Three Versions of the 911 and the Boxster

Porsche 911 Carrera 4

The new "star" in the 1999 model year is the 911 Carrera 4 continuing the tradition of four-wheel-drive 911 models dating back to the 959. Production will be starting in October 1998, the Carrera 4 being available from the start in both coupé and cabriolet guise, with six-speed manual gearbox and five-speed Tiptronic S. Permanent four-wheel drive with variable power feed to the front axle is provided by a viscous clutch.

The Carrera 4 underlines its supreme technical standard also by the introduction of PSM Porsche Stability Management featured here for the first time. The existing systems controlling the dynamic behaviour of the car in a longitudinal direction, such as ABS anti-lock brakes, anti-spin control and the Automatic Brake Differential are therefore further enhanced by dynamic control of the car’s lateral behaviour. Intervening in the brakes where and when required and influencing engine power regardless of the specific action taken by the driver, PSM is able to control driving stability in a bend.

The engine featured in the new Carrera 4 is Porschés proven water-cooled boxer developing maximum output of 300 bhp or 221 kW. The most striking modification on the engine is the electronic gas pedal, a sophisticated technical system offering the further advantages of even better engine response, exhaust emissions reduced to a minimum, and improved fuel economy.

The Porsche 911 Carrera coupé launched at the 1997 Frankfurt Motor Show comes with a water-cooled six-cylinder boxer engine behind the rear axle, 3.4 litres cubic capacity, 300 bhp (221 kW) maximum output at 6800 rpm, maximum torque of 350 Newton metres (258 lb-ft) at 4600 rpm, 6-speed gearbox or, as an option, Tiptronic S. Outstanding features of the car’s body are its low drag coefficient (cd = 0.30), minimum lift forces, a spacious interior and the very practical luggage compartment. Wheel suspension featuring elastokinematic correction of wheel toe position guarantees superior driving safety.

Weighing in at 1320 kg unladen weight, the Porsche 911 is one of the lightest cars in its segment. And now the coupÉ also comes as standard with side airbags at the front, while Porsche Communication Management (PCM) complete with a sophisticated navigation system is available as a high-tech option.

The cabriolet joined the 911 model series in spring 1998. In technical terms it is based on the 911 coupé, featuring the same engine, power transmission and suspension. And the specific requirements of this open-air model were taken into account from the start in developing the new 911. This means that the bodyshell is particularly stiff and torsionally rigid. The soft roof opens and closes electrohydraulically -and, of course, fully automatically -at the touch of a button within just 20 seconds.

In its standard features the cabriolet is again largely identical to the coupé, an additional feature coming as standard with this open-air model being the aluminium hardtop weighing only 33 kg or 73 lb for easy handling by the driver and his passenger. Weighing just 1395 kg (3076 lb), the cabriolet itself is 75 kg or 165 lb heavier than the coupé.

This mid-engined roadster launched in 1996 features a water-cooled flat-six power unit fitted in front of the rear axle. The main specifications are 2.5 litres capacity, 204 bhp (150 kW) maximum output at 6200 rpm, and 245 Newton metres (181 lb-ft) peak torque at 4500 rpm. Power is transmitted to the rear wheels via a five-speed manual gearbox or five-speed Tiptronic S automatic transmission. Three upgrade kits -Classic (new to the range), Trend, and Sport Design -allow a wide range of individual choice, an aluminium hardtop is available as an option. And there are of course many other outstanding features available on request, as with the Carrera, including PCM.

Benefitting from years of thorough experience with four-wheel drive, Porschés engineers have found a particularly effective solution in upgrading this drive technology to the highest standard: Variable distribution of engine power to the front axle by a viscous clutch in the front differential guarantees excellent traction and supreme driving safety on all kinds of roads and under all conditions, without the driver being required to influence the traction aid systems.

The Carrera 4 is the first Porsche to feature the Company’s PSM Porsche Stability Management serving to intervene in the engine management and brake system in order to stabilise the car in both longitudinal and lateral direction whenever the car is driven to -or beyond -the extreme. And PSM has been tuned by Porschés suspension engineers to ensure that the sporting character of the 911 is not suppressed by premature intervention. Indeed, the objective in this process was to provide brief but essential assistance whenever necessary on all four wheels, should the car come too close to the laws of physics.

A gas pedal incorporating a sensor to transmit electrical signals to the Motronic and an actuator operating the throttle butterfly are the essential features required for dynamic drive control with all the qualities of Porsche Stability Management. The use of such sophisticated electronics pays off not only in extreme situations, since E-Gas, as it is called, also improves the response of the engine to the accelerator and allows a further reduction of fuel consumption by adjusting the throttle butterfly perfectly to the engine control map. A further advantage is the reduction of exhaust emissions and last but not least E-Gas also provides even better cruise control.

Apart from the full-size frontal airbags for the driver and front passenger, Porschés new and highly progressive Side Impact Protection System (POSIP) comes as a standard feature. It consists of two side airbags fitted in the doors and additional door lining taking up impact energy. Offering extra-large volume of no less than 30 litres, the two side airbags ensure optimum efficiency throughout the entire seat adjustment range, POSIP thus protecting the driver and his front passenger in all areas around their head, chest, arms and hips, even with the roof down and the side windows fully retracted.

The new Carrera 4 is the first-ever Porsche allowing the customer to combine four-wheel drive both with a six-speed manual gearbox and five-speed Tiptronic S.

Like all Porsche 911s in the 1999 model year, the Carrera 4 comes with a new headlight look: The direction indicator units within the headlights are white, the direction indicators in the rear light clusters whitish-grey instead of orange.

A clear sign of distinction characterising the Porsche 911 Carrera 4 at very first sight is provided by the 17-inch light-alloy wheels in unmistakable spoke design. Extending far inside to the hub, the spokes become wider towards the rim and merge into the base at the far outside, making the wheels look even more powerful and larger. These 17-inch wheels are the right choice particularly for the comfort-oriented sports car driver.

The springs, anti-roll bars and dampers are all specially tuned and modified to reflect the dynamic driving qualities of the four-wheel-drive model. Consistent adjustment of axle geometry to four-wheel drive and re-tuned elasticity on the front axle ensure neutral behaviour all the way to extreme limits, allowing the driver to safely approach the highest possible speeds in a bend without losing control of his car.

Carefully defined deformation of the steel bodyshell keeps the loads acting on the car’s occupants in an accident to an absolute minimum. Throughout the entire process of developing the new 911, passive safety was consistently enhanced to an ever-increasing standard, the results of numerous crash tests confirming the conviction of Porschés engineers that they have created one of the safest high-performance sports cars in the world.

Applying the principle of being "great to look at but even greater inside", the Carrera 4 does not in any way flaunt its wares. The Carrera 4 model designation stands out in titanium colour on the engine compartment lid and is also to be admired on the black wheel hub covers. Further visible signs of distinction are the special 17-inch wheels and titanium-coloured brake callipers. And like all Porsche 911s in the 1999 model year, the Carrera 4 boasts the special look of the light units already mentioned.

The Porsche 911 offers a low drag coefficient compared with other sports cars. And at 0.58 m2, the product of drag coefficient and the frontal area of the car is also very low and therefore advantageous on the road. A further, particularly important factor is the minimisation of lift forces on the 911 Carrera 4, like on the Carrera itself, the Cfa lift factor on the front axle being a mere 0.08, while rear axle lift, thanks to the spoiler automatically coming out at speed, is even lower at 0.05.

An efficient cylinder charge ensured by four-valve technology and stable thermal conditions guaranteed by water cooling make Porschés flat-six power unit a genuine performance machine. Displacing 3.4 litres, the engine of the 911 Carrera 4 develops maximum output of 300 bhp or 221 kW. Top speed is 280 km/h or 174 mph.

A further point is that the horizontally-opposed engine, through its concept alone, offers decisive benefits in the construction of a sports car: Compensation of mass forces is perfect, dimensions are kept to a minimum, and the short, stiff crankshaft allows high engine speeds.

All track control arms on the suspension and the two axle subframes integrated in the body are made of light alloy. In its design and dynamic driving characteristics, the front axle has been modified in accordance with the car’s drive technology feeding power also to the front wheels.

Following positive experience in motor racing, the Porsche 911 Carrera 4, like all other Porsche models, comes with four-piston monobloc brake callipers made of light alloy. A particular advantage of this technology is the high standard of safety ensured at all times and minimum fading even under extreme conditions.

The Carrera 4, as well as all other models in the 911 range, is available as an option with Litronic headlights, special gas-discharge units illuminating the road ahead far more brightly and thoroughly and thus significantly improving safety at night. A further contribution to your extra driving safety is the dynamic headlight range control considering not only the load the vehicle is carrying, but also any change in body angle (sway) due to dynamic driving conditions. The halogen bulbs (H7) for the high-beam headlights are surrounded by a particularly efficient free-space reflector. Whenever the driver activates the high beams, the low-beam headlights remain switched on and also move their own beam up by way of headlight range control in order to improve illumination of the road ahead. A further feature of the Litronic headlights, finally, is the headlight cleaning system.

It almost goes without saying that the Carrera 4 can be enhanced to an even more sporting standard as an expression of the customer’s personal taste. Features available individually are sports seats with reinforced side support, 18-inch turbo-look wheels measuring 225/40 ZR 18 at the front and 265/35 ZR 18 at the rear, and -as on the coupé -a sports suspension with even firmer and shorter springs, harder dampers and reinforced anti-roll bars.

The Carrera 4 continues the tradition of four-wheel-drive 911 models dating all the way back to the Porsche 959. Production of the new car will be starting in October 1998, the Carrera 4 being available from the start in both coupé and cabriolet guise either with a six-speed manual gearbox or, as an alternative, with five-speed Tiptronic S.

Permanent four-wheel drive with variable power feed to the front axle is provided by a viscous clutch taking the former system to an even higher level of development. Power is delivered to the front wheels on the new model no longer by the conventional transaxle system running in a separate tube, but rather by a low-weight drive shaft in the central tunnel. The viscous clutch, in turn, has been moved from the gearbox into the front differential housing for better weight distribution.

The Carrera 4 emphasizes its particularly high standard of technical excellence not only through permanent four-wheel drive, but also through PSM Porsche Stability Management featured in this car for the first time. The particular advantage of PSM is that it combines existing longitudinal control systems, such as anti-lock brakes, anti-spin control and the Automatic Brake Differential (ABD), with dynamic lateral control tailored specifically to four-wheel drive. Brake intervention and automatic engine power control without the driver having to intervene himself serve to keep the car stable also in bends. Oversteering is avoided by automatically applying the brake on the outer front wheel in a bend, understeering is eliminated by applying the brake on the inner rear wheel.

In its body design, the Carrera 4 has been modified at the front to accommodate the additional drive units. Further modifications were required in the area of the front axle and on the redesigned fuel tank still offering almost exactly the same capacity as before. The emergency wheel is replaced by an even more compact folding wheel, the luggage compartment offering a capacity of no less than 100 litres or 3.5 cu ft, despite all the comprehensive modifications and changes mentioned.

Like the existing models, the new Carrera 4 is powered by Porschés six-cylinder water-cooled boxer now entering its third year of production. Engine displacement of 3.4 litres, maximum output of 300 bhp (221 kW) at 6800 rpm, and maximum torque of 350 Nm (258 lb-ft) at 4600 rpm remain unchanged. Top speed of the coupé model is 280 km/h or 174 mph.

The most significant modification on the engine is the throttle butterfly now operated by an actuator, an electronic gas pedal instead of the conventional mechanical connection serving to give gas. Further advantages of this innovative technology are even better engine response, low exhaust emissions and a further reduction in fuel consumption.

The permanent four-wheel-drive principle on the new Carrera 4 is both convincing and straightforward: Most of the enginés drive power goes straight from the gearbox to the rear differential. The amount of drive power fed to the front axle, in turn, is controlled by a viscous clutch varying front-wheel drive from 5 to 40 per cent.

Drive power to the front wheels no longer goes through a separate tube according to the transaxle principle, as on the former model, but rather flows through a drive shaft in the frame tunnel. The viscous clutch is now housed within the front axle differential, the advantages of these modifications being a reduction in weight and an improvement of weight distribution.

With the entire concept of the Carrera 4 figuring into the development of Porschés new model generation from an early point, only minor modifications to the suspension were required for the addition of four-wheel drive: The front axle features modified wheel bearings and the springs, dampers and anti-roll bars have all been adjusted to the dynamic driving qualities of the four-wheel-drive model.

The driving characteristics of the new Carrera 4 follow Porschés proven concept, the car retaining the character of a genuine Porsche with its accurate and very agile steering behaviour in bends, despite four-wheel drive. The specific advantages of the more sophisticated drive system in everyday motoring are even better directional stability at high speeds, reduced sensitivity to cross-winds, and far better traction at all times.

Substantial modifications were required at the front end of the car in order to provide space for the differential and drive shafts. One of these modifications is the change in tank design, while tank capacity remains virtually unchanged. And while the front luggage compartment complete with a folding wheel on the floor of the Carrera 4 has become a little smaller, it still offers 100 litres or 3.5 cu ft of luggage space.

Seen from outside, the new Carrera 4 bears only a few external signs of distinction. Like all models in the 1999 911 model range, it comes with white direction indicators at the front and rear. The Carrera 4 model designation and the brake callipers stand out clearly in titanium colour, but the most striking feature is the 17-inch wheels specially designed for the Carrera 4, which is incidentally also available with 18-inch wheels in turbo look.

Other sporting extras such as sports seats or -on the coupé -a sports suspension with shorter and firmer springs, reinforced anti-roll bars and firmer gas-pressure shock absorbers are of course available to the customer on individual order.

The wide range of additional features and special equipment already available for the two-wheel drive Porsche 911 is likewise available in full on the Carrera 4.

Porschés trendsetting Side Impact Protection System (POSIP) consists of two side airbags housed in the doors and additional door linings taking up impact energy in the event of a collision. Offering extra-large volume of no less than 30 litres, the two side airbags ensure optimum efficiency throughout the entire seat adjustment range, POSIP thus protecting the driver and his front passenger in all areas around their head, chest, arms and hips.

Starting immediately, the 911 coupé is available as an option with Litronic headlights, special gas-discharge units illuminating the road ahead far more brightly and thoroughly and thus significantly improving safety at night. A further contribution to your extra driving safety is the dynamic headlight range control considering not only the load the vehicle is carrying, but also any change in body angle (sway) due to dynamic driving conditions. The halogen bulbs (H7) for the high-beam headlights are surrounded by a particularly efficient free-space reflector. Whenever the driver activates the high beams, the Litronic low-beam headlights remain switched on and also move their own beam up by way of headlight range control in order to improve illumination of the road ahead. A further feature of the Litronic headlights, finally, is the headlight cleaning system.

The features formerly combined in the sports package may now be ordered individually. Accordingly, the driver can choose from sports seats with enhanced side support, a sports suspension with even firmer and shorter springs, harder dampers and reinforced anti-roll bars as well as 18-inch turbo-look wheels measuring 225/40 ZR 18 and 265/35 ZR 18.

The good cylinder charge guaranteed by four-valve technology and stable thermal conditions ensured by water cooling make the boxer engine highly efficient. Displacing 3.4 litres, the engine develops maximum output of 300 bhp or 221 kW. Through its concept alone, the boxer is simply ideal for a sports car, combining perfect compensation of mass forces, compact dimensions, and a short, stiff crankshaft for high engine speeds.

With a drag coefficient Cd of 0.30, the new 911 offers far better streamlining than the former model with its drag coefficient of 0.34. And at 0.58 m2, the product of drag coefficient and frontal area (the latter being somewhat larger than in the past) is more favourable than on the former model. In particular, however, the new 911 excels through its lift forces reduced to a minimum, the Cfa lift factor on the front axle being only 0.08 as compared with an even lower 0.05 on the rear axle, thanks to the spoiler coming out at speed.

The 911 Carrera is a lot more spacious than its predecessor, offering both the driver and front passenger extra legroom and elbow space. And the storage area behind the rear seats provides up to 200 litres or 7.0 cu ft capacity in the Coupé.

Both the special design of the body and the use of high-quality body panels serve to enhance the proverbial stability of the Porsche bodyshell to an even higher standard than before. Torsional stiffness of the body is far better than the average figure for comparable sports cars, this extra stiffness not only offering an even greater feeling of quality, but also improving driving behaviour to a level never seen before. And it almost goes without saying that this more stable structure pays off in the event of a collision, the 911 featuring an extremely strong and resistant passenger cell able to set new standards.

Carefully calculated and defined deformation of the steel plate bodyshell keeps the loads acting on the car’s occupants in a collision to an absolute minimum. Full-size frontal airbags for the driver and front passenger naturally come as standard, as do the extra-large and efficient side airbags. A consistent quest for passive safety throughout the entire process of developing the 911 Carrera as well as the results of numerous crash tests give Porschés engineers the conviction that they have probably created the safest high-performance sports car in the world.

All major suspension components as well as the two axle subframes integrated in the body are made of light alloy.

Following positive experience in motor racing, Porsche has opted for four-piston light-alloy monobloc brake callipers also on the 911. The particular advantage in this case is the reduction of fading to a minimum even under extreme laods.

Benefitting from improved axle geometry, the new 911 offers even better elastokinematic correction of wheel toe position both front and rear. This keeps the car’s behaviour largely neutral all the way to extreme limits and offers extra stability and safety in bends.

Five-speed automatic transmission with small, sporting increments between gears allows perfect use of engine power. This means extra advantages both in the automatic mode and in the manual gearshift function using buttons on the steering wheel in the 911.

Creating the Porsche 911 for the 21st century, the engineers and designers at Porschés Research and Development Centre in Weissach followed their own conviction and philosophy in continuing the classic line of this unique sports car. And customers the world over have been equally consistent in supporting this philosophy, demand for the new model exceeding all expectations. Now the cabriolet, extending the model range, boosts this popularity to an even higher level.

In its design, the new 911 Coupé takes up all the main characteristics and features of the car’s classic shape. And the styling elements it uses to achieve this goal are discreet and elegant. The wings are no longer as "muscular" as on the former model, since the entire body as such is wide enough to accommodate the suspension and tyres of a modern high-performance sports car. And in revising the classic silhouette of the 911, Porschés designers also found an angle for further improvement, the transition from the windscreen to the roof now flowing even more smoothly and elegantly than before. So although the 911 in principle retains the traditional line of Porschés most successful model, it clearly stands out as a distinctive model in its own right and is acknowledged as such in the motoring world, as is shown convincingly by the response of the market.

Streamlined and smoothened throughout, the 911 offers far better aerodynamics than its predecessor. Drag coefficient, for example, is down from 0.34 to 0.30. Although the body itself is wider and the frontal area larger than before, air resistance as a whole has been reduced to a level even lower than with other sports cars. Lift forces on both the front and rear axle, in turn, have also been minimised to an extremely low figure in the interest of enhanced safety at high speeds on the road.

Through its design, the body offers extra space wherever it really counts. Passengers enjoy more elbow room and, quite generally, a more generous feeling of ample interior dimensions. The front luggage compartment offers increased capacity of 130 litres or 4.6 cu ft, storage space behind the rear seats has also been enlarged by an additional 65 litres or 2.3 cu ft. And with the rear seats tilted down, storage space at the back is approximately 200 litres or 7.0 cu ft.

Through the new design of load-bearing structures and by using special, high-strength body panels, Porschés engineers have succeeded in once again significantly increasing the proverbial solidity of the 911’s bodyshell: Both torsional and flexural stability are up by approximately 50 per cent and the body itself ensures improved crumple behaviour in an accident. Crash tests by Porsche have shown that even in a severe collision the loads and forces acting on the car’s occupants are kept to a minimum.

Introducing the water-cooled six-cylinder boxer engines, Porsche has opened up a new era in engine construction. Maximum output of the 3.4-litre power units is 300 bhp (221 kW) at 6800 rpm, maximum torque 350 Newton metres (258 lb-ft) at 4600 rpm. Both fuel consumption and harmful emissions have been reduced to an exemplary level, measurements showing figures far better than even the strictest European standards. And the noise level is also far better -which means lower -than the strict limits to be introduced in future, although it almost goes without saying that the car still comes with that unmistakable Porsche sound. Particularly good news for the customer, of course, is that the time required for service and maintenance is down by 60 per cent, costs decreasing accordingly.

Both the six-speed manual gearbox and five-speed automatic transmission have been geared directly to the performance characteristics and superior torque of the water-cooled flat-six engine. The six-speed unit is compact and light, and Tiptronic S now comes with five gears for even more superior motoring.

Tiptronic S in the Porsche 911 excels in particular through its simple use. In the automatic mode the only positions for the selector lever are P, R, N and D. And once you move the lever from the right-hand automatic gate to the left-hand position for a manual gearshift, you choose the best gear simply by pressing buttons on the steering wheel.

In its gearshift characteristics, the automatic transmission follows the driver’s power and performance commands by choosing the most suitable out of five programs in the control unit, depending on the respective situation. When the driver suddenly takes his foot off the accelerator and applies the brakes, for example, the automatic transmission recognises his wish to slow down and, accordingly, shifts down and not up. The converter clutch is thus locked in a fully controlled mode as of second gear, following a program based on the driver’s typical style of motoring.

The chassis and suspension ensure effortless handling of the car in all situations. The rack-and-pinion steering, for example, comes in a position even more beneficial to the car’s steering geometry. Front wheel suspension based on the McPherson principle, in turn, features elastically connected transverse arms and longitudinal links for even better elastokinematic toe-in control to stabilise the steering effect in extremely fast bends. The rear wheels running on no less than five track control arms also change their toe-in position in bends, guaranteeing slight understeer when the car is driven to the limit. And last but not least, all wheel guidance components and their subframes are made of light alloy.

Another objective in refining the suspension was to improve both spring and roll comfort -and you certainly feel the success of the measures taken for this purpose with the standard tuning of the suspension: More than ever before, the 911 is a genuine Gran Turismo sports car ideally suited also for long distances. As an alternative, Porsche also offers a special sports suspension specifically for the really ambitious, dedicated driver.

To ensure even better performance without the slightest fading, the brake system comes with light-alloy four-piston monobloc brake callipers adequately proven in the 24 Hours of Le Mans. The benefits, of course, are maximum stopping power and minimum fading.

Aluminium wheels with 17-inch rims now come as standard, and 18-inch rims are available either as an option or as part of the sports package.

Digital Motor Electronics (DME) performs all management and control functions on the water-cooled six-cylinder. Ignition voltage goes straight from six individual coils to the spark plugs. And the fuel/air mixture is maintained by an electronically controlled injection system working individually in sequence for each cylinder on the intake stroke.

The anti-lock brake system (ABS) is naturally also supported by the most advanced computer technology. The same information provided by sensors and processed by the computer goes to the optional Automatic Brake Differential (ABD) applying the brakes individually on the drive wheels when spinning and thus ensuring a smooth and safe start-off process even on the most slippery roads. As a further feature, ABD is combined with TC Traction Control reducing engine power whenever necessary.

Increasing integration of electronic components comes to a new, logical climax with Porsche Communication Management (PCM). Fully equipped with a screen terminal and fitted right in the middle of the instrument panel, this trendsetting unit combines a whole range of functions at one and the same point:

- Radio system including control of the optional CD changer

- Mobile telephone with hands-off operation

- Air conditioning display

- On-board computer providing information on the car’s fuel consumption, the distance covered and still remaining on the fuel in the tank, your average speed, etc

- Satellite navigation complete with road maps on a CD-ROM

As of September 1998, the 911 cabriolet is available as an option with Litronic headlights, special gas-discharge units illuminating the road ahead far more brightly and thoroughly and thus significantly improving safety at night. A further contribution to your extra driving safety is the dynamic headlight range control considering not only the load the vehicle is carrying, but also any change in body angle (sway) due to dynamic driving conditions. The halogen bulbs (H7) for the high-beam headlights are surrounded by a particularly efficient free-space reflector. Whenever the driver activates the high beams, the Litronic low-beam headlights remain switched on and also move their own beam up by way of headlight range control in order to improve illumination of the road ahead. A further feature of the Litronic headlights, finally, is the headlight cleaning system.

The features formerly combined in the sports package may now be ordered individually. Accordingly, the driver can choose from sports seats with enhanced side support as well as 18-inch turbo-look wheels measuring 225/40 ZR 18 and 265/35 ZR 18.

The folding roof on the new 911 cabriolet opens -and closes -automatically within just 20 seconds. And it can be "told" to do so not just by a switch in the centre console, since Porsche is the first car maker in the world offering the option to open or close the roof automatically by remote control from the ignition key (not available in all countries) or from the key in the door lock.

In the event of a rollover two rollbars will efficiently protect all four occupants in the 911 cabriolet. Made of ultra-strong steel, these two bars are forced up by a spring as soon as a roll sensor determines that the car is at a dangerous angle, then resting securely in position.

Porsche has developed special extra-large side airbags for the new 911 and the Boxster, with a volume of no less than 30 litres. Thanks to this extra size and their geometry, the side airbags ensure efficient protection at both head and chest level, even when driving with the roof and the side windows down. This makes Porsche the only manufacturer to offer side airbags suitable for a convertible (standard on all models within the 911 range).

Removable quickly and with ease, the hardtop is included in the price of the car. Despite its very stable double-shell structure, the entire hardtop including the heated rear window made of glass weighs a mere 33 kg (73 lb), allowing two persons to place it on and remove it from the car without the slightest effort.

Like on the Boxster, the roof of the 911 Cabriolet folds up in a z-pattern. This ensures that even when open the outer side of the roof faces up, protecting the inner roof liner from dirt or contamination.

It is an old Porsche tradition to use a particularly high-quality material on the surface layer of the soft roof. And on the 911 a second layer of fabric covers the roof bars, serving as an inner roof liner. The rear window made of scratch-proof plastic is easy and convenient to exchange in the event of damage.

The 911 Cabriolet is one of the fastest open sports cars in the world. Displacing 3.4 litres and developing maximum output of 300 bhp (221 kW), the water-cooled flat-six gives the 911 Cabriolet a standard of performance quite exceptional even in this segment: 0 - 100 km/h in 5.4 seconds, top speed 280 km/h (174 mph) (275 km/h or 171 mph with Tiptronic S) thanks to an outstanding drag coefficient of 0.30, as on the coupé.

The longer wheelbase and somewhat wider interior versus the former model clearly benefit the occupants riding in the 911 cabriolet. Space is not only more generous at the front, but also at the rear, where the seats offer "up-and-coming" Porsche passengers more legroom.

With its large luggage compartment at the front able to accommodate the usual commercially available suitcases and ample storage space at the rear with the backrests tilted down, the 911 cabriolet also outperforms most comparable sports cars in terms of its storage capacity.

The water-cooled boxer engine provides optimum conditions for high-output heating with a consistent, lasting effect. Particularly with the wind deflector in position, you will thus enjoy a pleasant climate inside the open cabriolet even in relatively cold weather.

The cabriolet is the second model version within the new 911 series. And it is no exaggeration to say that it raises the calibre of the open sports car refined by Porsche for 50 years to a new standard of all-round perfection.

Featuring a wide range of safety components, the 911 Carrera Cabriolet sets a new international benchmark for active and passive safety with the open sports car.

The structure of the car’s body offers not only supreme stiffness, but also very specific deformation in the event of a collision as a particularly important safety feature.

Apart from full-size frontal airbags for the driver and front passenger, the cabriolet comes as standard with side airbags each with a volume of 30 litres. The particular forte of these airbags is the comprehensive protection they offer at head, chest and arm level, even with the roof and side windows down. Indeed, this makes Porsche the only manufacturer to offer side airbags suitable for a convertible, yet another feature of the Carrera Cabriolet being the three-point inertia-reel seat belts for all four passengers.

Two rollbars normally discreetly concealed behind the rear seats come as standard and are actuated by spring pressure as soon as a sway sensor determines the risk of the car rolling over. Carrying out elaborate tests, Porschés engineers have proven that the rollbars can protect all four passengers in the convertible from serious injury, should the worst ever come to the worst.

Focusing on the body design of the new convertible, Porschés designers were able to give their creativity free rein, since work on the coupé and cabriolet started simultaneously. As a result, the profile of the open-air 911 is matched even more consistently than ever before to the unmistakable silhouette of this unique car. This gives the purchaser an even more elegant convertible with a fully retracting roof vanishing when opened beneath a lid at the rear. Opening and closing the roof is electrohydraulic and takes a mere 20 seconds, together with the side windows also opened and closed in the process. And the operation can be initiated in three different ways: by a button on the centre console, by remote control from the key (not in all countries) or by turning the key in the lock beyond the usual locking position.

The development of the 911 Carrera Cabriolet is based on close cooperation between Porsche AG and Car Top Systems (CTS), a Porsche subsidiary specialising in roof technology. Indeed, the soft roof of both the 911 and the Boxster is made by CTS in the small German town of Korntal-Münchingen and delivered to Porsche ready for installation. And CTS also designed and developed the hardtop fitted as standard.

The soft roof of the 911 Carrera Cabriolet naturally comes in top quality featuring a very elegant but virtually indestructible outside material called "Sonnenland", a word which appropriately translates as "Sun Country". Inside, the roof mechanism is discreetly covered by an attractive roof liner, and wind noise has been reduced to a minimum by Porschés acoustic experts working on virtually every detail.

Yet a further standard feature of the Porsche 911 Cariolet is the hardtop made of aluminium complete with a glass rear window heated electrically. Built as a double-shell structure, the roof with its aluminium parcel shelf ensuring extra stiffness and stability is particularly strong, reduces wind noise to a minimum and weighs a mere 33 kg or 73 lb, meaning that two persons are able to fit and remove the roof with ease. And with just a few minor operations, it fits firmly and reliably on to the body of the car, the electrically heated rear window being linked up automatically in the process.

A wind deflector for open-air motoring without any annoying turbulence is available as an option. When not required the deflector fits perfectly into a bag within the spare wheel cover.

In its basic technical features the cabriolet is virtually identical to its coupé counterpart, sharing the same main body components, the chassis with its light alloy suspension, the water-cooled flat-six power unit and power transmission provided either by a six-speed manual gearbox or Tiptronic S five-speed automatic transmission. Accordingly, the new cabriolet offers all the benefits and fortes of the current 911 model series:

- Output of the water-cooled flat-six power unit is 300 bhp (221 kW) from 3.4 litres.

- Updated, advanced engine design provides the basis for greater fuel economy and lower exhaust emissions.

- Driving safety and motoring comfort benefit significantly from consistent improvement of the chassis with all load-bearing components and all track control arms made of aluminium.

The wide range of options and special equipment available for the cabriolet is the same as on the coupé. A feature deserving particular mention in this context is PCM Porsche Communication Management fitted complete with a terminal in the middle of the instrument panel and combining a whole range of functions, as with the coupé.

The plastic fuel tank is now the same as on the Porsche 911 models, with an increase in capacity from 57 to 64 litres (12.5 - 14.1 Imp gals). The result is an increase in the car’s cruising range by approximately 70 km or 50 miles.

The Porsche Boxster is now also available as an option with Litronic headlights, special gas-discharge units illuminating the road ahead far more brightly and thoroughly and thus significantly improving safety at night. A further contribution to your extra driving safety is the dynamic headlight range control considering not only the load the vehicle is carrying, but also any change in body angle (sway) due to dynamic driving conditions. The halogen bulbs (H7) for the high-beam headlights are surrounded by a particularly efficient free-space reflector. Whenever the driver activates the high beams, the Litronic low-beam headlights remain switched on and also move their own beam up by way of headlight range control in order to improve illumination of the road ahead. A further feature of the Litronic headlights, finally, is the headlight cleaning system.

The various features previously combined within the sports package are now available individually according to the driver’s personal taste: sports seats with enhanced side support, a sports suspension with firmer and shorter springs, harder dampers and reinforced anti-roll bars, as well as even more sporting and dynamic light-alloy wheels wider and with larger diameter. Apart from 17-inch wheels with tyres measuring 205/50 ZR 17 and 255/40 ZR 17, the Boxster is now also available with 18-inch turbo-look wheels, in which case tyres have the same dimensions as on the 911 Carrera (225/40 ZR 18 and 265/35 ZR 18).

Fitted in the middle of the car, the very compact boxer engine leaves ample space for two luggage compartments. In all, the Boxster has 260 litres or 9.1 cu ft of loading space, more than any other roadster.

Predetermined deformation of the steel plate body minimises the load acting on the car’s occupants in a collision. Two frontal airbags are naturally standard, while side airbags are available as an option on the Boxster. Steel piping in the windscreen frame and two rollbars behind the seats enhance your safety also in a rollover.

The electric roof of the Boxster opens and closes faster than any other roof in the market. Either way, the entire process takes just 12 seconds.

The Boxster offers the customer the choice of a manual gearbox with sporting increments between gears or Tiptronic S automatic transmission designed consistently for sports motoring and perfect use of engine power. This gives you advantages both in the automatic and the manual mode, shifting gears in the latter case by means of buttons on the steering wheel.

Following positive experience in motor racing, Porsche now uses light-metal four-piston monobloc brake callipers on all production models. The big advantage is supreme resistance to fading even under extreme conditions.

Elastokinematic correction of wheel toe position gives the car increasing understeer all the way to the limit, ensuring perfect stability at all times.

All major components of the chassis and suspension as well as the front axle subframe reinforcing the entire body and nearly all components on the rear axle subframe are made of light alloy.

Looking back at the first two years of the Porsche Boxster, we see a unique story of success. Especially because in its technical concept the Boxster continues the mid-engined design so typical of Porsche for such a long time.

Even the very first 356/1 prototype built in the Austrian town of Gmünd came with its engine in the middle. And the most outstanding racing Porsche in the early years of the Company, the 550 Spyder, followed this principle now providing the foundation for all successful racing cars the world over.

The Porsche Boxster clearly proves that the mid-engine concept is ideally suited for a sports car with everyday driving qualities. For the two luggage compartments in the Boxster, providing overall capacity of 260 litres or 9.1 cu ft, offer more space than in any other roadster in this segment. In developing the soft roof, Porschés engineers placed the emphasis above all on minimum wind noise. An absolutely unique factor is the time of just 12 seconds taken by the roof to open and close electrically at the touch of a button. For safety reasons this mechanism only works with the car at a standstill and with the handbrake on. The special system of seals and drainage pipes on the roof, finally, prevents any kind of moisture from getting inside the passenger compartment.

Despite their very ample experience with aluminium and plastics in motor racing, Porschés engineers and designers use "classic" steel plate panels for the hot-galvanised bodyshell of the Boxster. The reason, quite simply, is that steel guarantees very good deformation and crumple behaviour in the event of a collision, as well as optimum ease of repair, without forfeiting on lightweight design and construction.

Even in standard trim, the interior proudly displays all the features typical of a Porsche in a young, up-to-date style, naturally including two airbags. True to the marqués tradition, the ignition lock is on the left side of the steering wheel. The instrument panel with its three main instruments is compact and clearly focused in design, again without denying that typical Porsche style. And the Boxster is particularly accurate when it comes to road speed displayed not only on an analogue dial, but also by large digital figures.

Two types of seats are available, both with electric backrest adjustment: the sporting and comfortable standard seats and the sports seats with enhanced side support. And there are also seats with full electrical adjustment of all positions and functions.

The power unit featured in the Boxster is of course a six-cylinder horizontally-opposed engine modified to meet the requirements of our modern day and age: Water cooling and four-valve technology first featured and improved to perfection on the race track in the 911 GT1, help the Boxster reduce fuel consumption and keep emissions to a minimum. At 150 kW (204 bhp) developed at 6000 rpm from 2.5 litres, engine power is exemplary. Torque peaks at 245 Newton metres or 181 lb-ft at 4500 rpm, with more than 200 Newton metres or 147 lb-ft consistently available between 1750 and 6500 rpm.

Porschés engineers have introduced a number of highlights in creating this flat-six power unit. The flow of coolant, for example, follows the same pattern as in Porschés racing engines, that is the cross-flow principle keeping all cylinders and combustion chambers at the same consistent temperature. And the coolant flow ducts around the cylinders and through the cylinder heads themselves are separated.

The crankshaft and the auxiliary shafts driving the camshafts are enclosed in a bearing bridge made of aluminium/grey-cast iron in composite structure. This hard core within a two-piece light-alloy housing ensures consistent bearing play at changing temperatures, at the same time reducing mechanical engine noise by damping any vibrations. The valves are driven by four overhead camshafts and cup tappets with hydraulic valve play compensation. The opening times of the intake camshafts are varied by adjustment units in the drive chains (the Porsche Variocam patent). The entire valve drive is furthermore completely free of maintenance thanks to the use of automatic chain tensioners and hydraulic compensation for play.

Fuel injection and ignition are both masterminded by Bosch Motronic M5.2. Fuel supply is sequential through a separate injection jet for each cylinder, thus following the firing order of the engine. The amount of fuel required on each combustion stroke is determined by a hot-film air mass meter in the intake manifold and by oxygen sensors featuring particularly accurate stereo control.

The ignition is fully electronic without requiring any kind of mechanical distributor thanks to the solid-state system comprising six individual coils. To adjust to fuel grades below 98 RON premium plus, the elctronic ignition system comes with cylinder-specific knock control retarding the ignition point on individual cylinders whenever necessary.

As of the 1999 model year the Boxster has an even longer cruising range, since it now features the same tank design as the 911 with overall capacity of 64 litres or 14.1 Imp gals.

In choosing their preferred form of power transmission, purchasers of the Boxster have the choice of either a five-speed manual gearbox or -at extra cost -"intelligent" five-speed automatic transmission similar to the automatic gearbox in the new 911. Inter alia, Tiptronic S in the Boxster excels through its particularly simple and convenient control functions, the selector lever positions in the automatic mode being limited to P, R, N or D. And when you move the shift lever from the automatic transmission plane on the right-hand side to the manual plane on the left, you can choose gears by means of the toggle buttons on the steering wheel.

In its gearshift characteristics, the automatic transmission follows the driver’s power and performance commands by choosing the most suitable out of five programs in the control unit, depending on the respective situation. When the driver suddenly takes his foot off the accelerator and applies the brakes, for example, the automatic transmission recognises his wish to slow down and, accordingly, shifts down and not up. The converter clutch is thus locked in a fully controlled mode as of second gear, following a program based on the driver’s typical style of motoring.

Featuring wheel guidance and track control components made of aluminium, the suspension of the Boxster reflects the state of the art in every respect. Consistently applying the shared parts principle, Porsche has found an economic and at the same time compact solution for the two types of axle both based on McPherson design.

Providing elastokinematic adjustment of wheel toe-in both on the front and rear axle when taking a bend, Porschés engineers and suspension specialists ensure a high standard of driving safety particularly under extreme conditions. Toe-in at the front and toe-out at the rear provide increasing understeer with increasing lateral acceleration, safely slowing down the Boxster in a critical situation.

The rack-and-pinion steering is boosted by a hydraulic servo designed to provide secure directional stability at high speeds and agile steering response in fast bends and on winding roads.

The brake system features thoroughbred racing technology of the most advanced standard. Like the 911, the Boxster comes with light-alloy four-piston brake callipers in monobloc design. The particularly sturdy and stable single-piece callipers are also used in the 600-bhp 911 GT1 super-sports car as well as in Formula 1. The brake discs, in turn, are inner-vented both front and rear. And last but certainly not least, the ABS 5 anti-lock brake system fitted as standard reflects the latest state of the art.

Apart from 17-inch wheels with 205/50 ZR 17 and 255/40 ZR 17 tyres, the Boxster is now also available with 18-inch turbo-look wheels. In this case tyre dimensions are the same as on the 911 Carrera (225/40 ZR 18 and 265/35 ZR 18).

Side airbags providing an even higher standard of passive safety are naturally also available on the Boxster. And the car also comes as an option with the same seats as the 911 featuring electrical adjustment and a memory function, just as it is available with the new generation of Porsche sports seats.

PCM Porsche Communication Management is likewise available on the Boxster, this special unit in the middle of the instrument panel combining all the controls for the radio, air conditioning, mobile phone, on-board computer and navigation system.

Parking assistance with four distance sensors in the rear panel is available as an option, just as the sporting driver may choose a special three-spoke steering wheel naturally complete with airbag.

Over and above the high level of standard trim, the Boxster is available with three upgrade packages enabling the customer to individualise the interior of his car.

The Classic package places the emphasis on sophisticated but reserved style. Standard features in this case include metallic paintwork and leather seat upholstery all round. The discreet interior is characterised by granite-grey paintwork on the windscreen frame, the covers on the storage boxes in the doors and the centre console, as well as a number of panels and trim surfaces within the car. The instrument surrounds, door closing handles and gearshift lever knob insert (release button on Tiptronic S models) all come in amber. And it almost goes without saying that the Classic package is available with all standard interior colours.

The Trend interior trim package adds discreet touches of colour to the interior, using graffiti grey in conjunction with interior panels finished in body colour. The Trend Boxster comes exclusively in zenith blue metallic and dragonfly turquoise metallic paintwork. The roof is graffiti grey, the seats are finished in graffiti grey/charcoal grey Trend upholstery, and the steering wheel, handbrake lever, door handles and shift lever knob all come in black leather, just like the standard models. The instrument panel, door lining, centre console cover, instrument cover and airbag covers, finally, are finished in a special graffiti grey film. The instrument surrounds, A-pillar trim, door surrounds, rollbars and the insert in the shift lever knob (the release button on the Tiptronic S selector lever) are all painted in body colour.

The Sport Design package introduces metal grey into the interior on the lower half of the instrument panel, the instrument surrounds, the switch trim panels, centre air nozzle, seat shells, seat switch panels, seat controls, the door surrounds at the left and right, the trim panel in front of the door opener, the door storage box cover, and the insert on the shift lever knob (release button on the Tiptronic S selector lever), which are all painted in metal grey. The driver also enjoys the special feeling of ample black leather on the new three-spoke airbag steering wheel, the sports seats, the handbrake handle, the shift lever knob, the cover on the front passenger airbag, the rollbar cover, the cover on the centre console and the upper half of the instrument panel. The side panels on the front centre console, the gearshift trim panel and the door linings, in turn, are covered by a black rhomboid-design film.

The water-cooled six-cylinder power units of the Boxster and the new 911 set the standard in modern sports car engine technology.

"Our pledge to the six-cylinder boxer engine is more than just tradition", states Horst Marchart, Porschés Member of the Board for Technical Development and the Managing Director of the Weissach Research and Development Centre. "Considering the sum total of its properties, the boxer engine is the ideal configuration for a six-cylinder sports car of the type we build."

Very low in design, the boxer engine is the ideal match for Porschés two automobile concepts, the mid-engined Boxster and the rear-engined 911. With the pistons running in opposite directions, smoothness and refinement are enhanced to perfection. A six-cylinder horizontally-opposed power unit is entirely free of mass forces and mass momentum, the crankdrive is perfectly balanced. And this ensures not only top quality and behaviour in mechanical terms, but also allows a sports engine of this calibre to reach high engine speeds without the slightest problem.

The changeover from air to water cooling was necessary in technical terms in order to master all the requirements of four-valve technology. Four valves per cylinder are indeed essential these days in order to combine superior power and performance with equally superior fuel economy and emission control.

Porschés clear pledge to water cooling is also based on many years of practical experience. And this means not only the good features and qualities offered by Porschés water-cooled production engines with both four and 8 cylinders. The TAG engine enabling McLaren to win the World Formula 1 Championship three times, for example, was a water-cooled V6 designed by Porsche. In GT racing, in turn, Porsche has been building water-cooled six-cylinder boxer engines ever since 1977, initiating an exemplary series of successes in motor racing that has continued throughout these 20 years to this very day. Engines of this kind are to be found in Porschés Le Mans-winning cars and in the very latest 1998 911 GT1 which scored a one-two victory in this year’s 24 Hours of Le Mans, marking Porschés 16th triumph in this world-famous race.

The engine of the Carrera naturally differs significantly from these racing machines, reflecting Porschés new principle of using shared parts: In their fundamental design and configuration, the power units of the Boxster and Carrera are basically identical. But in terms of size and output these two six-cylinders are clearly different, the Boxster displacing 2.5 litres and developing maximum output of 204 bhp (150 kW), while the 911 Carrera displaces 3.4 litres and develops maximum power of 300 bhp (221 kW).

Through their configuration and the materials used, Porschés new boxer engines stand out clearly as ultra-modern power units built for all the requirements of today and tomorrow. The two-piece crankcase separated down the middle is made of pressure-cast light-alloy. Offering very good surface quality, this material ensures perfect production of even very delicate parts and components, at the same time keeping the crankcase very light. And since this kind of pressure-casting is not suitable for the cylinders and their liners subject to the most demanding running conditions, the six cylinder liners are made of silicon alloy subsequently cast into the crankcase during the production process.

A further speciality of the Porsche engine is the separate bearing bridge accommodating the crankshaft with its 7 main bearings as well as a layshaft. The aluminium block encompassing the central section of the crankdrive incorporates cast-steel support elements to give the bearings a strong and secure fit. On the Carrera engine revving up to a maximum speed of 7300 rpm, this component is reinforced to a far higher standard than on the Boxster engine where the speed limiter cuts in at 6700 rpm.

Featuring a large bore and short stroke, both engines are sporting and dynamic in their configuration, ensuring both superior refinement and the ability to run smoothly and reliably even at very high speeds. Bore on the engine of the Carrera 4 is 96 mm or 3.78", stroke measures 78 mm or 3.07".

The boxer engines of the Porsche Carrera models also differ from traditional design concepts in terms of their oil circuit. Taking up approximately 12 litres of oil, the "classic" dry sump lubrication on the engine of the 911 required a separate oil tank connected by pipes to the engine itself. Now the integrated dry sump lubrication keeps its oil reserve of approximately 10 litres in a chamber within the engine housing separated from the crankshaft area.

The next example of technical progress offered by the boxer engine is its cylinder heads: Each of the two cylinder heads houses two camshafts operating two inlet and two outlet valves per cylinder. This increase in the number of valves from two to four offers three advantages in particular:

- The overall cross-section opening of the four cylinders is obviously larger, facilitating the intake of fresh air and the expulsion of exhaust emissions. The positive results are an improved cylinder charge and an even more powerful, dynamic operating cycle.

- The individual valves are lighter in weight whenever four smaller valves replace two larger ones. The reduction in moving masses ensured in this way allows the four valves to open and close more precisely at high speeds.

- With the valves being arranged conveniently within the roof-shaped combustion chambers, there is ideal space for the spark plug right in the middle. And from here flame travel is the same in every direction. This, in turn, guarantees fast and thorough combustion, meaning lower fuel consumption and less harmful emissions.

The drive concept for the four camshafts introduced by Porsche adds yet another outstanding example to the Company’s high standard of engine construction: From the crankshaft power first flows through a chain to the layshaft already mentioned. Featuring one pinion each at the front and rear end, the layshaft then drives two further chains leading to the outlet crankshafts. This displaced geometry saves space by using the displaced rows of cylinders left and right in order to accommodate the two chain boxes. It is indeed this particular design which, to a large extent, makes the water-cooled boxer 70 mm or 2.76" shorter than the air-cooled version on the previous model, even with the distance between cylinders remaining the same.

Featuring two camshafts and one camshaft adjuster, the current six-cylinder is able to vary intake valve timing by 25░. This is done via a hydraulic camshaft adjuster on the chain between the outlet and intake camshafts, this process of intervening in valve timing offering several advantages:

- The engine is able to idle more smoothly and consistently

- Torque and pulling force at low engine speeds are improved

- Both emissions and fuel consumption are further reduced to an even lower level

- As a particular feature each cylinder head comes with an oil extraction pump delivering reflow oil into the integrated dry sump

Whenever Porschés engineers replace air cooling by water cooling, the new water cooling system must be a very good one. So to "refresh" the cylinders and combustion chambers they have chosen a principle otherwise to be found on racing engines: The flow of coolant is clearly separated on each side by the cylinder gasket. With the ducts being appropriately designed, this allows the temperature of the coolant to be adjusted perfectly to current requirements. The flow of coolant through the cylinder heads and along the cylinders themselves is not lengthwise, as is otherwise the case with production engines, but rather crosswise from the outlet to the intake side, again reflecting a technology well known from motor racing. Coolant then flows back through two separate longitudinal ducts, the big advantage of this system being that the cylinder heads and the cylinders themselves always receive the same, sufficient and consistent supply of coolant.

Water cooling ensures a good thermal balance also elsewhere, both the coolant itself and the engine oil flowing through a heat exchanger. With the coolant reaching its operating temperature relatively quickly, it is able to initially warm up the engine oil almost immediately after the engine has started. And then, with the oil becoming hotter than the coolant after some hard driving, the temperature balance works the opposite way, the coolant serving to cool down the oil. The same principle is incidentally also used to cool the automatic transmission fluid on models fitted with Tiptronic, in which case the 911 comes with three water coolers at the front.

Made largely of extra-light fibre-reinforced plastic, the intake system, thanks to its good flow dynamics, its carefully matched ducts and their smooth surface, makes a significant contribution to the superior output and powerful torque of the two boxer engines. The six intake manifolds leading to the intake valves join to form units of three on the other side leading into an air collector. A special feature to be found here on the engine of the 911 is the butterfly between these two resonance chambers opening at 2720 rpm and closing again at 5120 rpm. Thanks to this solution the cylinder charge, torque and engine power are all optimised in one and the same process.

On the other side of the engine emissions flow through a stainless-steel emission system with two metal-based catalytic converters for thorough and efficient emission management.

A computer serves to mastermind the flow of sparks within the engine, with no less than 300 sparks per second whenever the six-cylinder is running at 6000 revolutions per minute. Thanks to anti-knock control the computer is able to determine the right ignition timing even when running on low-grade fuel with a quality level worse than premium plus. And the injection system with electronic management operates as reliably as ever, delivering 300 or more exactly metered bursts of fuel per second to the intake valves at exactly the right time.

Innovative technology of this calibre gives the water-cooled boxer engine of the Porsche 911 superior output of 300 bhp (221 kW) at 6800 rpm. Maximum torque, in turn, is 350 Newton metres or 258 lb-ft at 4600 rpm. But even this kind of progress, as clearly as it is described by these figures alone, cannot match the experience of actually driving the car.

The water-cooled flat-six power unit in the Porsche 911 really reveals its true qualities when required to run at high engine speeds, where it combines supreme torque with almost unlimited free-revving performance up to 7000 rpm and more.

The sound accompanying this new fortissimo of speed and performance naturally remains within the limits prescribed by law, but just as naturally retains that typical Porsche quality. So this certainly is the Porsche six-cylinder boxer with that throaty chortle so typical of the marque.

It has always been Porschés policy to set new standards time and again in improving passive safety systems inside the car. Accordingly, the POSIP safety system was introduced for the first time with the launch of the 911 Carrera and is naturally also available in the Boxster, the 911 Cabriolet, and the Carrera 4. The abbreviation for Porsche Side Impact Protection, POSIP stands for an entirely new type of side airbag offering the driver and front passenger a broader scope of protection than conventional side airbags are able to provide. Another special feature of POSIP is that the two airbags are able to offer the same superior protection also in an open convertible. Indeed, Porsche is the only car maker to offer side airbags suitable for a convertible and not just for a car with a fixed roof. Side airbags are standard on all 911 models in the 1999 model year.

Housed in the door panel, the airbag modules also differ from conventional units through their particularly large volume when inflated. With their capacity of 30 litres or almost 1.1 cu ft, these extra-large airbags offer the occupants not only the usual protection around their shoulders in the event of a collision from the side, but also protect your whole body from chest to head level. This superior standard of all-round safety ensured by the POSIP system is made possible by the above-average volume of the airbag regardless of the fore-and-aft seat position.

The side airbags are inflated when required by a hybrid gas generator. Accordingly, the pyrotechnical system is restricted to an absolute minimum in this case, serving primarily to open the valve allowing the two precious gases argon and helium to flow out of a pressure vessel into the gas-tight airbags actuated when required by a sensor on the sill beneath the door.

All Porsche radios from September 1998 belong to a new generation reflecting the latest state of the art. And once again, Becker Automotive Systems is the partner in development and the supplier of these radios.

All of the four radios come in the same standard design featuring two rotary knobs for easy and convenient use. A further point is that all radios now have their own double-tuner concept so far restricted to the top model, with the ability to choose the most powerful signal among several transmitter frequencies from one and the same station, switching over whenever necessary without the slightest sound.

The control surface is clear and well-structured, particularly as the opening for inserting cassettes, compact discs or mini discs is normally covered. Access is provided by opening part of the front panel serving as a removable control surface in the interest of additional anti-theft security.

The radio display is matched to the colours of the surrounding instruments, the radio lights are brightened or dimmed together with the other lights on the instrument panel. Each radio is geared acoustically to the loudspeakers installed and the space inside the car, moreover featuring automatic, speed-related volume control. A telephone connection to the radios allows installation of a hands-off communication function without requiring any additional loudspeakers, volume control also going through the radio.

The Boxster and Carrera both come with pre-installed cables for the radio and loudspeakers, as well as an aerial integrated in the windscreen.

All four radios offer the highest standard of reception and playback quality. The differences in prices result from the standard of control comfort and the option to use additional sound sources. All units have a connection for a CD changer.

The "basic" unit in the range covers the FM, AM and LW bands, with a total of 40 station memory positions. In addition to the station currently tuned in, the display presents the most powerful station currently receivable. The four terminal stages have an output of 30 W with 10 per cent ring factor. The cassette player comes complete with autoreverse, title search, and Dolby B and C.

Technically identical with CR 22, but for compact discs instead of cassettes.

With more or less the same basic technical features, this radio offers even greater control comfort. The display is formed by a pixel matrix able to provide an even wider range of information. By means of the station buttons both the name of the station and the station frequency can be displayed at the same time, as well as the names of stations currently within reach. The Dynamic Autostore function incorporates two RDS decoders examining all available station networks for their reception quality, then presenting the individual stations in the appropriate order on the display. RDS radiotext presents text information provided by stations, while the display, before starting a CD, shows the title and artist provided this information is stored on the CD.

Porsche is the first European car maker to offer a radio able to play the new, very compact mini-discs. Otherwise this radio features the same sophisticated technology as CD radio CDR 32. When starting to play a CD the title and/or artist are shown in the display, provided this information is stored on the CD.

Porsche Communication Management (PCM) is one of the particularly attractive options offered by Porsche as a special feature. Developed jointly by Porschés engineers in Weissach and Siemens’ specialists in communications technology, PCM has been available since the 1998 model year for the current Carrera and Boxster models. Fitted ideally right in the middle of the instrument panel, PCM consistently combines a whole range of functions in one and the same unit, thus facilitating use and operation of the individual information systems. And for each function mode there is an optical display on a five-inch colour screen.

PCM allows the driver and his passenger to operate and control the following functions:

- The audio system with RDS radio, cassette player, and -if fitted -CD changer.

- The optional top-HiFi unit with DSP amplifier (Digital Sound Processing) and top-quality loudspeaker systems.

- The display for the automatic air conditioning complete with heater, ventilation, defroster and air conditioner.

- The on-board computer showing the time, date, time spent on the road, average speed, average fuel consumption and further data upon arrival.

- The integrated two-watt car telephone with hands-free operation, activated by entering a GMS card.

- The navigation system developed by Siemens with exact determination of your current location, your route and destination by means of satellite navigation, presentation of a road map on the CD-ROM, measurement of the distance covered by means of the ABS sensors, and detection of the direction in which you are driving by means of an electronic compass.

Apart from road maps and city guides, the CD-ROM also offers other important information, such as service stations, hotels or particular sights. The driver receives instructions by means of voice messages and is also guided to his destination by arrow symbols or a road map presented on the screen.

The complete unit comes in clear, functional Porsche design, merging perfectly into the instrument panel. Positioned conveniently in the middle, it may be operated by both the driver and front passenger. The price of PCM is a lot cheaper than the cost and installation of the individual units it comprises.

Another very interesting and even more affordable unit available through Porschés Exclusive programme is the TrafficStar navigation system integrated in a sophisticated car radio. While it does not present information on a colour screen and the route suggested is not shown on a road map, TrafficStar nevertheless offers all important data by means of short and informative symbols on an LCD display. And a CD-ROM entered in the compact-disc slot presents a road map of the country in which you are currently travelling. Wherever the essential data of that country are already stored in the system, you can then remove the CD-ROM using the same drive unit to play music CDs.

The Porsche Selection range of accessories and lifestyle products offers virtually everything the friend and aficionado of Porsche might desire (ranging from the High-Tech mountain bike all the way to lapel pins). And it goes without saying that all these products come in top quality and individual design, reflecting the style and character of the Porsche customer.

One highlight in the 1999 range of baggage is the new Porsche Design collection of beautiful bags and travel cases made of extremely hard-wearing black nylon combined with top-quality metal fittings and leather-covered Porsche Design handles. Like the Carfit Series, these bags and cases are specially made to fit into the luggage compartment of a Porsche sports car.

Another new feature is the range of small leather accessories made of black calf leather in chequered grain, with the same looks and surface feel as the cases and bags. This range of leather products hand-made in Germany combines exclusive design with perfect craftsmanship.

With its range of sports products, Porsche Selection is focusing not only on the bike enthusiast, but also on the tennis player with the new Pro and Pro Plus tennis rackets. These carbon rackets developed especially for Porsche are made in a new production process (filament winding) out of one single piece of carbon, allowing the typical characteristics of the racket to be tailored exactly to the player’s personal requirements.

One of the most outstanding highlights in Porschés range of textile products is the new multi-function jacket in classic, sporting outdoor design -actually an ingenious combination of three jackets all in one. And then there is also the sports leather jacket made of black premium horse leather featuring a number of useful and carefully finished details such as a separate pocket for your mobile phone and a button-off fur collar.

The new sports collection in black and white, plus a touch of red providing a special highlight, is also highly attractive thanks to close cooperation between Porschés specialists and renowned designers in the current sports scene. The materials are functional, the various garments come with a wide and casual fit providing ample freedom of movement.

The Selection range also comprises attractive lifestyle products in an elegant, timeless look ensured by the silky-matte surface. The new sterling silver products with 911 and Boxster motifs (lapel pins, tie-holders, key-tags and cufflinks), for example, excel through their exclusive design and choice materials.

The range of watches has been enlarged by the addition of an unlimited version of the 911 automatic chronographer; the range of sunglasses now comprises a second colour version of the Tach model.

Porschés art reproductions now also include various themes from motorsport. A new highlight is the limited edition of original 911 GT 1 design drawings from the Weissach studio. The ideal gift for the Porsche driver and aficionado, in turn, is the new GT 1 calendar comprising 12 design drawings of various motorsport appearances of Porschés glorious Le Mans winners.

The history of Porsche cars and, in particular, Porschés success in Le Mans is reflected finally by the limited series of History Le Mans model cars, with no less than 7 outstanding Le Mans sports cars in 1:43 scale.

Porschés mountain bikes have also been modified and upgraded substantially. The best seller among the range of mountain bikes, Porsche Bike S, nevertheless remains unchanged in its basic features, the hard-tail aluminium frame guaranteeing minimum weight, a feature appreciated so much by the single-trail rider. The 80-mm spring fork comes from Votec, the pedal assembly, hubs and gearshift now featuring Rapid Fire shift levers are LX Shimano components.

Porsche Bike FS, a full-suspension bike featuring spring travel of 100 millimetres on the front wheel, has been leaned down radically for minimum weight and now certainly qualifies as a highly competitive sports machine weighing just 11.5 kilos. This reduction in weight by approximately 2 kilos was ensured by the aluminium frame optimised in wall thickness, a carbon-fibre front subframe, the decision to forego hydraulic disc brakes now replaced by mechanical V-brakes, and the choice of extra-light Crane Creek wheels from the USA. The complete drive train now also comes from the Shimano XT group, while Continental supplies the 1.5" cross-country Porsche Edition tyres.

Porsche Bike FS Evolution remains the top model in the range still using carbon, truly the elite material, to a large extent. The three-spoke Spengle wheels, the fork bridges and saddle support are made of an extremely light and strong material. A feature exclusive to Bike FS Evolution is the upside-down spring fork with 140 millimetres spring travel, a quality appreciated by the speed-ride specialist particularly on downhill tracks, just like the highly efficient Magura disc brakes. The gearshift and all related components, in turn, come from Shimano’s top-of-the-range XTR group.

Here again, the frame is made of aluminium tube with the same architecture as on Porschés other bikes, that is with a direct connection from the handlebar centrepoint all the way to the rear axle. It almost goes without saying that this road racer does not have a spring fork, since the objective in this case is minimum weight -an objective that has certainly been reached at just 8.9 kilos. The components of this top-speed Porsche bike come from Shimano or, to be more specific, from the Shimano Dura Ace top-of-the-range racing group.

Bodyshell: Coupé or cabriolet, monocoque structure, lightweight all-steel construction hot-galvanised on both sides, full-size airbags and sidebags for the driver and front passenger, 2+2-seater

Air resistance: Drag coefficient Cd = 0.30, frontal area A = 1.94 m2,
Cd x A = 0.58 m2

Power unit: Six-cylinder aluminium horizontally-opposed engine, water-cooled, engine block and cylinder heads made of aluminium, four overhead camshafts, four valves per cylinder, variable valve timing, hydraulic valve play compensation, variable intake manifold, integrated dry sump lubrication, double-chamber exhaust system, two metal-based catalytic converters, two oxygen sensors with stereo control, 10.25 litres engine oil (oil change 8.25 litres), 22.5 litres coolant, DME (Digital Motor Electronics) engine management for the ignition and fuel injection, electronic injection with solid-state distributor (six coils), sequential multi-point fuel injection, electronic throttle butterfly control

Bore: 96 mm (3.78")

Stroke: 78 mm (3.07")

Capacity: 3387 cc

Compression ratio: 11.3:1

Engine output: 221 kW (300 bhp) at 6800 rpm

Max torque: 350 Nm (258 lb-ft) at 4600 rpm

Output per litre: 65.2 kW (88.6 bhp)

Max engine speed: 7300 rpm

Fuel grade: Premium plus (RON/MON 98/88), unleaded

Electrical system: 12 V, 1680 W three-phase alternator, battery capacity
70 Ah/340 A

Power transmission: Engine and transmission bolted together to form one unit, double propeller shafts for permanent four-wheel drive with power distribution to all four wheels adjusted to varying requirements. Direct drive of rear wheels, power transmitted
to front axle by means of a viscous clutch
Transmission ratios Manual Tiptronic S

1st gear 3.82 3.66

2nd gear 2.20 2.0
3rd gear 1.52 1.41
4th gear 1.22 1.0
5th gear 1.02 0.74
6th gear 0.84 û
Reverse 3.55 4.10

Final drive ratio 3.44 3.676
Clutch diameter 240 mm (9.45") (two-mass flywheel), converter diameter 282 mm (11.10"), start-off conversion ratio 1.92:1, stall brake speed 2450 rpm, dynamic suspension control and traction aid provided by PSM Porsche Stability Management with longitudinal and lateral dynamic control through automatic intervention in the engine management and brake system

Chassis and

suspension: Front axle in McPherson design (optimised by Porsche), spring-strut axle with independent suspension on track control arms, longitudinal arms and spring struts, conical spring with shock absorber fitted inside, twin-sleeve gas-pressure dampers. Rear axle in multi-link design, independent suspension on five track control arms, cylindrical coil springs on each wheel with coaxial shock absorbers fitted inside, single-sleeve gas-pressure dampers

Brakes: Two-circuit brake system, four-piston aluminium monobloc brake callipers on the front and rear axle, brake circuits subdivided individually per axle, perforated, inner-vented brake discs front and rear, ABS fitted as standard, PSM fitted as standard, vacuum brake servo

Wheels and tyres:

Standard

front 7Jx17 with 205/50 ZR 17
rear 9Jx17 with 255/40 ZR 17

Optional at extra cost

front 7.5Jx18 with 225/40 ZR 18
rear 10 Jx18 with 265/35 ZR 18

Weight:* Coupé
Unladen 1375 kg (1420 kg)
Max permissible 1775 kg (1820 kg)
Cabriolet
Unladen 1450 kg (1495 kg)
Max permissible 1850 kg (1895 kg)

Dimensions: Length 4430 mm (174.4"),

width 1765 mm (69.5"),

height 1305 (51.4"),

wheelbase 2350 mm (92.5")

Track in mm front rear
17" wheels 1455 1500
18" wheels 1465 1480
Luggage compartment capacity to VDA standard:
100 litres (3.5 cu ft) Fuel tank capacity 64 litres (14.1 Imp gals)

Performance:* Top speed 280 km/h (275 km/h)

Acceleration (sec) Coupé Cabriolet
0-100 km/h 5.2 (6.0) 5.4 (6.2)
0-160 km/h 11.6 (13.1) 12.0 (13.5)
0-200 km/h 18.3 (20.4) 19.1 (21.2)
Standing-start km 24.3 (25.6) 24.6 (25.9)

Fuel consumption:* Combined cycle (litres) 10.4 (10.9) 10.4 (10.9)
EU standard 12.0 (12.4) 12.0 (12.4)

Figures in brackets refer to cars fitted with Tiptronic S

Bodyshell: Coupé, monocoque structure, lightweight all-steel construction hot-galvanised on both sides, full-size airbags and sidebags for the driver and front passenger, 2+2-seater

Air resistance: Drag coefficient Cd = 0.30

Power unit: Six-cylinder aluminium horizontally-opposed engine, water-cooled, engine block and cylinder heads made of aluminium, four overhead camshafts, four valves per cylinder, variable valve timing, hydraulic valve play compensation, variable intake manifold, integrated dry sump lubrication, double-chamber exhaust system, two metal-based catalytic converters, two oxygen sensors with stereo control, 10.25 litres engine oil
(oil change 8.25 litres), 22.5 litres coolant, DME (Digital Motor Electronics) engine management for the ignition and fuel injection, electronic injection with solid-state distributor (six coils), sequential multi-point fuel injection

Bore: 96 mm (3.78")

Stroke: 78 mm (3.07")

Capacity: 3387 cc

Compression ratio: 11.3:1

Engine output: 221 kW (300 bhp) at 6800 rpm

Max torque: 350 Nm (258 lb-ft) at 4600 rpm

Output per litre: 65.2 kW (88.6 bhp)

Max engine speed: 7300 rpm

Fuel grade: Premium plus (RON/MON 98/88), unleaded

Electrical system: 12 V, 1680 W three-phase alternator, battery capacity
70 Ah/340 A

Power transmission: Engine and transmission bolted together to form one unit, rear wheels driven by double propeller shafts.
Transmission ratios Manual Tiptronic S

1st gear 3.82 3.66

2nd gear 2.20 2.0
3rd gear 1.52 1.41
4th gear 1.22 1.0
5th gear 1.02 0.74
6th gear 0.84 û
Reverse 3.55 4.10

Final drive ratio 3.44 3.676
Clutch diameter 240 mm (9.45") (two-mass flywheel), converter diameter 282 mm (11.10"), start-off conversion ratio 1.92:1, stall brake speed 2450 rpm

Chassis and

suspension: Front axle in McPherson design (optimised by Porsche), spring-strut axle with independent suspension on track control arms, longitudinal arms and spring struts, conical spring with shock absorber fitted inside, twin-sleeve gas-pressure dampers. Rear axle in multi-link design, independent suspension on five track control arms, cylindrical coil springs on each wheel with coaxial shock absorbers fitted inside, single-sleeve gas-pressure dampers

Brakes: Two-circuit brake system, four-piston aluminium monobloc brake callipers on the front and rear axle, brake circuits subdivided individually per axle, perforated, inner-vented brake discs front and rear, ABS fitted as standard, vacuum brake servo

Wheels and tyres:

Standard

front 7Jx17 with 205/50 ZR 17
rear 9Jx17 with 255/40 ZR 17

Optional at extra cost
front 7.5Jx18 with 225/40 ZR 18
rear 10 Jx18 with 265/35 ZR 18

Weight: Unladen Manual 1320 kg
Tiptronic S 1365 kg
Max permissible Manual 1720 kg
Tiptronic S 1765 kg
Roof load 75 kg

Dimensions: Length 4430 mm (174.4"),

width 1765 mm (69.5"),

height 1305 (51.4"),

wheelbase 2350 mm (92.5")

Track in mm front rear
17" wheels 1455 1500
18" wheels 1465 1480
Luggage compartment capacity to VDA standard:
130 litres (4.6 cu ft) Fuel tank capacity 64 litres (14.1 Imp gals)

Performance: Top speed Manual 280 km/h
Tiptronic S 275 km/h
Acceleration (sec) 0-100 km/h

Manual 5.2

Tiptronic S 6.0

0-160 km/h Manual 11.5
Tiptronic S 13.0

0-200 km/h Manual 18.3
Tiptronic S 20.4

Standing-start km Manual 24.2
Tiptronic S 25.3

Fuel consumption: Combined cycle (litres) Manual 10.1
Tiptronic S 10.6
EU standard: urban Manual 17.2
Tiptronic S 18.3
extra-urban Manual 8.5
Tiptronic S 8.5
composite Manual 11.8
Tiptronic S 12.0

Bodyshell: Cabriolet, monocoque structure, lightweight all-steel construction hot-galvanised on both sides, full-size airbags and sidebags for the driver and front passenger, 2+2-seater

Air resistance: Drag coefficient Cd = 0.30, frontal area A = 1.94 m2
Cd x A = 0.58 m2

Power unit: Six-cylinder aluminium horizontally-opposed engine, water-cooled, engine block and cylinder heads made of aluminium, four overhead camshafts, four valves per cylinder, variable valve timing, hydraulic valve play compensation, variable intake manifold, integrated dry sump lubrication, double-chamber exhaust system, two metal-based catalytic converters, two oxygen sensors with stereo control, 10.25 litres engine oil (oil change 8.25 litres), 22.5 litres coolant, DME (Digital Motor Electronics) engine management for the ignition and fuel injection, electronic injection with solid-state distributor (six coils), sequential multi-point fuel injection

Bore: 96 mm (3.78")

Stroke: 78 mm (3.07")

Capacity: 3387 cc

Compression ratio: 11.3:1

Engine output: 221 kW (300 bhp) at 6800 rpm

Max torque: 350 Nm (258 lb-ft) at 4600 rpm

Output per litre: 65.2 kW (88.6 bhp)

Max engine speed: 7300 rpm

Fuel grade: Premium plus (RON/MON 98/88), unleaded

Electrical system: 12 V, 1680 W three-phase alternator, battery capacity
70 Ah/340 A

Power transmission: Engine and transmission bolted together to form one unit, rear wheels driven by double propeller shafts.
Transmission ratios Manual Tiptronic S

1st gear 3.82 3.66

2nd gear 2.20 2.0
3rd gear 1.52 1.41
4th gear 1.22 1.0
5th gear 1.02 0.74
6th gear 0.84 û
Reverse 3.55 4.10

Final drive ratio 3.44 3.676
Clutch diameter 240 mm (9.45") (two-mass flywheel), converter diameter 282 mm (11.10"), start-off conversion ratio 1.92:1, stall brake speed 2450 rpm

Chassis and

suspension: Front axle in McPherson design (optimised by Porsche), spring-strut axle with independent suspension on track control arms, longitudinal arms and spring struts, conical spring with shock absorber fitted inside, twin-sleeve gas-pressure dampers. Rear axle in multi-link design, independent suspension on five track control arms, cylindrical coil springs on each wheel with coaxial shock absorbers fitted inside, single-sleeve gas-pressure dampers

Brakes: Two-circuit brake system, four-piston aluminium monobloc brake callipers on the front and rear axle, brake circuits subdivided individually per axle, perforated, inner-vented brake discs front and rear, ABS fitted as standard, vacuum brake servo

Wheels and tyres: Standard front 7Jx17 with 205/50 ZR 17
rear 9Jx17 with 255/40 ZR 17
Optional at extra cost
front 7.5Jx18 with 225/40 ZR 18
rear 10 Jx18 with 265/35 ZR 18

Weight: Unladen Manual 1395 kg
Tiptronic S 1440 kg
Max permissible Manual 1795 kg
Tiptronic S 1840 kg
Roof load 75 kg

Dimensions: Length 4430 mm (174.4"), width 1765 mm (69.5"), height 1305 (51.4"), wheelbase 2350 mm (92.5")

Track in mm front rear

17" wheels 1455 1500
18" wheels 1465 1480
Luggage compartment capacity to VDA standard: 130 litres (4.6 cu ft) Fuel tank capacity 64 litres (14.1 Imp gals)

Performance: Top speed Manual 280 km/h
Tiptronic S 275 km/h
Acceleration (sec)
0-100 km/h Manual 5.4
Tiptronic S 6.2

0-160 km/h Manual 11.9
Tiptronic S 13.4

0-200 km/h Manual 19.1
Tiptronic S 21.2

Standing-start km Manual 24.5
Tiptronic S 25.6

Fuel consumption: Combined cycle (litres) Manual 10.1
Tiptronic S 10.6
EU standard: urban Manual 17.2
Tiptronic S 18.3
extra-urban Manual 8.5
Tiptronic S 8.5
composite Manual 11.8
Tiptronic S 12.0

Bodyshell: Monocoque all-steel structure, stell panels hot-galvanised on both sides, full-size airbags for driver and passenger, two seats, soft roof, optional hardtop (aluminium)

Air resistance: Cd = 0.31

Power unit: Six-cylinder horizontally-opposed engine with aluminium crankcase and cylinder head, water-cooled, integrated dry sump lubrication, four overhead camshafts, four valves per cylinder, hydraulic valve play compensation, twin-chamber exhaust system with one three-way catalytic converter on each side, two oxygen sensors with stereo control, DME (Digital Motor Electronic) engine management for the ignition and fuel injection

Bore: 85.5 mm (3.37")

Stroke: 72 mm (2.83")

Capacity: 2480 cc

Compression ratio: 11.0:1

Output: 150 kW/204 bhp at 6000 rpm

Max torque: 245 Nm (181 lb-ft) at 4500 rpm

Engine management: Anti-knock control

Fuel supply: DME (Digital Motor Electronics), sequential activation of injection valves

Fuel grade: Premium plus (RON/MON) 98/88, unleaded

Electrical system: Manual without air conditioning 70 Ah/340 A
Alternator 1680 W

Power transmission: Engine and transmission bolted to form one unit, double drive shafts to rear wheels

Chassis and

suspension: Front axle in McPherson design (optimsed by Porsche), independent suspension with aluminium longitudinal and track control arms, spring struts with compensation of lateral forces by conical springs offset from the damper. Rear axle in McPherson design (optimised by Porsche), independent suspension with aluminium longitudinal and track control arms plus tie-rod, spring struts with compensation of lateral forces by coil springs arranged off-centre from the dampers

Brakes: Hydraulic/mechanical twin-cirucit brake system, front axle/rear axle subdivision, inner-vented brake discs front and rear, ABS fitted as standard, optional traction control (TC) switching if required to automatic brake differential (ABD).

Wheels and tyres: Standard front 6Jx16 with 205/55 ZR 16
rear 7Jx16 with 225/50 ZR 16
Optional at extra cost
front 7Jx17 with 205/50 ZR 17
rear 8.5Jx17 with 255/40 ZR 17
Optional at extra cost
front 7.5Jx18 with 225/40 ZR 18
rear 9Jx18 with 265/35 ZR 18

Weight: Unladen Manual 1250 kg
Tiptronic S 1300 kg
Max permissible Manual 1560 kg
Tiptronic S 1610 kg
Load 310 kg
Roof load (with Porsche roof transport system) 75 kg

Dimensions Length 4315 mm (169.9"), width 1780 mm (70.1"), height 1290 mm (50.8"), wheelbase 2415 mm (95.1")
Track with 16" wheels front 1465 mm (57.7")
rear 1528 mm (60.2")
with 17" wheels front 1455 mm (57.3")
rear 1508 mm (59.5")
with 18" wheels front 1465 mm (57.7")
rear 1504 mm (59.2")
Luggage compartment capacity to VDA standard (overall)
260 litres (9.1 cu ft) Fuel tank capacity 64 litres (14.1 Imp gals)

Performance: Top speed Manual 240 km/h
Tiptronic S 235 km/h
Acceleration (sec)
0-100 km/h Manual 6.9

Tiptronic S 7.6

Standing-start km Manual 27.4
Tiptronic S 28.0

Fuel consumption: Combined cycle (litres) Manual 8.9
Tiptronic S 9.4
EU standard: urban Manual 14.3
Tiptronic S 15.8
extra-urban Manual 7.1
Tiptronic S 8.1
composite Manual 9.7
Tiptronic S 10.9