Porsche: 918 Spyder News
#161
Senior Moderator
Thread Starter
^ Really? I think this car is drop-dead gorgeous.
#162
Senior Moderator
so bad ass.
#163
#164
Senior Moderator
can't really compare this to Ferrari or the other supercars. Porsche design is in a class by itself. Well, it does have Audi undertones. R8 influence seen on the front 3/4 pic. But I'm OK with that since Porsche has been affiliated with Audi for ages.
#165
My only real problem with this car is the weight. 3,700 lbs ![Huh](https://acurazine.com/forums/images/smilies/huh.gif)
I know it still probably handles like it's on rails and it's got buttloads of power, but the fack?
![Huh](https://acurazine.com/forums/images/smilies/huh.gif)
I know it still probably handles like it's on rails and it's got buttloads of power, but the fack?
#166
Senior Moderator
![what](https://acurazine.com/forums/images/smilies/what.gif)
how did I miss this??????????????
![Thumbs Down](https://acurazine.com/forums/images/smilies/thumbsdown.gif)
#167
Senior Moderator
#168
Senior Moderator
Why cant you? It is a supercar.
#169
Senior Moderator
in terms of being the "best" car Porsche has ever made, I think it falls short visually. And not to mention the curb weight is a disappointment as well. You could say well, it's electric also that's why it has to weigh that much. Oh yeah well LaFerrari somehow does the same technology and weighs *2767 lbs*.
if I had the money for one, I'd buy a CGT instead without even thinking.
![Smile](https://acurazine.com/forums/images/smilies/smile.gif)
#170
Senior Moderator
Let me clarify I was only talking about design. I think Porsche has a unique design and mindset basically what I'm saying is they aren't going to make a car that looks like a Ferrari or Lamborghini. Porsche has a unique lineage and progression of their cars and it shows. So saying you think Ferrari looks better is a pretty moot point. That's all I was talking about.
#171
haters = you guys
#172
yeah I agree to an extent as well.
in terms of being the "best" car Porsche has ever made, I think it falls short visually. And not to mention the curb weight is a disappointment as well. You could say well, it's electric also that's why it has to weigh that much. Oh yeah well LaFerrari somehow does the same technology and weighs *2767 lbs*.
in terms of being the "best" car Porsche has ever made, I think it falls short visually. And not to mention the curb weight is a disappointment as well. You could say well, it's electric also that's why it has to weigh that much. Oh yeah well LaFerrari somehow does the same technology and weighs *2767 lbs*.
The Ferrari isn't a hybrid like the 918. It doesn't have an electric motor sitting on both axles that helps drive the power output. And unlike the KERS system, both those motors can drive the car alone without the engine. What KERS does is help provide more power, that's it. It's nothing like what Porsche has accomplished.
With that said, weight is almost an irrelevant factor in this day & age. Nobody looks at a GT-R anymore & thinks it'll be terrible at 3,800lbs. What's out there saying the lighter, more powerful 918 can't "defy" physics like the GT-R can?
#173
Senior Moderator
I stand corrected.
I do personally have a problem with a Porsche supercar being 3700 lbs. And again, I'd rather have a CGT over this car.
I do personally have a problem with a Porsche supercar being 3700 lbs. And again, I'd rather have a CGT over this car.
#174
Senior Moderator
There's where you're wrong; it's not the same technology.
The Ferrari isn't a hybrid like the 918. It doesn't have an electric motor sitting on both axles that helps drive the power output. And unlike the KERS system, both those motors can drive the car alone without the engine. What KERS does is help provide more power, that's it. It's nothing like what Porsche has accomplished.
With that said, weight is almost an irrelevant factor in this day & age. Nobody looks at a GT-R anymore & thinks it'll be terrible at 3,800lbs. What's out there saying the lighter, more powerful 918 can't "defy" physics like the GT-R can?
The Ferrari isn't a hybrid like the 918. It doesn't have an electric motor sitting on both axles that helps drive the power output. And unlike the KERS system, both those motors can drive the car alone without the engine. What KERS does is help provide more power, that's it. It's nothing like what Porsche has accomplished.
With that said, weight is almost an irrelevant factor in this day & age. Nobody looks at a GT-R anymore & thinks it'll be terrible at 3,800lbs. What's out there saying the lighter, more powerful 918 can't "defy" physics like the GT-R can?
![2 Cents](https://acurazine.com/forums/images/smilies/2cents.gif)
Last edited by fsttyms1; 08-20-2013 at 08:52 PM.
#175
Senior Moderator
They are both still considered Hybrid. Saying Ferrari isnt because it doesnt power the wheels is wrong. Ferrari chose to use the electric motor to give the engine a boost, Porsche decided to use electric motors to help drive the wheels as well. Ferrari chose not to use the electric motor/s to have an all electric mode. BOTH have large batteries to store the energy needed. I dont see Porsche as accomplishing anything more special than what Ferrari did.
I think what Ferrari did with the weight is more impressive than Porsche adding a couple electric motors to help drive the wheels. Hell, Acura is doing that with the RLX/NSX.
![2 Cents](https://acurazine.com/forums/images/smilies/2cents.gif)
The Porsche has a 135kg battery setup. The Porsche can run on electric only, and for a somewhat reasonable distance with reasonable performance. That requires a much bigger battery, plain and simple. Additionally, the Porsche uses a brake-by-wire system (giving it torque vectoring capability/awd through the electric motors), whereas the Ferrari does not.
Just because they are both "hybrid" systems does not mean they are directly comparable. They are very different systems. Ferrari went one direction with their car and it's capabilities, whereas Porsche went another. A direct comparison just blindly looking at weight because they are both "hybrid supercars" is misguided. The P1 went kind of in between the Ferrari and the Porsche in terms of its setup, and last I checked,....its weight is in between these two. More electric capabilities = more weight.
Last edited by West6MT; 08-20-2013 at 09:31 PM.
#176
Senior Moderator
Might also be worth adding that the brake by wire setup in the Porsche has some amazing engineering. It varies the brake effort between the discs and electric motors for regenerative purposes, depending on the state of charge in the battery. The Porsche also has four wheel steering. That chassis is a complicated beast, and impressive from an engineering standpoint.
#177
I'm the Firestarter
#178
They are both still considered Hybrid. Saying Ferrari isnt because it doesnt power the wheels is wrong. Ferrari chose to use the electric motor to give the engine a boost, Porsche decided to use electric motors to help drive the wheels as well. Ferrari chose not to use the electric motor/s to have an all electric mode. BOTH have large batteries to store the energy needed. I dont see Porsche as accomplishing anything more special than what Ferrari did.
I think what Ferrari did with the weight is more impressive than Porsche adding a couple electric motors to help drive the wheels. Hell, Acura is doing that with the RLX/NSX.
![2 Cents](https://acurazine.com/forums/images/smilies/2cents.gif)
The Porsche is on a completely different level & out of the 2, is the true hybrid as the electric motors are always working with the engine, so the 918's 887Hp is ready to be used every single time you desire. And unlike the Ferrari, as West said, the Porsche can travel on the electric engines alone where as the KERS system again, can't be used to do that because the power will be gone instantly.
To actually believe that Ferrari accomplished something as amazing as what Porsche did is hilarious; they just applied what's in their F1 car to a road car. Porsche went well beyond that.
#179
Senior Moderator
you really seem to enjoy bullying people online. ![Thumbs Up](https://acurazine.com/forums/images/smilies/thumbsup.gif)
good work, well done. aim high.
![Thumbs Up](https://acurazine.com/forums/images/smilies/thumbsup.gif)
good work, well done. aim high.
#180
Senior Moderator
the Ferrari has the capability to be driven fully electric too. So saying the two cars are completely different, is hilarious. ![Thumbs Up](https://acurazine.com/forums/images/smilies/thumbsup.gif)
http://www.tgdaily.com/sustainabilit...-hybrid-system
![Thumbs Up](https://acurazine.com/forums/images/smilies/thumbsup.gif)
http://www.tgdaily.com/sustainabilit...-hybrid-system
Ferrari also notes that the hybrid system in the new sports car is designed so that future applications will allow the vehicle to be driven exclusively using electricity for a few kilometers.
#181
the Ferrari has the capability to be driven fully electric too. So saying the two cars are completely different, is hilarious. ![Thumbs Up](https://acurazine.com/forums/images/smilies/thumbsup.gif)
http://www.tgdaily.com/sustainabilit...-hybrid-system
![Thumbs Up](https://acurazine.com/forums/images/smilies/thumbsup.gif)
http://www.tgdaily.com/sustainabilit...-hybrid-system
Ferrari also notes that the hybrid system in the new sports car is designed so that future applications will allow the vehicle to be driven exclusively using electricity for a few kilometers.
![Wink](https://acurazine.com/forums/images/smilies/wink.gif)
#182
Senior Moderator
Headline from today even,...
Ferrari Is Working On More Hybrids But Will Never Go Full Electric
http://jalopnik.com/ferrari-is-worki...-fu-1178317257
Ferrari Is Working On More Hybrids But Will Never Go Full Electric
http://jalopnik.com/ferrari-is-worki...-fu-1178317257
Last edited by West6MT; 08-21-2013 at 12:29 PM.
#183
I'm the Firestarter
The 918 isn't a "full electric" either, depending on how you interpret his comment, it's a "plug-in hybrid" and it can run on electricity alone. To me the Model S is a "full electric".
There's no need to argue guys, the Ferrari is faster but the 918 can run on electricity alone and is AWD and half the price. Both cars have advantages.
There's no need to argue guys, the Ferrari is faster but the 918 can run on electricity alone and is AWD and half the price. Both cars have advantages.
#184
![](https://image.motortrend.com/f/auto_shows/geneva/2010/1003_porsche_918_spyder_concept/28213918+w799+h499+cr1+ar0/1002_01_z%2B2011_porsche_918_spyder%2Btop_view.jpg)
#185
Senior Moderator
The Ferrari has a power booster system that doesn't actually provide any power to the engine til' you press the button & even then, it's not a constant source; it runs out quickly so the car does not always produce 923Hp most of the time.
The Porsche is on a completely different level & out of the 2, is the true hybrid as the electric motors are always working with the engine, so the 918's 887Hp is ready to be used every single time you desire. And unlike the Ferrari, as West said, the Porsche can travel on the electric engines alone where as the KERS system again, can't be used to do that because the power will be gone instantly.
To actually believe that Ferrari accomplished something as amazing as what Porsche did is hilarious; they just applied what's in their F1 car to a road car. Porsche went well beyond that.
The Porsche is on a completely different level & out of the 2, is the true hybrid as the electric motors are always working with the engine, so the 918's 887Hp is ready to be used every single time you desire. And unlike the Ferrari, as West said, the Porsche can travel on the electric engines alone where as the KERS system again, can't be used to do that because the power will be gone instantly.
To actually believe that Ferrari accomplished something as amazing as what Porsche did is hilarious; they just applied what's in their F1 car to a road car. Porsche went well beyond that.
![rofl](https://acurazine.com/forums/images/smilies/rofl.gif)
To actually believe that Porsche accomplished something as amazing as what Ferrari did is hilarious. Porsche didnt do anything special or go well beyond anything.
The Ferrari WITHOUT the hy-kers system would be faster than the porsche
Last edited by fsttyms1; 08-22-2013 at 10:04 AM.
#186
Senior Moderator
move to R&P?
![Bite Lip](https://acurazine.com/forums/images/smilies/bitelip.gif)
#187
Senior Moderator
Thread Starter
^ I could.
![Shrug](https://acurazine.com/forums/images/smilies/shrug.gif)
#188
I'm the Firestarter
Seriously? The gap that runs between the headlight and the wheel, that's for air flow??
I think you're talking about the ~2" gap in the middle of the trunk, I'm talking about the left/right corner of the car just above the bumper, running along the signal light.
It looks like someone didn't close the hood properly. Except it looks flush in the middle section, so it seems like it's closed.
![what](https://acurazine.com/forums/images/smilies/what.gif)
It looks like someone didn't close the hood properly. Except it looks flush in the middle section, so it seems like it's closed.
#189
Senior Moderator
The Ferrari uses a small 60kb battery setup.
The Porsche has a 135kg battery setup. The Porsche can run on electric only, and for a somewhat reasonable distance with reasonable performance. That requires a much bigger battery, plain and simple. Additionally, the Porsche uses a brake-by-wire system (giving it torque vectoring capability/awd through the electric motors), whereas the Ferrari does not.
Just because they are both "hybrid" systems does not mean they are directly comparable. They are very different systems. Ferrari went one direction with their car and it's capabilities, whereas Porsche went another. A direct comparison just blindly looking at weight because they are both "hybrid supercars" is misguided. The P1 went kind of in between the Ferrari and the Porsche in terms of its setup, and last I checked,....its weight is in between these two. More electric capabilities = more weight.
The Porsche has a 135kg battery setup. The Porsche can run on electric only, and for a somewhat reasonable distance with reasonable performance. That requires a much bigger battery, plain and simple. Additionally, the Porsche uses a brake-by-wire system (giving it torque vectoring capability/awd through the electric motors), whereas the Ferrari does not.
Just because they are both "hybrid" systems does not mean they are directly comparable. They are very different systems. Ferrari went one direction with their car and it's capabilities, whereas Porsche went another. A direct comparison just blindly looking at weight because they are both "hybrid supercars" is misguided. The P1 went kind of in between the Ferrari and the Porsche in terms of its setup, and last I checked,....its weight is in between these two. More electric capabilities = more weight.
Last edited by fsttyms1; 08-22-2013 at 01:26 PM.
#190
Senior Moderator
![](https://i1.ytimg.com/vi/qlBUB9RqY_I/maxresdefault.jpg)
#191
Senior Moderator
![](https://image.motortrend.com/f/features/performance/1308_hypercar_blueprint/47947915/2014-Porsche-918-Spyder-engine-side.jpg)
![](http://vidaveloz.com.br/wp-content/uploads/2013/05/Porsche-918-Spyder-2015-widescreen-32.jpg)
![](http://www.porscheboost.com/images/imported/2013/05/_MG_2318-1.jpg)
![](http://vidaveloz.com.br/wp-content/uploads/2013/05/Porsche-918-Spyder-2015-widescreen-31.jpg)
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#192
The sizzle in the Steak
Pure Awesome!!!!!!!!!!!!!!!!!!!!!!!!!
Love that cut-away view!
Love that cut-away view!
#193
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Damn....that interior is perfect.
#194
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Thread Starter
![Post](https://acurazine.com/forums/images/icons/icon1.gif)
Press release...
The 918 Spyder embodies the essence of the Porsche idea, combining pedigree motor racing technology with excellent everyday suitability, and maximum performance with minimum consumption. The début of the 918 Spyder at the IAA 2013 marks the start of a new chapter in the future of the hybrid drive. And the technology pioneers are not the only ones who are excited by this flagship project, as the 918 Spyder demonstrates the potential of the hybrid drive to a degree never seen before, achieving a parallel improvement in both fuel efficiency and performance without compromising on either. This is the idea that has made the Porsche 911 the most successful sports car in the world for the past 50 years.
In short, the 918 Spyder contains the genetic blueprint for the Porsche sportscar of the future. The 918 Spyder has been greatly influenced by its affiliations with motorsport. A number of the developments on the Porsche LMP1 race car for the 24 Hours of Le Mans 2014 were used in the 918 Spyder – and vice versa. The structural concept, based on a rolling chassis (i.e. a chassis without bodywork), is standard for Porsche race cars. The design of the V8 engine is based on that of the Le Mans Prototype 2 (LMP2) race car, the RS Spyder, and the supporting monocoque structures and unit carriers are made from carbon fibre reinforced plastic (CFRP). More importantly, however, the 918 Spyder is considerably more fuel efficient than any of its competitors. In fact, this plug-in hybrid combines the performance of a race car with an output of over 880 hp with an estimated NEDC fuel consumption of just three litres per 100 km, which is lower than the majority of today’s compact cars. Drivers can therefore enjoy maximum driving pleasure and minimum fuel consumption.
Hybrid drive enhances dynamic performance
The core message surrounding the 918 Spyder is that the Porsche hybrid drive offers uncompromising dynamic performance. The unique all-wheel drive arrangement with a combined combustion engine and electric motor drive system on the rear axle, and a second electric motor on the front axle, make this possible. This is based on the Porsche motorsport development work for the successful 911 GT3 R Hybrid race car. The additional, individually controllable front wheel drive enables new driving strategies to be used for extremely high, yet safe, speeds particularly through corners. Furthermore, the advanced ‘boost’ strategy manages the energy of the electric drive so intelligently that the unrestricted total power of the 918 Spyder can be accessed simply by fully depressing the accelerator pedal for every burst of speed at maximum acceleration. In short, the 918 Spyder allows any driver to experience the potential of its advanced longitudinal and lateral dynamics.
From comfortable to race-ready: Five modes for three motors
The centrepiece of the 918 Spyder is the distribution of propulsive power across three power units, all of which are integrated and controlled via an intelligent management system. To benefit as much as possible from the coverage offered by the different systems, the Porsche engineers at the company’s Weissach research and development centre have defined a total of five operating modes, which can be activated via a map switch in the steering wheel, just like in race cars. Using the pre-selected mode, the 918 Spyder applies the most suitable operating and boost strategy without any further intervention from drivers, thus allowing them to concentrate fully on the road.
Quiet and elegant: ‘E-Power’
When the vehicle is started up, ‘E-Power’ mode is selected as the default operating mode, provided that the battery is sufficiently charged. Depending on load, the 918 Spyder can cover between 10 and 20 miles purely on electric power. Even in pure electric mode, the 918 Spyder accelerates from 0 – 62 mph in under seven seconds and can reach speeds of up to 93 mph. In this mode, the combustion engine is used only when needed. If the battery charging condition drops below a set minimum level, the vehicle automatically switches to hybrid mode.
Efficient and comfortable: ‘Hybrid’
In ‘Hybrid’ mode, the electric motors and combustion engine work alternately, focusing on achieving maximum efficiency and minimum fuel consumption. The power output of the individual drive components is modified in line with the current driving situation and the required performance level. Hybrid mode is typically used for fuel-efficient driving.
Sporty and dynamic: ‘Sport Hybrid’
If more dynamic performance is required, the power units in the 918 Spyder switch over to ‘Sport Hybrid’ mode. The combustion engine now operates continuously, representing the main propulsive force. The electric motors are activated to support acceleration through the electric boost function, or at points when the operating point of the combustion engine can be optimised for greater efficiency. This mode focuses on performance and a sporty driving experience at top speeds.
For fast laps: ‘Race Hybrid’
‘Race Hybrid’ is the mode for maximum performance combined with an especially sporting driving experience. The combustion engine is chiefly used under high load, and charges the battery whenever the driver does not require maximum power. In this mode, the electric motors also provide additional support in the form of boosting. The gearshift programme of the Porsche Doppelkupplung (PDK) is also designed 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. The battery charging condition is not kept constant and instead 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 period for enhanced boost performance. This increased output is balanced out by the fact that the combustion engine charges the battery more intensively. The electric power boost is thus always available to the driver even for several very fast laps.
For pole position: ‘Hot Lap’
The ‘Hot Lap’ button in the centre of the map switch releases the final reserves of the 918 Spyder and can only be activated in ‘Race Hybrid’ mode. Similar to a motor sports qualification mode, ‘Race Hybrid’ 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.
A world first: A drive that harnesses the power of three separate power units
The main drive source is the 4.6-litre, eight-cylinder engine with an output of up to 608 hp. Based on the power unit of the successful RS Spyder endurance race car, the engine delivers revs of up to 9,150 rpm and a power output per litre of approximately 132 hp/litre – 26 hp/litre more than that of the Carrera GT, making this the highest specific power of any naturally aspirated Porsche engine. And it is not just the performance of the 918 Spyder engine that stirs up an emotive response: The sound of this vehicle is just as impressive, and can primarily be attributed to the ‘top pipes’ – exhaust tailpipes that terminate directly above the engine in the upper part of the rear engine cover. No other series production vehicle features this solution.
In parallel in the drivetrain: Hybrid module
The V8 engine is coupled to the hybrid module as the 918 Spyder is designed as a parallel hybrid like Porsche’s current hybrid models. The hybrid module essentially comprises a 115 kW electric motor and a de-coupler 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 the electric motor, or via both drives together. As is typical for a Porsche super sports car, the power unit assembly in the 918 Spyder has been placed in front of the rear axle, and it does not have a direct mechanical connection to the front axle. A seven-speed Porsche Doppelkupplung (PDK) transmission handles power transmission to the rear axle.
Independent all-wheel drive: Front axle with electric motor
There is another independent electric motor that generates approximately 95 kW of power at the front axle. The front electric drive unit drives the wheels at a fixed gear ratio. A de-coupler removes drive from the electric motor at high speeds to prevent the motor from over-revving.
The drive torque is independently controlled for each axle, creating a very responsive all-wheel drive function with significant potential in terms of traction and dynamic performance.
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 in the 918 Spyder has a performance-oriented design in terms of both power charging and output, enabling it to meet the performance requirements of the electric motor. The power capacity and operating life of the lithium-ion traction battery depend on several factors, including thermal conditions. This 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.
Porsche has developed a new system with a plug-in charging interface and improved recuperation potential for charging the battery. For example, on the German 230 Volt mains supply, the traction battery can be charged within four hours by connecting the Porsche Universal Charger (AC) provided in the scope of delivery to a ten-ampere fused power socket. The Porsche Speed Charging Station (DC) is also available as an option, and will fully charge the high-voltage battery in just under 25 minutes.
Chassis with race car genes and rear-axle steering
The multi-link suspension of the Porsche 918 Spyder was inspired by motor sport design, and is complemented by additional systems such as the Porsche Active Suspension Management (PASM) adaptive damper system and rear-axle steering, which provides electro-mechanical adjustment of each rear wheel. This adjustment is speed-sensitive, providing steering angles of up to three degrees in each direction. The rear axle can therefore be steered in the same, or opposite, direction to the front wheels. At low speeds, the system steers the rear wheels in the opposite direction to the front wheels, which has the effect of shortening the wheelbase. 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, which has the effect of lengthening the wheelbase. This significantly increases rear end stability when changing lanes quickly, resulting in exceptionally safe and stable handling.
The tyres of the 918: A special challenge
On the one hand, the tyres needed to have optimum grip and razor-sharp handling on all road types. On the other, they needed to be durable on the race track and have as low a rolling resistance as possible. As a result, the developers of the Michelin Pilot Sport Cup 2 tyres for the Porsche 918 Spyder were faced with a seemingly insurmountable conflict of objectives. However, working closely with Porsche engineers, the tyre experts from Michelin were able to overcome this challenge in impressive fashion, with the result that the 918 Spyder is rolling out exclusively on specially-tuned Michelin Pilot Sport Cup 2 tyres.
A total of 550 prototype tyres were produced and tested over the course of the testing period. Four hundred pre-production prototypes and 200 series test specimens were also produced before Porsche gave the final approval for the Michelin Pilot Sport Cup 2 tyres in size 265/35 ZR 20 for the front axle and 325/30 ZR 21 for the rear axle. The tyres developed specially for the Porsche 918 are also raising the benchmark in the ultra-sports tyre segment when it comes to driving on wet surfaces and in terms of aquaplaning safety.
The 918 sees this exclusive partnership between Michelin and Porsche in the development of special tyres for super sports cars entering its second phase. This partnership started more than ten years ago with the Carrera GT.
The ‘Weissach’ package for an even better performance
For customers looking for an even better performance from the 918 Spyder, Porsche also offers the ‘Weissach’ package. Super sports cars modified with this package are also available in special colours and designs inspired by legendary Porsche race cars, making them instantly recognisable. The emphasis on performance is not just visual. Super lightweight magnesium wheels reduce unsprung weight, decreasing the gross weight by around 35 kg. These lightweight features are decisive when it comes to further enhancing the dynamic performance of the vehicle. Other references to motorsport include six-point harness seat belts for the driver and front passenger, an optional film coating instead of a paint finish, plus additional aerodynamic add-on parts in visible carbon fibre.
Porsche Active Aerodynamic (PAA) for different driving modes
Porsche Active Aerodynamic (PAA) is a system of adjustable aerodynamic elements that provides a unique and variable aerodynamic response. The system works in three stages, switching automatically between optimum efficiency and maximum downforce, and working in harmony with the operating modes of the hybrid drive. In ‘Race’ mode, the retractable rear wing is set to a steep angle to generate high downforce at the rear axle. The spoiler, which is positioned between the two wing supports at the trailing edge of the airflow, also extends. Two adjustable air flaps are opened in the underbody in front of the front axle, directing some of the air into the diffuser channels of the underbody structure to also produce a ‘ground effect’ at the front axle.
In ‘Sport’ mode, the aerodynamics control system reduces the approach angle of the rear wing slightly, enabling a higher top speed. The spoiler remains extended but the aerodynamic flaps in the underbody close, which also reduces aerodynamic drag and increases the potential vehicle speed. In ‘E’-mode, the system focuses solely on low aerodynamic drag; the rear wing and spoiler are retracted and the underbody flaps are closed. Adjustable air intakes under the main headlights round off the adaptive aerodynamics system. When the vehicle is stationary and in ‘Race’ or ‘Sport’ mode, the intakes are opened to enable maximum cooling. In ‘E-Power’ and ‘Hybrid’ mode, the air intakes close as soon as the vehicle is driven off in order to keep aerodynamic drag to a minimum. They are not opened again until the vehicle reaches speeds of approximately 80 mph or when cooling requirements are higher.
A pioneering control concept: Clear organisation in the cockpit
The driver is the focus behind all the technology in this Porsche super sports car. With this in mind, the engineers have developed a cockpit that is typical of the brand and pioneering in its clarity. The cockpit concept is divided into two basic sections. The first section comprises the controls that are important for driving; these items are grouped around the multi-function steering wheel and combined with driver information displayed on three large round instruments. The second section comprises the infotainment block housed in the elevated centre console, which was originally introduced in the Carrera GT.
Systems like climate control, wing adjustment, lighting and the Porsche
Communication Management (PCM) system along with the Burmester High-End audio sound system can be operated intuitively via the multi-touch control functions on the innovative black panel display.
A unique open-roof driving experience: Removable roof panels
As a super sports car designed for everyday use, the 918 Spyder offers a spectacular top-down driving experience. The two roof panels made from carbon fibre-reinforced plastic (CFRP) are removable, as is the tradition at Porsche, and can be stored securely in the 100-litre capacity luggage compartment located in the nose of the vehicle.
Porsche redefined: A new super sports car for a new decade
The 918 Spyder continues a long tradition of super sports cars at Porsche. Many of these vehicles have set technological benchmarks and have become the ultimate sports cars of their decades: the Carrera GTS, the first Porsche 911 Turbo, the 959, the 911 GT1 and the Carrera GT. More so than any of its predecessors, the 918 Spyder is providing the key momentum for developing technologies for future vehicle concepts. The 918 Spyder features all the components that reflect the Porsche DNA, yet in a format that is more powerful than ever before.
In short, the 918 Spyder contains the genetic blueprint for the Porsche sportscar of the future. The 918 Spyder has been greatly influenced by its affiliations with motorsport. A number of the developments on the Porsche LMP1 race car for the 24 Hours of Le Mans 2014 were used in the 918 Spyder – and vice versa. The structural concept, based on a rolling chassis (i.e. a chassis without bodywork), is standard for Porsche race cars. The design of the V8 engine is based on that of the Le Mans Prototype 2 (LMP2) race car, the RS Spyder, and the supporting monocoque structures and unit carriers are made from carbon fibre reinforced plastic (CFRP). More importantly, however, the 918 Spyder is considerably more fuel efficient than any of its competitors. In fact, this plug-in hybrid combines the performance of a race car with an output of over 880 hp with an estimated NEDC fuel consumption of just three litres per 100 km, which is lower than the majority of today’s compact cars. Drivers can therefore enjoy maximum driving pleasure and minimum fuel consumption.
Hybrid drive enhances dynamic performance
The core message surrounding the 918 Spyder is that the Porsche hybrid drive offers uncompromising dynamic performance. The unique all-wheel drive arrangement with a combined combustion engine and electric motor drive system on the rear axle, and a second electric motor on the front axle, make this possible. This is based on the Porsche motorsport development work for the successful 911 GT3 R Hybrid race car. The additional, individually controllable front wheel drive enables new driving strategies to be used for extremely high, yet safe, speeds particularly through corners. Furthermore, the advanced ‘boost’ strategy manages the energy of the electric drive so intelligently that the unrestricted total power of the 918 Spyder can be accessed simply by fully depressing the accelerator pedal for every burst of speed at maximum acceleration. In short, the 918 Spyder allows any driver to experience the potential of its advanced longitudinal and lateral dynamics.
From comfortable to race-ready: Five modes for three motors
The centrepiece of the 918 Spyder is the distribution of propulsive power across three power units, all of which are integrated and controlled via an intelligent management system. To benefit as much as possible from the coverage offered by the different systems, the Porsche engineers at the company’s Weissach research and development centre have defined a total of five operating modes, which can be activated via a map switch in the steering wheel, just like in race cars. Using the pre-selected mode, the 918 Spyder applies the most suitable operating and boost strategy without any further intervention from drivers, thus allowing them to concentrate fully on the road.
Quiet and elegant: ‘E-Power’
When the vehicle is started up, ‘E-Power’ mode is selected as the default operating mode, provided that the battery is sufficiently charged. Depending on load, the 918 Spyder can cover between 10 and 20 miles purely on electric power. Even in pure electric mode, the 918 Spyder accelerates from 0 – 62 mph in under seven seconds and can reach speeds of up to 93 mph. In this mode, the combustion engine is used only when needed. If the battery charging condition drops below a set minimum level, the vehicle automatically switches to hybrid mode.
Efficient and comfortable: ‘Hybrid’
In ‘Hybrid’ mode, the electric motors and combustion engine work alternately, focusing on achieving maximum efficiency and minimum fuel consumption. The power output of the individual drive components is modified in line with the current driving situation and the required performance level. Hybrid mode is typically used for fuel-efficient driving.
Sporty and dynamic: ‘Sport Hybrid’
If more dynamic performance is required, the power units in the 918 Spyder switch over to ‘Sport Hybrid’ mode. The combustion engine now operates continuously, representing the main propulsive force. The electric motors are activated to support acceleration through the electric boost function, or at points when the operating point of the combustion engine can be optimised for greater efficiency. This mode focuses on performance and a sporty driving experience at top speeds.
For fast laps: ‘Race Hybrid’
‘Race Hybrid’ is the mode for maximum performance combined with an especially sporting driving experience. The combustion engine is chiefly used under high load, and charges the battery whenever the driver does not require maximum power. In this mode, the electric motors also provide additional support in the form of boosting. The gearshift programme of the Porsche Doppelkupplung (PDK) is also designed 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. The battery charging condition is not kept constant and instead 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 period for enhanced boost performance. This increased output is balanced out by the fact that the combustion engine charges the battery more intensively. The electric power boost is thus always available to the driver even for several very fast laps.
For pole position: ‘Hot Lap’
The ‘Hot Lap’ button in the centre of the map switch releases the final reserves of the 918 Spyder and can only be activated in ‘Race Hybrid’ mode. Similar to a motor sports qualification mode, ‘Race Hybrid’ 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.
A world first: A drive that harnesses the power of three separate power units
The main drive source is the 4.6-litre, eight-cylinder engine with an output of up to 608 hp. Based on the power unit of the successful RS Spyder endurance race car, the engine delivers revs of up to 9,150 rpm and a power output per litre of approximately 132 hp/litre – 26 hp/litre more than that of the Carrera GT, making this the highest specific power of any naturally aspirated Porsche engine. And it is not just the performance of the 918 Spyder engine that stirs up an emotive response: The sound of this vehicle is just as impressive, and can primarily be attributed to the ‘top pipes’ – exhaust tailpipes that terminate directly above the engine in the upper part of the rear engine cover. No other series production vehicle features this solution.
In parallel in the drivetrain: Hybrid module
The V8 engine is coupled to the hybrid module as the 918 Spyder is designed as a parallel hybrid like Porsche’s current hybrid models. The hybrid module essentially comprises a 115 kW electric motor and a de-coupler 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 the electric motor, or via both drives together. As is typical for a Porsche super sports car, the power unit assembly in the 918 Spyder has been placed in front of the rear axle, and it does not have a direct mechanical connection to the front axle. A seven-speed Porsche Doppelkupplung (PDK) transmission handles power transmission to the rear axle.
Independent all-wheel drive: Front axle with electric motor
There is another independent electric motor that generates approximately 95 kW of power at the front axle. The front electric drive unit drives the wheels at a fixed gear ratio. A de-coupler removes drive from the electric motor at high speeds to prevent the motor from over-revving.
The drive torque is independently controlled for each axle, creating a very responsive all-wheel drive function with significant potential in terms of traction and dynamic performance.
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 in the 918 Spyder has a performance-oriented design in terms of both power charging and output, enabling it to meet the performance requirements of the electric motor. The power capacity and operating life of the lithium-ion traction battery depend on several factors, including thermal conditions. This 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.
Porsche has developed a new system with a plug-in charging interface and improved recuperation potential for charging the battery. For example, on the German 230 Volt mains supply, the traction battery can be charged within four hours by connecting the Porsche Universal Charger (AC) provided in the scope of delivery to a ten-ampere fused power socket. The Porsche Speed Charging Station (DC) is also available as an option, and will fully charge the high-voltage battery in just under 25 minutes.
Chassis with race car genes and rear-axle steering
The multi-link suspension of the Porsche 918 Spyder was inspired by motor sport design, and is complemented by additional systems such as the Porsche Active Suspension Management (PASM) adaptive damper system and rear-axle steering, which provides electro-mechanical adjustment of each rear wheel. This adjustment is speed-sensitive, providing steering angles of up to three degrees in each direction. The rear axle can therefore be steered in the same, or opposite, direction to the front wheels. At low speeds, the system steers the rear wheels in the opposite direction to the front wheels, which has the effect of shortening the wheelbase. 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, which has the effect of lengthening the wheelbase. This significantly increases rear end stability when changing lanes quickly, resulting in exceptionally safe and stable handling.
The tyres of the 918: A special challenge
On the one hand, the tyres needed to have optimum grip and razor-sharp handling on all road types. On the other, they needed to be durable on the race track and have as low a rolling resistance as possible. As a result, the developers of the Michelin Pilot Sport Cup 2 tyres for the Porsche 918 Spyder were faced with a seemingly insurmountable conflict of objectives. However, working closely with Porsche engineers, the tyre experts from Michelin were able to overcome this challenge in impressive fashion, with the result that the 918 Spyder is rolling out exclusively on specially-tuned Michelin Pilot Sport Cup 2 tyres.
A total of 550 prototype tyres were produced and tested over the course of the testing period. Four hundred pre-production prototypes and 200 series test specimens were also produced before Porsche gave the final approval for the Michelin Pilot Sport Cup 2 tyres in size 265/35 ZR 20 for the front axle and 325/30 ZR 21 for the rear axle. The tyres developed specially for the Porsche 918 are also raising the benchmark in the ultra-sports tyre segment when it comes to driving on wet surfaces and in terms of aquaplaning safety.
The 918 sees this exclusive partnership between Michelin and Porsche in the development of special tyres for super sports cars entering its second phase. This partnership started more than ten years ago with the Carrera GT.
The ‘Weissach’ package for an even better performance
For customers looking for an even better performance from the 918 Spyder, Porsche also offers the ‘Weissach’ package. Super sports cars modified with this package are also available in special colours and designs inspired by legendary Porsche race cars, making them instantly recognisable. The emphasis on performance is not just visual. Super lightweight magnesium wheels reduce unsprung weight, decreasing the gross weight by around 35 kg. These lightweight features are decisive when it comes to further enhancing the dynamic performance of the vehicle. Other references to motorsport include six-point harness seat belts for the driver and front passenger, an optional film coating instead of a paint finish, plus additional aerodynamic add-on parts in visible carbon fibre.
Porsche Active Aerodynamic (PAA) for different driving modes
Porsche Active Aerodynamic (PAA) is a system of adjustable aerodynamic elements that provides a unique and variable aerodynamic response. The system works in three stages, switching automatically between optimum efficiency and maximum downforce, and working in harmony with the operating modes of the hybrid drive. In ‘Race’ mode, the retractable rear wing is set to a steep angle to generate high downforce at the rear axle. The spoiler, which is positioned between the two wing supports at the trailing edge of the airflow, also extends. Two adjustable air flaps are opened in the underbody in front of the front axle, directing some of the air into the diffuser channels of the underbody structure to also produce a ‘ground effect’ at the front axle.
In ‘Sport’ mode, the aerodynamics control system reduces the approach angle of the rear wing slightly, enabling a higher top speed. The spoiler remains extended but the aerodynamic flaps in the underbody close, which also reduces aerodynamic drag and increases the potential vehicle speed. In ‘E’-mode, the system focuses solely on low aerodynamic drag; the rear wing and spoiler are retracted and the underbody flaps are closed. Adjustable air intakes under the main headlights round off the adaptive aerodynamics system. When the vehicle is stationary and in ‘Race’ or ‘Sport’ mode, the intakes are opened to enable maximum cooling. In ‘E-Power’ and ‘Hybrid’ mode, the air intakes close as soon as the vehicle is driven off in order to keep aerodynamic drag to a minimum. They are not opened again until the vehicle reaches speeds of approximately 80 mph or when cooling requirements are higher.
A pioneering control concept: Clear organisation in the cockpit
The driver is the focus behind all the technology in this Porsche super sports car. With this in mind, the engineers have developed a cockpit that is typical of the brand and pioneering in its clarity. The cockpit concept is divided into two basic sections. The first section comprises the controls that are important for driving; these items are grouped around the multi-function steering wheel and combined with driver information displayed on three large round instruments. The second section comprises the infotainment block housed in the elevated centre console, which was originally introduced in the Carrera GT.
Systems like climate control, wing adjustment, lighting and the Porsche
Communication Management (PCM) system along with the Burmester High-End audio sound system can be operated intuitively via the multi-touch control functions on the innovative black panel display.
A unique open-roof driving experience: Removable roof panels
As a super sports car designed for everyday use, the 918 Spyder offers a spectacular top-down driving experience. The two roof panels made from carbon fibre-reinforced plastic (CFRP) are removable, as is the tradition at Porsche, and can be stored securely in the 100-litre capacity luggage compartment located in the nose of the vehicle.
Porsche redefined: A new super sports car for a new decade
The 918 Spyder continues a long tradition of super sports cars at Porsche. Many of these vehicles have set technological benchmarks and have become the ultimate sports cars of their decades: the Carrera GTS, the first Porsche 911 Turbo, the 959, the 911 GT1 and the Carrera GT. More so than any of its predecessors, the 918 Spyder is providing the key momentum for developing technologies for future vehicle concepts. The 918 Spyder features all the components that reflect the Porsche DNA, yet in a format that is more powerful than ever before.
#195
Senior Moderator
Thread Starter
![](http://www.seriouswheels.com/pics-2014/nopq/2014-Porsche-918-Spyder-Weissach-Package-1-2560x1600.jpg)
![](http://www.seriouswheels.com/pics-2014/nopq/2014-Porsche-918-Spyder-Weissach-Package-2-2560x1600.jpg)
![](http://www.seriouswheels.com/pics-2014/nopq/2014-Porsche-918-Spyder-Weissach-Package-3-2560x1600.jpg)
![](http://www.seriouswheels.com/pics-2014/nopq/2014-Porsche-918-Spyder-Motion-1-2560x1600.jpg)
![](http://www.seriouswheels.com/pics-2014/nopq/2014-Porsche-918-Spyder-Motion-2-2560x1600.jpg)
![](http://www.seriouswheels.com/pics-2014/nopq/2014-Porsche-918-Spyder-Motion-3-2560x1600.jpg)
#196
Senior Moderator
Thread Starter
![](http://www.seriouswheels.com/pics-2014/nopq/2014-Porsche-918-Spyder-Nurburgring-Record-Run-1-2560x1600.jpg)
![](http://www.seriouswheels.com/pics-2014/nopq/2014-Porsche-918-Spyder-Nurburgring-Record-Run-2-2560x1600.jpg)
![](http://www.seriouswheels.com/pics-2014/nopq/2014-Porsche-918-Spyder-Nurburgring-Record-Run-4-2560x1600.jpg)
![](http://www.seriouswheels.com/pics-2014/nopq/2014-Porsche-918-Spyder-Nurburgring-Record-Run-3-2560x1600.jpg)
#197
Fahrvergnügen'd
I can't even comprehend how impressive that time is ... If you don't count the Radical lap time it beat the previous Gumper Apollo record by 14 seconds. It beat the Ferrari FXX by nearly two seconds.
This thing is just ridiculous. It beat the Porsche Carrera GT by over half a minute.
I'm gobsmacked.
This thing is just ridiculous. It beat the Porsche Carrera GT by over half a minute.
I'm gobsmacked.
#198
Senior Moderator
Thread Starter
I can't even comprehend how impressive that time is ... If you don't count the Radical lap time it beat the previous Gumper Apollo record by 14 seconds. It beat the Ferrari FXX by nearly two seconds.
This thing is just ridiculous. It beat the Porsche Carrera GT by over half a minute.
I'm gobsmacked.
This thing is just ridiculous. It beat the Porsche Carrera GT by over half a minute.
I'm gobsmacked.
![Bow](https://acurazine.com/forums/images/smilies/bow.gif)
#200
Senior Moderator
was looking for "the time" frantically and then saw it in the one pic ![Doh](https://acurazine.com/forums/images/smilies/doh.gif)
oh and uh yeah, SICK
![Doh](https://acurazine.com/forums/images/smilies/doh.gif)
oh and uh yeah, SICK