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    Re: 918 latest news

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    Re: 918 latest news

    I am almost sure that the final power figure will be 918 hp))) YAHOO. And thats with 4.6 atmo engine!!! P1 and laf were blown)))


    --



    sportcars-history.com


    Re: 918 latest news

    good call!!!!!!

     


    Re: 918 latest news

    The Macca F1 was way undersubscribed as well..........and turned out to be a wonderful investment.  A low initial Take Rate might well indicate better investment performance down the Line.........


    Re: 918 latest news

    what about this story with the press not alllowed to show anything ? Is it that they want to announce something before the 15th and then let the videos and articles roll, or is a usual procedure ?



    Re: 918 latest news

    I love this pic!  The perfect grocery shopping car.  Just think, you could buy eggs, then scramble them in the engine compartment on the drive home...


    Re: 918 latest news

    Tony'Soprano? indecision


    --


    Re: 918 latest news

    Porsche 918 Spyder prototypes road testing...

    Porsche-918-Spyder_Martini-01.jpg

    Porsche-918-Spyder_Martini-02.jpg

    Porsche-918-Spyder_Martini-03.jpg

    Porsche-918-Spyder_Martini-04.jpg

    Porsche-918-Spyder_Martini-05.jpg

    Porsche-918-Spyder_Martini-06.jpg

    ...expect to see more around 15th May! Smiley

    Smiley SmileySmiley


    Re: 918 latest news

    This car will be too easy to drive fast and crash at the same time, ala CGT back in 2004~ with only 612hp and inexperienced drivers with clutch operation angry


    Re: 918 latest news

    BiTurbo:

    This car will be too easy to drive fast and crash at the same time, ala CGT back in 2004~ with only 612hp and inexperienced drivers with clutch operation angry

     

    Huh? The CGT has a impossible clutch while the 918 has a screwup-proof PDK transmission, not to mention 10 years worth of traction control development.


    Re: 918 latest news

    612hp vs 800hp~ + inexperienced driver will be a total disaster

    The GTR is an easy car to drive fast too and turns you into a super driver in under 10mins angry

    http://www.motorauthority.com/news/1079663_four-killed-in-gruesome-double-gt-r-crash


    Re: 918 latest news

    The GTR is a cheap thrill, a 918 is worth like 8 of those, the mentality is already different. Even if we assume 10% of the owners are idiots and will drive stupidly to kill themselves, that's 10 918 driver vs 2000 GTR drivers. 

    The typical GTR owner is one who buy a budget pocket rocket that can 'challenge' a established performance leader like a 911 Turbo, they have the urge to show off their car's 'performance', while the established sports cars river don't really have a need to do that as the car speaks for itself already.

     


    Re: 918 latest news

    http://www.youtube.com/watch?feature=player_embedded&v=fdvCMRcd2BQ#!

    Seeing the 918 spinning it's front tires is too funny.

     

     

     


    Re: 918 latest news

    Summary: Lets drive bicycles!


    --

    sportcars-history.com



    Re: 918 latest news

    The comments below the article are funny - and perhaps tell an interesting story of what a lot of people are thinking: they've all gone mad - Ferrari, McLaren and Porsche.


    --


    Porsche Carrera GTS (2012); Porsche Cayenne Diesel (2012)


    Re: 918 latest news

    People tend to belittle things they don't understand or mostly they cannot afford. The internet breeds a lot of negativity.


    --

    "Form follows function"



    Re: 918 latest news

    Porsche 918 Spyder first drive by Autocar...

    (15 May 2013)
     
    What is it?
     
    Off in the distance, the Porsche 918 Spyder rounds a bend and spears toward us, pursued by the high-pitched scream of its petrol-electric driveline. It flashes by the pit wall then arcs into the turn at the end of the straight, revealing a huge rear wing before disappearing from view.
     
    I’ve travelled to Porsche’s Leipzig test track not only to witness rally legend Walter Röhrl display his talent at the wheel of Porsche’s new flagship but also to become one of the first people outside its team of engineers to drive the staggeringly complex 918 Spyder. 
     
    It seems an impossible task given its complexity, but the 918 Spyder has progressed from concept to pre-production form in just two years. Even since my ride in the first road-going prototype last year, Porsche has reworked much of the mechanical and electrical package, and the car’s completeness today has me in awe.
     
    The naturally aspirated 4.6-litre V8 produces 600bhp at 8600rpm, giving a specific output of 130bhp per litre. Two electric motors – one mounted within the front axle, another at the rear  – add an additional 275bhp. Combined, the three power sources output 875bhp.
     
    This makes the 918 Spyder easily the most powerful Porsche road car ever. By comparison, the rear-wheel drive Carrera GT’s naturally aspirated 5.7-litre V10 produced 603bhp.
     
    But is 875bhp enough? The new LaFerrari’s naturally aspirated 6.3-litre V12 and HY-KERS system develops a collective 950bhp, while the McLaren P1’s twin-turbocharged 3.8-litre V8 and single electric motor produce 903bhp. And they are a respective 385kg and 240kg lighter than the 1640kg 918 Spyder. 
     
    It is this thought I find myself grappling with as the car rumbles down pit lane for my turn behind the wheel.
     
    What is it like?
     
    The 918 Spyder is suitably squat and wide, but the Porsche lacks the visual flare and aesthetic impact of the Ferrari and McLaren. Entering the cabin is tricky with the roof panels in place thanks to the carbonfibre monocoque’s high and wide. The seat belts are at least three-point affairs, so there’s no need to wrestle a full race harness before getting down to business.
     
    Twist the key and there’s no direct firing of the V8 engine, merely some distant whirring as the electric motors are primed for action. The windscreen provides an excellent view out but there’s no rear window due to the lightweight titanium exhaust, which is mounted atop the engine just an arm’s length behind. Instead, a reversing camera and an impressively tight turning circle come to the rescue as we manoeuvre out of the pits.
     
    Off we go. The 918 Spyder may claim race-car lineage but it doesn’t sound like one. Besides the rumble of tyres on the asphalt and the sound of stones being thrown up into the wheelhouses as we head down to the first corner, it is all but silent. With sufficient battery charge in E-Power mode, the Porsche relies on the front electric motor to provide propulsion at speeds of up to 93mph – which makes this Porsche’s first front-wheel drive car.
     
    Before the first lap is over I’m already gushing at the razor-sharp throttle response, the immense in-gear urge, the immediacy of the chassis and the searing V8 engine, which emits a spine-tingling mechanical shrill on the way to its 9150rpm limiter.
     
    The juggling act between efficiency and performance has resulted in five driveline modes. An E-Power is the default mode, in which the 918 Spyder is propelled by its front electric motor and, above 16mph, the rear electric motor. Turn a rotary dial to select Hybrid mode and both the electric motors and the combustion engine combine, although the V8 doesn’t run all the time.
     
    A further turn of the dial activates Sport-Hybrid, in which the combustion engine runs continuously and the electric motors operate most of the time, while Race Hybrid introduces torque vectoring to the front wheels and, when required, has the rear motor acting as a generator to supply power to the front electric motor. If that’s not enough, there’s a so-called Hot Lap mode that allows the electric motors to draw up to 90 per cent of available energy, or 20 per cent more than usual.
     
    Third gear with Race Hybrid mode engaged is best for an out-of-body experience. The combined efforts of the three power sources and the shriek of the V8 under full load is mind-blowingly intense. It’s the same story in fourth, while fifth brings little respite – the torque is so strong that you reach huge speeds with little more than a fleeting prod of throttle. 
     
    The 918 Spyder uses a bespoke regenerative braking system to extend its range, with the two electric motors providing deceleration of up to 0.5g. There’s no regeneration until you hit the brake pedal, though, and just lifting the throttle engages a coasting function. Despite their complexity the carbon-ceramic brakes are not only stunningly effective, but they also deliver true feel, which is not something that can be said of the stoppers on many hybrids.      
     
    We head in to a series of bends at speed for the first time. The steering, which operates on the front and rear axles simultaneously, helps to endow the 918 Spyder with stunning agility. The weighting of the electro-mechanical system is a little lighter than expected but the tyres bite hard and there’s little roll to speak of, while the front end remains remarkably calm. No plough-on understeer, no sudden-death oversteer, just terrific neutrality and masses of grip.
     
    The secret to the ease of drivability is the packaging all of the 918 Spyder’s major drive systems below the horizontal centre line and within its wheelbase. All three power sources are mounted exceptionally low for the best possible centre of gravity and low polar movement: the centre of the rear drive assembly, for example, which includes the petrol engine, seven-speed dual-clutch automatic gearbox and rear electric motor, is just 273mm above the road; the 6.8kWh lithium ion battery is lower still and straddled by a 70-litre fuel tank.
     
    Porsche employs the front electric motor not only for propulsion but also to tailor the handling by constantly increasing or decreasing the amount of torque that goes to each of the front wheels. As well as countering any tendency toward understeer or oversteer, the addition of drive to the front wheels via a fixed-ratio gearbox also provides the 918 Spyder with tremendous traction and drive.
     
    The suspension uses a combination of double wishbones up front and multi-links. It is, to all intents and purposes, a race car set-up, with adjustable springs and dampers and proper metal-to-metal joints for the lowest possible tolerances and the sort of tactility that has to felt to be believed. There is also sufficient compliance to ensure the Spyder doesn’t crash over kerbs like a race car, which is enough to hint that it should cope with most roads without too much trouble. 
     
    Porsche says the 918 Spyder will now hit 62mph in just 2.8sec and 124mph in 7.9sec on the way to a top speed of “more than 211mph” – some 93mph of which can be achieved on electric power.
     
    This is awesome performance by hybrid standards, and made all the more impressive by the claimed combined fuel consumption figure of 85.6mpg and CO2 emissions of just 79g/km. These figures have little to do with what the Porsche will achieve in the real world, but they point towards a notable advance in supercar efficiency.
     
    Spearing down the front straight, however, throttle pinned hard in fourth, it’s the truly disturbing effect of the 918 Spyder’s torque that impresses most. The V8’s 391lb ft peak arrives at 6600rpm but there’s colossal shove throughout the range thanks to the added efforts of the electric motors.
     
    All up, there’s a whopping 940lb ft, more than 590lb ft of which is available between 800 and 5000rpm, giving the car a tremendously flexible nature.   
     
    Should I buy one?
     
    In pre-production form, at least, the 918 Spyder has exceeded our expectations. For all its speed and ability to run on electric power, the truly extraordinary thing about it is the accessibility of its performance.
     
    Porsche is yet to sign off the final chassis tuning but one thing is already abundantly clear: the 918 Spyder possesses extraordinary purchase and traction. It feels nothing if not tremendously well sorted for something so inherently complex, and it seems there’s even more to come.
     
    “It is a learning process,” reveals Walliser. “We’re continually gathering data that allows us to improve the drive system.”   
     
    Carry more speed into the next corner, get on the power even earlier and you’re no nearer to breeching the heady levels of adhesion; the Spyder simply answers the call for more.
     
    Despite its complexity, this car is also tremendously alert, providing meaningful communication and tremendous weighting as lateral forces are piled on. It’s not a car to be scared of by any means, it's one you’re urged to drive – and hard.
     
    Provided, of course, you can forget about the price tag.
     
    Porsche 918 Spyder
     
    Price £664,135; 0-62mph 2.8sec; Top speed 211mph; Economy 85.6mpg; CO2 79g/km; Kerb weight 1640kg; Engine V8, 4593cc, petrol; Power 600bhp at 8600rpm (875bhp in hybrid mode); Torque 391lb ft at  6600rpm (590lb ft in hybrid mode, between 800 and 5000rpm); Gearbox 7spd PDK
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     

    Porsche 918 Spyder first drive by Autocar -- Article Link

    Smiley SmileySmiley


    Re: 918 latest news

    http://www.automobilemag.com/reviews/driven/1305_porsche_918_spyder/

    http://www.caranddriver.com/reviews/2015-porsche-918-spyder-first-drive-review

    0-300kph 23s

    Walter Röhrl, predicted ring time would fall within the 6:55–7:05 range.


    Re: 918 latest news

    Porsche 918 Spyder driven by Chris Harris...

    (15 May 2013)

    The Porsche 918 Spyder driven on camera by Chris Harris - yes, for real!

    We'd better deal with the numbers first. Compared with the claims by McLaren for the P1 and Ferrari for the LaFerrari, [Ferrari says 'the LaFerrari' in its press material, before anyone cries linguistic foul! - Ed.] it doesn't make pretty reading for the 918 Spyder.
     
    Which is kind of crazy for a car that has a claimed 887hp from its hybrid powertrain.
     
    Hugely impressive but already outclassed?
     
    Porsche says the Spyder will hit 62mph in 2.8 seconds, 124mph in 7.9 seconds and 186mph in 23 seconds dead. If the LaFerrari didn't exist, those numbers would be spellbinding, but the Italians claim the LF will cover the same zero to 186mph sprint in 15 seconds. Which puts it in another speed territory to any other car sold with number plates, including this, the fastest Porsche street car ever built.
     
    But should a supercar be judged on its numbers alone? I just don't know the answer to that. Like much else about the 918 and the class of cars into which it will tumble later this year, I know very little and am quite confused. But I have now driven the 918, albeit very briefly.
     
    The fully hybrid 918 is quite a different car to its supposed rivals, but not enough to justify Porsche's insistence that it isn't a rival at all. That's cobblers. People in this area of the marketplace will be choosing between all three. And some will indeed take all three.
     
    We went to Leipzig, home of the Cayenne and Panamera, for a brief technical presentation and then a fairly chaotic rugby scrum to get a squirted three laps on the small test track that backs onto the factory. Fair play to Porsche for letting us have a go behind the wheel so early? Or a big sales push to reach those proposed 918 sales? I'll leave you to decide that.
     
    Fabulous steering, even with all the electronics
     
    The video covers some of the points of technical interest, but we've also got a copy of the presentation slides for you to geek-over.
     
    Pulling away silently in electric mode will be one of the 918's best tricks, and it feels eerily smooth from behind the wheel. But it will need to be a trick that depositors crave because the vast weight of the battery packs and motors create a kerb weight of 1,640kg and only allow 19 miles of electric-only drive, with a maximum of 94mph.
     
    How the car feels is mostly covered in the video (it's a bit rough as you can imagine), but there's much I didn't manage to talk about. Like the steering, which I thought was exceptional and uncorrupted by the torque of the electric motors under full power. And the rear-wheel steering which works imperceptibly but aids a sense of agility completely at odds with the claimed kerb weight.
     
    The hybrid powertrain is very cleverly managed. You don't feel the front axle electric power but the sensation of being dragged from slow turns is impressive. In fact so capable is the car that project leader Frank Walliser insists that a 918 with no batteries (the mythical one I harp on about) would post slower lap times than this car despite weighing significantly less, simply because it wouldn't have the same traction or the clever torque vectoring chassis.
     
    However, the key question remains one of perception. Does being so much slower than its supposed rivals damage the 918's reputation before the contest has begun? It can't help, can it? And much as I admired what the engineers have achieved with the building bricks it was given, the KERS systems on the P1 and LaFerrari does seem to be a better solution - although we need to drive them to make sure. So, to extend the metaphor, was Porsche using the correct set of bricks in the first place?
     
    Faster with hybrid tech than without, it's claimed
     
    Will being able to cover 19 miles silently compensate the 918 driver for having a machine that is so much slower than the other two? I'm not sure. Do buyers of this type of car do so to publically express their eco-credentials, or do they just want the biggest set of numbers and a driving experience that makes your eyes bleed? They certainly want beauty, and the 918 is very pretty indeed.
     
    Right now, I don't know what to think. Maybe the McLaren and Ferrari will prove too insane for public roads? Maybe the 918 will be more measured and therefore more pleasant? Maybe the whole game is slightly out of control?
     
    Maybe we've never had it this good, this exciting and with this much aggro?
     
     

    CHRIS HARRIS ON CARS: "Driving the 887hp Porsche 918 Spyder..."

    "It's not a finished car, and there was virtually no time, but when Porsche asks if you want a quick spin in a development 918 you get on the plane..." -- Chris Harris

    Porsche 918 Spyder driven by Chris Harris -- Drive Video Link

    Porsche 918 Spyder driven by Chris Harris -- PistonHeads Link

    ...thanks and all due credit and respect to Chris Harris!

    Smiley SmileySmiley



    Re: 918 latest news

    Porsche 918 Spyder onboard video at Leipzig...

    Porsche 918 Spyder onboard video at Leipzig -- Auto Zeitung

    Smiley SmileySmiley


    Re: 918 latest news

    Looking sooo  sexxy!
    However, I hope they can solve the misalignment issues of the front bonnet, 'cause that looks like a cheap bodykit now.
    Also, I doubt that a touchscreen interface is the way to go; in a car, it is nice to have an interface where you can feel the buttons without having to take your eyes off the road. Something a touchscreen doesn't provide...


    --

    Porsche, seperates LeMans from LeBoys

    Re: 918 latest news

    Joost this is a pre-production model. I'm sure there won't be any gaps with the final production model delivered to customers, haha.


    Re: 918 latest news

    Porsche are trying to prove that less PS and more weight is faster?


    --

    "Form follows function"


    Re: 918 latest news

    It has got 940 lb-ft of torque! angel is that a typo in the article or what? :P
    It looks so beautiful too! what a classic.


    Re: 918 latest news

    Undoubtly, the most interesting and beautiful car, the only one with bespoke engine from motorsports. Yep maybe it will be slower on straights than LaF and P1, but anyway we have to wait until Frankfurt motorshow. I think 918 HP will be the final number. Anyway, current tech specs are amazing.

    For those who say LaF and P1 are faster - buy gallardo Underground racing. 23 sec - 385 kph. None of current supercars are able to match, only maybe Hennessey or next-gen Veyron. - Not too interesting.


    --

    sportcars-history.com


    Re: 918 latest news

    Right now, Porsche officially claims 887 hp system power but if they are clever, they go up to 918 hp, this would be very nice. I wouldn't however advertise this power in car magazines, I would leave it to the pure engine power (which is less). I can already see the top stories in German newspapers..."Porsche puts nearly 1000 hp monster on the street"...bla bla bla.

    Speaking of OEM and tuned cars: Tuned cars are worthless in comparisons. You can tune a Nissan GT-R to do 1200 hp for a couple of seconds...until the engine blows up. So what?
    I always compare stock cars to stock cars and the 918 is definitely worth a look.


    --

    RC (Germany) - Rennteam Editor Porsche Panamera Turbo S, Cayenne GTS (958), BMW X3 35d (2012), Mini Cooper S Countryman All4


     
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