2

Fuel and ignition system

Contents

Carrera GT

General
The 5.7l V10 engine for the Carrera GT is based on the Le Mans racing car engine, systematically further developed for the requirements of the Carrera GT.

General Motronic ME 7.1.1 CAN networking Electrical power supply Fuel supply Ignition system Combustion air intake Exhaust system Exhaust gas cleaning Engine cooling Variable camshaft timing

1 2 4 6 7 11 14 18 21 24 26

2_28_04

Development aims

High specific output and torque Compliance with all statutory requirements and emission standards in the target sales countries Service intervals as for Porsche series production sports cars Combination of suitability for race circuits and everyday use.

2.1 / 2004

Carrera GT

In the Carrera GT the following features are implemented:

Motronic ME 7.1.1 as Master-Slave concept for multi-cylinder engines Modern torque-based Motronic system Returnless fuel system VarioCam camshaft adjustment system for inlet camshafts E-Gas; one adjustment unit for each cylinder bank Engine drag torque control Stereo lambda control: - LSU broadband lambda sensors as control sensors upstream to the catalytic converter - LSF lambda sensors for corrective control downstream from the catalytic converter

Secondary air injection, one pump per cylinder bank OBD worldwide (OBDII or EOBD) CAN networking Safety fuel tank of aluminium, worldwide Tank leak-tightness diagnostics by means of leak diagnostics pump for US market Gear-related engine speed control up to max. 8,400 rpm Platinum spark plugs with 1 ground electrode

Motronic ME 7.1.1
The electronic engine management system is undertaken by 2 Bosch ME 7.1.1 control units, one control unit managing each cylinder bank. Both control units are located under the seats. The 2-control unit concept is necessary to obtain a sufficient number of control
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unit driver stages for the computing power to control an engine with more than 8 cylinders. Communications between the two control units is provided by a CAN link running at a 500 kBaud transfer rate.

2.2 / 2004

Carrera GT

2_19_04

The ME 7.1.1 controls the following areas

Optimum combustion under all operating conditions by setting the optimum ignition point and injection point, together with the correct required injection quantity

Load sensing and calculation of the intake air by means of two hot film air mass flow meters Electronically controlled throttle valves for constant engine idling speed, optimum torque under all operating conditions, additional air injection for catalytic converter heater functions, engine speed limitation and vehicle speed control

Sequential cylinder individual fuel injection with returnless fuel system Active inlet camshaft adjustment Spark distribution using distributor-less ignition Stereo lambda control (4 sensors) Secondary-air injection Correct required evaporative emission control by canister purge valve Control of the radiator fan Vehicle diagnostics functions, monitoring all components and functions that affect exhaust gas, performing fault logging and visual indications using the check-engine lamp as required

Cylinder-selective knock control, adapting to fuel quality for component protection

2.3 / 2004

Carrera GT

Torque monitoring and control in conjunction with external demands such as MSR, ASR, TC, AC CAN link to internal control unit communication and external diagnostics

Check-engine warning lamp

The check-engine warning lamp provides a visual indication of a fault detected by the DME and registered in the fault log. This covers obligatory reporting of incorrect functioning or defective/changed components. The monitoring includes components that affect exhaust emissions, such as catalytic converters, lambda sensors, together with misfiring, which in an extreme case can lead to damage to components. In addition to the warning lamp, when the fault first occurs a message will
2_19_02

appear in the multi-function instrument. In the event of misfiring that could damage components the check-engine lamp will immediately start to flash. The check-engine lamp will continue to flash for as long as the misfiring that could damage components persists. At the same time a fault entry will be generated and saved in the Motronic control unit. The fault entry can be read using the PIWIS tester.

CAN networking
The electronic networking allows data and information to be exchanged between the control units on the network. Various CAN bus systems with different speeds are used in the vehicle.

The following systems communicate using the drives bus

Motronic master Motronic slave ASR 5.7 Instrument cluster

The two control units for controlling the Motronic functions communicate with each other by means of their own CAN link.

2.4 / 2004

The following systems communicate using the comfort bus

Carrera GT

Multi-function instrument RDK Air conditioning

The multi-function instrument is conceived as a gateway control unit and is therefore a data interface responsible for the control and distribution of information exchanged between the control units on the CAN network.

Immobilizer
Information for enabling ignition and injection is sent to both Motronic control units by an analogue data cable (W lead) from the immobilizer part of the alarm control unit. Further information regarding immobilizers can be found in the Technical Manual.

Crash shut-off
For safety reasons, in the event of an accident where the collision energy exerted on the vehicle exceeds a defined threshold, the fuel pump is switched off by the Motronic. The crash signal is triggered by the airbag control unit. The signal is not necessarily mean that the airbag will be triggered. Further information regarding the crash shut-off can be found in the Technical Manual.

2.5 / 2004

Carrera GT

Electrical power supply

Electrical power is generated by the alternator mounted on the right hand side of the engine. This is driven by a polymer vee-belt and has a maximum power output of 2.1 kW. The alternator is supplied with cooling air through a tube con-

Further information and illustrations can be found in section 9 Electrics of the Service Information Manual.

nected to the electric fan on the gearbox oil cooler. The flow of current from the alternator to the vehicle battery and into the vehicle electrical system is performed by electrical distribution elements within the engine compartment and the fuse box with relay board, also in the engine compartment. A further fuse box is located in the interior of the vehicle, under the dashboard

Further information regarding the electrical power supply, circuit diagrams, fuse and relay allocations can be found in the Technical Manual.

on the left hand side.

2_70_04

A - Positive distributor B - Ground distributor (removable arm) C - Fuse carrier/relay carrier (in engine compartment on right hand side)

Starter motor
The starter motor of the Carrera GT is located at the side of the gearbox under the right hand axle shaft flange. During the start procedure, the starter pinion engages directly into the teeth of a crown gear wheel. This crown gear wheel is mounted directly on the clutch housing, behind the disc spring. The starter motor is based on that used in the Cayenne. The drive power is 1.7 kW.

2_21_04

2.6 / 2004

Fuel supply
Fuel tank
This vehicle is also intended for use in competition, so the fuel tank is of aluminium and is located in a cavity behind the seats, between the monocoque rear wall and the front face of the engine. The tank cavity is covered at the rear by the front wall of the power unit carrier. The tank is the same worldwide and is fitted with the ORVR tank filling system. Only for the USA is additionally a tank leak diagnostics unit fitted. Because of the modular construction, simply disconnecting a hose connection on the left hand side of the tank allows this to be fitted. The diagnostics unit itself is located on the left hand side, under the air conditioning condenser. The fuel tank is only accessible once the drive unit has been removed. The fuel filter is located within the tank itself and is not intended to be changed for the life of the tank.

Carrera GT

The fuel tank may not under any circumstances be opened by the workshop !

A - Fuel filler neck B - Fuel-pressure regulator C - Fuel filter D - Air filter E - Leak diagnosis pump F - Activated charcoal filter G - Pressure limitation valve 2.7 / 2004

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Carrera GT

Returnless Fuel
Under this system there is only a single fuel lead from the tank to the engine. The fuel pressure regulator, like the filter, is located within the tank and is not vacuum controlled.

Fuel tank components

2_72_04

A - Fuel pumps B - Suction extraction pumps C - Fuel gauge sender unit D - Fuel-pressure regulator E - Catch tank F - Level limitation valve G - Fuel filter

The fuel delivery system has 2 fuel pumps within the tank; the second pump is activated only when a larger fuel delivery quantity is called for. To ensure sufficient flow of fuel even during sporty driving, the tank has 2 internal catch tanks in central position, each with 0.6 l volume, together with 2 suction pumps at the deepest points of the fuel tank on the outer left hand and right hand sides.

2.8 / 2004

Fuel pumps
The 2 electrically driven fuel pumps are located at the centre of the underside of the tank, behind a bolted oval cover. This cover is only accessible once the engine has been removed. It is not intended that the cover should be removed in the workshop.

Carrera GT

Fuel delivery quantity regulation

When the engine is started both fuel pumps are in operation; the second pump is shut down 2 seconds after completion of start is detected. For the most part during partial load operation only a single fuel pump operates. If the injection signal in the Motronic calls for a large fuel flow volume, the second pump will be reactivated, to ensure the required fuel quantity is made available. When the fuel level has fallen to a minimum level the second fuel pump will be activated under all circumstances. This is to ensure that all of the fuel remaining in both catch tanks can be pumped. The diagnostics for both fuel pumps is purely an electrical test. Functional plausibility checking is not performed.

Fuel filters
The fuel filters are located within the tank and do not require changing. The filters are combined with their respective pump and cannot be separated from the pump.

Fuel pressure regulator

The Carrera GT has a returnless fuel supply system. Neither vacuum nor differential pressure comparison is applied to the fuel pressure regulator. This is performed electronically using a calculation algorithm within the Motronic. The fuel pressure regulator is also located within the tank and is set to a system pressure of 4 bar.

2.9 / 2004

Carrera GT

Fuel level sensor (MAPPS)

The Carrera GT has a non-contact fuel level sensor system. The fuel level is sensed using 2 level sensors and is reported to the multi-function instrument for display. The level sensors have a solenoid which switches in the separate series connected resistance layers by moving to the respective tapping. The level is then reported based on the corresponding curve. The great advantage of this system is its freedom from susceptibility to error due to foreign bodies and freedom from wear of micro-contacts. There are two level sensors fitted to the tank of the Carrera GT. One sensor is for the level range > 50 % level and the other sensor then takes over the lower levels range.

Tank gauge
The values reported by the tank sensors are checked in the Motronic for plausibility and applied to conversion tables to generate a signal for the tank display of the multi-function instrument. When the quantity remaining is approx. 15 l the quantity remaining display will be activated and a warning lamp will be lit in the multi-function instrument. Accompanying the warning lamp a display will be presented on the vehicle computer matrix, which the driver can suppress if he wishes.

Fuel injectors
The Carrera GT is fitted with Bosch EV12 fuel injectors. The EV12 fuel injector is very similar in its construction to the EV6. The most important differences in the EV12 are a longer injection tube for more precise positioning of the injection spray in the intake manifold and an optimised matching of injection jets for improved fuel atomisation and maintenance of a more precise injection quantity.

2.10 / 2004

Carrera GT

2_25_04

The EV12 fuel injector is fixed in place by the valve clamp above a retainer nose on the fuel manifold. This fixing is necessary for exact positioning of the injection jet on the inlet valve. The fixing noses may not suffer any kind of damage, nor the retaining clamp be exchanged for any other sort of clamp. Neither may an injector ever be exchanged for one of another type or class.

Ignition system
Distributor-less ignition with individual bar primary ignition coils and integral spark plug connectors.

2_24_04

2.11 / 2004

Carrera GT

Ignition coil
Each cylinder has its own ignition coil within which is the complete integral HT system for generating the ignition spark. The ignition coils are the same as those for the Cayenne. The ignition coils are actuated directly by the ignition outputs from the control units, which also incorporate a diagnostics function for the ignition coils. The ignition signals are sent individually in the ignition sequence. Cylinders 1-5 are actuated by the master control unit, cylinders 6-10 by the slave control unit.

Ignition coil
The spark plugs used have a platinum central electrode and a ground electrode.

Speed sensor

2_26_04

On the rear side of the flywheel of the Carrera GT engine there is a toothed segment ring from which is taken the engine speed and reference mark signal. The flywheel and the segment ring are made of steel. Non-magnetic material cannot be used because it would not permit the sensors to pick up the engine speed and reference mark signal.

2.12 / 2004

The count of impulses from the square teeth is detected by active impulse sensors and passed to the control units as a square wave voltage signal for signal processing. Each cylinder bank and thus each Motronic control unit uses a separate impulse sensor. The impulse sensors spaced at the distance of the cylinder vee angle from each other on the bearing cover of the rear crankshaft shaft seal. The plug colours are different within the engine wiring harness to avoid assembly errors.

Carrera GT

2_66_04

Hall sensor
At the end of each inlet camshaft there is a Hall plate to allow the camshaft position to be determined. The Hall plates are of sheet steel. The Hall sensor signal is picked up by the Hall sensor bolted to the respective cylinder head cover. The Hall plate signal is further processed in the Motronic.

2.13 / 2004

Carrera GT

Knock sensors
There are a total of four knock sensors fitted on the crankshaft casing upper part near to the mating face with the cylinder head. Each knock sensors is each secured to the crankcase with a single M8 bolt. The prescribed tightening torque for these bolts must be exactly maintained. If the tightening torque is insufficient or excessive the defined transfer travel of the knock sensors in response to solid-borne sound vibrations can be distorted and the signals picked up incorrectly leading to a retarded ignition angle and loss of power.

Combustion air intake

2_27_04

The left and right combustion air intakes are separate and are measured by means of two hot film air mass flow meters. Air intake is achieved by a scoop from the air stream in the air spaces in front of the wheel arches. It is fed through a water separator into the intake ports of the air filter casing, via paper air filters (disc type) and hot film air mass flow meters to the throttle valves to the bank-specific intake manifolds and thus to the combustion chambers.

2.14 / 2004

Air filter

Carrera GT
A - Air intake (before air filter) B - Positions of hot film air mass flow meter and throttle valve

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Hot film air mass flow meter

For exact determination of the combustion air mass the engine of the Carrera GT is equipped with two hot film air mass flow meters type HFM5SF. These are a further development of the HFM5CL. The HFM5SF is a raw air mass flow meter and is available only as a complete component. Under no circumstances may the measuring element by removed from the measurement tube! The measurement range with a measurement uncertainty of < 3% ranges from 30 kg/h to 850 kg/h, but volume flows as high as 1,200 kg/h or more can be measured. Each cylinder bank has its own hot film air mass flow meter.

Driving pedals
The pedal arrangement of the Carrera GT includes a pedal position sensor directly behind the gas pedal. The pedal position sensor is operated by the gas pedal by means of a push rod and a pulled cable by means of a quadrant plate. The pedal position sensor transmits the driver's desired torque to the Motronic control unit, where this signal is converted into an air throughput i.e. a throttle valve angle.

2.15 / 2004

Carrera GT

Throttle valve adjustment unit

For each bank of cylinders there is a separate throttle valve, which is controlled by the respective bank-specific control unit.

The throttle valves are monitored for defective functioning and in the event of a fault a safety adjustment will reset them and the Motronic will register a fault entry in the fault log.

The throttle valves are controlled electrically by the Motronic. In the throttle valve adjustment unit there are two solenoids which implement the movement of the throttle valve in accordance with the signal output from the Motronic control units.

Intake system

2_29_04

Crankcase breather valve

Crankcase breathing in the engine of the Carrera GT is undertaken by the oil extraction pumps. The crankcase breathes through two connection pipes from the cylinder heads to the oil tank. The blow-by gases are fed into the intake Crankcase breathing is comprehensively described in section 1 of the Service Information Manual. manifold by the swirlpot through two vacuum limitation valves behind the throttle valve.

2.16 / 2004

Canister purge valve

The canister purge valve for the fuel tank is fitted within a container filled with activated carbon on the left hand side of the fuel tank. In this container the hydrocarbon components from evaporated fuel are captured up to the point where the activated carbon is saturated. Whilst the engine is running the activated carbon container is flushed through the fuel tank, the tank purge pipework and the canister purge valve which is activated as required, towards the intake manifold. The two canister purge valves are set to open depending on the engine operating conditions (air throughput) and the available regeneration gas quantity (fuel saturation) to the maximum air flush quantity that the engine can accept without problems. This purge system returns hydrocarbons and other gaseous substances from the fuel to the combustion cycle and prevents their release into the atmosphere. Each canister purge valve has a maximum volume flow of 3.8 kg/h.

Carrera GT

Tank leak-tightness test

The fuel tank of the Carrera GT is identical worldwide. For the US American market a leak-tightness test of the complete tank system is a statutory requirement. Leakage must not exceed that from a 0.5 mm diameter hole. The tank leak-tightness diagnostics in the Carrera GT are the same as for US vehicles of the Cayenne. The tank leak-tightness diagnostics are performed using an electro-pneumatic membrane pump which applies overpressure to the tank system and gauges the leak-tightness of the tank system by sensing the time between reclosure of two reed contact circuits. The pump controls, together with evaluation of the test results are performed within their own diagnostics path in the Motronic. During the diagnostics the tank system is isolated from the engine by means of the canister purge valve and to the atmosphere by means of the activated carbon container isolation valve, so that external systems do not affect the test. Because of the tank leak-tightness test, the Motronic dataset for US vehicles differs in its functional scope from the versions for the EU, RoW, ...

2.17 / 2004

Carrera GT

The diagnostics pump is fitted in the same purge hose, downstream from the activated carbon container, which is fitted in the same way as in for vehicles supplied to all other countries. The diagnostics pump and the activated carbon container isolation valve are fitted on the left hand side of the tank, on the demountable connection between the activated carbon container and the air filter for the tank system. The cabling for the pump and the isolation valve is included in the wiring harness for all engines. The vacuum supply for performing the membrane stroke against the pump spring is taken from a Tee piece between the vacuum accumulator and the electric changeover valve for the left hand secondary air pump.

Exhaust system
The Carrera GT uses the same exhaust gas system worldwide. The exhaust gas system of the Carrera GT is two-pipe throughout and is made of corrosion-resistant stainless steel. The exhaust gas manifolds are made of steel tubing and are of exactly the same length. For better thermal insulation within the engine compartment, the manifolds are enclosed in an aluminium casing. The preliminary or start catalytic converter is bolted directly on to the exhaust manifold. Upstream to and downstream from this catalytic converter are located the respective lambda sensors. The reason for the location immediately downstream from the manifold tube convergence is to achieve better heating of the catalytic converter after a cold start and an even exhaust gas flow.

A - Exhaust gas combination pipes B - Catalytic converter F - LSU broad-band Lambda sensor G - LSF planar Lambda sensor after catalytic converter

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2.18 / 2004

After the catalytic converter the exhaust gas flows in a tube (which is also insulated) above the left and right hand driveshafts along the gearbox string, behind the gearbox cross-strut, to the transversely mounted main muffler box with the 2 main catalytic converters at the entry to the final muffler box. For reasons of weight there is no extensive use of absorption material in the final muffler; the muffler operates on the reflection principle, under which the sound waves are reflected within the chambers to reduce their intensity. To reduce thermal radiation the final muffler has a jacket of external thermal insulation. The thermal insulation comprises an aluminium shell fitted around the muffler. This aluminium shell acts as a chimney to remove the heat. The air heated by the muffler escapes upwards through a vent grill under the rear spoiler, whilst cold air enters from below. Within the final muffler a mixer chamber for both sides of the exhaust system is fitted. This is for sound optimisation, to achieve the special acoustic signature typical of the Carrera GT.

Carrera GT

2_31_04

A - Exhaust gas combination pipes B - Preliminary catalytic converters C - Connecting pipes D - Exhaust mufflers with main catalytic converters E - Exhaust tailpipes

2.19 / 2004

Carrera GT

Exhaust emission control

Within the final muffler box there is a further flap-type muffler fitted. This flap mechanism is controlled by two vacuum pots which lie outside the box. The flap mechanism is controlled to avoid throttling and associated increased demand for power from the engine. The control is performed under a mapped reference in the Motronic, via electro-pneumatic changeover valves.

If the pressure in the exhaust gas system becomes excessive, a fault entry is generated in the Motronic and the check engine lamp in the dashboard gives a visual warning of a system fault. In addition a control function in the Motronic reduces the permitted torque by 50 %. A - Electro-pneumatic changeover valve B - Vacuum box C - Exhaust mufflers with main catalytic converters
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The exhaust gas flaps are opened in second gear and above at speeds in excess of 70 km/h, and in the lowest three gears at engine speeds in excess of approx. 2,800 rpm, if the air mass flow exceeds a certain threshold. For each gear there is a specific performance curve for flap control stored in the Motronic control unit. To check that this flap is functioning correctly there is a connection port for an external pressure probe fitted to the final muffler.
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The external pressure probe is fitted near to the catch for the engine hood cover. The connection to the pressure measurement port is made with a flexible steel lead with Teflon core. The pressure in the exhaust gas system is sensed upstream to the main catalytic converter.

2.20 / 2004

Exhaust gas cleaning

Catalytic converters
The Carrera GT is equipped for optimum exhaust gas cleaning, which conforms to all statutory requirements. Altogether four three-way catalytic converters are fitted. In each exhaust gas stream a catalytic converter is fitted in the exhaust gas manifold as a preliminary catalytic converter. The main catalytic converter is positioned at the entry to the final muffler box. Both catalytic converters have their matrix coated with a mixture of palladium and rhodium. The preliminary and main catalytic converters are of different sizes and also have different cell densities. Upstream to the preliminary catalytic converter is the control sensor of the lambda control system; downstream from the preliminary catalytic converter is the correction sensor. Both lambda sensors, as well as their control functions for the fuel/air mixture are also used for monitoring the effectiveness of the catalytic converter.

Carrera GT

If the preliminary catalytic converter is found to be defective, the Motronic will generate a fault entry, which after debouncing will light up the check engine lamp as a request that the driver visit a workshop to have the defect checked.

Secondary air system

For an especially quick warm-up of the preliminary catalytic converter and thus an early achievement of conversion of exhaust gas in the catalytic converter, on starting with an engine temperature less than approx. 30 C, a powerful jet of secondary air is blown into the cylinder head, directly downstream from the outlet valve. In circumstances of a rich mixture in a cold engine and a deliberately retarded ignition angle, under secondary air operation an afterburning effect is achieved in the exhaust channel, which quickly heats up the preliminary catalytic converter and thus ensures exhaust gas conversion. Secondary air injection is active in the Carrera GT for only as long as catalytic converter heating is required. The secondary air channels are integral within the cylinder head body. Control of the secondary air pumps is performed by a relay which is actuated as required by the Motronic. When secondary air is required, an electric changeover valve is opened for the vacuum tube to the combination valve for secondary air and the air to be fed in can flow unobstructed into the cylinder head. The secondary air system is an exhaust gas relevant system and as such is also monitored by the Motronic functions. The monitoring is performed using the lambda sensors upstream to the start catalytic converter. In the event of a defect an entry will be registered in the fault log; the defect is repeated a visual indication will be given by means of the check engine lamp.

Exhaust emission standards

Europe: USA / Canada:

EU4 LEV

2.21 / 2004

Carrera GT

Stereo lambda sensor control

Both cylinder banks have a separate lambda control circuit, each with a control sensor before the catalytic converter, each of which determines the optimum mixture composition and corrects it to lambda1. For functional control of the catalytic converters the left and right exhaust gas systems are provided with two correction sensors downstream from the catalytic converter that is being monitored (start catalytic converter). As well as the conventional step-type lambda sensors (LSF), which are fitted downstream from the preliminary catalytic converters, upstream to the preliminary catalytic converters are fitted sensitive broadband lambda sensors (LSU). This ensures that the fuel consumption and die exhaust gas emissions are maintained as low as possible under all operating conditions.

LSF lambda sensors after the preliminary catalytic converters

The planar LSF lambda sensor is a further development of the LSH heated Lamda sensor. Functionally it is equivalent to the LSH heated lambda sensor. Unlike the LSH, on the oxygen sensor LSF the solid-state electrolyte is made up of ceramic sheets. (LSF means: lambda sensor flat).

Special characteristics of the oxygen sensor LSF

Quickly operational Low heating power demand Stable regulating characteristics Small overall size, low weight

The sensor element of the planar oxygen sensor is made up of ceramic sheets and has the form of a rectangular wafer with rectangular cross section. The individual functional layers (electrodes, protective layers, etc.) are manufactured by a screen printing process. The laminating of various printed sheets on top of each other allows for a heater element to be integrated in the sensor element.

2.22 / 2004

Broadband LSU lambda sensors before the first catalytic converters

In the Carrera GT before the preliminary catalytic converter for each cylinder bank there is fitted a broadband LSU lambda sensor (LSU means: lambda sensor universal). Vehicles with these broadband lambda sensors operate under full lambda control from shortly after a cold start, over the whole range from idling to full power. The LSU broadband lambda sensor is a further development of the LSF lambda sensor.

Carrera GT

Advantages of the LSU broadband lambda sensor

Precise measurements can be made from lambda > 0.7 (rich mixture) to lambda < 4 (pure air). The LSU allows for instance controlled operation outside lambda 1, e.g. in the enrichment range of component protection. The LSU delivers a continuous signal which is evaluated in the Motronic control unit. Controlled operation with lambda control can be performed under all conditions. The broadband lambda sensor is operationally ready in a very short period of time. The lambda controls respond more quickly to a non-ideal mixture. Better control behaviour with increased dynamic response.

Construction of the LSU broadband lambda sensor

The LSU is arranged in different functional layer planes. The actual sensor element of the broadband lambda sensors comprises a combination of a Nernst concentration cell (sensor cell) and an oxygen ion transporting pump cell.

The broadband lambda sensor requires special operational electronics for the evaluation circuit (AWS) in the DME control unit. The AWS contains the internal control electronics for the pump and the sensor cells to generate the sensor signal. The control current in the electronic pump cell causes lambda 1 to be permanently generated by the measurement cell.

2.23 / 2004

Carrera GT

This is continuously checked against the voltage from the sensor cell (450 mV). Variations in the current in the pump cell (0 mA to 1 mA) the AWS calculates the exact lambda value of the exhaust gas. The temperature control of the LSU is also integrated into the AWS.

Engine cooling
The engine cooling operates on the cross-flow principle, under which each cylinder receives the same quantity of coolant at the same temperature. This ensures positive and uniform cooling. Further description of the coolant circuit can be found in section 1 of the Service Information Manual. The coolant on leaving the engine is cooled in radiators which are located in the vehicle nose. One radiator lies in the air flow towards the undertray and one radiator lies in the airflow towards the front area of each of the front wheel arches. Each of the outer radiator matrices is fitted with a steplessly controllable electric fan of 300 watts power. The control of the radiator fan is by a PWM signal which switches the fan on as required, depending on the coolant temperature. The signal is output from the Motronic based on the respective conversion curves. The fan controls include an emergency operating mode, which if there is a relevant fault in the system switches both fans to 100 % power. Both the front radiator fans are controlled by a common power driver stage, which is fitted in the air stream behind the left hand radiator. The use of an additional fan for the centre radiator is not necessary. The air inflow and outflow are aerodynamically optimised and guide the cooling air away into the front wheel arches.

2.24 / 2004

Cooling air ducts

Carrera GT

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Electric fans
Altogether there are four additional electric fans fitted to the Carrera GT. As well as the two fans for the side radiators in the vehicle nose, in the vehicle tail there is a fan for the gearbox oil cooler and one for the air conditioning condenser. Both these fans have the additional function of ensuring sufficient ventilation of the engine compartment. At the right rear is fitted the fan for the gearbox oil cooler, at the left rear is fitted that for the air conditioning condenser. Each fan has a power of 290 watts and is also controlled by the PWM. The control unit for each fan is integral within the fan body and can only be exchanged complete with the fan. The fan for the air conditioning condenser is fitted even to vehicles that are not equipped with air conditioning.

2.25 / 2004

Carrera GT

Variable camshaft timing

The Carrera GT has continuous adjustment of the inlet camshaft. The adjustment angle is controlled, calculated and output by the Motronic using the map values. The maximum adjustment angle is 40 crank angle (20 cam angle). Adjustment is performed hydraulically by means of a solenoid hydraulic valve in the respective cylinder head and the vane cell adjuster positioned on the camshaft. The camshaft position is determined by means of a Hall plate on the end of the camshaft and an associated Hall sensor. The Motronic compares the actual angle with the desired angle and activates the solenoid hydraulic valve accordingly.

If a defined permitted variation of actual from desired angle is exceeded, the Motronic generates a fault entry which can be read using the Porsche System Tester. For further fault-finding, appropriate actual values from the Motronic can be displayed on the system tester, to allow the causes of faults to be traced and the faults remedied.

For a detailed description of the variable camshaft timing please see the section Camshaft Adjustment in section 1 of the Service Information Manual.

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2.26 / 2004