Preview: Porsche 918 Spyder
By Winding Road Staff
July 28, 2010
This is the Master Landing Page for the Porsche 918 Spyder. From now on, as we further review this car, we will be updating this page with whatever fresh content we create. Future drive reviews, updated specifications, videos, and other relevant information will all be found right here, in one convenient spot.
First Look: 2014 Porsche 918 Spyder
Years after we found out what it looked like, Porsche has finally released complete details on the 918 Spyder. We covered a few facets of the car’s performance earlier this week, but the attached press release has almost everything.
As we mentioned yesterday, the 918 Spyder is a plug-in hybrid hypercar (if you want the abridged version of the following paragraphs, click here). A 4.6-liter V-8 sits amidships, churning out 608 horsepower at 8600 rpm. Torque rests at 390 pound-feet at 6600 rpms, while the max engine speed is 9150 rpms. Joining the V-8 are a pair of electric motors, one for each axle. The rear-axle motor packs an extra 154 horsepower, while the front axle has 127 horsepower. Combined system power sits at 887 ponies. Torque, meanwhile, amounts to 940 pound-feet with over 590 pound-feet available between 800 and 5000 rpm.
Not surprisingly, the 918 will be fast. 62 miles per hour arrive sin just 2.8 seconds, while driver’s can hit 124 mph in 7.9. Keep the pedal to the floor, and 186 mph arrives in just 23 seconds. The top speed is over 211 mph.
This being 2013, though, the 918 needs to be green. Its twin electric motors and 312-cell lithium-ion battery allow it to cover about 18 miles on electricity alone, as well as hitting 62 mph in about seven seconds. Charging takes seven hours on a standard wall plug, or two hours on a rapid charger. Buyers can also opt for a more potent at-home solution, that completely juices the 918’s battery in 25 minutes.
Speaking of those two electric motors, mounting one on each axle essentially gives the 918 a torque-vectoring all-wheel-drive system. That, along with the seven-speed PDK gearbox, account for a fair portion of this Porsche’s performance.
To control the myriad systems at play in the 918, drivers will have five different driving modes at their disposal. Controlled via a switch on the steering wheel, the driver can easily select a mode based on the conditions.
“E-Power” is the default mode on a charged battery. The 4.6-liter V-8 will only kick in when there’s a power demand that the electric motors can’t fulfill. “Hybrid” mode functions just like your uppity neighbor’s Prius, with every aspect of the powertrain working together.
“Sport Hybrid” keeps the gas engine running full time, and is the primary source of power. The electric motors act in more of a support role. “Race Hybrid” sharpens things up, with the gas engine’s leash being let out even further. The V-8 will charge the batteries when its full potential isn’t used, while the electric motors deliver their maximum amount of power. Finally, “Hot Lap” pulls out all the stops, and will drain the battery packs in order to deliver maximum performance.
We were told back in March of 2011 that the 918 Spyder would go on sale September of 2013, with pricing to start at $845,000. If that is the case, the 918 should be more affordable than either of its primary competitors, the McLaren P1 and Ferrari LaFerrari.
Please scroll down for the official press release from Porsche.
Introducing the Porsche 918 Spyder
A unique combination of performance and efficiency
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.
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.
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)
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)
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
Curb weight 3,715 lbs.
3,616 lbs. (Weissach package)
Length 182.8 in.
Width 76.4 in.
Height 45.9 in.
Wheelbase 107.5 in.
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.
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.
We’ve been teased with Porsche’s 918 Spyder for quite some time. The plug-in hybrid hypercar has been a bit of a mystery, as it’s been tested in varying forms of completion and with various liveries. A recent drive by our friends at Automobile
has unveiled some exciting stats, though.
—Horsepower has been bumped from 795 horsepower to 887 ponies. Chalk this up to the 900-plus-horsepower on offer from McLaren
—62 miles per hour arrives in just 2.8 seconds, while 125 passes in 7.9 seconds. The run to 62 is on par with the McLaren P1, but the 918 falls behind running up to triple digits.
—The 918’s top speed sits at 213 mph.
—The mid-mounted, 4.6-liter V-8 produces 608 horsepower on its own. It’s mated to an electric motor, which sends power its rear wheels and develops 156 horsepower. Finally, an electric motor attached to the front axle develops a further 129 horsepower.
—940 pound-feet of torque is distributed to all four wheels.
There’s more, including some interesting driving impressions, at Automobile
For all the talk of rising oil prices, climate change, and collapsing economies, the supercar seems to have emerged from all the doom and gloom relatively unscathed. We continually see manufacturers creating more powerful engines, ever higher levels of performance, and loftier price tags than ever before. The newest piece of evidence that supercars are alive and well is this, the Porsche 918 Spyder.
A recently leaked Porsche brochure on the luxury forum Teamspeed
, details the production 918 Spyder and its different configurations. A deep color palette will be available, including two special racing themed liveries (Martini livery FTW!) that pay homage to successful racing Porsches of yore. There will also be a special racing focused "Weissach" package that reduces the car's weight, incorporates six-point harnesses, and adds additional aerodynamic elements.
The final design of the 918 Spyder is absolutely stunning. One of our favorite details are the exhaust pipes that protrude above the engine behind the passenger compartment. Speaking of engine, the 918 Spyder will be powered by a 4.6-liter V-8 that churns out 580 horsepower and spins up to a stratospheric 9000 rpms. In addition, there is an 80-kilowatt electric motor that motivates the car's front wheels and increases total power output to 800 horsepower. Prepare for properly shattering performance figures. Oh, and it will achieve about 78 miles per gallon.
The 918 Spyder will go head-to-head with the next generation Ferrari Enzo, the recently revealed McLaren P1, the insane Pagani Huayra, and others. Clearly, the viability of the supercar is far from dead. Thank goodness.
Porsche’s bonkers hybrid-electric supercar, the 918 Spyder, has completed a crucial stage in its production life, with full-blown prototype models hitting the roads. Unlike the stripped down mules that we’ve seen in the past, this car is a proper prototype, with near-production sheetmetal.
There are still a lot of questions about the 918, including just how powerful and efficient it’ll be. Hopefully we’ll have answers to that soon. Until then, be sure to check out the freshly released shots or Porsche’s newest supercar.
Porsche has announced pricing for 918 Spyder plug-in hybrid supercar, and has opened it up to preorder. Base MSRP is $845,000. Buyers also have the exclusive option to purchase a limited edition Porsche 911 Turbo S Edition 918.
The powerful 918 hybrid car’s V-8 motor produces over 500 horsepower, while two electric motors (one at each axle) provide an additional combined 218 horsepower of assistance.
Only 918 units will be built, starting September 18 (get it?) of the year 2013.
Also, buyers have the option to purchase a commemorative special edition 911 Turbo S coupe or convertible, starting at $160,700 and $172,100, respectively. These are reserved only for customers who by the 918 Spyder, and will also be limited to no more than 918 examples. This 911 will have styling elements that reflect those of the 918. (Read our sepearate post for more information and images.)
Scroll down for more information in the press release.
Porsche's Plug-in Hybrid 918 Spyder Goes From Dream to Reality
Now available for ordering, the 918 Spyder will feature cutting-edge plug-in hybrid technology and stunning performance, forever changing the future of the super sports car
ATLANTA - March 21, 2011 --- After outstanding customer response to the concept car first shown at the 2010 Geneva Motor Show, Porsche today announced that dealers around the world will begin taking 918 Spyder customer orders. This is a significant step toward actual production of the company's next super sports car, a Porsche that marries unique plug-in hybrid technology and outstanding performance in a visually stunning and purely Porsche package.
The 918 Spyder will feature a high revving 500-plus horsepower V8 engine assisted by two electric motors with a total of at least 218 horsepower, yet Porsche estimates it will consume only 3.0 L/100 km based on the New European Driving Cycle (NEDC). Official EPA fuel economy figures or estimates will be announced just before the first customer cars begin arriving in the United States near the end of 2013.
To ensure the 918 Spyder's worldwide exclusivity, Porsche will produce no more than 918 examples. Start of production at Porsche's famed factory in Stuttgart-Zuffenhausen is planned for Sept. 18, 2013 (9/18), and the U.S. base manufacturer's suggested retail price is $845,000 (excluding destination and handling charges).
With its design inspired by past Porsches like the Carrera GT super sports car and the legendary 917 and highly successful RS Spyder race cars, the 918 Spyder remains faithful to the 2010 concept car. Unlike the concept car, the two-seat production version, based on a carbon fiber-reinforced plastic monocoque, will feature a manual roof system with removable panels that can be stored in the front luggage compartment.
Super high performance with very low fuel consumption and emissions
The 918 Spyder will be powered by a unique plug-in hybrid system that will include a high-revving, mid-mounted V8 engine with capacity of more than 4.0 liters and producing at least 500 horsepower. The engine will be based on the Porsche RS Spyder racing engine that demonstrated its impressive performance and efficiency through multiple Michelin Green X Challenge victories in the American Le Mans Series, the Le Mans Series and the 24 Hours of Le Mans. Power will be transferred to the rear wheels via Porsche's compact, seven-speed Porsche-Doppelkupplung (PDK) double-clutch gearbox.
Two electric motors – one each on the front and rear axles – together will provide approximately 218 additional horsepower. This configuration also will offer an innovative, variable all-wheel drive system with independent control of the drive forces on both axles. Electrical energy will be stored in a liquid-cooled lithium-ion battery that can be recharged from a standard household outlet. Electric-only driving range is expected to be more than 16 miles on the NEDC. Recharge time will depend on each country's electrical power network, but charging is expected to take about seven hours at 110V/10A in the United States. A quick-charge option is being evaluated to further reduce charging times.
With anticipated combined fuel consumption of just 3.0 L/100 km on the NEDC, this equates to CO2 emissions of only 70 g/km or 112 g/mile. On the other hand, the Porsche 918 Spyder will deliver super sports car performance. It is estimated that the final production version will accelerate from zero to 60 mph in about 3.1 seconds on its way to an estimated top track speed of 199 mph. It should also tackle Germany's famed Nürburgring Nordschleife in less than 7 minutes and 30 seconds, two seconds faster than the Porsche Carrera GT. Under the right conditions, the 918 Spyder will be able to drive on electric power alone at speeds up to 94 mph for limited distances.
Customers who order the 918 Spyder also have the opportunity to acquire a special-edition 911 Turbo S Coupe or Cabriolet. Also limited to no more than 918 units, the 911 Turbo S Edition 918 Spyder will have exterior and interior design elements echoing the plug-in hybrid 918 Spyder supercar's styling. It features similar exterior colors, carbon-fiber elements inside and out, enhanced leather equipment and numerous acid-green accents on items such as the brake calipers, illuminated sill plates, interior stitching and instrument cluster needles. A limited-edition badge on the glove compartment door will feature the same production number as the customer's 918 Spyder.
Worldwide 918 Spyder customers can begin ordering this special edition 911 Turbo S sports car today, and customer deliveries will start later in 2011. The U.S. base manufacturer's suggested retail prices for the Coupe and Cabriolet versions are the same as the standard 911 Turbo S models, $160,700 and $172,100 respectively, excluding destination.
About Porsche Cars North America
Porsche Cars North America, Inc. (PCNA), based in Atlanta, Ga., is the exclusive importer of Porsche vehicles in the United States. It is a wholly owned, indirect subsidiary of Dr. Ing. h.c. F. Porsche AG and employs approximately 220 people who provide parts, service, marketing and training for some 195 dealers. From its inception in 1948, Porsche has been a leader in advancing vehicle performance, improving automotive safety and developing ever more fuel efficient technologies in its high-performance models. At the core of this success is Porsche's proud racing heritage that dates back to its beginnings. Today, with some 30,000 motorsport wins, Porsche is recognized as the most successful marquee in sports car racing. PCNA, which imports the iconic 911 series, the Boxster and Cayman sports cars, the Cayenne SUV and Panamera Gran Turismo strives to maintain a standard of excellence, commitment and distinction synonymous with this historic brand.
Porsche has just announced that there will be a production version of the 918 Spyder Concept Car. The plug-in hybrid debuted at last years Geneva Auto Show and was arguably one of the most popular cars on the stand.
In all honesty, this isn’t terribly surprising news. It seemed to be kind of an open secret that Porsche would be offering a production version of the 918 Spyder showcar. That being said, it is exceptionally exciting whenever a brand announces the production of a super car. Doubly so when it comes from the house that Ferdinand built.
In concept form, the 918 Spyder was powered by a 500-horsepower V-8 that was supplemented by a pair of electric motors good for 109 horsepower apiece. While any car that features over 700 horsepower is impressive, the plug-in nature of the 918 is even more astounding.
Sixteen miles can be dispatched on battery power alone, while in normal driving conditions, Porsche fuel economy estimates are at 94.1 miles per gallon on the Imperial cycle. Even more impressive are the CO2 emissions, which come out to an estimated 70 grams per kilometer. Compare that to the 89 grams per kilometer of the Toyota Prius and 88 grams per kilometer of the Smart Fortwo and the 918 becomes an even more impressive engineering achievement.
As you can see from the press release, details remain scarce, but we expect more information to become available soon.
Scroll down for the official press release from Porsche.
Green Light for Series Development of The 918 Spyder
Decision Made Today by the Porsche Supervisory Board
ATLANTA – July 28, 2010 – In its session today, the Supervisory Board of Dr. Ing. h.c. F. Porsche AG, Stuttgart, gave the green light to series development of the Porsche 918 Spyder. Reflecting the overwhelming response from the public and customers to the Concept Study, the Supervisory Board gave Porsche’s board of Management the mission to develop a production model based on the car already presented. This concept version of an ultra-high-performance mid-engined sports car with plug-in hybrid technology made its debut at the 2010 Geneva Motor Show and at Auto China in Bejing, hitting headlines worldwide.
Michael Macht, President and Chairman of the Board of Management of Porsche AG: “Production of the 918 Spyder in a limited series proves that we are taking the right approach with Porsche Intelligent Performance featuring the combination of supreme performance and efficient drivetrain concepts. We will develop the 918 Spyder in Weissach and assemble it in Zuffenhausen. This is also a very important commitment to Germany as a manufacturing base.”
The Concept Study of the 918 Spyder allows CO2 emissions of just 70 g/km, corresponding to fuel consumption of 3.0 liter/100 km (94.1 mpg imp) in the New European Driving Cycle, on the one hand, and the performance of a super-sports car, on the other. This extremely efficient drivetrain technology forms a symbiosis in the 918 Spyder with truly outstanding design and high-tech motorsport achievements. Further product details of the 918 Spyder will be disclosed in the months to come.
About Porsche Cars North America, Inc
Porsche Cars North America, Inc. (PCNA), based in Atlanta, Ga., is the exclusive importer of Porsche vehicles for the United States. PCNA is a wholly owned, indirect subsidiary of Dr. Ing.h.c. F. Porsche AG. It employs 213 people who provide Porsche vehicles, parts, service, marketing and training for its 199 dealers. The dealers, in turn, provide Porsche owners with best-in-class service. Throughout its more than six-decade history, Porsche has developed numerous technologies that have advanced vehicle performance, improved safety and spurred environmental innovations within the automotive industry. The company continues to celebrate its heritage by adding to its long list of motorsports victories dating back to its first 24 Hours of Le Mans class win in 1951. Today, with more than 28,000 victories, Porsche is recognized as the world's most successful brand in sports car racing. PCNA, which imports the iconic 911 series, the highly acclaimed Boxster and Cayman mid-engine sports cars, high-end Cayenne sport utility vehicles and the four-door Panamera Gran Turismos, strives to maintain a standard of excellence, commitment and distinction synonymous with its brand.