2011 Porsche Boxster S.
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The Boxster S has a larger capacity, performance-enhanced, water-cooled six-cylinder Boxer engine that is free revving, with optimum load change and extremely smooth running.
VarioCam Plus in conjunction with the optimised intake manifold ensures high torque even at low speeds, and excellent power development in the upper rev range. Maximum torque is available over a wide rev range, reaching 290 Nm between 4,400 and 6,000 rpm.
The engine in the Boxster S features direct fuel injection (DFI). This means even more power: the 3.4-litre power plant develops 228 kW (310 hp) at a maximum torque of 360 Nm between 4,400 and 5,500 rpm.
For incredible driving performance and higher torque, especially in the lower rev range, with a reduction in fuel consumption of up to 15%* and in CO2 emissions of up to 16%. Achieved by DFI and VarioCam Plus technology.
Direct fuel injection (DFI).
The Boxster S engine has direct fuel injection (DFI). With millisecond precision, fuel is injected directly into the combustion chamber at up to 120 bar pressure via electromagnetically actuated injection valves.
The spray and cone angles have been optimised for torque, power output, fuel consumption and emissions by enabling a homogeneous distribution of the air/fuel mixture and, therefore, effective combustion.
Depending on throttle input, multiple fuel injection takes place.
DFI improves the internal cooling of the combustion chamber by preparing the mixture directly in the cylinder. The resulting higher compression ratio (12.5:1) helps to deliver more power along with enhanced engine efficiency.
VarioCam Plus combines variable valve timing with two-stage lift on the inlet side. This results in smoother running, better fuel economy and lower exhaust emissions. As well as greater top-end power and low-end torque.
This two-in-one engine concept seamlessly adapts in response to driver input. The result: instant acceleration and extremely smooth running.
The variation in intake timing is steplessly controlled by means of an electro-hydraulic rotary vane adjuster at the head of the corresponding camshaft.
To improve throttle response during the warm-up phase, VarioCam Plus selects high valve lifts with retarded valve timing. In the middle and low load ranges, low valve lifts with advanced timing reduce fuel consumption and exhaust emissions. High valve lifts generate high torques and maximum output.
The optional Porsche Doppelkupplung (PDK), with both manual gearshift and an automatic mode, enables smooth gear changes with no interruption in the flow of power. This results in significantly faster acceleration and lower fuel consumption, without having to sacrifice the ease of automatic transmission.
In total, PDK has seven gears at its disposal. Gears 1 to 6 have a sports ratio and top speed is reached in 6th gear. The 7th gear has a long ratio and helps to reduce fuel consumption even further.
PDK is essentially two half gearboxes in one and thus requires two clutches – designed as a double wet clutch transmission.
This double clutch provides an alternating, non-positive connection between the two half gearboxes and the engine by means of two separate input shafts (input shaft 1 is nested inside the hollowed-out input shaft 2).
The flow of power from the engine is only ever transmitted through one half gearbox and one clutch at a time, while the next gear is preselected in the second half gearbox. During a gear change, therefore, a conventional shift no longer takes place. Instead, one clutch simply opens and the other closes at the same time. Gear changes can therefore take place within milliseconds.
Clutch 1 controls the first half gearbox, which contains the odd gears (1, 3, 5, 7) and reverse. Clutch 2 controls the second, which contains the even gears (2, 4, 6).
The crankshaft transmits engine torque to the dual-mass flywheel which is then channelled through the clutch housing and onto the multi-plate clutches, or to be more precise, the outer disc carrier.
Under oil pressure, clutch 1 closes and forms a frictional connection with input shaft 1. The torque is now transmitted through the first half gearbox – and then the differential – to the rear axle. At this stage, PDK has already preselected the next gear in the second half gearbox. Engine torque is already acting on the other outer disc carrier and, in response to a gear change signal, the overlap shift is initiated, i.e. as clutch 1 opens, clutch 2 closes. The non-positive connection with input shaft 2 is established, and power is transmitted to the wheels. The gear which is engaged is displayed on the instrument cluster. Depending on the gearshift program, the gear change is optimized for comfort or for sporty handling and takes place in a matter of milliseconds.
The advantage over a fully manual transmission is the considerably faster rate of acceleration for the same rate of fuel consumption. The advantage over a fully automatic transmission is the perceptible increase in driving dynamics – with a similar level of comfort, and a distinct reduction in fuel consumption.
The compact dimensions of the gearbox reduce rotational masses which means a more direct engine response, and the system is more lightweight.
This, along with the long-ratio 7th gear, helps to achieve reduced fuel consumption and emission figures comparable with those of a manual gearbox.
With the optional Sport Chrono Package, PDK is enhanced by the ‘Launch Control’ and ‘motorsport-derived gearshift strategy’ functions.
In essence, PDK combines sportiness with efficiency and comfort. What does all this mean for you? Uninterrupted driving pleasure.
This new, distinctively designed three-spoke sports steering wheel for PDK has two ergonomic paddle shifters.
One press with the thumb and the PDK shifts up. One pull with the index finger and the PDK shifts down. Either the right or left hand can be used.
The gear selector for PDK is ergonomic and designed for high functionality, enabling you to change gears manually. The control concept mirrors the logic of the paddles on the sports steering wheel for PDK—press forward to shift up, pull backward to shift down.
Even if the gear selector is set to automatic mode, you can still change gears manually using the paddles on the steering wheel.
Both Boxster models are equipped with alloy engines. The advantages are their low weight and reduced fuel consumption. Thanks to ingenious design down to the finest detail, it has been possible to reduce the weight of the new generation of engines even further, e.g. by fully integrating the camshaft bearings into the cylinder heads.
Integrated dry-sump lubrication.
Integrated dry-sump lubrication guarantees a reliable oil supply while reducing engine temperatures, even in sportily driven cars. The oil reservoir is located inside the engine. Four oil pumps transport the oil from the cylinder heads directly into the oil sump. A fifth pump in the oil sump directly supplies the lubricating points in the engine.
To reduce power losses and increase efficiency, an electronically controlled oil pump supplies the engine lubrication points as and when required. This means that the oil pump does not work so hard when there is less demand for lubrication. The benefits of an on-demand oil supply system are optimum efficiency combined with a reduction in both fuel consumption and CO2 emissions.
For the engine, these detailed solutions mean a consistent oil supply, regardless of gravitational loads, even in the most demanding track conditions.
The electronic engine management system ensures optimum engine performance under all operating conditions. It regulates all engine-related functions and assemblies (see diagram). The results: optimum performance and torque with reduced fuel consumption and emissions.
Another important function of the system is cylinder-specific knock control. Since the six cylinders never all work under precisely the same conditions, they are monitored individually by the knock control. If necessary the ignition point is shifted individually. This prevents damage to a cylinder or piston at high engine speeds and loads. The on-board diagnostics, which are compliant with European standards, ensure timely detection of any faults and defects that may occur in the exhaust and fuel system in good time and notify the driver immediately. This also prevents increased pollutant emissions and unnecessary fuel consumption.
Resonance intake manifold.
The intake manifold with dual-flow distributor pipe has an adjustment valve which closes and opens at set engine speeds. A two-stage tuning effect creates oscillation of the air mass in the intake system, which in turn generates a turbocharging effect and optimises induction.
These two effects combine to produce higher torque at low engine speeds, a flatter torque curve, and increased power output at high engine speeds. The acoustic properties of the system are second to none, producing the characteristic Boxster sound.
Fitted as standard is a six-speed manual gearbox which is perfectly matched to the characteristics of the engine. The shift throw is short and precise, the tuning is sporty – as befits the character of the Boxster models. The dual-mass flywheel minimises engine noise and the control cable mechanism prevents vibrations from being transmitted to the gear lever.
The exhaust system – with twin tailpipes on the Boxster S – is made of stainless steel. Until it converges in the connecting tube, the exhaust gas is channelled through two separate tracts and, thanks to separate exhaust gas cleaning systems, the exhaust gas can flow more freely – for increased power and torque.
The stereo lambda control circuitry controls and monitors each cylinder bank separately. For each exhaust tract, four corresponding oxygen sensors regulate the composition of the exhaust gas and monitor the conversion of pollutants in the catalytic converters.
A sports exhaust system – for a more resonant sound – is available as an option for each of the Boxster models.
The flagship model in the Boxster range has also evolved: the Boxster S.
It presents an even more athletic interpretation of the roadster concept. More powerful and more efficient. Its brand engine is now fitted with direct fuel injection (DFI) as standard. For increased torque and power – with a simultaneous reduction in fuel consumption. The result is 228 kW (310 hp) at 6,400 rpm and a maximum torque of 360 Nm at 4,400 – 5,500 rpm. It accelerates from 0 to 100 km/h (62 mph) in just 5.3 seconds.
With the optional Porsche Doppelkupplung (PDK) and ‘Launch Control’ from the optional Sport Chrono Package, just 5 seconds. Fuel consumption is further reduced by up to 15% depending on the type of gearbox, and CO2 emissions by up to 16%.
As well as the new 18-inch Boxster S II wheels in a dynamic design, the Boxster S is fitted with a braking system which is distinguished by its red-painted calipers. The rear brake discs are thicker than those on the Boxster for increased stability under braking.
The front air intake grilles are painted black for a striking contrast. Together with the centrally mounted tailpipe in a new design, they give the car a powerful presence.
In the interior, as well as leather on the steering wheel, gear/PDK selector lever, handbrake and door handle, the Boxster S has leather trim on the storage compartment covers in the door and the rear centre console. The instrument dials are aluminiumcoloured.
These are just the facts. To experience the performance of the Boxster S, we can only offer one piece of advice: you really need to drive it.
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