The 918 Spyder embodies the essence of the Porsche idea: it combines pedigree motor racing technology with excellent everyday utility, and maximum performance with minimum consumption. The task faced by the development team was to create the super sports car for the next decade with a highly efficient and powerful hybrid drive. Developing the car from scratch, appropriately beginning with a sheet of white paper, allowed the team to come up with a no-compromise concept. The entire car was designed around the hybrid drive. The 918 Spyder therefore demonstrates the potential of the hybrid drive to a degree never seen before: the parallel improvement of both efficiency and performance without one being at the cost of the other. This is the idea that has made the Porsche 911 the most successful sports car in the world for 50 years. In short, the 918 Spyder will act as the gene pool for the Porsche sports cars of the future.

The 918 Spyder reveals its close links to motorsport in a variety of ways. It has been designed, developed and produced by Porsche engineers who build race cars, in cooperation with series production specialists. A great deal of insight gained from the development of Porsche race cars for the 24 hours race in Le Mans in 2014 is thus integrated into the 918 Spyder – and vice versa. The structural concept of the 918 Spyder with a rolling chassis as its basis – a basic vehicle that can be driven even without a body – is race car tradition at Porsche. The concept of the V8 engine originates from the LMP2 RS Spyder race car. The load-bearing structures, the monocoque and subframe, are made of carbon fiber reinforced polymer. Porsche has many years of experience with this high-strength, lightweight construction material and has again achieved top results with the development of the series production 918 Spyder. Many parts of the super sports car come from manufacturers who have a proven record as suppliers for motorsport vehicles.

Hybrid drive brings advantages in terms of driving dynamics

A key message of the 918 Spyder is that the hybrid drive from Porsche is a plus for no-compromise driving dynamics. Drivers can experience this thanks to the unique all-wheel drive concept with a combination of combustion engine and electric motor on the rear axle and the second electric motor on the front axle. It is based on knowledge gained by Porsche during motor races with the successful 911 GT3 R Hybrid. Due to the additional, individually controllable front drive, new driving strategies for extremely high, safe cornering speeds can be implemented, especially for bends. Furthermore, the advanced “boost” strategy manages the energy of the electric drive so intelligently that, for every sprint with maximum acceleration, the full power of the 918 Spyder can be tapped into by simply pressing the accelerator down fully. In short, the 918 Spyder allows even drivers without motorsport training to experience the potential of advanced longitudinal and transverse dynamics.

The Porsche 918 Spyder also has the potential to break many records. The current lap time for the North Loop of the Nürburgring is 7:14 minutes. This time was achieved in the presence of international journalists during test drives in September 2012 – more than a year before start of production. The 918 Spyder prototype was therefore approximately 20 seconds quicker than the Porsche Carrera GT. More test drives on the Nürburgring North Loop will follow. An even more important factor is that the 918 Spyder surpasses previous models and competitors by far in its efficiency as well. As a plug-in hybrid vehicle, it systematically combines the dynamic performance of a racing machine with low fuel consumption. To sum it up: maximum driving fun with minimal fuel consumption.

Carbon monocoque guarantees lightweight design with a low center of gravity

The 918 Spyder utilizes the best state-of-the-art technologies, taken straight from motor racing, to achieve its top performance. The entire load-bearing structure is made of carbon fiber reinforced polymer (CFRP) for extreme torsional rigidity. Additional crash elements at the front and rear absorb and reduce the energy of a collision. The car’s unladen weight of approximately 3,715 lbs. (3,616 lbs. with “Weissach” package), an excellent low weight for a hybrid vehicle of this performance class, is largely attributable to this concept.

The drivetrain components and all components weighing over 110 lbs. are located as low and as centrally as possible within the vehicle. This results in a slightly rear end biased axle load distribution of 57 percent on the rear axle and 43 percent on the front axle, combined with an extremely low center of gravity at approximately the height of the wheel hubs, which is ideal for driving dynamics. The central and low position of the traction battery directly behind the driver not only supports efforts to concentrate masses and lower the center of gravity; it also provides the best temperature conditions for optimum battery power capacity.

Chassis with race car genes and rear-axle steering

The multi-link chassis of the Porsche 918 Spyder is inspired by motorsport design, complemented by additional systems such as the PASM adaptive shock-absorber system and rear-axle steering. Basically, this incorporates an electro-mechanical adjustment system at each rear wheel. The adjustment is speed-sensitive and executes steering angles of up to three degrees in each direction. The rear axle can therefore be steered in the same direction as the front wheels or in opposition to them. At low speeds, the system steers the rear wheels in a direction opposite to that of the front wheels. This makes cornering even more direct, faster and more precise, and it reduces the turning circle. At higher speeds, the system steers the rear wheels in the same direction as the front wheels. This significantly improves the stability of the rear end when changing lanes quickly. The result is very secure and stable handling.

Porsche Active Aerodynamic (PAA) for different driving modes

Porsche Active Aerodynamic (PAA), a system of adjustable aerodynamic elements, ensures unique and variable aerodynamics; its layout is automatically varied over three modes ranging from optimal efficiency to maximum downforce and is tuned to the operating modes of the hybrid drive system. In “Race” mode, the retractable rear wing is set to a steep angle to generate high downforce at the rear axle. The spoiler positioned between the two wing supports near the trailing edge of the airflow also extends. In addition, two adjustable air flaps are opened in the underfloor in front of the front axle, and they direct a portion of the air into the diffuser channels of the underbody structure. This also produces a “ground effect” at the front axle.

In “Sport” mode, the aerodynamic control system reduces the attack angle of the rear wing somewhat, which enables a higher top speed. The spoiler remains extended. The aerodynamic flaps in the underfloor area close, which also reduces aerodynamic drag and increases attainable vehicle speeds. In “E” mode, the control is configured entirely for low aerodynamic drag; the rear wing and spoiler are retracted and the underfloor flaps are closed.

Adjustable air inlets under the main headlights round off the adaptive aerodynamic system. When the vehicle is stationary and in “Race” and “Sport” mode, they are opened for maximum cooling air intake. In “E-Power” and “Hybrid” modes, they close immediately after the car is driven off in order to keep aerodynamic drag to a minimum. They are not opened until the car reaches speeds of approximately 81 mph or when cooling requirements are higher.

From comfortable to race-ready: five modes for three motors

The core of the 918 Spyder concept is its distribution of propulsive power among the three power units; their cooperation is controlled by an intelligent management system. To best exploit these different approaches, the Porsche developers defined five operating modes that can be activated via a “map switch” on the steering wheel, just like in motorsport cars. On the basis of this pre-selection, the 918 Spyder applies the most suitable operating and boost strategy without driver intervention, thus allowing the driver to concentrate fully on the road.

Quiet and elegant: “E-Power”

When the vehicle is started up, the “E-Power” mode is the default operating mode as long as the battery is sufficiently charged. In ideal conditions, the 918 Spyder can cover approximately 18 miles on purely electric power. Even in pure electric mode, the 918 Spyder accelerates from 0 to 62 mph in seven seconds and can reach speeds of up to 93 mph. In this mode, the combustion engine is only used when needed. If the battery’s charge state drops below a set minimum value, the vehicle automatically switches to hybrid mode.

Efficient and comfortable: “Hybrid”

In “Hybrid” mode, the electric motors and combustion engine work alternately with a focus on maximum efficiency and minimum fuel consumption. The use of individual drive components is modified as a function of the current driving situation and the desired performance. The Hybrid mode is typically used for a fuel economy-oriented driving style.

Sporty and dynamic: “Sport Hybrid”

In more dynamic situations, the 918 Spyder selects the “Sport Hybrid” mode for its power sources. The combustion engine now operates continuously and provides the main propulsive force. In addition, the electric motors provide support in the form of electric boosting or when the operating point of the combustion engine can be optimized for greater efficiency. The focus of this mode is on performance and a sporty driving style at top speed.

For fast laps: “Race Hybrid”

“Race Hybrid” is the mode for maximum performance and an especially sporty driving style. The combustion engine is chiefly used under high load, and charges the battery when the driver is not utilizing its maximum output. Again, the electric motors provide additional support in the form of boosting. Furthermore, the gear-shifting program of the PDK is set up for even sportier driving. The electric motors are used up to the maximum power output limit to deliver the best possible performance for the race track. In this mode, the battery charge state is not kept constant, rather it fluctuates over the entire charge range. In contrast to Sport Hybrid mode, the electric motors run at their maximum power output limit for a short time for better boosting. This increased output is balanced by the combustion engine charging the battery more intensively. Electric power is thus available even with several very fast laps.

For pole position: “Hot Lap”

The “Hot Lap” button in the middle of the map switch releases the final reserves of the 918 Spyder and can only be activated in “Race Hybrid” mode. Similar to a qualification mode, this pushes the traction battery to its maximum power output limits for a few fast laps. This mode uses all of the available energy in the battery.

Main propulsion: the race car’s eight cylinder engine

The main source of propulsion is the 4.6-liter, eight cylinder engine that produces 608 hp of power. The engine is derived directly from the power unit of the successful RS Spyder, which explains why it can deliver engine speeds of up to 9,150 rpm. Like the race engine of the RS Spyder, the 918 Spyder power unit features dry-sump lubrication with a separate oil tank and oil extraction. To save weight, components such as the oil tank, the air filter box integrated into the subframe and the air induction are made of carbon fiber reinforced polymer. Further extensive lightweight design measures have resulted in such features as titanium connecting rods, thin-wall, low-pressure casting on the crank case and the cylinder heads, a high-strength, lightweight steel crankshaft with 180 degrees crankpin offset and the extremely thin-walled alloy steel/nickel exhaust system. Striking features of the V8 are that it no longer supports any auxiliary systems, there are no external belt drives and the engine is therefore particularly compact. Weight and performance optimizations achieve a power output per liter of approx. 133 hp/l – the highest power output per liter of a Porsche naturally aspirated engine – which is significantly higher than that of the Carrera GT (106 hp/l) and outstanding for a naturally aspirated engine.

Unique race car design heritage: top pipes

It isn’t just this engine’s performance but also the sound it makes that stokes the emotionality of the 918 Spyder. This is attributable first and foremost to the so-called top pipes: the tailpipes terminate in the upper part of the rear end immediately above the engine. No other production vehicle uses this solution. The top pipes’ greatest benefit is optimal heat removal, because the hot exhaust gases are released via the shortest possible route, and exhaust gas back pressure remains low. This design requires a new thermodynamic air channeling concept. With the HSI engine, the hot side is located inside the cylinder V, the intake channels are on the outside. There is another benefit as well: the engine compartment remains cooler. This is especially beneficial to the lithium-ion traction battery, as it provides optimum performance at temperatures between 68 and 104 degrees Fahrenheit. Consequently, less energy needs to be used for active cooling of the battery.

In parallel in the drivetrain: hybrid module

The V8 engine is coupled to the hybrid module, since the 918 Spyder is designed as a parallel hybrid like the current hybrid models from Porsche. Essentially, the hybrid module comprises a 115 kW electric motor and a decoupler that serves as the connection with the combustion engine. Because of its parallel hybrid configuration, the 918 Spyder can be powered at the rear axle either individually by the combustion engine or electric motor or via both drives jointly. As is typical for a Porsche super sports car, the power pack in the 918 Spyder has been placed in front of the rear axle, and does not have any direct mechanical connection to the front axle.

Upside-down for a low center of gravity: Doppelkupplung

A seven-speed Doppelkupplung (PDK) transmission handles power transmission to the rear axle. The high-performance transmission is the sportiest version of the successful PDK; it has undergone a complete redesign for the 918 Spyder and has been further optimized for high performance. To ensure a low mounting position for a low center of gravity of the entire vehicle, the gear unit was turned “upside down” by rotating it 180 degrees about its longitudinal axis, in contrast to other Porsche series. If no power is required on the rear axle, the two motors can be decoupled by opening the decoupler and PDK clutches. This is the action behind the Porsche hybrid drive’s typical “coasting” with the combustion engine switched off.

Independent all-wheel drive: front axle with electric motor

On the front axle, there is another independent electric motor with an output of approximately 95 kW. The front electric drive unit drives the wheels at a fixed ratio. A decoupler decouples the electric motor at high speeds to prevent the motor from over-revving. Drive torque is independently controlled for each axle. This makes for very responsive all-wheel drive functionality that offers great potential in terms of traction and driving dynamics.

Lithium-ion battery with plug-in charging system

The electric energy for the electric motors is stored by a liquid-cooled lithium-ion battery comprising 312 individual cells with an energy content of about seven kilowatt hours. The battery of the 918 Spyder has a performance-oriented design in terms of both power charging and output, so that it can fulfill the performance requirements of the electric motor. The power capacity and the operating life of the lithium-ion traction battery depend on several factors, including thermal conditions. That is why the battery of the 918 Spyder is liquid-cooled by a dedicated cooling circuit. The global warranty period for the traction battery is seven years.

To supply it with energy, Porsche developed a new system with a plug-in vehicle charge port and improved recuperation potential. This vehicle charge port in the B-pillar on the front passenger side lets users connect the storage battery to an electrical supply at home to charge it. The charge port is standardized for the country of purchase. The on-board charger is located close to the traction battery. It converts the alternating current of the household electric supply into direct current with a maximum charge output of 3.6 kW. Using the supplied Porsche Universal Charger (AC), the traction battery can be charged with a conventional wall plug in seven hours from a ten ampere rated, fused power socket a US 110 Volt household electrical supply, for example. Furthermore, the Porsche Universal Charger (AC) can be installed at home in the garage using the Charging Dock. It enables rapid and convenient charging within approximately two hours, irrespective of regional conditions. The Porsche Speed Charging Station (DC) is available as an optional extra. It can fully charge the high-voltage battery of the 918 Spyder in just 25 minutes.

Pioneering control concept: clear organization of the cockpit

The driver is the focus of all technology in the future Porsche super sports car. A cockpit was created for the driver that is typical of the brand and pioneering in its clarity. It is partitioned into two basic areas. First, there are the controls that are important for driving, which are grouped around the multifunction steering wheel, combined with driver information displayed on three large round instruments. Second, there is the infotainment block that is housed in the lifted center console, which was introduced in the Carrera GT. Control functions, e.g. for the automatic climate control system, wing adjustment, lighting and Porsche Communication Management (PCM), including a Burmester high-end sound system, can be intuitively operated by multitouch with a new type of black panel technology.

For even higher performance: the Weissach package

For very performance-oriented customers of the 918 Spyder, Porsche offers the “Weissach” package. These modified super sports cars can be recognized at first glance by special colors and designs that are based on legendary Porsche race cars. The roof, rear wings, rear-view mirrors and frames of the windscreen are made of visible carbon. Parts of the interior are upholstered with Alcantara instead of leather, and visible carbon replaces much of the aluminum. Sound insulation has been reduced. The emphasis on performance is not just visual: very lightweight magnesium wheels reduce unsprung masses; gross weight was reduced by about 77 lbs. The benefits are experienced in further improved dynamic performance. Other references from motorsport are six-point seatbelts for driver and front passenger, optional film-coating instead of body paint, as well as additional aerodynamic body parts in visible carbon.

Porsche redefined: a new super sports car for a new decade

The 918 Spyder continues a long tradition of super sports cars at Porsche; as technology platforms, as the driving force behind both car emotion and car evolution and as the ultimate sports cars of their decades: the Carrera GTS, the first Porsche Turbo, the 959, the 911 GT1, the Carrera GT. More than any of its predecessors, the 918 Spyder is providing key impetus for developing technologies for future vehicle concepts. It offers a complete package of components that reflect Porsche DNA – more concentrated than ever before.

Technical Specifications – Porsche 918 Spyder
Body:
Two-seat Spyder; carbon fiber reinforced plastics (CFRP) monocoque interlocked with CFRP unit carrier; two-piece Targa roof; fixed roll-over protection system.
Drivetrain:
Parallel full hybrid; 4.6-liter V8 mid-engine with dry-sump lubrication; hybrid module with electric motor and decoupler; electric motor with decoupler and gear unit on front axle; auto start/stop function; electrical system recuperation; four cooling circuits for motors, transmission and battery; thermal management.
Engine power:
608 hp at 8,600/min (V8 engine)
154 hp (hybrid module on rear axle)
127 hp (electric motor on front axle)
887 hp (combined)
Max. torque:
390 lb.-ft. at 6,600/min (V8 engine)
940 lb.-ft. (equivalent torque calculated on the crankshaft, complete system in 7th gear)
787 lb.-ft. (complete system, 3rd gear)
> 590 lb.-ft. (800/min – 5,000/min)
Maximum Revs:
9,150 rpm
Power output per l:
133 hp/l (V8 engine)
Power transmission:
Combustion engine with hybrid module and transmission bolted together to form a single drive unit; seven-speed Doppelkupplungsgetriebe (PDK); rear-wheel drive; front electric motor with gearbox for driving the front wheels (decoupled from 146 mph); five pre-selectable operating modes for optimum coordination of all drive units.
Gear ratios PDK
1st gear 3.91
2nd gear 2.29
3rd gear 1.58
4th gear 1.19
5th gear 0.97
6th gear 0.83
7th gear 0.67
R gear 3.55
Final drive ratio 3.09
Clutch diameter 8.7 in. / 6.5 in
Chassis and Suspension:
Double-wishbone front axle; optional electro-pneumatic lift system on front axle; electro-mechanical power steering; multilink rear axle with adaptive electro-mechanical system for individual rear wheel steering; electronically controlled twin-tube gas-pressure dampers in the front and rear with Porsche Active Suspension Management (PASM).
Brake system:
High-performance hybrid brake system with adaptive recuperation; internally ventilated and perforated front ceramic brake discs (PCCB), 16 in. in diameter and 1.4 in. thick; rear discs 15.4 in diameter and 1.3 in. thick.
Wheels and tires:
918 Spyder wheels
(Weissach package: 918 Spyder magnesium wheels)
front 9.5 J x 20 with 265/35 ZR 20
rear 12.5 J x 21 with 325/30 ZR 21
Weights:
Curb weight 3,715 lbs.
3,616 lbs. (Weissach package)
Dimensions:
Length 182.8 in.
Width 76.4 in.
Height 45.9 in.
Wheelbase 107.5 in.
Track width
front 65.5 in.
rear 63.5 in.
Luggage compartment capacity, VDA ~ 110 l
Fuel tank capacity 18.5 gal
Energy supply:
Lithium-ion battery with 6.8 kWh capacity (BOL nominal), 220 kW maximum power and mains-compatible plug-in charger.
Performance:
Top speed > 211 mph
purely electric 93 mph
Acceleration:
0-62 mph 2.8 s
0-60 mph less than 2.8 s
0-62 mph (in electric mode) 7.0 s
0-124 mph (0-200 km/h) 7.9 s
0-186 mph (0-300 km/h) 23.0 s
Range:
Purely electric approx. 18 mi.
Warranty:
Vehicle (Battery) 4 years (7 years)
Charging times:
AC charging on a household socket (110 V, 10 A):
less than 7 hours
AC charging on an industrial socket (240 V, 30 A):
less than 2 hours
DC charging on an industrial socket (400 V, 32 A):
less than 0.5 hours.

For the first time, Porsche is using active rear wheel steering in order to achieve even higher precision and lateral dynamics. Depending on the speed, the new 911 GT3 steers in the same or opposite direction of the front wheels, improving stability and agility. Discover some of the technical highlights of the new 911 GT3 in this clip.

Porsche is celebrating the 50th anniversary of the 911, while Martini has 150 candles on their birthday cake this year. It’s only natural they got together once again with Sebastian Loeb behind the wheel…

The first Porsche wearing the Martini Stripes was the 906 in 1968, and the last one (officially) raced in the 2008 season. The break is over, and the newest machine joining the club will be a 911 GT3 Cup car debuting with Loeb during the opening round of the Porsche Mobil 1 Supercup in Catalunya, Barcelona, Sunday 12 May.

He will also take the wheel for the next round in Monte Carlo, while the third race in Monza will see a yet undisclosed driver in the seat.

Source: Porsche | Jalponik

The Porsche model offensive in the anniversary year of the 911 is reaching new heights. Fifty years ago, the 911 made its debut at the Frankfurt International Auto Show – and just ten years later, the first 911 Turbo prototype was at the IAA. On this 40th anniversary of the 911 Turbo, Porsche is now presenting the new generation 911 Turbo and Turbo S the technological and dynamic performance peak of the 911 series. A new all-wheel-drive system, active rear axle steering, adaptive aerodynamics, full-LED headlights, and up to 560 hp from a flat six-cylinder engine with twin-turbochargers underscore the role of the new generation 911 Turbo as an ultra performance car, every day car, and technology flagship. Playing an equally crucial role are an entirely new chassis and lightweight design with a 3.9-inch longer wheelbase and larger 20-inch wheels. The Porsche Dynamic Chassis Control (PDCC) active anti-roll system, which is being offered for the first time in 911 Turbo models, increases dynamic performance even more. This system is standard equipment in the 911 Turbo S, as is Sport Chrono Package Plus with dynamic engine mounts, and Porsche Carbon Ceramic Composite Brakes (PCCB); all of these features are also available as options in the 911 Turbo. The result: The new 911 Turbo S shortens the lap time for the North Loop of the Nurburgring to well under 7 and a half minutes with standard production tires.

Improved Performance and Efficiency

The new engine and refined PDK transmission is partnered with a new Porsche Traction Management (PTM) all-wheel drive system. The turbocharged 3.8-liter six-cylinder engine with direct fuel injection produces 520 hp in the 911 Turbo and 560 hp in the S model. Porsche continues to be the only carmaker to offer two turbochargers with variable turbine geometry on a gasoline engine. Power is transferred to the drivetrain via a seven-speed dual clutch transmission (PDK), which now enables an auto start/stop function with engine shutoff, which activates earlier while the car is coming to a stop as well as when coasting at speed. A new combined thermal management system for the turbo engine and the PDK transmission are projected to result in real world fuel economy improvements when final U.S. EPA label values are calculated closer to the time the car is on sale in the United States. Induction and engine sounds are transmitted to the passenger compartment via a speaker diaphragm.

New all-wheel drive with electro-hydraulic control

For even faster and more precise power distribution to the front and rear axles, Porsche developed a new PTM all-wheel drive system with electronically controlled and activated multi-plate coupling. The system is equipped with a new water cooling function, which allows for more strength, and therefore more drive torque to the front wheels, than the system in the previous 911 Turbo. Simultaneously, the optimized interplay of the engine, transmission and all-wheel drive systems results in significant improvements to the acceleration capabilities of the 911 Turbo and Turbo S. The 911 Turbo with the optional Sport Chrono Package Plus accelerates from zero to 60 mph in 3.2 seconds, on its way to a top track speed of 196 mph. The 911 Turbo S handles the sprint to 60 mph in just 2.9 seconds, with a top track speed of 198 mph.

Widest body of all 911 cars

Visually, the two new top variants of the 911 lineup are set apart from other models more than ever. The characteristic expansively wide rear body panels of the new generation 911 Turbo are a further 1.1 inches wider than on the 911 Carrera 4 the fenders feature a nearly level surface, about the width of a hand, between the C-pillar and the outer edge of the car body. Other differentiating characteristics include forged two-tone 20-inch aluminum wheels. On the 911 Turbo S they have center hub wheel locks. The Turbo S is further differentiated by new, standard full-LED headlights that feature four-point daytime running lights and camera-based high/low beam control, which can be ordered as an option for the 911 Turbo.

Rear wheel steering notably enhances responsiveness

The introduction of rear wheel steering in all turbo models immensely improves both track driving capability and everyday performance of the two new sports cars. The system consists of two electro-mechanical actuators, instead of the conventional control links, on the left and right rear axles. The steering angle of the rear wheels can be varied by up to 2.8 degrees, depending on vehicle speed. At speeds up to 31 mph, when the front wheels are turned, the system steers the rear wheels in the opposite direction. This actually corresponds to a virtual shortening of the wheelbase by 9.8 inches, which gives the 911 Turbo unrivalled performance in curves. The system lets the car turn faster into corners and offers more dynamic steering response. This noticeably simplifies maneuvering and parking.

At speeds above 50 mph, the system steers the rear wheels parallel to the front wheels. This is equivalent to a virtual lengthening of the wheelbase by 19.6 inches and gives the car tremendous directional control capability. At the same time, the steering input by the driver leads to significantly faster build-up of lateral force at the rear axle, which responds to steering commands even more quickly.

Active aerodynamics improve efficiency and performance

Porsche developed an active aerodynamic system on the new 911 Turbo models for the first time. It consists of a retractable three-stage front spoiler, whose segments can be pneumatically extended, and a deployable rear wing with three adjustable wing positions. This makes it possible to tune the aerodynamics of the 911 Turbo to fulfill driver wishes for either optimal efficiency or top dynamic performance. In the performance position, all segments of the front spoiler are fully extended, and they generate considerable down force at the front axle. Similarly, the rear wing is extended to its maximum height with the greatest angle of attack. This also generates more down force at the rear axle. Dynamic performance is improved to such an extent that lap times at the North Loop of the Nurburgring are improved by up to two seconds due to this system alone.

New interior with high-end features

The interior was completely redesigned in both 911 Turbo models, and it builds on the 911 Carrera family. The S model is particularly well equipped, offering such features as an exclusive interior in a black/Carrera red color combination and standard Sport Seats Plus with 18-way adjustment and memory. In addition, the seat back shells are upholstered in leather with double cap seams and various elements in carbon look. As on the previous models, the Bose sound system is installed as standard; for the first time, a Burmester system is also available as an optional feature. A radar-controlled cruise control system, camera-based road sign recognition, and speed limit recognition are other new options being offered.

The new top models of the 911 model series arrive on the market at the end of 2013 in the United States. The 911 Turbo is priced from $148,300 while the 911 Turbo S begins at $181,100, not including a destination charge of $950.

Porsche Debuts Plug-in Panamera at Auto Shanghai

Shanghai/Atlanta. Today Porsche is celebrating the world premiere of the 2014 Panamera at Auto Shanghai, the Asian market’s leading auto show. The centerpiece of the show for Porsche is the appearance of the new Panamera S E-Hybrid, the first plug-in hybrid offering from the German automaker. Also making their debut are two luxurious Executive versions for the Panamera S and Panamera 4S, which feature an extended wheelbase and a completely new 3.0-liter twin-turbo V6 engine. With this launch, the Panamera line-up now increases to nine individual models that offer an extended range between sportiness and comfort.

“The Porsche Panamera and China – that is a very special success story,” said Matthias Müller, president and CEO of Porsche AG. “Exactly four years ago, we introduced the first Panamera to a world audience here in Shanghai – and very intentionally here. Because it was clear to us that our Gran Turismo would be precisely the right model for this future market. And we were not mistaken. In 2012, one out of three Panamera cars were delivered to China.”

Since then, China has gained in importance and become the second largest Porsche market in the world, behind the United States.

The new Panamera S E-Hybrid improves upon the concept offered by the previous Panamera S Hybrid with a more powerful electric motor, a higher-performance battery that supplies more energy and is able be recharged from home or public vehicle charging stations. The electric drive produces 95 hp, more than double the power of the previous model’s electric motor (47 hp). Electricity is stored in a newly developed lithium-ion battery, which at 9.4 kWh has increased capacity over the previous battery (1.7 kWh). Via the integrated on-board charging componentry and the standard Porsche Universal Charger (AC), the battery can reach full charge within approximately two and a half hours when connected to a 240V power source.

The Panamera S E-hybrid is capable of accelerating from a standstill to 60 mph in 5.2 seconds on its way to a top track speed of 167 mph.

In a second world premiere, Porsche President and CEO Matthias Müller presented the new Panamera 4S Executive and Panamera Turbo Executive models, which feature a wheelbase extended by 5.9 inches, enabling even more rear seating comfort and come with an extensive range of standard features. For example, all Executive models are equipped with Adaptive air-suspension featuring Porsche Active Suspension Management (PASM), which combines superior performance and enhanced ride comfort.

The new Panamera models will be available in the U.S. starting late in 2013. Panamera Turbo S and Panamera Turbo S Executive variants will be available in 2014. Pricing details are as follows:

Panamera $78,100

Panamera 4 $82,800

Panamera S $93,200

Panamera 4S $98,300

Panamera S E-Hybrid $99,000

Panamera GTS $113,400

Panamera 4S Executive $125,600

Panamera Turbo $141,300

Panamera Turbo Executive $161,100

*Base pricing does not include options, taxes, dealer charges and a destination fee of $975.

Source: Porsche

These days, we’ve seen just about every automaker dropping cylinders in an effort to appease tightening fuel economy and emission standards – and Porsche is no exception. Nearly three years after introducing an all-new V6 powerplant under the front hood of its Panamera sedan (launched with a range of V8 engines) comes word that Porsche is working on an all-new turbocharged flat-four boxer to replace the flat-six engines mid-mounted in its Cayman and Boxster models.

Specifics have yet to be learned, but reports say the engine is a derivative of the current 3.8-liter six (shown above) found under the rear decklid of the Carrera S, yet with two fewer cylinders. Fitted with a turbocharger, direct-injection and the automaker’s VarioCam Plus, the new all-aluminum 2.5-liter flat-four will likely develop upwards of 350 horsepower and 360 pound-feet of torque. Redline should be about 7,500 rpm. Initial indications say that Porsche will only offer the new engine with its seven-speed PDK dual-clutch automatic, tuned to take advantage of the low-end torque, but a traditional six-speed manual gearbox has not been ruled out. Despite the loss of two cylinders, enthusiasts will likely embrace the new engine as it promises to be lighter, more fuel efficient and more powerful than the 2.7-liter and 3.4-liter sixes in the Cayman/Boxster today.

Even though Porsche has been using Volkswagen Group engines for years (e.g., Cayenne V6, Cayenne Diesel and upcoming Macan), all indications are that the new flat-four will not be shared. Instead, it will be kept in-house for the automaker’s sports cars and possible future fitment in an entry-level 911.

Source: Autoblog

Although it’s only been a few years since the current Porsche Cayenne was introduced, Porsche seems to be working on a midcycle update for its big SUV possibly in time to welcome the smaller Macan. As seen in these recent spy shots, it looks like the Cayenne will be getting a minor face- and butt-lift, but it’s hard to say what other changes are in store or when the updated model will hit showrooms.

Up front, expect the Cayenne’s new face to resemble what was just revealed on the 2014 Panamera, and we could also see this SUV using some of the new engines introduced on the Panamera including the 3.0-liter twin-turbo V6 or maybe even the E-Hybrid model. We’re guessing that the new Cayenne could debut sometime next year likely for the 2015 model year. In the meantime, check out the gallery of spy shots above.

Source: Autoblog

The 2014 Panamera GT’s facelift comes with cleaner lines, plug-in hybrid technology and a brand new twin-turbocharged 3.0-litre V6 engine for the S and the 4S models replacing the 4.8-liter naturally aspirated V8. As you would expect, downsizing actually means more power.

It’s 20 horsepower more to be exact, while torque is up by 17.5 ft-lb to 383. Porsche claims “up to” 18% better fuel economy, which probably means zero when you use the Panamera for what a Porsche is supposed to be doing.

The 4.8 liter V8 is thankfully sticking around in the GTS, which was one of the best cars I drove last year, making 440 horsepower. The Turbo model also gains 20 horsepower to have a total of 520. The Turbo S is gone for 2014.

A new trim level is also available for the Panamera 4S and Panamera Turbo. Dubbed “Executive,” it’s a long-wheelbase version (about six inches more) of the cars to provide more room in the back. It’s fitting that they were unveiled at the Shanghai Auto Show, as Chinese customers place a premium on space in the back.

Everyone wants to be chauffeured in a Porsche and not drive it, naturally.

On the greener end of the spectrum, the Panamera S E-Hybrid offers 416 hp of combined power thanks to a now 95 horsepower electric motor, while the batteries (lithium-ion replacing nickel metal hydride technology) can be charged in four hours with a usual domestic socket, or in two using a bigger one.

The pure electric range is 22 miles, but since the test is done with the air-conditioning or heating switched off, even Porsche agrees that in real life, that number is somewhere between 11-22 miles. The boost function is also available for overtaking, while the 0-62 figure is cut by half a second to 5.5. The top speed is 168 mph, great news for anybody living close to an unrestricted Autobahn.

While most Panameras use the 7-speed double clutch gearbox, the diesel and the hybrid comes with an 8-speed Tiptronic S for maximized efficiency. As of right now, the Panamera Diesel does not appear to be on the list of models heading to the USA.

Visually, you’d be hard pressed to notice the difference between this and the previous Panamera other than, yes, you can now ask for LED headlamps!

Porsche Micro Site: http://www.porsche.com/microsite/panamera/usa.aspx?ws=1

Source: Jalopnik

Porsche returns to the LM24 top category in 2014. Like their older days, eg; 1971. Those cars, that action, captured in this video were historic and historical. Make sure you catch all the tech details Porsche shares here.

The light-weight mag chassis [it won the race], the revised K-decks with a soft aero curve and tail fins for stability, the hyper high-speed long-tails. The flat-12 engine air-scoops – Tested, but never raced. Ever. The Pink Pig. All, oh so Porsche-cool.

In fact, so many stellar cars in the 1971 field, Porsche and otherwise.

For 2014 P1 class, vs Audi, Toyota, and maybe more, one can only hope Porsche wows us again with levels of tech, aero, and engineering that make us say – ‘Now, THAT’s a Porsche’.

Source: jalopnik

For 2013, the new 911 RSR race car, running in the WEC LM-GTE class, is characterized by significant lightweight design and sophisticated aerodynamics. The exceptional vehicle styling honors a very special anniversary: From a bird’s eye perspective, the numbers 50 and 911 are visible. These stand for 50 years of the Porsche 911. The Porsche AG Team Manthey works squad will exclusively field two Porsche 911 RSR race cars in the World Endurance Championship’s 2013 season including the 24 Hours of Le Mans. The car will not run in a North America series for 2013.

The new 911 RSR, which is based on the seventh generation of the iconic 911 sports car, follows in the footsteps of its successful predecessor, the 911 GT3 RSR (type 997). As with the production vehicle, the wheelbase grew by about ten centimeters, or four inches. A new wishbone front suspension replaces the previously used McPherson struts. Another new development from Porsche Motorsport is the particularly lightweight racing gearbox. The six gears are selected via paddles on the steering wheel. The 460 hp, 4.0-litre six-cylinder boxer engine was taken from the predecessor and optimized in detail.

One of the priorities in the development of the new 911 RSR was the more evenly balanced weight distribution. The center of gravity is also significantly lower than that of its predecessor. Carbon fiber played a crucial role in the new design. The front and rear mudguards, front and rear lids, doors, underbody, wheel arches, rear wing, dashboard and center console are constructed from the very light and strong material. Moreover, all windows are made of particularly thin and light polycarbonate. Also contributing to the weight reduction is the lithium-ion battery known from the 911 GT3 road going models.

The look of the new 911 RSR is dominated by the flared mudguards and the deep cooling air intakes at the front. With the new air ducting, the radiator is now centrally-located in the front and even more effective than in the previous model. At the same time, the cockpit air conditioning became more efficient. The quick-change concept of the body parts was specially adapted for endurance racing, allowing for easier maintenance and shorter repair times. The front end, front lid and rear panel are fitted with quick release systems and can be replaced within seconds.

Competing in the Porsche 911 RSR with starting number 92 are Porsche works drivers Marc Lieb (Germany) and Richard Lietz (Austria), who already shared a cockpit in the 2012 WEC. At the first two races of the season in Silverstone (April 14) and Spa (May 4) as well as at the 24 Hours of Le Mans (June 22), they will receive support from their works driver colleague Romain Dumas (France). Factory pilots also drive the #91 sister car, with Joerg Bergmeister (Germany) and Patrick Pilet (France) making up a team. In Silverstone, Spa and Le Mans, the duo is joined by Timo Bernhard (Germany).

Spy photographers have snapped a few images of the upcoming Porsche 911 Targa out for some cold-weather testing. It looks as if engineers have their hearts set on eschewing the massive sunroof design of the 997 in favor of the “true” Targa roof that stood classic 911s in good stead for so many years. That means buyers will be able to enjoy a removable top panel for true open-air driving.

The development mule we see here wears convertible top camouflage, but it doesn’t take a keen eye to spot the iconic Targa roll bar and center roof section. Unfortunately, this 997 doesn’t give us any hints as to what mechanical tidbits lurk under the sheetmetal.

The 997 Targa was only available in four-wheel drive guise, but Porsche hasn’t said one way or the other whether the new 991 can be had in a C2 configuration. Either way, we dig the return to the old roll-bar style and can’t wait to see the machine get a full unveil.

The fifth generation of the 911 GT3 is a completely new development in terms of engine, transmission, body and chassis. The result: impressive performance figures, which open up a new chapter for race track performance sports cars.

The performance figures of the new 911 GT3* speak for themselves:
Maximum power output of 475hp.
Power to weight ratio: 3.0 kg/hp.
Acceleration from zero to 100 km/h: in 3.5 seconds.
Top speed: 315 km/h.
*Combined fuel consumption in accordance with EU 5: 12.4l/100km, CO2 emission: 289 g/km

For more info on this or any other Porsche model, please feel free to contact us:

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