Porsche GT3 Cup Challenge Great Britain

The Porsche GT3 Cup Challenge Great Britain is a one make driver’s series that offers promising drivers a chance to possibly move up to higher levels of endurance racing. Because all of the cars are essentially the same the competition can be very close. The winner of each race mainly comes down to driver’s skill and if there are any incidents during the race.

This video shows highlights from rounds three and four of the 2013 season. The two rounds were raced at Snetterton and the video provides a lot of good Porsche racing action. The video also features interviews with promising drivers and some behind the scenes footage. Even if you don’t live in Great Britain the racing action and interviews are still interesting.

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2013 Porsche 911 Carrera 4S

The all-wheel drive 2013 Porsche 911 Carrera 4S is all about keeping the grip on the road no matter what weather conditions you encounter. The 991 variant of the all-wheel drive car has some styling changes over the rear-wheel drive Carrera. The styling changes include wider rear fenders and a red light strip that flows between the tail lights.

This video from Motorweek is of a review of the 911 Carrera 4S. The video puts the car through its paces on the track to see how much grip you get. After the testing they give their conclusion on how they like the rear-engined sports car.

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Ferrari Challenge Europe

This weekend the Ferrari Challenge Europe heads to the Czech Republic for the second round of the new racing season. The one make series features GT racing highlighted by Ferrari 458s racing against each other. The one make driver’s series allows for drivers to show their skill in essentially the same car. Some drivers are hoping to move up in endurance racing and others already compete in other series like the European Le Mans Series (ELMS).

For the local people attending this round’s race Scuderia Praha lead driver Robert Pergl will be a favorite with local fans. Pergl drives in both the Ferrari Challenge Europe series and ELMS. Another driver to watch will be David Gostner who is the current leader in the series. The top three drivers of the series will all be driving in this race, so it should provide some good racing action.

Press Release

The Ferrari Challenge Europe rolls into Brno in the Czech republic this weekend for the second round of the championship.

Local interest will be provided by Scuderia Praha lead driver and dealer principal Robert Pergl (No.11), who will compete in the Trofeo Pirelli category. The team will also enter 2 cars in the Coppa Shell category for Slovakian drivers Jakubik (No.188) and Kukacka (no.190).

Pergl is a highly experienced Ferrari racer having participated in the Ferrari Challenge for over a decade and also splits his time racing in the FIA GT and European Le Mans Series. “Brno is a track where I started racing some 15 years ago,” says Pergl. “ I know the track quite well – actually the last race here was in a Ferrari GT3 car and we won the 6 hours race -I hope that it will give me some advantages.

“The profile is really nice to drive, very flowing, up and down. The track is very wide so you can take different lines and create some opportunities for overtaking. I still remember many people on the grandstands during Ferrari Racing Days in 2009 and I would like to welcome all fans to come to the track to see great racing.”

The current Trofeo Pirelli championship leader Lorenzo Casé, and runner up Stefano Gai, in the Trofeo Pirelli series will not attend the Brno round as they will be racing with AF Corse in European Le Mans Series (ELMS) at Imola. All eyes turn to third place man Sergey Chukanov in car No.32 and forth place holder Dario Caso in No.8. Chaukanov will receive a two place grid penalty in the second race at Brno after his 3rd place in Monza.

All three of the championship leaders in the Coppa Shell will race in the Czech Republic with championship leader David Gostner leading the field after a third and a fourth position in Monza. This means he will receive a 2 place grid penalty in race one and six positions in race two. Second place man Dirk Adamski will receive a 6 place penalty in race one after his win in Monza. Standing third in the championship is Vincenzo Sauto who will be demoted four places on the grid in race two after his second place finish in Monza.

The stage is set for some exciting racing in the Czech republic.

Porsche IMSA GT3 Cup Challenge

The Porsche IMSA GT3 Cup Challenge is a one make racing series that provides a stepping stone for promising drivers. All the drivers essentially drive the same car, so the competition is very close and comes down to each driver’s skill (or track incidents). The series opened with its first two rounds at Sebring and recently had rounds three and four at Leguna Seca.

This video shows highlights of all the action at the famed California race track. The video shows a lot of good racing footage and shows who won each round. It also shows some behind the scenes footage of everything that goes on before and after the races.

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Aston Martin Looks for Victory at Nurburgring

This weekend is the 24 Hours of Nurburgring and Aston Martin is gunning for a win. Three different models will participate in the race, the V12 Vantage GT3, Hybrid Hydrogen Rapide S and a close to production V12 Vantage. The British performance car maker has a long history at Nurburgring with victories back in 1957, ’58 and ’59.

The hybrid model is interesting with a 6.0-litre V12 engine that makes virtual no emissions at the tail pipe other than water. While most car makers are looking into electric motors, Hydrogen powered cars still have a lot of potential and take the same amount of time to refill as a gasoline engine (instead of the hours that are usually required to charge an electric car). The big issue with a Hydrogen powered vehicle is the lack of refilling stations currently available, but it is still an interesting technology.

The near production V12 Vantage is running to show how good the standard car is. The goal is to show that if you buy one you could put safety equipment in it and strip the interior and you will have a car perfect for the track.

Of course the real hope for victory is with the V12 Vantage GT3. This is a fully race prepped car that is focused on the single goal of winning. To give Aston Martin a better chance at victory they have top professional drivers set to race in the car.

The race and qualifications start on May 18th and run through the 20th. Here in the United States SPEED will be covering the famed 24 hour race.

Press Release

Aston Martin heads to the ADAC Zurich 24 Hours of Nürburgring (N24) in Germany this weekend (18-20 May) with three very different race cars – an international championship-winning V12 Vantage GT3, a record-breaking Hybrid Hydrogen Rapide S and a close-to-production specification V12 Vantage.

Aston Martin has a long-standing relationship with the world-famous Nordschleife; its race cars won the Nürburgring 1,000 km race in 1957, ’58 and ’59 and the British sports car maker has been a regular at the annual 24-hour endurance race since 2006.

This year, the British manufacturer has ambitious plans to celebrate its centenary in front of more than 200,000 race fans at the N24 by entering a front-running GT3 car crewed by top professional drivers; a world-first engineering technology project; and a near-standard V12 Vantage that truly underlines the durability and performance of its road-going cars.

The build-up to the race start will be further enhanced by a stunning 100-car parade of Aston Martins around the length of the legendary 22km-long Nordschleife circuit.

Alongside the Bilstein V12 Vantage GT3, which marks Aston Martin’s most focused attempt yet to challenge for honours at N24, and its close-to-production V12 Vantage sister car, the company has entered its unique Hybrid Hydrogen Rapide S. Announced earlier this year, and after a shakedown on the Nordschleife at a VLN endurance race in April, the ground-breaking race car – based on Aston Martin’s new four-door, four-seat sports GT – is returning to the Nürburgring to become the first Hybrid Hydrogen-powered car to compete in an international racing event.

Working in partnership with hydrogen experts Alset Global, Aston Martin’s engineers have developed the prototype, which will complete its qualifying lap on pure hydrogen, meaning that virtually the only emission from the twin turbocharged 6.0-litre V12 engine’s exhaust pipes will be water.

Aston Martin CEO Dr Ulrich Bez, will be one of four drivers behind the wheel of the Hybrid Hydrogen Rapide S in the 24-hour race. He said: “The prospect of making history at the Nürburgring 24 Hours with the Hybrid Hydrogen Rapide S in this, our centenary year, is a great thing for Aston Martin.

“Alongside our partners Alset Global, we have worked incredibly hard to prove out this exciting engineering and I’m looking forward to taking the wheel of the race car at the Nürburgring on Sunday.”

The third car in the line up is a V12 Vantage in close-to-production specification, modified to satisfy the N24 regulations. David King, Director of Special Projects and Motorsport at Aston Martin, explains: “It’s important to us that we don’t only show what we can do with pioneering technologies and race car development, but that we showcase the ability that our road cars have to deal with the demanding and gruelling challenges that the Nordschleife can create.”

Leading up to the main event the Aston Martin Centenary Parade – a lap of the Nordschleife with 100 VIP and customer cars – will take place to celebrate 100 years of Aston Martin and to offer customers the chance to share in the Nürburgring experience that is so close to the brand.

Aston Martin will compete in the ADAC Zurich Nürburgring 24 Hours on May 19-20 for the eighth successive year with the goal of maintaining its 100% finishing record. More than 200 cars will start the 24-hour race, which runs on the daunting 22 km circuit that combines the legendary Nordschleife with the modern Grand Prix track.

2014 Porsche 918 Spyder

The Porsche 918 Spyder is a plugin hybrid supercar that has been under development by Porsche for the past few years. The German sports car maker has just released official details about the new supercar.

Originally, the goal of the car was to hit 718 horsepower and a prototype lapped the Nurburgring in just 7:30. However, power has been increased in what will be the production version and the final car’s lap time at the Nurburgring should be lowered.

Soon after the car is release there will be some stiff competition with both Ferrari and McLaren offering hybrid supercars. With the increase in power the 918 should be much closer in performance to its rivals.

Exterior

The 918 Spyder retains a distinct Porsche design feel, but it rides very low with it only being 45.9 inches tall. The mid-engine car allows for open air driving with the removable hard top. The side of the car features large air intakes and the exhaust has an interesting feature with them coming out right behind the driver through the engine cover.

Exterior 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

Interior

The cozy interior features sports seats that will hug your body when driving in a corner. The center console resembles a modern version of that found in the Carrera GT. The sloping console features a good size control screen and a few other controls. The steering wheel is similar to that found in the 911 and features various controls on the wheel.

Drive-train

The 918 will be powered by a 4.6-liter 608 horsepower V8 engine. This is then combined with a 127 horsepower electric motor on the front axle and an additional 154 horsepower hybrid module on the rear axle. When all this power is combined you have 887 horsepower available. Even better from idle to redline you never have less than 500 foot-pounds of torque available. The engine is mated with a seven speed dual clutch PDK transmission. All of this power launches the car from 0 to 60 mph in just 2.8 seconds and keeps going to a top speed of over 211 mph.

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.

Pricing

If you want a Porsche 918 Spyder, you had better have a pretty large checking account. The car starts at $845,000 and can easily get close to $1 million after you add all the options you will want.

Conclusion

The 918 Spyder looks like it will be quite a hybrid. The car is the antithesis of the Toyota Prius and with the added power should be much faster than originally thought. The question will be how well it will compete with the Ferrari LaFerrari and the McLaren P1. We think it will be a very good car, but if only it didn’t weigh quite so much, then it would be great.

Press Release

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.

Nine Ferrari 458s Ready To Race In ELMS.

Nine Ferrari 458s are prepared to race this weekend in the second round of the European Le Mans Series (ELMS). The race will be at Imola and will see the 458s competing in the GTE and GTC classes.

The first round was run at Silverstone, but was a tough day for Ferrari with a few track incidents hurting their chances. The teams in both classes are hoping to get the season turned around in this next round. It is early enough in the season for anything to happen, so all the teams still have a chance to get back in the points race.

The ELMS is similar to the American Le Mans Series (ALMS), but with the racing happening throughout Europe. The three hour race at Imola will start on Saturday May 18th.

Press Release

The second round of the European Le Mans Series (ELMS) arrives at Imola this weekend and nine Ferrari 458 will take to the grid.

By far the most popular car in the GTE category is the 458, Ram Racing have entered two cars for Silverstone pole sitters Johnny Mowlem and Matt Griffin and a second for American hot shots Gunnar Jeanette and Franck Montecalvo. JMW have one car for Andrea Bertolini and Joël Camathias. After a difficult round at Silverstone, AF Corse return with two cars for Mallegol, Bachelier and Blank and Perazzini, Cioci and Leo.

“The Silverstone race was largely influenced by the disastrous weather and by the intervention of the safety car during the whole last stint,” said AF Corse boss Amato Ferrari. “In GTE, some unlucky accidents compromised the race of our two cars.”

Four 458 GT3 cars will line up for the GTC category with three cars from Russian team SMP Racing and one from AF Corse to be driven by Andrea Rizzoli and Ferrari Challenge Europe front runners Lorenzo Casé and Stefano Gai. The pair will miss this weekend’s round of the Challenge at Brno, sacrificing their first and second positions in the Trofeo Pirelli championship.

“In the ELMS our objective is clear;” explains Ferrari. “We want to win the GTE & GTC categories with our Ferrari 458 GT2 and GT3 cars.” The three hour race is flagged off at 16:00 on Saturday 18 May at Autodromo Enzo& Dino Ferrari.

Rauh-Welt Begriff Porsche Tuner

Porsche Tuner Rauh-Welt Begriff (RWB for short) is a Japanese tuner of the 911. RWB takes an air-cooled model (usually a 964 or 993) and turns it into a wide body street racer. The car is totally tuned and has a race inspired design, but it is the wider track that really catches your eye.

These cars have become legends and are now sought after outside of Japan. This video is about RWB teaming up with Autohaus in Thailand to further the tuners reach in Asia. The video talks about how the partnership came to be and what is done to the cars. There is also a some good footage of the tuned 911 being driven on the street and you can hear the exhaust and see the wide bode design.

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Lamborghini Egoista Concept

Yesterday we told you about the Lamborghini Egoista Concept. Well, the car that celebrates Lamborghini’s 50th anniversary was caught on video with its cockpit closing and engine running. The video gives you an idea of what this jet fighter inspired supercar will be like.

The video is from the invite only celebration of the brand where the car was unveiled. No word on if the car will be made for the public or how much it will cost. But, if they do produce it we know there will be nothing else like it on the road.

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New Porsche 911 GT3 Technical Highlights

The new 2014 Porsche 911 GT3 is a very technically advanced car. The rear-engined sports car takes the performance of the GT3 to the next level. The new 991 variant will only be available with a modified seven-speed PDK dual clutch transmission; while many enthusiasts will be sad to see no traditional manual transmission, it should be a very fast car.

This video highlights the technical advancements in the new 991 GT3. The video shows how the rear wheel steering works and how it makes it quicker on the track than the outgoing model. It also talks a bit about the torque vectoring system which is something that really makes new 911 in general incredible to drive.

Trouble watching this video? Click here.