13-dic-2012 16:43:08
- kudryavchik
- Expert
- Loc: Moscow , Rusia
- Posts: 1862, Gallery
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- Reply to: dxpetrov
13-dic-2012 16:43:08
13-dic-2012 16:53:31
13-dic-2012 17:06:52
13-dic-2012 17:34:42
You could then also pull the above 430 next to the new boxster and say there's similarities. I think that Porsche is doing very well with their design direction. Just recently they managed to successfully replace the great looking 997 and the new boxster is nearly perfect, such a good job on it.
As for the 918 I think we all dreamt of this.. Finally another Porsche halo car. It's 10 seconds faster than CGT, easier to drive, returns 3L/100 and can even be driving on full electric mode.. All this just 10 years after the CGT and looking as amazing as it does.. They made it look like their racing cars and the rear is just concept car sex! Imagine that the boxster will show design traits of this and perhaps Porsche will even link future race cars to this design.
13-dic-2012 19:30:29
SportCarGroup:
Same, definitely not. What I'm trying to say is that Porsche must work on their own strong design signature. Like they did with 911.
Or like alfa copied porsche 904 headlamps))) - http://en.wikipedia.org/wiki/Alfa_Romeo_33_Stradale
Also, look more precisely on Ferraris GTs of 60's and Alfas+Maseratis. Lots of similarities
So Porsche is in Avant Garde in terms of design traditions. Almost no similarities with others.
--
sportcars-history.com
14-dic-2012 8:28:57
Rossi:
I have no clue who this clown is, but in this pic you can see the difference in size between a 918 and a (butt ugly) Panamera (which belongs to the clown, I guess).
--
The secret of life is to admire without desiring.
When I first glanced at the picture I thought the 918 was next to a Cayenne.
14-dic-2012 8:35:35
16-dic-2012 7:13:56
16-dic-2012 8:10:31
16-dic-2012 14:30:36
Porsche 918 Spyder regisrty:
#01 - Salzburg
#02 - Salzburg
#03 - Martini
#04 - Salzburg
#05 - Salzburg
#06 - Salzburg
#07 -
#08 -
#09 -
#10 - Martini
#11 - Psychadelic
#12 - Psychadelic
#13 - Psychadelic
#14 -
#15 - Martini
#16 - Psychadelic
#17 - Martini
#18 - Martini
#19 - 908/3
#20 - 908/3
#21 - 908/3
#22 -
#23 - Martini (colored)
--
16-dic-2012 14:58:58
17-dic-2012 9:36:07
19-dic-2012 19:56:57
It would be great to hear the V8 engine in the 918 sounding a bit more like the Porsche Motorsport RS Spyder...
Porsche 918 Spyder at the Nürburgring -- Extended Video Link
...maybe time to turn up the volume on that "top mounted" exhaust?
20-dic-2012 14:32:21
http://www.youtube.com/watch?v=YMBj4c-Frsc
I like what i am seeing and hearing :D
20-dic-2012 20:51:46
pxaxh:
"Prototype of the Porsche 918 doing a lap at Barber Motorsports Park. In car video shot in Sports-Hybrid mode. Note that prototype engine is limited to 6,000 rpm. Car will be a rocket when fully unleashed. Can do 15 miles in full electric mode. Reported to do 0-60 in well under 3 seconds thanks to 795 horsepower and nearly 600lb/ft of torque!!"
http://www.youtube.com/watch?v=YMBj4c-Frsc
I like what i am seeing and hearing :D
Thanks pxaxh -- cool video!
Look forward to hearing that V8 engine running at 9,000rpm...
21-dic-2012 18:09:41
Porsche 918 Spyder at Barber Motorsports Park...
Porsche 918 Spyder at Barber Motorsports Park -- Video Link
21-dic-2012 20:08:54
Audi R20 Supercar Plans Revealed...
Audi’s 2017 R20 Supercar Plans Revealed -- Article Link
21-dic-2012 23:27:29
Porsche 918 Spyder passenger ride at Barber Motorsports Park...
Porsche 918 Spyder passenger ride -- Video Link
22-dic-2012 5:55:18
Boxster Coupe GTS:Audi’s 2017 R20 Supercar Plans Revealed -- Article Link
Interesting contribution but shouldn't this be on another thread? this has nothing to do with the 918.
Also, there is WAY too much Koeniggseg in those R20 renders.
22-dic-2012 12:52:44
22-dic-2012 13:55:30
The front is nice too. In the first picture that we can get a 3 dimensional impression the detailing looks as attractive as the rear. The 918 is an unusual design for Porsche but it links well with the Porsche design DNA.
I am very happy with the styling Let's wait for the performance and handling.
"Form follows function"
23-dic-2012 4:35:52
23-dic-2012 5:20:00
23-dic-2012 20:42:08
Porsche 918 Spyder
Press Kit
Porsche 918 Spyder
Evolution meets emotion:
The technology behind tomorrow’s super sports car
The future is taking shape: with more than half of its development time completed,
the Porsche 918 Spyder is firmly on course to become the super sports car of
tomorrow. As a plug-in hybrid vehicle, it combines a high-performance combustion
engine with cutting-edge electric motors to deliver performance that is beyond
extraordinary: the best of both worlds endows the 918 with the dynamics of a racing
car packing more than 770 hp of power accompanied by fuel consumption, which at
approximately three liters per 100 kilometres, is less than that of most modern
compact cars. Moreover, Porsche is breaking more new ground with the technology
demonstrator with spectacular solutions such as the full carbon fiber reinforced
plastic (CFRP) body, fully adaptive aerodynamics, adaptive rear-axle steering and the
upward-venting “top pipes” exhaust system. In the process, the 918 Spyder is
offering a glimpse of what Porsche Intelligent Performance may be capable of in the
future.
The 918 Spyder has been designed as a super sports car and the legitimate
successor to the Carrera GT. As such, the first goal was obvious: improving yet again
on the Carrera GT’s performance. As far as is currently known, the 918 Spyder will
be significantly faster – both in terms of acceleration and also performance on the
racing circuit: less than three seconds from zero to 100 km/h (Carrera GT: 3.9
seconds) and less than 7:22 minutes on the Nürburgring Nordschleife (Carrera GT:
7:32 minutes) is an unmistakable statement. However, the uniqueness of the 918
Spyder is best represented by the union of outstanding performance with a level of
efficiency never seen before in the super sports car sector. Fuel consumption of
approximately three liters per 100 kilometres and an electric range in excess of 25
kilometres are unprecedented.
From comfortable to ready to race: five modes for three motors
The core of the 918 Spyder concept is the distribution of propulsive power across
three power units, collaboration between which is controlled by an intelligent
management system using five pre-selectable modes. This operating strategy is a
core competency of the 918 Spyder. It takes the best possible account of the
different requirements between an efficiency-oriented driving profile on the one hand
and maximum performance on the other. In order to make the best possible use of
these different approaches, the Porsche developers defined a total of five operating
modes that can be activated via a “map switch” in the steering wheel, just like in
motor sports cars.
Quiet and elegant: “E-Power”
When the vehicle is started up, the “E-Power” is the default operating mode as long
as the battery is sufficiently charged. In ideal conditions, the 918 Spyder can cover
more than 25 kilometres on purely electric power. In this mode, the combustion
engine is only used when needed: maximum engine power is available at a moment’s
notice by means of the kick-down function. If the charge state of the battery falls
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 together with the
focus on maximum efficiency and minimum fuel consumption. The use of the
individual drive components adapts depending on the current driving situation and the
desired performance. The hybrid mode is typically used for moderate, consumption-
oriented driving styles, e.g. in city traffic.
Sporty and dynamic: “Sport Hybrid”
In more dynamic situations, the 918 Spyder selects the “Sport Hybrid” mode for its
motors. The combustion engine is now in constant operation and provides the main
propulsive force. In addition, the electric motors provide support in the form of an
electric boost when the driver demands higher output, or if there is scope to optimize
the operating point of the combustion engine for greater efficiency. The focus of this
mode is on performance and a sporty driving style.
For fast laps: “Race Hybrid”
“Race Hybrid” is the mode for the highest possible performance and especially sporty
driving style. The combustion engine is chiefly used under high load, and charges the
battery when the driver is not utilising the maximum output. The electric motors
provide additional support as necessary in the form of a boost when the driver
requires even more power. The electric motors are used up to the maximum power
output limit in order to provide the best possible performance for the race track. In
this mode, the battery charge state is not kept constant, but instead fluctuates
across the entire charge range. In contrast to Sport Hybrid mode, the electric motors
run at their maximum power output limits for a short time, thus ensuring better
boosting. This increased output is balanced out by the combustion engine charging
the battery more powerfully.
For pole position: “Hot Lap”
The “Hot Lap” button in the middle of the map switch releases the 918 Spyder’s last
reserves 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 racing car’s eight cylinder engine
The main source of propulsion is the 4.6-liter, eight cylinder engine delivering more
than 570 hp of power, which was directly derived from the power unit in the
successful RS Spyder and explains why it delivers engine speeds of up to 9,000 rpm.
Like the RS Spyder’s racing engine, the 918 Spyder power unit features dry-sump
lubrication with a separate oil tank and oil extraction. In order to save weight, the four
extraction pumps are made of plastic. Further extensive lightweight design measures
resulted in, for example, titanium connecting rods, thin-wall, low-pressure casting on
the crank case and the cylinder heads, a high-strength, light-weight steel crankshaft
and the extremely thin-walled, alloy steel exhaust system. The result of the weight and
performance optimizations is a power output per liter of approx. 125 hp/l, which is
significantly higher than that of the Carrera GT (106 hp/l) and outstanding for a
naturally aspirated engine.
Unique racing car construction 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 are located in the upper part of the rear end immediately
above the engine. No other production vehicle exhibits this solution. The top pipes’
greatest benefit are the extremely short distances, as the hot exhaust gases are
evacuated by the shortest, direct route and the exhaust gas back pressure remains
low. This design requires a new, thermodynamic air channelling concept: With the HSI
engine, the hot side is located inside in the cylinder V, the intake tracts are outside.
There’s a further benefit: the engine compartment remains cooler.
This is especially beneficial to the lithium-ion hybrid battery, as it provides optimum
performance at temperatures between 20 and 40 degrees Celsius. As such, less
energy needs to be used for active cooling of the battery.
In parallel in the drive line: hybrid module
The V8 engine is coupled to the hybrid module, the 918 Spyder being designed as a
parallel hybrid like Porsche’s current hybrid models. Essentially, the hybrid module
comprises a 90 kW electric motor and a decoupler acting as the connection with the
combustion engine. As a result of the parallel hybrid configuration, the 918 Spyder
can be powered at the rear axle both 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 low centre of gravity: Doppelkupplungsgetriebe (PDK)
A seven-speed Doppelkupplungsgetriebe (PDK) transmission channels power to the
rear axle. The high-performance transmission based on the PDK in the 911 Turbo has
undergone a complete overhaul for the 918 Spyder and was further optimized for
high performance. In order to ensure that the installation position and thus the center
of gravity of the entire vehicle were kept low, the gear unit was turned “on its head”,
by rotating it 180 degrees about its longitudinal axis, in contrast to the mid-engine,
two-seater Boxster, for example. If no propulsive power is required on the rear axle,
the two motors can be decoupled by opening the decoupler and PDK clutches. This is
what is behind the Porsche hybrid drive’s trademark “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 80 kW. The front electric drive unit drives the wheels via a fixed ratio.
A decoupler ensures that the electric motor can be decoupled at high speeds to
prevent the motor from over-revving. The drive torque is independently controlled for
each axle. This makes for a very responsive all-wheel function, offering great potential
for 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 approximately seven
kilowatt hours. The battery of the 918 Spyder has a performance-oriented design in
terms of both power charging and output in order to fulfil the performance
requirements of the electric motor. The power capacity and the operating life of the
lithium-ion traction battery are dependent on several factors, including thermal
conditions. That is why the 918 Spyder’s battery is liquid-cooled by a dedicated
cooling circuit.
To supply it with energy, Porsche developed a new system with a plug-in charging
interface and multiplied recuperation potential. The plug-in interface in the B-column
on the front passenger side enables the storage battery to be connected directly with
the home mains supply and charged. The charging interface is standardized for the
country of purchase. The charger is located close to the traction battery. It converts
the alternating current of the mains supply into direct current with a maximum charge
output of 3.6 kW. For example, using the charging cable supplied with it, the battery
can be charged within four hours from a ten ampere rated, fused power socket on
the German 230 Volt mains supply. A compact charging station is also supplied as
standard with the 918 Spyder. This can be installed permanently in the driver’s
garage. It permits rapid and convenient charging within approximately two hours,
irrespective of regional conditions.
Energy recuperation trebled: recuperation
In order to convert the kinetic energy of the vehicle into electric current when braking
significantly more effectively than today, Porsche’s developers created a new
generation of the recuperation system. A modern-day Porsche hybrid recovers
braking energy up to a deceleration of 0.15 g. That corresponds to a braking
manoeuvre in which the driver applies approximately 1.5 kilograms of pedal force.
The 918 Spyder can recover up to 0.5 g, equating to eleven kilograms of pedal force
– that is more than three times the amount of energy. The 918 Spyder can brake
using both electric motors and thus recuperate energy for the traction battery. The
super sports car features a ceramic braking system (PCCB) as standard.
Carbon fiber reinforced plastic (CFRP) monocoque promotes lightweight design
with low centre of gravity
Despite, or rather because of the heavy components in the electric motor, the 918
Spyder is a model of lightweight design. The load-bearing structure of its body
comprises a monocoque with a unit carrier, both of them made of carbon fiber
reinforced plastic (CFRP). This concept has a critical part to play in the curb weight of
less than 1,700 kilograms, an outstandingly low value for a hybrid vehicle in this
performance class. A system of adjustable aerodynamic elements ensures unique,
fully adaptive aerodynamics that automatically reconcile optimal efficiency and
maximum downforce.
The drivetrain components and all components weighing more than 50 kilograms are
located as low down and as centrally as possible within the vehicle. The result is a
slightly rear end biased axle load distribution of 57 per cent on the rear axle and 43
per cent on the front axle, combined with an extremely low centre of gravity, ideal for
driving dynamics. The central and low position of the traction battery directly behind
the driver not only supports the concentration of masses and the lowering of the
centre of gravity; it also provides the best temperature conditions for optimum
battery functioning.
Chassis with racing car genes and rear-axle steering
The Porsche 918 Spyder’s multi-link chassis is inspired by racing car construction,
complemented by additional systems such as the adaptive shock-absorber system
PASM and rear-axle steering. Basically, this comprises an electro-mechanical
adjustment system on each rear wheel. The adjustment is speed-sensitive and
executes steering angles of a few degrees in each direction. The rear axle can
therefore be steered in the same direction or the opposite direction to the front
wheels. At low speeds, the system steers the rear wheels in the opposite direction to
the front wheels. This makes cornering even more direct, faster and more precise,
and reduces the turning circle. At higher speeds, the system steers the rear wheels
in the same direction as the front wheels. This minimises the “pushing” of the
vehicle’s rear end when changing lanes quickly. The result is very secure and stable
handling.
A new super sports car for a new decade
The 918 Spyder continues the super sports car line in Porsche history; as technology
demonstrators, the driving force behind emotion and evolution alike and the ultimate
sports cars of their decade: 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 a critical impetus to developing the technologies for future vehicle
concepts.
Porsche 918 Spyder specifications *
Body: Two-seater 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: > 570 hp (V8 engine)
~
90 kW (hybrid module on rear axle)
~
80 kW (electric motor on front axle)
> 770 hp (combined)
Max. torque: > 750 Nm (combined)
Maximum revs: 9,000 rpm
Power output per liter: ~
125 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; electric motor in the front with gear unit for driving the front wheels; five pre-selectable
operating modes for optimum coordination of all drive units.
Suspension: Double-wishbone front axle; optional electro-pneumatic lift system on front
axle; electro-mechanical power steering; multi-link 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).
* Provisional specifications
Brake system: High-performance hybrid brake system with adaptive
recuperation; ceramic brake discs (PCCB).
Weights: Curb weight, DIN < 1,700 kg
Dimensions: Length 4,643 mm
Width 1,940 mm
Height 1,167 mm
Wheelbase 2,730 mm
Luggage compartment capacity, VDA ~
100 l
Energy supply: Lithium-ion battery with 6.8 kWh capacity (BOL nominal), 202
kW maximum power and mains-compatible plug-in charger.
Performance: Top speed > 325 km/h
purely electric > 150 km/h
Acceleration:
0 – 100 km/h < 3.0 s
0 – 200 km/h < 9.0 s
0 – 300 km/h < 27.0 s
Consumption (NEDC): Total ~
3.0 l/100
km
CO2 emissions: Total ~
70 g/km
Range: Purely electric > 25 km
--
27-dic-2012 4:24:26
http://www.youtube.com/watch?v=JH796b6yso8
Very smooth acceleration this time, the revs are limited to 6000 rpm though :(
27-dic-2012 7:55:45
pxaxh:
http://www.youtube.com/watch?v=JH796b6yso8
Very smooth acceleration this time, the revs are limited to 6000 rpm though :(
Cool, thanks for the launch video!
28-dic-2012 11:45:05