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One Hundred Years of the Turbocharger
Porsche, the Driving Force in Development

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Current Porsche 911 Turbo 
with VarioCam Plus technology
Current Porsche 911 Turbo
with VarioCam Plus technology




ON 30/12/05
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15th November, 2005


The Next World Premiere: VTG

The very concept of turbocharger technology is linked inseparably with the name Porsche and the Porsche brand. It was back in October 1974 that the German sports car manufacturer launched the world's first series production sports car with an exhaust gas turbocharger. And ever since, every new generation of the Porsche 911 Turbo has fascinated enthusiasts the world over with a special highlight in technology: the intercooler, bi-turbo, VarioCam Plus, as well as the title "Cleanest Car in the World" have all set the benchmark in turbocharger development. Now the highlight of the next generation of the Porsche Turbo is spelt out clearly in three powerful letters: VTG.

In introducing the new model, Porsche will be presenting the world's first turbocharged petrol engine with variable turbine geometry (VTG). This technology featured in turbocharged diesels since the '90s ensures a significant improvement of engine flexibility and acceleration particularly at low engine speeds. So far, however, much higher exhaust gas temperature of up to 1000° C in comparison with the turbocharged diesel has always proved to be an insurmountable barrier. But now Porsche has solved this problem in close cooperation with Borg Warner Turbo Systems by using high temperature-resistant materials from space technology wherever required.

The core features of the VTG system are the variable turbine blades guiding the flow of exhaust gas from the engine in exactly the direction required on to the turbine wheel of the exhaust gas turbocharger. The principle of variable turbine geometry thus combines the benefits of a small and large exhaust gas turbocharger all in one – a combination ensuring both very good response and high torque at low engine speeds as well as superior output and high performance at high speeds. And the supreme level of torque is now maintained consistently throughout a much wider speed range.



VTG turbocharger with a low 
blade angle at low engine speeds
VTG turbocharger with a low
blade angle at low engine speeds



Big Anniversary on 16th November

The exhaust gas turbocharger was invented 100 years ago: On 16th November, 1905, Swiss engineer Dr. Alfred Büchi received patent No. 204630 from the Imperial Patent Office of the German Reich for a "combustion machine consisting of a compressor (turbine compressor), a piston engine, and a turbine in sequential arrangement".

Born on 11th July, 1879, Büchi, who died on 27th October, 1959, worked as an engineer in the Swiss town of Winterthur. His idea was not just to pre-compress the air flowing into the engine, but also to use the kinetic energy coming out in the exhaust gas under high pressure, which otherwise was simply wasted. So he used the exhaust gas flowing out after the combustion process to drive a turbine serving, in turn, to drive a compressor pre-compressing the intake air and boosting the air charge in the engine. This marked the birth of the turbocharger.

Büchi had to wait a long time until his invention was able to enter practical use. The first application of turbocharger technology was in large marine engines, with the German Ministry of Transport commissioning the construction of the "Danzig" and "Preussen" passenger liners in 1923. Each of these two passenger ships had twin ten-cylinder diesel engines with output boosted by turbocharger technology from 1,750 to 2,500 horsepower.

The first attempts to use this technology in a car began in the late '50s, with the so-called "turbo gap" – the delayed response of the engine to the throttle – presenting development engineers with a challenge insurmountable at the time.

In 1973 Porsche raced the 917/30 developing more than 1,100 bhp as a spearhead in turbocharger technology in the US CanAM Series, this ultra-powerful racing car literally destroying its opponents on the track. The result was a modification of regulations in the CanAM Series sending the almighty 917/30 straight to the museum.

First 911 with Turbocharger Technology

Maximum output of 260 horsepower, top speed of 250 km/h (155 mph) plus, acceleration to 100 km/h in 5.5 seconds – boasting supreme performance figures of this calibre, the first Porsche 911 Turbo made a proud appearance at the Paris Motor Show in 1974. This supersports developed its peak output at a low 5,500 rpm, with torque peaking at 343 Newton-metres or 253 lb-ft at 4,000 rpm. Back then this kind of torque achieved by Porsche was absolutely unheard of in a turbocharged power unit. Porsche's engineers were able to give the engine this relatively harmonious flow of power through the skilful use of a bypass valve. And to reduce the "turbo gap", Porsche's development engineers used a small turbocharger responding at an early point in time and reducing the lack of torque accordingly.

Entering the market in 1977, the successor to the original Turbo developed an even more significant 300 horsepower from 3.3 litres. The increase in output was achieved at the time by a brand-new feature, an intercooler seen for the first time on a production car. Cooling the hot turbocharger air to less than 100°C, the intercooler was able to reduce turbocharger pressure without the engine losing any of its power.

The Porsche Turbo – a Clean Performer in Every Respect

In 1990 Porsche enlarged the top segment through the introduction of a new 911 Turbo. An intercooler now 50 per cent larger, a turbocharger also increased in size, and pressure-controlled mapped ignition served to boost maximum output to 320 horsepower. And at the same time the new car was also a very clean performer, advanced exhaust gas management featuring a fully controlled three-way catalytic converter in metal substrate technology fulfilling the strictest US emission standards. Even the emissions coming out through the bypass valve were cleaned by means of a separate catalyst.

The fourth-generation 911 Turbo made its appearance in early 1995, based on the 3.6-litre power unit carried over from the 911 Carrera. The engine's performance figures, however, now entered a new dimension, with the new power unit featuring a twin turbocharger. So following the Porsche 959 technology spearhead boasting a second exhaust gas turbocharger for the first time in 1987, bi-turbocharger technology now made its way successfully into series production.

Maximum output of the new 911 Turbo was a shattering 408 bhp at 5,750 rpm, with peak torque of 540 Newton-metres or 398 lb-ft at 4,500 revs. Clearly, this ensured truly sensational performance, the Turbo accelerating to 100 km/h in 4.5 seconds and continuing on consistently all the way to a top speed of 290 km/h or 180 mph. Once again, the entire process of developing power was even more harmonious, the two smaller turbines responding even more quickly to the flow of exhaust gas.

Another masterpiece achieved by Porsche's engineers was the car's exhaust management system, sophisticated catalyst technology in conjunction with Porsche's new On-Board Diagnosis II (OBD II) making the new 911 Turbo the cleanest car in the world. Using the engine's electronic "brain", OBD II was able to detect possible deficiencies in the management of exhaust emissions and record up to 20 malfunctions for subsequent diagnosis.

Two Engine Concepts in One

The most outstanding technical highlight featured in the current 911 Turbo which entered the market in early 2000 is VarioCam Plus, an ingenious system reducing both fuel consumption and emissions and improving the engine's refinement at the same time. A further benefit of this superior technology is that it optimises both engine output and torque, the Turbo now developing 420 bhp at 6,000 rpm and reaching a top speed of 305 km/h or 189 mph. Fuel consumption, in turn, is 18 per cent lower than on the former model.

The great advantage of VarioCam Plus is that it combines two engine concepts in one, adjusting the camshaft on the intake side and varying the engine's valve stroke by means of Motronic engine management. This means even greater fuel economy and lower emissions both when idling and under part load, combined with high torque and maximum output at full load ensured by uncompromising cam contours with valve stroke of not more than 10 millimetres or 0.39".



The Porsche 917/30 won the CanAM Series in 
1973 as a genuine spearhead in technology
The Porsche 917/30 won the CanAM Series
in 1973 as a genuine spearhead in technology








Other news:

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Two of Mitsubishi’s popular models – Outlander and Pajero – have received upgrades to enhance their popularity ..... more

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10th November, 2005
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The Last Rover
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The British Motor Industry Heritage Trust has discovered the mystery surrounding the very last car built at the MG Rover Longbridge plant in Birmingham ..... more

Audi Hits 4,000 Units in Australia
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Ford GTX1 Roadster At SEMA
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Bentley Celebrates The Blue Train Race
1st November, 2005
Some 75 years since the adventurer and Le Mans winner Woolf Barnato raced and beat the famous Blue Train on its journey across France ..... more

VW Touareg Tow Ball Down Weight Now 350kg
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Volkswagen has now increased the tow ball down weight of the Touareg from 140 kilogrammes to 350 kilogrammes ..... more

Porsche Looks For New Record In China
28th October, 2005
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4MOTION For New Volkswagen Passat
27th October, 2005
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26th October, 2005
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Porsche Sells 3,000+ Vehicles In Japan
26th October, 2005
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The 2005 Australian International Motor Show will prove to be one of the biggest ever shows for the Peugeot brand in Australia ..... more

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26th September, 2005
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26th September, 2005
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Mercedes-Benz Classic Days 2005
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MG Rover Sold To Nanjing Automotive
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The Return Of Daimler
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Audi A8 Forges Ahead with a Fresh New Face
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For Peugeot – 'Innovation' Isn't A New Word
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New Audi A6 Avant
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Honda To Discontinue The NSX
13th July, 2005
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Diesel Touareg Wins FIA Rally World Cup
12th July, 2005
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Porsche Prepares For Its Future
11th July, 2005
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Audi Launches Limited Edition A4
6th July, 2005
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Porsche's Open-Air Duo With All-Wheel-Drive
5th July, 2005
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Morgan Range Updated For 2005
20th June, 2005
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