Technical data for P619 HKC

Registration: P619 HKC
Chassis number: WP0ZZZ99ZTS316190
Model Type: 993 – 331
Engine Code: M6422-63T
Transmission Code: A5004-10
Paint Code: L92M (Polar Silver Metallic)
Interior Trim Code: DEE (Cedar Green Special Leather) PX
Engine number: 63T52878

993 Carrera Tiptronic ‘S’ Specifications
The 911 Carrera Tiptronic S is rear wheel drive, with rear located engine and a 2 door coupé body style.
The Porsche 911 Carrera Tiptronic S belongs to the 993 model family from Porsche.
The 6 cylinder, double overhead camshaft naturally aspirated engine has 2 valves per cylinder and a volume of 3.6 litres.
This unit produces power and torque figures of 281 BHP (285 PS/210 kW) at 6100 rpm and 340 Nm (251 lbft/34.7 kgm) at 5250 rpm respectively.
It features dry sump-type lubrication.
The engine drives the wheels by means of a 4 speed automatic transmission.
Kerb weight is 1470 kg.
The Porsche 911 Carrera Tiptronic S is claimed to achieve a maximum speed of 168 mph
Officially quoted fuel consumption is:
Litres/100km – 17.7 (urban) 8.8 (extra-urban) 12.0 (combined)
Miles/gallon – 16.0 (urban) 32.1 (extra-urban) 23.5 (combined)
Carbon dioxide emissions are quoted as 296.0 g/km.


1996 Porsche 911 Carrera Coupe Tiptronic S (993)

Engine

  • TYPE – Flat 6
  • INDUCTION – Normally aspirated
  • COOLING – Air/oil-cooled
  • VALVETRAIN – Single overhead camshaft
  • INJECTION – Port injection
  • BORE X STROKE – 3.94 in/100 mm x 3.01 in/76.4 mm
  • DISPLACEMENT – 219.60 cu-in/3,600 cc
  • HORSEPOWER – 285 @ 6100 rpm
  • TORQUE – 251 lb-ft (@ 5250 rpm
  • MAX RPM – 6800
  • COMPRESSION RATIO – 11.3:1

Transmission

  • OPTIONS – 4 Speed Tiptronic S

Chassis

  • TYPE – Rear-engined, rear-wheel drive
  • CURB WEIGHT – 1470 kg / 3,241 lbs
  • HEIGHT – 51.77 in/1,315 mm
  • GROUND CLEARANCE – 4.72 in/120 mm
  • LENGTH – 167.72 in/4,260 mm
  • WHEELBASE – 89.45 in/2,272 mm
  • WIDTH – 68.31 in/1,735 mm
  • TRACK FRONT – 55.31 in/1,405 mm
  • TRACK REAR – 56.85 in/1,444 mm
  • DRAG COEFFICIENT – 0.33
  • WHEEL SIZE FRONT – 17 x 7
  • WHEEL SIZE REAR – 17 x 9
  • TYRE SIZE FRONT – 205/50ZR-17
  • TYRE SIZE REAR – 245/45ZR-17

Brakes

  • CALIPER FRONT – Fixed 4-piston
  • CALIPER REAR – Fixed 4-piston
  • DISC TYPE FRONT – Ventilated and cross-drilled discs
  • DISC TYPE REAR – Ventilated and cross-drilled discs
  • DISC SIZE FRONT – 11.97 in/304 mm x 1.26 in/32 mm
  • DISC SIZE REAR – 11.77 in/299 mm x .94 in/24 mm

Performance

  • 0 TO 60 MPH – 5.9 seconds
  • TOP SPEED – 168 mph

Fuel

  • MPG URBAN – 16 mpg
  • MPG EXTRA-URBAN – 32.1 mpg
  • MPG COMBINED – 23.5 mpg
  • FUEL TANK CAPACITY – 16.2 UK Gallons

More about the ‘Tiptronic S’ transmission – a standard automatic box this is not…..!

The Tiptronic S differs from a conventional automatic gearbox in the design of its shift pattern and the wide scope it offers for varying driving styles. Electronic control of gearshift operations has become the standard for all automatics, normally with a limited choice between Economy and Sport.

The advanced microprocessor technology of the Tiptronic S. 8 bit, 32 kb and zero problems.

At the heart of the electronic control system of the Tiptronic S lies a state-of-the-art 8 bit microprocessor and external 32-kilobyte EPROM memory. Such technology continuously monitors the Porsche’s transmission, control and display units plus other component systems such as the ABS and Motronic engine management system. The purpose for such detailed checks -to ensure maximum performance at all times.

In developing this system, one aim was paramount – total reliability. The system had to withstand the demands of temperature, humidity and vibration on its operational ability. All the interfaces are arranged in such a way that any unintended phase reversal or a short-circuit in the cable assembly does not lead to an overall breakdown of the system. In the unlikely event of a malfunction, limited operating capability is maintained at all times.

Automatic transmission with throttle control.

The Tiptronic S is pre-programmed with five operating shift patterns that are selected depending upon the amount of throttle applied. Light application of the throttle will produce a smooth, economical drive with early upshifts at low revs. At the other extreme, hard acceleration will prolong gear changes and cause early downshifts into shorter gears for performance driving at its best.

Quick movements of the throttle are detected by the sensors and cause a switch in shift patterns. Continuously firm use of the throttle will create successive upshifts to the highest, “Sport” mode for dynamic, performance car driving. Even in the economy mode, “kick down” will create an instant response should the need arise for sudden acceleration.

Whatever the style of driving, Tiptronic S decides the most appropriate shift pattern and ensures that revs and torque remain at their Optimum level.

In its automatic mode, Tiptronic S offers five programs with differing gearshift patterns. By analysing levels of acceleration and road surface conditions, this intelligent system will select the pattern that is best attuned to your driving style. Within a short space of time you will be familiar with its pattern and will instigate gear changes by mere throttle control.

Comfort (Auto) – < 25% throttle moved slowly -basically an automatic gearbox but with a locked torque converter.

Brisk (Auto) throttle pushed past > 25% slowly, holds the gears longer.

Brisk plus (Auto) throttle rapidly past > 25% to 50% Kicks down to first gear and holds the gears

Sports (Auto) mode that detects rapid throttle movements and holds gears and is combined with the lateral accelerometer to hold a lower gear in corners

Manual – when selector is in the manual position needs input to hold gears however in the S model changes up gears at the rev limiter.

In all the Auto modes rapid foot movement on and off and full throttle to kick down wake the whole system up

Automatic Gear Selection Gate

The gear-change characteristics are influenced by the accelerator pedal position, vehicle road speed, engine speed as well as longitudinal and transverse acceleration values and the topo­graphical profile.

There are five different gear-changing maps available, ranging from “economy” to “sport”. The speed-changing points can shift to higher or lower engine speeds, depending on the way the vehicle is driven.

Changing up before bends in the road is prevented by quick throttle reduction.

Depending on the lateral acceleration, the gears do not change up in curves until the engine speed limit has been reached….

By quickly depressing the accelerator pedal (from about 54 km/h I 34 mph upwards) the transmission will change to the most sporty speed-changing map, i.e. to the maximum number of speed-changing points. Accordingly, the transmission changes down immediately by one or two gears.

Deactivating the function:

Release the accelerator pedal decisively (by about 25%).

Depending on the lateral acceleration, the gears do not change up in curves until the engine speed limit has been reached….

By quickly depressing the accelerator pedal (from about 34 mph upwards) the transmission will change to the most sporty speed-changing map, i.e. to the maximum number of speed-changing points. Accordingly, the transmission changes down immediately by one or two gears.

Kick down:

For optimum acceleration e.g. when overtaking, the accelerator pedal must be depressed be­ yond the full throttle (kick down) point. Depending on the speed selector lever position and road speed, the transmission will change down to the lowest possible transmission speed. Selection of the next speed up will only take place at higher engine speeds.

The engine speeds necessary for speed changes during kick down will remain active until the accelerator pedal depression is reduced to 50 % of throttle position.

 

Personally, I change modes depending on where I am.
If I’m just driving around town, or on a motorway – I leave it in ‘Auto’ mode. However, when I get on a proper drive through country lanes or fast ‘A’ roads, it’s in ‘Manual’ mode every time – using the paddles on the steering wheel.

Here’s a short video showing that you can have fun on a race track even with a Tiptronic!
Notice how the driver only uses the stick to change down – he relies on the engine map to change up when he gets to the red line……

………and here is the official Porsche press release video for the Tiptronic 993


Build numbers

List of all model 993’s sold in the UK between 1994 and 1999

UK Build Numbers


More about the VarioRAM system

The 1995 manifold is essentially the same as the 1992 – 1994 model 964 manifold with two major differences:

a) The intake runners are 1mm larger
b) It has a mass flow air meter rather than a barn door.

Here we see pre-VarioRAM & VarioRAM engines side by side


The VarioRAM, however, is completely different. Note that both have a primary plenum above the primary runners (or stacks). From that point down they are essentially the same. Above that however, they are completely different.
All 964/993 motors, 2.7 Boxster and 996 motors have a resonance chamber. This allows the pulses to flow from the left (1-3) bank plenum to the right (4-6) plenum. It is opened and closed by the computer depending on throttle position and engine RPM to maximize volumetric efficiency (how much air gets into the combustion chamber). The VarioRAM system goes one step further. Whereas the 1995 ‘993 has an upper and lower crossover tube (upper with the throttle body and lower for resonance), the VarioRAM system has a total of eight connections, a second throttle body (opened only above 1/2 throttle) and a secondary plenum.Here’s how it works:At high engine RPM and above half throttle it essentially works just like a 1995 ‘993. The lower throttle body and crossover look like the upper one on a 95 ‘993. Now for the upper – the upper throttle body flows to a central plenum which branches out into six runners. These runners then dump into the primary plenum to join the air coming in through the lower crossover. In effect it acts just like the lower throttle body so you get lots of air and the effective runner length is just the lower (primary) runners or the distance from the primary plenum to the intake valve. To make a long story short, the VarioRAM is no better than the 993/964 intake, in fact perhaps a little worse in theory because the air coming through the top runners has further to travel and the whole assembly is pretty heavy (10 lb.?).Now for the tricky part and why they bothered. At low RPM (below 5200) the top runners are connected and sealed to the lower runners. This has several effects:
1) The intake runner length is MUCH longer, about 9″ longer in fact, which means that the optimal charging RPM for tuned resonance induction is much lower. That means that more air will get into the cylinder at lower RPM. This effectively boosts low end torque, below 4000 RPM there is a notable difference. This is also because the air velocity through the single throttle body is increased, which aides in cylinder charging.2) The lower throttle body is completely closed off from the intake system, as are the primary plenum and resonance chamber. This is, again, a good thing at lower RPMs. It is particularly bad, however, at high RPMs (above 5200 and more than 1/2 throttle) since only the upper throttle body is operational, so no matter how hard you press the pedal you only get about 1/2 throttle!Here’s how it physically works:

This is a picture of the VarioRAM opened up with the trumpets retracted. In the lower portion is the primary stack. In the upper is the primary plenum with trumpets.

Vario3

This is the VarioRAM in it’s normal position, trumpets extended. The rubber seals seal against the individual intake runner completely blocking off the primary plenum, secondary throttle body and resonance chamber.

Vario4

Now here are pictures of the trumpets closed then open. A pair of vacuum actuators (one per side) retract the trumpets so the primary runners breath from both upper and lower intake tract and throttle bodies.

Note: The DME operated the VarioRAM only at above 1/2 throttle and above 5200 RPM so it is difficult to bench test.

What is the result – the VarioRAM is rated at 10 more HP than the stock 993. This is because of the valve size alone. VarioRAM engine intake/exhaust valve size is 50mm/43.5mm vs 49mm/41.5mm. This has nothing to do with the VarioRAM.

Look at the torque figures though:

Model Torque at 4000 RPM (Ft-Lb) Max Torque at 5000 RPM (Ft-Lb) Max Power at 6200 RPM (HP)
1995
‘993
199 243 272
1996-1998
‘993
238
(+20%)
251
(+3%)
282
(+3.5%)
 The following are stylized but based on actual data of the same engine with and without a VarioRAM intake (click to enlarge)