Crown

nberry:

 Side exhaust will be a problem especially for occupants.

....but improve the sound experience while driving the car

public roads: Porsche 987 S Seal/Cocoa, toll road  : Porsche 997 GT3 Arctic/Black

Carlos from Spain:

ISUK:

I saw this car at Geneva today and it's fantastic. I called my dealer from the stand to say I want one. He didn't have a clue what a 918 is Prepare to lust after it when you see it in the metal. It's a radical styling departure for Porsche. Kreso, I think you'll really like it

 

Thanks for the pictures ISUK now that you have seen it in person, its tough to get an idea of its size from the all the photos released, it looks a bit smaller that the usual supercar, but whats the size like in real person?

Carlos:

Here are its dimensions:

Length: 177 inch (1.2" longer than the 997)

Wheelbase: 104.3-inch (12" longer than the 997)

Width: 76 inch (5" wider than the 997)

Height: 43 inch (8" shorter than the 907)

Ref:  http://www.automobilemag.com/green/news/1003_2011_porsche_918_spyder_hybrid_concept/index.html

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_________________________________________________________ 

A. Dias --- 997.2S. Previous cars: Corvette C6,  996 C4.

The car was beside a new Cayenne and didn't look small to my eyes. I'd have thought it looked to be around the size of a 430 spider, perhaps a little smaller. It's hard to be exact as there were a lot of people looking around it.

Now I've seen the dimensions I relise why it looks larger than it is. Like a Gallardo it's fairly wide which combined with it's low stance makes it look larger than it actually is.

ADias:

Carlos from Spain:

ISUK:

I saw this car at Geneva today and it's fantastic. I called my dealer from the stand to say I want one. He didn't have a clue what a 918 is Prepare to lust after it when you see it in the metal. It's a radical styling departure for Porsche. Kreso, I think you'll really like it

 

Thanks for the pictures ISUK now that you have seen it in person, its tough to get an idea of its size from the all the photos released, it looks a bit smaller that the usual supercar, but whats the size like in real person?

 

Carlos:

Here are its dimensions:

Length: 177 inch (1.2" longer than the 997)

Wheelbase: 104.3-inch (12" longer than the 997)

Width: 76 inch (5" wider than the 997)

Height: 43 inch (8" shorter than the 907)

 

Ref:  http://www.automobilemag.com/green/news/1003_2011_porsche_918_spyder_hybrid_concept/index.html

--

_________________________________________________________ 

A. Dias --- 997.2S. Previous cars: Corvette C6,  996 C4.

Thanks Antonio thats larger than I though it would be from the pictures nad these figures make more sense.

ISUK:

Now I've seen the dimensions I relise why it looks larger than it is. Like a Gallardo it's fairly wide which combined with it's low stance makes it look larger than it actually is.

I think that is probably it, a wide and very very low stance

First Look: 2011 Porsche 918 Spyder Hybrid Concept

(March 2010) 

Officially it’s only a concept, but there’s no doubt that project XG10 -- or the 918 Spyder concept -- will pave the way for the next Porsche supercar. And what a supercar it is going to be: in addition to the normally aspirated, high-revving, 3.4-liter V8 good for 500 hp, the striking 918 Spyder has three electric motors onboard that add another 218 hp to the tally. Says Wolfgang Dürheimer, board member in charge of R&D: “This car can lap the Nürburgring faster than the Carrera GT. At the same time, it averages 78 mpg when driven gently. Are we going to build it? We will definitely bring some blank sales contracts to the Geneva show, but it’s too early to talk pricing, production volumes, and timing.

"The strategic aim is to demonstrate that even a supercar can be environmentally friendly. XG10 promises total driving pleasure—and a clear conscience. This is a trendsetting and sustainable premium product that uses the issue of social acceptability to its advantage. And it reflects the legacy of Ferry Porsche, who was convinced that sports cars would never go out of fashion.”

XG10 stands for X1, Geneva 2010. X1 is the code name of the 918 Spyder, which is only one version of many. Potential variations include a 918 coupe, an electric 918, and a 918 RS/RSR. This car can be either two- or four-wheel drive, have plug-in electric or gasoline power, come with an open top or a fixed roof, and be either a racer or a street machine. Its genetic evolution dates back to the 1997 Porsche GT1, which was a Le Mans–winning 911 on steroids. That car triggered project LMP 2000 (Porsche’s exciting Le Mans comeback car), which was halted at the eleventh hour by then-chairman Wendelin Wiedeking, who was always more of a numbers man than a car guy.

Thankfully, Wiedeking and his controller, Holger Härter, allowed Dürheimer to pick up the LMP pieces and convert them into the street-legal Carrera GT, which was launched in 2003 and found 1250 takers. In 2006, Porsche moved on to form the basis of the successful RS Spyder. Four years later, we’re witnessing the debut of XG10, which still uses several Carrera GT elements, such as the front suspension and the forward structure. For 2011, insiders are already predicting LMP1, a race version of the 918 Spyder, which would comply with planned hybrid-friendly Le Mans regulations.

“In terms of performance, XG10 will even eclipse the Carrera GT,” promises a beaming Dürheimer. “In terms of fuel consumption, it beats every microcar. It really does combine the best of both worlds. Thanks to the modularity of the engineering concept, hybridization can quickly filter down to the 911 and the Boxster, if required. Better still, all the R&D work was done in-house—and that includes the performance electronics and the electric motors. There was not a single systems supplier involved in the gestation process. As a result, we own all the intellectual property rights.”

The team of fifty specialists was led by Gernot Döllner, a seasoned and multitalented vehicle engineer. We asked him to name the three most critical crossroads of the concept-defining process. “XG10 started off as a conventional hybrid but then switched to the more practical and more advanced plug-in concept. The number of electric motors and where to position them was also an issue. In the end, we decided to integrate the rear motor in the housing of the seven-speed dual-clutch PDK transmission. We are still experimenting with the packaging of the cooling system. The best solution may be a nose-mounted, low-temperature circuit complemented by a pair of mid-mounted, high-temperature radiators. The body style is not yet cast in stone. Although the show car is a Spyder, generating a coupe version would be simple.”

The design of the low-noise, low-emissions crowd-stopper is the work of Hakan Sarakoglu, who works for department chief Michael Mauer. Inspired by such legendary Porsche racing cars as the 908 Spyder and the 917 Le Mans coupe, as well as by the current ALMS RS Spyder, the former Mercedes-Benz and Saab designer masterminded the creation of an emphatically modern sports car with a few familiar touches.

“In a way, the 918 is two cars in one,” explains the soft-spoken design director. “Its character can change from mild to wild and vice versa—mild as in wafting along in eco mode, wild as in switching the drive program selector to sport or race. In mild, the car benefits from the relatively low weight and strong aerodynamic performance. In wild, it improves downforce and stability by extending the adjustable wing, and it raises the two ram-air intake scoops to further enhance thermodynamic efficiency. Design-wise, it was our mission to visualize a brand-new, unique, and revolutionary vehicle concept. Big wheels were a must, the stance had to be positively ground-hugging, and an unmistakable front end was imperative, as was a pacesetting mix of classic curvatures and contemporary creases. There is no doubt that the XG10 marks an important evolution of our design language, certain elements of which are bound to appear on future production models.”

With its redline at 9000 rpm, the normally aspirated 3.4-liter V8 develops 500 hp, 24 hp more than in the RS Spyder but 112 hp less than the V-10 fitted to the Carrera GT. Although the 918 Spyder weighs 3285 pounds and thus 240 pounds more than its predecessor, the quoted 0-to-62-mph acceleration time of 3.2 seconds beats the previous supercar by 0.7 second.

Porsche’s computer simulations have the XG10 lapping the Nürburgring in 7 minutes, 30 seconds -- again beating that 612-hp legend, if only by two seconds.

“That’s what four-wheel drive does for you,” quips Gernot Döllner. “As far as top speed goes, we’re quoting 200 mph. The car could in fact go quite a bit faster, but to do so it would require more downforce, which in turn means more drag. Such a move would not be in-line with the underlying green message.”

While the Carrera GT had a drag coefficient of 0.39, the 918 is expected to check out of the wind tunnel at 0.34.

In parallel-hybrid rear-wheel-drive mode, the super-clever Porsche can run on gasoline, on electricity, or on a combination thereof. The front wheels, though, are driven on demand by the so-called electric portal axle. The four-wheel torque-vectoring system is tuned for optimum traction, stability, and handling. If required, the mighty V-8 can even act as a supersize range extender -- by driving the rear electric motor, which in turn supplies the lithium-ion batteries. In E-mode and with the batteries fully charged, a feather-footed driver can achieve a zero-emissions range of up to fifteen miles. The plug-in charge time varies from two to seven hours, depending on the available voltage. The green-collared brake callipers advertise the energy-regeneration system, which feeds the battery pack behind the seats. The energy cells are also charged when the vehicle is coasting.

A selector attached to the steering wheel chooses among the five different drive-train operating modes. Electric mode, which drives the front wheels only, is ideally suited for the brief commute between home and freeway. To avoid running out of juice, the so-called driving-range manager will always keep an eye on the nearest charge point, which lights up on the navigation screen. H as in hybrid is the mode of choice in dense urban traffic or in areas where speed limits apply. S stands for sport-hybrid. This is an expressively dynamic setup that prioritizes four-wheel drive with a rear-wheel bias. R denotes race-hybrid and should be used only on circuits where vehicle dynamics are automatically calibrated for the sharpest responses and the most focused performance. Last but not least, the red E-boost button adds a few seconds of unspecified extra oomph for that über-aggressive passing manoeuvre.

“It’s this on-demand change of attitude that shows quite clearly that it would be wrong to describe the 918 Spyder as an evolution of the Carrera GT,” states Dürheimer. “After all, this is a highly sophisticated sports car that employs various groundbreaking energy-saving tools to address the dramatically changing driving conditions in which it will operate.”

The control-arm suspension systems and adjustable pushrod-activated spring and damper units underline the car’s track-related heritage, as well as its motorsports ambitions. The same applies to the ceramic composite brakes and to centre-lock cast aluminium wheels shod with 255/30YR-21 tires in the front and 295/25YR-22 footwear in the back. Moulded-plastic wheel covers were added to smooth the lateral airflow.

Sitting on a 104.3-inch wheelbase, the 918 Spyder is 177 inches long, 76 inches wide and 43 inches low. The cargo bay in the nose cone is said to be big enough to accommodate a couple of soft bags. The fuel tank, which is positioned close to the battery pack, holds 18.5 gallons. The XG10’s core consists of a molded-carbon-fibre monocoque supporting the powertrain, chassis systems, and auxiliary equipment. This light, stiff structure is clad with carbon fibre, aluminium, and magnesium body materials. If the build run was limited to only fifty units, these monocoques could be hand-baked in-house. But since rumours are suggesting more like 750 to 1250 units in total, the 918 Spyder may turn into an object lesson on industrialized carbon-fibre assembly, a task on which Porsche is expected to embark together with Audi and Lamborghini.

Carbon fibre is also the material of choice inside the new super-Porsche. Key cockpit cues include a ramp-like centre stack (a blend of Carrera GT and Panamera design elements) with turn-knob and touch-pad controls; three large, round analogue instruments; a full-size, mounted-mounted, seven-inch in-dash monitor; a new three-spoke multifunction steering wheel (it’s round -- hurrah!); and two slim bucket seats with integrated safety belts.

Three tiny cameras, dubbed Surround Back View, have replaced conventional rear-view mirrors. To the left of the steering column, where the ignition key used to live, we now find a start button. To the right is a very simple small gear selector marked PRD. When the drive mode is E or H, the cabin lights up in a slightly eerie acid green. When you select S or R, the visuals changes to fire red. At a glance, the round instruments look familiar, but on closer inspection they actually display plenty of additional information, which can be accessed via two thumbwheels in the steering-wheel spokes.

Among them are active cruise control, pit-lane speed assist, section-control rally assist, braking-regeneration rate, traffic-sign recognition, fuel-content and battery-charge readout, shift indicator, sport chrono function, g-force display, and E-boost reserve. The Powermeter integrated in the rev counter shows all relevant related-related data such as the actual versus the available performance of the electric motors, energy flow, and current drive mode. Last but not least is the large black touchpad in the centre console. It contains the rotary temperature and audio controls as well as buttons to adjust the spring and damper calibration, the position of the wing, and the stability control setup.

“There has never been a car like this before,” maintains the proud project leader. “The 918 Spyder incorporates the best ideas from the top drawers of our most capable engineers.” Mauer agrees: “We pushed the envelope as far as exterior and interior design is concerned. This car shouts Porsche from every angle, and yet it is truly advanced and not at all retro. We tried quite a few new things, like the rather extreme proportions between body and the wheels, the innovative airflow management along the rear side panels, the evolutionary head- and tail-lamp treatment, and the active aerodynamics.

"Inside, the goal was to rewrite the rulebook of ergonomics. That’s why all major controls are either on or very close to the steering wheel. The instruments are easy to read, the layout of the centre console is as intuitive as they come, and there is a distinct quality feel to every detail of the cockpit.”

Despite the tighter overall dimensions, the cabin packaging is actually more generous than in the Carrera GT.

When times were good and Porsche was still cash-rich, Messieurs Wiedeking and Härter could have easily signed off X1 as the brand’s next halo car. But they left it to the next top management, under Michael Macht and Dürheimer, to give the 918 Spyder the go-ahead. Surely the new leaders doubled-checked with Wolfsburg whether this was an OK project, surely they consulted with Ferdinand Piëch before selecting the 918 model designation?

No comment.

But the R&D chief is quick to point out that Porsche did evaluate the full range of existing and potentially promising propulsion concepts before zooming in on the high-performance plug-in hybrid. The next major task is to ensure feasibility and thus profitability.

“There is no doubt that the 918 Spyder will have to cost more than the Carrera GT,” acknowledges Dürheimer, easing into the subject. “How much more? It depends on the volume. If we settled for the aforementioned fifty units, we could build the engines in Weissach, get away with only three prototypes, and assemble the customer cars practically by hand.” But you can tell that this is not the favoured game plan. You can sense that bettering the previous supercar is what the next supercar should be all about.

“Let me put it this way: if customer feedback is positive and we end up over time with about 1000 firm orders, I would be very pleased.”

(Article by Georg Kacher)

Spectacular blend of performance and  technology.... and some new design cues introduced that will end up on the options list of their other modells.

918... Unexpected... and impressive beyond all dreams. 

They have got to build this!

This is no doubt a concept... as the gas tank cap and electric supply port will surely not stay in the current positions directly above the hot exhaust tips....

--

_________________________________________________________ 

A. Dias --- 997.2S. Previous cars: Corvette C6,  996 C4.

Ferdie:

As a sidenote, in recent months some of you complained that Porsche is not sufficiently forwarding in their design evolution, that they are referencing their past glory in too many ways and that they stick to vehicles that do not belong into the portfolio of a sportscar manufacturer... now that they presented a hybrid sportscar concept with very youthful styling cues and the core values of the brand, still some of you are not happy.

+1.  My first reaction was - when did Porsche start hiring Italians to do car design? 

This "could" be the start of a new design direction for Porsche - and if so it is a good thing.   To me this 918 much more passion and emotion than almost any other design coming from Porsche... the Ferrari-like cues many of you noted are part of this (I see it in the side profile, the nose, even the seats which look production-ready compared to most concept cars).    As Atz noted, this has lots of concept frills that would be simplified on a production form.  Perhaps even some of the complex hybrid tech. would not make it into version 1, but my guess is that a limited run of this car would sell out as long as prices are normal supercar territory (eg. not Lexus LF-A territory)... and that Porsche will be gauging public support for this.  I have not yet read the entire thread here so maybe somebody already has commented on the chance of production. 

--

2010 Audi S5,  2002 M Coupe

Stunning, very modern. Porsche needed that. I don't see how this will be less than $650k...

Makes the CGT outdated... The concept is quite busy, they could clean it up a little. Love the new center console... iPhone meets CGT...

It looks great to me, but after test driving a Tesla Roadster this past weekend, all I have to say is they absolutely must build an all electric plug-in version if they want it to be a supercar of the near-future.

Looks great with the RS Spyder wheels.

ISUK:

Now I've seen the dimensions I relise why it looks larger than it is. Like a Gallardo it's fairly wide which combined with it's low stance makes it look larger than it actually is.

 

 

Iain,

I got press 918 package and after I saw some very good pics I changed my mind-it could be a great car.

Just... Porsche needs to tame some design elements and exhaust pipes needs to go to the back.

Pricewise it will be EXTREMLY expensive if it goes into production...

BTW,

heard some fantastic things about upcoming 991 and next gen R8.

On Saturday morning I will be in Geneva.

Thanks Kreso!

I have just arrived from Geneva Motorshow and I have to tell you that the 918 is a BLAST!!!!!! It is very very Porsche in real life, very compact, maybe even smaller than the Carrera GT was. Until you don't see the car for real you can't really apreciate it. The sides are very 3D and the car has a Porsche feelnig that the it can't be any other thing than a Porsche. The pictures don't do it justice. Also the wheels are very classic and look the business in real life. In a word I think the 918 is the car Porsche should really build. And the hybrid tecnology is a plus, no doubt about it.

Sorry I have no pictures I had to do different business there than to take pictures. But dose who can, go and take a look it's worth it!!!

ed_moree:

I have just arrived from Geneva Motorshow and I have to tell you that the 918 is a BLAST!!!!!! It is very very Porsche in real life, very compact, maybe even smaller than the Carrera GT was. Until you don't see the car for real you can't really apreciate it. The sides are very 3D and the car has a Porsche feelnig that the it can't be any other thing than a Porsche. The pictures don't do it justice. Also the wheels are very classic and look the business in real life. In a word I think the 918 is the car Porsche should really build. And the hybrid tecnology is a plus, no doubt about it.

Sorry I have no pictures I had to do different business there than to take pictures. But dose who can, go and take a look it's worth it!!!

Thanks for adding to my excitement about this car

Can you tell us please what colour is the show car? Is it GT silver or a different shade?

The back somewhat reminds me of 911 GT1 street version:

http://www.supercars.net/gallery/119513/1793/750995.jpg

 gorgeous.

reginos:

ed_moree:

I have just arrived from Geneva Motorshow and I have to tell you that the 918 is a BLAST!!!!!! It is very very Porsche in real life, very compact, maybe even smaller than the Carrera GT was. Until you don't see the car for real you can't really apreciate it. The sides are very 3D and the car has a Porsche feelnig that the it can't be any other thing than a Porsche. The pictures don't do it justice. Also the wheels are very classic and look the business in real life. In a word I think the 918 is the car Porsche should really build. And the hybrid tecnology is a plus, no doubt about it.

Sorry I have no pictures I had to do different business there than to take pictures. But dose who can, go and take a look it's worth it!!!

Thanks for adding to my excitement about this car

Can you tell us please what colour is the show car? Is it GT silver or a different shade?

No it is a much darker and more metallic gray, I'm not able to name it because I don't know exactly the name for Porsche's colour palette. Also it can be a colour specially developed for this showcar as many times happens.
 

Also I have the press kit from Porsche if any of you wants the official high res pictures just PM me. In the time I have free I will send you the pictures.

2010 Porsche 918 Spyder concept at the Salon International de l'Auto de Genève...

I'm more and more sure they are going to build it because all the positive feedback this car is getting, if they were testing the ground with this prototype, the feedback probably surpased their own expectations. This forum for example is a very tough crowd and I've never seen such a unanomous positive opinion on a model.

Wonderbar:

I was at the introduction this morning in Geneva. 

...The car in one fabulous statement, and says Porsche and its spirit is not only intact, but damned determined to lead as the most serious, best engineered, and most advanced racing based sports car manufacturer.  This car says so much about Porsche pride--and VW loose rein--that it simply cannot be overstated. 

I could not agree with you more... in my opinion, even more than a fabulous looking concept car, this thing is a marketing statement:

1. We listen to public opinion about environmental issues
2. We are trying to re-establish our rich history of motorsports (GT3 r hybrid)
3. We are still capable of creating innovative cars
4. Being under the reign of VW group does not turn the 911 in a beetle

At least, that is how I interpret it, and the power with which they are conveying this message makes me think they're pretty determined to stay a top of the line sportscar manufacturer...

KresoF1:

ISUK:

Now I've seen the dimensions I relise why it looks larger than it is. Like a Gallardo it's fairly wide which combined with it's low stance makes it look larger than it actually is.

 

 

Iain,

I got press 918 package and after I saw some very good pics I changed my mind-it could be a great car.

Just... Porsche needs to tame some design elements and exhaust pipes needs to go to the back.

Pricewise it will be EXTREMLY expensive if it goes into production...

 

BTW,

heard some fantastic things about upcoming 991 and next gen R8.

On Saturday morning I will be in Geneva.

Tell us more KresoF1.

Thanks to Porsche-Jeck and Ferdie i saw it live.

Porsche you done it again!

Leblanc

KresoF1:

ISUK:

Now I've seen the dimensions I relise why it looks larger than it is. Like a Gallardo it's fairly wide which combined with it's low stance makes it look larger than it actually is.

 

 

Iain,

I got press 918 package and after I saw some very good pics I changed my mind-it could be a great car.

Just... Porsche needs to tame some design elements and exhaust pipes needs to go to the back.

Pricewise it will be EXTREMLY expensive if it goes into production...

 

BTW,

heard some fantastic things about upcoming 991 and next gen R8.

On Saturday morning I will be in Geneva.

on technical side will be new masterpieces?

so Sarakoglu is the official Porsche Designer?

"The design of the low-noise, low-emissions crowd-stopper is the work of Hakan Sarakoglu, who works for department chief Michael Mauer"

Joost:

in my opinion, even more than a fabulous looking concept car, this thing is a marketing statement:

1. We listen to public opinion about environmental issues
2. We are trying to re-establish our rich history of motorsports (GT3 r hybrid)
3. We are still capable of creating innovative cars
4. Being under the reign of VW group does not turn the 911 in a beetle

At least, that is how I interpret it, and the power with which they are conveying this message makes me think they're pretty determined to stay a top of the line sportscar manufacturer...

I couldn´t agree more. That car is a statement and reflects everything that people were missing in current offerings from Porsche. That´s why I´d be curious if this project was launched by VW aka Piech & Cie. or still by Wiedeking.

The car features in fact a highly concise design and is indeed a step forward in Porsche´s design philosophy.

As a sidenote, I cannot remember the last time Rennteam has been such a wonderful place to debate about cars. All due to a single Porsche car...

OK here are some clearer thoughts on this car( and its future)

1. If this car goes into production, it is very likely that the engine capacity will increase to 4.6L as under the current engine capacity it needs to produce +-147hp/Lt. This type of power production from a NA engine is not at all common for a road going engine and could prove to be unreliable.

2. On the other hand, the most appropriate engine for racing (indeed under the ACO rules NA engine capacity is limited to 3,4Lt) is this RS Spyder derived 3,4Lt

3. Given the above, I wouldn't be surprised that we see more than one version of this car.  One or more version(s) for road and one version for competition (LMP or RSR)

ed_moree:

I have just arrived from Geneva Motorshow and I have to tell you that the 918 is a BLAST!!!!!! It is very very Porsche in real life, very compact, maybe even smaller than the Carrera GT was. Until you don't see the car for real you can't really apreciate it. The sides are very 3D and the car has a Porsche feelnig that the it can't be any other thing than a Porsche.

Joost:

Wonderbar:

I was at the introduction this morning in Geneva. 

...The car in one fabulous statement, and says Porsche and its spirit is not only intact, but damned determined to lead as the most serious, best engineered, and most advanced racing based sports car manufacturer.  This car says so much about Porsche pride--and VW loose rein--that it simply cannot be overstated. 

I could not agree with you more... in my opinion, even more than a fabulous looking concept car, this thing is a marketing statement:

4. Being under the reign of VW group does not turn the 911 in a beetle

At least, that is how I interpret it, and the power with which they are conveying this message makes me think they're pretty determined to stay a top of the line sportscar manufacturer...

Please this is anything BUT PORSCHE as we have known it under WW for the last 15-20 years. All I have heard here has been every model has to have 911 DNA to be a porsche, while all along I called for the building of models that would use their rich history when the 911 was only 1 of the models.

I called for this model almost exactly see page 3, I have wanted the 1950's california spyder shape used along with the 917. But i was told so many times that it had to have 911 dna.

This car is awesome AND HAS NO, NONE, NADA, ZERO 911 DNA design cues. So if you like this car and you were in the vast majority always harping about 911 dna, then you have abandoned that.

This is a great event for Porsche to break away from the 911 look ruling the line and severely limiting the line-up.

NEXT should be an equally great GT with some elements from the 928 design. This 918, nice number btw, should be sold if they make an operating profit in the same range as the 458 and be an ongoing model to bring traffic into Porsche store and to kill the ferrari effect.

ISUK:

I saw this car at Geneva today and it's fantastic. I called my dealer from the stand to say I want one. He didn't have a clue what a 918 is Prepare to lust after it when you see it in the metal. It's a radical styling departure for Porsche. Kreso, I think you'll really like it

Hey Iain,

lots of pictures of the crowd there are you in any?

That girl on camera above looks nice and what about the girl who was on stage with WR and the porsche exec, who was that?

here the exhaust sound at the very end of this clip