It feels like forever-ago when the world first learned of the Porsche 918 Spyder.  It went from avant garde concept to technological boon and today it finally reaches its “production” stage as seen in a fleet of new pictures.  Besides all these new shots of the production 918, Porsche has also released a mountain of information about final product once its released. 

Everything you could ever want to know (except the price and release date) about the 918 is in an epic press release below.  However, if you don’t want to spend the better half of your lunch break reading through it, I’ll give you the quick cliff notes:

-The 918 will have a 4.6 liter gasoline V8 which makes 608HP and redlines at just over 9,100 rpm. 

-In addition to the V8  there are two electric motors: one on the front axel and one on the rear.

-Technically the 918 is a “plug-in” hybrid.

-There are five “modes” for different driving conditions including an “E-power” mode which runs solely off the  electric motor(s).

-The 918 utilizes a 7-speed Porsche PDK transmission.

-The 918 will weigh 3,715lbs.  With the “Weissach package” the weight is 3,616lbs.

-Everything you want to be made out of carbon fiber, is made out of carbon fiber.

Ok, now that you have the gist I will get you started with a few HD resolution pictures (click the thumbnails).  For the full gallery just hit the red text for our Facebook page.  Otherwise, if you really want to geek out on the details scroll below the thumbnails for the official press release.

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Press Release:

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

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

Hybrid drive brings advantages in terms of driving dynamics

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

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

Carbon monocoque guarantees lightweight design with a low center of gravity

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

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

Chassis with race car genes and rear-axle steering

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

Porsche Active Aerodynamic (PAA) for different driving modes

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

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

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

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

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

Quiet and elegant: “E-Power”

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

Efficient and comfortable: “Hybrid”

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

Sporty and dynamic: “Sport Hybrid”

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

For fast laps: “Race Hybrid”

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

For pole position: “Hot Lap”

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

Main propulsion: the race car’s eight cylinder engine

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

Unique race car design heritage: top pipes

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

In parallel in the drivetrain: hybrid module

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

Upside-down for a low center of gravity: Doppelkupplung

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

Independent all-wheel drive: front axle with electric motor

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

Lithium-ion battery with plug-in charging system

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

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

Pioneering control concept: clear organization of the cockpit

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

For even higher performance: the Weissach package

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

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

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

Technical Specifications – Porsche 918 Spyder

Body: Two-seat Spyder; carbon fiber reinforced plastics (CFRP) monocoque interlocked with CFRP unit carrier; two-piece Targa roof; fixed roll-over protection system.

Drivetrain: Parallel full hybrid; 4.6-liter V8 mid-engine with dry-sump lubrication; hybrid module with electric motor and decoupler; electric motor with decoupler and gear unit on front axle; auto start/stop function; electrical system recuperation; four cooling circuits for motors, transmission and battery; thermal management.

Engine power: 608 hp at 8,600/min (V8 engine)

154 hp (hybrid module on rear axle)

127 hp (electric motor on front axle)

887 hp (combined)

Max. torque: 390 lb.-ft. at 6,600/min (V8 engine)

940 lb.-ft. (equivalent torque calculated on the crankshaft, complete system in 7th gear)

787 lb.-ft. (complete system, 3rd gear)

> 590 lb.-ft. (800/min – 5,000/min)

Maximum Revs: 9,150 rpm

Power output per l: 133 hp/l (V8 engine)

Power transmission: Combustion engine with hybrid module and transmission bolted together to form a single drive unit; seven-speed Doppelkupplungsgetriebe (PDK); rear-wheel drive; front electric motor with gearbox for driving the front wheels (decoupled from 146 mph); five pre-selectable operating modes for optimum coordination of all drive units.

Gear ratios PDK

1st gear 3.91

2nd gear 2.29

3rd gear 1.58

4th gear 1.19

5th gear 0.97

6th gear 0.83

7th gear 0.67

R gear 3.55

Final drive ratio 3.09

Clutch diameter 8.7 in. / 6.5 in.

Chassis and Suspension: Double-wishbone front axle; optional electro-pneumatic lift system on front axle; electro-mechanical power steering; multilink rear axle with adaptive electro-mechanical system for individual rear wheel steering; electronically controlled twin-tube gas-pressure dampers in the front and rear with Porsche Active Suspension Management (PASM).

Brake system: High-performance hybrid brake system with adaptive recuperation; internally ventilated and perforated front ceramic brake discs (PCCB), 16 in. in diameter and 1.4 in. thick; rear discs 15.4 in diameter and 1.3 in. thick.

Wheels and tires: 918 Spyder wheels

(Weissach package: 918 Spyder magnesium wheels)

front 9.5 J x 20 with 265/35 ZR 20

rear 12.5 J x 21 with 325/30 ZR 21

Weights: Curb weight 3,715 lbs.

3,616 lbs. (Weissach package)

Dimensions: Length 182.8 in.

Width 76.4 in.

Height 45.9 in.

Wheelbase 107.5 in.

Track width front 65.5 in.

rear 63.5 in.

Luggage compartment capacity, VDA ~ 110 l

Fuel tank capacity 18.5 gal

Energy supply: Lithium-ion battery with 6.8 kWh capacity (BOL nominal), 220 kW maximum power and mains-compatible plug-in charger.

Performance: Top speed > 211 mph

purely electric 93 mph

Acceleration:

0-62 mph 2.8 s

0-60 mph less than 2.8 s

0-62 mph (in electric mode) 7.0 s

0-124 mph (0-200 km/h) 7.9 s

0-186 mph (0-300 km/h) 23.0 s

Range: Purely electric approx. 18 mi.

Warranty: Vehicle (Battery) 4 years (7 years)

Charging times:

AC charging on a household socket (110 V, 10 A): less than 7 hours

AC charging on an industrial socket (240 V, 30 A): less than 2 hours

DC charging on an industrial socket (400 V, 32 A): less than 0.5 hours.

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While crusing the Auto Club Expo here at the Toyota Grand Prix Of Long Beach I spotted a prinstine example of a full-Mugen Honda CR-Z in the Indy Car Fan village.  Leave it to Mugen to make a Hybrid look super fresh!  If you are in So-Cal you definitely need to come out to the Grand Prix here in Long Beach and see all this cool stuff for yourself!

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Word on the interwebs is that famous Toyota/Lexus tuner TOM’S is working on a body kit for the good looking yet environmentally responsible Lexus CT200h.  So far the only proof is a rendering of what the kit could look like once its completed but as far as we know nothing is confirmed.  What does seem to be confirmed is that TOM’S seems to have a prototype exhaust system all fabbed up and installed on a demo car.  If you’re rocking a CT200h right now this is definitely good news for you!

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[Source:  The Lexus Enthusiast]

We filled you in on the fact that HKS has been building parts for the Honda CR-Z for the last 6 months or so.  In this video we get to see HKS put their CR-Z project code named “Green Monster” to the test by putting Nobuteru “N.O.B.” Taniguchi behind the wheel at Tsukuba Circuit.   What time do you think N.O.B. can lay down in Honda’s “sport hybrid”?  Check out the video below to find out!  P.S. this video is totally in Japanese so if you understand it then sit back and enjoy the full 7 minute video.  Otherwise you may want to skip to the 3 minute mark to get to the good part.

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Late last year automotive component conglomerate Borg Warner announced that they are working with Honda Performance Development (HPD) to provide their new EFR turbo to the HPD 2011 LMP2 LeMans engine program as well as a race team that will be ran a Honda CR-Z hybrid race car in the 24 hours of Thunderhill (they came 2nd place in their class by the way).  In the LMP2 car the team will run a twin turbo V6.  We aren’t sure what horsepower numbers they’re aiming for but either way I’m sure they will be tough to beat.  Perhaps if the Audi R18 comes stateside they may give them a run for their money but I don’t see that happening.  We’ll give you more on this story as it develops.

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Press Release:

BorgWarner Collaborates with HPD on New Turbo Development

Dec. 1, 2010 (PR Newswire) –

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AUBURN HILLS, Mich., Dec. 1, 2010 /PRNewswire/ — In collaboration for U.S. performance applications, BorgWarner will supply Honda Performance Development, Inc.(HPD) with its new EFR turbochargers for two racing platforms: the 2011 ALMS LMP2 engine and HPD CR-Z Racer as well as the CR-Z hybrid R Concept car. Designed for powerful performance, BorgWarner’s new “Engineered For Racing” or EFR Series turbochargers offer an unprecedented package of advanced technologies, including Gamma TiAl (titanium aluminide) turbine wheels, ceramic ball bearings, stainless steel turbine housings and internal wastegates activated by BorgWarner’s compact brushless actuator.

(Photo: http://photos.prnewswire.com/prnh/20101201/DE07191 )

“BorgWarner’s EFR turbocharging technology delivers increased thrust capacity, quicker boost response, greater efficiency and improved durability—everything professional race car drivers desire,” said Roger Wood, Executive Vice President, BorgWarner. “BorgWarner is pleased to collaborate with Honda Performance Development to put our advanced technologies to the test in the one of the most challenging environments: on the race track.”

Twin EFR turbochargers will boost the HPD 2.8-liter V6 LMP2 engine for customers participating in the 2011 American Le Mans Series, European Le Mans Series, 24 Hours of Le Mans, and Intercontinental Cup competitions. A Honda Performance Development (HPD) exclusive for racing applications, the internal wastegate of the EFR turbochargers will be activated by BorgWarner’s compact brushless actuator, which delivers high operating torque, quick response in as little as 150 milliseconds, and performance in temperatures up to 284 degrees F (140 degrees C). Engine production is scheduled to begin in November 2010.

A race version of the CR-Z, the 1.5-liter 2011 HPD CR-Z Racer will demonstrate a fuel efficient way to add performance. BorgWarner’s EFR turbocharger efficiently increases the engine’s horsepower by 50% (not including hybrid assist).  The HPD CR-Z Racer will make its racing debut at the 25 Hours of Thunderhill, December 3rd – 5th.

BorgWarner Turbo Systems is a leading global supplier of turbochargers for diesel- and gasoline-powered passenger cars, light trucks and commercial vehicles. A pioneer in turbocharging technology, BorgWarner Turbo Systems continues to lead advancements in the industry with innovations designed to improve fuel economy, reduce emissions and optimize vehicle performance.

Auburn Hills, Michigan-based BorgWarner Inc. (NYSE: BWA) is a product leader in highly engineered components and systems for vehicle powertrain applications worldwide. The company operates manufacturing and technical facilities in 60 locations in 18 countries. Customers include VW/Audi, Ford, Toyota, Renault/Nissan, General Motors, Hyundai/Kia, Daimler, Chrysler, Fiat, BMW, Honda, Deere & Company, PSA, and MAN. The Internet address for BorgWarner is: http://www.borgwarner.com.  

BorgWarner will supply new “Engineered For Racing” or EFR Series turbochargers for two racing platforms from Honda Performance Development (HPD): the 2011 American Le Mans Series LMP2 engine and CR-Z Hybrid race car.

We have the inside track on Wraptivo’s 2010 SEMA plans and the big news is the announcement of thir Honda CR-Z “Type-F” custom SEMA build.  While there will be a few other CR-Z projects making their way to the SEMA floor most are top secret.  Wraptivo has decided to go against the norm and are releasing nearly everything planned for their build.  That includes showing off this beautiful rendering created by Jon Sibal of what the “Type-F” concept could possibly look like when its completed.

Wraptivo has several upgrades planned for their Type-F CR-Z including a suspension package from Tein, a ECU tune by Hondata, Volk Racing wheels, flat black/carbon fiber vinyl wrap scheme, and HKS Supercharger.  Yes, that’s right.  Wraptivo, with the help of HKS are supercharging a hybrid.  Somewhere a tree-hugger is crying…  Scroll down below for the size image and press release!

Press Release:

Wraptivo^TM Will Create Honda CR-Z “Type F” Concept To Debut At 2010 SEMA Show.

September 1^st 2010 Irvine, CA-Wraptivo^TMwill produce our very first in house SEMA car in the form of a 2011 Honda CR-Z sport hybrid concept build dubbed “Type-F”.The goal for the Wraptivo^TMHonda CR-Z Type-F Concept is to evoke the notion of fun, which lies at the core of the CR-Z DNA while also giving a nod to the spirit and Honda heritage of the CR-Z.   The Type-F concept will feature a sportier aesthetic over stock with the use of a combination of Honda Accessories Aero pieces and along with other aero components from Japan. The aero package will be complemented with a design package created to give this concept a special uniqueness yet with a familiarity that is still unmistakably Honda. The vehicle will be wrapped with Wraptivo^TMMatte Black and Carbon Black Film while small accents will be left in gloss black.  The CR-Z will act as a canvas for Wraptivo to showcase its vehicle wrap options and give customizers a preview of how they can take advantage of this technology as a new way to protect their factory paint while also having the ability to easily change the look of their vehicle.

To increase performance we are looking to develop a supercharger system, suspension package, an ECU Tune, exhaust system, and other components with the help of our technology partners: Honda Accessories, Tein , HKS, BF Goodrich, Volk Racing, Hondata, and others to be confirmed at a later time.   Interior enhancements will be subtle but functional. Recaro seats, a sport shift knob, and alcantara panels will be implemented to give the driver a sportier experience for fun filled excursions.

The  completed Wraptivo^TMHonda CR-Z Type-F will closely resemble the concept rendering created for us by automotive digital illustrator Jon Sibal (JonSibal.com) though as the Type-F Concept is still in the early stages of production the final version may differ from the illustration slightly.

The Wraptivo Type-F Concept will make its official debut at the 2010 SEMA Show in the American Honda exhibit while the Wraptivo designer car wraps by Meguiar’s product line will also be launched at the same global event.  Visit booth 24643 (in center hall) to learn more about Wraptivo and the American Honda booth to see the Wraptivo CR-Z. From there it is our intention to test all of our performance upgrades by entering the CR-Z Type-F in Source Interlink’s Super Lap Battle time trial event held the week after SEMA’s conclusion.

Updates on the Wraptivo Honda CR-Z Type-F concept will be available on the official Wraptivo^TMtwitter page (twitter.com/Wraptivo), Facebook page (facebook.com/WraptivoFB), as well as on MotorworldHype.com, the official online media partner for the Wraptivo^TM Honda CR-Z Type-F Concept.  There will also be a feature article and pictorial in an upcoming issue of Import Tuner magazine.

At the end of January I showed you a teaser shot that was released of an “Extreme Bentley”.  Well the lights were turned on and we have all the details.  The Extreme Bentley is really the new Bentley Continental Supersports Coupe.  Bentley said to date, that this new Continental is the most powerful production car they’ve ever built.  With 621 horsepower and a top speed of just over 200mph I’m inclined to believe them.  But the coolest part of the Supersports is that it’s actually a flex fuel vehicle.  This car can run on either bio-diesel, or regular gasoline or a combination of both. 

This car is actually a lead off in Bentley’s strategy to have their complete model range be “flex fueled” by 2012.  Now Hollywood celebs dont need to buy a Prius to show that they’re environmentally concious. 

Press Release:

BENTLEY CONTINENTAL SUPERSPORTS 25 February, 2009

• The Continental Supersports is the fastest, most powerful Bentley ever with 630PS (621 bhp) 0-60 mph in 3.7 seconds (0-100 km/h in 3.9 seconds) and a 204 mph (329 km/h) top speed.
• The Supersports reaffirms Bentley’s environmental commitment with the launch of its first FlexFuel performance car.
• The Supersports combines the looks of the iconic GT with a distinctive style that reflects its supercar character.
• The Supersports is the extreme Bentley delivering a highly focused driving experience – a muscular two-seater that is 110 kg lighter than the Continental GT Speed.

 

Introduction

(Bentley Motors, Crewe. 25 February 2009). The Continental Supersports is the fastest and most powerful Bentley ever. It is the extreme Bentley, a muscular two-seater that delivers supercar performance and a highly focused driving experience.

The Supersports is also the first Bentley capable of running on both petrol (gasoline) and biofuel, pioneering the use of FlexFuel technology in the luxury sector. This represents stage one of the company’s commitment to make its complete model range compatible with renewable fuels by 2012.

Available worldwide from autumn 2009, the Continental Supersports will be FlexFuel compatible in the majority of markets from launch with North American cars offering the capability by summer 2010, following regulatory approval.

The Continental Supersports began as an ‘under the radar’ project exploring the possibilities of weight reduction on the Continental GT but with more power and torque. A largely experimental process crystallised over a period of 24 months into an official new car programme, driven by the passion and enthusiasm of a small group of Bentley engineers and designers.

The results are dramatic. With 630PS (621 bhp) and new ‘Quickshift’ transmission that halves shift times, the Supersports sets new performance benchmarks for Bentley. It accelerates from 0-60 mph in 3.7 seconds (0-100 km/h in 3.9 seconds) onto a top speed of 204 mph (329 km/h).

Supercar performance is complemented by an array of chassis enhancements including retuned steering and suspension, utilising lighter weight components, retuned dampers and anti-roll bars.

Agility is further sharpened by the 40:60 rear-biased torque split for the all-wheel drive system, a wider rear track, bespoke lightweight 20-inch alloy wheels and a unique electronic stability programme.

Carbon ceramic brakes are standard fitment, benefiting steering response, grip and ride comfort, while saving weight. Overall, the engineering team have achieved a weight reduction of 110 kg (243 lb) compared with the Continental GT Speed.

The evolution of the Supersports’ design is very much a case of ‘form following function’ with new purposeful sculptural forms signalling the engineering changes beneath the skin.

For example, the increased power and torque of the W12 engine necessitated additional airflow to the twin turbocharger intercoolers and cooling system. Bentley’s designers responded with a purposeful and dramatic style that features large vertical intake apertures and twin bonnet vents.

Similarly, new flared rear wings that accommodate the 50 mm (2 inches) wider rear track are designed to emphasise the powerful stance of this ultra-high performance coupe. The resultant Supersports style combines the looks of the iconic Continental GT with a new and distinctive appearance that reflects its more extreme character.

The Supersports is further distinguished from its Continental coupe stable mates by a unique dark-smoked steel finish to all exterior ‘brightware’, including front grilles, lamp bezels, window surrounds and wheels. A complex ‘Physical Vapour Deposition’ process is applied to all stainless steel components to give a lustrous and highly durable finish. A car industry first, this process is normally used as a coating on industrial tools, watches and even hip replacement joints.

Fully embracing the extreme spirit of the Supersports, Bentley’s interior designers have created a unique ambience. The cockpit represents a dramatic re-interpretation of Bentley interior design in which carbon fibre and AlcantaraTM not only convey a sporting and contemporary style but also reduce weight.

The Supersports is a strict two-seater featuring all-new lightweight sports seats with carbon fibre clamshell rear panels. In the rear compartment, the seats are replaced by a stowage deck with a carbon fibre luggage retaining beam.

The new interior also provides a showcase for the skills of Bentley’s craftsmen and women at the company’s factory in Crewe, England. Signature premium grade leather and brightware are complemented by carbon fibre panels, replacing traditional wood veneers.

The Continental Supersports is capable of running on either petrol and E85 biofuel or any combination of the two. E85 biofuel can offer a reduction of up to 70 per cent in CO2 emissions on a ‘well-to-wheel’ basis.

Well-to-wheel is a measurement of a fuel’s net CO2 contribution to the atmosphere, not just tailpipe emissions. It is a way of quantifying how much CO2 a fuel emits from its growth or extraction (well) to its combustion or deployment (wheel). It includes refinement, distillation and transport of the fuel.

The fuel supply system detects the blending ratio of the fuel in the tank and ensures that power and torque remain constant regardless of the ratio of petrol to biofuel. The result is seamless power delivery in the Bentley tradition.

The ‘Supersports’ name is inspired by the original two-seater 3-litre Supersports model introduced in 1925, itself an evolution of the 3-litre Speed. The lightweight, 85 bhp Supersports was the first production Bentley to reach 100 mph and was also renowned for the application of Le Mans-winning race technology.

Commenting on the new Supersports model, Dr. Franz-Josef Paefgen, Bentley’s Chairman and Chief Executive said:

“The Continental Supersports reflects the passion and enthusiasm of Bentley’s engineers and designers. This is the fastest, most extreme Bentley ever, dramatically styled to underline its supercar character. Importantly, it also pioneers the use of FlexFuel technology in the luxury sector.”

Continental Supersports – news in brief

www.BentleyContinentalSupersports.com

The fastest most powerful Bentley in the company’s 90-year history

• 6-litre W12 engine twin-turbocharged engine now produces 630PS (621 bhp/463 kW) at 6000 rev/min and 800 Nm (590 lb ft) of torque at 1700 – 5600 rev/min
• 0 – 60 mph in 3.7 seconds (0-100 km/h in 3.9 seconds)
• 0 -100 mph (0-160 km/h) in 8.9 seconds
• 50 – 70 mph in 2.1 seconds
• 80 – 120 km/h in 2.6 seconds
• Top speed of 204 mph (329 km/h)

 

Continental Supersports reaffirms Bentley’s environmental commitment by pioneering the use of biofuel in the luxury sector

• Capable of running on petrol and E85 biofuel or any combination of the two
• Power and torque remain constant whatever the ratio of petrol to E85 biofuel
• A Fuel Quality Sensor detects the blending ratio of the fuel in real time sending a signal to the engine control unit (ECU), initiating the correct engine mapping. This ensures all performance parameters remain balanced and consistent.
• Offers a reduction in CO2 emissions of up to 70% (well-to-wheel), a measure of a fuel’s net contribution to the atmosphere, not just tailpipe emissions

 

Continental Supersports is the extreme Bentley, delivering a highly focused driving experience

• Revised ZF 6HP26 transmission with ‘Quickshift’ system that cuts shift times by 50% and enables double downshifts
• New 40/60 rear-biased torque split for the all-wheel drive system reduces understeer when powering out of bends and provides for better modulation of line and attitude by ‘throttle steering’
• Uprated front suspension with aluminium forward levers, stiffer bushes together with retuned anti roll bar and Servotronic steering for sharper turn-in
• Revised Continuous Damping Control (CDC) for improved body control
• Unique lightweight, 20-inch, 10-spoke alloy wheels offer 10 kg (22 lb) weight saving per car, reducing unsprung and rotating mass and improving brake cooling. Increased 25 mm (I inch) offset on rear wheels improves grip and stability
• 275/35 ZR20 Pirelli Ultra High Performance tyres
• Advanced ESP system fully exploits potential of the most powerful W12 engine and improved chassis
• Standard-fit carbon-ceramic brakes – the largest and most powerful brakes ever fitted to a production car – contribute 20 kg (44 lb) weight saving
• 110 kg (243 lb) weight saving compared to Continental GT Speed

 

Continental Supersports combines the looks of the iconic GT with a distinctive style that reflects its supercar character

• Form follows function: distinctive centre air intake and vertical grilles feed larger volume of air (+ 10%) to turbocharger intercoolers while bonnet vents extract hot air from engine bay
• Subtly curved rear wheel arches with newly tooled side panels accommodate increased rear track of the uprated chassis and provide muscular stance
• Distinctive ‘smoked steel finish’ to all exterior ‘brightware’, including the first automotive application of ‘Physical Vapour Deposition’ to stainless steel
• Larger, twin elliptical exhaust tailpipes and rear valance with discreet vertical divider
• 2 new pearlescent and 2 new matt finish colours
• Unique driver-focused, two-seater cabin with lightweight sports seats, giving a 45 kg (99 lb) weight saving
• Rear seats replaced by stowage deck with carbon fibre luggage retaining beam

AlcantaraTM, carbon fibre and ‘Soft Touch’ leather’ provide a very different interpretation of Bentley craftsmanship with choice of Single Tone and Duo Tone combinations