So Is This gonna be iPhone 5?!

Interesting screenshots from 9to5mac. Some of the screenshots seem to depict an iPhone with a 4-inch screen.
Nuance is widely believed to be working deeply with Apple on their speech recognition technology but this is a third party app so the chances are slim that SpeechTrans knows something.  Maybe they just pasted screenshots that were too big on their App..Another beauty below:

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Monster Beats by Dr. Dre High-Definition Studio Headphones-red For Sale

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Porsche Cayenne S Titanium (2006)

Porsche Cayenne S Titanium Edition was designed specifically for the U.S. and Canadian markets. The V-8 powered Porsche Cayenne S Titanium Edition is a sharp new addition to the Porsche Cayenne lineup of sporting SUVs, and features titanium-colored trim, exclusive exterior and interior finishes, and the Cayenne's most popular options as standard equipment. The Porsche Cayenne S Titanium Edition provides this additional content at a price point approximately 10 percent lower than a comparably equipped Cayenne S. The newest Porsche SUV draws it moniker from the "Titanium Metallic" trim which is exclusive to the model. The exterior trim pieces which receive a finish in this subtle metallic hue include the roof spoiler, the frame and lower portion of the side mirrors, the front air inlets, window frames including the B- and C-pillars, door handles (with a body-color inlay), door-sill trim and the Cayenne S logo.
The Porsche Cayenne S Titanium Edition is available in four distinct exterior colors, including two which are exclusive to the new model: "Pure Red" is a vibrant and overtly sporting shade, and "Iceland Silver Metallic" is a classic light silver tinged with cool blue. The Porsche Cayenne S Titanium Edition is also be available in "Black" and "Marine Blue Metallic." Along with the door handle inlays, each Porsche Cayenne S Titanium Edition features body-colored rocker-panel extensions, helping frame the standard 19-inch wheels coated in a Titanium Metallic finish. Also standard are fourpipe- look chrome exhaust tips, and 20-inch SportTechno wheels with a titanium-color finish are optional.

 

The interior receives equal attention, as the cabin of each Porsche Cayenne S Titanium Edition features an exclusive two-tone design. The two color combinations are "Black/Sand Beige" and "Black/Steel Grey," with the dark finish covering the center sections of the seats and headrests, the floormats, the upper dashboard and door trim panels, the steering wheel rim and steering column, the front of the center console and the luggage compartment cover. In keeping with the model's metallic theme, the instrument cluster dials have a metal-look finish, and the stainless-steel door-entry guards are embossed with the "Cayenne S titanium" logo.
Contributing to its stylish-value theme, the Porsche Cayenne S Titanium Edition provides as standard equipment the most popular options fitted to vehicles in the North American market. These include Bi-Xenon headlights with dynamically controlled cornering lights, Porsche Communication Management (PCM) with DVD/GPS based navigation, and an electric tilting/sliding glass moonroof.
Like the Cayenne S, the Porsche Cayenne S Titanium Edition is propelled by a 340-horsepower, 4.5-liter V-8. Mated to the standard six-speed Tiptronic S automatic transmission, the Porsche Cayenne S Titanium Edition can sprint from a standstill to 60 mph (96 km/h) in only 6.8 seconds. The Porsche Cayenne S Titanium Edition can reach 99 mph (160 km/h) in just 16.8 seconds, and has a top track speed of 150 mph (242 km/h).
Like all of Porsche's vehicles, the Cayenne possesses amazingly athletic capabilities, and thanks to the standard all-wheel-drive and Porsche Traction Management, these capabilities are not limited to paved roads. While many SUVs have an inherent tendency towards nose-heavy handling characteristics, Porsche engineers direct the majority of the V-8 engine's torque (62 percent) to the rear wheels. This provides all Cayenne models with handling dynamics more in line with Porsche's rear-drive sports cars, setting it apart in the SUV marketplace. These traits are so sought after by enthusiast drivers that the Cayenne has become the best selling of all Porsche models.
The Porsche Cayenne S Titanium Edition went on sale in the U.S. and Canada in July 2006. Pricing for the new model in the U.S. and Canada is $64,900 (USD) and $89,800 (CAD) respectively.

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Porsche Boxster (2006)

With powerful engines purposely positioned immediately behind the driver's and passenger's seats to optimize the outstanding balance of an especially athletic chassis, the 2006 Porsche Boxster and 2006 Porsche Boxster S satisfy enthusiast drivers with exceptional levels of dynamic capabilities. At the same time, Porsche's roadsters provide styling that is thoroughly modern while carrying forward cues from the company's rich heritage.
Thoroughly modern, but with a strong nod to heritage
The roadsters' design theme draws heavily on such famous and historic Porsche racecars as the 550 Spyder and the RS60, vehicles that beat larger and more powerful competitors in the heyday of international sports car racing. However, the 2006 Porsche Boxster and 2006 Porsche Boxster S are modern in every way. For example, they were the first roadsters produced with standard side airbags coupled with separate airbags that help protect occupants' heads.
They also share 911 and even Porsche Carrera GT design elements, especially when it comes to aerodynamics designed to enhance road-holding dexterity and high-speed stability.
Porsche Boxster: Boxer engine, Roadster structure
The Porsche Boxster takes its name from its horizontally opposed "boxer" six-cylinder engine architecture and its classic, two-seat, open-air "roadster" chassis structure.

 

While the driving experience certainly is enhanced by being exposed to the elements, all Porsche Boxster and Boxster S models come with an electronically powered convertible roof that can be open or closed even while the vehicle is in motion.
From concept vehicle to production sports car
The Porsche Boxster made its debut as a show-stopping concept car unveiled at the North American International Auto Show at Detroit in 1993. The car drew such sustained praise that Porsche undertook development of a production model that launched in 1997. For the 2005 model year, the Porsche Boxster and the even more powerful and dynamic Porsche Boxster S were redesigned both in styling and engineering.
For the 2006 model year, the Porsche Boxster and Porsche Boxster S offer new features such as an optional tire-pressure monitoring system, the two-stage front airbag technology, and optional enhancements to the available navigation system including an electronic logbook feature that can record mileage, journey length, date and time, as well as the starting point and destination address for any or every trip.
Unchanged are such Porsche Boxster and Boxster S strengths as their powerful engines, versatile transmissions, strong yet nimble steering and suspension, and their roomy and well-equipped passenger compartment with a roof that opens or closes at the touch of a button.
Power and control
For the second year of production of this second Porsche Boxster and Porsche Boxster S generation, the sports cars continue to provide powertrains that are more powerful yet extremely fuel-efficient, thanks in part to five- and six-speed manual transmissions with short, crisp gear changes and the famous Tiptronic® S automatic gearbox.
But power without control can be foolhardy, so the 2006 Porsche Boxster and 2006 Porsche Boxster S are equipped with variable-ratio steering, precisely tuned and athletic suspension, large wheels and tires — and brakes — as well as Porsche Stability Management (PSM) technology as standard equipment.
Also standard on all 2006 Porsche Boxster and 2006 Porsche Boxster S models is a surprisingly roomy — and very well equipped — cockpit for the driver and passenger, as well as two trunks: one in the front of the vehicle, and another behind the engine.
New for the 2006 model year
Several features enhance the newest version of the Porsche Boxster and Porsche Boxster S.

• Two-stage front airbag technology as standard equipment. Both front airbags use an organic-based propellant that not only makes them lighter and more compact, but easier to recycle as well. The passenger seat also features weight sensors that automatically switch off the passenger airbag when child seats are detected. The front airbags are augmented by a side-impact protection system featuring side airbags integrated into the front seats that work in tandem with airbags that deploy upward from their housings in the door windowsills to help protect occupants' heads.
• An updated Porsche Communication Management (PCM) system that can now play MP3 encoded CDs through the CD unit.
• A new available exterior color: Forest Green Metallic (replacing Dark Teal Metallic, which is now a special order color).
• Another new safety feature is the optional tire-pressure monitoring system. Wheel sensors constantly monitor the air pressure in each tire and alert the driver with two warnings. A "gentle" warning in white text appears on the digital display within the tachometer if air pressure drops by more than 2.9 psi but less than 5.8 psi. This warning appears for 10 seconds each time the car is started. A "stern" warning is displayed in red text on the tachometer's digital display if air pressure drops more than 5.8 psi or if pressure is falling by more than 2.9 psi per minute. This warning appears as soon as the respective values are exceeded, whether the vehicle is stationary or moving.
• Also as optional equipment, an electronic logbook feature can be added to the Porsche Communications Management system. The logbook allows automatic recording of mileage, journey length, date and time as well as the starting point and destination address for any or every trip. Also optional is an extended navigation module that includes "back-trace" technology so you can find your way back to your starting point even when the roads you travel may not appear on the navigation system map.
• In the first quarter of 2006, the Porsche Exclusive option program will offer a new SportDesign exterior body trim package. Other options include 19-inch Carrera Sport wheels, an aluminumlook multi-function steering wheel, aluminum gearshift and handbrake levers, a steering column with leather trim, and sport seat backrests finished with either body-colored leather or with an aluminum-look material.

Of course, the options list continues to offer such Porsche exclusives as Porsche Active Suspension Management (PASM) and the Porsche Sports Chrono Package, while the Porsche Boxster S can be fitted with Porsche Composite Ceramic Brakes (PCCB®) that significantly reduce unsprung weight.
The total package approach
For the 2006 Porsche Boxster and 2006 Porsche Boxster S, Porsche engineers and designers took a total package approach to properly match powertrain, steering, suspension, braking, structure, aerodynamics and even component cooling to provide the enhanced dynamic capabilities and safety expected by enthusiast drivers.
More power more efficiently
The 2006 Porsche Boxster draws its power from Porsche's 2.7-liter, horizontally opposed "flat" six-cylinder "boxer" engine while the 2006 Porsche Boxster S is propelled by a 3.2-liter engine that shares the basic architecture but features enhancements to provide substantially more power.
The 2.7-liter engine provides 240 (SAE) horsepower and 199 pound-feet of torque, enough to accelerate the 2006 Porsche Boxster from a standing start to 60 miles per hour (96 km/h) in less than six seconds and on to a top track speed of 159 mph (256 km/h).
The 3.2-liter engine pumps out 280 (SAE) horsepower and 236 pound-feet of torque, pushing the 2006 Porsche Boxster S to 60 mph in a mere 5.2 seconds on its way to a top test-track speed of 167 mph (268 km/h).
The engines show their real strength in the low-to-middle section of the rev range, where they provide optimum power for passing. This is accomplished by maximizing available torque, in large part through precise management of airflow from the air filter all the way through the exhaust tips.
Thus the driver of the 2006 Porsche Boxster can stand on the throttle in fourth gear and even without downshifting experience acceleration from 50 mph (80 km/h) to 75 (120 km/h) in less than seven seconds. In this same maneuver, the car can continue on, doubling its speed from 62 mph (100 km/h) to nearly 124 (200 km/h) in just 22.5 seconds.
Meanwhile, in the Porsche Boxster S, this same exercise — and now done in an even higher gear, fifth — results in a passing sprint of just 6.8 seconds and the car needs only 19.4 seconds to leap from 62 mph (100 km/h) to double that speed.
Of course, the enthusiast driver would make a downshift to make use of lower gears' even stronger torque output, the Porsche engineers test every driving variation during vehicle development and the figures above underscore the strength of the Porsche Boxster and Boxster S engines.
Porsche Boxster engine essentials
Both the 2006 Porsche Boxster and the 2006 Porsche Boxster S engines have four-valves per cylinder, with hydraulic valve play compensation, cylinder-specific knock control and separate coils with solid-state high-voltage distributor systems.
Cylinder head units comprise three parts: the actual cylinder head complete with valves, the cup tappet housing with hydraulic cup tappets, and the cylinder head cover.
Porsche's VarioCam® camshaft adjust technology assures maximum power on minimum fuel consumption and exhaust emissions in both city and highway driving.
To enhance the performance of its smallest engine, Porsche engineers equip the 2.7-liter Boxster engine with a special aluminum crankshaft bearing bridge built with strong, thick bearing shells. This technology shaves 12 pounds of weight when compared to a bridge that uses cast-iron inserts.
Where's the dipstick?
Boxster engines feature integrated dry-sump lubrication with two reflow pumps drawing oil from the cylinder heads and with a separate pump supplying oil to engine lubrication points. This setup assures optimum oil supply even under the extreme dynamic conditions of high lateral acceleration. The system also is so precise in monitoring oil that the engines need no dipstick; the electronic monitor measures the oil level and displays the result on the instrument cluster.
Air control produces power
A large air filter significantly minimizes counter pressures and facilitates air intake while, in wet conditions, minimizes any precipitation that might otherwise splash into the intake manifold.
The 2.7- and 3.2-liter engines have large intake manifolds that feature a two-chamber pipe with its distributor flap moved downstream between the cylinder banks.
With the flap closed, the banks draw air separately and the engine operates like a "double" threecylinder powerplant. At low speeds this significantly increases torque, providing greater boost from as little as 1,500 rpm.
Starting around 3,000 rpm in the Porsche Boxster and 3,500 in the Porsche Boxster S, the flap closes again and a flap in the second pipe opens, generating extra power though a resonance charge effect.
Above 5,600 rpm in the Boxster and 5,400 in the Boxster S, both flaps open to provide maximum airflow. As a result, maximum torque — 199 pound-feet in the Porsche Boxster and 236 pound-feet in the Boxster S — is available from 4,700 to 6,000 rpm.
The Porsche Boxster S gets a multi-section manifold with equal length exhaust pipes for each cylinder improving the charge cycle and boosting engine output.
On both versions of the Boxster, Porsche's patented and heat-resistant woven-steel cushions reduce engine vibration and special bearings, designed to limit the transmission of vibrations to the Porsche Boxster's body, connect the exhaust system to the engine.
The exhaust systems feature pipes with thin walls but large cross sections to move gases more directly to the mufflers while reducing counter pressures and allowing the engine to exhale more efficiently. To reduce emissions, Porsche uses small pre-catalysts and fits them directly to the exhaust manifold so they heat more quickly and thus achieve their maximum efficiency more quickly. The main catalysts are integrated to the mufflers. While this exhaust system is complex, it also is light in weight and thus enhances vehicle dynamic capabilities while still enabling both the 2006 Porsche Boxster and 2006 Porsche Boxster S to meet the U.S. government's LEV (low-emission vehicle) II emission standards.
The Porsche Boxster has a large, oval-shaped central exhaust tip while the Boxster S exhales through twin round pipes mounted at the center of the lower rear fascia. Careful airflow management from intake through exhaust also allows fine-tuning of the audible emissions from the 2006 Porsche Boxster and 2006 Porsche Boxster S. Both cars produce pleasingly muscular and powerful tones that underscore powertrain performance.
Gearing up the Porsche Boxster and Boxster S
The 2006 Porsche Boxster employs a standard five-speed manual gearbox and can be optioned with the six-speed manual that is standard equipment on the 2006 Porsche Boxster S.
Compared to the manual gearbox used through the 2004 model year, shift travel is reduced by some 26 percent and enhanced synchromesh makes those shifts go even more smoothly. Gearing was revised to match the larger standard rear wheels used on second-generation Boxsters.
The six-speed manual was built especially for the Porsche Boxster S and, like the five-speed manual, has reinforced synchromesh rings on all gears. Multiple synchomesh assures quick and easy shifts even with short shifter travel, so the five-speed manual features triple synchromesh on first gear and double synchomesh on second. The six-speed has triple synchomesh on first and second gears and double synchromesh on third, fourth, fifth and sixth.
As on the 911 Carrera, the synchromesh rings in first and second gear on both Boxster manuals have a wear-proof carbon coating.
Upgraded Tiptronic S
Optional on either the 2006 Boxster or 2006 Boxster S is Porsche's Tiptronic S fivespeed automatic transmission that allows for manual gear changing by way of the shift lever on the center console or via fingertip controls located on the crossbar of the steering wheel.
For the second-generation Boxsters, Tiptronic S was upgraded to match the roadsters' more powerful engines. In addition, the gearbox and its electronic controls were retuned to better recognize uphill and downhill gradients and to prevent unwanted up shifts.
Variable-ratio steering
The Porsche Boxster and Boxster S come with standard variable-ratio rack-and-pinion steering that helps enhance their agility on winding roads while helping maintain stability at higher speeds.
When the steering wheel is within 15 degrees of its on-center position, the steering ratio remains similar to that used on the first-generation Porsche Boxster. This assures a smooth and calm driving experience, even on rough surfaces.
However, when the steering wheel angle exceeds 15 degrees from center, the ratio becomes more direct, reducing lock-to-lock and giving the driver better control on winding roads as well as in slow-speed maneuvers, such as when parallel parking.
Even with its wide tires, the Porsche Boxster offers a turning circle of only 36.4 feet (11.1 meters).
Wide track is part of enhanced front suspension
While the Porsche Boxster and Boxster S ride on the same basic suspension geometry that made the first generation so much fun to drive, the entire system was updated and components optimized to be lightweight yet strong.
Each of the four wheels is independently mounted on a Porsche-optimized MacPherson strut/spring suspension arrangement with longitudinal and transverse control arms. This system assures precise wheel control as well as a comfortable ride.
For the second-generation Porsche Boxster, front suspension geometry was updated to provide even better protection in an offset frontal collision. Porsche engineers widened the front axle by 0.59 inches (15 mm) on either side, moving axle pivot points outward and widening the car's track by up to 1.38 inches (35 mm) in front and 0.95 inches (24 mm) in the rear, depending on the wheel and tire package. Additionally, the use of pressure-cast aluminum reduced the axle crossbar weight.
Lighter but stronger aluminum pivot bearings enhance steering precision and handling of high lateral forces. They also provide better airflow for brake cooling.
To deal with the cars' increased power and torque, wheel bearings were increased to 3.15 inches (80 mm) in diameter. These bearings are stiffer and, thanks to a multi-pole seal with a magnetic layer that generates speed pulses, they perform the function formerly handled by anti-lock brake pulse rings.
A hydraulic bearing replaced a conventional rubber/metal bearing to connect longitudinal and transverse suspension arms. This provides an even more comfortable ride by absorbing vibrations caused by rough road surfaces.
Porsche engineers also reset springs, shocks and other suspension components to match the chassis, wheel and tire package, assuring an extremely dynamic driving experience without any damper to ride comfort.
Rear suspension: stiff but light
Engineers set a target of putting the second-generation Porsche Boxster and Boxster S on a rear suspension that is stronger but lighter while increasing transverse stiffness so the car can deal with higher forces of lateral acceleration while providing extremely comfortable ride quality.
One significant change was using pressure-cast aluminum for the carrier element on the rear suspension subframe. This change reduced weight by more than two pounds (nearly one kilogram).
Axle kinematics and the tie bar mount were optimized to improve response and agility.
Long, two-sleeve shock absorbers enhance camber stiffness and vehicle response. A longer pivot lever on the aluminum wheel mount provides more precise wheel control. Camber stiffness also was improved — by 30 percent — and hollow casting of the wheel mount reduced weight another 2.6 pounds (1.2 kilograms).
New-generation tires wrap large wheels
Second-generation Boxsters ride on 17-inch wheels and the Boxster S comes standard with 18-inch wheels. Optional on either vehicle are 19-inch rims. Porsche Boxster and Boxster S wheels are strong but lightweight, thanks to a flow-forming process.
The Porsche Boxster comes with wheels that feature a forked, five-spoke design. Wheels are 6.5 inches wide in front and eight inches wide in the rear. All tires are Z-rated radials, 205/55 aspect in front and 235/50 in the rear.
The Porsche Boxster S rides also rides on forked, five-spoke wheels, though the design is different from the Boxster pattern. The front wheels are eight inches wide and the rears are nine inches wide. Tires are 235/40 aspect in front and 265/40 in the rear.
Three 19-inch wheels are available as options. All are eight inches wide in front and 9.5 inches wide on the rear axles. The larger wheels enhance vehicle dynamics and also shorten stopping distances.
Latest-generation tires are designed to handle the increased dynamic forces the cars are capable of generating while providing a comfortable yet athletic ride.
Spare tire would add unnecessary weight
To save 22 pounds (10 kilograms) per car, and to provide additional room for luggage, the Porsche Boxster and Boxster S are not equipped with a spare tire or a jack for changing tires. Instead, the cars have an electrical air compressor and emergency tire sealant. Damage, such as that caused by a nail in the tread, can be temporarily repaired by using the tire sealant and re-inflating the tire.
Porsche reminds drivers not to exceed 50 mph (80 km/h) on a tire with a temporary repair and to have the tire replaced or professionally repaired as quickly as possible.
Enhanced braking system
The Porsche Boxster and Boxster S are equipped with cross-drilled disc brakes at each wheel. Like all Porsche vehicles, brakes undergo extreme testing both for stopping power, durability and resistance to fading.
On the Porsche Boxster, front brakes are 11.73 inches (298 mm) in diameter and 0.94 inches (24 mm) thick while the rear brakes are 11.77 inches (299 mm) across and 0.79 inches (20 mm) thick.
The more powerful Porsche Boxster S gets even larger front brakes: 12.52 inches (318 mm) by 1.1 inches (28 mm) while the rear brakes are 11.77 inches (299 mm) by 0.94 inches (24 mm) thick.
Both cars have four-piston aluminum monobloc calipers and anti-lock braking technology.
To reduce the force required on the brake pedal and to expedite brake response, brake power assist was boosted by 18 percent on the second-generation cars and provides a consistent, fatigue-free and spontaneous response.
The Porsche Boxster and Boxster S use a mechanically driven vacuum pump that supplies pressure to the brake servo instead of a conventional suction jet pump within the engine intake manifold. Driven by the exhaust cam on the right-hand cylinder bank, the pump provides a high and consistent level of power, even in low ambient air pressure or high altitude conditions and during highly dynamic driving conditions under mostly open throttle.
Porsche Ceramic Composite Brakes available
Optional on the Porsche Boxster S are Porsche Ceramic Composite Brakes (PCCB). Because of their exceptional performance in extreme conditions, ceramic composite brakes were developed for use in high-level motorsports competition. Porsche was the first automaker to apply them for road use, where they are standard equipment on vehicles such as the Porsche Carrera GT and Porsche 911 Turbo S.
Instead of metal, the 13.78-inch (350 mm) brake discs are a ceramic material that provides high and consistent levels of friction during application. They also weigh approximately 50 percent less than metal discs and thus reduce unsprung mass by 34.4 pounds (15.6 kg) per car.
The newest generation of Porsche Ceramic Composite Brakes is even more rigid, yet includes more interior cooling ducts. Fiber reinforcement on the friction surface is increased, significantly enhancing resistance to abrasion under high loads.
Porsche Active Suspension Management available
Porsche introduced PASM — Porsche Active Suspension Management — technology on the 2005 911 Carrera, and this system also is available as an option on the Boxster and Boxster S. PASM provides two suspensions in one: a sporting but comfortable setup for normal use and a very dynamic setup for performance-driving situations.
By pressing a button on the center console, the driver can switch from PASM "Normal" to PASM "Sport." This lowers the car by 0.39 inches (10 mm) and activates a firmer damper control map to provide extreme agility and dynamic control that minimizes body roll.
In testing at Germany's famous Nürburgring racing circuit, a Porsche 911 Carrera equipped with PASM and set in the Sport mode produced lap times an average of five seconds faster than with the standard suspension setup. But there are advantages to PASM even when left in its normal setting because it automatically adjusts to changes in driving style, gradually becoming firmer in response to greater dynamic forces.
The PASM system combines continuously adjustable shock absorbers, a pair of accelerometers — one in the front right damper dome, the other in the left rear — that determine vertical movements of the car's body, and an electronic control unit that also has access to steering angle, road speed, brake pressure and engine torque figures. This provides optimum damper control for each wheel with active dampers that have a similar structure as standard shocks, providing damping with oil pressure, but also a bypass valve that opens and closes to increase or reduce the oil flow as needed.
Should the system fail, the bypass valve automatically closes, putting PASM into its hardest position to assure the safety dynamic driving mode.
Dynamic modules for nearly any driving situation
PASM is equipped with five special software modules — lane change, vertical control, lateral acceleration, brake and load change - to provide optimum settings for many driving conditions:

• Lane change module: In response to rapid movements of the steering wheel in a sudden maneuver, the system instantaneously increases damper forces on both axles, reducing any tendency toward sway or rocking.
• Vertical control module: In the normal program, damper forces increase whenever vertical movement of the car's body exceed a threshold, for example, when driving on a bumpy surface. This prevents any risk of the body starting to rock. However, when in the sport program, the system reduces the damping effect to maintain wheel contact with a rough surface, preventing the risk of the car "jumping" around.
• Lateral acceleration module: In the normal program, damping varies through a curve, adjusting with road speed and lateral acceleration.
• Brake module: As soon as the driver applies the brakes, PASM firms damping to reduce body dive, ensuring faster transmission of brake forces to the road. Then, at a certain point in the braking process, the system switches to softer damping, with different forces applied in the front and rear of the car. This ensures better surface contact and shortens stopping distances, even on rough roads.
• Load change module: In all-out acceleration, with the driver lifting off the accelerator while shifting gears, the control maps are adjusted for the front and rear axles. In the normal mode, harder damping is used briefly to prevent too much squat. In the sports mode, a softer damper response is used to improve traction, for example, on a rough road surface.

Porsche Stability Management is standard equipment
All second-generation Porsche Boxster and Boxster S models are equipped with enhanced Porsche Stability Management (PSM) as standard equipment. PSM is a computerized system that uses the sensors for ABS (anti-lock braking), ASC (anti-spin control), EDC (engine drag control) and ABD (automatic brake differential) and intervenes to help the driver keep the car on its intended path rather than sliding too far sideways, say in a fast and tight turn.
To provide the driver with more latitude in slower curves, PSM intervenes later when the vehicle is traveling at a rate of approximately 45 miles per hour (70 km/h).
The driver can deactivate the system with a switch and the system stays off until the driver applies the brakes. However, with enhanced PSM, the system doesn't reactivate until the driver presses firmly on the brakes, reaching the ABS threshold on at least one front wheel. For the enthusiast driver, this change allows more dynamic freedom, including slight use of the brakes in curves.
Sport Chrono Package
Available as an option on the Porsche Boxster and Boxster S is the Sport Chrono Package that allows the driver to engage more aggressively set electronic management system control maps. This feature also includes a separate stopwatch gauge on top of the instrument panel.
By pressing a button on the center console, the driver engages Sports Chrono to take driving dynamics to a standard never before available. The Sports Chrono options effect changes to the gas pedal control lines, engine speed limiter, engine throttle butterfly, PSM, PASM and Tiptronic S.
When the Sports telltale lights up on the center portion of the gauge cluster, the driver knows that the E-gas control line has switched to a steeper configuration that puts the Tiptronic S in its manual mode, thus the throttle butterfly responds more quickly to movements of the gas pedal and the driver enjoys even more spontaneous response from the engine. Should the driver keep the accelerator pedal fully depressed without shifting gears, the engine speed limiter in gears 1-5 intervenes far more abruptly than in routine driving. Shifts become less oriented to comfort and the throttle butterfly closes faster when the driver lifts off the accelerator pedal, thus providing a more dynamic driving experience, more similar to the feedback a racer gets from a car on the track.
The operation and intervention of PSM also changes to provide greater agility. For example, when accelerating out of turn in the Sports mode, higher anti-spin control thresholds allow more slip from the rear wheels. This can result in even faster acceleration because PSM does not intervene as quickly.
Likewise, other PSM thresholds, such as those that control the anti-lock braking system, are raised to a level that allows more dynamic control by the driver before the system intervenes. And the particularly skilled driver retains the option of switching off the PSM system and taking full manual control of the car's dynamic direction.
If so equipped, PASM also switches automatically when needed to a sports program that provides firmer suspension settings, reducing even further any body lean through corners and enhancing contact between the tires and the road surface. However, there are circumstances, such as on wet or snowy roads, in which an aggressive driver knows that a "softer" suspension setting can enhance traction and the PASM button can be pushed to put the car in its normal setting even when the sports mode is active.
The "Chrono" feature includes a stopwatch and lap-counting function. So the driver can graphically verify the improved dynamics of the second-generation Boxster and Boxster S, the driver can push a stalk attached to the left side of the steering column to record various route segment times, which can be reviewed graphically on the optional Porsche Communications Management (PCM) system screen.
At Porsche, form always follows function
Form follows function at Porsche and the 2006 Boxster and 2006 Boxster S are faithful to that philosophy.
Just as the venerable Porsche 911 has retained its basic silhouette for more than 40 years, so the second-generation Porsche Boxster was extensively redesigned while retaining its basic shape and well-balanced proportions. Porsche prefers to focus on the fine points of improving its vehicles rather than investing in wholesale styling changes.
One focus of the design was enhanced aerodynamics — both for cooling and for enhanced vehicle dynamics.
Slicing through the air
Although the frontal area increased with the second-generation of the mid-engine Porsche roadsters, designers and engineers worked hard to reduce the coefficient of drag and the results were dramatic.
The Porsche Boxster's figures dropped to 0.29 and the Boxster S to 0.30 despite a wider stance, enlarged wheel wells to cover larger wheels and tires, a muscular bulge replacing the former concave body sides, enlarged functional side scoops in each rear quarter panel, and, to accommodate taller drivers and occupants, a redesigned supplemental safety bar and a reshaped convertible top.
Carefully profiled A pillars, Carrera GT-style side mirrors, a new rear spoiler and a fully covered under tray help the roadsters cut even more cleanly through the air. In addition to reducing drag, lift was minimized at both ends of the car. As a result, the top speeds the Boxster and Boxster S can achieve on the test track increased, as did high-speed stability.
Keeping cool
Clever and effective engineering devised ways to incorporate enhanced cooling for the engine, transmission and brakes.
Two large inlets for cooling air characterize the front air dams of the Porsche Boxster and Boxster S. Boxsters have a pair of front radiators, with a third unit added for the Boxster S.
To maximize cooling, ram air flaps were integrated into the corners of the front radiator frames. These flaps open when the cars reach a speed of approximately 45 miles per hour (70 km/h) to provide additional cooling. A highly efficient water pump moves more cooling liquid, yet is lighter in weight and allows for the installation of a more compact oil/water heat exchanger.
The under tray manages airflow beneath the cars, effectively gluing them to the roadway. At the same time, flexible "blades" direct air for cooling the transmission. "Spoilers" installed on the front longitudinal suspension arms enhancing brake cooling.
Large windows offer view with a vroom
The driver's view of the world through which the Porsche Boxster travels — and travels quickly — was enhanced by other design updates. Side windows are larger while the redesigned roof provides enhanced visibility at the three-quarter rear-view angle when the top is up.
Lighting the way
The Porsche Boxster's headlamps have the traditional Porsche look, but with separate fog lamps that are positioned low and well apart from the car's centerline to better light the way through inclement weather while driving and very dark roads.
The headlamps are designed to enhance the driver's lateral illumination.
Rear lighting features three separate elements on each side of the car with strong distinction between red and white areas. The CHMSL (center high-mounted stop light) features 18 LEDs.
Stiffer, stronger structure
The Porsche Boxster and Boxster S always have been known for their stiff and stable body structure, but the newest generation cars are even stronger. Torsional stiffness was increased 9 percent while resistance to flex improved by 14 percent.
To make the cars as light as possible, aluminum is used for the luggage compartment hoods. To make the cars as strong as possible, the front structural sections are made from extra-strength steel and are designed to enhance occupant safety in a frontal collision. A bonus is the provision for room for storage and for the foot wells. As a dividend of the extra space, gas and brake pedals were moved forward by nearly four-tenths of an inch (10 mm) and the clutch pedal by six-tenths of an inch (15 mm), making the cars more accommodating to taller drivers.
Tailored blanks, which had been used for the rear chassis structure, also are used at the front. These blanks are made from different types of steel laser-welded into a single, ultra-strong but lightweight unit that has been engineered to deform in a defined manner to help maximize occupant protection in a frontal collision. Forces from a frontal impact are directed around the upper portion of the passenger compartment and through the doors toward the rear of the vehicle.
Door structures are reinforced and a support tube of ultra-strong steel extends from the lower bulkhead crossbar to the A-pillar. Nicknamed the "hockey stick" because of its shape, this tube helps to further strengthen the passenger cell.
Providing additional structure is a supplemental safety bar made of hydroformed, stainless steel alloy. The bar is nearly an inch (25 mm) higher than on the first generation Boxster and Boxster S and was moved 1.22 inches (31 mm) toward the rear. With seats mounted in a lower position and with headrests extended nearly two inches (50 mm) higher, the second-generation Boxster provides occupants with a considerably larger survival area.
First roadster with head airbags
The second-generation Porsche Boxster and Boxster S are the first roadsters to go into production with head airbags.
All Boxsters are equipped with three-point inertia-reel seat belts with belt-latch tensioners and belt force limiters as well as six airbags. In addition to two-stage frontal airbags, the Boxster and Boxster S feature the Porsche Side Impact Protection (POSIP) system with a thorax-protecting airbag at the outside of the seat backrest and with head airbags in the door windowsills.
Even the lightweight convertible top contributes to dynamic capabilities
With a frame made from aluminum and magnesium, the power convertible top on the 2006 Porsche Boxster and 2006 Porsche Boxster S helps lower the cars' center of gravity and thus contributes to their enhanced dynamic capabilities.
The canvas roof uses light synthetic fleece fiber for improved noise and heat insulation and has an electrically heated rear glass window. The top is power operated and can be opened or closed even while the car is moving — at speeds up to approximately 30 miles per hour (50 km/h).
A three-piece wind deflector is available. Also available is a removable aluminum hardtop that weighs only 51 pounds (23 kilograms).
Interior provides support and comfort
The interior of Porsche's roadsters provides both comfort for cruising and the support needed for dynamic driving.
The dashboard, interior door panels and the sides of the center console are covered in a special durable material that looks much like leather while the gearshift lever, steering wheel rim, handbrake lever handle and door handles are covered in leather. On the Boxster S, the cover on the storage box in the center console and those on the storage pockets in the doors are covered in leather. Aluminum-look trim is used around air vents and on the gearshift lever.
The Porsche Boxster provides a second 12-volt power outlet on the passenger's side of the center console while a pair of cup holders is integrated into the dashboard and remain hidden behind a trim strip when not in use.
Steering columns tilt and telescope to better fit every driver. The tilt feature allows the steering wheel position to move by 1.57 inches (40 mm). Taller drivers also benefit from the slightly higher roof profile, lower mounting of the seats and from pedals being moved slightly closer to the front firewall.
Attached to that tilting and telescoping steering column is one of three steering wheels.
The standard wheel has a three-spoke design. It is 14.76 inches (375 mm) in diameter and is built around a composite magnesium skeleton that reduces weight by 10 percent compared to the aluminum frame formerly used.
The optional sports wheel is just 14.57 inches (370 mm) in diameter with ergonomically contoured grab recesses on the rim to accommodate dynamic driving maneuvers.
Also available in conjunction with the optional Porsche Communication Management system is a multifunction wheel that allows the driver to operate audio, navigation and telephone functions by six function keys built into the steering wheel. The keys are embedded into aluminum-look trim panels.
Four seating choices
The Porsche roadsters come with four leather-covered seating choices:

• The standard seats can be adjusted in six directions, with power travel for the backrest angle and manual fore-aft and height adjustment.
• Full power seats are adjustable 12 ways and include a pneumatic lumbar support with two inflating air cushions. The memory function on the driver's seat includes the lumbar inflation setting.
• Sports seats are based on the standard seats but provide even more side support for dynamic driving, in the seat and back cushions and also around the shoulder area.
• Adaptive sport seats combine the benefits of full electric adjustment and enhanced lateral support. These seats also allow individual adjustment of the various side supports.

All seats in the second-generation Boxster and Boxster S are mounted as low as possible, helping to lower the center of gravity and enhance driving dynamics. This lower seating position also increases the available headroom when the convertible top covers the passenger compartment.
Lightweight technology enables Porsche engineers to develop seats that are strong and stable yet provide taller backrests with thorax-protecting airbags mounted within the seat. Porsche also has developed a patented vibration dampening system for its seats.
Instrument cluster informs the driver
A large tachometer dominates the central spot on a three-gauge instrument cluster. Road speed is presented in both analog and digital formats with rpm, fuel level, coolant temperature, odometer, clock and outside temperature displays providing the driver with important information.
The Porsche Boxster has black face gauges with light gray gauges in the Boxster S. Using LEDs in white rather than yellow enhances readability of all gauges in low-light conditions.
Additionally, cars equipped with the Sports Chrono system have that separate readout in a dot matrix display in the lower third of the rev counter.
An eye-catching center console descends from the center of the instrument panel, just beneath a pair of vertically oriented and oval air outlets. All switchgear, including window controls mounted in the doors, have small "finger strips" that facilitate manipulation of the various control functions.
The Porsche CDR-24 CD radio has a larger control surface for easier use and is illuminated by white LEDs. The system includes two tweeters in the instrument panel with a woofer in each door.
Optional on the Porsche Boxster and standard on the Boxster S is the 180-watt Porsche Sound Package Plus with seven speakers and an external analog amplifier, two tweeters and a mid-range speaker in the instrument panel as well as a subwoofer and mid-range speaker in each door.
Also available is a 325-watt Bose® Surround Sound system with 11 speakers and a seven-channel digital amplifier.
Porsche Communication Management
Optional on both the Porsche Boxster and Boxster S is the enhanced Porsche Communication Management (PCM) with its DVD-based navigation located in the luggage compartment. This allows the CD drive on the PCM to be used exclusively for audio CDs.
The navigation system features 23 zoom stages from a minimum resolution of 55 yards (50 meters). Its information is displayed on a 5.8-inch color monitor.
Abundant storage space
Among the Porsche Boxster's unique features are two luggage compartments, one at the front of the car and another behind the seats. An added benefit of the Boxster's architecture is that its convertible top system takes up none of the car's available storage area even when the top is down.
The front luggage compartment offers 4.99 cubic feet (140 liters). The rear compartment provides 4.59 cubic feet (130 liters).
Impressive list of options
The long list of options available for the Porsche Boxster or Boxster S includes Bi-Xenon headlamps and Park Assist that uses ultrasound to measure the distance to the nearest obstacle and warns the driver as needed.
Low ownership costs
Helping to reduce the ownership costs of the 2006 Porsche Boxster and 2006 Porsche Boxster S are the need to change oil only every 20,000 miles (30,000 km) and to perform routine service only every 40,000 miles (60,000 km).
Substantial warranty
Every new Porsche car sold in the United States and Canada is covered by a four-year/50,000-mile (80,000 kilometer), bumper-to-bumper limited warranty, which includes Porsche's roadside assistance program. The galvanized body and 26-step paint and anti-corrosion process enable Porsche to warrant each car against rust perforation for 10 years and unlimited mileage.

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Porsche 911 Carrera S Coupe (2006)

The heralded Porsche 911 Carrera Coupe and Porsche 911 Carrera S Coupe offer several new features for the 2006 model year. These changes include options such as two-tone interiors; an electronic logbook to record mileage, journey length, date and time; an extended navigation module that lets the driver trace his or her way back to a starting point even when the road does not appear on the navigation system's internal map; and a tire-pressure monitoring system and new 19-inch Carrera Sport wheels. Also for 2006, the Porsche Communication Management (PCM) system can now play MP3 encoded CDs through the CD unit.
Additionally, the X51 Power Kit is available for the already more powerful 2006 Porsche 911 Carrera S Coupe. Featuring revised cylinder heads, carbon-fiber air cleaner housing, an aluminum air intake system, a reprogrammed engine control unit, and revised exhaust manifolds with sport exhaust and specially tuned tailpipes, the kit increases power, cuts acceleration times and increases the top track speed of this special model.
With the kit, the horsepower rating of the Carrera S Coupe's 3.8-liter flat six-cylinder engine increases from 355 (SAE) to 381 (SAE). Acceleration from a standing start to 60 miles per hour (96 km/h) drops by two-tenths of a second — to just 4.4 seconds with a manual transmission and to 4.8 seconds with Tiptronic® S. With the manual gearbox, the Carrera S Coupe's top track speed climbs to 186 miles per hour, the magical 300-km/h figure that puts this Porsche into the ranks of the world's "super cars." Top speed on the test track for the 2006 Carrera S Coupe with Tiptronic S transmission is 182 mph (294 km/h).

 

For the 2006 model year, all Porsche 911 Carrera and 911 Carrera S Coupe offer two-stage front airbag technology as standard equipment.
Porsche 911 has a long lineage
The 2006 Porsche 911 Carrera and the 2006 Porsche 911 Carrera S Coupe trace their lineage to the original Porsche 911, introduced at the Frankfurt auto show in the fall of 1963 as successor to Porsche's first sports car, the historic Porsche 356. The 911, which went into production for the 1964 model year, also introduced Porsche's first horizontally opposed "flat" six-cylinder production engine.
The 911 has been constantly refined in the ensuing years, with this latest generation — the sixth generation — launched in the 2005 model year. While retaining the well-proven rear-engine architecture that lends the car such outstanding dynamic capabilities on the road or the racetrack, these newest 911 Coupes have taken the classic Porsche silhouette to its most aerodynamically advanced detailing.
S designates special Porsche models
The launch of this latest generation of the Porsche 911 marked the first time since 1977 that Porsche powered its flagship model with a pair of engines. The Porsche 911 Carrera Coupe carries a 3.6-liter flat six-cylinder engine with 325 (SAE) horsepower and 273 pound-feet of torque while the Porsche 911 Carrera S Coupe draws on a 3.8-liter engine providing 355 (SAE) horsepower and 295 poundfeet of torque (for 2006, those figures can be boosted with the new X51 Power Kit).
But the "S" designation on a Porsche signifies much more than a trim upgrade or option package. It underscores the fact that this is a unique version of the car. The first Porsche to wear an "S" badge was the 356 in 1952, when the S type was equipped with a 1.5-liter "Super" engine. Perhaps the most famous "S" model in the company's history was the 911 S launched in 1967. More recently, Porsche enthusiasts have enjoyed the enhanced athleticism of vehicles such as the 911 Carrera S, the Boxster S and the Cayenne S.
The larger and more powerful 3.8-liter engine in the 2006 Porsche 911 Carrera S Coupe is only one of several features that distinguish a car that has such standard equipment as Porsche Active Suspension Management, larger brakes with red-painted calipers and larger wheels. Additional standard fitments include Bi-Xenon headlights, a sports steering wheel, aluminum-look interior trim and dials and a silver-colored rear deck lid logo.
Every year, the 911 just gets better
The 2006 Porsche 911 Carrera and 2005 Porsche 911 Carrera S Coupes may look similar to the 911 generations that came before, but they are thoroughly updated models inside and out. They feature six-speed manual transmissions or optional Tiptronic S gearboxes with shift buttons on the steering wheel, variable-ratio rack-and-pinion steering, Porsche Active Suspension Management (optional on the 911 Carrera and standard on the 911 Carrera S), an optional Sport Chrono Package Plus that records and displays lap times, as well as a passenger compartment with several seating options and a long list of active and passive safety equipment.
Enhanced safety sensors
For 2006, every Porsche 911 Carrera and Porsche 911 Carrera S Coupe comes equipped with full-size two-stage front airbags for both front occupants. Both front airbags use an organic-based propellant that not only makes them lighter and more compact, but easier to recycle as well. The passenger seat also features weight sensors that automatically switch off the passenger airbag when child seats are detected. The front airbags are augmented by a side-impact protection system featuring side airbags integrated into the front seats that work in tandem with airbags that deploy upward from their housings in the door windowsills to help protect occupants' heads.
Another new safety feature is the optional tire-pressure monitoring system. Wheel sensors constantly monitor the air pressure in each tire and alert the driver with two warnings. A "gentle" warning in white text appears on the digital display within the tachometer if air pressure drops by more than 2.9 psi but less than 5.8 psi. This warning appears for 10 seconds each time the car is started. A "stern" warning is displayed in red text on the tachometer's digital display if air pressure drops more than 5.8 psi or if pressure is falling by more than 2.9 psi per minute. This warning appears as soon as the respective values are exceeded, whether the vehicle is stationary or moving.
Personalized audio, trip logbook available
The Porsche Communication Management (PCM) system, which controls many functions including the navigation system, can now read MP3 encoded CDs and play them through the CD unit.
PCM also offers a new optional electronic logbook that allows automatic recording of mileage, journey length, date and time as well as the starting point and destination address for every trip made. An optional extended navigation module includes "back-trace" technology so you can find your way back to your starting point even when the roads you travel may not appear on the navigation system map.
Two-tone leather and body-color wheel trim
The 2006 Porsche 911 Carrera and 911 Carrera S Coupe also can be equipped with two-tone leather interiors in combinations of Stone Gray and Black, Sand Beige and Black or Terracotta and Black.
Also available as an option is a new 19-inch Carrera Sport wheel. For a particularly customized appearance, the rim star of this new alloy wheel can be partly finished in the car's exterior body color.
Porsche 911 sets the standard among sport cars
The Porsche 911 Carrera and Porsche 911 Carrera S Coupe are Porsche's evergreen models — and for 2006 are available in a new Forest Green Metallic paint color, which replaces Dark Teal Metallic (now a special order exterior color). Regardless of color, the 911 is the car that has defined Porsche and has set the standard for all sports cars.
No other model is more identified with Porsche than the 911. Its classic silhouette has remained a trademark for more than 40 years. But while the design of the 911 Coupe has become timeless, that does not mean that time ever stands still. Throughout more than four decades of production, the 911's roles as the flagship model in the Porsche lineup and the epitome of the modern sports car have been fortified by technological innovations, enhanced design detailing and expanded dynamic capabilities.
For example, for the newest generation of the Porsche 911 Carrera Coupe and Porsche 911 Carrera S Coupe, Porsche engineers widened the track, improved suspension, steering, braking and aerodynamics, and increased not only engine output but also fuel efficiency. Meanwhile, designers created an even more athletic and aerodynamic body and a new and roomier interior compartment for people and their gear.
Powerful 3.6-liter engine in the Porsche 911 Carrera Coupe
Porsche's familiar 3.6-liter, horizontally opposed six-cylinder "boxer" engine provides the 2006 Porsche 911 Carrera Coupe with 325 (SAE) horsepower and 273 pound-feet of torque at 4,250 rpm. This engine propels the Porsche 911 Carrera Coupe from a standing start to 60 mph (96 km/h) in 4.8 seconds, to 99 mph (160 km/h) in only 11.0 seconds and to nearly 125 mph (200 km/h) in 17.5 seconds. The car can complete a standing kilometer sprint (.62 miles) in 23.8 seconds and achieves a top speed of 177 mph (285 km/h) on the test track.
Crucial to the engine's outstanding performance is Porsche's patented VarioCam® Plus valve management technology that combines camshaft control on the intake side with variable valve lift. VarioCam Plus adjusts camshaft position to provide continuously adjustable valve timing and incorporates two camshaft profiles and two sets of tappets to vary valve lift and duration. This system both fattens and smoothes the torque curve while reducing emissions.
To provide optimum oil flow through the alloy engine block and cylinder heads, Porsche uses integrated dry sump lubrication and three oil pumps — one in the crankcase and additional pumps within each cylinder head, thus ensuring proper lubrication despite the forces of hard acceleration, braking or cornering.
The oil pump on the 4-5-6 cylinder head is combined with a pneumatic vane-cell pump to provide necessary vacuum for the brake servo, as well as the engine and transmission control systems. This technology greatly reduces hydrocarbon emissions following a cold start and engine warm-up.
Because engine oil level is monitored electronically every time the car starts, the engine has no need for the traditional dipstick. This is yet another example of Porsche engineers' dedication to reducing unnecessary components and to make the Porsche 911 Carrera Coupe as lightweight as possible.
Even more powerful 3.8-liter engine for Porsche 911 Carrera S Coupe
To create the more powerful 3.8-liter engine that provides 355 (SAE) horsepower for the 2005 Porsche 911 Carrera S, engineers did more than simply increase the bore diameter by 0.12 inches (3 mm). They changed the intake manifold and modified the intake camshaft lift pattern. Injector angles were changed to enhance fuel flow to the center of the combustion chamber. This enhanced fuel/air mixture also reduces exhaust emissions, even after a cold start, and increases torque throughout the power curve. A short-pipe exhaust manifold for the Porsche 911 Carrera S engine further reduces emissions.
Performance figures include 0 to 60 mph (96 km/h) in 4.6 seconds, 0 to 99 mph in 10.7 seconds and 0 to nearly 125 mph in 16.5 seconds. The car can sprint one kilometer (.62 miles) from a standing start in just 23.4 seconds. For confident passing, the engine provides such strong torque that even in fifth gear the Porsche 911 Carrera S accelerates from 50 to 75 mph (80 to 120 km/h) in just 6.1 seconds.
The intake system was further designed to provide less resistance. A Helmholtz resonator is used to enhance acoustics. This provides more than 18 cubic inches (0.3 liters) of additional resonance volume between the hot-film air mass meter and the throttle butterfly and is activated between 5,000 and 6,000 rpm to reduce oscillations in intake sounds. Porsche has applied for a patent for this technology that provides a deep, throaty sound without aggressive peaks.
Higher combustion forces produce more power but also more torsional crankshaft vibration, so Porsche engineers integrated a vibration damper in the pulley at the end of the crankshaft. While conventional vibration dampers are made of cast iron, Porsche engineers devised an aluminum damper that reduces weight by some 3.3 pounds (1.5 kg) while controlling vibrations to a level even lower than the 3.6-liter engine.
Amazingly, the 3.8-liter engine weighs no more than the 3.6-liter unit, thanks to its lighter intake manifold.
While the 3.8-liter engine uses twin radiators like the 3.6-liter powerplant, it has a higher performance cooling pump and an oil/water heat exchanger with two additional cooling layers.
Six-speed manual transmission
To deal with the Porsche 911 Carrera S engine's 295 pound-feet of torque (400 Nm), Porsche upgraded its six-speed manual transmission, which is also used in the Porsche 911 Carrera Coupe.
Steel rather than brass synchronizing rings as well as thick shafts and wide gears provide strength, yet the transmission's weight is kept down by using extra-thin aluminum in the oil chamber walls. The transmission's internal architecture saves weight and reduces splash effect and flow losses, thus increasing the gearbox's efficiency.
The gearbox uses wear-resistant carbon-coated first, second and third-gear synchronizing rings, with triple synchronizing for first and second gears and double synchronizing for third gear while retaining single synchronizing for gears four, five and six. The driver benefits from reduced force and shorter travel in gear changes.
Tiptronic S is a versatile gearbox
Tiptronic S is Porsche's optional automatic transmission that makes manual gear selection available through either the lever on the floor console or by switches on the steering wheel.
Normally, the lever must be moved into its manual position, but this five-speed unit allows the driver to ignore the lever and simply use the thumb switches for momentary gear changes, such as passing or to downshift for a curve.
To match the power of the 3.6- and 3.8-liter engines, the Tiptronic S was enhanced in several ways. For example, stall speed was increased so the converter lock-up clutch is closed and power flows more smoothly. Instead of making the first-second shift at 6,900 rpm under full power acceleration, Tiptronic S holds first gear until the engine achieves 7,200 rpm. Oil pressure built-up and clutch plates were adjusted for smoother shifts.
To keep the enhanced Tiptronic S operating at proper temperatures, the gearbox is equipped with an additional oil/water heat exchanger with two additional cooling layers and with a more powerful coolant pump.
Throttle tip-in mimics enthusiast's driving technique
To mimic the way an enthusiast driver manipulates the accelerator, brake and clutch, engine management software produces a slight boost in engine speed (blips the throttle) during aggressive downshifting. This shortens shift time and enhances gearshift mesh.
With the Tiptronic S selector lever is in its manual mode and the PSM OFF switch activated, the transmission will not shift up even when the engine reaches the rev limiter. This allows the enthusiast driver to drive with the engine near its rev limit while maintaining the selected gear.
Wide, light and strong suspension
A wide track — 58.5 inches (1,486 mm) in front and 60.4 inches (1,534 mm) for the rear axle — provides a secure footprint on the pavement. But in the case of the Porsche 911 Coupe, grip and agility are further enhanced by a lightweight and technologically advanced suspension system and a low center of gravity.
Here is just one example of Porsche's innovative engineering and its determination to make the 911 lightweight but strong and efficient: By using hollow front axle pivot bearings with reinforced and larger diameter wheel mounts, engineers reduce weight, improve strength and, as a bonus, improve airflow to cool the front brakes.
At the rear of the car, even though widening the track normally means adding extra material, Porsche engineers used more efficiently designed and stronger aluminum components to increase rigidity while reducing weight. Such intelligent design also allowed engineers to raise upper pivot points and to lower bottom suspension arms to provide better support for high lateral forces in turns.
In the rear, the axle has been widened by 1.34 inches (34 mm) and the multi-arm axle and its aluminum subframe are made of more rigid components. However, the subframe also is lighter by approximately 2.2 pounds (1 kg). Porsche engineers also moved the pivot points of the upper track control arms up by 0.39 inches (10 mm) and moved the pivot points of the lower arms down by 0.20 inches (5 mm), increasing the anti-squat effect by 25 percent providing better support of lateral forces and ensuring directional precision in turns. Friction and body roll in turns are reduced and response is more direct. Tire makers worked with Porsche engineers to create tires capable of dealing with the higher forces of both longitudinal and lateral acceleration.
Porsche Active Suspension Management
Standard on the 2006 Porsche 911 Carrera S Coupe and optional on the Porsche 911 Carrera Coupe is the latest version of Porsche Active Suspension Management (PASM). This technology uses active damping to provide two suspension system settings, one designed for an athletic yet comfortable ride and the other for performance driving situations.
By pressing a button on the center console, the driver can switch from "PASM Normal" to "PASM Sport." Even in normal mode, the PASM suspension lowers the car by 0.39 inches (10 mm) compared to the standard Porsche 911 Carrera Coupe suspension setup. When switched into its Sport setting, PASM activates a firmer damper control map to provide extreme agility and dynamic control that minimizes body roll.
In testing at Germany's famous Nürburgring racing circuit, the PASM Sport setting produced lap times an average of five seconds faster than with the standard Porsche 911 Carrera Coupe suspension setup.
But there are significant advantages to PASM even when left in its Normal setting, where the electronically controlled technology automatically adjusts to changes in driving style, gradually becoming firmer to respond to increasing dynamic forces.
The PASM system combines continuously adjustable shock absorbers, a pair of accelerometers — one in the front right damper dome, the other in the left rear — that determine vertical movements of the car's body, and an electronic control unit that has access to steering angle, road speed, brake pressure and engine torque figures.
Carefully monitoring all parameters, the system provides optimum control for each wheel with active dampers. These shock absorbers include a special internal bypass valve that opens and closes to increase or reduce oil flow as needed for enhanced control while providing enhanced ride comfort.
Should the electronic controls encounter a problem, the bypass valve automatically closes, putting PASM into its hardest position to assure a safe driving mode.
Settings for nearly any driving situation
PASM is equipped with five special software modules — lane change, vertical control, lateral acceleration, brake and load change — to provide optimum settings for many driving conditions.
Lane change module: In response to rapid movements of the steering wheel in a sudden maneuver, the system instantaneously increases damper forces on both axles, reducing any tendency toward swaying or rocking.
Vertical control module: In the normal program, damper forces increase whenever vertical movement of the car's body exceeds a threshold, for example, when driving on a bumpy surface. This reduces any risk of the body starting to rock. However, when in the sport program, the system reduces the damping effect to maintain wheel contact with a rough surface, reducing the risk of the car "jumping" around.
Lateral acceleration module: In the normal program, damping varies through a curve and adjusts with road speed and lateral acceleration.
Brake module: As soon as the driver applies the brakes, PASM firms damping to reduce body dive, ensuring faster transmission of brake forces to the road. Then, at a certain point in the braking process, the system switches to softer damping, with different forces applied in the front and rear of the car. This ensures better surface contact and shortens stopping distances, even on rough roads.
Load change module: In all-out acceleration, with the driver lifting off the accelerator while shifting gears, the control maps are adjusted for the front and rear axles. In the normal mode, harder damping is used briefly to prevent too much squat. In the sports mode, a softer damper response is used to improve traction, for example, on a rough road surface.
Large wheel and tire packages
The 2006 Porsche 911 Carrera rides on standard 18-inch wheels. Light alloy rims have a five-spoke design and are produced through a flow-forming process. They are eight inches wide on the front axle and 10 inches wide on the rear. Tires are Z-rated radials, 235/40-aspect in front and 265/40 in the rear.
The 2006 Porsche 911 Carrera S comes with 19-inch wheels, eight inches wide in front and 11 inches in the rear. Again, tires are Z-rated radials, 235/35 in front and 295/30 in the rear.
Because of improved tire technology, and to reduce the weight of a spare, jack and tools (some 22 pounds or 10 kg), the Porsche 911 Carrera and 911 Carrera S dispense with those accessories and replaces them with tire sealant and electric air compressor, allowing emergency repair of a small puncture and the ability to drive at speeds of up to 50 mph (80 km/h) for short distances without damaging the wheel.
Enhance braking ability
All Porsches are known for their supreme braking technology, which was developed through Porsche's motorsports program. For example, Porsche introduced internally ventilated and cross-drilled brake discs on the 917 Le Mans racer in the early 1970s and pioneered aluminum monoblock fixed brake calipers on its 935 racecars late in that same decade.
Such technologies have become standard on Porsche production vehicles, as well. Thus the 2006 Porsche 911 Carrera and 911 Carrera S Coupe stop with the sort of quick and confident authority that characterizes the dynamics of all Porsche vehicles.
The Porsche 911 Carrera Coupe uses large, 12.52-inch (318 mm) front rotors and 11.77-inch (299 mm) rear rotors, all cross-drilled and internally ventilated and clamped by black-colored, four-piston monoblock calipers that are strong but lightweight.
To match its enhanced dynamic capabilities, the 2006 Porsche 911 Carrera S Coupe has even larger brakes: 13-inch (330 mm) front and rear discs clamped by red-painted four-piston monoblock calipers.
Further, the braking system on both cars has a particularly high-powered brake servo to reduce the force needed on the pedal while providing optimum braking response. Careful under-car airflow management that keeps the brakes cool even after repeated usage enhances brake response.
In development, all Porsche brake systems are submitted to extreme fade-resistance testing. Cars are accelerated to full speed, then immediately braked to 62 miles per hour (100 km/h), then reaccelerated to full speed and braked again and again. The acceleration and braking process is repeated 25 times to ensure consistent brake response and pedal feel. These tests are conducted not only on a laboratory test bed, but also on the test track to ensure proper feel for the driver.
Porsche Ceramic Composite Brakes
For the ultimate in stopping power, Porsche Ceramic Composite Brakes (PCCB®) are available on the 2006 911 Carrera and 911 Carrera S Coupe. Again, these brakes bring technology from the racetrack to the road, where they were first used on the Porsche 911 Turbo.
Instead of metal, the 13.78-inch (350 mm) brake discs are a ceramic composite material — carbon impregnated with liquid silica, then hardened into a very rigid, lightweight and non-corroding brake disc. Porsche Ceramic Composite Brake discs weigh only half as much as standard steel discs, thus reducing unsprung weight, yet are so hard they are made using special diamond cutting tools. Special high-friction brake linings also are used to provide amazingly high and consistent levels of friction during application.
Because of their extremely hard surface and freedom from corrosion and the damage it can cause, ceramic brakes reduce brake pad abrasion. They also provide maximum stopping power even in wet conditions.
Latest generation of Porsche Stability Management
Launched on the 1999 Porsche 911 Carrera 4, Porsche Stability Management (PSM) uses data from various sensors to detect any loss of grip and helps the driver maintain stability by applying braking to individual wheels and, if necessary, by reducing engine torque.
The latest iteration of PSM benefits from advanced anti-lock brake sensors that take their readings not from conventional wheel pulses but from multi-pole seats fitted directly on wheel bearings. These improved signals allow more precise processing and control. Instead of conventional shaft valves, linear solenoid valves adjust brake pressure with nearly infinite precision.
To provide pressure more quickly, an advanced hydraulic pump is used, thus eliminating the need for a pre-charging pump and its connections. This reduces system weight by some 25 percent (6.6 pounds/3 kg).
Another PSM enhancement allows for more control by the enthusiast driver. PSM can be turned off via a switch on the dashboard. In an earlier generation, PSM automatically reactivated whenever the brake pedal was depressed, but this latest version reactivates only when the pedal is pushed hard enough to activate the anti-lock system on at least one front wheel. For the enthusiast driver, this change allows more dynamic freedom, including slight use of the brakes in curves.
Variable-ratio steering
The 2006 Porsche Carrera and Carrera S Coupe come with variable-ratio steering to help enhance agility on winding roads while helping maintain stability at higher speeds, such as those achieved on Germany's famed autobahn.
When the steering wheel is turned within 30 degrees of its centered position, the steering ratio remains similar to that on the previous generation 911. This helps provide a smooth and calm driving experience, even on rough surfaces.
However, when the steering wheel angle exceeds 30 degrees from center, the ratio become more direct, reducing lock-to-lock from 2.98 to 2.62 turns. This gives the driver better control both on winding roads and in slow-speed parking maneuvers.
In addition to the variable ratio technology, the Porsche 911 Carrera Coupe has the steering columns that tilt and telescope to better fit every driver. The wheel can be adjusted by 1.57 inches (40 mm) in height and reach. The steering system also includes an electric steering wheel lock integrated into the car's anti-theft immobilizer system.
Porsche puts airflow to good use
The bodies of the 2006 Porsche 911 Carrera and 911 Carrera S Coupe were designed for enhanced aerodynamics, reducing drag and lift while increasing cooling effects for brakes and powertrain components.
The 2006 Porsche 911 Carrera has a coefficient of drag of just 0.28 while the 2006 Porsche Carrera S with its wider wheels and tires still has a Cd of just 0.29.
To achieve such figures, engineers and designers worked closely together. Such a seemingly small thing as using double arms to attach the exterior mirrors provides several enhancements. This design helps keep dirt and moisture off the side windows, reduces turbulence that might otherwise result in wind noise in the passenger compartment and helps guide airflow around the side of the car toward the rear spoiler.
Less lift, better grip
With only an 0.05 front and 0.02 rear coefficient of lift, airflow helps keep the Porsche 911 Carrera Coupes well planted on the pavement.
Even the flow of air used to provide engine cooling is channeled to leave the radiator mounted at the front of the car and to flow into the wheel arches rather than downward underneath the front wheels. Grip is further enhanced by smooth surfaces and designing transitional zones beneath the front of the car to create a low-pressure area to increase downforce on the front axle.
At the back of the Coupes, the rear spoiler deploys (moves up and into position) at 75 mph (120 km/h) to enhance vehicle stability at higher speeds. Because aerodynamic forces are less significant at low speeds, the spoiler moves down again when speed drops to less than 50 mph (80 km/h).
Better cooling from aerodynamic engineering
To provide optimum engine cooling without having to enlarge air scoop openings, special ram-air flaps around the engine fan boost cooling airflow at high speeds. At low speeds, the flaps remain closed and air is drawn only through the radiator, but at around 45 mph (70 km/h), the flaps open under ram pressure and provide enhanced cooling.
Special air ducts on the vehicle's underbody tray help to direct cooling airflow to the brake discs, transmission and differential. The cover also significantly reduces air resistance and lift.
Wheel spoilers reduce drag by guiding air around the wheels. Optimized brake air spoilers and pivot bearings ensure effective air around the discs, reducing disc temperatures.
Even the rear windshield wiper is designed with aerodynamics in mind and mounts directly to the window glass rather than to the coupe bodywork.
Distinctive exhaust pipes for each model
To differentiate the Porsche 911 Carrera and the Porsche 911 Carrera S as they pass traffic, the shape of the tailpipes has been made distinctive. The 911 Carrera has a pair of oval-shaped pipes while the 911 Carrera S gets twin round tailpipes on each side.
The tailpipes are part of an exhaust system designed to make the 911 Coupes as clean as possible. Both cars use a two-stage "cascade" style catalytic converter designed to reach operating temperature more quickly and efficiently, thus considerably reducing exhaust emissions. Advanced thin-wall construction also makes this exhaust system lightweight.
Interior design enhances the driving experience
The interior of the 2006 Porsche 911 Carrera Coupe and 2006 Porsche 911 Carrera S Coupe provides an environment with luxury accoutrements for highway cruising and the daily drive to work, but also with the features that enthusiast drivers need for performance driving activities.
Sport Chrono Package Plus
A clock-style gauge mounted on top of the dashboard indicates that a 2006 Porsche 911 Carrera or 911 Carrera S is equipped with the optional Sport Chrono Package Plus feature that not only records lap times, but enhances the vehicle's performance in such an environment by allowing the driver to engage more aggressive electronic control maps for the Motronic engine management system, Porsche Stability Management (PSM), Porsche Active Suspension Management (PASM) and Tiptronic S transmission (on vehicles equipped with these options).
The revised Motronic maps strongly favor performance over comfort and provide even quicker engine response, not only on deployment but also on release of the throttle. Even the Tiptronic S transmission makes its shifts more aggressively. Further, PSM thresholds, including ABS settings, allow more lateral slip before intervention and PASM switches to its firmer setting to provide more agility in cornering.
However, in some instances, such as on wet pavement, a softer suspension setting can be advantageous so the driver using Sport Chrono can easily press the PASM button to return to the normal damper settings.
The Sport Chrono package includes a digital/analog stopwatch and lap-counting function (activated at the conclusion of each lap by a button on the stalk on the left side of the steering column) and uses the screen of the Porsche Communication Management (PCM) system for graphic display and review for this data.
A choice of steering wheels
The standard steering wheel in the Porsche 911 Carrera and 911 Carrera S Coupe has a dynamic threespoke design and is adjustable both in height and reach. In keeping with the engineering theme of lightweight technology, the wheel is supported by a composite magnesium structure that reduces the weight of the steering wheel assembly.
A multifunction steering wheel also is available. This wheel allows the driver to operate audio, navigation and telephone equipment via controls mounted on the steering wheel. A rotary knob on the left-hand steering wheel spoke controls audio volume, which can be muted by pressing the knob. A knob on the right-hand spoke accesses menu points on the PCM system. Pressing the knob selects individual items. The two buttons on the lower steering wheel arm control the telephone.
In addition to the standard leather colors that match the rest of the interior, the multifunction steering wheel is available with wood grain, aluminum or carbon-fiber trim on its outer ring.
Four seating options
Driver and passenger seats in the Porsche 911 Carrera and 911 Carrera S Coupe feature a Porsche-patented system engineered to better absorb vibration on long trips. Of course, they also provide outstanding lateral support to keep the driver and passenger in place when experiencing high lateral acceleration through curves.
The seats also are designed to accommodate taller drivers and passengers. Pedals are positioned closer to the firewall to better accommodate drivers with long legs.
The seats are mounted close to the floor pan to help keep the center of gravity as low as possible. This positioning also created more headroom for taller occupants.
Lightweight technology is used in the seat structure. Compared to the seats used in the previous generation of the 911, the seats in the 2006 Porsche 911 Carrera Coupe and 911 Carrera S Coupe are more than six pounds (3 kg.) lighter and yet more stable.
The standard front seats are adjustable in six directions — fore and aft, height and backrest angle. Height adjustment is made through a mechanical step function positioned between the seat and the doorsill. Backrest angle is electrically controlled.
All-electric seats are available and adjustable in 12 directions, including the angle of the seat cushion and through lumbar support comprising four air chambers. These seats also have a memory feature.
Sport seats with even greater lateral support, both in the seat cushion and shoulder area, are available. These seats also have firmer padding.
Adaptive sport seats provide a fourth option. They combine the sports design with electrical controls. These seats have four-dimensional adjustment that includes adjusting the width to fit the occupant.
Large instrument display
The five dials that comprise the instrument panel are positioned to provide outstanding readability. The faces of the dials are black in the Porsche 911 Carrera Coupe and have an aluminum-look finish in the Porsche 911 Carrera S Coupe.
The tachometer is the largest and center gauge and features a digital display beneath the rev counter so the driver can check speed and engine rpm in a single glance.
The separate analog speedometer includes overall and trip odometers and is located just to the left of the tachometer. The gauge just to the right of the tach includes coolant temperature and fuel indicators, as well as the clock. The oil temperature gauge is at the far left of the cluster with the oil pressure gauge at the far right.
Gauges have white light-emitting diodes that enhance illumination for night driving.
Keeping the cabin comfortable
Automatic climate controls with air and pollen filtration are standard equipment. The controls for the heat, air conditioning and ventilation (HVAC) systems are integrated into the center console near the switches for seat and rear-window heaters. Airflow through the HVAC system is optimized with large pipes as well as side vents.
Porsche Communications Management is standard equipment
Porsche Communication Management (PCM) is included as standard equipment in the 2006 Porsche 911 Carrera Coupe and Porsche 911 Carrera S Coupe. An optional DVD-based navigation system is available for the PCM system. The navigation DVD is located in the luggage compartment, thus allowing the slot in the system in the center console to be used for playing audio CDs.
The navigation module allows rapid availability of routes and map updating and 23 zoom stages to a resolution of some 55 yards (50 meters).
Also standard on PCM is a Sound Package Plus, which includes nine speakers with three times the usual transmission area and with an external analog amplifier for outstanding sound in all driving conditions. The system includes two .75-inch (19-mm) tweeters and one 2.5-inch (70-mm) mid-range speaker in the instrument panel, two 4-inch (100-mm) mid-range speakers and two 8-inch (200-mm) woofers in the doors and two 4-inch (100-mm) wide-band speakers in the rear section of the passenger compartment.
The external analog amplifier is located in the luggage compartment and supplies the woofers in the doors and the mid-range speakers in the instrument panel.
A six-disc CD changer is available as an option.
Optional Bose® Surround Sound System
The Porsche 911 Carrera and Carrera S Coupe were the first sports car available with a Bose Surround Sound System with 13 speakers and a seven-channel digital amplifier integrated into the digital MOST bus to ensure outstanding sound quality.
The heart of the Bose Surround Sound System is a digital amplifier with a 5 x 25 watt output and additional support from integrated and external 100-watt switching terminals. Active electronic equalization adjusts the reproduction of sound to specific acoustic conditions so all passengers enjoy a sound experience.
The system includes Bose's AudioPilot technology that automatically adjusts frequency levels to compensate for wind, road and traffic noise inside the vehicle. A special microphone in the steering column cover picks up such noises.
Speakers used in the Bose Surround Sound System are Neodym units that are more compact, lighter and have better performance than conventional speakers. A Neodym iron boron magnet generates a magnetic field 10 times more powerful than a conventional speaker magnet.
The Bose Surround Sound speakers include two 1-inch (25-mm) tweeters and one 2.5-inch (70-mm) mid-range speaker in the instrument panel, two 3-inch (80-mm) mid-range speakers and two 8-inch (200-mm) woofers in the doors, two 1-inch (25-mm) tweeters and two 3-inch (80-mm) mid-range speakers in the rear of the passenger compartment and one active subwoofer with two 5.25-inch (130-mm) woofers in the rear parcel shelf.
Plenty of storage area
The 2006 Porsche 911 Carrera and 911 Carrera S Coupe feature several storage compartments and boxes.
The locking glove box provides nearly 400 cubic inches (6.5 liters) of room and has an integrated rack to hold two CDs and a penholder.
Cup holders are located just above the glove box and are hidden behind a folding cover. When released, the left cup holder emerges in front of the central air nozzle in the instrument panel while the right cup holder rests in front of the front passenger nozzle.
The center console includes more than 90 cubic inches (1.5 liters) of storage capacity as well as a 12-volt outlet and a coin holder. This compartment automatically locks when the central locking system for the doors is activated.
Additional storage pockets are located in the interior door panels with covers that also serve as armrests.
Another large storage area is located behind the rear seats. Tipping the seat backs forward expands this area.
The car's front-positioned trunk compartment offers 4.41 cubic feet (125 liters) of storage capacity. The interior load volume is 7.24 cubic feet (205 liters).
Cayenne-style electronic network
The 2006 Porsche 911 Carrera and 911 Carrera S Coupe benefit from a comprehensive electronic network like that introduced in the Porsche Cayenne sport utility vehicle. Thus the 911 ensures complete and efficient exchange of data and electronic information by 29 control units throughout the vehicle through an internal high-speed network or CAN-bus (Controller Area Network) and digital MOST-bus (Media-Oriented System Transport) networks.
Without such electronic networking, features such as Porsche Active Suspension Management would not be possible. The software required for this purpose has been developed under Porsche's leadership and represents one of the company's core competencies.
In addition to quicker and more integrated electronic communication with a wider range of functions, this new electronic system is some 11 pounds (5 kg) lighter than the system used in the 2004 model.
Guide-me-home lighting feature
The exterior lighting system includes a guide-me-home feature that can be selected via the light switch. This feature turns the lights on when you leave the car. In addition to headlamps, fog lights, rear lights and license plate lights stay on for 30 seconds allowing the driver and occupants to see obstacles or puddles of water.
Impressive list of options
Included on the option lists for the 2006 Porsche 911 Carrera and 911 Carrera S Coupe are Porsche ParkAssist, which uses ultrasound to measure the distance and provides an audible warning to the driver, and a roof transport rack system. Also available are a Sport Exhaust System including sports tailpipes, a tire pressure monitoring system, and a variety of wheel options. Porsche's Exclusive and Custom Tailoring programs allow drivers to further personalize their vehicles.
Standard anti-theft warning system
The 2006 Porsche 911 Carrera Coupe and Porsche 911 Carrera S Coupe feature a standard anti-theft warning system that uses radar to maintain surveillance of the vehicle interior. Unlike some systems, this sensor is not affected by reflections from bright interior leather surfaces. A programmable HomeLink® system that can open a garage door or turn on the lights in your home also is standard.
Six airbags in every car
Every 2006 Porsche 911 Carrera and 911 Carrera S Coupe is equipped with six airbags, including two front and two seat-mounted side-impact airbags. In addition, the Porsche Side Impact Protection (POSIP) system includes head airbags that deploy upward from their housings in the door windowsills. These new airbags provide a flat cushion that inflates to nearly 500 cubic inches (8 liters) and are designed to help protect the heads of the driver and front-seat passenger from broken glass and objects that might enter through the window in the event of an accident.
For 2006, every Porsche 911 Carrera and Porsche 911 Carrera S Coupe comes equipped with full-size two-stage front airbags featuring an organic-based propellant that not only makes them lighter and more compact, but easier to recycle as well. The passenger seat also features weight sensors that automatically switch off the passenger airbag when child seats are detected.
Safe by design
Due to the use of high- and ultra-high-strength steel as well as improvements in spot-welding and bonding, the 2006 Porsche 911 Carrera and 911 Carrera S Coupe bodies are extremely torsionally rigid and flex resistant while still being lightweight.
Particular attention was paid in designing and engineering the areas of the junction of the A-pillars and the roof frame, as well as the safety structure involved in head-on and offset collisions, including the transition between the door and B-pillars. Forces in a collision can be transferred through the door to the rear of the car and thus around the passenger compartment.
A bulkhead crossbar at the front of the car is made from high-strength boron steel and special assembly processes were developed to minimize intrusion in to the foot well in an offset collision.

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