Michael Simari and the Manufacturer
The Maserati Ghibli Nerissimo isn't just black, it'sextremely black. Limited to a total of 450 units that will be available in the United States and Canada only, the Ghibli Nerissimo has 20-inch wheels, door handles, exterior trim, and grille all done up in the light-absorbing color, although the brake calipers are painted red.
by Michelle Schaefer
modern sports motorcycle image by terex from Fotolia.com
The Honda CB750 was released in the US in January 1969 and almost instantly changed the motorcycling world forever. Featuring the first mass produced in-line four cylinder engine, hydraulic disc brakes, and weighing a mere 480 pounds, the CB 750 quickly became a class by itself. Production rose from an initial 25 units a day to over three thousand units a month at the height of production. To keep your Honda CB750 operating at peak performance, a comprehensive tune-up every 4,000 miles is recommended.
Locate the air box under the fuel tank and next to the carburetors. Remove the two hold down screws and release the bottom of the air box. Remove the air cleaner element and throw it away. Install a new air cleaner elements into the air box. Fasten the bottom of the air box with the hold down screws.
Start the engine and bring it up to normal operating temperature. Shut down the engine. Loosen all four spark plug wires and remove the spark plugs. Examine the spark plugs for burned electrodes, raw gasoline, excessive carbon or other problems which may indicate an internal engine problem. If any plug indicates a problem with that cylinder, then that problem must be corrected first before any further tune-up can be done.
Connect the compression gauge to the number one cylinder. The number one cylinder is the one farthest to the left as you look at the motorcylcle while sitting on it. Press the starter button and turn the engine over for 4 to 7 seconds. Record the reading on the compression gauge.
Remove the compression gauge from the number one cylinder. Repeat Step 3 for each of the remaining cylinders. The actual readings are not as important as the difference between the cylinders. If the readings deviate more than 10 psi then there is a problem with the piston rings, valves or carbon build up.
Gap four new spark plugs to 0.24 to 0.28 using the spark plug gapping tool. Place a small drop of oil onto the spark plug threads and install the plugs into the cylinder head hand tight. Tighten the spark plugs and additional 1/4 to 1/2 turn with the spark plug wrench. Replace the spark plug wires. Over-tightening the spark plugs will destroy the plug gasket and may damage the machine threads in the spark plug hole.
Remove the ignition cover and connect a tachometer to the ignition lead. Connect the inductive timing light pick-up to the number one cylinder. Connect the timing light power leads to the battery. Start the engine and set the idle speed to 1,000 rpm.
Loosen the three screws at the outer edge of the timing base plate. Shine the timing light strobe into the window of the timing base. Rotate the points plate until the "1.4 F-1" mark lines up with the fixed pointer. Tighten the timing base plate screws securely when the timing has been adjusted correctly. Disconnect the timing light and tachometer. Replace the ignition cover.
Remove the seat of the motorcycle and turn off the fuel supply valve. Remove the side covers and the gas tank hold down bolt. Lift the tank up and to the rear to remove.
Remove the four vacuum plugs from the carburetors. Each carburetor has one vacuum plug. Connect the multi-port manometer by attaching the vacuum leads of the tool to the ports on the carburetors. Ensure that the lines are connected in order from one to four on the manometer.
Start the engine. Record the readings of each cylinder. The multi-port manometer will measure vacuum in "inches". If any cylinder deviates more than 2.4 inches from the others, then adjustment is required. The number 2 carburetor is not adjustable and will be used as a fixed reference for all other adjustments.
Locate the adjustment screw and lock nut between the number 1 and 2 carburetor. Loosen the lock nut and turn the adjustment screw until number 1 reads less than 2.4 inches difference from the number 2 carburetor. Tighten the adjuster screw lock nut without changing the adjustment.
Place the fuel tank back on the motorcycle temporarily. Turn the fuel valve on and allow the gas to flow for at least 1 minute to refill the carburetor bowls. Remove the gas tank and set it aside.
Repeat Steps 10 to 12 for making adjustments to carburetors 3 and 4 if required.
Turn off the engine and disconnect the multi-port manometer. Replace the carburetor vacuum port plugs, gas tank, seat and side covers.
References
Tips
Things You'll Need
Warnings
Writer Bio
Michelle Schaefer began writing in 1998 for "The Pennsylvania Homeschooler" with advice for parents educating their handicapped children at home. She earned a bachelor's degree in education from Kutztown University in 1991.
Source: https://itstillruns.com/tune-honda-cb-750-7812112.html
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The Yamaha Viking VI mixes, practicality, with plenty of space and superior off road abilities. Thanks to its ergonomic design, it can transport up to six people and is also fitted with a useful cargo bed with a capacity of 600 lb.
The vehicle weighs 1620 Lb wet and is fueled by a 686 cc, liquid-cooled W/Fan, 4-stroke; SOHC, 4 valves engine with a displacement of 686 cc. The unit transfers its power to the ground by means of a Yamaha Ultramatic V-Belt transmission with all-wheel engine braking.
Digital instrument panel boasts multifunction LCD display with speedometer, odometer, dual tripmeter, hour meter, battery volt meter, 4WD status, transmission position, clock and fuel gauge.
Other notable features include a digital instrument panel with digital LCD display, a steel skid plate under the frame, a dash-mounted parking brake, a latching glove box, front headrests with see-thru design, and a large, 9.7-gallon fuel tank.
The Yamaha Viking VI is offered with a base price of $12,799.
Hit the jump for more information on the Yamaha Viking VI.
Viking VI: A new level of Comfort, Convenience and Capacity.
The new Viking VI expands the SxS category with true six-person seating while delivering the durability and reability you expect from a Yamaha SxS vehicle. Superior comfort, convenience and off-road capability... well, let's just call those icing on the class-leading cake.
• This 6-occupant machine achieves driver and passenger comfort with a class leading 115.6" wheelbase that smooths the ride and allows for best-in-class interior space.
• The all-new Viking VI is ready to conquer whatever comes its way with a powerful 686cc, liquid-cooled, fuel injected, SOHC power plant. This engine boasts strong low-end acceleration and pulls hard through the rpm range to provide excellent overall power delivery.
• A stamped steel dump bed rated to haul 600 pounds of gear and maximum towing capacity of 1500 pounds gets the job done.
• Ultramatic® transmission with dual-range (Hi/Lo) drive and reverse is the most advanced and durable drive system available. An automatic centrifugal clutch maintains constant belt tension for reduced belt wear and uses a sprag clutch for all-wheel downhill engine braking.
• Three-position On-Command® 4WD system lets you dial between 2WD, limited-slip 4WD and fully locked differential 4WD.
• An independent double wishbone front and rear suspension system that delivers 8.1" inches of travel plus a rear anti-sway bar further refines ride comfort.
• Both front and rear center seats are offset, as are the middle headrests, allowing for unmatched middle passenger comfort and convenience. All passengers have a 3-point seatbelt for riding comfort. Front and rear passengers also have the convenience of an integrated handhold with hand-cushions that enhance comfort.
• All occupants, front and rear, are provided the convenience of tough roto-molded doors to help keep mud and debris out of the cabin. For additional convenience, there are eight cup holders and two accessory power outlets that are easily accessible.
• The all-new Viking VI is ready to conquer whatever comes its way with a powerful 686cc, liquid-cooled, fuel injected, SOHC power plant. This engine boasts strong low-end acceleration and pulls hard through the rpm range to provide excellent overall power delivery.
• The Viking VI features a large-capacity air intake system that improves overall engine performance. The air cleaner box is easily accessed from inside the cabin for improved serviceability.
• Ultramatic transmission with dual-range (Hi/Lo) drive and reverse is the most advanced and durable drive system available. An automatic centrifugal clutch maintains constant belt tension for reduced belt wear and uses a sprag clutch for all-wheel downhill engine braking in 4WD mode and reverse.
• Three-position On-Command 4WD system lets you dial between 2WD, limited-slip 4WD and fully locked differential 4WD.
• Electronic fuel injection ensures peak performance in nearly all conditions and elevations, along with instantaneous cold starts.
• Engine braking performance is provided across the entire speed range.
• Large-capacity air intake system contributes to the engine's overall power development.
• Air injection system burns the un-combusted elements in the exhaust, resulting in reduced emissions.
• This 6-occupant machine achieves driver and passenger comfort with a class leading 115.6" wheelbase that smooths the ride and allows for best-in-class interior space.
• Large diameter front and rear wheel disc brakes provide unsurpassed stopping power and feel, and the dash-mounted parking brake is simple and convenient to use.
• A convenient pass-through floor for greater ease of on-board movement, making it possible to enter and exit the vehicle from either side.
• Stamped steel dump bed is rated to haul 600 pounds of gear and features four standard tie-down hooks to help make sure cargo is strapped securely.
• The engine is located under the cargo bed and can be easily accessed when the bed is lifted.
• Digital instrument panel boasts multifunction LCD display with speedometer, odometer, dual tripmeter, hour meter, battery volt meter, 4WD status, transmission position, clock and fuel gauge.
• Steel skid plate under the frame provides protection from rocks and ruts and helps prevent the Viking VI from getting stuck.
• Dash-mounted parking brake for driver convenience.
• Latching glove box is included to store smaller items such as cell phones, wallets, etc. Underseat storage provides additional storage space.
• The Viking VI width is sized to help minimize 30" row crop damage.
• Equipped with eight cup holders for passenger convenience.
• Front headrests feature a see-thru design and rear passenger seats are positioned 20mm higher for better rear passenger visibility.
• Large, 9.7-gallon fuel tank allows for long rides.
• Proudly built Real World Tough™ and assembled in Newnan, GA, U.S.A.
"When you are out with your buddies and want to get everyone out on the sand or running the crew to the job site the Yamaha Viking VI is probably an option that you can deal with. It fits six riders, has a wheelbase of 115.6 inches and has a 686cc fuel injected engine. The Yamaha Viking VI features molded doors, three point seatbelts, two accessory power outlets and cup holders." — Motorcycle USA
"It has only been a year since Yamaha first took the cover off the Viking 700 Side-by-Side. So pleased was Yamaha with its three-seat Utility machine that it decided to double the fun for model year 2015 with the six-person Viking VI." — atv.com
"It has almost become a forgone conclusion in the UTV world that when a manufacturer releases a new model, it will be followed up within a year's time by a crew or double-rowed version. When Yamaha unwrapped the 2014 Viking for the media back in June of 2013, its representatives hinted that there was going to be a steady flow of new side-by-sides for the next half decade. Immediately we assumed the next would be a six-seat variant. Six days shy of a year later, Yamaha gave 4WheelDirt the first look at the 2015 Viking VI. What's better, we were allowed some abbreviated seat time to get a quick impression of the new machine." — 4wheeldirt
2019 Yamaha Viking Vi Eps Ranch Edition Top Speed
Source: https://www.topspeed.com/atv/atv-reviews/yamaha/2015-yamaha-viking-vi-ar165602.html
Class: naked
Production: 2019+
Related: Kawasaki Ninja 125
| Model |
|---|
| Kawasaki Z125 2019+ (Europe) |
| Kawasaki Z125 (2019+) |
| History | ||
|---|---|---|
| Year | Country | Name / Frame / Engine |
| 2019 | Europe | Name: Kawasaki Z125 ABS Code: BR125KKF |
| 2020 | Europe | Name: Kawasaki Z125 ABS Code: BR125KLF |
| 2021 | Europe | Name: Kawasaki Z125 ABS Code: BR125LMFNN, BR125LMFAN |
| 2022 | Europe | Name: Kawasaki Z125 ABS Code: BR125LNFNN, BR125LNFAN |
Kawasaki Z125: specs.
| Specifications | ||
|---|---|---|
| DIMENSIONS | Overall length | 1935 mm / 76,2 in |
| Overall width | 740 mm / 29,1 in | |
| Overall height | 1015 mm / 40,0 in | |
| Seat height | 815 mm / 32,1 in | |
| Wheelbase | 1330 mm / 52,4 in | |
| Ground clearance | 185 mm / 7,3 in | |
| Dry weight | ||
| Curb (wet) weight | 146 kg / 322 lbs | |
| FRAME | Type | Tubular diamond, steel |
| Front suspension, travel | 37 mm telescopic fork, 110 mm / 4,3 in | |
| Rear suspension, travel | Swingarm Uni-Trak with mono-shock (adjustable spring pre-load), 120 mm / 4,7 in | |
| Front tire size | 100/80-17M/C (52S) | |
| Rear tire size | 130/70-17M/C (62S) | |
| Front brake | Single disc, 290 mm, 2-piston caliper (ABS) | |
| Rear brake | Single disc, 220 mm, 2-piston caliper (ABS) | |
| Fuel capacity | 11,0 l / 2,9 US gal | |
| Trail | 90 mm / 3,5 in | |
| Fuel economy / consumption | ||
| ENGINE | Type | Water-cooled 4-stroke |
| Cylinder arrangement | Single cylinder | |
| Bore & Stroke | 58,0 x 47,2 mm | |
| Displacement | 125 cm³ (7,6 cu in) | |
| Compression ratio | 11.7:1 | |
| Valve train | Chain driven DOHC, 4 valves | |
| Max. power | 15,0 hp (11,0 kW) / 10000 rpm | |
| Max. torque | 11,7 Nm (1,2 kg*m) / 7700 rpm | |
| Acceleration 0 to 100 km/h (0-60 mph) | 17,6 sec.[1] | |
| Top speed | 116 km/h (72 mph)[2] | |
| CARBURETION SYSTEM | Type | Fuel injection, 1 x 28 mm |
| ID | ||
| DRIVE TRAIN | Clutch | Wet, multi-plate, cable operated |
| Transmission | 6-speed | |
| Final drive | Chain | |
| Primary reduction | 2.966 | |
| Final reduction | 3.500 | |
| Gear ratio I II III IV V VI | 1.875 1.444 1.208 1.056 0.962 | |
| ELECTRICAL | Ignition | Digital (transistorized) |
| Alternator | Three-phase AC | |
| Battery capacity | 12V-6Ah | |
Kawasaki Z125: images, gallery.
| | | |
Kawasaki Z125: video.
First ride: Kawasaki Ninja 125 + Z125
Source: https://bikeswiki.com/Kawasaki_Z125
The width of the car shows the difference: The most striking, eye-catching highlight of the 911 Carrera 4 and 911 Carrera 4S are the wheel arches flared out on each side by 22 millimetres or 0.87", accommodating 295/35 ZR 18 tyres on the 911 Carrera 4 and 305/30 ZR 19 tyres on the 4S. A feature shared by both models is their four-wheel drive conveying power to the road with absolute superiority and in perfect style: 239 kW (325 bhp) in the case of the 3.6-litre 911 Carrera 4 and an even more impressive 261 kW (355 bhp) on the 911 Carrera 4S. On the road, this means acceleration from 0 – 100 km/h in the Carrera 4 in a mere 5.1 seconds, with top speed of 280 km/h or 174 mph. The S-model is another 8 km/h or 5 mph faster, accelerating to 100 km/h in 4.8 seconds.
Four-wheel drive for even greater dynamic performanc
Four-wheel drive with a viscous multiple-plate coupling conveys a minimum of 5 per cent of the engine's power to the front wheels, increasing the transmission of power to the front to a maximum of 40 per cent where required. Clearly, this benefits in particular the car's driving stability in bends as well as directional stability at very high speeds, not to mention traction on difficult, rough terrain.
Braking even faster with enhanced Porsche Stability Management
Featured as standard on the four-wheel-drive models, Porsche Stability Management (PSM) comes with two functions optimising brake behaviour to an even higher level: Pre-filling of the brake system moves the brake pads to the immediate vicinity of the discs prior to fast, hard application of the brakes. The result is an even more spontaneous build-up of brake power for even shorter stopping distances.
The second function is activated whenever the driver needs the full power of the brakes: Should the driver press down the brake pedal quickly but not with full force, the hydraulic brake assistance pump builds up the additional pressure required and increases brake power on all wheels to the ABS control mode for optimum safety and minimum stopping distances.
Two cars – two suspensions
As opposed to the conventional chassis and suspension of the Carrera 4, the Carrera 4S comes as standard with an active damper system: Porsche Active Suspension Management (PASM) combines two suspensions in one – a sporting, comfortable suspension for long distances and, at the touch of a button, an extra-sporting and dynamic set-up for the race t rack. This active suspension is also ava ilable as an option on the "basic&quo t; model, with a specially tuned sports suspension coming as an option on both models in the Carrera 4 family.
Optional tyre-tressure control of the latest generation
The Carrera 4 boasts the latest generation of Porsche's optional TPC tyre pressure control system. With tyre pressure being permanently monitored, motoring economy and safety are guaranteed at all times. On request, the system even shows the driver on which tyres to increase or, if appropriate, reduce air pressure. And as soon as air pressure is 0.3 bar or more below the standard required, the system acts by itself, actuating a warning signal as long as the driver is at the wheel.
For the dynamic driver: Sports Chrono Package Plus
The 911 Carrera 4 and Carrera 4S are also available with Porsche's Sports Chrono Package: Simply by pressing a button, this feature allows the driver to set various control maps and strategies to a particularly sporting style of motoring. And combined with a stop watch, a lap counter, and the evaluation logic required, the complete system gives the driver a truly unique sports program for a thrilling and convincing experience on the race track.
Six airbags for all-round protection
Like all other current models in the 911 range, the all-wheel-drive coupรฉs come as standard with no less than six airbags. Apart from the two two-stage full-size airbags for the driver and front passenger, the restraint system also comprises a thorax airbag on the outside of each seat backrest and a head airbag in each door.
Porsche Communication Management with MP3 player and an electronic logbook
Also fitted as standard in all 911s, Porsche Communication Management (PCM) offers an enhanced range of comfort and benefits on the road: The CD player integrated in PCM is now able to play MP3-compressed music titles. And as an option the system may be further enhanced by an electronic logbook automatically saving data for subsequent evaluation on your laptop.
Driving Dynamics Times Four
The 911 Carrera 4 and Carrera 4S all-wheel-drive coupรฉs further expand the 911 model family. These outstanding models in the range are indeed clearly recognisable at very first sight: The extra-fat rear wheels measuring 295/35 ZR 18 on the Carrera 4 and an even more impressive 305/30 ZR 19 on the Carrera 4S are encased by wheel arches extended far out to each side, widening the rear end of the car by no less than 44 millimetres or 1.73" overall.
The Carrera 4 models are powered by engines already well-known in the market: The 3.6-litre six-cylinder in the 911 Carrera 4 develops maximum output of 239 kW (325 bhp), the 3.8-litre in the 911 Carrera 4S delivers an even more significant 261 kW (355 bhp). This kind of power accelerates the 911 Carrera 4 to 100 km/h in 5.1 seconds, giving the car a top speed of 280 km/h or 174 mph. Accelerating from 0 – 100 km/h in just 4.8 seconds and reaching a top speed of 288 km/h or 179 mph, the 911 Carrera 4S is an even more outstanding performer.
All-wheel drive for extra driving dynamics
What you can only see from outside the driver really feels inside: Benefiting from four-wheel drive permanently conveying anything between 5 and 40 per cent of the engine's drive power to the front wheels, the two coupรฉs offer supreme balance and roadholding in bends all the way to the utmost limit, absolutely stable directional stability up to their top speed, and an even higher standard of all-round traction also on slippery road surfaces.
The central distribution of power in the Carrera 4 and Carrera 4S is provided by the viscous multiple-plate coupling. The front axle final drive, in turn, is fundamentally the same as on the former four-wheel-drive models, now however coming with a modified transmission ratio due to the larger tyres differing in size.
Porsche Stability Management with even faster brakes
The two four-wheel-drive models proudly boast modified Porsche Stability Management (PSM) comprising additional functions: The first point is that the brake system is filled prior to application of the brakes all-out, which eliminates the usual air gap between the brake pads and the brake disc, and makes stopping distances even shorter. The second point is that PSM also intervenes in a critical situation: If the driver presses down the brake pedal quickly, but not hard enough, the hydraulic pump will build up the extra pressure required in order to activate the ABS control mode on all four wheels and thus ensure optimum brake power.
This additional pressure on the brakes is however decreased immediately if the driver does not increase pedal pressure himself or if he takes back the brake pedal. So even with a sporting style of motoring, the system offers that option to precisely "dose" the brakes so typical of Porsche. In their basic features, the brake systems on the 911 Carrera 4 and 911 Carrera 4S naturally maintain that supreme standard of the Porsche 911: The monobloc fixed-calliper brakes are made of aluminium and come in each case with four pistons as well as cross-drilled, inner-vented discs. As an option both the 911 Carrera 4 and Carrera 4S are available with the latest generation of PCCB Porsche Ceramic Composite Brakes. These ceramic brake discs weigh approximately 50 per cent less than brake discs of the same size made of metal, offering a rapid, superior and consistent response and keeping brake wear to a minimum.
Simply outstanding: aerodynamics and suspension
Despite the two wheel arches bulging out as genuine signs of power over the rear axle, the aerodynamic qualities of the new models in the 911 range remain truly outstanding: The drag coefficient of the 911 Carrera 4 is Cd = 0.30, with the Carrera 4S boasting an even more impressive Cd = 0.29. This difference results from the ground clearance of the S-model lowered by 10 millimetres or almost 0.4 inches and therefore offering even better all-round aerodynamics thanks to the standard use in this case of PASM Porsche Active Suspension Management. This suspension available as an option on the 911 Carrera 4 comes with a more comfortable damper setting in the normal mode, but switches immediately to a particularly firm and taut set-up as soon as the driver presses the sports button. In both modes, however, the set-up adjusts permanently to the driver's style of motoring and road conditions, thus switching to the most appropriate control map between the two basic modes within fractions of a second, depending on the standard of dynamic performance the driver wishes to enjoy at any given point in time. The 911 Carrera 4 comes in standard trim with conventional suspension, but both models are available with a sports suspension lowering the entire car by 20 millimetres or 0.79" and featuring a mechanical transverse lock on the rear axle.
Sports Chrono Package for the sports driver
Porsche offers the optional Sports Chrono Package Plus for the particularly sports-minded driver on both four-wheel-drive models, giving various functions of the car a particularly dynamic setting. The program is activated by the sports button in the centre console, modifying the behaviour and characteristics of engine management, PSM Porsche Stability Management, and – if fitted – PASM Porsche Active Suspension Management.
Less fuel consumption, greater safety: tyre pressure control as an option
As an option Porsche's four-wheel-drive sports cars are available with TPC tyre pressure control. Apart from offering greater safety against possible tyre damage, TPC serves above all to avoid inconsistent or excessive tyre wear as well as excessive fuel consumption thanks to the simple verification of tyre pressure.
An important safety factor is the warning function informing the driver of any excessive loss of pressure in the tyres: Whenever the pressure measured in one or several tyres drops 0.3 bar below the prescribed level the driver receives a signal before and after each trip. As of 0.5 bar a red warning signal comes on in the display while driving and the driver is warned additionally by a gong.
Wide range of passive safety features
It a lmost goes without saying that the driver and his passengers in the four-wheel-drive coupรฉs benefit from Porsche's wide range of passive safety elements featured as standard, as on all other models in the current 911 series. The car's safety features include three-point inertia-reel safety belts on all seats, complete with belt latch tensioners and belt force limiters at the front. The total range of six airbags is made up of two two-stage full-size frontal airbags as well as Porsche's progressive POSIP Side Impact Protection System comprising a thorax airbag on the outer side of the seat backrest as well as a head airbag in the door, a feature introduced by Porsche as the first manufacturer in the world.
Stylish and sophisticated interior with an even wider range of features
The interior follows the superior style and design already featured on the 911 Carrera Coupรฉ and Cabriolet, a very attractive combination of two colours now available over and above the "basic" level of equipment in the two models: The bi-colour scheme is available in the three leather combinations Black/Terracotta, in Black/Stone Grey and in Black/Sand Beige. PCM Porsche Communication Management comes as a standard feature and is also able to play CDs with MP3-compressed music titles. As an option PCM may be supplemented by further modules such as a navigation system complete with a DVD player. Yet a further option is the electronic trip recorder able to record up to 1,500 different trips and meeting all the requirements made by the authorities – for example in Germany – of an automatic trip recorder system.
In terms of engineering, the 911 offers a simple definition of precision: Improve that which is essential. Remove that which is not. Focus on that which matters most: the driver. This same set of principles is also expressed in the all-new passenger compartment.
The performance of the new 911 is not limited to what's in the engine compartment. Inside the cockpit, you'll find yourself surrounded by features that respond instinctively to your demands, underscoring a bond between man and machine perfected over 23,000 racing wins. And countless weekend escapes.
The confidence that flows at the controls of a Porsche begins the moment you slip behind the wheel. New Carrera 4 and Carrera 4S steering wheel designs include height and telescopic adjustments that literally reach for your palms.
Previous 911 owners will notice an ergonomically optimized interior whose restyled controls and tactile qualities still retain their familiar, driver-oriented design philosophy. Components are positioned with unobstructed views. Controls are intuitive in operation and always close at hand, particularly when coupled with a new multi-function steering wheel offered for the first time as an option on the 911.
The fully automatic climate control system and active carbon filter goes even further, requiring no driver interaction at all.
Perhaps nowhere is the new 911's pure Porsche lineage more evident than the left-hand placement of the ignition key – a quiet tribute to the days of the "Le Mans start", when drivers would sprint to their cars and start the engine with one hand while shifting into gear with the other.
Weekend exploration along winding country roads reveals another nuance of the new 911: reengineered front seats with improved lateral support to clarify the connection between car and driver.
Enjoy seeing the world from the inside of a Porsche and emerge energized after a drive.
The Porsche Communication Management (PCM) system transforms the 911's center console into an autobahn of information and entertainment. An upgraded high-resolution display with simplified menus offers instant access to a high-end tuner with CD player, a trip computer, and options ranging from GPS navigation to memory functions for the Sport Chrono Package Plus.
The dual-channel RDS tuner allows you to store up to 40 presets and search for stations by format. PCM also displays the names of stations and CD tracks inside the instrument panel's center dial, allowing you to keep your eyes front and center while driving.
A control stalk on the side of the steering column lets you tap into PCM's trip computer and display real-time data ranging from average speed and fuel consumption to the elapsed time, outside temperature and more. The trip computer also interacts with the GPS navigation system to reveal driving range, distance to your destination and estimated time of arrival.
The seat of power in a new 911 is not only more exhilarating, but also more comfortable than ever before. High side bolsters offering support during lively driving maneuvers are augmented with a seemingly infinite array of seat adjustments. Optional full-power seats and interior refinements ranging from deep-set power pedals to a lower seating position combine to offer more legroom, more headroom and, ultimately, more driving enjoyment.
Seating comfort is enhanced even further by layers of deep, supportive cushioning that soothes without dulling the senses. Fine leathers in an array of new colors add a sense of luxury that is sure to delight all of your senses, while decorative seams hand-stitched in a discreet contrasting color prove a compelling option for accentuating the quality Porsche craftsmanship in which you are immersed.
Sports Seats.
Those who plan on exploiting the outer limits of the 911's abilities can select optional, more deeply bolstered sport seats. Sculpted to match the contours of your body, the sports seat's reinforced side bolsters are situated higher on the backrest and seat cushion to keep you comfortably and securely in place under high cornering forces.
Adaptive Sports Seats.
Our newest sports seats feature a wide range of adjustable settings that optimize comfort and lateral support for virtually any physical build. Side bolsters on both the seat cushion and backrest can be individually adjusted using power controls on the side of the seat. Other power adjustment options include fore/aft position, backrest angle, seat cushion inclination and lumbar support, along with memory functions for external mirrors and seat settings.
Folding Rear Seats.
The new Porsche 911 remains one of the only true sports car in which a family can enjoy supercar-quality levels of performance – a goal held by Butzi Porsche when he designed the first 911 over 40 years ago. Large folding rear seats in the new 911 are surprisingly comfortable for a car of its capability. Folding down one or both of the rear seat-backs reveals an extra 7.24 cubic feet of storage space...and more incentive for lengthening getaways.
Child Safety Seats.
The new 911 provides a high degree of child safety without sacrificing comfort. The 911's front passenger seat is designed with LATCH child safety seat preparation as a standard feature. Our 911 Tequipment program features a wide range of infant, child and booster seats with passenger-side airbag deactivation. Please contact your local dealer for more information.
In addition to their back seat load-space of 7.24 cubic feet, all new 911 models have a generous amount of space for storage in the front luggage compartment. Lined with high-quality, scratch-resistant material, the trunk swallows 3.71 cubic feet of luggage (enough for two suitcases) while housing a standard audio amplifier, optional DVD navigation drive and optional CD autochanger.
Roof Transport System
An ingeniously designed roof transport system lets you extend your fun beyond the boundaries of the blacktop. A lightweight aluminium platform glides into position in a matter of seconds with rubber foot pads that work to improve holding and prevent scratches.
A range of attachments – accommodating everything from bikes and skis to snowboards, and up to 165 pounds of additional luggage – enables you to get away from it all like never before, while leaving nothing behind.
Step up to the new BOSE Surround Sound System, and the sport seats of your new 911 are transformed into front-row seats at the concert of your choosing. Created expressly for the unique acoustics of the 911, it's a revolutionary technology that offers dramatic sound reproduction regardless of driving conditions.
The BOSE approach to acoustic design is very similar to the design philosophy of a Porsche: engineer each component to the highest standards of performance, then integrate them in such a way that the whole becomes greater than the sum of its parts. Thousands of measurements from every conceivable angle were used to determine the precise placement of each component for countering road, wind and engine noise. A 13-speaker lay-out enhanced by independent front and rear channels serves to create a push-button panorama of sound that duplicates the quality of live music.
The system is powered by a seven-channel digital amplifier and active equalization that matches sound to the acoustics of the 911 interior. A fiber optic network beneath the dashboard integrates 5 x 25-Watt linear amps and a single 100-Watt switching unit with sparkling signal quality, while a second switching amp in the active subwoofer offers an additional 100 Watts of power.
Low-range and mid-range speakers harmonize with Neodym tweeters to flood the cockpit with deep, rich bass and sparkling high-range sounds. The sense of depth is increased further with the aid of BOSE Signal Processing and a Centerpoint™ technology that can split stereo recordings into five separate channels.
BOSE Signal processing modifies bass output to compensate for the reduced sensitivity of the human ear at lower volumes. The result is an amazing clarity of sound with full, rich bass at any volume level and natural voice reproduction. The system can even reach concert hall volumes with no audible noise distortion.
Even at speed, the BOSE system ensures that you never misses a beat. An ingenious AudioPilot™ noise compensation technology continuously monitor the cockpit for ambient noise and automatically adjusts tone and volume levels to filter it out. Like the Porsche 911, it's wired for the highest levels of performance.
The five round dials punctuating the middle of the instrument panel are as much a hallmark of a Porsche's interior as the crest on its steering wheel – unmistakable testaments to the 911's racing heritage. To aid drivers looking for vital engine speed information while racing down the Mulsanne Straight at upwards of 200 mph in the dark at Le Mans, Porsche fitted an extra-large tachometer front and center. Then enhanced it with clear, easy-to-read analog markings. Today, the gauge cluster is still highlighted by the traditional center-mounted tach.
Of course, every feature on our new 911 models has been honed with a decidedly modern interpretation of classic Porsche design.
A cascading layout with wider spacing and brilliant backlit illumination at night combine to improve legibility across the board. Large analog gauges, ideal for conveying information at-a-glance, are embellished by digital displays that feature a new dot-matrix technology for higher resolution icons and text.
Within the most prominent display, a digital speedometer is augmented by a variety of information that can be summoned on cue – from CD song titles to trip computer calculations and more. As always, every feature of the 911, cosmetic or mechanical, is dedicated to one end: enhancing the overall driving experience.
The six-cylinder 'boxer' engine is a definitive element within the 911 concept. Flat and compact, with a low center of gravity, its rear-mounted installation has generated optimum traction throughout more than four decades of continuous evolution. In today's generation, its immediacy and sound are more inspirational than ever.
Add to this the Carrera 4´s intelligent all-wheel drive and the result is laser-true tracking at speed and unprecedented tracking through the tightest corners.
Alloy engine
In engineering, one rarely gets something for nothing. Every advance invariably involves an offsetting challenge. It's how these issues are addressed that ultimately defines the true talents and capabilities of the engineering team.
Take an all-alloy engine for example. The advantage is obvious: it weighs less than a conventional cast iron engine thereby improving the car's relative performance and handling. However, an all-alloy engine is more susceptible to temperature changes, which can shorten component life such as the engine bearings.
To address this issue, the main bearing bracket is made from aluminum alloy with special cast-in iron support elements. These iron elements hold the bearings and minimize bearing play caused by changes in engine temperature. This approach also allowed Porsche engineers to reduce the bearing clearances, which greatly reduce engine noise. A further advantage of smaller bearing clearances is a reduction in the amount of oil required. Since less oil is needed, the oil pumps can be smaller enhancing overall engine efficiency. Clearly, Porsche engineers have succeeded in developing an elegant solution that fully optimized the advantages of the all-alloy engine.
VarioCam Plus is a remarkably innovative system that continually adjusts the valve timing for optimum performance at all times. Key benefits include increased power and torque at all engine speeds as well as smoother running, better fuel economy and fewer exhaust emissions.
VarioCam Plus combines variable valve timing with two-stage lift on the intake side. The two-stage valve lift function is performed by electro-hydraulically operated switchable tappets. Each of these 12 tappets consists of concentric lifters, which can be locked together by means of a pin. The inner lifter is actuated by a small cam lobe, while the outer ring element is moved by a pair of larger-profile lobes. The timing of each valve is seamlessly adjusted by means of an electro-hydraulically operated rotary vane adjuster located at the head of each intake camshaft.
The valve timing and valve profile are continuously changed according to conditions and engine load. For example, for cold starting and initial responsiveness, VarioCam Plus raises the amount of lift and retards the valve timing. At medium revs and minimal load, the valve lift is lowered and timing advanced to help minimize fuel consumption and emissions. While for maximum power and torque, the lift is raised and the timing advanced.
All operations are controlled by a powerful ECU that manages the engine's operation and makes the appropriate adjustments. On-board diagnostics provide continuous monitoring and early fault detection for the exhaust and fuel supply systems. This results in active prevention of harmful emissions as well as consistent fuel consumption.
Optimal engine performance is readily available instantly thanks in large part to the new Motronic ME 7.8 engine management system. This highly precise system monitors and controls all engine related functions including valve timing, fuel injection and ignition timing. It also controls the electronic throttle, one of the key elements for Porsche Stability Management (PSM).
One of the most important tasks performed by the engine management system is cylinder-specific knock control. By preventing pre-ignition at high engine speeds, this function can avert costly damage to the pistons and cylinders. Since temperatures tend to vary in different parts of the engine, each cylinder is monitored separately. If a risk is detected, the engine management system will adjust the ignition timing on the respective cylinder.
Fuel is supplied to each of the six cylinders by means of sequential fuel injection. The timing and volume of each injection are controlled by the engine management system. Adjustments are based on a range of variables such as throttle position, engine speed, coolant temperature and exhaust gas composition. A hot-film air mass sensor monitors the density of the air/fuel mixture to ensure the most complete combustion, regardless of weather and altitude. This in turn delivers excellent fuel economy in an automobile capable of exhilarating levels of performance. Another important benefit of reliable combustion is the car's absolute compliance with all relevant exhaust emission standards.
The static high-voltage ignition system uses a separate ignition coil on each individual spark plug. The role of the distributor is performed by the engine management system, which can modify the ignition timing as required. A major benefit of this arrangement is that the ignition can be integrated with all other electronically managed systems and components. If the Tiptronic S transmission's control unit, for example, requests smoother downshifts, the engine management system will modify the ignition timing accordingly.
The new six-speed manual gearbox in all new 911 models is designed for optimum performance. Each of the six ratios has been carefully selected to take maximum advantage of the engine's extraordinary power and torque. The gearbox is driven through a dual-mass flywheel, which helps minimize noise in the drivetrain. Noise is further reduced by the cable-operated gear linkage, which insulates the lever from the engine and gearbox.
The gear lever throw has been shortened by 15% without sacrificing smoothness or precision. This translates into faster, more positive gearshifts requiring minimal effort from the driver. Gear selection is further enhanced by the race-inspired pedal design and placement.
On the 911 Carrera 4S, the gearbox is mated to a high-performance self-adjusting clutch. The result is a substantial reduction in the added release loads, which are normally encountered as the clutch begins to wear.
The highly advanced Tiptronic S transmission is available in all 911 models as an option. This versatile gearbox combines fully automatic five-speed operation with the capability of manual control.
In automatic mode, Tiptronic S has different gearshift patterns ranging from "Economy" to "Sport". Depending on driving style and the topography of the road, Tiptronic S selects one of these five patterns and applies the optimum sequence of gearshift points. Even in automatic mode, the rapid gearshift action ensures a fast and agile response. Within a short space of time, the driver will develop a feel for the system and learn to influence the gearshifts using the throttle alone.
In manual mode, the driver can change gear by hand using rocker controls located on the steering wheel. Simply press up to change up and down to change down. The system responds smoothly and immediately to every driver input with virtually no interruption in drive. This race-derived function is particularly useful when performing an overtaking maneuver. If there is no manual input for a period of eight seconds, the system reverts to automatic mode. The overall performance of the Tiptronic S compares favorably with that of a standard Porsche manual gearbox.
In addition to the above, Tiptronic S offers a range of useful functions. When the car is started, a warm-up program increases the speed of the engine to bring the catalytic converters up to temperature. If the car is driven assertively, the system automatically selects the "Sport" gearshift pattern without any need to use the kick-down function.
In contrast with conventional automatic transmissions, Tiptronic S will not perform an up-shift before entering a corner, only to shift down on exit because the speed has dropped off. This ensures that acceleration out of corners is smooth and uninterrupted. Mid-corner gearshifts are also prevented thereby enhancing stability and safety.
Under heavy braking, the system shifts down a gear to use the engine's own compression to help slow the car. An incline sensor improves uphill acceleration and makes better use of engine braking on descent. If traction is lost under braking in the wet, the system automatically shifts up to restore lateral grip and bring the car back into line.
The new 911 Carrera 4 engine is a six-cylinder unit displacing 3.6 liters and developing 325 hp at 6,800 rpm. Maximum torque of 273,8 pound feet is available from as low as 4,250 rpm. The engine can propel the 911 Carrera 4 from 0 to 60 mph in 4.9 seconds.
The new 911 Carrera 4S model is armed with a larger 3.8-liter displacement engine offering 355 horsepower at 6,600 rpm. Maximum torque is 295 pound-feet at 4,600 rpm. The impressive output is capable of propelling the Carrera 4S from 0-to-60 mph in 4.6 seconds and to a top track speed of 179 mph (manual transmission model).
Pitch and roll have been significantly reduced, as have road noise and vibration. Overall agility is remarkable with excellent suspension response on most driving surfaces and in most conditions.
The front axle design is based around a new evolution of our proven McPherson Strut layout. The wheels are located with absolute precision by means of longitudinal and transverse links connecting to specially reinforced hub carriers. This design approach delivers excellent straight-line stability and superlative turn-in during cornering.
The rear axle structure is a new and lighter development of our subframe-based multi-link LSA suspension (Lightweight, Stable, Agile). Plus, the revised kinematics at the rear of the car also provide added stability under acceleration. This race-proven approach to the rear suspension is yet another key element in the car's exceptional road and track manners.
Porsche Active Suspension Management (PASM) is an electronic control system which uses continuous damper adjustment to maintain optimum ride quality and comfort. The push-button system is standard on the 911 Carrera 4S and optional on the 911 Carrera 4.
PASM has two setup modes, "Normal" and "Sport", with only minimal overlap between the two. While the former is a mix of performance and comfort, the "Sport" setup mode has a much firmer range of settings for greater performance capabilities. The system responds to changing road conditions and/or driving styles by applying a variable damping force within the defined range for the selected mode ("Normal" or "Sport").
To do that, PASM uses a series of sensors that monitor all movements of the car's body. The PASM control unit then evaluates this data and modifies the damping force on each of the wheels. The results are a reduction in pitch and roll as well as consistent road-holding on all four wheels.
If "Sport" mode is selected, the suspension is set to a harder damper rate. If the quality of the road surface drops below a certain threshold, the system immediately changes to a softer rating within the "Sport" setup band and thus restores the car's grip and traction. When the road surface improves, PASM returns to the original, harder setting.
If "Normal" mode is selected, and the car is driven assertively, PASM automatically switches to a harder rating within the "Normal" setup band. As the dampers become stiffer, the car becomes more stable and responds more quickly to driver inputs.
In either case, the result is a car which can adapt the way it handles and rides to the driver's driving style.
Not surprisingly, the 911 complements its powerful engine with an equally advanced and performance-oriented chassis. The car responds immediately to the driver's input with an exhilarating degree of precision and confidence-inspiring control.
The 911 Carrera's wide, aggressive stance has been accentuated in the Carrera 4 models, with a widened rear track of .55 inch. (14 mm) on the Carrera 4 and 1.25 inch. (32 mm) on the Carrera 4S compared to their respective rear-wheel drive cousins. Higherperforming tires complement this wider wheel track to achieve a new level of all-wheel-drive performance
More than a collection of the world's most refined race-bred technologies, the Porsche 911 is a driving experience. The new Sport Chrono Package Plus option is an all-new integrated system providing simultaneous enhancement for engine, chassis and the optional Tiptronic S transmission. The results are even greater performance and pleasure from your Porsche.
Pressing the "Sport" button on the center console is all that's required to begin exploiting the new 911's generous reserves of power and agility in a more immediate manner. In Sport mode, the engine management system's variable parameters are recalibrated to enhance engine response. A modified throttle map empowers your right foot with more progressive reaction to each tap of the accelerator. In higher gears, a rev-limiter works in tandem to offer additional protection for the engine under acceleration.
On vehicles with Tiptronic S transmission, automatic gearshifts also become faster and more dynamic. Lift off the throttle – even at high revs – and the system immediately shifts down to apply engine braking.
Unwanted upshifts in manual mode are also prevented, even as you approach the engine's rev limit. The payoff? More secure and predictable handling, particularly in the corners.
While all of this is happening, PASM switches to a more rigid setup with firmer electronic damper settings for precise cornering, improved high-speed stability and tenacious road-holding traction. (Note: PASM, or Porsche Active Suspension Management, is optional on the 911 Carrera 4 and standard on the 911 Carrera 4S).
Porsche Stability Management is also performance-optimized by raising the thresholds for triggering automatic intervention by the ABS and engine management systems, resulting in a more natural response, but less forgiving to lateral and longitudinal g-forces.
A digital/analog timer mounted on the center dashboard keeps score, measuring time as deftly as the 911 concept transcends it.
To help you gauge your 911's performance in a more exacting manner, a digital/analog stopwatch tracks time from hours down to hundredths of a second. Driving times can be recorded for any stretch of road, and benchmark times can be defined.
Stopwatch functions are operated using a control stalk mounted to the side of the steering wheel, and data is continuously fed to an on-board computer integrated into the Porsche Communication Management (PCM) system.
A second digital display located on the instrument cluster gives your eyes another option for viewing time information, while the PCM display lets you analyze detailed performance data at your leisure. The system records and displays the time and distance traveled on the current segment, number of segments completed with respective times and the fastest segment. Other useful features include a memory function controlled via the PCM system which can store a range of personal preferences.
The sophisticated all-wheel-drive system that transfers power onto the pavement with conviction on new Carrera 4 models has been augmented by enhancements to the Porsche Stability Management (PSM Plus) system. This system lends even higher levels of performance to the 911 models robust braking system. In addition to the litany of handling improvements highlighted on the previous pages, the all-wheel-drive version of PSM offers two additional functions that work in concert with the 911 braking system to shorten stopping distances. Should the driver suddenly release the throttle, PSM Plus automatically increases pressure in the brake lines slightly to eliminate the air gap between pads and discs. If the driver then applies the brakes, the response from each caliper is that much more immediate.
In an emergency stop (when the pressure on the brake pedal exceeds a predefined threshold), PSM Plus initiates full ABS braking to apply maximum stopping force at all four wheels. Working in conjunction with the Carrera 4's variable differential, PSM Plus combines improved driving dynamics and greater agility with exceptional vehicle stability. In short: improved performance with enhanced levels of active safety.
Shorter braking distances. Brighter headlights. Better airbags. More effective crash structure. The standard safety features on the new 911 are equal to the car's performance.
"First" is a word that is commonly associated with Porsche, and not just in racing circles. More than a decade ago, Porsche was the first German manufacturer to offer its entire range of production models with airbags as standard equipment. More recently, Porsche set another standard by employing an airbag gas generant based on an organic propellant. In addition to making airbags lighter and more compact, this technology also makes them easier to recycle.
Extensive crash testing was used to gauge the precise placement of the airbag control unit and impact sensors, ensuring more accurate readings to determine better airbag deployment.
The 911's dual front airbags are augmented by a new Porsche Side Impact Protection (POSIP) system. The latest evolution of this unique safety system features two side airbags for each front seat instead of the previous system's one.
Newly designed front seats are fitted with thorax airbags in the side of each backrest. Door panels protected by boron steel side beams also include airbags that inflate to form a flat cushion between the occupants and the doors while providing protection for your head over the entire seat adjustment range.
In typical Porsche fashion, even our finest safety features have been re-examined with improvement in mind. Integrated head restraints, have been updated to complement three-point height-adjustable seat belts. Other standard features on all 911 models include front seatbelt pre-tensioners and force limiters, energy-absorbing designs for the steering column and dash-board, and flame-resistant materials throughout the interior.
To a Porsche engineer, tradition is not a resting place for laurels, but a springboard for taking the best ideas forward in time. Through six generations, the 911's standard braking system has always ranked as one of the most advanced offered on a production sports car. Today, this tradition continues on with the new 911. Improvements have been made that elevate braking power and performance while adding a decisive margin of safety and control.
Race-bred four-piston fixed monobloc calipers, each cast as a single unit of aluminum, generate a stopping force significantly more powerful than the 911's upgraded engine. A fixture on modern-day Formula One race cars, monobloc brake designs are extremely rigid and lightweight with more precise pedal response. The calipers are quick to grip and release. Pedal travel is short and easy to modulate.
Together with the latest four-channel ABS and an increase in the tandem brake booster, the result is greater ride comfort with extra control under hard braking or on uneven surfaces.
Superior braking in wet weather is facilitated by cross drilling the 911 Carrera's massive brake discs to dissipate water vapor pressure. Each disc is also internally vented for improved heat dispersal and reduced fade. Brake cooling is enhanced even further by an aero-dynamically optimized underbody lining and larger air ducts at the front of the car that redirect the jet stream directly onto the brakes.
The new 911 Carrera 4 models feature enhanced Porsche Stability Management (PSM) with two additional braking features that improve both braking readiness (if the accelerator pedal is quickly released) and braking power (if heavy pressure is quickly exerted on the brake pedal).
The added horsepower of the 911 Carrera 4S is matched with bigger, more robust four-piston calipers at all four corners. The brakes are derived from the 911 Turbo and feature the same distinctive red paint finish.
The same technical advancements that inspire passion and confidence behind the wheel also serve as vital safety innovations beneath the skin of every Porsche.
Patterned after our racing designs, the enhanced chassis on our new 911 models employs a spaceframe structure laced with high-strength steels that sport an 8% increase in torsional stiffness and 40% more bending stiffness. Along with more precise and predictable handling, this design proves equally adept at distributing impact forces in the event of a collision. The reinforced body shell of the new 911 forms a secure passenger cell that displays better crash test performance than any previous generation.
Every occupant safety feature is wrapped in a benchmark system of advanced crumple zones and high-strength reinforcements. In front, the passenger cell is protected by a patented system of longitudinal and lateral supports. Three separate load-bearing tiers channel impact forces around the cell in a carefully calculated manner. The fuel tank and fuel lines are located outside the deformation zone and shielded by the structure of the car for added occupancy safety.
Features forged from high-strength alloys include side-door beams, the upper area of each door frame and a new, more resilient bulkhead cross-beam for added footwell protection. As always, each one is placed where it matters the most.
The 911's rigid monocoque body is sculpted from high-strength, dual-sided galvanized steel. More than 25 years ago, Porsche became the first automobile manufacturer in the world to use a hot-dip galvanized steel shell. Today, this exacting process is a fundamental part of the 911's legendary longevity and durability. To guard against corrosion, the entire body undergoes a multi-step treatment of coatings and quality inspections. It is a procedure born of an insistence on excellence throughout the entire build process. Further proof that there are simply no shortcuts to creating the qualities synonymous with the Porsche name.
A race-proven ceramic brake technology first introduced on the 911 Turbo is now available as an option on all 911 models. And, like the 911 itself, the latest evolution of our Porsche Ceramic Composite Brakes (PCCB) have been improved for unsurpassed braking power on roadways and raceways alike.
The PCCB brake disc is made from a carbon fiber/ceramic compound that is silicated in a high-vacuum process at over 3,000ยบ Fahrenheit. The result is a disc that is not only much harder than steel, but more resistant to temperature. In short, perfectly suited to the demands of high-performance driving.
To maximize cooling under extreme or prolonged braking, a new cross-drilled PCCB disc design features a modified system of internal vents. With twice the number of cooling channels, the new drill-hole pattern and vent geometry offer a better flow of air through the disc. The addition of more cooling channels derives a second, equally important benefit: additional internal walls that lead to greater structural rigidity.
One thing that has not changed is the impressive thermal dynamics of ceramic brakes. Armed with composite metal linings, they maintain their frictional coefficient regardless of temperature for the ultimate in fade-free stopping power. Bolstered by the latest generation of ABS, the six-piston monobloc aluminum calipers in front and four-piston calipers in back respond with immediacy and smoothness the instant braking pressure is applied. Water-resistant brake linings ensure superior performance in wet and winter conditions as well.
The considerable weight savings of PCCB over cast-iron brakes offers yet another distinct advantage – a significant reduction in both rotating mass and unsprung weight. Which, on the road, translates into better road-holding comfort, increased agility and improved fuel economy. Less is indeed more.
Porsche Stability Management (PSM) is an automatic control system offering valuable assistance in specific, critical driving scenarios and to accomplish this, PSM uses a range of sensors to monitor the direction, speed, yaw velocity (speed of rotation around the vertical axis) and lateral acceleration of the car. Based on this information, it can then calculate the actual direction of travel. If the car begins to oversteer or understeer, PSM applies selective braking on individual wheels to bring the car back into line. Whenever PSM is forced to intervene, an indicator light in the cockpit is illuminated.
Another scenario where PSM can assist the driver is when applying the throttle on wet or other low-grip surfaces. Here, PSM uses the ABD (automatic brake differential) and ASR (anti-slip regulation) functions to maintain traction and stability.
Included as standard equipment on all 911 models, the latest generation of PSM allows considerably more freedom to explore the car's performance.
All PSM inputs are much more precise, thereby enhancing the agility of the car. When "Sport" mode is selected on the optional Sport Chrono Package Plus, the PSM threshold is further extended to enable greater driver involvement – particularly at speeds up to 44 mph.
Also included in the Chrono package is a modified ABS offering shorter braking distances. Occupant comfort has also been improved by refining all potential PSM inputs.
If you'd rather enjoy the 911 unassisted, the PSM system can be disabled leaving only the automatic brake differential in place. To ensure your safety, PSM remains present in the background and will only intervene under heavy braking where at least one front wheel requires ABS assistance.
With its unique combination of precision, stability, safety and performance, Porsche Stability Management is a natural application of the Porsche engineering philosophy.
Prices start from 78,200$ for a Carrera4
Source: https://www.topspeed.com/cars/porsche/2007-porsche-carrera-4-4s-coupe-ar27316.html
