Intake System / Turbocharging
Intake System / Turbocharging
Air routing / Air cleaner
As a result of omission of the hot-film mass air flow sensor, air routing of the intake air from the air cleaner to the electronic throttle has been dethrottled in the V8 engines.
New pressure sensor on the intake manifold V8 DFI (naturally aspirated and turbo engines)
Like on the Panamera engines, the new pressure sensor on the intake manifold replaces the previous hot-film mass air flow (MAF) sensor. In order to ensure that the correct mixture composition is always present in the combustion chambers, the actual intake air mass is continuously measured using a pressure sensor for measuring the mass air flow. As a result, the correct mixture is always available in the combustion chambers, and any changes in the atmospheric pressure (due to changes in altitude) and outside temperature are compensated. This new pressure sensor replaces the previously installed hot-film mass air flow measurement system and also contributes to increased performance by dethrottling the intake section.
NOTE: The load signal of the pressure sensor and the intake air temperature can be found under the DME actual values.
The pressure sensor detects the intake manifold pressure (at the rear of the intake manifold). On the basis of this information, the DME control unit determines the respective air mass and intake temperature from different maps.
Advantages of the pressure sensor
- Power increase through dethrottling of the intake section
- Higher precision for small air flows
- High resistance to soiling
- Lightweight design (the pressure sensor replaces 2 MAF sensors)
Intake air temperature sensor
The integrated temperature sensor measures the intake air temperature on both naturally aspirated and turbo engines.
Cayenne Turbo intake system
The new intake manifold of the Cayenne Turbo is also provided with a mounting at the rear for the new pressure sensor (2) for load detection.
In the turbo engine, the intake air is routed from the air-cleaner housing via the separate air ducts on the left and right directly to the intake side of the respective turbocharger. Downstream of the compressor, the compressed and heated air is cooled in the charge air coolers on the left and right and then routed together again upstream of the electronic throttle. Cooling of the charge air ensures high cylinder charging and reduced component temperatures.
The intake system of the Cayenne Turbo does not require any flaps since the charge effect is produced by the two turbochargers. The short intake manifold lengths are therefore effective across the entire map.
Deceleration air control
Deceleration air control ensures better engine response for acceleration after an deceleration phase since the turbocharger speed does not drop to the same extent. In addition, the mechanical loads and noise are reduced.
Deceleration air control is activated in deceleration mode. For this purpose, a connection is produced between the pressure side and suction side of the intake air on each turbocharger. Activation takes place when the DME control unit switches the electric switching valve (installed below the intake manifold). The vacuum then opens the diaphragm cells for overrun air control on the left and right.
Cayenne Turbo boost pressure control
Boost pressure control takes place ahead of the throttle valve. The pressure sensor for detecting the boost pressure (1) is installed directly before the throttle valve. The intake air temperature is detected by the pressure sensor for the engine load at the rear of the intake manifold (like on the Cayenne S).
The DME control unit regulates the boost pressure by activating the electric boost pressure control valve (2 - installed on the left next to the electronic throttle). This modulates a corresponding control pressure for activating the wastegate valves on the turbochargers. The boost pressure is therefore regulated to the boost pressure setpoint calculated in the DME control unit upstream of the electronic throttle.
