2010 Porsche 911 - Pictures, Features, Specs

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For model year 2010, Porsche introduced a high-spirited stable of new 911 models at the top of its extensive: the 911 Turbo Coupe and 911 Turbo Cabriolet, the 911 GT3 RS and the 911 GT3.

Photo: 2010 Porsche 911 TurboPhoto: 2010 Porsche 911 TurboView more 2010 Porsche 911 pictures in our 2010 Porsche 911 photo gallery

They joined an already formidable lineup of new two-wheel drive and all-wheel drive Coupe, Cabriolet and Targa 911s that Porsche debuted in model year 2009. Innovative technologies introduced in those new 911 models and carried over for 2010 include the Porsche-Doppelkupplungsgetriebe (PDK) seven-speed dual clutch transmission, Direct Fuel Injection (DFI) and a continued focus on lightweight yet stout and durable structures and components.

Photo: 2010 Porsche 911 TurboPhoto: 2010 Porsche 911 Turbo

The entire 911 model line represents the Porsche Intelligent Performance development strategy where superior efficiency and performance go hand in hand rather than being mutually exclusive qualities.

Photo: 2010 Porsche 911 TurboPhoto: 2010 Porsche 911 Turbo

911 Turbo Coupe and Cabriolet

Porsche traditionally has emphasized efficiency, but the new flagship 911 gives a new meaning to its high-performance label. While its acceleration, braking and handling capabilities make it a true super sports car, it goes about its business with a thriftiness that is equally remarkable and by no means the norm in its class. With 20 more horsepower, and a 13 percent increase in fuel economy, the new 911 Turbo is indeed more powerful and more efficient.

Photo: 2010 Porsche 911 Targa 4SPhoto: 2010 Porsche 911 Targa 4S

“The Porsche 911 Turbo has always represented the pinnacle of the 911 model line since it was first introduced in 1974,” said Detlev von Platen, president and CEO of Porsche Cars North America. “Now, 35 years later, the Turbo is still considered the standard when looking for the perfect combination of supercar performance with everyday drivability.”

The 2010 Porsche 911 Turbo features the first entirely new engine in its storied history. The new flat-six boxer engine now delivers 500 horsepower, 20 more than the previous power plant. Maximum torque is up by 15 to 516 lb-ft when equipped with the optional Sport Chrono Package Turbo.

All of this means that the new 911 Turbo can accelerate from 0 to 60 mph in 3.2 seconds when combined with the new, highly acclaimed Porsche-Doppelkupplungsgetriebe (PDK) seven-speed dual clutch transmission. Top track speed is 194 mph for both the Coupe and the Cabriolet models and its EPA fuel economy figures are a best-in-class 17 mpg city and 25 mpg highway for the new Coupe when equipped with the PDK transmission.

Photo: 2010 Porsche 911 GT3 RSPhoto: 2010 Porsche 911 GT3 RS

The 2010 Turbo Coupe and Turbo Cabriolet prices are $132,800 and $143,800, respectively, plus $950 for destination.

911 GT3

For 2010, Porsche’s engineers fit the 911 GT3 with a highly refined version of the 3.8-liter horizontally opposed six-cylinder engine found in other members of the current 911 family.

The engine, based on the famous GT1, is unique with its application of Porsche’s VarioCam Plus variable valve-lift and timing technology operating on both intake and exhaust camshafts, rather than solely the intake. The 911 GT3 boasts a variable intake manifold and a special, low-restriction, large-capacity exhaust system that ensures free engine breathing, yet still keeps sound levels within public-road legal limits. The exhaust system’s unique, dual centrally mounted outlets beneath the rear bumper are an instant giveaway to the 911 GT3’s identity.

Photo: 2010 Porsche 911 GT3Photo: 2010 Porsche 911 GT3

The result of these refinements is a powerplant that produces 430 horsepower at 7600 rpm and 317 lb-ft of torque at 6250 rpm. The high-revving engine has a redline of 8500 rpm. This is the most potent naturally aspirated engine in any street-legal Porsche 911.

As befits its ultra high-performance capabilities and persona, the 911 GT3 comes only with a special six-speed manual gearbox with ratios designed to optimize the engine's extended rev range.

A mechanical limited-slip differential completes the drivetrain. Employing components developed for the awesome Carrera GT, the differential provides asymmetric limited-slip functions of 28 percent under load and 40 percent in overrun.

The astounding results are the 911 GT3's ability to run from 0 to 60 mph in just 4.0 seconds, vs. 4.2 seconds for the previous 911 GT3. The car continues to 100 mph in only

Photo: 2010 Porsche 911 Carrera S CoupePhoto: 2010 Porsche 911 Carrera S Coupe

8.2 seconds, or a full 0.5 second quicker than its predecessor. The 2010 911 GT3 attains a track-tested top speed of 194 mph, one mile per hour better than the previous model.

The 2010 MSRP is $112,200, plus $950 for destination.

911 GT3 RS

Delivering even more engine power, lower weight and shorter transmission ratios, as well as upgraded body and suspension components than all previous 911 GT3s, the new Porsche 911 GT3 RS sets the foundation for homologating the race version of the 911 GT3.

The heart of the new, uncompromising 911 GT3 RS is the power unit. Like the engine featured in the 911 GT3, the naturally aspirated RS power unit now displaces 3.8 liters and delivers even more power, while revving up even faster to its 8500 rpm redline. It now delivers 450 horsepower, 15 more horsepower than its 911 GT3 counterpart. Even with a specific output of more than 118 horsepower per liter from the six-cylinder boxer engine, the power unit in the new 911 GT3 RS remains fully suitable for everyday use.

Photo: 2010 Porsche 911 Carrera 4S CabrioletPhoto: 2010 Porsche 911 Carrera 4S Cabriolet

The new 911 GT3 RS comes exclusively with a six-speed manual gearbox optimized for short gearshift travel, low weight and high efficiency. To enhance the level of performance throughout the entire range of engine and road speed, the transmission comes with shorter ratios than found in the 911 GT3, deliberately conceding an even higher potential top track speed.

Dynamic engine mounts are standard and serve to improve the car’s handling to an even higher level. Depending on driving conditions, the mounts change in their stiffness and damping effect, improving the connection between the engine and the body when driving under very lively conditions, yet allow for more comfortable conditions during everyday street use.

Porsche introduces another 911 GT3 RS option in 2010, a lithium-ion battery. Delivered with the car, and when replacing the conventional lead-acid battery, it reduces the weight by more than 22 lbs and is mainly intended for the track.

To further improve its sporting behavior, the new 911 GT3 RS comes with a purpose-built and specially set up PASM suspension, a wider front and rear track and corresponding bodywork. The front axle comes with nine-inch-wide wheels running on 245/35 ZR 19 sports tires while the rear axle features twelve-inch-wide wheels incorporating 325/30 ZR 19 sports tires.

Photo: 2010 Porsche 911 Carrera 4 CabrioletPhoto: 2010 Porsche 911 Carrera 4 Cabriolet

The new 911 GT3 RS shows its close connection to motorsport through its dynamic looks, in particular by its low ride height, the new, extra large carbon-fiber rear wing and titanium exhaust system. It goes on sale in the United States in early spring 2010 with an MSRP of $132,800, plus $950 for destination.

911 Carrera and 911 Carrera S Coupes and Cabriolets

The Porsche 911 Carrera is an icon, and its silhouette has been a Porsche design staple since it debuted at the Frankfurt Motor Show in September 1963 as the successor to the Porsche 356. Porsche began building its new sports car in 1964 as a 1965 model, and in the past 45 years more than 750,000 Porsche 911s have been built.

Now in its sixth generation, the 2010 rear-wheel drive 911 Carrera Coupes and Cabriolets, like the 2009 models, feature new engines with Direct Fuel Injection (DFI), two engine choices, updated exteriors, and Porsche’s innovative PDK double-clutch transmission.

The 2010 911 Carrera Coupe and Cabriolet feature Porsche’s 3.6-liter, six-cylinder horizontally opposed or ‘boxer’ engine producing 345 horsepower at 6500 rpm and 288 lb-ft of torque at 4400 rpm. The 911 Carrera S Coupe and Cabriolet have Porsche’s 3.8-liter engine providing 385 horsepower at 6500 rpm and 310 lb-ft of torque at 4400 rpm.

Photo: 2010 Porsche 911 GT3Photo: 2010 Porsche 911 GT3

The 911 Coupe sprints form 0 to 60 mph in 4.7 seconds with its standard six-speed manual gearbox on its way to a top test-track speed of 180 mph. Adding PDK lowers the acceleration time to 4.5 seconds, and adding the optional Sport Chrono Package Plus drops the time an additional two-tenths of a second to 4.3 seconds. A PDK-equipped 911 Coupe has a top test track speed of 178 mph.

Although equipped with a soft top for quick open-air motoring, the 911 Cabriolet certainly does not fall short on performance. With the standard six-speed manual it accelerates to 60 mph in just 4.9 seconds. Adding PDK lowers this time to 4.7 seconds, and activating Launch Control with the optional Sport Chrono Plus Package further reduces the time to 4.5 seconds. Top track speeds are also 180 mph and 178 mph for models with the six-speed manual gearbox and PDK transmission, respectively.

Yet the Porsche Intelligent Performance development strategy, where technologies such as DFI and lightweight construction are employed to maximize fuel efficiency, is evident between visits to the pump. The 911 Carrera and 911 Carrera S Coupes and Cabriolets get 18 mpg city/25 mpg highway with the six-speed manual gearbox. The 911 Coupe and Cabriolet with the PDK transmission gets 19 mpg city/27 mpg highway, while the 911 S Coupe and Cabriolet with PDK achieve 19 mpg city/26 mpg highway.

The 2010 MSRPs are $77,800 for the 911 Carrera Coupe, $88,800 for both the 911 Carrera S Coupe and the 911 Carrera Cabriolet, and $99,800 for the 911 Carrera S Cabriolet. Destination is $950.

911 Carrera 4 and 911 Carrera 4S Coupes and Cabriolets

The first all-wheel drive 911 available for U.S. buyers, the 911 Carrera 4, arrived on our shores as a 1989 model. For more than 20 years, Porsche has offered all-wheel drive 911 models, and today the technology can be found in other Porsche models like the Cayenne SUV and the new Panamera Gran Turismo.

Mechanically, the Porsche 911 Carrera 4 and Carrera 4S Coupes and Cabriolets are defined by their all-weather capabilities. For 2010, these cars benefit from the same electronically controlled Porsche Traction Management (PTM) system found under the awesome Porsche 911 Turbo. PTM can vary the torque split infinitesimally and absolutely between front and rear wheels as needed for optimum traction. However, since most purists feel --and Porsche engineers staunchly believe --that rear-drive is critical for optimum sporty driving, PTM directs two thirds of the engine’s torque to the rear wheels under normal driving conditions.

When the system determines the need, PTM diverts engine power and torque to the front axle in millisecond cycles. Particularly at very high speeds, all the driver feels is the car’s significant stability.

The 911 Carrera 4 Coupe and Cabriolet are powered by the same 3.6-liter, six-cylinder horizontally opposed or ‘boxer’ engine found in their two-wheel drive siblings. This engine produces 345 horsepower at 6500 rpm and 288 lb-ft of torque at 4000 rpm. And likewise, the 911 Carrera 4S Coupe and Cabriolet feature Porsche’s 3.8-liter engine providing 385 horsepower at 6500 rpm and 310 lb-ft of torque at 4400 rpm.

In the 911 Carrera 4 Coupe and Cabriolet, this translates to a 0-to-60 mph time of 4.8 and

5.0 seconds, respectively, and a top test-track speed of 177 mph when fitted with the standard six-speed manual gearbox. Adding the PDK gearbox drops the 0-to-60 times to 4.6 and 4.8 seconds, and adding the optional Sports Chrono Package further improves this sprint time to 4.4 and 4.6 seconds. The top test-track speed for a PDK-equipped 911 Carrera 4 Coupe and Cabriolet is 175 mph.

The S versions of Porsche’s all-wheel drive 911 Coupes and Cabriolets significantly raise the bar. Using the 3.8-liter Porsche boxer engine mated to the standard six-speed manual gearbox, 911 Carrera 4S Coupe and Cabriolet accelerates from 0 to 60 mph in 4.5 and 4.7 seconds, respectively, on their way to a top test-track speed of 185 mph. Adding the PDK gearbox drops the 0-to-60 times to 4.3 and 4.5 seconds, and adding the optional Sports Chrono Package further improves this sprint time to 4.1 and 4.3 seconds. The top test-track speed for a PDK-equipped 911 Carrera 4S Coupe and Cabriolet is 183 mph.

The 911 Carrera 4S Coupe and Cabriolet get 18 mpg city/25 mpg highway with the six-speed manual gearbox. With the PDK transmission they get 18 mpg city/26 mpg highway.

The 2010 MSRPs for the 911 Carrera 4S Coupe and Cabriolet is $95,100 and $99,800, respectively, plus $950 for destination.
911 Targa 4 and 911 Targa 4S

In 1967 Porsche introduced American drivers to a new open-top sports car interpretation by offering the 911 Targa. The idea of employing a removable roof panel with a band-style roll bar was Porsche’s engineering solution to a feared ban on the traditional folding soft-top. The ban never happened, but soon after Porsche began offering the 911 Targa its popularity was evident as demand far exceeded supply.

The 911 Targa, named after the famous Targa Florio where Porsche scored numerous victories, stayed in the 911 model lineup for many years, and today has been re-interpreted in the form of the all-wheel drive 911 Targa 4 and 911 Targa 4S.

The stunning glass-roofed 911 Targa 4 and 911 Targa 4S are unique. With roofs made entirely of two glass panels, this transparent cover extends from the windshield header all the way back to the leading edge of the engine cover and spans the width of the roof from side frame to side frame.

The combination of glass roof panels, windshield, side windows and rear glass creates a see-through canopy for the occupants with an unobstructed view in all directions, yet provides total protection from the elements.

The front glass panel, which completely covers the area over the front seats, may be opened like a conventional sunroof. The rear glass panel is hinged and can be opened like a hatch to provide access to the rear seat area. This makes the 911 Targa 4 and 911 Targa 4S the only 911 models with this feature.

Both panels are made from a specially formulated glass that absorbs nearly all ultraviolet radiation yet remains transparent. An electrically operated roller blind adds insulation against the cold and bright sunlight.

Mechanically, these cars are based Porsche 911 Carrera 4 and Carrera 4S Coupes, and thus retain their all-weather capabilities thanks to the electronically controlled Porsche Traction Management (PTM) system. It can vary torque infinitesimally and absolutely between front and rear wheels as needed, yet directs two thirds of the engine’s torque to the rear wheels under normal driving conditions to provide more sporty dynamics.

The 911 Targa 4 features Porsche’s 3.6-liter, six-cylinder horizontally opposed engine producing 345 horsepower at 6500 rpm and 288 lb-ft of torque at 4000 rpm. The 911 Targa 4S has the 3.8-liter engine providing 385 horsepower at 6500 rpm and 310 lb-ft of torque at 4400 rpm.

The 911 Targa 4 with the standard six-speed manual gearbox accelerates from 0 to 60 mph

5.0 seconds on its way to a top test-track speed of 177 mph. Adding the PDK gearbox drops the 0-to-60 times to 4.8 seconds, and adding the optional Sports Chrono Package further improves this sprint time to 4.6 seconds. The top test-track speed for a PDK-equipped 911 Targa 4 is 175 mph.

The 911 Targa 4S, using the 3.8-liter Porsche boxer engine mated to the standard six-speed manual gearbox, accelerates from 0 to 60 mph in 4.7 seconds. The top test-track speed is an impressive 185 mph. Adding the PDK gearbox drops the 0-to-60 times to 4.5 seconds and adding the optional Sports Chrono Package drops the time to 4.3 seconds. The top test-track speed for a PDK-equipped 911 Targa 4S is 183 mph.

The 911 Targa 4 and 911 Targa 4S get 18 mpg city/25 mpg highway with the six-speed manual gearbox. With the PDK transmission the 911 Targa 4 gets 18 mpg city/26 mpg highway while the 911 Targa 4S gets 18 mpg city/27 mpg highway. The 2010 MSRPs for the 911 Targa 4 and 911 Targa 4S is $90,400 and $101,100, respectively, plus $950 for destination.
The Rest of the Story – Engine and Drivetrain Less Fuel In, More Power Out

Though the 2010 911 Carrera and 911 Carrera 4 Coupes and Cabriolets and the 911 Targa 4 models are propelled by Porsche’s familiar 3.6 horizontally opposed six-cylinder ‘boxer’ engines, which was substantially upgraded for the 2009 model year. Porsche also revised its 3.8-liter powerplant that drives the 2010 911 Carrera S and 911 Carrera 4S Coupes and Cabriolets and the 911 Targa 4S.

Most critically, these engines now feature direct fuel injection (DFI). In addition, the engines are more robust than before, boasting a two-part crankcase for increased structural rigidity. Further, they benefit from higher compression ratios and improved breathing compared with the previous versions.

The results are astounding and immediately rewarding to the driver. The 2010 engines produce more horsepower and torque, yet consume less fuel than their predecessors. And the added power and torque do nothing to diminish these engines’ clean exhaust as they meet LEV-II standards in the United States.

It Starts With a Straight Shot

Like the previous 3.6-liter and 3.8-liter horizontally opposed six-cylinder engines, the new engines still have a light alloy crankcase and cylinder heads and four valves per cylinder actuated by dual overhead camshafts. New for 2009 and carried over for 2010 is DFI working in concert with Porsche's VarioCam Plus valve lift and timing control.

By injecting fuel directly into the combustion chamber rather than in the intake port, DFI delivers myriad benefits. Since the fuel charge arrives closer to combustion than with port injection, throttle response is instantaneous and the 911 driver feels that razor-like reaction to even the slightest movements of his right foot, whether accelerating or lifting the throttle.

To take fullest advantage of the DFI's attributes, Porsche's engineers designed the combustion chamber and piston crown to maximize efficiency. Those refinements allowed the engineers to design both the 3.6-liter and 3.8-liter engines with a compression ratio of

12.5:1. This is up from 11.3:1 on the previous 3.6-liter and 11.8:1 of the former 3.8-liter. To ensure maximum efficiency and durability, the DFI injectors have been designed and manufactured to deal with working pressures of up to 1740 psi (120 bar) in the combustion chamber.

The fuel injector nozzle is between the two intake valves, spraying fuel directly into the incoming fresh air charge from both valves. This is clearly far more efficient than port injection which naturally leaves some unburned gasoline on the intake walls and valves. The incoming fuel charge further aids the combustion process by cooling the incoming air as it vaporizes, allowing more air to be drawn into the engine for a denser charge and permitting the higher compression ratios. Finally, the fuel and air are mixed more evenly and thoroughly when the fuel is injected directly into the air inside the combustion chamber.

DFI also reduces emissions since the engineers were able to reshape the piston crown to completely direct the fuel charge at the spark plug for thorough combustion. During start-up, the engine benefits from high-pressure stratification of the injected fuel. Then to quickly light off the catalysts, the DFI heats the exhaust rapidly through multiple injection. To increase the temperature of the exhaust gas to an even higher level, ignition timing is very late, further minimizing start-up emissions.

The system also employs multiple fuel injection during periods of combined high loads and engine speeds up to about 3500 rpm --as when the driver floors the throttle at slower speeds. During the multiple injection phases, the injectors split the fuel charge into several successive bursts during the piston's intake stroke. Otherwise, the fuel is injected in one phase during each intake stroke.

As with their predecessors, the new 3.6-liter and 3.8-liter engines are equipped with Porsche's VarioCam Plus intake valve timing and lift system. Porsche's engineers have refined the elements and operation of the VarioCam Plus to optimize the benefits of the DFI. The engineers re-aligned the profiles of both the intake and the exhaust camshafts. The diameter of the intake tappets has been reduced from 33 to 29.5 mm (1.30 – 1.15 in.) and the exhaust valve tappets are down from 33 to 24.2 mm (1.30 – 0.94 in.). This reduction in mass allowed the engineers to safely raise the engines’ redlines, from the previous 7300 rpm to 7500 rpm.
Two, Two Camshafts in One

As with all Porsche engines, VarioCam Plus adjusts intake valve lift and timing based on engine speed and load, and is under the umbrella of the engine's main electronic controller. Though the VarioCam Plus operates far too quickly for the driver to be aware of it, the results are obvious. The effect is that of an engine with two different intake camshaft profiles, one set up for smooth and efficient around-town driving, the other a high-performance camshaft designed for high-speed.

Each of these two designs usually precludes the other and most cars have a compromise of the two. Porsche's VarioCam Plus removes the compromise and the driver benefits from the best of both driving worlds.

Valve timing is controlled via a vane cell adjuster which continuously varies the two intake camshafts positions relative to crankshaft. Valve lift is varied by a system utilizing two cup tappets, one resting in the other. These tappets are actuated by separate cam lobes of differing size. The engine control module directs oil pressure to the appropriate tappet based on engine speed and load parameters. When non-pressurized, the tappet moves under the camshaft lobe, but exerts no pressure on the valve, in effect free wheeling.
More Efficiency through Better Breathing

The Porsche VarioCam Plus in the new engines has also been refined to take full advantage of their redesigned, freer-flowing intake manifolds. The new intakes boast a dual chamber design, in place of last year's single chamber unit. The intakes have two openings and separate intake funnels in the rear engine cover. These funnels feed air to separate, round air filters. Besides greatly reducing flow resistance, the dual filters provide a side benefit to owners: The replacement interval has been increased from 37,000 to 56,000 miles.

As with the previous model, the upper section of the 3.8-liter engine's filter features actively switchable resonance volume. Additional volume is activated as a function of engine speed, with temperature compensation being provided by a vacuum-controlled butterfly, improving the engine's acoustics.

The new intake manifolds themselves are made of a special synthetic material. They incorporate a resonance pipe integral with the air-distribution pipe between left and right intake runners, as well as additional resonance chambers. The 3-8-liter engine also has a switchable resonance butterfly, which adjusts the oscillation of the intake charge to maximize torque at lower engine speeds. At full load between 2600 and 5100 rpm, the resonance butterfly is closed; at lower and higher speeds it is open.

The exhaust manifolds are also new. The lengths of the individual exhaust runners have been equalized and optimized for smoothness and efficiency. The catalytic converters are directly behind the right- and left-hand manifolds, rather than being mounted crosswise behind the engine. Thanks to the engines' DFI, there is no need to inject secondary air into the exhaust stream to complete combustion, as in the past.
Stronger, and Lighter, Too

While gaining sophistication, technology and power, the new horizontally opposed, six-cylinder engines lost weight.

Both engines are 13.2 pounds (6 kg) lighter than their predecessors. Among the critical changes to the basic engine design is a new two-piece crankcase instead of the previous four-piece unit. The new crankcase has integral crankshaft bearings, compared with the former separate crankshaft bearing housing. In addition to reducing complexity, Porsche's engineers enhanced the thermal and mechanical stability of the engine. They also went from an open-deck to closed-deck layout. With the closed-deck configuration, the tops of the cylinder liners are now connected with the housing by a top plate which incorporates the coolant sleeves. This design increases stability and durability while helping reduce oil consumption and friction.

Further weight and complexity are saved through the elimination of the intermediate shaft needed to drive the timing chains on the old engines. Thanks to new, highly resistant timing chains, that shaft is not needed. Porsche’s engineers also developed new one-piece cylinder heads that incorporate the camshaft bearings and the guide cylinders for the hydraulic cup tappets.

Leaving no stone unturned in their quest for maximum efficiency, Porsche's engine designers developed a new engine lubricating oil system that ensures thorough lubrication regardless of driving conditions while minimizing operating losses for improved fuel economy.

Given that 911 sports cars are designed to be driven quickly and enthusiastically, every element of the cars must withstand extended periods of high levels of lateral acceleration.

Drawing from decades of racing success, Porsche's engineers ensured the cars' engines would always be adequately lubricated, even under the most extreme driving conditions. The new engines use Porsche's proven dry sump system, with four intakes and one electronically controlled pressure oil pump operating on demand. The engine's electronic management system adjusts the supply of oil by means of a hydraulically activated, axially moved gear in the pressure pump. As the gear is moved, its mesh section width is changed, varying the volume of oil moved. The pump runs on a chain-driven shaft spun by the crankshaft. The result is optimum lubrication with minimal energy consumption.

In addition, two suction pumps extract oil from each of the two cylinder heads and feed it to the oil sump where a new baffle plate largely separates the crankcase and the sump, reducing splash losses in the crankcase and minimizing oil foaming in the sump.

The integrated dry-sump system is so precise at monitoring oil levels that the engines have no engine oil dipstick. Instead, an electronic monitor measures the oil level and displays the result on the instrument cluster.
Keeping it Cool

Engine cooling for both the 3.6- and 3.8-liter engines has also been improved. The coolant passages have been upgraded over the previous engines and the engineers increased cooling around the exhaust valve seat rings, expediting heat dissipation in the cylinder heads. The engines also boast a new externally mounted coolant pump. The new pump flows approximately 20 percent more coolant than the old.

These modifications along with the optimized flow of cooling air at the front of the car allowed the designers and engineers to eliminate the center radiator found on the previous models.
Different Size that's the Same

Finally, the various internal refinements to both the 3.6-liter and 3.8-liter engines result in slight changes to their displacements.

The 3.6-liter engine now has a 3.21 inch (81.5 mm) stroke, up by 1.3 mm over the previous engine. Bore has been increased by 1.04 mm, and is now 3.82 inches (97 mm). The 3.8liter engine has a 3.05 inch (77.5 mm) stroke, down from the predecessor's 3.226 inches

(82.8 mm). Bore has been increased by 3 mm to 4.02 inches (102 mm).

The results of these changes are that the 3.6-liter has an actual displacement of 3614 cc, or 18 cc more than before. The 3.8-liter actually sheds 24 cc and is now exactly 3800 cc.
Getting the Power Out

As before, the 911 Carrera, Carrerra 4 and Targa 4 models, including the S versions, come equipped with a six-speed manual gearbox as standard. And the transmissions have been strengthened and refined.

Steel rather than brass synchronizing rings as well as thick shafts and wide gears provide strength, yet the transmission’s weight is kept down by using extra-thin aluminum in the oil chamber walls. The transmission’s internal architecture minimizes splash effect and flow losses, increasing the efficiency.

The gearbox uses wear-resistant carbon-coated synchromesh rings on first, second and third gears. In addition, first and second boast triple synchronizers. Third gear has double synchronizer rings and fourth through sixth gears uses a single ring. Taking advantage of the engines' increased output, the engineers altered third gear, making it about 3 percent taller than before. This change improves around town fuel economy with no impact on performance or derivability.

These internal details mean the driver can shift more quickly and smoothly, since less force is needed and the linkage has shorter travel during gear changes.

In addition, a wear-compensating clutch is standard. As the friction face of the clutch wears, an adjustment ring in the pressure plate automatically compensates for the wear.

All 2010 911 Carrera models, regardless of transmission, also boast Start-Off Assistant as standard. This feature allows the driver to get moving again smoothly without rolling on a hill when starting from a stop.

When the driver stops on an incline and leaves the transmission in gear, the Start-Off Assistant maintains brake pressure for about two seconds after the driver lifts his foot from the brake pedal. Then the system incrementally reduces brake pressure. As soon as the driver accelerates, brake pressure is fully released.
Multiple Clutches and Seven Speeds

For 2010, the 911 models can be equipped with the innovative and blazingly fast Porsche PDK transmission. The seven-speed, driver-shiftable automatically shifting manual transmission replaces the five-speed Tiptronic S as the optional transmission.

Though developed in the 1980s for the all-conquering Porsche 962 Group C racecar, thanks to recent advances in electronic control technology this is the first time that the PDK is available in a street-faring Porsche sports car.

The new PDK, like the Tiptronic S, allows the driver to shift up and down using either steering-wheel mounted switches or the console-mounted gear selector. Or the driver can simply leave the PDK in automatic mode and allow it to operate totally on its own.

When Porsche first developed the Tiptronic transmission in the early ‘90s, its engineers opted for an interface where the driver tipped the lever forward to upshift and back to downshift, and Porsche patented this design. Today Porsche uses the same concept for the PDK gear selector and steering wheel switches.
Two Gearboxes in One

Put extremely simply, the PDK is two manual gearboxes combined into one unit. At its crux, the PDK has a sophisticated electronically controlled valve body overseeing the operation of two separate multi-plate wet-clutch packs, each with its own gearset. One clutch activates first, third, fifth, seventh and reverse, the other acts on second, fourth and sixth.

Only one of the clutch packs is engaged at any given moment. As one disengages, the other simultaneously engages. Since each gear is pre-selected and already in mesh when its clutch pack engages, the shift is completed instantly and without any loss of power. Like the clutch packs, the gears' shift forks are electro-hydraulically operated. This all adds up to gear changes that occur in milliseconds, faster – and smoother even under full load --than can be made by even the most adept driver.

Despite the fact that the new PDK double-clutch has two more gears than the previous Tiptronic S, the new unit is compact and weighs 22 pounds (10 kg) less than the Tiptronic S. The two clutch units are interconnected, and each clutch pack consists of five oil-bathed friction discs. The two radial, multiple-plate packages forming the double clutch unit are engaged and disengaged independently of one another by the control valve. Porsche's engineers opted to use the compact wet clutches for their thermal resistance, service life and their superiority to a dry double clutch in handling the significant torque of the new engines.
Follow the Numbers

In manual mode, under load, the PDK upshifts sequentially, alternating between odd and even numbered gearsets. During downshifts, however, the PDK can skip gears, even going from seventh to second. In downshifts within the same gearset, intermediate gears in the other unit are engaged briefly. For example, if the PDK downshifts from sixth to fourth, fifth gear is activated temporarily as fourth gear is selected and the ECU synchronizes engine and transmission speeds.

Porsche engineers developed a new standard steering wheel to complement the PDK. The new wheel is a three-spoke design and is 14.6 inches (370 mm) in diameter. The steering wheel features two ergonomic switches on the stalks. Pressing either paddle from the front upshifts, pressing from behind downshifts. The PDK can also be fitted with either the optional sports steering wheel or the Porsche multifunction wheel. As a further option, the steering wheels may be heated, as well.
Wait, There's Still More Performance Available

For those enthusiast drivers who want even more direct control of the PDK double-clutch transmission, Porsche's engineers have configured the optional Sports Chrono Package Plus to work with PDK.

Pressing the Sport or Sport Plus button on the center console allows the driver to select his desired gear directly. The shift points are adjusted infinitely as a function of the driver’s style and the button pressed. An added feature is an aggressive downshifting program whenever the driver hits the gas pedal quickly, even without a kick-down shift.

The available Sport program provides enhanced driving dynamics by preventing an automatic upshift when the driver lifts off the throttle quickly, as when entering a turn. The transmission won't upshift in curves if the car's lateral acceleration and road speed inform the ECU that the driver is driving aggressively. Automatic and quick downshifts under braking are based on the vehicle's road speed and rate of deceleration. Finally, the program alters the shift points to compensate for elevation above sea level.

The driver always has the ability to shift gears directly, regardless of the PDK's program mode. While in the fully automatic mode, the manual gear selections made via the steering-wheel switches remain in effect for about eight seconds, depending on the vehicle's momentum and lateral acceleration.

Porsche’s Sports Chrono Package Plus includes Launch Control and a special gearshift function for extremely dynamic driving. Launch Control delivers optimum acceleration regardless of conditions and is activated by pressing the Sports Plus button in the center console. For race-like starts, the driver holds down the brake pedal with his left foot while pressing the accelerator pedal with his right, revving the engine to about 6500 rpm. He then releases the brake, and PDK ensures minimal wheelspin with maximum torque.

The Sports Chrono Package Plus with PDK also offers a gearshift strategy for extreme performance with shift points optimized for the track. Activated by the Sports Plus button, the PDK switches to the fastest possible reaction and gearshift times, twice as fast as on the Tiptronic S. When shifting up under full load, the engine is revved up to maximum speed with a brief overboost of power. And to optimize performance when downshifting, the transmission automatically applies extra gas in between shifts.
Limiting Slip at the Rear Wheels

A limited-slip differential is optional on the 911 Carrera and Carrera S Coupes and Cabriolets and the 911 Turbo Coupe and Cabriolet. This performance feature is standard on the all-wheel drive 911 models and the 911 GT3 and GT3 RS and is available with both the manual gearbox and PDK double-clutch transmission. The limited-slip is mechanical and provides 22 percent lock under power and 27 percent in overrun. The limited-slip works in concert with the standard Porsche Stability Management (PSM) to further improve traction on varied surfaces and when driving enthusiastically, especially around curves.
Brakes Stopping What Goes Fast

Inherent in the Porsche philosophy is that every Porsche must have braking power commensurate with its acceleration and top test-track speed capabilities. Therefore, all are equipped with cross-drilled, internally vented four-wheel disc antilock brakes. And all have more power and speed than their immediate predecessors, they have more braking ability, as well.

The front brakes on the 911 Carrera and 911 Carrera 4 Coupes and Cabriolets, as well as the 911 Targa 4, have 12.99 inch by 1.1 inch (330 mm by 28 mm) rotors on all four corners. The S versions of these models have the same rear rotors, but the front discs are larger, measuring 12.99 inches by 1.34 inches (330 mm by 34 mm). In comparison, the 911 GT3, 911 GT3 RS and 911 Turbo front discs are 14.96 inches by 1.34 inches (380 mm by 34 mm) and the rear discs measure 13.78 inches by 1.1 inches (350 mm by 28 mm).

Four-piston, monobloc fixed calipers on all corners do the heavy work on the 911 Coupe, Cabriolet and Targa models, while the 911 GT3, 911 GT3 RS and 911 Turbo get six-piston monobloc calipers up front. Porsche's engineers increased caliper strength and stiffness by adding crossbars to the piston-bearing side units.
Greater Stopping Power Available

Driver's desiring even greater stopping performance than Porsche's already well-renowned braking can specify Porsche Ceramic Composite Brakes (PCCB), which are available as an option. Cars so equipped are instantly recognizable by their yellow brake calipers.

Developed for the extreme use in motorsports, PCCB replaces the standard metal brake rotors with 13.78 inch (350 mm) ceramic discs. Besides delivering otherwise unobtainable levels of consistently superb braking performance under repeated heavy use, the ceramic rotors weigh approximately 50 percent less than the iron ones. PCCB reduces the car's unsprung mass by 34.4 pounds (15.6 kg).

To help ensure superb braking even during long periods of hard use, the 2010 911 Carrera and Targa models have new, larger brake-air spoilers on the front suspension control arms from the 911 Turbo to improve cooling and active brake venting, with additional openings in the underbody. Cooling air is fed to the rear brakes via an airflow duct as well as a newly developed brake air spoiler that allows the rear brakes to handle a greater share of the braking load than before. This results in greater reliability and shorter stopping distances.
Fill 'em up

Porsche's Brake System Pre-Filling and Brake Assistant helps shorten stopping distances and helps increase reaction time in emergencies. If the driver suddenly releases the accelerator pedal, the system assumes he is about to hit the brake pedal. In those instances, brake fluid pressure is automatically and instantly built up, placing the brake pads lightly against the rotors before he actually steps on the brake pedal.

Similarly, Brake Assistant shortens stopping distances in emergencies by increasing brake assist hydraulically, adding to the vacuum brake boost. If the driver's foot on the brake pedal moves faster and with more force than predetermined levels, Brake Assistant automatically provides maximum braking force.

For those skilled enthusiast drivers who want to deactivate Brake Assistant, it may be switched off along with the standard Porsche Stability Management by pressing the “PSM Off” switch or by pressing the Sports button on cars equipped with the optional Sports Chrono Package Plus.
Reliable Vacuum Assist

As with the brake systems on many cars, the 911 Carrera and 911 Targa models have vacuum-assisted braking. However, unlike most, the Porsches do not rely on intake-manifold vacuum for that assist. A mechanical vacuum pump driven by the right-hand cylinder bank's exhaust camshaft ensures a constant and reliable source of braking assist, regardless of ambient air pressure or steady open-throttle driving.
No Heavy Spare

The 911 Carrera and Carrera 4 Coupes and Cabriolets and the 911 Targa 4 ride on standard 18-inch light-alloy wheels that are 8 inches wide. The rear wheels also are 18 inches in diameter, but they are 10.5 inches wide on the two-wheel drive models and 11 inches on the all-wheel drive models.

The S versions of these cars get 19-inch diameter light-alloy wheels. The wheels are a new distinctive design, with five sets of parallel dual spokes. To reduce unsprung weight and improve handling, the 19-inch wheels are made with flow-forming technology, which delivers very thin but very strong walls. The front wheels are 8-inches wide and the rear wheels are 11 inches wide.

To help reduce vehicle weight by 22 pounds (10 kg) and to save space, the 911 models no spare tire, jack, or tire-changing tools. Instead they have a small electric air compressor and tire sealant, allowing the emergency repair of a small puncture. This gives the driver the safe opportunity to drive at speeds up to 50 mph (80 km/h) to have the tire properly repaired or replaced.
Keeping Up the Pressure

To ensure optimum safety, fuel economy and performance, Porsche engineers provide drivers with a safeguard against driving on a damaged or an under inflated tire: Porsche’s Tire Pressure Control system (TPC). This system uses sensors at each wheel to constantly monitor inflation pressures. The system offers the driver two levels of warning, should it detect a problem.

If any tire shows a pressure drop of more than 2.9 psi but less than 5.8 psi from specifications, a text message in white lettering shows in the tachometer. This warning appears for 10 seconds each time the car is started. If pressure drops more than 5.8 psi, or if inflation pressure drops at a rate of 2.9 psi or more per minute, the warning becomes more urgent and is displayed in red text. This warning appears as soon as the respective values are exceeded, whether the vehicle is stationary or moving.

Using Tripper Logic, the sensors transmit their signals only when requested to do so by the control unit, except in the event of a rapid drop in pressure, which triggers a continuous signal. To efficiently receive signals from the wheel transmitters, the new generation of TPC now uses a central receiver aerial beneath the floor of the car, replacing the previously used aerials in each wheel arch. The system can now continue monitoring tire pressures in the other wheels even if some of the control units fail. With the new system, battery service life goes from seven to 10 years.

Suspension Sporty Handling = Accident Avoidance

Knowing full well that all vehicles are safest by avoiding an accident in the first place, Porsche's engineers understand that their cars' awesome dynamic abilities are as much of a safety feature as a performance attribute.

To ensure both dynamic safety and an exhilarating driving experience, Porsche's engineers have continued to refine and enhance their cars' suspensions. Building upon a wide stance, all 911 models sit on a large, secure footprint. Porsche's engineers also specified a lightweight and technologically advanced suspension system and a low center of gravity for optimum agility and driver confidence assuring stability.

Porsche's proven front suspension is a McPherson design with spring strut axles with separately mounted longitudinal and track control arms, conical stump springs with an inner damper, and twin-sleeve gas-pressurized dampers. The dampers on the S model feature active control, as they are an integral part of that car's standard Porsche Active Suspension Management (PASM).

In the rear are Porsche's five-arm, spring-strut suspension with longitudinal and track control arms. The rear coil springs have co-axial, single-sleeve gas-pressure inner dampers. As in front, the rear dampers on the S models boast active control.
Better Living through PASM

As noted, the 911 Carrera S and 911 Carrera 4S Coupes and Cabriolets and the 911 Targa 4S come standard with the most recent version of Porsche Active Suspension Management (PASM). This system is optional on the 911 Carrera and 911 Carrera 4 Coupes and Cabriolets and the 911 Targa 4. PASM suspension has refined springs and anti-roll bars for even greater comfort. Porsche's engineers were able to accomplish this by fine-tuning the PASM control function, delivering a smoother ride on bad roads in both the Normal and Sport modes with no degradation in handling.

This electronically controlled suspension allows the driver to select either a Normal or Sport setting, depending on the driving situation and conditions. Besides allowing the choice of setups, PASM also lowers the car's ride height by about 0.4 inch (10 mm) as compared to the standard steel spring suspension.

At the core of PASM are continuously adjustable dampers, a front and rear accelerometer, and a dedicated electronic control unit. The PASM controller receives data about the vertical movements of the car's body, as well as steering angle, vehicle speed, brake pressure, and engine torque.

The control unit then alters oil flow within the dampers to constantly provide the optimum firmness for the conditions and driver's desire. The system's active dampers have a similar structure as standard shock absorbers but incorporate an electronically controlled internal bypass valve that increases or reduces oil flow as needed.

More than merely a two-setting suspension, PASM automatically adjusts to the driver's style. If left in Normal mode, PASM will gradually increase the suspension's firmness if the car is driven with greater enthusiasm, generating higher dynamic forces.

Rapid and sudden steering movements indicate to the control unit an immediate need to increase damper forces on both axles to reduce swaying or rocking.

By monitoring vertical motions of the body, the system can firm the dampers in Normal mode as reaction to a rough road, minimizing rocking. However, in Sport mode, the same motions alert the controller to reduce the damping forces to ensure that the wheels remain in contact with the road and increase ride comfort.

When the driver steps on the brakes, PASM firms the dampers to reduce body dive and, as the braking sequence continues, adjusts to softer damping with different forces front and rear to ensure solid tire-to-surface contact even on broken pavement or rough roads and to minimize stopping distance.

PASM also controls body squat during full-throttle acceleration. As the driver may briefly lift off from the throttle during gear shifts, PASM instantly adjusts firmness at front and rear axles to compensate for the brief change in loads. In Normal mode, PASM increases damping to prevent excess squat. In Sport mode, the damping is softened to improve traction
New Sports Suspension

Porsche engineers have also configured a special new PASM variant. Intended for the serious and skilled enthusiast driver, the setup replaces the former sports suspension.

Like the previous passive sports suspension, the new PASM sports suspension gives the car an even firmer ride, at the same time lowering the entire vehicle by 0.79 inches (20 mm) compared to the normal PASM suspension.

This new suspension improves both handling performance and comfort, compared with the passive system. The active sports suspension is available together with the mechanical limited-slip differential, and either the manual gearbox or PDK.
Stability is Standard

Porsche 911 models are equipped with enhanced Porsche Stability Management (PSM) as standard equipment. For the newest models, PSM now adds both Brake Pre-Filling and Brake Assistant, previously reserved for Porsche's all-wheel drive vehicles.

PSM is a computerized system that relies on data from an assortment of sensors to help maintain the car's intended path as the driver pushes it to the edges of its dynamic limits. By comparing speed of the individual wheels, vehicle speed and engine speed, PSM can determine that the car may be beginning to slip sideways or that a tire is losing traction and beginning to spin.

To rein the car back under the driver's control, PSM applies individual brake force to a slipping wheel. If more drastic measures are required, PSM works with the engine control module to reduce engine power briefly. PSM is programmed to intervene less quickly when the car is moving below 45 mph (70 km/h) to allow the driver more latitude.

PSM uses advanced anti-lock brake sensors that take their readings from multipole seats fitted directly on the wheel bearings. These signals allow more precise processing and control than other types. Instead of conventional shaft valves, linear solenoid valves adjust brake pressure with nearly infinite precision. To provide pressure more quickly, an advanced hydraulic pump is used, thus eliminating the need for a pre-charging pump and its connections.

Besides helping ensure stability, PSM boasts new functions. Critical among them is Brake Pre-Filling which can shorten stopping distances in an emergency. Whenever the driver lifts off the gas pedal abruptly, the system instantly pumps brake fluid from the hydraulic PSM control unit to the brake calipers, placing the pads lightly against the rotors before the driver's foot actually hits the brake pedal.

The refined PSM also now has Brake Assistant which helps drivers apply full braking force when needed. If the driver hits the brake pedal hard, but not with full force, PSM instructs the hydraulic pump to apply the rest, right up to the ABS threshold.

Like all Porsche dynamic safety-enhancement systems, the enhanced PSM does not interfere with a skilled enthusiast's pleasure. If the driver doesn't increase his pressure on the brake pedal past a certain point, the additional pressure built up by the system is reduced. Critically, the pressure booster does not always cut in.

And true to Porsche's philosophy that the driver should always be in command of the vehicle, PSM can be switched off by the driver, unlike some other systems.

When deactivated, the enhanced PSM remains off until the driver firmly hits the brake pedal, reaching the ABS threshold on at least one front wheel. This allows the skilled enthusiast driver more dynamic freedom. As with other Porsche performance-enhancing technologies, PSM is non-intrusive, never abruptly wrestling control of the car from the driver.
Sport Chrono Package Plus

The optional Sport Chrono Package Plus feature is available as an option with either the manual gearbox or PDK transmission.

This enhancement package brings specific control maps to the engine management system and Porsche Stability Management (PSM), as well as to Porsche Active Suspension Management (PASM) and PDK on vehicles so equipped.

The revised engine control maps strongly favor performance over comfort and provide even quicker engine response, not only on deployment but also on release of the throttle. This helps the PDK shift even more aggressively.

Stability thresholds allow more lateral slip before the ABS and PSM intervene. On those cars with PASM, that system 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 Sport Chrono can press the PASM button to return to the normal damper settings.

The Sport Chrono package also includes a digital/analog stopwatch and lap-counting function.
Variable-Ratio Steering

The 911 models come with standard variable-ratio rack-and-pinion steering. This both increases agility and stability at higher speed maneuvers and reduces steering effort at slow speeds.

When the steering wheel is turned within 30 degrees of center, the ratio provides a smooth and calm driving experience, even on rough surfaces. However, when the steering wheel angle exceeds 30 degrees, the ratio becomes more direct, reducing lock-to-lock from 2.98 to 2.62 turns. This gives the driver better control both on winding roads and in slow-speed parking maneuvers.

In addition to the variable ratio technology, the steering columns tilt and telescope. The wheel can be adjusted by 1.57 inches (40 mm) in height and reach.

Incorporated in the steering system is an electric steering wheel lock as part of the car’s anti-theft immobilizer.
Body and Exterior Looks that Count

For six generations, the uniquely familiar Porsche 911 shape has defined the face of the sports-car manufacturer for generations of admirers. To ensure that the newest models continue that trend, Porsche's designers have subtly refined the appearance, giving the cars a look that is both evolutionary and instantly recognizable as a Porsche 911.

As always, improved function is at the root of the changes. Critical among them are the new front air intakes that are larger than before to increase the flow of cooling air for the enhanced drivetrains and brakes.

These air inlets also highlight the new front lighting units that sit above the front air intakes. These horizontal lighting components have glass covers (with cleaners) and each hold six light-emitting diodes for the daytime driving lights. These units also cluster the positioning lights as well as the directional signals. The LED technology is also now used for the brake lights and tail lamps.
Let there be Lots of Light

The 911 Carrera, Carrera 4 and Targa 4 models come standard with BI-XENON™ headlights. These bulbs provide more than twice the illumination of halogen bulbs.

As an option, both cars may be equipped with dynamic bending headlights.

Thanks to information from sensors that monitor steering wheel angle, vehicle speed and lateral acceleration, the BI-XENON™ headlights swivel to mimic the movement of the front wheels. The dynamic bending lights are activated at a speed of 3 mph (5 km/h).

The maximum turning angle of the inner headlight in a bend is 15 degrees, and the maximum turning angle of the outer headlight is 7 degrees. Through these different turning angles the road ahead is illuminated by the widest possible unbroken swath of light. The dynamic bending lights operate with both low- and high-beams.
Classic Profile

The cars' profiles are highlighted by the newly designed wheels. The 18 -nch alloy wheels have five double spokes that are arranged so each pair of spokes opens outward at the rim. The 19-inch wheels five pairs of parallel spokes.

The true Porsche aficionado will also spot the larger outside mirrors, which despite their larger surfaces have a similar overall look as before. The larger mirrors do not detract from the overall excellent aerodynamics. An easily over-looked but significant detail is a water gutter extending above the edge of the mirror housing that reduces dirt and water accumulation on the mirrors.
Looking Back

At the rear, the new exhaust pipes are integrated in the rear body panel. The 3.6-liter 911 Carrera models have individual oval tailpipes, while the S models have double round tailpipes. Black trim at the bottom of the rear apron disguises the distance between the tailpipes and the rear panel, and at the same time they give the back end more of a sporty appearance.

All the rear lights, save the reversing lamp, boast LED technology. The single-piece rear light clusters each house the directional lights, rear fog light, the reversing light, the brake lamp, positioning light, and the reflector as one unit. Each cluster contains 60 diodes. Only the reversing light uses a bulb.

The light-emitting diodes react more quickly than standard bulbs. While the response time of a conventional incandescent bulb is approximately 100 milliseconds, light-emitting diodes have a response time of only about 0.1 milliseconds. The LED lights also offer more luminosity and longer life than standard bulbs. The light units themselves are tapered more distinctly to the outside than before, merging smoothly into the rear of the car. Red and silver-transparent lens covers add panache to the look.
Moving Air Over, Around and Through the Metal

When developing the new 911 Carrera models, Porsche engineers and designers strove to guarantee a more than sufficient flow of cooling air, regardless of ambient temperatures and operating conditions. The fruits of their labors are two sports coupes, each with a coefficient of drag of only 0.29.

An important factor contributing to this superior aerodynamic quality is the full underbody cover interrupted only by a few cooling air intakes for the brakes and transmission. Careful shaping of spoilers on the suspension components work with the air ducts to keep the brakes cool.

The new, larger air scoops at the front increase drivetrain cooling by 20 percent over the previous versions. With the center intake guiding air to the two outer radiators, there is no longer any need for a center radiator for the PDK transmission as was needed on previous models with the Tiptronic S.
Resistance is Foolish

Porsche's aerodynamicists worked with both body designers and suspension engineers, leaving no stone unturned in the quest for efficient airflow. To ensure low resistance and maximum stability, airflow over the body is carefully directed. Such details as the rear windshield wiper mounted directly to the window glass rather than to the bodywork, and the refined double-arm mounting of the side mirrors are based on good aerodynamics.

Despite the fact that the outside mirrors have larger reflecting surfaces than earlier models, their design keeps the side windows clean and reduces turbulence. The mirrors even help guide moving air around the car toward the rear spoiler. The spoiler itself automatically deploys at 75 mph (120 km/h) to enhance stability at higher speeds. As vehicle speed drops below 50 mph (80 km/h), the spoiler is not needed and it automatically retracts to reduce unwanted drag.
Less Lift, More Grip

Porsche's aerodynamic engineers understand that airflow beneath the car is as critical as the air moving over it. Therefore they imbued the 911 models with the high-speed stability that affords the driver confidence by carefully managing the underbody air movement. The underbody is almost entirely encased.

The flow of engine-cooling air is directed out of the radiators and into the wheel arches rather than under the front tires. This helps with brake cooling and reduces lift. Stability is further enhanced by transitional zones beneath the front of the car that create a low-pressure area near the front axle.
Cooling Air

Special ram-air flaps around the engine fan boost cooling airflow at high speeds. At low speeds, the flaps remain closed and air is drawn only through the radiator; at around 45 mph (70 km/h), the flaps open under ram pressure. Special air ducts on the underbody direct cooling airflow to the brake discs, transmission, and differential.

Wheel well spoilers reduce drag by guiding air around the wheels. Optimized brake air spoilers and pivot bearings ensure effective air around the rotors, reducing disc temperatures.

Interior What's Inside Counts, Too

The luxurious passenger cabins benefit from minor but important refinements over their immediate predecessors.

Prime among these is a redesigned center console that houses the enhanced and enlarged Porsche Communication Management (PCM) system and the availability of ventilated front seats. The audio systems have been upgraded and the on-board telephone features Bluetooth connectivity and available voice command. In addition, the on-board computer offers additional functions, including the ability to check the car's service intervals.
An Era of Communication

The crux of many of these convenience enhancements is the revamped PCM. The PCM is at the heart of all audio and communication functions. For the 2010 911 Carrera, Carrera 4 and Targa 4 models, the PCM features a new, larger monitor with touchscreen controls. By incorporating its controls into the touchscreen and eliminating the previous version's keyboard, Porsche's engineers were able to increase the size of the screen by 12 percent, from 5.8 to 6.5 inches.

The new unit is also less complicated to use, with the number of keys halved to 16. Menu logic has also been simplified, with the number of menus reduced from the previous five to only three, and most important functions accessible from the main menu.
The Sound of Music

The standard audio system features AM/FM radio as well as the ability to play CDs, audio and video DVDs. The optional BOSE Surround Sound System features 5.1 Discreet Surround Format, and works with a gamut of audio formats: MP3, AAC, WMA, Dolby Digital, MLP, and DTS.

The PCM has an integral six-CD/DVD changer standard that supports the same formats as the single CD/DVD player. Plus, a new, optional universal audio interface connects the PCM to an external audio source such as an iPod or a USB stick. An optional TV tuner can receive uncoded television signals. While driving, only the TV audio plays; when parked the picture is shown on the PCM monitor.
Expanded Navigation

For the first time the optional PCM navigation module comes with an integrated 40 GB hard disc. This modification significantly speeds up the calculation of routes over the previous system, and offers the driver a choice of three alternative routes in either a perspective-oriented or two-dimensional view. The navigation module also includes critical points of interest, such as the nearest filling station, as well as an elevation profile.
Look Ma, No Hands

The optionally available internal GSM telephone module offers two operating modes, enabling the user, first, to make telephone calls with the SIM card placed in the phone and, second, to automatically interconnect a compatible SAP-based mobile phone (SIM access profile) and the telephone module via a Bluetooth connection. And with the telephone being operated via PCM, the multifunction steering wheel the user is able to leave his phone in his pocket.
Plenty of Seating

Driver and passenger seats in the 911 models feature a Porsche-patented system engineered to better absorb vibration on long trips. For 2010, both cars offer the option of ventilated seats. Porsche’s ventilated seats are unique as the pull moisture away from the body rather than blowing air toward the body.

Owners can specify the ventilated/heated seating option with either the standard or optional comfort front seats. One fan in the seat cushion and one in the backrest can circulate air through the upholstery at one of three speeds. Air flows to the fans through a special air guidance tissue connected to hoses beneath and behind the seat. The fans have three speed settings and are controlled by a center-console mounted switch. The ventilating fans will not operate if the seat's surface temperature is below 59 degrees F (15 degrees C), but can be used with the heating function.

The standard front seats offer manual fore/aft and height adjustment. Backrest angle is electrically controlled for finer adjustment.

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

There is also a choice of sport seats with even greater lateral support both in the seat cushion and shoulder area. These seats also have firmer padding. Adaptive sport seats combine the sport seats design with electrical controls. These seats have four-dimensional adjustment, including width.

Finally, optional sports bucket seats, which are essentially race seats with folding backrests, are available for those who need or want maximum support while driving aggressively. These seats boast carbon fiber-reinforced construction for a weight savings of 15 to 20 pounds (7 to 9 kg) over standard seats, depending on model.

All Porsche front seats, including the sports bucket seats, have integrated thorax airbags and are compliant with all U.S. safety standards. And they all have folding backrests to allow access to the Coupe's rear seats.
Choose Your Wheel

Porsche engineers believe that drivers should have a choice of steering wheels, given that item's critical importance. The standard steering wheel is a dynamic three-spoke design that is adjustable both in height and reach. The wheel is built on a composite magnesium structure that reduces the weight of the steering wheel assembly over the previous aluminum wheel.

A multifunction steering wheel is available as option. This wheel offers redundant controls for the Porsche Communication Management (PCM) system. Without taking his hand from the wheel, the driver can operate audio, navigation, and telephone equipment.

In addition to the standard leather colors to match the rest of the interior, the multifunction steering wheel is available with wood grain, aluminum, or carbon-fiber trim on its outer ring.
Breath of Fresh Air

Automatic climate controls with air and pollen filtration are standard equipment. The controls for the heat, air conditioning and ventilation (HVAC) systems are integrated into the center console. Airflow through the HVAC system is optimized by large ducts and side vents.
Ample Storage Space

A large locking glove box provides nearly 400 cubic inches (6.5 liters) of room and has an integrated CD storage rack and a penholder. The center console includes more than 90 cubic inches (1.5 liters) of storage capacity. This compartment automatically locks with the Coupes' central locking system.

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 seatbacks forward expands this area.

Cupholders are located just above the glove box and are hidden behind a folding cover. When released, the left cupholder emerges in front of the central air nozzle in the instrument panel while the right cupholder rests in front of the front passenger nozzle and raising the folding cover locks them in place.

Critical Data

The five dials that comprise the instrument panel are positioned to provide outstanding readability. The faces of the dials are black in the 911 Carrera and Carrera 4 Coupes and Cabriolets and the 911 Targa 4. Gauge faces have an aluminum-look finish is in the S models.

Given the sporting soul of the 911, the tachometer dominates the instrument cluster. The rev counter is the largest gauge and it is mounted in the center of the display. A digital speedometer within the tachometer's face beneath the rev counter allows the driver to check both vehicle and engine speed in a single glance.

The separate analog speedometer includes overall and trip odometers and is located just to the left of the tachometer. The gauge to the right of the tach includes coolant temperature and fuel indicators, 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.

All the gauges have white light-emitting diodes that enhance illumination for night driving.
Safe by Design

Thanks to the high- and ultra-high-strength steel as well as the sophisticated spot-welding and bonding techniques used during their manufacture, the 911 bodies are torsionally rigid and extremely flex resistant while still being lightweight.

Particular attention was paid in designing and engineering 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, around the passenger compartment to the rear of the car.

A bulkhead crossbar at the front of the car is made from high-strength boron steel and special assembly processes were developed to minimize intrusion or into the foot well in an offset collision.
Six Airbags with POSIP

Occupants are protected by six airbags in the event of a collision. There are two front-impact airbags; two front seat-mounted, thorax protecting, side-impact airbags; and the two curtain-style, door-mounted, side-impact airbags that are part of the Porsche Side Impact Protection (POSIP) system.

The frontal airbags are full-size, two-stage front units featuring an organic-based propellant. This propellant reduces the stored airbags' size and weight, and aids in their recyclability.

The front passenger seat features sensors that accommodate child safety seats. Should the sensors detect a child sitting in that seat, the airbag is deactivated.

The POSIP boasts head airbags that deploy upward from their housings in the door windowsills. These airbags provide a flat cushion that inflates to nearly 500 cu.-in. (8 liters) and are designed to help protect the heads of the driver and front-seat passenger from broken glass and objects that might enter through the window in the event of an accident.

View more 2010 Porsche 911 pictures in our 2010 Porsche 911 photo gallery:

2010 Porsche 911 specifications, overview, information and imagery courtesy of: Porsche

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