5 antHblock unit and electronic-hydraulic, high-pressure brake servo are the key factors in this. Above all, direct fresh-air passages and four-piston, fixed-saddle brakes with large, vented and cross-bored brake discs provide high thermal reliabilitlr. Brake area was enlarged by up to 17 percent, compared to the RS 3.8.
The 911 GT 2 body received additional strengthening and a shock-tower brace. Luggage compartment lid and doors are made of aluminum. The car uses plastic fender flares (32 millimeters in front, 30 in the rear), to accommodate larger wheels. An additional spoiler for the nose unit, as well as fixed rear spoiler with adjustable wing angle, ensure vital downforce for vehicle stability.
To reduce weight, rear and side windows are made of thin glass, window cranks and outside-mirror adjustment are mechanical. The rear seats are removed and extremely light bucket seats fitted in front. Trim panels and soundproofing materials were largely eliminated. Doors carry closing handles and straps to open them. Classic 911 instruments remain unchanged, the three-spoke sporting steering wheel does not carry an air bag. Air bags and air conditioning are options. Drive-away prevention is standard.
This 911 GT 2 can also be delivered by the factory with an optional Clubsport package, permitting road registration in some lands. It includes race-oriented safety equipment such as roll bar, sixpoint seat harness, main battery switch, fire extinguisher and contoured bucket seats. The untrimmed interior is painted in the car color.
The carefully balanced concept of this new Porsche 911 GT 2
offers the exceptional driving
experience of an unusually agile and exclusive road-going
sports car at its best.
Technical specification
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Vehicle description
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911 Turbo (137 KB)