Porsche Engineering Magazine...Issue 2/2008 Porsche Engineering Magazine Carrera model range...

Issue 2/2008

Porsche Engineering Magazine

Carrera model rangeImpressive technology

red dot design awardSuccess all along the line

What’s around the corner?Porsche lighting technology

Sailing into the futureThe Porsche Cayenne hybrid is on its way

PE_Magazin_2-08_EN:PE_Magazin_S4-9_RZ 03.10.08 15:39 Seite 1

Contents

NewsAbout Porsche Engineering

Porsche hybridSails are set for the future

Product DesignDesign in keeping with the 911

Industrial EngineeringComplete vehicle development –something entirely different

Carrera model rangeThe new Porsche Doppelkupplung and direct fuel injection

Red Dot Design AwardSuccess all along the line

22Lighting technologyWhat’s around the corner?

24Condensation test standReducing exhaust emissions

new Porsche Doppelkupplung helps toreduce emissions. And just what is behindthe technology used in the new Carrerawith direct fuel injection.

The latest technology always needs anappealing, attractive look. Shape, colourand function – that’s what PorscheDesign is all about. In this issue, we alsoshow you where and how the designneeds of industrial Porsche customersare met.

And finally, we take a look at a somewhatunusual “complete vehicle development”for Grandhall. Design and engineeringhave worked hand-in-hand and the resultis fantastic. You’ll be amazed!

Please join us on a brief journey throughour current development work and expe-rience our day-to-day fascination and ouridea of performance close-up.

We wish you a pleasant read.

Dr. Peter Schäfer and Malte RadmannPorsche Engineering Management

The future thrives on curiosity. And curiosity is our

stock-in-trade. Our thirst for knowledge drives us

onward. Our motto: We start off where others stop.

We also keep a close eye on our customers’

individual goals.

Dear Readers,

Curiosity certainly got the better of ourengineers, for example, when they devel-oped the condensation test stand forADA. Porsche Engineering made a sig-nificant contribution to environmentalprotection here, which will benefit all theautomotive manufacturers involved. Natu-rally, environmental protection is a parti -cu larly important factor in our day-to-daydevelopment work.

In the second last issue of the Engineer-ing Magazine, we told you all about thehistoric Lohner Porsche with its Porschehybrid technology from the year 1900.And because the Porsche developershave been hard at work since then, wecan now present the current Cayennehybrid in this issue.

The question in relation to the new 911series was: Is it possible to improve onan already perfect sports car? Thisappeared to be a real challenge for thedevelopers in Weissach. They set to work.What they came up with is being greetedenthusiastically by international technicalpublications. Read on to find out why the

Editorial

Contents

NewsAbout Porsche Engineering

Porsche hybridSails are set for the future

Product DesignDesign in keeping with the 911

Industrial EngineeringComplete vehicle development –something entirely different

Carrera model rangeThe new Porsche Doppelkupplung and direct fuel injection

Red Dot Design AwardSuccess all along the line

22Lighting technologyWhat’s around the corner?

24Condensation test standReducing exhaust emissions

new Porsche Doppelkupplung helps toreduce emissions. And just what is behindthe technology used in the new Carrerawith direct fuel injection.

The latest technology always needs anappealing, attractive look. Shape, colourand function – that’s what PorscheDesign is all about. In this issue, we alsoshow you where and how the designneeds of industrial Porsche customersare met.

And finally, we take a look at a somewhatunusual “complete vehicle development”for Grandhall. Design and engineeringhave worked hand-in-hand and the resultis fantastic. You’ll be amazed!

Please join us on a brief journey throughour current development work and expe-rience our day-to-day fascination and ouridea of performance close-up.

We wish you a pleasant read.

Dr. Peter Schäfer and Malte RadmannPorsche Engineering Management

The future thrives on curiosity. And curiosity is our

stock-in-trade. Our thirst for knowledge drives us

onward. Our motto: We start off where others stop.

We also keep a close eye on our customers’

individual goals.

Dear Readers,

Curiosity certainly got the better of ourengineers, for example, when they devel-oped the condensation test stand forADA. Porsche Engineering made a sig-nificant contribution to environmentalprotection here, which will benefit all theautomotive manufacturers involved. Natu-rally, environmental protection is a parti -cu larly important factor in our day-to-daydevelopment work.

In the second last issue of the Engineer-ing Magazine, we told you all about thehistoric Lohner Porsche with its Porschehybrid technology from the year 1900.And because the Porsche developershave been hard at work since then, wecan now present the current Cayennehybrid in this issue.

The question in relation to the new 911series was: Is it possible to improve onan already perfect sports car? Thisappeared to be a real challenge for thedevelopers in Weissach. They set to work.What they came up with is being greetedenthusiastically by international technicalpublications. Read on to find out why the

Editorial

At Porsche Engineering, engineers workmeticulously on new, unusual ideas forvehicles and industrial products. At therequest of automotive manufacturersand suppliers, we develop a variety ofsolutions – ranging from the design ofindividual components and the layout ofcomplex modules to the planning andimplementation of complete vehicle de -velopments, including production start-upmanagement. What makes it special isthat all this is done with the expertise ofa series manufacturer.

Do you need an automotive developer foryour project? Or would you prefer to work

News Complete Vehicle Cayenne Hybrid

About Porsche Engineering

directly with a specialised system de -veloper? We can offer both – becausePorsche Engineering works right therewhere these two areas meet.

The extensive knowledge acquired overthe years by Porsche Engineering con-verges in Weissach – and yet it is globallyavailable. Even directly on-site, of course.Regardless of where we work, we alwaysbring a piece of Porsche Engineeringwith us. To find out more about us, pleaserequest our image brochure by contactingus via e-mail:

[email protected]

Dr. Peter Schäfer (48) and Malte Rad-mann (54) have taken over as managersat Porsche Engineering Group GmbH andPorsche Engineering Services GmbH.Both have worked as general represen-tatives with management responsibilityduties at Porsche Engineering since2005.

Previously both these companies weremanaged by Wolfgang Dürheimer, Direc-tor of Research and Development forPorsche AG.

Dr. Schäfer was appointed chairman ofthe executive board and technical direc-tor. The mechanical engineer moved toPorsche in 2003. Before that, he wasChassis Design Manager for passengervehicles at Volkswagen.

Mr. Malte Radmann is the commercialdirector. He has worked in various man-agerial positions in customer develop-ment at Porsche since 1996. Before that,he worked at Daimler-Benz AerospaceDornier.

Can you trust this rev counter? Thespeedometer needle is somewhere bet -ween 50 and 60 km/h, the landscape isgliding by, yet the rev counter is at zero.In a Porsche! There is no clearer symbolof unrestrained power and performance.That’s a first for either the 911 or theBoxster. Or even for the Cayenne. Exceptfor this Cayenne – a prototype with ahybrid drive. It drives like a Porsche, itsounds like a Porsche, if that’s what you

Sailing into the future: The Porsche Cayenne hybrid

want – but sometimes the rev counterjust doesn’t play along. Particularly whenthe hybrid manager (no, not the driver)has “cut off” the combustion engine.

25% less fuel for the same drivingexperience

The maiden voyage in the Cayennehybrid promises even more new insights.For example, the silence when you start

New Managers at Porsche Engineering

The Cayenne hybrid will go into production during this decade. The new concept will not

only reduce consumption by up to 25 percent at current rates, but will also improve

acceleration and elasticity.

the car and the silence when you driveoff. Or the continuous display in the cock-pit showing which unit is currently beingpowered and which unit is supplying thepower. Or the fact that the warning lightfor the alternator is completely gone – asis the entire alternator. Or that you can“sail” with this car. But above all, the factthat you can keep driving the way youalways drive and still use a good 25%less juice.

At Porsche Engineering, engineers workmeticulously on new, unusual ideas forvehicles and industrial products. At therequest of automotive manufacturersand suppliers, we develop a variety ofsolutions – ranging from the design ofindividual components and the layout ofcomplex modules to the planning andimplementation of complete vehicle de -velopments, including production start-upmanagement. What makes it special isthat all this is done with the expertise ofa series manufacturer.

Do you need an automotive developer foryour project? Or would you prefer to work

News Complete Vehicle Cayenne Hybrid

About Porsche Engineering

directly with a specialised system de -veloper? We can offer both – becausePorsche Engineering works right therewhere these two areas meet.

The extensive knowledge acquired overthe years by Porsche Engineering con-verges in Weissach – and yet it is globallyavailable. Even directly on-site, of course.Regardless of where we work, we alwaysbring a piece of Porsche Engineeringwith us. To find out more about us, pleaserequest our image brochure by contactingus via e-mail:

[email protected]

Dr. Peter Schäfer (48) and Malte Rad-mann (54) have taken over as managersat Porsche Engineering Group GmbH andPorsche Engineering Services GmbH.Both have worked as general represen-tatives with management responsibilityduties at Porsche Engineering since2005.

Previously both these companies weremanaged by Wolfgang Dürheimer, Direc-tor of Research and Development forPorsche AG.

Dr. Schäfer was appointed chairman ofthe executive board and technical direc-tor. The mechanical engineer moved toPorsche in 2003. Before that, he wasChassis Design Manager for passengervehicles at Volkswagen.

Mr. Malte Radmann is the commercialdirector. He has worked in various man-agerial positions in customer develop-ment at Porsche since 1996. Before that,he worked at Daimler-Benz AerospaceDornier.

Can you trust this rev counter? Thespeedometer needle is somewhere bet -ween 50 and 60 km/h, the landscape isgliding by, yet the rev counter is at zero.In a Porsche! There is no clearer symbolof unrestrained power and performance.That’s a first for either the 911 or theBoxster. Or even for the Cayenne. Exceptfor this Cayenne – a prototype with ahybrid drive. It drives like a Porsche, itsounds like a Porsche, if that’s what you

Sailing into the future: The Porsche Cayenne hybrid

want – but sometimes the rev counterjust doesn’t play along. Particularly whenthe hybrid manager (no, not the driver)has “cut off” the combustion engine.

25% less fuel for the same drivingexperience

The maiden voyage in the Cayennehybrid promises even more new insights.For example, the silence when you start

New Managers at Porsche Engineering

The Cayenne hybrid will go into production during this decade. The new concept will not

only reduce consumption by up to 25 percent at current rates, but will also improve

acceleration and elasticity.

the car and the silence when you driveoff. Or the continuous display in the cock-pit showing which unit is currently beingpowered and which unit is supplying thepower. Or the fact that the warning lightfor the alternator is completely gone – asis the entire alternator. Or that you can“sail” with this car. But above all, the factthat you can keep driving the way youalways drive and still use a good 25%less juice.

Porsche launches its Parallel Full-Hybrid

For a Cayenne with a 3.6 litre six-cylindercombustion engine with direct fuel injec-tion (206 kW), this means a fuel con-sumption rate in accordance with thenew European driving cycle of signifi-cantly less than ten litres per 100 kilo-metres, compared with the previous rateof 12.9 litres. A rate of eight point some-thing is envisaged by the market launch.During this decade, Porsche will launch aCayenne on the market in which the com-bustion engine is just one part of a verycomplex drive system: In developing the“Parallel Full-Hybrid”, Porsche developersare working together with VW and Audion a concept that has never before beenimplemented in this form. The Cayennehybrid features both an internal com-bustion engine and an electric motor(with 34 kW of mechanical power and38 kW of electric power), which can berun both independently and together. Asecond clutch between the two driveunits ensures that the electric motor canoperate fully independently if necessary.Based on the accelerator pedal position,

the power electronics system then cal-culates the amount of electrical energythat must flow from the storage batteryin the rear to the electric motor in orderto get the required drive power. When thesecond clutch is closed, both the com-bustion engine and the electric motorcan deliver their power to the transmis-sion. Once the electrical power has beenused up, the electric motor switches offautomatically and the vehicle is poweredby the combustion engine alone. Thehuge challenge here is the interactionbetween the separating clutch and com-bustion engine. Depending on the situa-tion, the hybrid manager either “cuts off”the combustion engine or starts it. Thisis done imperceptibly by the separatingclutch, which does both the sensitive andhard work. This includes starting or stop-ping the combustion engine immediatelyat any time. The driver of the Cayennehybrid feels and hears absolutely nothing.

The hybrid manager: the heart

The complicated interaction between thecombustion engine, electric motor andbattery is controlled by the hybrid man-

Complete Vehicle Cayenne Hybrid Complete Vehicle Cayenne Hybrid

Cayenne hybrid with nickel-metal hybrid battery (NiMH)

ager – the heart of the car. It obtains allthe driving and power information andactivates both drives optimally in everydriving situation. It ensures that the batterydoes not run flat and is not charged anddischarged too often. The hybrid manageris a real super brain that must work con-stantly with more than 20,000 defineddata parameters. 6,000 data parametersare sufficient for normal engine control.

240 cells make up the nickel-metalhybrid battery

The 240-cell nickel-metal hybrid battery(347 x 633 x 291 mm) is really impres-sive. It is fitted in the spare wheel well (seebottom left illustration) and weighs 69 kg.The high-volt battery (energy: 1.7 kWh,6 Ah) works with a power of 38 kW, hasa voltage of 288 volts and stores theenergy, which is charged by the recuper-ative braking (recuperation potential:around 1 l/100 km) and consumption-optimised load point shifting of the com-bustion engine while driving. The energyproduced in this way can be used fordriving exclusively with the electric motoror as a back-up system for the combus-tion engine. Since it can get extremely hotas a result of charging and discharging, aspecial air-cooling system is used to keepits temperature below 40 degrees Celsius.The fresh breeze is drawn from the pas-senger compartment. As a result, the lifeexpectancy of the battery matches that ofthe entire hybrid vehicle.

Electric motor integrated in drivetrain

There are many reasons why Porscheopted for this concept. One reason, for

back-up system, acceleration and elas -ti city are significantly better than on theconventional Cayenne.

Components, which depend on the com-bustion engine in conventional vehicles,are enhanced or replaced by electrically

example, is because unlike the power-branched hybrid, the electric motor canbe integrated into the drivetrain on the“parallel full-hybrid”. The hybrid modulesits between the transmission and thecombustion engine, where it docks withthe separating clutch. The hybrid com-ponents are thus highly compatible withthe existing Cayenne basic platform. Thisgives more space and minimises therestrictions of the luggage compartmentvolume and all-wheel technology. It alsoimproves fuel consumption when drivingcross-country and on motorways. Unlikeother hybrid systems, which offer partic-ular advantages for stop-and-go citydriving, the Cayenne hybrid can “cut off”the combustion engine up to a speed of120 km/h. It then “sails” and glidesalong the road. Typical Porsche: since theelectric motor can not only take over fromthe combustion engine, but also act as a

powered units in the Cayenne hybrid.For example, the vacuum pump for thebrake booster has been electrified andan electric oil pump now supports themechanical oil pump for the automatictransmission. For the first time ever inthis vehicle class, Porsche is also using

The Cayenne hybrid will have a fuel consumption rate of well under 10 litres per 100 kilometres

Moving off and driving with an electric motor Braking while charging the battery

Driving with a combustion engine and hybridturbocharging

Acceleration with an electric motor via electricmotor and combustion engine

Porsche launches its Parallel Full-Hybrid

For a Cayenne with a 3.6 litre six-cylindercombustion engine with direct fuel injec-tion (206 kW), this means a fuel con-sumption rate in accordance with thenew European driving cycle of signifi-cantly less than ten litres per 100 kilo-metres, compared with the previous rateof 12.9 litres. A rate of eight point some-thing is envisaged by the market launch.During this decade, Porsche will launch aCayenne on the market in which the com-bustion engine is just one part of a verycomplex drive system: In developing the“Parallel Full-Hybrid”, Porsche developersare working together with VW and Audion a concept that has never before beenimplemented in this form. The Cayennehybrid features both an internal com-bustion engine and an electric motor(with 34 kW of mechanical power and38 kW of electric power), which can berun both independently and together. Asecond clutch between the two driveunits ensures that the electric motor canoperate fully independently if necessary.Based on the accelerator pedal position,

the power electronics system then cal-culates the amount of electrical energythat must flow from the storage batteryin the rear to the electric motor in orderto get the required drive power. When thesecond clutch is closed, both the com-bustion engine and the electric motorcan deliver their power to the transmis-sion. Once the electrical power has beenused up, the electric motor switches offautomatically and the vehicle is poweredby the combustion engine alone. Thehuge challenge here is the interactionbetween the separating clutch and com-bustion engine. Depending on the situa-tion, the hybrid manager either “cuts off”the combustion engine or starts it. Thisis done imperceptibly by the separatingclutch, which does both the sensitive andhard work. This includes starting or stop-ping the combustion engine immediatelyat any time. The driver of the Cayennehybrid feels and hears absolutely nothing.

The hybrid manager: the heart

The complicated interaction between thecombustion engine, electric motor andbattery is controlled by the hybrid man-

Complete Vehicle Cayenne Hybrid Complete Vehicle Cayenne Hybrid

Cayenne hybrid with nickel-metal hybrid battery (NiMH)

ager – the heart of the car. It obtains allthe driving and power information andactivates both drives optimally in everydriving situation. It ensures that the batterydoes not run flat and is not charged anddischarged too often. The hybrid manageris a real super brain that must work con-stantly with more than 20,000 defineddata parameters. 6,000 data parametersare sufficient for normal engine control.

240 cells make up the nickel-metalhybrid battery

The 240-cell nickel-metal hybrid battery(347 x 633 x 291 mm) is really impres-sive. It is fitted in the spare wheel well (seebottom left illustration) and weighs 69 kg.The high-volt battery (energy: 1.7 kWh,6 Ah) works with a power of 38 kW, hasa voltage of 288 volts and stores theenergy, which is charged by the recuper-ative braking (recuperation potential:around 1 l/100 km) and consumption-optimised load point shifting of the com-bustion engine while driving. The energyproduced in this way can be used fordriving exclusively with the electric motoror as a back-up system for the combus-tion engine. Since it can get extremely hotas a result of charging and discharging, aspecial air-cooling system is used to keepits temperature below 40 degrees Celsius.The fresh breeze is drawn from the pas-senger compartment. As a result, the lifeexpectancy of the battery matches that ofthe entire hybrid vehicle.

Electric motor integrated in drivetrain

There are many reasons why Porscheopted for this concept. One reason, for

back-up system, acceleration and elas -ti city are significantly better than on theconventional Cayenne.

Components, which depend on the com-bustion engine in conventional vehicles,are enhanced or replaced by electrically

example, is because unlike the power-branched hybrid, the electric motor canbe integrated into the drivetrain on the“parallel full-hybrid”. The hybrid modulesits between the transmission and thecombustion engine, where it docks withthe separating clutch. The hybrid com-ponents are thus highly compatible withthe existing Cayenne basic platform. Thisgives more space and minimises therestrictions of the luggage compartmentvolume and all-wheel technology. It alsoimproves fuel consumption when drivingcross-country and on motorways. Unlikeother hybrid systems, which offer partic-ular advantages for stop-and-go citydriving, the Cayenne hybrid can “cut off”the combustion engine up to a speed of120 km/h. It then “sails” and glidesalong the road. Typical Porsche: since theelectric motor can not only take over fromthe combustion engine, but also act as a

powered units in the Cayenne hybrid.For example, the vacuum pump for thebrake booster has been electrified andan electric oil pump now supports themechanical oil pump for the automatictransmission. For the first time ever inthis vehicle class, Porsche is also using

The Cayenne hybrid will have a fuel consumption rate of well under 10 litres per 100 kilometres

Moving off and driving with an electric motor Braking while charging the battery

Driving with a combustion engine and hybridturbocharging

Acceleration with an electric motor via electricmotor and combustion engine

Complete Vehicle Cayenne Hybrid Product Design Insights

The origins of the Porsche hybrid go back more than 100 years

Porsche worked on the hybrid drive over100 years ago. Back in 1900, FerdinandPorsche developed the first standardvehicle with a hybrid drive for the Vienna-based k. u. k. Hofwagenfabrik LudwigLohner & Co.: The Lohner-Porsche "Mixte"featured both a wheel-hub electric motorand a combustion engine and was able tobuffer energy in a battery. The 15-bhpfour-cylinder engine was coupled directlywith an 80-volt dynamo. This generatorpowered the wheel-hub electric motors inthe front wheels – either directly or via theaccumulator, which it powered in parallel.

Hybrid – also for the Panamera

Porsche is once again making strides innew dimensions – this time with the “pa r -allel full-hybrid” in the new Panamera,which will be available in 2009.

Product design in keeping with the 911 – behind the scenes

In addition to vehicles, the subsidiary Porsche Design

Group is conquering new territory with its innovative

luxury products – for its own brand, for industrial

customers and for the company. Let’s have a look at the

Porsche Design Studio in Zell am See.

It is not only the automotive industrythat is trying to send the right signalswith its product design; other indus-tries have also recognised the impor-tance of having unmistakable products.

Nowadays, design is not merely a means– albeit a perfect one – of standing outfrom the competition, it also builds con-fidence in the product, because theobserver will draw conclusions about the

“inner value” of the product, based onhow it looks. Many Porsche Engineeringcustomers therefore decided a longtime ago to perfect not only the tech-nical quality of their products, but alsothe aesthetic. Both Porsche Engineeringexpertise and the know-how of thePorsche Design Studio are available toassist them in this.

On your behalf, we have gone in searchof the roots of Porsche design and foundthem – in Austria, in a setting that couldnot be more beautiful.

Panamera hybrid

electro-hydraulic steering, which re -duces energy consumption by 88%compared with hydraulic power steeringand still guarantees the precision wehave come to expect from Porsche.Even the air conditioning is poweredelectrically in the Cayenne hybrid. Whenyou add it all up, the vehicle weighs150 kg more than the conventional vehi-cle. Since it is much more economicaland agile, however, it fits in perfectlywith the Porsche philosophy of offeringexceptional performance combined withmaximum efficiency. That requires hardwork, but Porsche developers havealways come up with the goods when itcomes to reducing fuel consumption.CO2 emissions have been reduced by1.7% every year for the last 15 years –an absolute record for the automotiveindustry. The most recent example is theCayenne. A brand new generation ofengines with direct fuel injection wasdeveloped for the new models, which

were celebrated at the Detroit Motor-show Premiere in January 2007. Withthese engines, it proved possible toreduce fuel consumption and emissionsby 15% compared to the first genera-tion. And the Porsche developers arequite right to be proud of these figures.The Porsche developments also genera -ted huge interest at IAA 2007, in Frank-furt, Auto China 2008 in Peking and theGeneva Motor Show 2008, where theCayenne hybrid was presented to a well-informed public. As part of an Engineer-ing Workshop, Porsche presented its newconcept to journalists from across theglobe in the Research and DevelopmentCentre in Weissach in July 2007. The factthat the Porsche developers gave detailedinsights into their development work several years before the market launch ofa car was a first in the history of the company and is an indication of just howserious they are in Zuffenhausen aboutreducing fuel consumption.

Power electronics for controlling the flow of current between battery and electric motor

Spindle actuator for controlling the separating clutch between the combustion engine and the electric motor

Hybrid module Battery

Complete Vehicle Cayenne Hybrid Product Design Insights

The origins of the Porsche hybrid go back more than 100 years

Porsche worked on the hybrid drive over100 years ago. Back in 1900, FerdinandPorsche developed the first standardvehicle with a hybrid drive for the Vienna-based k. u. k. Hofwagenfabrik LudwigLohner & Co.: The Lohner-Porsche "Mixte"featured both a wheel-hub electric motorand a combustion engine and was able tobuffer energy in a battery. The 15-bhpfour-cylinder engine was coupled directlywith an 80-volt dynamo. This generatorpowered the wheel-hub electric motors inthe front wheels – either directly or via theaccumulator, which it powered in parallel.

Hybrid – also for the Panamera

Porsche is once again making strides innew dimensions – this time with the “pa r -allel full-hybrid” in the new Panamera,which will be available in 2009.

Product design in keeping with the 911 – behind the scenes

In addition to vehicles, the subsidiary Porsche Design

Group is conquering new territory with its innovative

luxury products – for its own brand, for industrial

customers and for the company. Let’s have a look at the

Porsche Design Studio in Zell am See.

It is not only the automotive industrythat is trying to send the right signalswith its product design; other indus-tries have also recognised the impor-tance of having unmistakable products.

Nowadays, design is not merely a means– albeit a perfect one – of standing outfrom the competition, it also builds con-fidence in the product, because theobserver will draw conclusions about the

“inner value” of the product, based onhow it looks. Many Porsche Engineeringcustomers therefore decided a longtime ago to perfect not only the tech-nical quality of their products, but alsothe aesthetic. Both Porsche Engineeringexpertise and the know-how of thePorsche Design Studio are available toassist them in this.

On your behalf, we have gone in searchof the roots of Porsche design and foundthem – in Austria, in a setting that couldnot be more beautiful.

Panamera hybrid

electro-hydraulic steering, which re -duces energy consumption by 88%compared with hydraulic power steeringand still guarantees the precision wehave come to expect from Porsche.Even the air conditioning is poweredelectrically in the Cayenne hybrid. Whenyou add it all up, the vehicle weighs150 kg more than the conventional vehi-cle. Since it is much more economicaland agile, however, it fits in perfectlywith the Porsche philosophy of offeringexceptional performance combined withmaximum efficiency. That requires hardwork, but Porsche developers havealways come up with the goods when itcomes to reducing fuel consumption.CO2 emissions have been reduced by1.7% every year for the last 15 years –an absolute record for the automotiveindustry. The most recent example is theCayenne. A brand new generation ofengines with direct fuel injection wasdeveloped for the new models, which

were celebrated at the Detroit Motor-show Premiere in January 2007. Withthese engines, it proved possible toreduce fuel consumption and emissionsby 15% compared to the first genera-tion. And the Porsche developers arequite right to be proud of these figures.The Porsche developments also genera -ted huge interest at IAA 2007, in Frank-furt, Auto China 2008 in Peking and theGeneva Motor Show 2008, where theCayenne hybrid was presented to a well-informed public. As part of an Engineer-ing Workshop, Porsche presented its newconcept to journalists from across theglobe in the Research and DevelopmentCentre in Weissach in July 2007. The factthat the Porsche developers gave detailedinsights into their development work several years before the market launch ofa car was a first in the history of the company and is an indication of just howserious they are in Zuffenhausen aboutreducing fuel consumption.

Power electronics for controlling the flow of current between battery and electric motor

Spindle actuator for controlling the separating clutch between the combustion engine and the electric motor

Hybrid module Battery

Product Design Insights Product Design Insights

The birth place is Flugplatzstraße 29,Zell am See – not far from Professor-Ferry-Porsche-Straße, Porscheallee andthe new Ferry Porsche Congress Centre.The heart of the Porsche Design Studiobeats here in this Austrian town – hometo 9,600 people. The headquarters ofone of the most famous design housesin Europe radiates transparency andsophistication with its restrained stonefaçade and huge glass fronts. Clear,unmistakable and timeless – that’s howobservers see the products that are lovingly placed in a small showroom inthe entrance area just to the left. The displays showcase the diversity of thedesign work: be it yachts, navigationequipment, model trams or water sportsequipment. The selection shows that allproducts have something in common:fine materials, high-quality workmanshipand innovative technology. Without atrace of restricted insular thinking, themost varied products line up elegantlyside-by-side. Each product is a classicbecause it defies the spirit of the times.

Product design is a harmoniousinteraction of various forces

The shelves showcase the most variedproduct models – designed exclusivelyby Porsche Design, with Porsche Engi-neering playing its part when it comes totechnical perfection. It’s hard to saywhich came first – the design or the func-tion. Perhaps the question doesn’t evenarise because the interaction of design-ers and engineers is seamless. “Whendeveloping the product design, there isalways a harmonious interaction betweenall active forces,” confirms a young de -signer. We look around some more. New-

fangled spring systems on a runningshoe catch our eye and the models ofsmall compact vehicles are certainlyimpressive. We move on to where thedesigners work. This brings us onestorey up into the offices where they areputting their initial visions of productsonto paper – simple free-hand drawings,nothing more than a few pen strokes.The birth of a new product. Uninhibited,because Porsche thinking has no limits.And you can take that literally.

The minimalist style is consistent in theinterior of the Design Studio. Walls wouldonly get in the way, so only the essentialones remain – and even these serve asceiling-high cabinets. Birch wood, with itswarm feel-good colour, sets the mood.The design determines consciousness.Exchanging ideas, over and above genrelimits, becomes an on-going process.Questions are asked, the essence ofthings is discovered. Designers areessentially problem-solvers.

Everything we see here says just one thing:clarity. “Product design has many func-tions, e.g. it can showcase high technicalstandards, innovative skills and the for-ward-looking nature of products,” explainsa young designer. Product design turnsgoods into flagship products – with the jobof communicating the corporate culture.

Design eliminates obstaclesthrough creativity

“First, there’s the brainstorming phase.This generally involves doing quite tra-ditional hand sketches, just to get a feelfor the subject matter. Once the basicdirection is set, the hardest part of thework begins. Because from now on, thedesigners concentrate only on resolvingdifficulties. Objections come from all sides– because of the design, production,costs – and the designer must re solvethese objections using further creativity,”says Roland Heiler, General Manager of thePorsche Design Studio.

New technology and innovative product design for the Pegasus wheelchair

Following stocktaking and brainstorm-ing, the very latest 3D and 2D softwareis used to create concrete shapes. Thegraphic tablet, a kind of virtual drawingpad, is used to bring the project to lifeon the screen. Just a rough design, whichis then rejected and created again fromscratch. Intermediate steps are presentedand discussed again. A presentationboard catches the eye. It is covered inimpressive printouts of “our most fasci-nating projects” (Roland Heiler). Com-missioned by the yacht manufacturer“Fearless Yachts” and based on the exist-ing 28-foot boat, further variations areproduced, which will be 44-foot, 68-footand even 125-foot long (1 foot is 30.48cm). Bold, aesthetic, unmistakable – sovery Porsche, down to the very last detail.

Reminder of where it all began

As if to confirm this impression, a 1:18scale 911 stands on the desk beside it.Not just an ornament, but a reminder ofwhere it all began. One particular officehas the job of taking care of these mem-ories. You just take the narrow corridorand already, you feel as if you have been

transported back in time to the work-place of Professor Ferdinand AlexanderPorsche, designer of the 911, founder ofPorsche Design and honorary chairmanof the advisory committee today. Theroom looks as if the 73-year old has juststepped out – children’s drawings hangon the walls, the model car collection islined up on the shelves and right next tothe door – in all its glory – is the goldenshovel that was used to turn the first sodfor the Porsche plant in Leipzig. The

large drawing board stands in the middleof the room – as if F. A. Porsche is aboutto reach for his pen again at anymoment. Through the glass front, youhave a clear view onto the slope acrossthe street of Hof Schüttgut, ancestralhome of the Porsche family, with thewhite chapel beside it. Company founderFerdinand Porsche, daughter Louise andson Ferry rest here. Tradition is an impor-tant part of the fascination. DesignerChristian Schwamkrug calls it the “ratherspecial aura” of the Studio here in Zellam See. Always looking to the past,focusing on the present with sights firmlyset on the future.

Industrial design by Porsche Design Studio

Product design with the uniquePorsche Design trademark

Product Design Insights Product Design Insights

The birth place is Flugplatzstraße 29,Zell am See – not far from Professor-Ferry-Porsche-Straße, Porscheallee andthe new Ferry Porsche Congress Centre.The heart of the Porsche Design Studiobeats here in this Austrian town – hometo 9,600 people. The headquarters ofone of the most famous design housesin Europe radiates transparency andsophistication with its restrained stonefaçade and huge glass fronts. Clear,unmistakable and timeless – that’s howobservers see the products that are lovingly placed in a small showroom inthe entrance area just to the left. The displays showcase the diversity of thedesign work: be it yachts, navigationequipment, model trams or water sportsequipment. The selection shows that allproducts have something in common:fine materials, high-quality workmanshipand innovative technology. Without atrace of restricted insular thinking, themost varied products line up elegantlyside-by-side. Each product is a classicbecause it defies the spirit of the times.

Product design is a harmoniousinteraction of various forces

The shelves showcase the most variedproduct models – designed exclusivelyby Porsche Design, with Porsche Engi-neering playing its part when it comes totechnical perfection. It’s hard to saywhich came first – the design or the func-tion. Perhaps the question doesn’t evenarise because the interaction of design-ers and engineers is seamless. “Whendeveloping the product design, there isalways a harmonious interaction betweenall active forces,” confirms a young de -signer. We look around some more. New-

fangled spring systems on a runningshoe catch our eye and the models ofsmall compact vehicles are certainlyimpressive. We move on to where thedesigners work. This brings us onestorey up into the offices where they areputting their initial visions of productsonto paper – simple free-hand drawings,nothing more than a few pen strokes.The birth of a new product. Uninhibited,because Porsche thinking has no limits.And you can take that literally.

The minimalist style is consistent in theinterior of the Design Studio. Walls wouldonly get in the way, so only the essentialones remain – and even these serve asceiling-high cabinets. Birch wood, with itswarm feel-good colour, sets the mood.The design determines consciousness.Exchanging ideas, over and above genrelimits, becomes an on-going process.Questions are asked, the essence ofthings is discovered. Designers areessentially problem-solvers.

Everything we see here says just one thing:clarity. “Product design has many func-tions, e.g. it can showcase high technicalstandards, innovative skills and the for-ward-looking nature of products,” explainsa young designer. Product design turnsgoods into flagship products – with the jobof communicating the corporate culture.

Design eliminates obstaclesthrough creativity

“First, there’s the brainstorming phase.This generally involves doing quite tra-ditional hand sketches, just to get a feelfor the subject matter. Once the basicdirection is set, the hardest part of thework begins. Because from now on, thedesigners concentrate only on resolvingdifficulties. Objections come from all sides– because of the design, production,costs – and the designer must re solvethese objections using further creativity,”says Roland Heiler, General Manager of thePorsche Design Studio.

New technology and innovative product design for the Pegasus wheelchair

Following stocktaking and brainstorm-ing, the very latest 3D and 2D softwareis used to create concrete shapes. Thegraphic tablet, a kind of virtual drawingpad, is used to bring the project to lifeon the screen. Just a rough design, whichis then rejected and created again fromscratch. Intermediate steps are presentedand discussed again. A presentationboard catches the eye. It is covered inimpressive printouts of “our most fasci-nating projects” (Roland Heiler). Com-missioned by the yacht manufacturer“Fearless Yachts” and based on the exist-ing 28-foot boat, further variations areproduced, which will be 44-foot, 68-footand even 125-foot long (1 foot is 30.48cm). Bold, aesthetic, unmistakable – sovery Porsche, down to the very last detail.

Reminder of where it all began

As if to confirm this impression, a 1:18scale 911 stands on the desk beside it.Not just an ornament, but a reminder ofwhere it all began. One particular officehas the job of taking care of these mem-ories. You just take the narrow corridorand already, you feel as if you have been

transported back in time to the work-place of Professor Ferdinand AlexanderPorsche, designer of the 911, founder ofPorsche Design and honorary chairmanof the advisory committee today. Theroom looks as if the 73-year old has juststepped out – children’s drawings hangon the walls, the model car collection islined up on the shelves and right next tothe door – in all its glory – is the goldenshovel that was used to turn the first sodfor the Porsche plant in Leipzig. The

large drawing board stands in the middleof the room – as if F. A. Porsche is aboutto reach for his pen again at anymoment. Through the glass front, youhave a clear view onto the slope acrossthe street of Hof Schüttgut, ancestralhome of the Porsche family, with thewhite chapel beside it. Company founderFerdinand Porsche, daughter Louise andson Ferry rest here. Tradition is an impor-tant part of the fascination. DesignerChristian Schwamkrug calls it the “ratherspecial aura” of the Studio here in Zellam See. Always looking to the past,focusing on the present with sights firmlyset on the future.

Industrial design by Porsche Design Studio

Product design with the uniquePorsche Design trademark

Industrial Engineering Development Work Industrial Engineering Development Work

Complete vehicle development – something entirely different

The engineers at Porsche Engineering cannot conceal their origins, even when it comes

to industrial developments – including speed counters. A search for development

parallels for a somewhat unusual “vehicle”.

Admittedly, the development of a “grillcar” is somewhat of an exception forPorsche Engineering. With the result thatthis grill has little in common with itscommercially available cousins and farmore in common with a Porsche car,because colleagues from Porsche Designhad a hand in designing it. And whatabout the mechanics? They came fromPorsche Engineering. When we weredone, even we had a little respect. Notonly does the new outdoor kitchen offer

beauty, style and excellent functionality,which you expect from Porsche DesignStudio, it also features the Crossray®

burner technology developed and pa t -ented by Grandhall. The resulting “grillcar” is a masterpiece – highly functionaland stylistically pure.

Parallels with the sports car

And since this is Porsche, we specificallylooked for parallels with the sports car

for our development project. And wefound them. Even the first sketches byPorsche Design opened up a new era forthe Grandhall outdoor kitchen. Whenyou’re the Porsche of barbecues, youneed the mechanics of the sports carmaker too. Our engineers from PorscheEngineering used a slim stainless-steelbody as the bodyshell. The modular-designed system means that the kitchentrolley can be used both as a mobilecooking station and a mini-kitchen.

New framework structure forgreater hold

With a new inner framework structure,we have given it a secure hold – stabil-ity for guaranteed roadholding. The eyeis drawn straight to the domed sheet-metal sliding roof giving rise to an imme-diate open-top feeling. After all it is, infact, still summer. The perfect time forour outdoor kitchen. The lever mecha-nism of the “cabriolet hood” reminds usof something. It opens smoothly, quietly,almost silently. It is a succinct lesson inelementary physics. The calculation ofspring strength and paths, friction cal-culations and materials all combined toproduce a perfect, force-optimised sys-tem for opening the top. Under the sliding roof, we see a grill – we ask our-selves: how long does our steak have tosit still here until it is perfect? Tempera-tures had to be taken for this and theengineers pushed the small mobilekitchen to its limits time and time again.Once satisfied, we nod in approval: a jobwell done!

Speed range – including display

We play with the centre console and aredelighted with the simple, elegant knobs.The switch panel shows which speedrange is currently active – in otherwords: whether or not the burners are intop form. There’s also a clock for thecook. Time to chance looking at theside: surprisingly, our Grandhall has a“trailer hitch” on both sides. Just like ourExclusive/Tequipment range, there’salso a wide choice of attachment optionshere. The gleam of silver stainless steelshines on all components, be it the cook-ing drawer or other details. Fine, blackstone elements further highlight thePorsche Design trademark. Almoststraightaway, the stone look reminds usof a freshly asphalted section of race-track. And we wouldn’t be Porsche if weweren’t fond of “stepping on the gas”here at least. And look there, under thegrill, we find the engine, the heart of thenew master grill. The heart is behind asliding door. It beats faster and hotterand you wonder a little why these burn-

Switch panel, side and front view of the Grandhall mobile cooking station

ers don’t need cooler grills. With theCrossray® infrared burner technologypatented by Grandhall, the outdoorkitchen boasts the most sophisticatedsystem available today – darting flamesand choking smoke are a thing of thepast. Unlike traditional burners, which liedirectly under the cooking zone, theinfrared burners at the sides heat thecomplete grill area evenly. Outdoor cook-ing is now child’s play for everyone!

Efficient processes for more added value

We look down under the Grandhall. Wesee small wheels fitted with the finestbrakes. The Porsche engineer had mobil-ity in mind here. Freedom of movement– even for a kitchen. Certainly, it is a com-pact kitchen, but because of this, thepassion for detail was particularly im -portant. The wheels are break-proof andweather-resistant. And that ends ourcomparison with Porsche development,where engineers work passionately everyday developing something new for you.

Industrial Engineering Development Work Industrial Engineering Development Work

Complete vehicle development – something entirely different

The engineers at Porsche Engineering cannot conceal their origins, even when it comes

to industrial developments – including speed counters. A search for development

parallels for a somewhat unusual “vehicle”.

Admittedly, the development of a “grillcar” is somewhat of an exception forPorsche Engineering. With the result thatthis grill has little in common with itscommercially available cousins and farmore in common with a Porsche car,because colleagues from Porsche Designhad a hand in designing it. And whatabout the mechanics? They came fromPorsche Engineering. When we weredone, even we had a little respect. Notonly does the new outdoor kitchen offer

beauty, style and excellent functionality,which you expect from Porsche DesignStudio, it also features the Crossray®

burner technology developed and pa t -ented by Grandhall. The resulting “grillcar” is a masterpiece – highly functionaland stylistically pure.

Parallels with the sports car

And since this is Porsche, we specificallylooked for parallels with the sports car

for our development project. And wefound them. Even the first sketches byPorsche Design opened up a new era forthe Grandhall outdoor kitchen. Whenyou’re the Porsche of barbecues, youneed the mechanics of the sports carmaker too. Our engineers from PorscheEngineering used a slim stainless-steelbody as the bodyshell. The modular-designed system means that the kitchentrolley can be used both as a mobilecooking station and a mini-kitchen.

New framework structure forgreater hold

With a new inner framework structure,we have given it a secure hold – stabil-ity for guaranteed roadholding. The eyeis drawn straight to the domed sheet-metal sliding roof giving rise to an imme-diate open-top feeling. After all it is, infact, still summer. The perfect time forour outdoor kitchen. The lever mecha-nism of the “cabriolet hood” reminds usof something. It opens smoothly, quietly,almost silently. It is a succinct lesson inelementary physics. The calculation ofspring strength and paths, friction cal-culations and materials all combined toproduce a perfect, force-optimised sys-tem for opening the top. Under the sliding roof, we see a grill – we ask our-selves: how long does our steak have tosit still here until it is perfect? Tempera-tures had to be taken for this and theengineers pushed the small mobilekitchen to its limits time and time again.Once satisfied, we nod in approval: a jobwell done!

Speed range – including display

We play with the centre console and aredelighted with the simple, elegant knobs.The switch panel shows which speedrange is currently active – in otherwords: whether or not the burners are intop form. There’s also a clock for thecook. Time to chance looking at theside: surprisingly, our Grandhall has a“trailer hitch” on both sides. Just like ourExclusive/Tequipment range, there’salso a wide choice of attachment optionshere. The gleam of silver stainless steelshines on all components, be it the cook-ing drawer or other details. Fine, blackstone elements further highlight thePorsche Design trademark. Almoststraightaway, the stone look reminds usof a freshly asphalted section of race-track. And we wouldn’t be Porsche if weweren’t fond of “stepping on the gas”here at least. And look there, under thegrill, we find the engine, the heart of thenew master grill. The heart is behind asliding door. It beats faster and hotterand you wonder a little why these burn-

Switch panel, side and front view of the Grandhall mobile cooking station

ers don’t need cooler grills. With theCrossray® infrared burner technologypatented by Grandhall, the outdoorkitchen boasts the most sophisticatedsystem available today – darting flamesand choking smoke are a thing of thepast. Unlike traditional burners, which liedirectly under the cooking zone, theinfrared burners at the sides heat thecomplete grill area evenly. Outdoor cook-ing is now child’s play for everyone!

Efficient processes for more added value

We look down under the Grandhall. Wesee small wheels fitted with the finestbrakes. The Porsche engineer had mobil-ity in mind here. Freedom of movement– even for a kitchen. Certainly, it is a com-pact kitchen, but because of this, thepassion for detail was particularly im -portant. The wheels are break-proof andweather-resistant. And that ends ourcomparison with Porsche development,where engineers work passionately everyday developing something new for you.

Industrial Engineering Development Work Complete Vehicle New Carrera Model Range

with.” Our conclusion: With its finely pol-ished granite surfaces and electronicinstruments, the new outdoor kitchen isan utterly elegant and functional innova-tion, which is as much at home in thefinest gardens of the world as it is a largeroof terrace. The developers at PorscheEngineering are very happy.

And now? We’re hungry and have justcalled our Porsche colleague ReginaSchaan, two-time German master griller,who has the following recipe for you:

Hold on! One more thing: As at Porsche,our outdoor kitchen was optimised forproduction, which makes the fitters atGrandhall Production happy becausethey now have less to do thanks to leaner,more efficient pro cesses. Wilbert Kroes,Sales Manager at Grandhall Europe:“Working together with Porsche DesignStudio and Porsche Engineering was animmensely inspiring experience for us. Itwas exciting to see how perfect designand engineering skills were combined toform one product that we are so familiar

It’s what’s inside that counts

Is it actually possible to make a seemingly perfect sports car even better? The new 911

generation – with technical highlights designed specifically for greater power using less

fuel. Improved efficiency for a superior look.

The new Porsche 911 taps into the longtradition of the 911 model series. Itsdesign has been carefully enhanced, with-out changing the classic shape. It reflectsthe quality of the further technologicaldevelopment of the drive system. The

slightly larger, outer air intakes give the911 a superior look and highlight the highperformance potential of the new genera-tion. Its looks will certainly catch youreye. And the technology? It makes our engineers’ heart beat faster and leaves

nothing to be desired. What’s new, forexample, is the unique Porsche Doppel -kupplung (PDK). Another highlight: thecompletely redesigned engines withdirect fuel injection enable a significantimprovement in performance while at

Industrial Engineering Development Work Complete Vehicle New Carrera Model Range

with.” Our conclusion: With its finely pol-ished granite surfaces and electronicinstruments, the new outdoor kitchen isan utterly elegant and functional innova-tion, which is as much at home in thefinest gardens of the world as it is a largeroof terrace. The developers at PorscheEngineering are very happy.

And now? We’re hungry and have justcalled our Porsche colleague ReginaSchaan, two-time German master griller,who has the following recipe for you:

Hold on! One more thing: As at Porsche,our outdoor kitchen was optimised forproduction, which makes the fitters atGrandhall Production happy becausethey now have less to do thanks to leaner,more efficient pro cesses. Wilbert Kroes,Sales Manager at Grandhall Europe:“Working together with Porsche DesignStudio and Porsche Engineering was animmensely inspiring experience for us. Itwas exciting to see how perfect designand engineering skills were combined toform one product that we are so familiar

It’s what’s inside that counts

Is it actually possible to make a seemingly perfect sports car even better? The new 911

generation – with technical highlights designed specifically for greater power using less

fuel. Improved efficiency for a superior look.

The new Porsche 911 taps into the longtradition of the 911 model series. Itsdesign has been carefully enhanced, with-out changing the classic shape. It reflectsthe quality of the further technologicaldevelopment of the drive system. The

slightly larger, outer air intakes give the911 a superior look and highlight the highperformance potential of the new genera-tion. Its looks will certainly catch youreye. And the technology? It makes our engineers’ heart beat faster and leaves

nothing to be desired. What’s new, forexample, is the unique Porsche Doppel -kupplung (PDK). Another highlight: thecompletely redesigned engines withdirect fuel injection enable a significantimprovement in performance while at

the brake, give it full throttle and thentake your foot off the brake – the 911shoots forward without slip and withoutinterrupting tractive power.

Gear changes with preselection

The PDK operating principle can be de -s cribed based on a drive-off manoeuvre:when you accelerate in first gear, secondgear is already preselected in the (no-load) second transmission while clutchII is still open. This takes only a few mil-liseconds and is imperceptible for thedriver. When you shift up to second gear,the first clutch opens and the secondclutch closes at the same time. Thismeans that the torque is transferredeven at full throttle from one clutch tothe other in a controlled way withoutinterrupting propulsive power. The pro-cedure is basically the same for upshiftsand downshifts. In manual mode, only

the same time reducing fuel consump-tion and emissions.

You don’t have to increasedisplacement to get more power

The first-ever use of direct fuel injectionin Porsche sports cars and the optionalPorsche Doppelkupplung (PDK) makesthe new 911 more sporty and consider-ably more efficient. The Carrera Coupéwith PDK, for example, has an excellentfuel consumption rate of 9.8 litres per100 kilometres. All new Carrera modelscan now boast fuel consumption rateswell below the limit of 11 litres per100 kilometres. CO2 emissions are alsoup to 15% lower.

First Porsche Doppelkupplung forthe series

A huge challenge in developing thePorsche Doppelkupplung was to combinethe high input torques of Porsche enginesin an extremely compact transmissionwith excellent day-to-day usability and lowlosses while at the same time keeping theweight to a minimum. The new seven-speed Porsche Doppelkupplung meetsthese requirements. The developers com-bined the dynamics of a manual gearbox

Complete Vehicle New Carrera Model Range Complete Vehicle New Carrera Model Range

of experience – because Porsche Dop-pelkupplung technology has actuallybeen around for 25 years. Back in 1983,the racing department pioneered andused this type of transmission in the956 long-distance racing car. In the fol-lowing year, the successor model, the962, had its first victory in the Supercupat the Nürburgring. The greatest suc-cess was in 1986 with the Triumph at theWorld Championships in Monza.

The new Porsche Doppelkupplung pro-vides the driver with seven forward gearsand one reverse gear. As the name sug-gests, the Porsche Doppelkupplung actu-ally comprises two transmissions in onehousing. One controls 1st, 3rd, 5th and7th gear as well as reverse, while theother controls 2nd, 4th and 6th gear.Both transmissions are driven by ashared input shaft. A hollow shaft for therelevant transmission runs to clutch No.1, while a full shaft goes to clutch No. 2.All gear wheels are constantly rotating,but run without force. An operatingsleeve then provides power transmis-sion. Essentially, the individual gears areselected via shift forks, in the same wayas in a mechanical manual gearbox,except that in the PDK these are actu-ated electrohydraulically. The transmis-sion can even be customised usingmodern electronics. There are three cus-tomisation variants available: “Normal”position is designed with both fuel con-sumption and comfort in mind. Thegears are screwed out further in “Sport”position, resulting in losses in both areas.All comfort is thrown overboard as soonas the “Sport plus” switch is pressed.“Launch control” is the ultimate when itcomes to the emotions, however. Press

sprint from 0 to 100 kilometres per hourin just 4.7 seconds, two tenths of a sec-ond faster than the extraordinarily fastmanual transmission version. Two tenthsof a second also separate the Carrera SCoupés, with just 4.7 seconds for themanual transmission and 4.5 secondswith PDK.

Gear changes without interruptionin traction

PDK for standard sports cars combinesthe very latest technology and decades

The Porsche Doppelkupplung (PDK)

with the comfort of an automatic, therebycombining the advantages of both sys-tems. The automatic transmission allowsshifting without interruption in traction,automatic drive-off and shifting andexceptional comfort, while the manualsystem offers low losses, excellent effi-ciency, high transmission-ratio flexibilityand a low weight. And what’s more, the911 Carrera models are now recordingnew best times for acceleration with PDKthanks to the fast gearshift time withoutinterruption in traction. For example, theCoupé with a 3.6 litre engine makes the

load changes from odd to even gearsand vice versa are possible. However,PDK has an option that allows you toshift down several gears very quicklyusing shift commands in quick succes-sion. Individual gears can be skipped inautomatic mode so that you can shiftdirectly from 7th to 2nd gear, for example.If you want to shift from 6th to 2nd gearin one transmission, for example, 5thgear will be engaged temporarily. In themeantime, 2nd gear is selected in theother gear channel and synchronisationof the engine and transmission speed isadapted by a short rev.

First ever direct fuel injection

The new direct fuel injection (DFI) systemused in the new flat engines is designedfor homogeneous operation. The mixtureof air and fuel is distributed evenly in thecombustion chamber, thus facilitatingperfect combustion. The fuel is injectedinto the combustion chamber with up to120 bar pressure, depending on loadand engine speed.

Porsche Doppelkupplung (PDK)

Power flux in 2nd gear of Porsche Doppel kupplung

Power flux in 1st gear of PorscheDoppelkupplung

Porsche Doppelkupplung gear selector

the brake, give it full throttle and thentake your foot off the brake – the 911shoots forward without slip and withoutinterrupting tractive power.

Gear changes with preselection

The PDK operating principle can be de -s cribed based on a drive-off manoeuvre:when you accelerate in first gear, secondgear is already preselected in the (no-load) second transmission while clutchII is still open. This takes only a few mil-liseconds and is imperceptible for thedriver. When you shift up to second gear,the first clutch opens and the secondclutch closes at the same time. Thismeans that the torque is transferredeven at full throttle from one clutch tothe other in a controlled way withoutinterrupting propulsive power. The pro-cedure is basically the same for upshiftsand downshifts. In manual mode, only

the same time reducing fuel consump-tion and emissions.

You don’t have to increasedisplacement to get more power

The first-ever use of direct fuel injectionin Porsche sports cars and the optionalPorsche Doppelkupplung (PDK) makesthe new 911 more sporty and consider-ably more efficient. The Carrera Coupéwith PDK, for example, has an excellentfuel consumption rate of 9.8 litres per100 kilometres. All new Carrera modelscan now boast fuel consumption rateswell below the limit of 11 litres per100 kilometres. CO2 emissions are alsoup to 15% lower.

First Porsche Doppelkupplung forthe series

A huge challenge in developing thePorsche Doppelkupplung was to combinethe high input torques of Porsche enginesin an extremely compact transmissionwith excellent day-to-day usability and lowlosses while at the same time keeping theweight to a minimum. The new seven-speed Porsche Doppelkupplung meetsthese requirements. The developers com-bined the dynamics of a manual gearbox

Complete Vehicle New Carrera Model Range Complete Vehicle New Carrera Model Range

of experience – because Porsche Dop-pelkupplung technology has actuallybeen around for 25 years. Back in 1983,the racing department pioneered andused this type of transmission in the956 long-distance racing car. In the fol-lowing year, the successor model, the962, had its first victory in the Supercupat the Nürburgring. The greatest suc-cess was in 1986 with the Triumph at theWorld Championships in Monza.

The new Porsche Doppelkupplung pro-vides the driver with seven forward gearsand one reverse gear. As the name sug-gests, the Porsche Doppelkupplung actu-ally comprises two transmissions in onehousing. One controls 1st, 3rd, 5th and7th gear as well as reverse, while theother controls 2nd, 4th and 6th gear.Both transmissions are driven by ashared input shaft. A hollow shaft for therelevant transmission runs to clutch No.1, while a full shaft goes to clutch No. 2.All gear wheels are constantly rotating,but run without force. An operatingsleeve then provides power transmis-sion. Essentially, the individual gears areselected via shift forks, in the same wayas in a mechanical manual gearbox,except that in the PDK these are actu-ated electrohydraulically. The transmis-sion can even be customised usingmodern electronics. There are three cus-tomisation variants available: “Normal”position is designed with both fuel con-sumption and comfort in mind. Thegears are screwed out further in “Sport”position, resulting in losses in both areas.All comfort is thrown overboard as soonas the “Sport plus” switch is pressed.“Launch control” is the ultimate when itcomes to the emotions, however. Press

sprint from 0 to 100 kilometres per hourin just 4.7 seconds, two tenths of a sec-ond faster than the extraordinarily fastmanual transmission version. Two tenthsof a second also separate the Carrera SCoupés, with just 4.7 seconds for themanual transmission and 4.5 secondswith PDK.

Gear changes without interruptionin traction

PDK for standard sports cars combinesthe very latest technology and decades

The Porsche Doppelkupplung (PDK)

with the comfort of an automatic, therebycombining the advantages of both sys-tems. The automatic transmission allowsshifting without interruption in traction,automatic drive-off and shifting andexceptional comfort, while the manualsystem offers low losses, excellent effi-ciency, high transmission-ratio flexibilityand a low weight. And what’s more, the911 Carrera models are now recordingnew best times for acceleration with PDKthanks to the fast gearshift time withoutinterruption in traction. For example, theCoupé with a 3.6 litre engine makes the

load changes from odd to even gearsand vice versa are possible. However,PDK has an option that allows you toshift down several gears very quicklyusing shift commands in quick succes-sion. Individual gears can be skipped inautomatic mode so that you can shiftdirectly from 7th to 2nd gear, for example.If you want to shift from 6th to 2nd gearin one transmission, for example, 5thgear will be engaged temporarily. In themeantime, 2nd gear is selected in theother gear channel and synchronisationof the engine and transmission speed isadapted by a short rev.

First ever direct fuel injection

The new direct fuel injection (DFI) systemused in the new flat engines is designedfor homogeneous operation. The mixtureof air and fuel is distributed evenly in thecombustion chamber, thus facilitatingperfect combustion. The fuel is injectedinto the combustion chamber with up to120 bar pressure, depending on loadand engine speed.

Porsche Doppelkupplung (PDK)

Power flux in 2nd gear of Porsche Doppel kupplung

Power flux in 1st gear of PorscheDoppelkupplung

Porsche Doppelkupplung gear selector

Complete Vehicle New Carrera Model Range Design red dot design award

283 kW) already satisfy the Euro 5guidelines, which don’t come into forceuntil September 2009. The injector islocated between the two intake valvesand injects fuel directly into the two airstreams that are drawn in. This elim -inates so-called ‘wall heat losses’, pro-duced when the fuel mist settles on the

The main advantage is that the fuel isnow injected directly into the combustionchambers via six fuel injectors instead ofinto a central intake port. The 911 isthus perfectly equipped for the futurebecause both the 3.6 litre engine in theCarrera (345 bhp/254 kW) and the3.8 litre engine in the Carrera S (385 bhp/

Cut-away diagram of direct fuel injection system

Porsche 911 Carrera (values in brackets: with Tiptronic S/PDK)

Power outputkW/bhp

239/325254/345

+ 6.2 %

TorqueNm

370390

+ 5.4 %

Fuel consumptionCoupé l/100 km

11.0 (11.2)10.3 (9.8)

- 6.4 % (- 12.5 %)

NEFZ totalCabriolet l/100 km

11.2 (11.4) in accordance with Euro 410.4 (9.9) in accordance with Euro 5*

- 7.1 % (- 13.2 %)

PreviousNew

Porsche 911 Carrera S (values in brackets: with Tiptronic S/PDK)

Power outputkW/bhp

261/355283/385

+ 8.5 %

TorqueNm

400420

11.5 (11.7)10.6 (10.2)

- 7.8 % (- 12.8 %)

- 6.9 % (- 12 %)

PreviousNew

red dot design award: Success all along the line

The red dot design award is an internationally recognised award, which is highly regarded

in specialist circles as the seal of quality for excellent design. Even Porsche designers get

excited about this one.

This seal of quality for excellent designis awarded annually by an internationaljury of recognised design experts.Numer ous products from Porsche Engi-neering, Porsche Design and evenPorsche AG have been honoured fortheir innovative design in the past in thered dot design award competition.For industrial design, e.g. Linde forklifts,the 911 model series, a premium run -ning shoe and a kitchen – the many distinctions for design quality are sig -nificant.

Delight among designers

Porsche would not be Porsche if designdidn’t matter. We are delighted to be hon-oured such a prestigious award becauseit shows our designers and engineersthat perfection pays off in the end.Achieving an ideal interaction betweenfunction and design requires not just cre-ative ideas – it’s more a matter of havingthe free spirit to take new paths and elim-inate existing mental barriers. That’s whywe compete with the best internationally.

Porsche has enjoyed great successin the world’s greatest designcompetition

With almost 7,000 entries from a total of52 countries every year, the red dotdesign award is one of the greatestdesign competitions in the world. Thecompetition has three different cate-gories “product design”, “communica-tion design” and “design concept”. Theexcellent work of the jury, among otherthings, ensures the international accept-

intake port walls in con ven tional systems.The air and fuel are mixed better in thecylinder – an important prerequisite forclean and complete combustion. Sincethe evaporating fuel lowers the tempera -ture in the combustion chamber, moreair can be drawn in, thereby improvingcylinder filling and performance. At thesame time, the cooler mix increases thecompression ratio, resulting in greaterefficiency and thus, higher performancewith lower fuel consumption. In all cylin-ders in both types of engine, the com-bustion chamber is now designed toachieve a maximum compression ratioof 12.5:1 – this was 11.8:1 for the 3.8 litreengine and 11.3:1 for the 3.6 litre en gi nein earlier versions.

The significantly improved efficiency ofthe two Porsche high-performance en gineswith 3.6 and 3.8 litre displacement isapparent from the important key figures:

Complete Vehicle New Carrera Model Range Design red dot design award

283 kW) already satisfy the Euro 5guidelines, which don’t come into forceuntil September 2009. The injector islocated between the two intake valvesand injects fuel directly into the two airstreams that are drawn in. This elim -inates so-called ‘wall heat losses’, pro-duced when the fuel mist settles on the

The main advantage is that the fuel isnow injected directly into the combustionchambers via six fuel injectors instead ofinto a central intake port. The 911 isthus perfectly equipped for the futurebecause both the 3.6 litre engine in theCarrera (345 bhp/254 kW) and the3.8 litre engine in the Carrera S (385 bhp/

Cut-away diagram of direct fuel injection system

Porsche 911 Carrera (values in brackets: with Tiptronic S/PDK)

Power outputkW/bhp

239/325254/345

+ 6.2 %

TorqueNm

370390

+ 5.4 %

11.0 (11.2)10.3 (9.8)

- 6.4 % (- 12.5 %)

- 7.1 % (- 13.2 %)

PreviousNew

Porsche 911 Carrera S (values in brackets: with Tiptronic S/PDK)

Power outputkW/bhp

261/355283/385

+ 8.5 %

TorqueNm

400420

11.5 (11.7)10.6 (10.2)

- 7.8 % (- 12.8 %)

- 6.9 % (- 12 %)

PreviousNew

red dot design award: Success all along the line

The red dot design award is an internationally recognised award, which is highly regarded

in specialist circles as the seal of quality for excellent design. Even Porsche designers get

excited about this one.

This seal of quality for excellent designis awarded annually by an internationaljury of recognised design experts.Numer ous products from Porsche Engi-neering, Porsche Design and evenPorsche AG have been honoured fortheir innovative design in the past in thered dot design award competition.For industrial design, e.g. Linde forklifts,the 911 model series, a premium run -ning shoe and a kitchen – the many distinctions for design quality are sig -nificant.

Delight among designers

Porsche would not be Porsche if designdidn’t matter. We are delighted to be hon-oured such a prestigious award becauseit shows our designers and engineersthat perfection pays off in the end.Achieving an ideal interaction betweenfunction and design requires not just cre-ative ideas – it’s more a matter of havingthe free spirit to take new paths and elim-inate existing mental barriers. That’s whywe compete with the best internationally.

Porsche has enjoyed great successin the world’s greatest designcompetition

With almost 7,000 entries from a total of52 countries every year, the red dotdesign award is one of the greatestdesign competitions in the world. Thecompetition has three different cate-gories “product design”, “communica-tion design” and “design concept”. Theexcellent work of the jury, among otherthings, ensures the international accept-

intake port walls in con ven tional systems.The air and fuel are mixed better in thecylinder – an important prerequisite forclean and complete combustion. Sincethe evaporating fuel lowers the tempera -ture in the combustion chamber, moreair can be drawn in, thereby improvingcylinder filling and performance. At thesame time, the cooler mix increases thecompression ratio, resulting in greaterefficiency and thus, higher performancewith lower fuel consumption. In all cylin-ders in both types of engine, the com-bustion chamber is now designed toachieve a maximum compression ratioof 12.5:1 – this was 11.8:1 for the 3.8 litreengine and 11.3:1 for the 3.6 litre en gi nein earlier versions.

The significantly improved efficiency ofthe two Porsche high-performance en gineswith 3.6 and 3.8 litre displacement isapparent from the important key figures:

Design red dot design award Design red dot design award

ance of the design award. The line-up ofjurors changes from year to year andguarantees a high degree of objectivity.It includes renowned designers anddesign experts from around the globe,with new jurors selected each year toensure the greatest possible objectivityin the selection of the winning products.The jury independently decides which ofthe numerous product proposals sub-mitted will get a red dot. It evaluates theproducts submitted based on variouscriteria, e.g. innovation, functionality, formal quality and ergonomics. Both

designers and manufacturers can entertheir work in the annual competition.The award-winning products are exhib-ited for at least a year in the red dotdesign museum in Germany (Essen).

Porsche has won numerous awards inthe past and has impressed with its com-petence in the area of innovative design.The illustration shows some examples ofthe many awards Porsche has receivedin the most diverse categories: for indus-trial design as well as for its own modelseries.

History: From Red Dot to thered dot design award

The red dot design award was first an -nounced for the first time in 1955, butdid not emerge in its current form untilmuch later. It first appeared as the re -nowned red dot in 1992. The name of theaward and the competition was born.Since then, the red dot has stood forexcellent, top-class design quality. Todistinguish between the Design Centrelogo and the actual name of the compe-tition award, the award symbol the red

dot was revised in 1994. The competitionhas since gone from strength to strengthacross the globe. Companies in Asia aswell as North and South America andEurope compete for this award with vari -ous industrial products. The new logoportrays its succinctness and dy na micnature, particularly in the new me dia.Companies and designers use the reddot both nationally and internationally fortheir excellent products as a necessaryinstrument for communication and tosuccessfully position themselves as qua li -ty and design leaders.

Aluminium Sled Bike FS Mythos Sink

Golf Bag Set Porsche GT Ski DIVA Workstation

Helit Office and Service Trolley

Grand Piano,Model 214

AlberPower Wheelchair

911 Carrera(997)

2002 20042003 2005

Pallet truck for Linde AG, T20

Playing Desk and Manuals for the Leipzig

Ladegast Organ

Shakepen P 3100

Linde Electric Fork-lift, E12-E20

Zumtobel Lighting GmbH,

Light P´7111

SN 911 Espresso Machine,BSH Bosch Siemens

Haushaltsgeräte

2005 20072006 2008

“Solitaire” Compact Toaster for

Bosch Hausgeräte GmbH

Sunglasses P8404,Rodenstock

Porsche 911Targa 4

Navigation SystemP´9611

Bounce S Running Shoe,

Adidas AG

Poggenpohl KitchenP`7340

Porsche DesignWorldtimer Watch,P´6750, Eterne SA

Völker Supply Bar

“red dot product design award”- winning products from Porsche

Linde Forklift H80-900 BR 396

Design red dot design award Design red dot design award

ance of the design award. The line-up ofjurors changes from year to year andguarantees a high degree of objectivity.It includes renowned designers anddesign experts from around the globe,with new jurors selected each year toensure the greatest possible objectivityin the selection of the winning products.The jury independently decides which ofthe numerous product proposals sub-mitted will get a red dot. It evaluates theproducts submitted based on variouscriteria, e.g. innovation, functionality, formal quality and ergonomics. Both

designers and manufacturers can entertheir work in the annual competition.The award-winning products are exhib-ited for at least a year in the red dotdesign museum in Germany (Essen).

Porsche has won numerous awards inthe past and has impressed with its com-petence in the area of innovative design.The illustration shows some examples ofthe many awards Porsche has receivedin the most diverse categories: for indus-trial design as well as for its own modelseries.

History: From Red Dot to thered dot design award

The red dot design award was first an -nounced for the first time in 1955, butdid not emerge in its current form untilmuch later. It first appeared as the re -nowned red dot in 1992. The name of theaward and the competition was born.Since then, the red dot has stood forexcellent, top-class design quality. Todistinguish between the Design Centrelogo and the actual name of the compe-tition award, the award symbol the red

dot was revised in 1994. The competitionhas since gone from strength to strengthacross the globe. Companies in Asia aswell as North and South America andEurope compete for this award with vari -ous industrial products. The new logoportrays its succinctness and dy na micnature, particularly in the new me dia.Companies and designers use the reddot both nationally and internationally fortheir excellent products as a necessaryinstrument for communication and tosuccessfully position themselves as qua li -ty and design leaders.

Aluminium Sled Bike FS Mythos Sink

Golf Bag Set Porsche GT Ski DIVA Workstation

Helit Office and Service Trolley

Grand Piano,Model 214

AlberPower Wheelchair

911 Carrera(997)

2002 20042003 2005

Pallet truck for Linde AG, T20

Playing Desk and Manuals for the Leipzig

Ladegast Organ

Shakepen P 3100

Linde Electric Fork-lift, E12-E20

Zumtobel Lighting GmbH,

Light P´7111

SN 911 Espresso Machine,BSH Bosch Siemens

Haushaltsgeräte

2005 20072006 2008

“Solitaire” Compact Toaster for

Bosch Hausgeräte GmbH

Sunglasses P8404,Rodenstock

Porsche 911Targa 4

Navigation SystemP´9611

Bounce S Running Shoe,

Adidas AG

Poggenpohl KitchenP`7340

Porsche DesignWorldtimer Watch,P´6750, Eterne SA

Völker Supply Bar

“red dot product design award”- winning products from Porsche

Linde Forklift H80-900 BR 396

Insights Lighting TechnologyInsights Lighting Technology

What’s around the corner? Porsche lighting technology

More active safety. Less energy consumption. Longer

service life. A forward-looking lighting concept that leaves

nothing to be desired.

The new generation of Carreras offers aforward-looking lighting concept for evenmore active safety: The 911 models with3.6 litre engine now come with Bi-Xenonheadlights and daytime driving lights inLED technology as standard. As a tech-nically sophisticated enhancement, anew dynamic cornering light now lightsevery road up perfectly on request. Thenew lighting technology proved suc-cessful almost a year ago in the Cayennemodels.

Light-emitting diodes (LEDs) are not onlyparticularly bright, they only use a frac-tion of the power that bulbs need andthey are designed to last for the entire

life of the vehicle. In addition to the auto-matic dynamic headlight levelling sys-tem, the gas discharge lighting systemincludes the headlight cleaning system,in which a modified stroke and perfectplacement of the nozzles ensure evenbetter cleaning power. The clear-glasscover on the headlights gives a perfectview of the state-of-the-art gas-dischargelighting system. Compared with conven-tional halogen headlights, the Bi-Xenonlight used for dipped beams providesexceptional lighting and good colourvision thanks to the high colour temper-ature. In addition, the Xenon lamps haveabout two-and-a-half times the luminouspower of halogen headlights.

New design for front lights

A horizontally arranged front light assem-bly in the new design, which houses theLED daytime driving light, the positionlight and the indicators with conventionalbulbs, extends over the side air intakes.The position light comprises an LED-powered light guide, which extends overthe entire width of the light assembly.Each daytime driving light consists of sixLEDs, which are clearly visible.

Another plus for the new lighting tech-nology concept is the optionally avail-able dynamic cornering light, which isparticularly effective at lighting up theroad. It is integrated into the front lightsand switches on automatically at a ve -hicle speed of 10 kilometres per hour.The dynamic cornering light uses Xenontechnology. The headlight covers aremade of clear glass and allow a directview of the new system with its pivotingdipped beam module and the highbeam positioned underneath. On wind-ing country roads or in long motorwaybends, the cornering light providesexcellent illumination into the bend,thus significantly contributing to addedsafety.

Dynamic cornering light comes onautomatically

The dipped beam light in the Bi-Xenonheadlights follows the driver’s steeringmovements and adapts continually to thespeed of the vehicle. Sensors con tinu -ous ly record the vehicle speed, lateralacceleration and steering angle and cal-culate the extent of the corner based onthis. A control mechanism then uses the

recorded data to work out the perfectangle for controlling the dynamic cor-nering light. The dynamic cornering lightis activated once a vehicle speed of fivekilometres per hour is reached. The maxi -mum adjustment angle of the headlightat the inside of the bend is 15 degrees,while the maximum adjustment angle atthe outside of the bend is 7. The differ-ent adjustment angles of the light unitsat the inside and outside of the bendhelp to achieve the widest possible illumi-nation on the road because the two lightcones lie side-by-side and their light is notfocused on one point. The corne ring lightalso remains active when the high beamis switched on, thereby giving the drivera better view.

Striking night design: Taillights with 60 LEDs

The redesigned taillights in LED tech-nology are not only another visual high-light, they also help to reduce energyconsumption and improve safety. Be -sides having a long service life, the mainadvantage of LED technology is its shortresponse time. While the response timefor conventional bulbs is around 100milliseconds, it is only about 0.1 milli -seconds for LEDs. At a speed of 100 kilo-metres per hour, the time you save isequivalent to a distance of about threemetres. When you brake, traffic drivingbehind is therefore warned much faster.

The shape of the taillights merges har-moniously into the design of the vehicle.The lights get narrower from the outsidein, thus giving the vehicle an elegant, yetsporty look. The one-piece taillights ac - co mmodate the direction indicator lights,

rear fog lights, reversing lights, brakelight, marker light and the reflector inone housing. Each of the two tail lightunits has 60 LEDs, some of which areactivated for a number of different func-tions. For example, the rear light has 37LEDs. If the rear fog light, which has nineLEDs, is switched on, the brake lightgroup is reduced to 17 LEDs. A 16 Wattbulb is used for the reversing light.

1: Rear light, 2: Brake light, 3: Rear fog light with rear light, 4: Rear fog light with rear light and smallbrake light, 5: Direction indicator light, 6: Reversing light

Taillight with 60 LEDs

Rear light

Direction indicator light

Reversing light

Brake lightRear fog light

Insights Lighting TechnologyInsights Lighting Technology

What’s around the corner? Porsche lighting technology

More active safety. Less energy consumption. Longer

service life. A forward-looking lighting concept that leaves

nothing to be desired.

The new generation of Carreras offers aforward-looking lighting concept for evenmore active safety: The 911 models with3.6 litre engine now come with Bi-Xenonheadlights and daytime driving lights inLED technology as standard. As a tech-nically sophisticated enhancement, anew dynamic cornering light now lightsevery road up perfectly on request. Thenew lighting technology proved suc-cessful almost a year ago in the Cayennemodels.

Light-emitting diodes (LEDs) are not onlyparticularly bright, they only use a frac-tion of the power that bulbs need andthey are designed to last for the entire

life of the vehicle. In addition to the auto-matic dynamic headlight levelling sys-tem, the gas discharge lighting systemincludes the headlight cleaning system,in which a modified stroke and perfectplacement of the nozzles ensure evenbetter cleaning power. The clear-glasscover on the headlights gives a perfectview of the state-of-the-art gas-dischargelighting system. Compared with conven-tional halogen headlights, the Bi-Xenonlight used for dipped beams providesexceptional lighting and good colourvision thanks to the high colour temper-ature. In addition, the Xenon lamps haveabout two-and-a-half times the luminouspower of halogen headlights.

New design for front lights

A horizontally arranged front light assem-bly in the new design, which houses theLED daytime driving light, the positionlight and the indicators with conventionalbulbs, extends over the side air intakes.The position light comprises an LED-powered light guide, which extends overthe entire width of the light assembly.Each daytime driving light consists of sixLEDs, which are clearly visible.

Another plus for the new lighting tech-nology concept is the optionally avail-able dynamic cornering light, which isparticularly effective at lighting up theroad. It is integrated into the front lightsand switches on automatically at a ve -hicle speed of 10 kilometres per hour.The dynamic cornering light uses Xenontechnology. The headlight covers aremade of clear glass and allow a directview of the new system with its pivotingdipped beam module and the highbeam positioned underneath. On wind-ing country roads or in long motorwaybends, the cornering light providesexcellent illumination into the bend,thus significantly contributing to addedsafety.

Dynamic cornering light comes onautomatically

The dipped beam light in the Bi-Xenonheadlights follows the driver’s steeringmovements and adapts continually to thespeed of the vehicle. Sensors con tinu -ous ly record the vehicle speed, lateralacceleration and steering angle and cal-culate the extent of the corner based onthis. A control mechanism then uses the

recorded data to work out the perfectangle for controlling the dynamic cor-nering light. The dynamic cornering lightis activated once a vehicle speed of fivekilometres per hour is reached. The maxi -mum adjustment angle of the headlightat the inside of the bend is 15 degrees,while the maximum adjustment angle atthe outside of the bend is 7. The differ-ent adjustment angles of the light unitsat the inside and outside of the bendhelp to achieve the widest possible illumi-nation on the road because the two lightcones lie side-by-side and their light is notfocused on one point. The corne ring lightalso remains active when the high beamis switched on, thereby giving the drivera better view.

Striking night design: Taillights with 60 LEDs

The redesigned taillights in LED tech-nology are not only another visual high-light, they also help to reduce energyconsumption and improve safety. Be -sides having a long service life, the mainadvantage of LED technology is its shortresponse time. While the response timefor conventional bulbs is around 100milliseconds, it is only about 0.1 milli -seconds for LEDs. At a speed of 100 kilo-metres per hour, the time you save isequivalent to a distance of about threemetres. When you brake, traffic drivingbehind is therefore warned much faster.

The shape of the taillights merges har-moniously into the design of the vehicle.The lights get narrower from the outsidein, thus giving the vehicle an elegant, yetsporty look. The one-piece taillights ac - co mmodate the direction indicator lights,

rear fog lights, reversing lights, brakelight, marker light and the reflector inone housing. Each of the two tail lightunits has 60 LEDs, some of which areactivated for a number of different func-tions. For example, the rear light has 37LEDs. If the rear fog light, which has nineLEDs, is switched on, the brake lightgroup is reduced to 17 LEDs. A 16 Wattbulb is used for the reversing light.

1: Rear light, 2: Brake light, 3: Rear fog light with rear light, 4: Rear fog light with rear light and smallbrake light, 5: Direction indicator light, 6: Reversing light

Taillight with 60 LEDs

Rear light

Direction indicator light

Reversing light

Brake lightRear fog light

Special Emission Test Stand Special Emission Test Stand

Exhaust gas sensors now faster and more accurate

The eco-friendliness of vehicles is set to increase

dramatically. The ultimate goal here, of course, is to

reduce CO2 emissions.

In order to meet the strict legal require-ments, car manufacturers worldwide areworking not only on reducing consump-tion, but also on even more effectiveemission control. To this end, Porsche isusing the latest technologies in the formof an exhaust probe test stand, whichis stationed in the Porsche Engineer- ing workshops in Bietigheim-Bissingen (Ludwigsburg). The catalytic converterplays a significant role in emission con-trol. Yet, this purifying component re -quires specific conditions in order to

work successfully. The keyword here is“lambda 1”.

The lambda sensor is essential formixture control

This sensor ensures that the air drawn inby the engine is mixed with the exactamount of fuel that can be combustedfully. Ideally, this air/fuel ratio (lambda)is 1. If too much fuel is present duringcombustion, the excess would be re -leased into the environment in the form

of uncombusted hydrocarbons. Too littlefuel, on the other hand, significantly in -creases poisonous nitrogen oxides in theexhaust gas. The lambda sensor worksout the correct ratio by determining howmuch oxygen is still in the exhaust gasand then passes this information on toengine control so that the fuel quantitycan be adapted.

To optimise hydrocarbon conversion,the lambda sensor uses a saw-tooth pro-file for rich/lean peaks. This technologyis not new – quite the opposite in fact. Ithas been used successfully in motorengineering for more than 30 years.What still needs to be improved? Theoptimum working temperature of thesensor only starts at above 550 degrees

Celsius. But for cold-starting, or even inmodern combustion engine/electric mo -tor combinations (hybrids), the exhaustsystem remains below this working tem-perature for a long time.

The solution involves heating the sensorelectrically. In the cold environment, thehot combustion gases produce a watercondensate, which drops down on to thewalls of the exhaust system and in thesensor and is often carried along in dropform by the exhaust gases that are flow-ing in at great speed. However, if a dropof this water reaches the ceramic meas-uring element in the sensor, this pro-duces high thermal stress that causessmall hairline cracks in the sensor ele-ment, thus preventing it from workingproperly.

Huge challenge still facing theautomotive industry

An emission test, which is required bylaw, monitors compliance with strictemission limits. During emission testing,between 30 and 50 percent of theuncombusted hydrocarbons (HC) isemitted in the first seconds of the cold-start phase. This represents a particularchallenge for automobile manufacturers.HC emission in the cold-start phasecould be reduced to a minimum if thelambda sensor were activated as early aspossible. Risk-free operation of the sen-sor is only possible, however, after theheat-up phase, i.e. at the end of what iscalled “dew point”. This means that theremust be no more water in liquid form inthe exhaust system. This, in turn, takestime – precious time. The objective,therefore, is to develop a sensor that will

The development of the test stand focused on six main questions:

■ Where in the exhaust sensor does condensation start to form? ■ How long does it take? ■ Where does it last longest? ■ How much condensation can actually form? ■ Are the drops bigger than a critical size that can damage ceramics? ■ What path do the drops take inside the sensor?

start working early, despite the extremeconditions during cold-starting.

Reproducible frameworkconditions are crucial

With the new condensation test stand, itis now possible to recreate these frame -work cold-start conditions so that thecondensation and evaporation pro cessescan be reproduced exactly and exam-ined.

The ADA is driving developmentonward

The ADA, the automotive industry’sExhaust Emission Centre in Germany,commissioned Porsche Engineering todevelop the condensation test stand.The ADA is a joint venture involving thefive car manufacturers Audi, BMW, VW,Daimler and Porsche and is based in thePorsche Development Centre in Weis-sach.

The ADA manages the pre-competitioncooperation in the area of the post-treatment of exhaust gases from petroland diesel cars. The special test stand,owned by the ADA, is available not onlyto the five equal partners, but also gives

sensor manufacturers the opportunityto test their sensors. The test stand hasundergone intensive testing and hasbeen continuously adapted to suit spe-cial requirements over the last sixmonths. Previous measurements haveunearthed impressive details from thesensor micro cosmos.

The heart of the sensor test stand is thevisible measuring section. The test probe,which sits in a screw-type fixture, can becooled to minus 20 degrees using coolant.To prevent condensation from formingeven before the test begins, the measur-ing section is closed off via valves andrinsed out with nitrogen.

To achieve the same conditions youwould have in reality, the air is sentthrough two consecutively switchedheaters. There is a steam injection valvebetween the two electric heaters. Thiscreates various humidity levels just likein the actual exhaust system. The entirepipe is fitted with temperature sensorsso that the test conditions can be setperfectly and the test can be repeatedlater under the same conditions. Pipeheating in the form of heater mats wasinstalled to ensure that condensationonly forms in a controlled way at the

MixerEmission test stand

1: Heater 2: Steam 3: Mixer 4: Heater 5: Rel. humidity 6: Test piece 7: Meas. section 8: Control 9: Camera

Special Emission Test Stand Special Emission Test Stand

Exhaust gas sensors now faster and more accurate

The eco-friendliness of vehicles is set to increase

dramatically. The ultimate goal here, of course, is to

reduce CO2 emissions.

In order to meet the strict legal require-ments, car manufacturers worldwide areworking not only on reducing consump-tion, but also on even more effectiveemission control. To this end, Porsche isusing the latest technologies in the formof an exhaust probe test stand, whichis stationed in the Porsche Engineer- ing workshops in Bietigheim-Bissingen (Ludwigsburg). The catalytic converterplays a significant role in emission con-trol. Yet, this purifying component re -quires specific conditions in order to

work successfully. The keyword here is“lambda 1”.

The lambda sensor is essential formixture control

This sensor ensures that the air drawn inby the engine is mixed with the exactamount of fuel that can be combustedfully. Ideally, this air/fuel ratio (lambda)is 1. If too much fuel is present duringcombustion, the excess would be re -leased into the environment in the form

of uncombusted hydrocarbons. Too littlefuel, on the other hand, significantly in -creases poisonous nitrogen oxides in theexhaust gas. The lambda sensor worksout the correct ratio by determining howmuch oxygen is still in the exhaust gasand then passes this information on toengine control so that the fuel quantitycan be adapted.

To optimise hydrocarbon conversion,the lambda sensor uses a saw-tooth pro-file for rich/lean peaks. This technologyis not new – quite the opposite in fact. Ithas been used successfully in motorengineering for more than 30 years.What still needs to be improved? Theoptimum working temperature of thesensor only starts at above 550 degrees

Celsius. But for cold-starting, or even inmodern combustion engine/electric mo -tor combinations (hybrids), the exhaustsystem remains below this working tem-perature for a long time.

The solution involves heating the sensorelectrically. In the cold environment, thehot combustion gases produce a watercondensate, which drops down on to thewalls of the exhaust system and in thesensor and is often carried along in dropform by the exhaust gases that are flow-ing in at great speed. However, if a dropof this water reaches the ceramic meas-uring element in the sensor, this pro-duces high thermal stress that causessmall hairline cracks in the sensor ele-ment, thus preventing it from workingproperly.

Huge challenge still facing theautomotive industry

An emission test, which is required bylaw, monitors compliance with strictemission limits. During emission testing,between 30 and 50 percent of theuncombusted hydrocarbons (HC) isemitted in the first seconds of the cold-start phase. This represents a particularchallenge for automobile manufacturers.HC emission in the cold-start phasecould be reduced to a minimum if thelambda sensor were activated as early aspossible. Risk-free operation of the sen-sor is only possible, however, after theheat-up phase, i.e. at the end of what iscalled “dew point”. This means that theremust be no more water in liquid form inthe exhaust system. This, in turn, takestime – precious time. The objective,therefore, is to develop a sensor that will

The development of the test stand focused on six main questions:

■ Where in the exhaust sensor does condensation start to form? ■ How long does it take? ■ Where does it last longest? ■ How much condensation can actually form? ■ Are the drops bigger than a critical size that can damage ceramics? ■ What path do the drops take inside the sensor?

start working early, despite the extremeconditions during cold-starting.

Reproducible frameworkconditions are crucial

With the new condensation test stand, itis now possible to recreate these frame -work cold-start conditions so that thecondensation and evaporation pro cessescan be reproduced exactly and exam-ined.

The ADA is driving developmentonward

The ADA, the automotive industry’sExhaust Emission Centre in Germany,commissioned Porsche Engineering todevelop the condensation test stand.The ADA is a joint venture involving thefive car manufacturers Audi, BMW, VW,Daimler and Porsche and is based in thePorsche Development Centre in Weis-sach.

The ADA manages the pre-competitioncooperation in the area of the post-treatment of exhaust gases from petroland diesel cars. The special test stand,owned by the ADA, is available not onlyto the five equal partners, but also gives

sensor manufacturers the opportunityto test their sensors. The test stand hasundergone intensive testing and hasbeen continuously adapted to suit spe-cial requirements over the last sixmonths. Previous measurements haveunearthed impressive details from thesensor micro cosmos.

The heart of the sensor test stand is thevisible measuring section. The test probe,which sits in a screw-type fixture, can becooled to minus 20 degrees using coolant.To prevent condensation from formingeven before the test begins, the measur-ing section is closed off via valves andrinsed out with nitrogen.

To achieve the same conditions youwould have in reality, the air is sentthrough two consecutively switchedheaters. There is a steam injection valvebetween the two electric heaters. Thiscreates various humidity levels just likein the actual exhaust system. The entirepipe is fitted with temperature sensorsso that the test conditions can be setperfectly and the test can be repeatedlater under the same conditions. Pipeheating in the form of heater mats wasinstalled to ensure that condensationonly forms in a controlled way at the

MixerEmission test stand

1: Heater 2: Steam 3: Mixer 4: Heater 5: Rel. humidity 6: Test piece 7: Meas. section 8: Control 9: Camera

Special Emission Test Stand

required position, namely on the lambdasensor.

A special feature of the test stand is thegas switch, which was developed specif-ically for this purpose by Porsche Engi-neering. The pneumatically operatedvalve in the switch is activated in a frac-tion of a second. The pre-cooled gas,which is initially released into the air viaa by-pass valve, is suddenly diverted intothe measuring section. This is the onlyway to achieve the high temperature gra-dients that occur under real conditions.

Real-life testing of sensors underlaboratory conditions

Until now, these tests have been per-formed on various engines either in air-conditioning chambers or as part offield-testing. Either an engine or an entirevehicle had to be mounted on the teststand in order to test a sensor. The newcondensation test stand can now beused to test sensors individually in thelab. Important advantages of the teststand are that it accurately reproducesthe starting (cold-starting) conditionsrequired for testing and that it is fast.This takes one or two hours on theengine test stand and only between 5and 15 minutes on the laboratory teststand.

Physical questions first had to be clari-fied before the technical implementationof the extensive requirements listed inthe specifications. Still, the mechanicsand engineers at Porsche Engineering,who are working closely with the ADA,saw no obstacles whatsoever to the elab-orate and costly implementation of the

condensation test stand project. Closecooperation between all those involvedhas meant that all requirements could bemet satisfactorily. The technology andcontrol system has undergone continu-ous improvements along the way and theautomation of individual processes hasmade the test stand operator’s job mucheasier.

Straightforward prototyping

With the new condensation test stand,engine mechanics now have a tool theycan use to precisely determine therelease time for lambda sensing. Thesuitability of new prototypes from sensormanufacturers can now be examinedquickly and easily in order to meet thedemands of future emission require-ments more efficiently and more effec-tively.

Advantages of the new test stand

■ Faster development times■ Lower costs ■ Not engine-dependent ■ Various ambient conditions can

be set up for anywhere in theexhaust system

Lambda sensor with thermo couples

Moisture regulator Measuring section and gas switch

Precision balance 0.1 mg

Special Emission Test Stand

required position, namely on the lambdasensor.

A special feature of the test stand is thegas switch, which was developed specif-ically for this purpose by Porsche Engi-neering. The pneumatically operatedvalve in the switch is activated in a frac-tion of a second. The pre-cooled gas,which is initially released into the air viaa by-pass valve, is suddenly diverted intothe measuring section. This is the onlyway to achieve the high temperature gra-dients that occur under real conditions.

Real-life testing of sensors underlaboratory conditions

Until now, these tests have been per-formed on various engines either in air-conditioning chambers or as part offield-testing. Either an engine or an entirevehicle had to be mounted on the teststand in order to test a sensor. The newcondensation test stand can now beused to test sensors individually in thelab. Important advantages of the teststand are that it accurately reproducesthe starting (cold-starting) conditionsrequired for testing and that it is fast.This takes one or two hours on theengine test stand and only between 5and 15 minutes on the laboratory teststand.

Physical questions first had to be clari-fied before the technical implementationof the extensive requirements listed inthe specifications. Still, the mechanicsand engineers at Porsche Engineering,who are working closely with the ADA,saw no obstacles whatsoever to the elab-orate and costly implementation of the

condensation test stand project. Closecooperation between all those involvedhas meant that all requirements could bemet satisfactorily. The technology andcontrol system has undergone continu-ous improvements along the way and theautomation of individual processes hasmade the test stand operator’s job mucheasier.

Straightforward prototyping

With the new condensation test stand,engine mechanics now have a tool theycan use to precisely determine therelease time for lambda sensing. Thesuitability of new prototypes from sensormanufacturers can now be examinedquickly and easily in order to meet thedemands of future emission require-ments more efficiently and more effec-tively.

Advantages of the new test stand

■ Faster development times■ Lower costs ■ Not engine-dependent ■ Various ambient conditions can

be set up for anywhere in theexhaust system

Lambda sensor with thermo couples

Moisture regulator Measuring section and gas switch

Precision balance 0.1 mg

Impressum

PublisherPorsche EngineeringGroup GmbH

AddressPorsche Engineering Group GmbHPorschestraße71287 Weissach, Germany

Tel.: +49 711 911 - 8 88 88Fax: +49 711 911 - 8 89 99

Email: [email protected]:www.porsche-engineering.de

Editor-in-ChiefNicole Möller

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