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Porsche 911 Carerra

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Porsche 911 Carrera
The all-new Porsche 911 launches with a pair of coupes that package
innovative technology, more powerful engines, enhanced aerodynamics and
new interiors beneath a familiar and legendary silhouette.

The introduction of the 2005 Porsche 911 Carrera and the 2005 Porsche
911 Carrera S also marks the first time since 1977 that Porsche powers
the 911 with a pair of engines. The 2005 Porsche 911 Carrera is
propelled by a 3.6-liter flat six-cylinder engine with 325 (SAE)
horsepower and 273 pound-feet of torque (370 Newton meters) while the
2005 Porsche 911 Carrera S draws on a 3.8-liter flat six that provides
355 (SAE) horsepower and 295 pound-feet (400 Nm) of torque.


S designates special Porsche models
An “S” designation has a very special meaning at Porsche, signifying a
unique model, not a mere trim upgrade or option package.

The first Porsche to wear an “S” badge was the 1952 356 equipped with
the 1.5-liter “Super” engine. Perhaps the most famous “S” model in the
company’s history was the 911 S launched in 1967, though modern Porsche
enthusiasts might tell you their favorite is the 911 Carrera 4S. In
recent years, Porsche has offered higher-performance models of the
Boxster roadster and Cayenne sport utility vehicle designated as the
Boxster S and Cayenne S.

The larger and more powerful new 3.8-liter engine is only one of several
features that distinguish the 2005 Porsche 911 Carrera S, which also
comes with, as standard equipment, the new Porsche Active Suspension
Management technology, larger brakes with red-painted calipers, larger
wheels, standard Bi-Xenon headlights, a sports steering wheel,
aluminum-look interior trim and a silver-colored rear deck lid logo.


Extensive list of new features
The 2005 Porsche 911 Carrera and 2005 911 Carrera S launch a new
generation of the Porsche 911. While retaining the 911 badge and the
same basic silhouette, the new model succeeds the previous 911, a car
launched as a 1999 model and the first 911 powered by a liquid-cooled
version of Porsche’s highly acclaimed flat-six engine.

The 2005 Porsche 911 Carrera and 2005 Porsche 911 Carrera S may look
similar to the 911s that came before, but they are clearly new models
inside and out.

Among the features unique to the new 911 are a new six-speed manual
transmission, variable-ratio rack-and-pinion steering, Porsche Active
Suspension Management, a Sport Chrono Package Plus that records and
displays lap times, new seating options in a redesigned passenger
compartment and airbags that emerge from the side window sills offering
improved head protection.


Wider track, and a slimmer, more accentuated waistline
With a wider track and slimmer, more accentuated waistline, the new
Porsche 911 has a more powerful and athletic stance. These
characteristics are more than cosmetic changes; the car is more powerful
and has an expanded envelope of dynamic capabilities.

While the wheelbase remains 92.52 inches (2350 mm), overall length
decreased and height increased by less than two-tenths of an inch
compared to the previous 911, the 2005 Porsche 911 Carrera rides on
front and rear tracks that are nearly an inch wider than on the previous
model. The numbers for the new car are 58.5 inches (1486 mm) for the
front track, compared to 57.68 (1465) last year, and 60.39 inches (1534
mm) for the rear track, compared to 59.06 inches (1500 mm). Overall
width of the 2005 Porsche 911 Carrera is nearly 71.2 inches (1808 mm),
almost an inch and half wider than the previous generation.

Wider, lighter suspension

But not only has the track (the width of the car’s contact with the
pavement) been expanded, the suspension itself has been widened, by
nearly 1.2 inches (30 mm) in front and by more than 1.3 inches (34 mm)
in the rear, and has been re-engineered to enhance ride and handling
characteristics.

With both performance and safety in mind, Porsche engineers redeveloped
the front axle subframe, widening the structure and widening the axle
pivot points by 1.18 inches (30 mm). To reduce weight and to improve
airflow to the brakes, new hollow front axle pivot bearings replace
solid components and reinforced and larger diameter wheel mounts are
used. To enhance ride comfort, hydraulic suspension mounts are used,
suppressing high-frequency vibration and minimizing the transmission of
unwanted vibrations to the steering system.

In the rear, the axle has been widened by 1.34 inches (34 mm) and the
multi-arm axle and its aluminum sub frame are made of more rigid
components. However, the subframe also is lighter by approximately 2.2
pounds (1 kg). Porsche engineers also moved the pivot points of the
upper track control arms up by 0.39 inches (10 mm) and moved the pivot
points of the lower arms down by 0.2 inches (5 mm), increasing the
anti-squat effect by 25 percent providing better support of lateral
forces and assuring directional precision in turns.

Also new is a hollow-cast aluminum wheel mount that is 10 percent
lighter but also stiffer than the former solid component.


Anti-roll bar pivot points have been changed to provide more direct
response, reduce body roll in turns and reduce friction, which enhances
the sensitivity of new aluminum springs that are some 70 percent lighter
than conventional steel springs.

Instead of steel and rubber, rear suspension mounts use internal elastic
foam that reduces weight by 45 percent and improves noise and vibration
control.

Enhancing the performance of the 2005 Porsche 911 Carrera suspension
system is a new generation of tires designed to convey higher forces in
both longitudinal and lateral acceleration.


Porsche Active Suspension Management
Standard on the 2005 Porsche 911 Carrera S and optional on the 2005
Porsche 911 Carrera is the new Porsche Active Suspension Management (PASM).
PASM uses active damping to provide two suspension systems in one, one
designed for an athletic yet comfortable ride and the other for
performance driving situations.

By pressing a button on the center console, the driver can switch from
“PASM Normal” to “PASM Sport.” Even in normal mode, the PASM suspension
lowers the car by 0.39 inches (10 mm) compared to the standard 911
Carrera suspension setup. When switched into its sport setting, PASM
activates a firmer damper control map to provide extreme agility and
dynamic control that minimizes body roll.

In testing at Germany’s famous Nürburgring racing circuit, the PASM
Sport setting produced lap times an average of five seconds faster than
with the standard 2005 suspension setup.


There are advantages to PASM even when left in its normal setting,
because it automatically adjusts to changes in driving style, gradually
becoming firmer to respond to greater dynamic forces.

The PASM system combines continuously adjustable shock absorbers, a pair
of accelerometers – one in the front right damper dome, the other in the
left rear -- that determine vertical movements of the car’s body and an
electronic control unit that also has access to steering angle, road
speed, brake pressure and engine torque figures. Together they can
provide optimum damper control for each wheel through the active dampers
that have a similar structure as standard shocks (providing damping with
oil pressure), but that also have a bypass valve that opens and closes
to increase or reduce the oil flow as needed. (Should the system fail,
the bypass valve automatically closes, putting PASM into its hardest
position to assure a safe driving mode.)

Settings for any driving situation
PASM is equipped with five special software modules – lane change,
vertical control, lateral acceleration, brake and load change – to
provide optimum settings for any driving condition.


Lane change module: In response to rapid movements of the steering wheel
in a sudden maneuver, the system instantaneously increases damper forces
on both axles, reducing any tendency toward swaying or rocking.

Vertical control module: In the normal program, damper forces increase
whenever vertical movement of the car’s body exceeds a threshold, for
example, when driving on a bumpy surface. This prevents any risk of the
body starting to rock. However, when in the sport program, the system
reduces the damping effect to maintain wheel contact with a rough
surface, preventing the risk of the car “jumping” around.

Lateral acceleration module: In the normal program, damping varies
through a curve and adjusts with road speed and lateral acceleration.

Brake module: As soon as the driver applies the brakes, PASM firms
damping to reduce body dive, ensuring faster transmission of brake
forces to the road. Then, at a certain point in the braking process, the
system switches to softer damping, with different forces applied in the
front and rear of the car. This ensures better surface contact and
shortens stopping distances, even on rough roads.


Load change module: In all-out acceleration, with the driver lifting off
the accelerator while shifting gears, the control maps are adjusted for
the front and rear axles. In the normal mode, harder damping is used
briefly to prevent too much squad. In the sports mode, a softer damper
response is used to improve traction, for example, on a rough road
surface.

Larger wheels and tires
For the first time in its history, the Porsche 911Carrera rides on
standard 18-inch wheels. The light-alloy rims have a five-spoke design
and are produced through a new flow-forming process. They are eight
inches wide on the front axle and 10 inches wide on the rear. Tires are
Z-rated radials, 235/40 aspect in front and 265/40 in the rear.

The 2005 911 Carrera S comes on standard 19-inch wheels, eight inches
wide in front and 11 inches in the rear. Again, tires are Z-rated
radials, 235/35 aspect in front and 295/30 in the rear.


No spare tire
Because of improved tire technology, and to reduce the weight of a
spare, jack and tools (some 22 pounds or 10 kg), the 2005 Porsche 911
Carrera dispenses with those accessories and replaces them with tire
sealant and electric air compressor, allowing emergency repair of a
small puncture and the ability to drive at speeds of up to 50 mph (80
km/h) without damaging the wheel.

Reinforced brakes on 911 Carrera S
The 2005 Porsche 911 Carrera stops with the sort of certain authority
that characterizes the dynamics of all Porsche vehicles. The new sports
car has 12.52-inch (318 mm) front rotors and 11.77-inch (299 mm) rear
rotors, all cross-drilled and inner-vented with black-colored, monoblock,
four-piston calipers. This is the same hardware found on the 2004
Porsche 911 Carrera, except that the power of the brake servo has been
increased by 17 percent to 4.5:1, reducing the force needed on the pedal
and providing more spontaneous braking response.


Brake cooling also improves for 2005, thanks to the new front axle pivot
mounts and enhanced under-vehicle airflow.

The 2005 Porsche 911 Carrera S has even larger brakes: reinforced
four-piston monoblock red-painted fixed calipers front and rear with
13-inch (330 mm) front and rear discs and larger brake pads.

Porsche Ceramic Composite Brakes
For the first time, Porsche Ceramic Composite Brakes are available on
the 911 Carrera and 911 Carrera S. Previously, they were available only
on special models, such as the Porsche 911 Turbo.


Instead of metal, the 13.78-inch (350 mm) brake discs are a ceramic
composite material that provides high and consistent levels of friction
during application. They also weigh approximately 50 percent less than
metal discs and thus reduce unsprung masses by 34.4 pounds (15.6 kg) per
vehicle.

Ceramic brakes help reduce brake pad abrasion compared to metal brakes
disc because of the extremely hard surface of the ceramic discs and
because ceramic discs cannot corrode and are not affected by elements
such as road salts used in winter months.

For 2005, the Porsche Ceramic Composite Brakes are more rigid, yet
include more interior cooling ducts. Fiber reinforcement on the friction
surface is increased, significantly enhancing resistance to abrasion
under high loads.

New generation of Porsche Stability Management

The introduction of the 2005 Porsche 911 Carrera and 911 Carrera S also
marks a new generation of Porsche Stability Management (PSM).

Launched on the 1999 Porsche 911 Carrera 4, PSM uses data from several
sensors to detect a loss of grip and reduces instability by applying
braking to individual wheels and, if necessary, by reducing engine
torque.

For 2005, PSM benefits from new anti-lock brake sensors that take their
readings not from conventional wheel pulses but from multi-pole seats
fitted directly on the wheel bearings. These improved signals allow more
precise processing and control. Instead of conventional shaft valves,
linear solenoid valves adjust brake pressure with nearly infinite
precision.

To provide pressure more quickly, a new hydraulic pump is used and a
pre-charging pump and its connections are eliminated, reducing system
weight by 25 percent or 6.6 pounds (3 kg).


Another enhancement to PSM for 2005 gives the enthusiast driver more
control over the system. PSM can be turned off through a switch on the
dashboard. In the past, PSM automatically reactivated when the brake
pedal was depressed, but for 2005 the system reactivates only when the
pedal is pushed hard enough to exceed the ABS control threshold on at
least one front wheel. This change allows the enthusiast driver more
dynamic freedom, including slight use of the brakes in curves.

New variable-ratio steering
For the first time, the 911 comes with standard variable-ratio steering
that enhances the car’s agility on winding roads while retaining
exceptional stability at higher speeds.

When the steering wheel is turned within 30 degrees of its centered
position, the steering ratio remains similar to that on the previous
generation 911. This assures a smooth and calm driving experience, even
on rough surfaces on which a driver might have a tendency to steer too
much.


However, when the steering wheel angle exceeds 30 degrees from center
the steering ratio become more direct, reducing the lock-to-lock ratio
from its usual 2.98 to only 2.62. This gives the driver better control
both on fast, winding roads and in slow-speed parking maneuvers.

In addition to the new variable ratio technology, the 2005 Porsche 911
Carrera models have steering columns that tilt and telescope to better
fit each driver. The wheel can be adjusted by 1.57 inches (40 mm) both
in height and reach. The steering system also includes a new electric
steering wheel lock integrated into the car’s anti-theft immobilizer
system.

Improved aerodynamics

In addition to enhanced suspension and steering systems, the redesigned
body and its improved aerodynamics expand the dynamic capabilities of
the 2005 Porsche 911 Carrera.


Another example of the 911’s design evolution is a new, oval-shaped
headlamp set into an arching front fender with separate turn indicator
and fog lamps set horizontally into the curving edges of the front
bumper above redesigned air inlets.

New double-arm side mirrors and an aerodynamically optimized rear
spoiler contribute to aerodynamic improvements that drop the coefficient
of drag to 0.28 for the 2005 911 Carrera and to 0.29 for the 2005 911
Carrera S (compared to 0.30 for the 2004 Porsche 911 Carrera).

Mirror images enhance airflow
The mirrors, similar in design to those on the Porsche 911 Carrera GT
supercar, guide air along the side of the car toward the rear spoiler.
This reduces turbulence that might otherwise result in wind noise inside
the vehicle’s cabin. At the same time, the mirror design helps keep dirt
and moisture off the side windows. The mirror casing and double-arm
design increases downforce on the front axle and, by channeling air
toward the rear spoiler, increases positive forces on the rear axle as
well.


Less lift, better grip
Also improved are the coefficient of lift numbers, to 0.05 in front and
to 0.02 at the rear. The flow of air used to provide engine cooling also
improves by some 20 percent. Air leaving the front radiator flows
sideways into the wheel arch rather than downward in front of the
wheels. This reduces losses in the airflow ducts and minimizes lift
effects on the front axle.

Grip also improves because smoothing the surfaces and enhancing the
design of transitional areas beneath the front of the cars create a
low-pressure area that increases downforces on the front axle.

Rear spoiler: Up at 75, down at 50

The rear spoiler deploys (moves up and into position) at 75 mph (120
km/h) to enhance vehicle stability at higher speeds. Because aerodynamic
forces are less significant at low speeds, the spoiler moves down again
when speed drops to less than 50 mph (80 km/h).

Better aerodynamic cooling effects
Special ram-air flaps around the engine fan also boost cooling airflow
without having to enlarge the air scoop openings. At low speeds, the
flaps remain closed and air is drawn only through the heat exchanger,
but at around 50 mph (70 km/h), the flaps open under ram pressure and
provide enhanced cooling.

New undertray cover
Special air ducts on the vehicle’s new, longer and smoother undertray
cover helps to direct cooling airflow to the brake discs, transmission
and differential. The cover itself significantly reduces air resistance
and lift.


Wheel spoilers are used to reduce drag by guiding air around the wheels.
Optimized brake air spoilers and pivot bearings ensure effective air
around the discs, reducing brake disc temperatures by some 10 percent.


While not changing aerodynamics, a new aluminum front trunk lid reduces
weight of that element by 40 percent, or nearly 13.3 pounds (6 kg).

Taut, toned styling cues
From a side view, fenders are more muscular and wheel arches are more
accentuated. Doors are inset with more pronounced lower sills. Improved
sealing allows a slimmer cross-section for windshield, side and rear
window elements and enhances the overall appearance of the greenhouse
detailing.


The rear view of the car features flared wheel wells and wide,
brilliantly lit, red and silver tail lamps on either side of the engine
cover. Distinctive air scoops built into the rear spoiler and higher
mounting of the third brake light emphasize the enhanced power of the
rear-mounted Porsche 911 engines. In addition, the rear window wiper
mounts directly to the glass and has an enhanced, aerodynamic design.

Visually pleasing engine compartment
The detail of the design of the 2005 Porsche 911Carrera and 2005 Porsche
911 Carrera S extends all the way into the engine bay. To better
showcase the flat-six engines, their lines and hoses have been
rearranged and bolts and connections have been redesigned to provide a
more consistent and visually pleasing engine bay. A silver placard on
the air filter housing proclaims the size of the engine, and a
silver-colored intake manifold further distinguishes the 3.8-liter
powerplant in the 911 Carrera S.

Tailpipes are distinctive

To distinguish the 2005 911 Carrera and the 2005 911 Carrera S from
behind, the S model has twin round tailpipes on either side while the
911 Carrera has a pair of oval-shaped exhaust pipes.

The tailpipes are part of an all-new exhaust and catalytic converter
designed to make the 2005 Porsche 911Carrera and 2005 Porsche 911
Carrera S even cleaner. The 911 Carrera S is equipped with an exhaust
manifold with much shorter individual pipes designed to lower cold-start
emissions from this more powerful engine.

Both cars use the same two-stage “cascade” style catalytic converter
designed to reach operating temperature more quickly and efficiently.


The new system reduces exhaust emissions some 15 percent compared to the
2004 911 Carrera. Advanced thin-wall technology also makes the new
exhaust system 12.1 pounds (5.5 kg) lighter than the previous hardware.


More powerful 3.6-liter engine
Exhaling through the new exhaust system are the 2005 Porsche 911’s 3.6-
and 3.8-liter flat-six engines.

While the 3.6-liter engine in the 2005 Porsche 911 Carrera is familiar,
fine-tuning, especially of the air filter, has increased output by 10
horsepower. Torque remains at 273 pound-feet (370 Newton meters) at 4250
rpm.

The engine propels the 2005 Porsche 911 Carrera from a standing start to
60 mph (96 km/h) in 4.8 seconds, to 99 mph (160 km/h) in only 11.0
seconds and to nearly 125 mph (200 km/h) in 17.5 seconds. The car can
complete a standing kilometer sprint (.62 miles) in 23.8 seconds.


Crucial to the engine’s performance is Porsche’s patented VarioCam Plus®
valve management technology that combines camshaft control on the intake
side with variable valve lift. VarioCam Plus adjusts camshaft position
to provide continuously adjustable valve timing and also incorporates
two camshaft profiles and two sets of tappets to vary valve lift and
duration. This system helps to both “fatten” and smooth the torque curve
while reducing emissions.

To provide optimum oil flow through the alloy engine block and cylinder
heads, Porsche uses integrated dry sump lubrication and three oil pumps
– one in the crankcase and additional pumps within each cylinder head,
thus assuring proper lubrication despite the forces of hard
acceleration, braking or cornering.

For 2005, the oil pump on the 4-5-6 cylinder head is combined with a
pneumatic vane-cell pump to provide necessary vacuum for the brake servo
as well as the engine and transmission control systems. This technology
greatly reduces hydrocarbon emissions following a cold start and engine
warm-up.


While more powerful, the engine also is lighter, by some 4.4 pounds (2
kg), through the elimination of an oil dipstick (oil level is monitored
electronically every time the car is started), lower weight of the
cylinder head, cup tapped housing and cylinder head cover and weight
reductions within the cooling system.

3.8-liter engine for 911 Carrera S
To create the more powerful 3.8-liter engine that provides 355
horsepower for the 2005 Porsche 911 Carrera S, engineers did more than
simply increase the bore diameter by 0.12 inches (3 mm). They also
changed the intake manifold and modified the intake camshaft lift
pattern. Injector angles have been changed, assuring that more fuel goes
to the center of the combustion chamber in the intake stroke. This means
an even better fuel/air mixture, reduced exhaust emissions (even after a
cold start) and more torque than the 3.6-liter engine throughout the
power curve.

The engine provides an impressive 77.1 pound-feet per liter (104.6
Newton meters). Performance figures include 0 to 60 mph in 4.6 seconds,
0 to 99 mph in 10.7 seconds and 0 to 125 mph in 16.5 seconds. The car
can sprint one kilometer from a standing start in just 23.4 seconds. For
confident passing, the engine provides such strong torque that even in
fifth gear the 911 Carrera S accelerates from 50 to 75 mph (80 to 120
km/h) in just 6.1 seconds.


The entire intake system was redesigned and provides smoother flow with
less resistance.

A Helmholtz resonator is used to refine acoustics. This provides more
than 18 cubic inches (0.3 liters) of additional resonance volume between
the hot-film air mass meter and the throttle butterfly and is activated
between 5000 and 6000 rpm to reduce oscillations in intake sounds.
Porsche has applied for a patent for this technology that provides a
deep, throaty sound without aggressive peaks.

Higher combustion forces produce more power but also more torsional
crankshaft vibration, so Porsche engineers have integrated a vibration
damper in the pulley at the end of the crankshaft. Conventional
vibration dampers are made of cast iron but Porsche engineers devised an
aluminum damper that reduces weight by some 3.3 pounds (1.5 kg) while
controlling vibrations to a level even lower than the 3.6-liter engine.

Amazingly, the 3.8-liter engine weighs no more than the 3.6-liter unit
thanks to its lighter intake manifold and weight optimization within the
cylinder head.


While the 3.8-liter engine uses twin radiators like the 3.6-liter
powerplant, it has a higher performance cooling pump and an oil/water
heat exchanger with two additional cooling layers.

New six-speed manual transmission
To deal with the new engine’s 295 pound-feet of torque (400 Nm), Porsche
developed a new six-speed manual gearbox that is used in the 2005
Porsche 911 Carrera and the 2005 Porsche 911 Carrera S.

The transmission has thicker shafts and wider gears but weighs no more
than the previous manual gearbox. Extra-thin aluminum used for oil
chamber walls saves weight and reduces splash effect and flow losses and
increases the efficiency of the gearbox.


Even though gear ratios have been reduced by around 5 percent, the use
of larger rear wheels results maintains the overall transmission ratio
and allows the car to reach top speed in sixth gear just before maximum
engine speed is achieved.

While brass synchronizing rings were formerly used, the new transmission
has steel rings in all gears and thus can handle higher power loads. For
the first time Porsche uses wear-resistant carbon-coated first, second
and third-gear synchronizing rings, and boosts from double to triple
synchronizing for first and second gears and from single to double for
third gear, retaining single synchronizing for gears four, five and six.

The driver will notice this change in the reduced forces and shorter
travel needed to change gears. Shifter travel is reduced by some 15
percent. Shifting also is smoother and more precise because of
relocation of the shift lever pivot point and lower-friction shift
cables.


Porsche’s single-disc dry clutch with lead-free pads is retained for the
2005 Porsche 911 Carrera while the 2005 Porsche 911 Carrera S gets a new
self-adjusting clutch.

Enhanced Tiptronic S available
Tiptronic S is Porsche’s optional automatic transmission that allows
manual gear selection through either the lever on the floor console or
via switches on the steering wheel. The five-speed unit allows the
driver to use the thumb switches to change gear momentarily, for
example, for passing or to downshift for a curve, even while the floor
lever remains in its automatic position.

Several modifications have been made to Tiptronic S in conjunction with
the increased torque produced by the 3.8-liter engine in the 2005
Porsche 911 Carrera S.


To provide quicker response in full acceleration from a standing start,
stall speed has increased so the converter lock-up clutch is closed and
power flows more smoothly. Instead of making the first-second shift at
6900 rpm under full power acceleration, Tiptronic S now holds first gear
until the engine achieves 7200 rpm.

In addition, the oil pressure build-up has been fine-tuned and clutch
plates modified to allow the Tiptronic S to shift more smoothly. New
lubricating fluid not only reduces friction but also extends the
transmission fluid change interval from 100,000 miles (160,000 km) to
112,000 miles (180,000 km).

Throttle tip-in mimics enthusiast’s driving technique
To mimic the way an enthusiast driver manipulates the accelerator, brake
and clutch, changes to the engine management software produce a slight
boost in engine speed during aggressive downshifting. This shortens
shift time and enhances gearshift mesh.


The PSM OFF function has been modified so that when the Tiptronic S
selector lever is in its manual mode and the PSM OFF switch is
activated, the transmission will not shift up even when the engine
reaches the rev limiter. This allows the enthusiast driver to drive with
the engine near its rev limit while maintaining the selected gear.

As with the six-speed manual transmission, a shorter spur gear ratio
works in conjunction with the larger standard rear wheels to achieve
maximum top speed in the top (fifth) gear.

To keep the enhanced Tiptronic S operating at proper temperatures, the
gearbox is equipped with an additional oil/water heat exchanger with two
additional cooling layers and with a more powerful coolant pump.

Redesigned interior

The interior of the 2005 Porsche 911 Carrera and 2005 Porsche 911
Carrera S has been completely redesigned with new steering wheels,
seats, gauge cluster, improved climate control, standard Porsche
Communication Management (with available DVD navigation system), updated
audio, upgraded anti-theft system, six standard airbags and the new
Sport Chrono Package Plus option.

New steering wheel design
The standard steering wheel in the 911 Carrera and 911 Carrera S has a
new and more dynamic three-spoke design and is adjustable both in height
and reach. In keeping with the engineering theme of lightweight
technology, the new wheel is supported by a composite magnesium
structure that reduces the weight of the steering wheel assembly by 10
percent compared to the former steel and aluminum structure.

Multifunction wheel on 911 Carrera S
For the first time, a multifunction steering wheel is available on the
911 Carrera and is standard equipment on the 911 Carrera S. This wheel
allows the driver to operate audio, navigation and telephone equipment
via controls mounted on the steering wheel.


A rotary knob on the left-hand steering wheel spoke controls audio
volume, which can be muted by pressing the knob. A knob on the
right-hand spoke accesses menu points on the Porsche Communication
Management (PCM®) system. Pressing the knob selects individual items.
The two buttons on the lower steering wheel arm control the telephone.

In addition to the standard leather colors that match the rest of the
interior, the multifunction steering wheel is available with wood grain
or carbon trim.

More supportive seats are lighter and stronger
A new seat design for the 2005 Porsche 911 Carrera and 911 Carrera S
includes a patented system engineered to better absorb vibration and
thus help keep the driver and front-seat passenger fresh and alert even
on long trips. To better accommodate taller occupants, the shoulder area
and width of the seat cushion have been increased. To accommodate taller
drivers, the pedals have been moved 0.39 inches (10 mm) toward the front
of the car.


The seats also feature higher side bolsters to provide support in
situations of higher lateral acceleration through curves.

To help lower the car’s center of gravity, the seats are mounted 0.39
inches (10 mm) closer to the floor, providing the driver with a more
dynamic seating position while also creating more headroom for taller
occupants.

Again, lightweight technology has been employed in the seat structure,
which is stronger and more stable while being some 6.6 pounds (3 kg)
lighter for each of the front seats.


Four seating options
The standard front seats are adjustable in six directions – fore and
aft, height and backrest angle. Height adjustment is made through a new
mechanical step function positioned between the seat and the doorsill.
Backrest angle is electrically controlled.

All-electric seats are available and adjustable in 12 directions,
including the angle of the seat cushion and a lumbar support comprising
four air chambers. These seats also have a memory feature.

Sport seats with even greater lateral support both in the seat cushion
and shoulder area also are available. These seats also feature firmer
padding.


Adaptive sport seats provide a fourth variation. They combine the sports
design with electrical controls. These seats have four-dimensional
adjustment that includes adjusting the width to fit the occupant.

Larger instrument display
The five dials that comprise the instrument panel have been moved
farther apart to provide a larger display area for better readability.
The faces of the dials are black in the 911 Carrera and have an aluminum
finish in the 911 Carrera S.

The tachometer remains the large and center dial and continues to have a
digital display beneath the rev counter. The speedometer with integrated
overall and trip odometers is just to the left of the tach while large
gauge just to the right of the tach includes coolant temperature and
fuel gauges as well as the clock. The oil temperature gauge is at the
far left of the cluster with the oil pressure gauge at the far right.


The new gauges have white light-emitting diodes that enhance
illumination for night driving.

Sport Chrono Package Plus
A clock-style gauge mounted on top of the dashboard is part of the
optional Sport Chrono Package Plus available on 2005 Porsche 911 Carrera
and 2005 Porsche 911 Carrera S.
The “Chrono” option allows the driver to engage more aggressively set
electronic control maps for the Motronic engine management system,
Porsche Stability Management (PSM), Porsche Active Suspension Management
(PASM) and Tiptronic S transmission (on vehicles equipped with these
options).

The revised Motronic maps strongly favor performance over comfort and
provide even quicker engine response, not only on deployment but also
release of the throttle, as well as more abrupt gearshifts by the
Tiptronic S transmission. PSM thresholds, including ABS settings, expand
to allow more lateral slip before intervention. PASM switches to its
firmer setting to provide more agility in cornering. However, in some
instances, such as on wet pavement, a softer suspension setting can be
advantageous so the driver using the “Chrono” package simply presses the
PASM button to return to the normal damper settings.


The Chrono Package Plus includes a digital/analog stopwatch and
lap-counting function (activated by a button on the stalk on the left
side of the steering column) and uses the screen of the Porsche
Communication Management (PCM) for graphic display and review for this
information.

Revised heating, air conditioning and ventilation
To help keep the driver and occupants cool in all situations, the 2005
Porsche 911 Carrera and 911 Carrera S feature automatic climate controls
with an interior air and pollen filter. The air guidance system has been
revised with larger pipes and side vents to improve the output and
performance of the air conditioning system.

Climate controls are integrated into the center console along with
switches for seat and rear window heating.


Standard PCM with upgraded audio equipment
Revised Porsche Communication Management (PCM) is included as standard
equipment in both 2005 Porsche 911 Carrera and 911 Carrera S models. New
features for PCM include a DVD-based navigation system as separate
optional module located in the luggage compartment. This allows the CD
drive on the PCM to be used exclusively for audio CDs.

The upgraded and DVD-based optional navigation module is much faster
than the former CD-based system and allows rapid availability of routes
and map updating, as well as 23 zoom stages up to a minimum resolution
of some 55 yards (50 meters).

Also standard on PCM is a new Sound Package Plus that includes nine
speakers with three times the usual transmission area and with an
external analog amplifier for outstanding sound in all driving
conditions. The system includes two 19-mm tweeters and one 70-mm
mid-range speaker in the instrument panel, two 100-mm midrange speakers
and two 200-mm woofers in the doors and a 100-mm wide-band speaker in
the rear section of the passenger compartment.


The external analog amplifier is located in the luggage compartment and
supplies the woofers in the doors and the midrange speakers in the
instrument panel.

A multiple CD changer is available as an option; Pre-wiring is installed
in all 2005 Porsche 911 Carrera and 911 Carrera S models for easy
installation of a CD changer in the luggage compartment.

Optional Bose® Surround Sound System
The new 911 is the first sports car available with a Bose Surround Sound
System that includes 13 speakers and a seven-channel digital amplifier
integrated into the MOST light wave conductor that is part of PCM.


The heart of the Bose Surround Sound System is a digital amplifier with
a 5 x 25 watt output and additional support from an integrated and an
external 100-watt switching terminals. Active electronic equalization
adjusts the reproduction of sound to specific acoustic conditions so all
passengers enjoy a sound experience.

The system includes Bose’s AudioPilot technology that automatically
adjusts sound and volume to compensate for wind or road noise inside the
vehicle. A special microphone in the steering column cover picks up such
noises.

Speakers used in the Bose Surround Sound System are Neodym units that
are more compact, lighter and have better performance than conventional
speakers. A Neodym iron boron magnet generates a magnetic field 10 times
more powerful than a conventional speaker magnet. These speakers also
weigh some 23 percent less than the speakers used in previous 911
models.


The Bose Surround Sound speakers include two 25-mm tweeters and one
70-mm midrange speaker in the instrument panel, two 80-mm mid-range
speakers and two 200-mm woofers in the doors, two 25-mm tweeters and two
80-mm midrange speakers in the rear of the passenger compartment and one
active subwoofer with two 130-mm woofers in the rear parcel shelf.

Increased storage area

The 2005 Porsche 911 Carrera and 911 Carrera S feature expanded storage
compartments and boxes. The capacity of the locking glove box has been
increased to nearly 400 cubic inches (6.5 liters) and includes a rack to
hold two CDs as well as a penholder.

Just above the glove box is a cup holder hidden behind a folding trim
cover. When released, the left cup holder emerges in front of the
central air nozzle in the instrument panel while the right cup holder
rests in front of the front passenger nozzle.


The center console includes more than 90 cubic inches (1.5 liters) of
storage capacity as well as a 12-volt outlet and a coin holder. This
compartment automatically locks when the central locking system for the
doors is activated.

Additional storage pockets are located in the interior door panels with
covers that also serve as armrests.

Another large storage area is located behind the rear seats. Tipping the
seat backs forward can expand this area.

Even the forward luggage compartment is larger, offering 4.76 cubic feet
(135 liters) of storage capacity.


Cayenne-style electronic network
The 2005 Porsche 911 Carrera and 911 Carrera S benefit from a
comprehensive electronic network like that introduced in the Porsche
Cayenne sport utility vehicle. Thus the 911 assures complete and
efficient exchange of data and electronic information by 29 control
units throughout the vehicle through an internal high-speed network or
CAN-bus (Controller Area Network) and light-wave MOST-bus
(Media-Oriented System Transport) networks.

Without such electronic networking, features such as Porsche Active
Suspension Management would not be possible. The software required for
this purpose has been developed under Porsche’s leadership and
represents one of the company’s core competencies.

In addition to quicker and more integrated electronic communication with
a wider range of functions, this new electronic system is some 11 pounds
(5 kg) lighter than the system used in the 2004 model.


New guide-me-home lighting
The exterior lighting system includes a guide-me-home feature that can
be selected via the light switch. This feature turns the lights on when
you leave the car. In addition to headlamps, fog lights, rear lights and
license plate lights stay on for 30 seconds allowing the driver and
occupants to see obstacles or puddles of water.

Impressive list of options
Included on the option lists are Porsche ParkAssist, which uses
ultrasound to measure the distance and provides an audible warning to
the driver, a programmable HomeLink [R] system that can open a garage
door or turn on the lights in your home as well as a steel sliding
sunroof and roof transport rack system.


Standard anti-theft warning system
The 2005 Porsche 911 Carrera and 911 Carrera S feature a standard
anti-theft warning system that uses a new radar sensor to maintain
surveillance of the vehicle interior. Unlike some systems, this sensor
is not affected by reflections from bright interior leather surfaces.

Six airbags in every car
Every 2005 Porsche 911 Carrera and 911 Carrera S is equipped with six
airbags, including two front and two seat-mounted side-impact airbags.
In addition, the 2005 Porsche 911 Carrera and 911 Carrera S expand the
Porsche Side Impact Protection (POSIP) system with the world’s first
head airbag that emerges from the side window sill. These new airbags
provide a flat cushion that inflates to 488 cubic inches (8 liters) and
provides protection of the heads of the driver and front-seat passenger
from broken glass and objects that might enter through the window.

Safe by design

Due to the use of high- and ultra-high-strength steel as well as
improvements in spot-welding and bonding, the 2005 Porsche 911 Carrera
and 911 Carrera S body is improved by 8 percent in torsional rigidity
and by 40 percent in flex resistance. However, the body-in-white is only
33 pounds (15 kg) heavier than the 2004 model, weighing in a 602 pounds
(273 kg).

Particular attention was paid in the areas of the junction of the
A-pillars and the roof frame, as well as the safety structure involved
in head-on and offset collisions, including the transition between the
door and B-pillars. Forces in a collision can be transferred through the
door to the rear of the car and thus around the passenger compartment.

An upgraded bulkhead crossbar at the front of the car is made from
high-strength boron 02 steel and a new assembly process to minimize
possible intrusion in to the foot well in an offset collision.

Substantial warranty

Every new model-year 2005 Porsche car sold in the United States and
Canada is covered by a four-year/50,000-mile (80,000 kilometer),
bumper-to-bumper limited warranty, which includes Porsche’s roadside
assistance program. The galvanized body and 26-step paint and
anti-corrosion process enable Porsche to warrant each car against rust
perforation for 10 years and unlimited mileage.

In addition, Porsche guarantees the paint finish for three years – also
without a mileage limitation.

Source - Porsche


Brembo® Big Brake Kit
- Available for most Porsche Models

 

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