Porsche Doppelkupplung Transmission (PDK)

Porsche Doppelkupplung (PDK) - CG1.50

For the first time, a 7-speed Porsche Doppelkupplung (PDK) is offered as an option for the new 911 Turbo. This replaces the 5-speed Tiptronic S and combines the efficiency of a manual transmission with the excellent shifting and driving comfort of an automatic transmission with torque converter, with no interruption in traction.

In addition to automatic gearshifts, the Porsche Doppelkupplung (PDK) also allows the gears to be selected manually using the new gear selector or the shift buttons on the new 3-spoke sports steering wheel. For customers who require a particularly sporty gear change, an optional 3-spoke sports steering wheel with shift paddles is offered with the new 911 Turbo for the first time.

General Information







For the new 911 Turbo, the PDK was modified or adapted in the following areas:

- Clutches 1 and 2 with additional clutch disc and larger diameter
- Drive shafts 1 and 2 as well as gear wheels (2 to 7) made from higher-grade material
- Crown wheel with larger diameter and with increased spline width in conjunction with the pinion shaft
- Bearing plate made from forged aluminum (instead of die-cast aluminum)
- Improved oil supply for the gear wheels (toothing)
- Enhanced shift strategies for automatic upshifting

Transmission Data

The transmission was modified to take into account the performance of the new 911 Turbo and transmission of the significantly higher torque and power values required. To adapt to the torque characteristics and higher top speed, the transmission ratios of gears 3 to 6 have been extended by up to 13% compared with the 911 Carrera models, also in consideration of reduced fuel consumption and CO2 emissions.







NOTE: The numbers shown in red are from the 911 Carrera and can be used for comparison purposes.

Power Flow

The higher torques of the new 911 Turbo can be reliably transmitted with an additional clutch disc in both clutch 1 and clutch 2 as well as through the enlargement of the clutch diameter by approx. 18 mm (clutch 1) and approx. 11 mm (clutch 2) respectively. The drive shafts 1 and 2 as well as the gear wheels (2 to 7) have also been adapted to the higher loads through the use of a higher-grade material. In addition, the outer diameter of the crown wheel was increased by approx. 10 mm and the wheel has an increased spline width in conjunction with the pinion shaft. Other reinforcement measures were applied to selected bearings and the highly-loaded bearing plate, which is now a forged aluminum part in the new 911 Turbo (911 Carrera: die-cast aluminum).

The improvements are supplemented with reinforced drive shafts at the rear axle with a slightly larger shaft diameter and reinforcement measures in the area around the transmission and wheel-side joints. In addition to the reinforcement measures, the high acceleration potential of the new 911 Turbo requires further improvements to the oil supply, including lubrication and cooling of the gear wheels (teeth).

For example, when accelerating at full throttle, the transmission oil is forced against the rear housing wall on account of its mass moment of inertia. A modified oil guide in the transmission sump ensures sufficient lubrication and cooling under these conditions for the gear wheels located at the front in the direction of travel.