I am trying to re-organize things on my computer and I figured out that for some inexplicable reason I took a bunch of pictures of the beautiful Porsche 918 Spyder at the 2013 LA Auto Show but didn’t post them. Again, I have no idea why I didn’t but I didn’t so I am rectifying that horrible mistake right now by posting them! Please click the thumbnails below and enjoy!
Unfortunately, there are many car lovers out there who will probably never get to own amazing cars like the Ferrari 458, the Lamborghini Gallardo, the Porsche 911 turbo, or a Nissan GT-R. If I had my way everyone in the world would be able to have one of these cars in their driveway, but alas such a thing is not possible (not yet anyway).
Although there is another way… What if I told you that you could drive six-figure exotic supercars, on a race track no less? Well thanks to Exotics Racing such a thing is in fact possible. I know since I got to pay them a visit at something of a soft opening at their new location at Auto Club Speedway (AKA California Speedway). Exotics Racing is essentially every car nut’s dream come true. Imagine showing up at a race track with a fleet of top-end super cars parked in front of you. Then, a professional driving instructor approaches you and walks you to any of the cars you’d like then coaches you through several laps at full tilt? In a nutshell that is the reality of Exotics Racing. All you need to do is show up, pick a driving package and then you are off!
Well, there are a few formalities. After you choose from a range of driving packages that includes everything from laps in any car you want to ride longs, and even drift car ride alongs, you join a group for a short “in class” instruction session in which the teacher (a professional driver) will talk about the fundamentals of how to drive a supercar, how to drive a supercar fast, and how not to crash said super car.
After the class session the group is split up into smaller groups and taken out in a pair of Porsche Cayennes to take an “introduction lap”. This is pretty much the equivalent to a “track walk”. During the introduction lap the instructor will point out all the nuances of the track, covering breaking points, driving line, etc. All of this is an effort to get the drivers more accustomed to the course.
From there, you just wait for your name to be called by a driving instructor and you are then escorted to the car of your choice for several laps of awesome! The really cool part is there are add-ons to help you document your experience the best of which is a video package. Each car comes equipped with several cameras and track GPS to capture what’s going on outside and inside and it records the entire experience. For an extra fee drivers can have their videos edited and given to them on DVD or data disc so they can upload their laps to YouTube, Facebook etc. Trust me, you will want to do this should you pay Exotics Racing a visit.
Although I’d have to say one of the coolest things I saw in my visit was Tony’s driving experience. Who’s Tony? Tony is a great guy who is a huge sports car enthusiast and also happens to be confined to a wheelchair. Despite being in a wheel chair Tony is a avid driver thanks to the advent of special hand controls that Tony can use for the throttle and brake. Exotics Racing is as far as I know, the only service of its kind to offer hand controls for participants who use wheelchairs. And since the hand controls are removable, wheelchair participants still have a healthy choice of supercars to choose from. Tony chose the black Ferrari F430 Scuderia…an excellent choice if I’d say so myself!
If you are in California or Las Vegas (their two locations) I would highly recommend checking out Exotics Racing for yourself. Its well worth the price for experience provided! If you want to try it out for yourself visit ExoticsRacing.com to book a day!
Tags: · Audi, Audi R8, EuropeanCars, exotic cars, Exotics Racing Auto Club Speedway, Exotics Racing Las Vegas, ExoticsRacing, Features, Ferrari, ferrari 458 italia, Ferrari F430, Hype, Hypercar, Lamborghini, Lamborghini Gallardo, Motorsports, Porsche, Porsche 911 Turbo, supercars
You know one thing I never get tired of looking at? RWB Porsches! I know they aren’t up everyone’s alley but I think they are pretty damn fresh. Despite all the widebody cars showing up at SEMA this year I was only able to find two RWB examples. Which shouldn’t really be that surprising. There is only one way to get an RWB car built here in the US and that is from RWB USA directly and at a rate of one-at-a-time it will be a while before we see a big collection of them here in the states.
Either way it was still pretty nice to come across two at the SEMA show. The first was something of a high profile build and the latest out of the RWB shop and it was parked on some prime real estate in the Toyo Tires booth and the other was in the ISS tuning booth in the south hall and they were both beautiful! Click the thumbnails for larger pictures and stay tuned for the rest of my SEMA coverage!
For those of us who already have a passion for Motorsports, we understand that there is an inherent drama in racing that is immediately recognizable. Since we understand racing we can see the struggle, the sacrifice, the frustration, and joy of motorsport very easily. However, sometimes when such things are committed to film, especially by very talented individuals, even a initiated motorsport enthusiast can see things in a new way.
For example take Clash Production’s newest flick. At its core its really just about a team (Dijkstra Racing) and two drivers racing their Porsche RSR at Spa Francorchamps. Yet, the way that the Clash team filmed the event, just adds more to the experience. They have a real knack for putting their viewers into the racing seat so to speak. Seriously these guys are awesome. Anyhow I will stop typing here so you can scroll down and enjoy “The Men and The RSR”.
With the Frankfurt Motor Show in full swing across the pond, many supercars are making their world debuts. One of the most talked about among all the debuts is the final (seriously this time, final) production version of the Porsche 918 Spyder in all its glory.
Porsche realizes that not everyone was able to book a flight to Germany for the show so to help the world get to know the 918 Spyder a little better, Porsche has launched an official microsite for their new flagship supercar.
The site offers a basket full of information that covers just about anything someone would want to know about their new hybrid baby. This is a great way to seriously cut into your productivity, especially if you are a Porsche fan!
Everyone knows Porsche’s cars. What everyone might not know is that Porsche likes to make other stuff. Like, non-car stuff. Seriously they have a whole other division for it. They make furniture, apparel, phones, you name it! All of their other product is cool but one of my favorite things is the Porsche Bike S. It looks amazing and totally speaks to Porsche’s automotive design-sense. Its one of my favorite items to drool over in the Porsche exhibit at the LA Auto Show.
Its made from ”hydroforming” aluminum with carbon fiber forks and it is so light it feels like its made out of paper! It has an 11 speed gear set from Shimano and hydraulic disc brakes. Yes, disc brakes! If you couldn’t tell by the amount of exclamation points I’ve used in this post, I really like this bike. The only thing I don’t like is the price: $4,449. When a bicycle costs as much as a used car then its kind of a buzz kill. Oh well, I’ll always have the LA Auto Show.
If you haven’t heard the name Jeff Zwart by now then you haven’t been paying close enough attention. Jeff Zwart is an Academy Award winning director of some of the most widely seen commercials of the last few years. Although, that’s not the reason why you should know him. You should know Jeff because he is a motorsport nut like you or I but he pooled his resources together to take on Pikes Peak. This was documented in epic fashion by film director extraordinaire Will Roegge.
This year Mr. Zwart returned to Pikes Peak and once again he brought Mr. Roegge with him. The result is a video that is raw, beautiful, and completely compelling from beginning to end. All the people out there who think sequels are never as good as the originals needs to watch this! Enough talk, scroll down for Jeff Zwart’s Pikes Peak Hill Cimb Special 2013…
Tags: · EuropeanCars, Features, Hype, Jeff Zwart, Jeff Zwart Pikes Peak Hill Climb Special 2013, Luminox, Motorsports, Pikes Peak Hill Climb 2013, Pikes Peak International Hill Climb, Porsche, Porsche 911 GT3 Cup, PPIHC 2013, Video, will roegge
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.
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
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)
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.
Tags: · 918SpiderWissachPackage, 918Spyder, 918SpyderGallery, 918SpyderProduction, 918SpyderTransmission, carbonfiber, EuropeanCars, Features, hybrid, Hype, PlugInHybrid, Porsche, Porsche918Spyder, Porsche918SpyderGallery, Porsche918SpyderHybrid, Porsche918SpyderProductionCar, Porsche918SpyderProductionGallery, PorschePDKTransmission
St. Patricks day weekend was cause for celebration for many people all over the country but it was also a big weekend for motorsport freaks like us. In addition to Sebring the past weekend also saw the return of Formula One. I decided to kick the weekend off by paying a visit to one of my favorite meets: Cars & Coffee in Irvine.
It was the first time I had been to the meet since the start of the year so I wasn’t really sure what to expect. I was pleasantly surprised to see an even more eclectic mix of cars than I was used to. There was everything from million-dollar exotics to a few rare classics. I even saw a crazy turbo-diesel zombie apocalypse truck! (more on that in a later post).
However, I would have to say the meet’s biggest attention getter was a genuine Bugatti Veyron brought by Symbolic Motor Cars of San Diego. As jaded as I am these days even I am still impressed with a Veyron sighting. I have only been in the presence of Bugatti’s hyper-car four times and only two of which (counting the weekend) were “wild” sightings.
All in all it was a great trip. If you haven’t been to Cars & Coffee I would highly recommend checking it out. If you’re saying to yourself: “Hey jerk, I don’t live in Southern California!” I would say “don’t interrupt me while I’m talking!” See, the cool thing about Cars & Coffee is that it is something of an organization now so there are meets in several places all across America; even in Europe! Just head to CarsAndCoffeeOnline.com to find the closest meet to you.
In the meantime feel free to click the thumbnails for some pics or see the full gallery on the MotorworldHype Facebook page.
Tags: · Acura, AmericanCars, AsianCars, Audi, bugatti, carmeet, CarMeets, cars&coffee, Cars&CoffeeIrvine, carsandcoffee, CarsAndCoffeeIrvine, Chevrolet, EuropeanCars, Events, Ferrari, Ford, Lamborghini, Lotus, Nissan, Porsche
While many journalists are already calling 2013 “the year of the supercar” I do my best not to forget that many of our sport car favorites are being refreshed or reborn this year as well. Before all the photographers descended upon McLaren, Ferrari, and Lamborghini today, Porsche graced the world with the new 2014 911 GT3.
It might not be completely made out of hand laid carbon fiber next to an F1 car, or cost over a million dollars but the GT3 is still a beautiful machine and looks to continue the tradition of being the ultimate driver’s car. Looking at the GT3 I can’t help but wonder how a car can be the same as before but also new. Clearly the 2014 GT3 looks different from its predecessors, yet it is still un-mistakably the snarling lightweight no-frills track car it has always been.
When designing the new GT3, Porsche went with a “less is more” strategy; Meaning they only changed a few things but those changes are significant. The change that has everyone talking is the lack of a true manual transmission option. Instead, the 2014 GT3 comes with a 7 speed dual-clutch “PDK” gearbox. This is a very polarizing development. Many mourn the death of the ol’ H-pattern while others welcome the “flappy paddles” as Jeremy Clarkson calls them.
The new GT3 also comes with a rear wheel steering system. Rear wheels turning still seems like a funny concept to me but in practice it can work wonders. Porsche’s system works by analyzing speed in turns and then commanding the rear wheels to turn in the same or opposite direction of the front wheels, improving cornering. I reckon this will make the new GT3 damn near surgical when it comes to slow corners.
The GT3′s engine is slightly based on the Carerra 911 S unit but with several modifications to lighten it up and add enough strength to handle 475HP and the 9,000RPM redline. The connecting rods have been replaced with titanium pieces which were mated to forged pistons.
Despite its looks and modifications, one of my favorite things about the new GT3 is that it actually has a price and a (vague but definable) release date. The 2014 Porsche 911 GT3 will have an MSRP of $130,400 (not counting a $950 destination charge) and is expected to hit dealerships late this year.
Hopefully I will be lucky enough to be invited to a press drive. Oh, hell who am I kidding? These pictures will probably the closest I ever get to the new GT3 until one shows up at Cars & Coffee.
For more details on the 2014 911 GT3 scroll down for the press release. For hi-res pics click any of the thumbnails above. For some real fun click the red text above for the official 2014 911 GT3 microsite.
Porsche Debuts Fifth Generation of the 911 GT3
The new Porsche 911 GT3 premieres this week at the Geneva International Motor Show. The completely-redeveloped fifth generation of the 911 GT3 occupies the top position among Porsche sports cars with naturally-aspirated engines. With an impressive lap time on the Nürburgring Nordschleife of under 7:30 minutes, the 2014 911 GT3 benefits from a new engine, transmission, body and chassis. The car now sprints from zero to 60 mph in 3.3 seconds on its way to a top track speed of 195 mph. The 2014 911 GT3 will go on sale in the United States late in 2013 and will be priced from $130,400, not including a $950 destination charge.
As a technical highlight, the 911 GT3 features the first active rear-wheel steering in a production Porsche, as well as optional full LED headlights. The new GT3 brings to everyday driving many of the properties of a sports car developed on the track, and preserves the highly emotional fun factor.
The powertrain of the new 911 GT3 is composed of a 3.8-liter boxer engine yielding 475 hp (125 hp/liter) featuring a 9,000 rpm redline and a specially developed Porsche dual-clutch transmission (PDK) which drives the rear wheels. The six-cylinder engine is based on the same engine as the 911 Carrera S, although they share only a few common parts. All other components, particularly the crankshaft and valve gear, were specially adapted or designed for the GT3. For instance, Porsche designed titanium connecting rods and forged pistons for this engine.
The Porsche dual-clutch transmission in this application has been specially developed for the 911 GT3: the characteristics are based directly on a sequential gearbox from racing, thereby providing further performance and dynamic advantages to the driver. Highlights include shorter gear ratios with closer spacing, even faster shifting, and shift paddles with shorter travel and increased tactile feedback, which now allow the driver to place the PDK in neutral simply by pulling on both paddles at the same time.
For the first time, Porsche is employing active rear wheel steering to achieve even higher steering precision and improved lateral dynamics. Depending on the speed, the rear wheels steer in the same or opposite direction of the front wheels, improving stability and agility. Other new features that improve driving dynamics are an electronically controlled, fully variable rear differential lock and dynamic engine mounts. Contact with the road is made by new 20-inch, forged alloy wheels with center-locking hubs in place of conventional wheel bolts
The 2014 911 GT3 is based on the light yet stiff body of the current generation 911 Carrera, which employs a hybrid steel and aluminum construction; however, it comes with unique front and rear parts specific to the GT3. In addition, the 911 GT3 is 1.7 inches wider than a 911 Carrera S in the rear. Another distinctive feature is the large, fixed rear wing, which contributes to the exemplary aerodynamics.
By combining low air resistance with even more power, the 2014 911 GT3 sets new performance standards. At full acceleration from standstill, the 60 mph mark is reached after just 3.3 seconds, and on the track 124 mph is reached in less than twelve seconds.
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