®

Service Information
Technical Introduction
911 Carrera & 911 Carrera C4
Model Year 1999
©
1998 Porsche Cars North America, Inc.

Important Notice: The contents of this Technical Introduction brochure was originally written by Porsche AG for its rest-of-world
English speaking market. The electronic text and graphic files were then imported by Porsche Cars N.A, Inc. and edited for con-
tent. Some equipment and technical data listed in this publication may not be applicable for our market. Specifications are subject
to change without notice.

We have attempted to render the text within this publication to American English as best as we could. We reserve the right to
make changes without notice.

Published by Porsche Cars North America, Inc., Parts & Service Publications.

Printed in the United States of America.

All Rights Reserved. Reproduction or translation in whole or in part is not permitted without written authorization from publisher.

The trademarks Porsche®, Targa®, Carrera®, Boxster®,Tiptronic®, Varioram® and the Porsche Crest are registered trademarks of
Dr. Ing. h.c.F. Porsche AG and its affiliate, Porsche Cars North America, Inc.

Part Number - PNA 499 921 99 Edition - 11/98

 Foreword

This Technical Service Information brochure describes the modifications to the 911 Carrera and new features of the 911
Carrera 4 (Model Year 1999). To allow the contents of the pages to be allocated to the vehicles, the vehicle types are
specified in the page headers as follows:

Vehicle Type Contents

911 Carrera Modifications to 911 Carrera
911 Carrera 4 New features of 911 Carrera 4
911 Carrera / 911 Carrera 4 Modifications to and new features of 911 Carrera and 911 Carrera 4

The 911 Carrera and 911 Carrera 4 are available as coupe and cabriolet models with manual or Tiptronic transmission.

Note:
No technical data or vehicle numbers are given in this Service Information. These are published in the Technical Manual. This
also applies to measured values, adjusting values, torques, and filling capacities.

The contents of this brochure is up to date as of November 1998.

 Table of Contents

Group Description Page

1 Engine
Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-1

2 Fuel and Ignition system

911 Carrera/911 Carrera 4
Trimetal catalytic converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
911 Carrera 4
ME 7.2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2

3 Transmission
911 Carrera 4
Drive line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-1
Manual transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-2
Tiptronic transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-3
Viscous multi-disk clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-4
Front-axle differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3-4

4 Running Gear
911 Carrera
Sports running gear, wheels, tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-1
911 Carrera 4
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-2
Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-2
Wheels, tires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-2
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-5
Porsche Stability Management (PSM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4-6

5 Body
911 Carrera 4
Bodyshell, aerodynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5-1

6 Body Equipment, Exterior

Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6-1

7 Body Equipment, Interior

Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7-1

8 Heating, Air Conditioning

Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8-1

9 Electrical System
911 Carrera/911 Carrera 4
Litronic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-1
Headlight beam adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-2
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-4
Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9-5
 Section 1
Engine

The assemblies/components listed below are identical to those of the 911 Carrera (early Model Year 1999).

• Crankcase, crankgear
• Cylinder head, valvegear
• Oil circuit
• Cooling system

1999 911 Carrera Service Information Page 1-1

Section 1
Engine

Notes

Page 1-2 1999 911 Carrera Service Information

 Section 2
Fuel & Ignition System

2 - Fuel and Ignition System General

Trimetal Catalytic Converter The 911 Carrera 4 will be fitted with a Motronic (DME) with
version code ME 7.2. This Motronic possesses the same
A catalytic converter with a new coating will be used for all functions as the Motronic M 5.2.2 used in the 911 Carrera
911 Carrera vehicles destined for the US and German mar- (996).
kets. The catalytic converter substrate is coated with a third
(trimetal) precious metal, palladium, in addition to the The principal differences concern the actuation of the
precious metals, rhodium and platinum, already used in the throttle (a throttle adjusting valve instead of a throttle cable -
duometal catalytic converters. This will reduce the low pollu- E-Throttle*) and a torque-oriented control unit for charging
tant emission even further. the engine with the appropriate quantity of fresh gas. This
means that both mechanical movement of the accelerator
The new catalytic converter coating requires a special pedal (throttle cable) and components such as idling speed
Motronic map which must be programmed and activated positioners and cruise control actuators are no longer
with the Porsche System Tester 2. required.

Three different maps can be programmed with the PST 2: In addition, other functions such as PSM (Porsche Stability
Management), torque reduction with TC or Tiptronic
• OBD II map (for USA vehicles with trimetal catalytic operations, torque increase with air conditioning or rapid
converter) heating of the exhaust system (catalytic converter) can be
easily realized to reduce pollutant emissions. Of course, the
• FRG map (for vehicles in Germany with trimetal catalytic ME 7.2 is also fully diagnosable. The diagnosis software
converter) needed for this is provided with the Porsche System Tester
2 Update 4.0. The modifications to the diagnosis system of
• RoW map (for all vehicles outside USA and Germany the control unit and the diagnosis possibilities are described
without trimetal catalytic converter) in the Technical Manual.
* E-Throttle = Electrically actuated throttle

Simplified Sketch of System

A - Accelerator pedal module. 1 - Information to Motronic control unit.

B - Motronic control unit. 2 - Actuators.

C - Throttle adjusting unit connected to Motronic control unit. 3 - Monitoring Module.

1999 911 Carrera Service Information Page 2-1

Section 2
Fuel & Ignition System

The main functions of the Motronic ME 7.2 are: The differences are:

• Torque-oriented function structure. • Torque-oriented function structure of the Motronic control

• Engine charging determination and engine charging unit based on physical variables.
control. • Modified Motronic control unit with integrated pressure
• Sequential, cylinder-specific fuel injection. sensor, monitoring module, and new plug generation.
• Direct ignition with cylinder-specific knock control • Accelerator pedal module with pedal valuator.
• Adaptive stereo A/F control. • Throttle adjusting unit with electric drive motor instead of
• Rapid heating of catalytic converters after cold start. the purely mechanical throttle.
• Trimetal catalytic converter for the German and US mar- • Additional functions such as idle air control, vehicle
kets. speed control, or rapid heating of the catalytic converter
• Load-dependent tank ventilation. provided by the Motronic.
• Idle-charge compensation via throttle adjusting unit. • Trimetal catalytic converter for vehicles in Germany and
• Detection of misfiring which may cause damage to cat- the USA.
alytic converter, and actuation of check-engine warning
lamp. Torque-oriented Function Structure
• Precise monitoring of all Motronic functions plus entry in
fault memory. The ME 7.2 has a new system architecture with the
• Activation of VarioCam valves. following characteristics:
• Actuation of resonance flap integrated in intake system.
• The implementation of physical functions. This means
USA Vehicles that both the variables of an individual function (e.g. the
determination of cylinder charging) and the interfaces
The differences compared to the engine management between the function and function groups are defined as
system for vehicles for the RoW and German markets are physical variables.
as follows: • Another feature is the introduction of torque control:
many subsystems within the Motronic such as idling
• A Hall-effect sensor also mounted to the intake camshaft speed control or engine speed limitation as well as the
of cylinder bank 4 - 6 systems for drive and overall vehicle control (Tiptronic,
• Additional oxygen sensors attached downstream of each Porsche Stability Management, and so on) each place
catalytic converter. They permanently monitor the demands on the basic Motronic system. In the past,
efficiency of the catalytic converters these intervention actions were defined and regulated
• A secondary air system installed to reduce pollutant independently from each other on the basis of the avail-
emissions as the engine warms up able manipulated variables such as cylinder charging,
• An active carbon canister divided into two individual timing angle, and fuel mass. Since these intervention
chambers. The carbon canister is needed to satisfy the actions can be described as physical and defined as a
US shed test torque-related requirement, the ME 7.2 constitutes a
• A shut-off valve for each scavenging air pipe and a pres- torque-guided system, which coordinates the above-men-
sure sensor to determine the fuel tank pressure and fuel tioned requirements as well as the resulting nominal
tank vacuum for the obligatory fuel tank leak test torque incorporating the available manipulated variables
for throttle valve and timing angle.
This Service Information brochure only describes the • An oxygen sensing coordination function which
differences between the Motronic ME 7.2 and Motronic M coordinates the intervention actions vis-á-vis the fuel/air
5.2.2. mixture (enrichment or enleanment of the air/fuel mixture
by means of various functions) in a similar way
completes the new system architecture.

Page 2-2 1999 911 Carrera Service Information

 Section 2
Fuel & Ignition

The Principle Behind Torque Guidance

The output engine torque must allow any driving condition to determine the required control activities for the engine
desired by the driver (determined via the pedal valuator) whereby the timing angle and throttle position are provided
and ensure operation of all components and as the main manipulated variables.
supplementary assemblies. In addition, external
requirements from the drive train and driving dynamics The advantage of this approach is that the individual power
control systems must also be met. The basic concept of consumers can pass on their torque requirement to the
the ME 7.2 system is based on the coordination of these “coordinator” integrated in the control unit regardless of
requirements placed on the engine on a uniform, physical the current operating state of the engine. They do not
level. All of this can be formulated as a torque need to carry out the actual intervention action, nor do
requirement. they require any information concerning the status of other
functions. This rules out any mutual interference between
The current torque requirement of the driver is determined the individual functions with regard to the manipulated vari-
from the position of the accelerator pedal (pedal valuator). ables. Since torque coordination is the only instance where
Vehicle speed control, driving dynamics control (PSM), and intervention actions are performed in the engine, the maps
the Tiptronic control unit can communicate their torque and characteristics for the key functions necessary for
requirement to the Motronic control unit in the same way. intervention are solely dependent on the engine. For this
However, protective functions such as electronic engine reason, no cross-coupling exists between the individual
speed control and catalyst overheating prevention can be function groups, which simplifies the synchronization to
defined such that they limit the maximum permitted the new control unit generation.
torque. The engine control module with E-Throttle has the
task of coordinating the different torque requirements of
the individual consumers and protective functions in order

1999 911 Carrera Service Information Page 2-3

Section 2
Fuel & Ignition System

Basic Structure of Torque Guidance

The basic variable for the torque structure of the ME 7.2 is The task of torque guidance is to adjust the inner torque
the inner torque of the engine (mi) resulting from the using a suitable selection of manipulated engine variables
combustion process. The inner torque is that which is such that all losses caused by supplementary assemblies,
produced by the gas pressure in the high-pressure phase of friction losses, and other losses upstream of the wheel
the piston movement cycle. If losses due to friction and the torque are covered and that the engine torque is sufficient to
charge cycle are deducted from the inner torque, this gives meet the driverís requirements.
the indexed torque.

To enable the inner torque to be adjusted, the torque coordinator of the ME 7.2 has two possible control options, a fast option
by means of varying the timing angle and/or suppressing individual cylinders and a slow option by means of actuating the
throttle. The faster option is the timing angle option which is responsible for dynamic torque adjustment. The slow option, also
referred to as the charging option, is responsible for stationary operation with optimum A/F value. To generate the nominal
torque, the manipulated variables are coordinated taking into consideration consumption and emission values so that optimum
control is possible.

Option 1 (fast option) Option 2 (slow option)

All manipulative actions which influence the torque The charging option controls those manipulated variables
regardless of charging are contained in the crankshaft- which influence charging:
synchronous option:
• Throttle angle and, therefore, the quantity of air drawn in
• Timing angle. by the engine.
• Cylinder suppression.
• Injection time.

Page 2-4 1999 911 Carrera Service Information

 Section 2
Fuel & Ignition System

The mass air flow required for a certain torque (rL = relative air charge) is determined using an arithmetic model and provided
via the throttle.

The fuel volume required for the given situation and the optimum timing angle are realized via Option 2.

Notes

1999 911 Carrera Service Information Page 2-5

Section 2
Fuel & Ignition System

Throttle Adjusting Unit

The throttle adjusting unit comprises:

• Throttle body with throttle valve.

• Throttle drive with transmission.
• Angle sensor for throttle drive.

A - Throttle body with throttle valve.

The throttle drive (B) is actuated by the Motronic control unit B - Throttle drive.
and regulates the rate of air flow necessary to fulfill the C - Body cover with electrical connections.
torque requirements. Feedback with regard to the current D - Angle sensor for throttle drive.
throttle position is provided by two potentiometers which
serve as angle sensors (D). For safety reasons, 2 angle sen- Note: The throttle adjusting unit must not be opened.
sors whose resistance characteristics oppose each other
are used. If an angle sensor fails, the remaining sensor
takes over to ensure that the E-throttle continues to function
normally.

The Principle Behind Throttle Angle Determination

• The throttle position is determined via 2 potentiometers which are supplied with 5 V by the control unit.
• In contrast to Potentiometer 1, Potentiometer 2 has a falling characteristic curve to allow detection of short-circuits along
the signal lines.
• If a signal line is interrupted, the control unit resistor adjusts an appropriate signal to a defined level which means “Throttle
fully open”. This causes the throttle to be moved to its “closed” position (safety function).

A - Programmed lower mechanical stop, Potentiometer 2 E - Upper mechanical stop

B - Programmed lower mechanical stop, Potentiometer F - Throttle position
C - Mechanical accessible area P1 - Potentiometer 1
D - Lower mechanical stop P2 - Potentiometer 2

Page 2-6 1999 911 Carrera Service Information

 Section 2
Fuel & Ignition System

Electrical Circuit of Throttle Adjusting Unit 3. The alternative air function.

The throttle assumes this position when in its de-
energized state. It produces an alternative airflow via a
“mechanical” air gap whereby normal driving with
increased idling speed is very restricted.

A - Alternative Air Function

P1 - Potentiometer 1
A - Control unit
4. The upper electrical stop.
C - Pull-down resistor
This stop is determined by the control unit and does not
P2 - Potentiometer 2
need to be adapted (learned). To ensure that the precise
B - Throttle adjusting unit
angle position of the throttle can be determined, the
D - Pull-down resistor
angle sensors of the throttle drive must be adapted.

Functional Positions of Throttle Adjusting Unit

The Motronic control unit detects four important functional

positions of the throttle adjusting unit:

1. The lower mechanical stop.

The throttle is closed. This position is required for adapta-
A - Upper Electrical Stop
tion of the angle sensors.

Range Test For Angle Sensors

• Mechanically inaccessible voltage ranges (see diagram on

page 2-5) are used to detect short-circuits and wire
breaks.
• The range test for the master potentiometer (under normal
A - Lower Mechanical Stop
operating conditions, Potentiometer 1) is continuously
active in an upward and downward direction.
• Due to the closed position control loop, corruption of the
2. The lower electrical stop.
This stop is determined by the control unit and is just
signal from the master potentiometer caused by contact
above the lower mechanical stop. Under operating condi-
resistance results in a throttle movement which
tions, the throttle can remain closed only until the lower
compensates the contact resistance.
• The range test in the upward direction for Potentiometer 2
electrical stop is reached. This prevents the throttle from
“jamming” in the throttle body.
is continuously active under normal operating conditions.
• Due to possible contact resistance, under normal
operating conditions the range test in the downward direc-
tion for Potentiometer 2 is only active outside the idling
range (test as per engine speed criterion).
• A fault at one of the potentiometers triggers back-up
throttle operation whereby the remaining potentiometer is
A - Lower Electrical Stop
monitored with the charging signal.

1999 911 Carrera Service Information Page 2-7

Section 2
Fuel & Ignition System

Range Test For Angle Sensors (cont’d) Functional test while the vehicle is being driven

• A fault at both potentiometers triggers the safety shutdown • The position of the throttle is monitored.
function of the injection valves (engine switches off) since • The setting ranges of the throttle are monitored.
the position of the throttle is unknown. • The output modules of the throttle adjusting unit are moni-
tored.
Synchro Test For Throttle Sensors • The vehicle voltage is tested continually.

• Both potentiometer signals are converted to appropriate Accelerator Pedal Position

throttle angles taking into consideration the adaptation
values at the lower mechanical stop. For the Motronic control unit, the accelerator pedal position
• Due to the mechanical coupling, the difference between is the fundamental input information reflecting the driverís
the two throttle angle sensors lies within a programmable power requirements. For this purpose, a pedal valuator
tolerance. which is connected to the accelerator pedal via a cable is
• Due to possible contact resistance, the synchro test is only mounted under the knee protection bar in the driverís
carried out outside the idling range. footwell.

• If a fault is detected, the faulty potentiometer is Accelerator pedal positions which are interpreted as being
determined using the charge signal. Back-up throttle opera- larger than they are in reality would lead to undesired and
tion with the correctly functioning potentiometer is initiated. excessive engine power which
would not be recognized at
Diagnosis of Throttle Adjusting Unit another point in the system.
For this reason, determi-
Functional test before each engine start: nation of the driverís requirement is
central in calculating the torque and controlling
• Testing of closing spring. the electronic throttle.
• Testing of opening spring.
• Testing of alternative air position. A - Accelerator
B - Pedal valuator
Adaptive functions which are only carried out under
certain conditions:
Notes
• Adaptation of throttle actuator by programming the lower
mechanical stop and the alternative air position.
• Adjustment of signal amplifier.

The conditions for adaptation of the throttle adjusting

unit are:

1. Adaptation is necessary if the control unit or the throttle

adjusting unit has been exchanged (these conditions are
recognized automatically by the control unit or can be
activated using the Porsche System Tester 2).
2. Adaptation may be carried out if the ignition has been left
switched on for a long time without the engine being
started.

Page 2-8 1999 911 Carrera Service Information

 Section 2
Fuel & Ignition System

Determination of The Accelerator Pedal Position

• The accelerator pedal position is determined using 2 potentiometers which are each independently supplied with 5 V by the
Motronic control unit.
• Potentiometer 2 has a balanced ballast resistor which is identical to the bulk resistance. Consequently, its characteristic
ascent is only half that of Potentiometer 1 (important in the diagnosis of short-circuits along the potentiometer signal lines).
• If a wire-break occurs along a signal line, the appropriate signal is connected to ground by the appropriate control unit input
resistor (safe condition).

P1 - Potentiometer 1 D - Idling position

P2 - Potentiometer 2 E - Full-throttle position
C - Mechanically accessible range F - Accelerator pedal position

Electric Circuit 0f Pedal Valuator

P1 - Potentiometer 1 C - Pull-down resistor

P2 - Potentiometer 2 D - Pull-down resistor
A - Control unit E - Ballast resistor
B - Throttle adjusting unit

1999 911 Carrera Service Information Page 2-9

Section 2
Fuel & Ignition System

Range Test For Pedal Valuator Sensors The CPU of the control unit comprises two independent hard-
ware components which continuously monitor one another
• Mechanically inaccessible voltage ranges are used for mutually during operation to ensure that the system is func-
detecting short-circuits and wire-breaks. tioning correctly. If a malfunction in the partner module is
• The upward range test is continuously active. detected, the output module of components in the control
• Due to possible contact resistance, the downward range unit which determine power output (throttle, injection valve)
test is only active outside the pedal idling range. can be deactivated independently by the functional computer
• A fault at one potentiometer triggers back-up operation and monitoring module or limited to a defined value.
with the other potentiometer to be triggered.
• A fault at both potentiometers leads to fulfillment of the Example 1
alternative air requirement. If an angle sensor for the throttle drive occurs or in the case
of an implausible signal:
Synchro Test For Pedal Valuator Sensors
• Intervention actions which increase torque, such as engine
• Before being compared with the signal from drag torque control or Tiptronic functions, are suppressed.
Potentiometer 1, the signal from Potentiometer 2 must be
multiplied by 2 since its characteristic ascent is half that Requirement:
for Potentiometer 1. An intact angle sensor and plausible air-mass flow. The air-
• Due to the mechanical coupling, the difference between mass flow is derived from the signal from the air-mass
the signal from Potentiometer 1 and the doubled signals sensor and the engine speed.
from Potentiometer 2 must lie within the programmed tol-
erance. Example 2
• Due to possible contact resistance, the synchro test is only If the throttle adjusting unit fails or has a control error:
active outside the pedal idling range.
• A detected fault triggers back-up operation with the two • The throttle drive is deactivated. The throttle assumes its
potentiometer signals at their minimum value. alternative air function. It is possible to continue operating
the engine with an increased idling speed. The driver’s
Alternative Measures In Back-up Pedal Valuator requirements are as far as possible realized by adjusting
Operation the timing angle only. The engine throttles up only slightly.

If one potentiometer fails, the accelerator pedal position for Requirement:

back - up operation is calculated using the signal from the The alternative air function is only performed if both throttle
remaining potentiometer. However, this results in restricted angle sensors were reliably detected at their alternative air
monitoring of the pedal valuator and the system. position.

The maximum pedal value is therefore limited to 40% (max- Example 3

imum limitation) and the pedal value increases by only 10% The Motronic control unit cannot clearly determine the
per second (rise limitation). If the brake is actuated, the throttle position or the throttle is jammed between the elec-
pedal value equals zero (idling setpoint). trical stops (does not move):
• The throttle drive is deactivated. If possible, the throttle is
Self-diagnosis And Back-up Function moved to its alternative air position.
• The injection valves are deactivated at a programmed
The ME 7.2 with electronic accelerator pedal is a safety- engine speed (approx. 1200 rpm).
related system. Possible faults must be detected
automatically by the system. Incoming information relating to Important!
the status of the engine or the driverís demands with regard The throttle adjusting unit must not undergo any repair work.
to power is fed to the control unit by means of a double If the throttle adjusting unit is faulty, the complete unit must
sensor system. be changed.

Page 2-10 1999 911 Carrera Service Information

 Section 2
Fuel & Ignition System

Example 4 • Gradual reduction of nominal speed (cruise control lever).

The signal from one of the two potentiometers of the pedal • Deactivation of cruise control (main switch on cruise con-
valuator has failed: trol lever or one-touch off button).
• Brake-light and clutch pedal switch.
• Pedal value is limited to a defined value (approx. 60%).
• If the accelerator pedal is actuated quickly, the engine The cruise control functions are diagnosable using the
torque only increases slowly (up to 60%). Porsche System Tester 2.
• If the brakes are applied, the throttle is moved to the idling
position. Fuel Tank
• Cruise control no longer operational.
The fuel tank has been redesigned compared to the
Note 911 Carrera and has been given a complex
In the idling position, the potentiometers of the pedal shape with tank wells to the left and right of the
valuator are not tested. If, for example, the electrical front - axle final drive.
connection at the pedal valuator is interrupted, nothing is The fuel is delivered
stored in the fault memory of the control unit. However, the via two sucking jet
engine then only runs at idling speed since, when the accel- pumps (one for
erator pedal is actuated, the change with regard to the each tank well).
driver’s requirement is not detected.
The fuel tank of
Example 5 the 911 Carrera
Both potentiometers of the pedal valuator have failed: 4 has a capacity of 63 liter.

• The engine only runs at idling speed and a fault entry is

made in the control unit. Notes
Driving Speed Control (cruise control)

The basic functions of the cruise control system (set,

resume, and so on ) as well as the cruise control switch and
its functions are identical to the 911 Carrera (996) and
Boxster models.

However, due to the E - throttle function of the Motronic

ME7.2, an additional control unit and actuator is not required
for the cruise control system since these functions are taken
over by the Motronic control unit and the throttle adjusting
unit.

The required information is stored in the Motronic control

unit:

• Main cruise control switch.

• Set current vehicle speed (cruise control lever).
• Accelerate (cruise control lever).
• Decelerate (cruise control lever).
• Resume (cruise control lever).
• Gradual increase of nominal speed (cruise control lever).

1999 911 Carrera Service Information Page 2-11

Section 2
Fuel & Ignition System

Notes

Page 2-12 1999 911 Carrera Service Information

 Section 3
Transmission

Driveline

Power is transmitted to the front axle from the transmission via a single-piece propeller shaft and a central shaft to the
viscous multi-disk clutch integrated in the front-axle final drive.

The advantages of this concept-propeller shaft plus central shaft are the reduced weight and the increased ease of repair. For
example, after the propeller shaft has been removed, it is then possible to remove the transmission without the engine.

1999 911 Carrera Service Information Page 3-1

Section 3
Transmission

31 - Six-speed Manual Transmission 3909 - Limited-slip Differential

As a standard feature, the new 911 Carrera 4 is fitted with a As a standard feature, the 911 Carrera 4 has a Porsche
six-speed manual transmission. This transmission was Stability Management (PSM). A mechanical limited-slip differ-
redesigned for the 911 Carrera with cable shifting and both ential would have a detrimental effect on the functioning of
units are largely identical. the PSM. The 911 Carrera 4 cannot be fitted with a mechan-
ical limited-slip differential. The PSM is described in Chapter
The drive shaft has been extended towards the front for the 4 (Running gear).
all-wheel drive of the front axle. The shaft emerges through
an additional opening in the front section of the transmission Notes
housing and drives the front axle via a single-piece propeller
shaft and a central shaft.

The transmission ratios as well as other fundamental

information concerning the manual transmission can be
found in Service Information (part number, PNA 499 921),
911 Carrera, model year 1999 (page 3-3 to 3-8).

Lubrication

The transmission is filled with Shell Transaxle Oil (TAO)

75W90. Due to the long change intervals of 90,000 miles,
only this oil type should be used. This transmission oil can
be obtained from the Porsche Parts Department.

Page 3-2 1999 911 Carrera Service Information

 Section 3
Transmission

37 - Tiptronic Transmission A 96/01 Notes

As an alternative to the six-speed manual transmission with
mechanical disengaging clutch, a power-shifted five-speed
sports transmission, the Porsche Tiptronic S, is now also
available for the first time for the 911 Carrera 4.

The Tiptronic S of the new 911 Carrera 4 is identical to that

of the basic 911 Carrera model. The transmission is
produced by the firm ZF in Saarbruecken as type 5 HP 19
FLA. The Porsche type designation for this drive system is
A 96/01.

To allow all-wheel drive of the front wheels, an additional

gear set has been added to the spur gear housed in the
front section of the Tiptronic transmission. The gear set
drives a drive shaft leading off to the front of the vehicle.
This shaft is connected via a flange to a rubber coupling disk
at the end of the propeller shaft. The drive line is identical to
that of the model with manual transmission.

1999 911 Carrera Service Information Page 3-3

Section 3
Transmission

3960 - Viscous Multi-disc Clutch Functioning

The housing (1) (connected to the drive shaft of the front-
In order to prevent high temperatures at the viscous multi- axle final drive) is supported by plain bearings in the hub (2)
disc clutch, the unit has been integrated in the front-axle final (connected to the central shaft) and the interior is sealed
drive. No additional space in the with sealing rings.
manual or Tiptronic transmission
has had to be provided as The viscous multi-disc clutch is filled with a precisely defined
a result of this measure. quantity of high-viscosity silicon oil. The clutch is sealed
which means that it is not possible to add more silicon oil or
check the oil level. If there is a speed differential between
the outer and inner discs, a torque is transmitted from the
fast to the slow rotating side due to the internal fluid friction.

In contrast to the previous model, The discs are fully separated by the oil so that they are not
the new 911 Carrera 4 has a stiffer subjected to abrasion or wear. Since distribution occurs
viscous clutch. This is achieved by according to the difference between the traction slippage at
using a more viscous silicon oil. This measure results in a the front and traction slippage at the rear wheels and to the
further improvement with regard to traction. The internal resulting speed differential, a variable torque distribution
toothing has been modified in order to prevent confusion exists, i.e. the distribution adapts to the given requirements.
between the new and old viscous clutches.
However, since tire slippage exists whenever drive torque is
transmitted, it is possible to speak of a permanent all-wheel
drive with variable torque distribution to the front axle of
approx. 5 - 40%.

3988 - Front-axle Differential (Z96/00) discharge of transmission oil from this hole indicates that the
sealing ring (4) is damaged.
The axle is driven via a spiral bevel gear which is ground and
lapped to narrow the production tolerances. To reduce drag The front-axle final drive is filled with Shell Transaxle Oil
losses, grooved ball bearings (1) are used in the differential 75W90.
gear instead of tapered roller bearings. A hole with M8
thread (2) is drilled into the side cover of the differential. This Performance Test
is required to allow noise measurements to be carried out Performance tests should only be carried out on four-roller
during production and can be disregarded by Service test stands with speed decoupling. If testing is performed on
personnel. There is a bleeder hole (3) in the underside of the two-roller test stands, the propeller shaft must first be
long-neck tube. This hole should not be sealed. The removed.

Page 3-4 1999 911 Carrera Service Information

 Section 4
Running Gear

4 - Running Gear

As with the two-wheel-driven basic 911 Carrera model, the running gear has been designed for sporty driving, superior
handling characteristics as well as to provide a high level of driving safety. The running gear concept taken from the 911
Carrera has been adapted to the specific requirements of the all-wheel drive, e.g. the necessary integration of the front-axle
final drive.

1999 911 Carrera Service Information Page 4-1

Section 4
Running Gear

Wheels and Tires 4050 - Wheel Carrier

The following tires are approved for Model Year 1999: Displacement of the spring strut towards the rear and the
increased diameter of the outer tube of the
17 inch Wheel shock absorber meant that a new wheel
Bridgestone S-02 N3 carrier was required.
Continental Sport Contact N1
Michelin MXX3 Pilot SX N1 In order to provide the required
Pirelli P Zero Directionale/Asimmetrico N2 rigidity, the wheel carrier is
designed as a torsionally and flexurally
18 Inch Wheel rigid hollow component made of chilled-
Continental Sport Contact N1 cast aluminum.
Pirelli P Zero Asimmetrico N3
4879 - Stabilizer
Running Gear Variants
The stabilizer of the front axle has also been adapted to the
The 911 Carrera 4 is available and supplied in two different space requirements of the front-axle final drive. It is coupled
variants: via a modified stabilizer mount on the spring retainer of the
spring strut. The special adjustment of the stabilizer as well
USA Standard Running Gear as the spring-and-shock absorber coordination has been
The USA running gear is 10 mm higher at the front axle than adapted to the high front axle load and driving dynamics of
the RoW standard running gear. The running gear settings the all-wheel drive.
are similar to those for the RoW running gear.
4085 - Spring Strut
USA Sports Running Gear (Optional extra, M 030, for Coupe only)
The height of the USA sports running gear is identical to the The offset of the springs has been adapted to the altered
USA standard running gear. position of the spring strut. Improved response was
achieved by increasing the diameter of the shock absorber
This sports running gear comprises: tubes and by using a modified
valve system.
• More rigid springs.
• Adapted shock absorbers. The lower spring retainer has been
• Stronger tube stabilizers. modified accordingly and is made
of light alloy.
4001 - Front Axle
1 - Conical coil spring
Based on the front axle concept of the 911 2 - Twin-tube gas pressure shock
Carrera (McPherson). A number of absorber
modifications had to be made so 3 - Spring retainer made of light
that the front-axle final drive alloy
could be integrated, e.g. the
spring strut had to be shifted
towards the rear of the vehicle.
A new spring strut position was
realized without the axle geometry
or steering mechanism having to
be altered.

Page 4-2 1999 911 Carrera Service Information

 Section 4
Running Gear

4815 - Steering Notes

The steering mechanism has been taken from the 911
Carrera. A steering-angle sensor for the Porsche Stability
Management (PSM) has been integrated in the steering
system (see PSM for description).

4203 - Rear Axle

The rear axle of the 911 Carrera

4 is identical to that of the basic
911 Carrera model.The stabilizers
have been adapted accordingly for
all-wheel drive.

1999 911 Carrera Service Information Page 4-3

Section 4
Running Gear

4405 - Wheels, Tires Spare Tire

A new-look 17 inch wheel has been specially designed for Due to the package with modified
the new 911 Carrera. This wheel, which is available as a front end and fuel tank, the new
standard feature only with the new 911 Carrera 4, has been 911 Carrera 4 is equipped with a
given the model-specific designation “17 inch Carrera 4 collapsible spare tire with modified
Wheel”. rim offset (afeature taken from the
previous all-wheel-driven model
(993)) instead of the high-pressure
spare wheel as used for the basic model. As with the
previous model, the collapsible spare tire lies on the
luggage-compartment floor. The required compressor plus
accessories are stowed in the wheel disk.

Notes

18 inch Turbo-Look wheel (Optional extra, M 413)

From mid Model Year 1999, the 18 inch Turbo-Look wheels
originally available for the 911 Carrera 4S (993) model will
be an optional extra for all 911 Carrera models and,
therefore, also the new 911 Carrera 4.

The following wheels and tires are approved:

Tires & Wheel Dimensions Tire Make & Tire Type

Front 205/50 ZR 17 Continental SportContact N1
on 7J x 17 ET 55 Michelin MXX3 Pilot SX N1
Pirelli P Zero Directionale/
Asimmetrico N2

Rear 255/40 ZR 17
on 9J x 17 ET 55

Optional extra, 18 inch

Front 225/40 ZR 18 Continental SportContact N1
on 7,5J x 18 ET 50 Pirelli P Zero Asimmetrico N3

Rear 265/35 ZR 18
on 10J x ET 65

Page 4-4 1999 911 Carrera Service Information

 Section 4
Running Gear

47 - Brakes 4715 - Master Brake Cylinder

The dimensioning of the brake system is largely identical to The tandem master brake cylinder has a special central
that of the 911 Carrera. The supply of cooling air to the valve in the pushrod piston. If the priming pump is in opera-
more severely loaded front axle has been optimized by an tion, the pressure is regulated via this valve (see PSM for
enlarged brake-air spoiler attached to the lower control arm description).
of the front axle.

Proportioning of the brake power is regulated electronically

in conjunction with the Porsche Stability Management (PSM)
system (described on pages 4-6 to 4-13 of this chapter). As
a result, the high brake-power potential of the rear axle is
used consistently under all road conditions.

The brake calipers of the new 911 Carrera 4 (as with the
previous 993 model) are painted in titanium colors to
provide an optical distinction and to make them look more 1 - Standard central valve
attractive. 2 - Floating piston
3 - Special central valve
4701 - Brake System 4 - Pushrod piston

The master brake cylinder, the vacuum brake booster, the Brake Fluid
hydraulics unit, and the priming pump are installed in the The brake system is filled with the brake fluid “Super DOT
front end of the vehicle. The master brake cylinder is a 4”. The fluid must be changed every two years.
tandem master brake cylinder with a modified central valve.
The diameter of the front- and rear-axle circuit is 23.81 mm.

1 - Expansion tank
2 - Vacuum booster
3 - Master brake cylinder
4 - Priming pump
5 - Hydraulics unit

1999 911 Carrera Service Information Page 4-5

Section 4
Running Gear

Porsche Stability Management (PSM) Notes

As a standard feature, the new 911 Carrera 4 is equipped
with the Porsche Stability Management (PSM) system. PSM
is an active control system used to stabilize a vehicle at its
dynamic driving stability limits.

PSM includes familiar functions, such as ABS (anti-lock

braking system), ABD (automatic brake differential), and ASC
(anti-slip control). These functions are complemented by the
new longitudinal dynamics control EDC (engine drag-torque
control).

Furthermore, the transverse dynamics of the vehicle is stabi-

lized in its dynamic driving stability limits by means of DDC
(driving dynamics control).

The Following Customer Benefits Are Realized With

PSM:

• Optimum traction and tracking during acceleration, even

on roads with different friction factors (road surfaces)
• Compensation of Ferraria effects during trailing throttle or
partial braking in curves up to maximum lateral
acceleration on all road surfaces
• Prevention of dynamic oversteering, e.g. during rapid
steering movements, trailing throttle, or on double bends
• Reduction of understeering with rapid curve turn-in, espe-
cially with low friction factors
• Reduction of braking distances with improved braking sta-
bility, especially in curves and with non-uniform, varying
friction factors
• Adaptation of entire system for sports car driving
dynamics, with high driving safety while retaining excellent
responsiveness and superior handling characteristics even
with sporty driving style
• System can be deactivated to deliberately increase driving
activity

Limits of PSM

PSM provides driving stability and increases driving

safety considerably. However, PSM cannot shift the
limits of driving physics!

Even with PSM, the driver is still fully responsible for

all driving maneuvers that he executes!

Page 4-6 1999 911 Carrera Service Information

 Section 4
Running Gear

Components

Position

1 - Wheel speed sensor 6 - Hydraulics unit

2 - Yaw sensor 7 - PSM control unit
3 - Lateral acceleration sensor 8 - PSM switch
4 - Steering-angle sensor 9 - Motronic control unit
5 - Priming pump with pressure sensor

Components and Their Functioning electrical behavior of the

piezoelectric element to
4559 - Yaw Sensor change. In an evaluation cir-
cuit integrated in the sensor
Description housing, a voltage signal is
The yaw sensor supplies the PSM control output to the PSM control
unit with an analog voltage signal unit via the “Out” pin.
depending on the yaw speed of the
vehicle
The yaw sensor is located under the right-hand seat.
Functioning
The sensor principally comprises a metal
cylinder in a vacuum housing. 8 piezoelectric elements are
attached to the metal cylinder at intervals of 45°. 4 of these
elements cause the metal cylinder to oscillate along its X
and Y axis. At a yaw speed of 0, the 4 other piezoelectric
elements are located precisely at the intersection points of
the generated oscillation. If the sensor is rotated, the inter-
section points of the oscillation shifts to the left or right-hand
side, depending on the direction of rotation. This causes the

1999 911 Carrera Service Information Page 4-7

Section 4
Running Gear

4558 - Lateral Acceleration Sensor the driving speed. The sensor has its own microcontroller.
The information is sent to the PSM control unit via a CAN
Description data bus.
The acceleration sensor supplies the PSM control unit with
information concerning the vehicleís lateral acceleration. Functioning
The information from the steering angle sensor and the yaw The steering angle sensor is a
sensor is used to determine the current driving behavior with non-contact digital sensor which
regard to lateral dynamics. measures by magnetic means.
Definite angle values between
Functioning - 720° and + 720° are measured
The sensor element is a damped spring/mass element, the using a coarse and fine system. The steering wheel position
displacement of which is sensed by magnetic means using a (encoded using a “gray code”) is derived from the
linear Hall-effect element. The displacement is a direct mea- positioning of Hall-effect diaphragms in the coarse and fine
sure of the occurring lateral acceleration. system. The sensor does not have a defined zero-position.
The position for the ìstraight-aheadî driving direction must be
programmed with the Porsche System Tester 2 (after wheel
alignment, the installation of new sensors, accident repairs,
and so on). During the learning process, it must be ensured
that the vehicle is in the ìstraight-aheadî driving direction (see
the Technical Manual).

The lateral acceleration sensor is mounted longitudinally on

the center console.

Installation Position
4511 - Wheel Speed Sensor
The steering wheel sensor is attached to the steering
The wheel speed sensors are attached to the front and rear
column just before the intermediate shaft.
wheel carriers. They are conventional passive sensors with
pulse wheel. They provide the PSM control unit with informa-
Brake-pressure Sensor
tion concerning the current wheel speed. Further important
information concerning the rotational wheel behavior [vehicle
The brake pressure (required deceleration) is determined
speed, acceleration/deceleration, brake slippage (ABS),
with the brake-pressure sensor and used by the PSM control
traction slippage (ASC), and trailing-throttle slippage (EDC)]
unit to calculate the wheel-brake forces (longitudinal forces).
are derived from this information to allow regulation.
If, during braking, dynamic driving regulation is required, the
existing wheel-brake forces are included in calcula-
4560 - Steering Angle Sensor
tion of the cornering forces.

Description
The brake-pressure
The steering angle sensor supplies the PSM control unit with
sensor is bolted to the
information concerning the slippage angle of the front
priming pump.
wheels (direction of travel required by driver). In the PSM
control unit, the nominal vehicle behavior with regard to its
lateral dynamics is determined using this signal offset with

Page 4-8 1999 911 Carrera Service Information

 Section 4
Running Gear

Brake-light Switch 4690 - Switch For Handbrake Warning Lamp

When the brakes are applied, signals from the double When the handbrake is applied, the handbrake contact (S) is
contact (NO and NC contact) are detected and evaluated by closed. A ground signal is then sent to pin 76 of the PSM
the control unit. Two switches are required to ensure that control unit.
actuation of the brake-light switch is detected reliably and
that the control unit continues to be supplied with a
switching signal if the switch fails.

Functioning
If this signal from the handbrake warning lamp switch exists,
EDC operation is not permitted in order to prevent an exces-
sive increase in torque at the driving wheels.

Functioning
If the brakes are applied during ASC regulation, the ASC
operation is stopped immediately so that ABS regulation can
be initiated. In the case of DDC regulation, these signals are
processed in addition to the brake-pressure signal.

Notes

1999 911 Carrera Service Information Page 4-9

Section 4
Running Gear

4563 - PSM Off Switch Hydraulics

The driving dynamics control system can be switched on and 4530 - Hydraulic Unit
off using the PSM OFF switch in the center console. If PSM is
switched off, the ABS and ABD functions remain active over The principal components of the hydraulic unit are high-
the entire speed range. ABD intervention intensifies as speed speed solenoid valves and a pump unit. To prevent the
increases. hydraulic lines from being incorrectly
connected, the connections have
When the PSM is switched off, for safety reasons the PSM is been given differently sized
activated for the duration of brake pedal actuation. threads (M 10 and M 12) and are
The PSM OFF lamp in identified by letters at the connec-
the instrument tion.
cluster and the
lamp in the VLP = Inlet for front-axle brake
button are illumi- circuit from priming pump
nated to HZ2 = Inlet for rear-axle brake circuit from master brake
indicate this situa- cylinder
tion to the VL = Outlet for brake caliper (front left)
driver. VR = Outlet for brake caliper (front right)
HL = Outlet for brake caliper (rear left)
HR = Outlet for brake caliper (rear right)

Diagram of Hydraulics
1 - Master brake cylinder
2 - Priming pump
2a - Pressure sensor
3 - Hydraulic unit
4 - Pump motor
5 - Pump elements
6 - Intake valve, rear axle
7 - Switching valve, rear axle
8 - Switching valve, front axle
9 - Intake valve, front axle
10 - Inlet valve, rear left
11 - Outlet valve, rear left
12 - Inlet valve, rear right
13 - Outlet valve, rear right
14 - Inlet valve, front left
15 - Outlet valve, front left
16 - Inlet valve, front right
17 - Outlet valve, front right
VL - Outlet for brake caliper (front left)
VR - Outlet for brake caliper (front right)
HL - Outlet for brake caliper (rear left)
HR - Outlet for brake caliper (rear right)
BA - Expansion tank for brake fluid
VLP - Inlet for front-axle brake circuit from priming pump
HZ2 - Inlet for rear-axle brake circuit from master brake cylinder

Page 4-10 1999 911 Carrera Service Information

 Section 4
Running Gear

4564 - Priming Pump

An adequate and fast increase in pressure at the wheel

brakes is important for correct regulation of driving
dynamics. Low temperatures at which viscosity increases
cause problems.

To ensure that the delivery of the return pump remains suffi-

ciently high under all conditions, the priming pump is
switched on whenever an active intervention operation is initi-
ated (DDC).

The floating piston in the master brake cylinder acts as a

balance so that the same pressure is applied upstream of
the return pump for the front and rear axle.

In the master brake cylinder (pushrod circuit), a throttle valve

HZ - To pushrod circuit of master brake cylinder
(modified central valve) is connected to the expansion tank.
HE - To VLP connection of hydraulic unit
The throttle valve ensures that excess brake fluid flows into
BA - From expansion tank
the expansion tank and that a certain pressure is produced.
The priming pressure is between 10...20 bar (depending on
Functioning
the temperature).
If DDC is active, the priming pump is switched on and draws
brake fluid from the expansion tank. The intake and Notes
switching valves in the hydraulic unit are actuated. From the
HE connection, admission pressure is then generated
upstream of the return pump for the front-axle circuit via the
intake valve (9). From the HZ connection, the same pressure
is then supplied to the pushrod circuit of the master brake
cylinder.

The pressure propagates via the floating piston to the

hydraulic unit and then further via the intake valve (6) to the
return pump for the rear axle circuit.

1999 911 Carrera Service Information Page 4-11

Section 4
Running Gear

4562 - Control Unit

Signal Inputs and Outputs At the same time, commands are sent via the CAN data bus
to engine and (with Tiptronic) transmission control units.
Description
The wheel speeds, steering angle, vehicle rotating speed, To reduce drive torque, values calculated for the throttle
lateral acceleration, and braking pressure in the master position and ignition point are specified and, if necessary,
brake cylinder are determined and processed in the PSM gear shifting is triggered or prevented. The specific and pre-
control unit. The control unit is connected to the control units cisely proportioned intervention is completed within a few
of the engine and, with Tiptronic, to the transmission fractions of a second. Active brake intervention and the
management system via a CAN data bus. This digital line reduction of drive torque by the PSM ensures optimum
connection enables fast data exchange between the PSM, driving stability.
DME, and Tiptronic control units.
The PSM control unit is installed under a cover in the front
The control unit is continually supplied with the latest data left-hand side of the luggage
concerning engine torque, accelerator pedal position and, in compartment. The installa-
the case of Tiptronic, with transmission ratios. The forces tion position ensures that
which rotate the vehicle about its center of gravity are the control unit plug can
detected via the rotational speed and lateral acceleration only be disconnected if the
sensor. The determination of the various values allow the lon- control unit has been disas-
gitudinal and lateral forces at the wheels to be calculated. sembled. The plug is
designed in such a way that the warning lamps are activated
If these values exceed certain control thresholds, the appro- if it is incorrectly connected.
priate solenoid valves as well as the return pump in the
hydraulic unit are actuated by the control unit so that a spe- Relays
cific brake pressure is applied to one or more particular
wheels. The two relays for the pump and solenoid valve are attached
to a mount behind the control unit.

Page 4-12 1999 911 Carrera Service Information

 Section 4
Running Gear

PSM Modes of Operation diagram shows that optimum friction conditions in range C.
If a driving wheel enters a traction slippage range of e.g.
Standard Mode 60%, cornering stability would be so poor that the rear end
of the vehicle could break away.
In this case, no driving situation exists which requires regula-
tion. All solenoid valves in the hydraulic unit are at their basic To prevent this from happening, the throttle is deliberately
setting, i.e. de-energized. The system is ready for braking. opened in order to bring the wheels back into the optimum
This mode also exists if a fault occurs. Drive torque control range.
is not active.

ABS Mode

The wheel speed sensors tell the control unit that the criteria
for ABS control exist and the appropriate solenoid valves in
the hydraulic unit are actuated.

The solenoid valves for the front and rear axle in the
hydraulic unit are actuated individually (4-channel control).
The individual, wheel-selective control of the braking force at
the front and rear axle enables considerably shorter braking
distances, especially on different and varying road surfaces
or when braking in curves.

ABD and ASC

A - Braking and lateral force
With PSM, longitudinal dynamics control during acceleration B - Traction slippage in % (0 = rolling freely, 100 = locked)
is similar to that familiar from “traction control”. The C - Optimum friction factor
implementation of E-throttle with its active throttle control mB - Braking force
improves control comfort. mS - Lateral force

Functioning
If a speed differential between the two rear wheels is Notes
detected, the ABD function generates brake pressure at the
spinning wheel. As a result, the drive torque is directed to
the other wheel.

If both wheels now tend to spin, the DME control unit closes
the throttle until the engine torque matches the drive torque.
The ignition and injection can be manipulated to produce an
extreme reduction in engine torque.

Engine Drag-torque Control (EDC)

EDC prevents excessive traction slippage and locking of the

driving wheels during deceleration (trailing throttle). The
wheel speeds of the front and rear wheels are compared
with each other. If the rear wheels are subject to excessive
traction slippage, the throttle is opened slightly in order to
achieve the optimum friction between road and tires. The

1999 911 Carrera Service Information Page 4-13

Section 4
Running Gear

Driving Dynamics Control (DDC)

The PSM control unit determines the desired driving If the desired and actual driving direction deviate when the
direction, speed, and deceleration via a steering angle vehicle is understeered or oversteered, a countering torque
sensor, and the wheel speed via the wheel speed sensors. (yawing moment) is generated by braking the wheels on one
side of the vehicle. As a result, the vehicle is held in the
Using these input variables, the PSM control unit calculates desired driving direction, providing this is possible under the
the appropriate lateral acceleration and rotational speed of given physical conditions (road friction factors).
the vehicle about its vertical axis (yaw velocity). These vari-
ables are continuously compared with the signals from the With an understeering vehicle, the brake on the inside rear
lateral acceleration sensor, yaw velocity sensor (rotational wheel is applied. With an oversteering vehicle, the brake on
speed about the vertical axis), and the wheel speed sensors. the outside front wheel is applied.
The actual direction in which the vehicle is moving is
determined from these values and the deviation from the
direction of travel desired by the driver is determined.

e - Oversteering vehicle motion d - Understeering vehicle motion

a - Desired driving direction a - Desired driving direction

b - Braked wheel b - Braked wheel
c - Generated correction moment c - Generated correction moment

Page 4-14 1999 911 Carrera Service Information

 Section 4
Running Gear

Driving Dynamics Control (DDC) (cont’d)

If the braking functions used to stabilize the vehicle are insuf- To deliberately increase driving activity, the system can be
ficient, engine control intervention actions are performed. switched off using a switch in the center console. Similar to
The drive torque is adjusted such that the vehicle is system deactivation for traction control, the ABD (automatic
stabilized at optimum velocity. Reduction of the engine brake differential) continues to function even if the PSM has
torque is initiated in the required intensity by adjusting the been deactivated.
ignition. However, the ultimate comfort- and emission-
optimizing control activities are carried out by means of
throttle intervention. Intervention vis-á-vis injection is also
possible for extreme reductions in torque.

In the case of vehicles with Tiptronic S, reliable tracking is

additionally ensured by influencing gear shifting such that the
associated changes in wheel torque does not cause destabi-
lization of the vehicle condition.

Note
Control intervention by the PSM system may cause pulsation
at the brake pedal as well as a change in brake pedal posi- Deactivation of the system is indicated by the indicator
tion. lamps in the PSM switch and in the instrument cluster. The
vehicle control unit continues to monitor the yawing motion
In order to prevent unstable handling characteristics from of the vehicle. However, active intervention will only occur if
the outset, these brake pedal reactions may occur when the the driver actuates the brake pedal.
vehicle is braked as it approaches a curve.
4502 - Diagnosis
Tell-tale and Warning Lamps
The driver is informed of the PSM control activities by an All components such as sensors, solenoid valves, return
indicator lamp in the instrument cluster. pump, priming pump, and brake-light switch as well as all
functions are monitored by the control unit. If the fault detec-
tion function is triggered, after fault evaluation the ABS and
PSM are deactivated immediately after they have performed
their regulation tasks. The fault is permanently stored in the
fault memory. The fault memory can be read and deleted
using the Porsche System Tester 2. Other functions such as
actuation of the actuators, switching inputs, and system
check are possible. These functions are described in the
Technical Manual for the 911 Carrera.
1 - Tell-tale lamp for DDC, ASC, and ABD; color: yellow
Flashes when: DDC, ASC, ABD are active
2 - PSM safety lamp; color: yellow
Lights up when:
DDC is faulty
ABS is faulty
DDC is deactivated and ABD is active
3 - ABS safety lamp; color: yellow
Lights up when:
ABS is faulty

1999 911 Carrera Service Information Page 4-15

Section 4
Running Gear

Notes

Page 4-16 1999 911 Carrera Service Information

 Section 5
Body

Body Aerodynamics

Thanks to optimized construction and the use of the very To ensure good aerodynamics, the floor pan of the new 911
latest materials, the new 911 Carrera 4 also has an Carrera 4 from the front axle to just in front of the engine is
excellent body rigidity with a comparatively low body weight. also covered with three large polypropylene panels. The front
The torsional rigidity of the Coupe has increased by 49 % floor pan cover has 4 ventilation ducts allowing ventilation of
compared to the previous model (993) and by 33 % with the the front-axle final drive.
Cabriolet. It was possible to increase the flexural rigidity of
the Coupe by 82 % and of the Cabriolet by 17 % compared The aerodynamics is otherwise identical to that of the basic
to the previous models (993). 911 Carrera Coupe and Cabriolet models.

Here, Porsche’s special expertise in lightweight steel Notes

construction comes into effect. The practical benefits for the
customer are the top-quality visual appearance of the vehicle
as well as outstanding passive safety.

Special Modifications to The New 911 Carrera 4

Modifications compared to the basic 911 Carrera model vis-

á-vis the bodyshell, fuel tank, and spare wheel were
necessary to provide space for the front-axle final drive in
the front end of the vehicle.

Bodyshell

The complete bulkhead is made of 3 sections. In the upper

section, an additional plastic cover provides access to the
fuel level sensor which it conceals.

Luggage Compartment

Thanks to the horizontally stowed collapsible spare wheel

and its cover panel, the luggage compartment floor is com-
pletely flat. The luggage compartment itself has a volume of
100 l, a reduction of 23 liter compared to the previous
model.

The fuel tank is located in the effectively protected space

between the side members, rear wall of the luggage
compartment, bulkhead, and radiator tank.

1999 911 Carrera Service Information Page 5-1

Section 5
Body

Notes

Page 5-2 1999 911 Carrera Service Information

 Section 6
Body Equipment, Exterior

Body Equipment, Exterior

No new features/modifications have been implemented in the exterior body equipment for mid Model Year 1999. The
equipment is identical to that of the 911 Carrera, except for the “Carrera 4” logo. The “POSIP” side airbag is a standard fea-
ture of all model types.

1999 911 Carrera Service Information Page 6-1

Section 6
Body Equipment, Exterior

Notes

Page 6-2 1999 911 Carrera Service Information

 Section 7
Body Equipment, Interior

Body Equipment, Interior

The interior equipment of all model types is identical, except for the difference described below for the 911 Carrera 4.

• “Carrera 4” logo on the door sills.

1999 911 Carrera Service Information Page 7-1

Section 7
Body Equipment, Interior

Notes

Page 7-2 1999 911 Carrera Service Information

 Section 8
Heating & Air Conditioning

Heating & Air Conditining

No new features/modifications have been implemented in the heating/air-conditioning system of the 911 Carrera 4 for Model
Year 1999.

1999 911 Carrera Service Information Page 8-1

Section 8
Heating & Air Conditioning

Notes

Page 8-2 1999 911 Carrera Service Information

 Section 9
Electrical System

94 - Litronic The Litronic system has the following benefits:

The Litronic system with automatic dynamic headlight beam • The illumination is approximately double with around 30%
adjustment and headlight cleaning system (available only as less power consumption.
a combined package) will be offered as • More light in the region bordering the edge of the darkness
an optional extra for all 911 Carreras boundary, and homogenous illumination.
from mid Model Year 1999. • Improved lateral illumination.
• Improved color vision owing to higher color temperature of
The basis of this headlight is the Litronic light.
the “Litronic” of the previous • Improved high-beam illumination by raising the low beam.
model, the 911 Carrera • Raising and lowering of the headlight when braking and
(993). accelerating.

The Litronic system replaces the Generation of Electric Arc

conventional low-beam headlight.
The gas (xenon with metal oxides) in the D2S bulb must be
It comprises the PES (polyellipsoidal) headlight with gas-dis- ionized. This is achieved by applying a high voltage between
charge bulb (D2S bulb) and an electronic control unit. the two electrodes in the bulb. The required ignition voltage
can be up to 18 kV depending on the condition of the bulb.
9457 - Control Unit For Gas Discharge The ignition device supplies a superimposed high voltage of
at least 18 kV in the form of pulse ignition to the 400 V
The Litronic control unit is mounted to the rear cover of the supply voltage.
headlight unit.
If ignition is successful, the voltage applied to the bulb drops
to a lower value. The control unit detects the successful igni-
tion process and regulates arc generation. If ignition is not
detected, up to 10 further ignition pulses are generated
within max. 0.7 seconds and, in the case of ìnon-ignitionî the
Headlight Unit (with cover removed) power supply is switched off.

Lamp Operation

In continuous operation, the D2S bulb is powered with an AC

voltage of 400 Hz (square wave) to ensure that the gases
are mixed properly and that the electrodes are loaded
uniformly. The rated power output is 35 W. The lamp voltage
in continuous operation is approx. 68 V.

Safety
The left and right-hand headlights are not interdependent.
The headlight system itself is enclosed. All components
which carry a voltage higher than the operating voltage are
1 - Ignition device
inside the headlight. High voltage warning labels are
2 - Lamp plug
attached to the headlights, control units, and ignition device.
3 - Lamp socket (bayonet lock)
4 - Stepper motor
It is essential to follow the safety instructions given in the
5 - Parking light (H6W halogen bulb)
Technical Manual.
6 - high-beam headlight (H7 bulb)

1999 911 Carrera Service Information Page 9-1

Section 9
Electrical System

Automatic Dynamic Headlight Beam

Adjustment (AHBA)

1 - Control unit 4 - Drive motor (stepper motor in headlight)

2 - Angle sensor, front axle 5 - Headlight
3 - Angle sensor, rear axle 6 - Signals: wheel sensor, voltage supply for light

Functional Description

The dynamic headlight beam adjustment system contributes vehicle pitch is calculated from the sensor signals and the
to improving traffic safety. It automatically prevents position of the headlights is corrected. When the high-beam
oncoming traffic from being dazzled when the vehicle is headlight is switched on, the system functions normally.
accelerated and braked, or as a result of different load situa-
tions. Notes

The dynamic headlight beam regulation corrects the beam of

the headlights so that, when the low-beam headlight is
switched on, neither the vehicle load nor the dynamic
pitching motion of the vehicle can cause dazzling of
oncoming traffic. At the same time, the system ensures suf-
ficient range of vision which, in turn, relieves the driver.

The compression distances are measured via sensors at the

front and rear axle which are connected to the wheel suspen-
sion units on the left-hand side by means of pivoting levers
and intermediate linkages. The signals from these sensors
are then sent to the control unit. In the control unit, the sig-
nals are processed in a microprocessor and passed on to
the stepper motors as control signals. The headlight reflec-
tors are then moved accordingly.

Under normal driving conditions, interference signals which

are filtered out overlay the sensor signals as a result of road
conditions (bumpy roads). When the vehicle is stationary, the

Page 9-2 1999 911 Carrera Service Information

 Section 9
Electrical System

9494 - Drive Motor (stepper motor) High Beam (Litronic)

The headlight reflector is adjusted As with the standard 911 Carrera headlights, the high beam
by means of a permanent-magnet is produced with a conventional H7 bulb. Using the H7 bulb
2-phase stepper motor with integrated in combination with an improved reflector geometry, the new
linear drive. Litronic is able to generate a higher basic high-beam
luminosity. The improved reflector geometry is made
During the adjustment process, the stepper possible by a greater installation depth and the resulting
motor is supplied with operating current. As soon as the increase in spatial angle enclosing the light source.
motor has reached its target position, the operating current
is switched to holding current. The raising of the low-beam headlight when the high-beam
light is switched on makes a major contribution to the
Since the stepper motor does not issue any feedback signal, improvement. This system patented by Porsche is possible
it is moved in low-beam direction to a motor-internal stop in combination with the dynamic headlight beam adjustment
(basic position) whenever the ignition is switched on). system and is being used for the first time in this model.
In this position, the step counter inside the control unit is set When the high-beam headlight is switched on, the low-beam
to zero and the stepper motor is then moved to the current is raised by approx. 1.2 degrees (2%) in approx. 0.3 s by
target position. the stepper motors. The raised low-beam produces a very
homogenous and broad light cone which is especially benefi-
9479 - Angle Sensor For AHBA cial on winding roads.

The angle sensor contains a Hall-effect sensor which is acti- The halogen high-beam headlight has been optimized to pro-
vated by means of a swivel-type permanent magnet via duce a long-range light cone which is an advantage
a slot diaphragm. A voltage signal is especially in the case of straight-line driving at high speeds.
issued according to the position
of the rotary lever connected Headlight Cleaning Systems (Litronic)
to the magnet.
To prevent oncoming traffic being dazzled in the case of
Voltage supply: 5V dirty headlight lenses, the new Litronic is equipped with a
Measuring range: ± 35° headlight cleaning system as standard. This system is espe-
Output signal: 0,5 V - 4,5 V cially required due to the high luminous power of the
Current consumption: 10 mA headlights.

9498 - Control Unit For AHBA Sequence Control

The control unit is attached under the right-hand side of the The system functions are triggered by the following input sig-
dashboard. It is adapted to different vehicle types by means nals:
of programming vehicle- specific parameters using the
Porsche System Tester2. • Ignition “On” (term. 15)
• Low-beam headlights (term. 56 b) or parking lights (term. 58)
• High-beam headlights (term. 56 a)
• Wheel-speed sensor signal (velocity signal)

Ignition “On”
When the ignition is switched on, the stepper motors are set
to their default positions, i.e. the motor moves the reflector
to its maximum low-beam position.

1999 911 Carrera Service Information Page 9-3

Section 9
Electrical System

Sequence Control (cont’d) side turn indicator lamps are fitted with yellow bulbs and a
white cover glass. As a result, the turn indicator lights
Low-beam Headlights “On” appear white in color, but when illuminated have the
When the low-beam parking light is switched on, the control standard turn indicator color, yellow. The rear turn indicator
unit switches to normal operating status, i.e. the stepper glasses have a gray tint and the bulbs which they cover are
motors are actuated according to the compression values yellow.
detected by the sensors.
Interior-lighting Control
High-beam Headlights “On” The interior lighting is no longer switched on when the door
While the high-beam headlights are switched on, the low- is opened, but rather when the ignition key is removed from
beam headlights are raised by a fixed amount (approx. the ignition lock. This new feature also changes the index in
1.2°=2%). The headlight beam adjustment function is the alarm system/immobilizer control units. The control units
unaffected. are compatible and can be installed in vehicles before mid
Model Year 1999.
Wheel-speed Sensor Signal
The velocity signal influences the dynamic behavior of the Diagnosis
headlight beam adjustment system.
It is possible to diagnose the control unit for the headlight
System Faults beam adjustment system. Diagnosis can be carried out
If a fault occurs, the headlights are moved to a safety posi- using the Porsche System Tester 2 (from software version
tion (- 1.5%), i.e. 0.5% below the default setting. The system 4.0).
is deactivated until the ignition is switched on again.
The following diagnosis functions are provided:
Headlight Operation For Left-hand/Right-hand Traffic
In order to avoid dazzling oncoming road-users when driving • Identification
in countries with right- or left-hand traffic, a diaphragm in the • Fault memory
low-beam headlights (Litronic) can be positioned for the Up to 8 possible fault types can be stored
respective traffic system. • Delete fault memory
• Actual values
The positioning lever is on the Sensor voltage, compression 1 (front)
PES reflector of the low-beam Sensor voltage, compression 2 (rear)
headlight and can be accessed Terminal 15
when the rear cover has been Terminal 56 B
removed. No masking film has to Compression 1 (front)
be attached to the headlight covers. Compression 2 (rear)
Velocity, ABS
Turn Indicator Lamps High-beam headlight
• Actuators
From mid Model Year 1999, all 911 Carrera vehicles will be Drive motors at maximum position
fitted with white turn indicator lamps at the front and side, Drive motors at middle position
and white-gray turn indicator lamps at the rear. Drive motors at minimum position
• Coding
Exception USA: Vehicle type
The side turn indicators will remain yellow. This measure rep- • Calibration
resents a fundamental difference between the 911 and Note: The headlights must be adjusted after calibration is
Boxster model series. The white indicator bulbs of the front carried out
turn indicator lamps are fitted with yellow collimating lenses
(Fresnell lens housing) and a white covering glass, and the

Page 9-4 1999 911 Carrera Service Information

 Section 9
Electrical System

Diagnosis (cont’d) adapts to the brightness of the surroundings. A section in

the front panel is folded down to allow cassettes and CDs to
Fault Recognition For Customer be inserted. The sound and loudness characteristics of
every radio are perfectly adapted to the loudspeakers and
• No basic setting for “Ignition On”. When the low-beam the interior of the vehicle. The speed-dependent volume con-
headlights are switched on, the reflector is not moved. The trol increases or reduces the volume automatically.
adjusting motor remains at its previous position (fault in
motor circuit) CR 220 Radio/Cassette Player
• When the high-beam headlights are switched on, the low-
beam headlights are not raised (fault in sensor circuit) A completely new radio/cassette player to meet the highest
demands. It has a double tuner for RDS Diversity
9120 - Radio (undetectable retuning to the strongest frequency or the
From mid Model Year 1999, a completely new range of selected station). 50 memory slots are available for FM and
radios will be available alongside the PCM for the entire AM. The station with the strongest signal is shown on the
model series. As before, the supplier will be the company display. Four 30 watt output modules provide the necessary
“Becker”. power. The volume can be controlled in the conventional way
using a rotary knob on the left-hand side of the unit. The
Basic changes to the new radio generation auto-reverse cassette drive has a title search function as
well as Dolby B and C.
• All radios have a new, standardized design with two rotary
knobs, one of which controls the volume. CDR 220 Radio/CD Player

New Radio Design The functions are identical to those for the CR 220, but also
has a CD player instead of a cassette player. Exemplary fea-
ture: The ìlast address memoryî function enables the CD
player to be started at exactly the place where playback was
stopped beforehand. The display shows the title and artist if
this is stored on the CD. Additional connection for CD
changer.

The Radios Available From Mid Model Year 1999

• M 322 Porsche CR 220, Cassette player for USA
• M 696 Porsche CDR 220, CD player for USA

The Porsche Audio Systems

The audio systems have been completely revised. The new

design with its larger display and well-conceived menu-
assisted operation further improves functionality and
user-friendliness. You operate the unit using buttons and
rotary knobs which all have self-explanatory functions. All
units have security codes, a detachable control panel as well
as a flashing LED which is activated when the ignition key is
removed from the ignition lock.

The display is coupled with the instrument illumination and

can be dimmed. Its color is the same as the instruments and

1999 911 Carrera Service Information Page 9-5

Section 9
Electrical System

Notes

Page 9-6 1999 911 Carrera Service Information