Porsche will continue to invest in the development of innovative drive technologies in motorsport. A further developed version of the Porsche 911 GT3 R Hybrid will return to race tracks in 2012. With the rolling race laboratory, Porsche aims to gain extra practical experience under racing conditions and make the hybrid drive even more efficient.
"There is no way around the hybrid technology in motorsport," stressed Wolfgang Hatz, Board Member for Research and Development, on Saturday on the occasion of the end of year Porsche 'Night of Champions' celebrations. "With the 911 GT3 R Hybrid project, we have shown how you can test important future technologies on the race track and pave the way for motorsport success in the future. We will continue to determinedly blaze this trail and further develop the hybrid technology."
The Porsche 911 GT3 RSR for the 2012 season celebrated its world debut in front of invited team bosses, race drivers and series organisers. The GT race car, which is now five centimetres wider at the rear and with almost an extra 15 centimetres on the front fenders, will be fielded by Porsche customer teams in the FIA World Endurance Championship, the American Le Mans Series, the Le Mans Series, the International GT Open as well as the Le Mans 24 Hours. In the USA alone, four new vehicles will be fielded by three different teams.
Like in previous years, Porsche supports its most successful customer teams in 2012 with works drivers. The line up of pilots stays the same with Jörg Bergmeister, Timo Bernhard, Romain Dumas, Wolf Henzler, Marco Holzer, Marc Lieb, Richard Lietz, Patrick Long and Patrick Pilet. "To win races you have to have the right race drivers. And there's no doubt that we have them," stated Matthias Müller, Chairman of the Executive Board at Porsche AG.
Most of the Porsche factory pilots kick off the season at the Daytona 24 hour race on 28 January. Jörg Bergmeister and Patrick Long race a Porsche 911 GT3 Cup for Flying Lizard Motorsports. Marco Holzer supports the Alex Job squad, with Wolf Henzler and Patrick Pilet driving for the TRG team. Marc Lieb competes for the accomplished Brumos Racing crew, with Richard Lietz teaming up with Magnus Racing. The Porsche Mobil 1 Supercup Rookie of the Year winner also competes at Daytona. Kévin Estre takes the wheel of a TRG-911.
In 2012, the Porsche Carrera Cup Deutschland heads into its 23rd season and will continue to run as support to the DTM. The contract with the series organisers was recently extended for another three years. Taking over the helm of the long established Porsche Carrera Cup Deutschland is Andrea Hagenbach, who has worked in the organisation of the series for the last 13 years. She takes over from Helmut Greiner who is retiring.
Recognizing the importance of a single international approach for DC fast charging, Audi, BMW, Daimler, Ford, General Motors, Porsche and Volkswagen have agreed on the combined charging system as an international standardized approach to charge electric vehicles (EV) in Europe and the United States.
The system is a combined charging approach integrating all charging scenarios into one vehicle inlet/charging connector and uses identical ways for the vehicle to communicate with the charging station. This allows electric vehicles from Audi, BMW, Daimler, Ford, General Motors, Porsche and Volkswagen can share the same fast charging stations.
The seven auto manufacturers believe the development of a common charging approach is good for customers, the industry and charging infrastructure providers. Standardization will reduce build complexity for manufacturers, accelerate the installation of common systems internationally and most importantly, improve the ownership experience for EV drivers.
The endorsement of the combined charging system was based on reviews and analysis of existing charging strategies, the ergonomics of the connector and the preferences of customers in both the United States and Europe. The harmonized approach – across both continents and all manufacturers - will provide a framework for future infrastructure planning as well as a communication protocol to assist in the integration of electric vehicles into the smart grids.
The seven auto manufacturers also agreed to use HomePlug Green Phy as the communication protocol. This approach will also facilitate integration of the electric vehicle into future smart grid applications.
Automakers point to the success of Level 1 and Level 2 (for 220V charging in the U.S.) as an example of how standardization will increase the adoption of electric vehicles and increase customer satisfaction. The harmonized electric vehicle charging solution is backward compatible with the J1772 connector standard in the U.S. Backward compatibility also has been achieved in Europe where the system is based on the IEC 62196 Type 2. The approval of the J1772 standard has given electric vehicle owners the comfort of knowing they can charge at all Level 2 charging stations. Prior to standardization an EV owner had no way of knowing if the charge port they were pulling up to was compatible with their vehicle.
Porsche’s 911 GT3 R Hybrid will make a return to North American racing as Porsche Motorsport announced today the entry of the 911 GT3 R Hybrid Version 2.0 in the ModSpace American Le Mans Series Monterey presented by Patrón. The six-hour race on September 17 at Mazda Raceway Laguna Seca is the eighth round of the 2011 American Le Mans Series presented by Tequila Patrón.
“The Porsche 911 GT3 R Hybrid represents one of the best examples ever of technology transfer between race track and showroom,” said Scott Atherton, President and CEO of the American Le Mans Series presented by Tequila Patrón. “It brought an entirely new level of relevance to our platform during its North American debut at Petit Le Mans last year; certainly it stands to do the same during its maiden appearance on the West Coast. Porsche is using its involvement in the ALMS to demonstrate that high performance and fuel efficiency are not mutually exclusive achievements. The benefits of this revolutionary development program will no doubt lead to numerous advancements that will be applied to future Porsche road cars. We are proud that our position as the Global Leader of Green Racing enables such technologies to be put to the ultimate endurance test and actively developed in front of our fans.”
Two Porsche works pilots Romain Dumas (France) and Richard Lietz (Austria) will share the cockpit of the orange and white racer from Weissach. Dumas already has driven the world’s most innovative GT vehicle last year at Road Atlanta’s Petit Le Mans. Lietz piloted the 911 Hybrid at the 24-hour races on the Nuerburgring in 2010 and 2011 as well as at various other long-distance races.
“I’m so looking forward to demonstrating the capabilities of this very special car at race speed to the spectators in California,” said Dumas, a two-time ALMS champion in LMP2 for Porsche. “Many Porsche fans live on the west coast of America, and some of them have already discovered the advantages of the hybrid system at the wheel of a Porsche Cayenne S Hybrid. I’m very excited because Mazda Raceway Laguna Seca is one of the most challenging race tracks on earth. Its layout with a series of up and downhill passages should actually suit our 911 GT3 R Hybrid.”
The outing of Porsche’s hybrid racer at the 24 Hours of Nuerburgring last month was more than heartening. The innovative race car achieved the same quick lap times as its top rivals yet used considerably less fuel. Just two broken transmission flanges and a collision thwarted a potential podium spot.
The Porsche 911 GT3 R Hybrid 2.0 - with two 75-kilowatt electric motors on the front axle supplementing the 465 hp four-liter, six-cylinder power unit at the rear - particularly embodies the philosophy of “Porsche Intelligent Performance”: The electric energy is generated during braking and stored in an electric flywheel. During acceleration, this energy is automatically delivered to the front wheels supporting the combustion engine. This leads to a reduction in fuel consumption and increases the cruising range on the circuit.
Moreover, drivers can manually use the stored energy with a boost-paddle on the steering wheel for overtaking. The 911 GT3 R Hybrid has undergone further development since 2010; compared to its predecessor, its weight was reduced from 1,350 kilograms (2,970 pounds) to 1,300 kilograms (2,860 pounds).
This weekend, the American Le Mans Series presented by Tequila Patrón is at Mid-Ohio Sports Car Course for the Mid-Ohio Sports Car Challenge. The fifth round of the 2011 ALMS championship is set for 3:30 p.m. ET on Saturday, August 6 with ESPN2 airing the race starting at 10 p.m. ET on Sunday, August 7. Live video coverage on race day will be available at 3:15 p.m. ET on ESPN3.com in the US, and americanlemans.com for international viewers. Canadian fans may also watch live coverage on Rogers Sportsnet. Worldwide radio coverage will be available on American Le Mans Radio at americanlemans.com.
When you think of Porsche, you think of power, performance...and hybrid technology? Perhaps not, but from the Semper Vivus to the Panamera S Hybrid, Porsche has actually been in the hybrid game longer than any other major car manufacturer -- over 100 years to be exact.
When Porsche returns to the 24 Hours of Le Mans in search of its 17th overall victory in 2014 the famed German sports car maker could rely on hybrid power to do so admits motorsports boss Hartmut Kristen.
Commenting in a release issued by Porsche on its return to the top-tier of sports car racing and the future of the program, Kristen said that, “the integration of our hybrid technology in the vehicle concept is one possible option.” Kristen is cautions, however, admitting that the entire plan would rely on exactly what the rules allow, but you can be certain Porsche is already lobbying the sport’s governing body.
Currently the LMP1 class is dominated by Audi’s R18 diesel race cars, with the only serious rivals coming from Peugeot with diesel technology as well. The reason for their success is fuel economy, with the diesels taking fewer pit stops to refuel. Porsche has already proven with its GT3 R Hybrid race car that it can achieve similar success using hybrid technology, taking the overall win in round four of the Nürburgring Long Distance Championship by requiring one fewer pit stop than the rest of the field. the GT3 R Hybrid uses a modified version of the original GT3 R hybrid powertrain, making 470-hp from a naturally aspirated six-cylinder boxer engine, with an additional 200-hp of electric boost available on demand.
Baring a miracle breakthrough in internal combustion engine technology between now and 2014, look for Porsche to take to the the LMP1 class with a hybrid race car.
Perhaps the bigger question would then be who Porsche will compete against. While Audi is the dominant force in the series right now it’s unlikely the two will square off on the track, considering they are both owned by Volkswagen. Does Porsche’s LMP1 success depend on the end of the Audi program?
The further-developed Porsche 911 GT3 R Hybrid (Version 2.0) with its innovative hybrid drive was not able to match the pace of the fastest vehicles after its performance was capped recently by the organizers due to the car winning the recent 4 hour endurance race at the Nurburgring.
Porsche driver Joerg Bergmeister had to contend with heavy traffic during his fastest lap and only managed 14th. He shares the cockpit of the 911 GT3 R Hybrid with his factory pilot colleagues Richard Lietz, Marco Holzer and Patrick Long.
The second and final qualifying takes place on Friday from 16.55 to 18.55 hours. The 24 hour race gets underway on Saturday at 16.00 hours.
The Porsche 911 GT3 R Hybrid has taken its first competition victory in a four-hour endurance race at the Nürburgring. And hybrid efficiency played a key part in the win.
This goes some way to make up for Porsche’s huge disappointment this time last year when the hybrid 911 race car was just two hours from taking victory in the Nürburgring 24-hour race when a mechanical failure saw it grind to a halt.
Since then the 911 GT3 R Hybrid has raced all over the world, including appearances in the US and China. But that its first major win has come at the ’ring following the disappointment last year must be a great boost for the team behind its development.
Porsche refers to this 2011 911 GT3 R Hybrid as the Version 2.0, the 2011 car 50kg lighter than the first version and weighing in at a respectable 1,300kg. Power in the two motors driving the front wheels has also been increased from 60 to 75Kw each.
This equates to a power boost of 200hp for limited bursts when exiting corners or, on demand via a ‘push to pass’ style button, overtaking. Porsche claims that over a lap of the Nordschleife the hybrid system is equivalent to an additional 32hp.
One of the reasons Porsche has been able to keep the weight down is the use of a kinetic generator rather than heavy batteries. Under braking the electric motors drive a flywheel that then spins at up to 40,000rpm, this energy then used to power the motors under acceleration.
A version of the same system also features in the Porsche 918 RSR concept, revealed earlier in the year at Detroit. But while that’s a concept the 911 GT3 R is a very real ‘rolling laboratory’.
And Porsche will be happy that the car’s efficiency was one of the key factors in its victory, the hybrid pitting twice for fuel while rivals were forced to stop three times. As a result the Hybrid came home seven seconds ahead of a conventional 911 GT3 RSR.
This all bodes well for the 911 GT3 R Hybrid Version 2.0’s return to the Nürburgring 24-hour on June 25-26, the improved efficiency and – hopefully – reliability combined with the proven pace enough, Porsche hopes, to challenge for an outright win.
The two Boxster E prototypes which Porsche showed off at the Michelin Challenge Bibendum in Berlin last week have proved to be a real attraction to the public. At this forum for sustainable mobility, which was staged for the eleventh time this year, representatives from politics, industry, trade and research discussed the environmentally-friendly mobility and vehicle concepts of the future.
The trips in the electric Boxsters were in particular demand amongst the expert audience. On a sporty circuit, the vehicles demonstrated that a Boxster with electric drive still remains a genuine Porsche in terms of driving dynamics.
In the wake of the GT3 R Hybrid, 918 Spyder and 918 RSR, the Boxster E is yet another sports car concept exhibiting the brand's characteristic combination of research and driving pleasure.
The Boxster E, with one electric motor apiece on front and rear axle, runs on purely electric power with four-wheel drive and is equivalent to a Boxster S in terms of driving dynamics. Together with two other Boxster Es, in which an electric motor drives the rear wheels, the prototype is being used to explore the everyday practicality of all-electric vehicles and how they are used, especially in terms of driving and battery charging. What the researchers are after is an understanding of the requirements facing future products, where to go next with Porsche Intelligent Performance and how to integrate electric vehicles into the infrastructure.
The practical trials with the three Boxster Es are part of the "Model Region Electro-Mobility Stuttgart" large-scale trial. The Stuttgart model region is being sponsored as part of the Federal Government's "Electro-Mobility in Model Regions" project. The Federal Ministry of Transport, Building and Urban Development (BMVBS) is making approximately 130 million euro available from the Federal Government's economic stimulus package II for eight model regions nationwide. The project is being coordinated by NOW GmbH, the National Organisation for Hydrogen and Fuel Cell Technology.
Thanks to its design as a mid-engine sports car, the Porsche Boxster is the ideal vehicle platform for conducting realistic trials with electric-drive systems. The open-top two-seater car is very light, enabling the new components that are the electric motor, battery and high-voltage technology to be accommodated within the vehicle in a crash proof way. Together with the low drag, this reduces driving resistance for optimal range. Also of importance for a Porsche sports car, even one that is electrically driven, is the high driving dynamics potential, not least as a consequence of the balanced axle-load distribution peculiar to the mid-engine design.
The Boxster E is an all-electric vehicle without any additional combustion engine on board. Propulsion is provided by two independent electric motors with constant mesh gearboxes that act on the front and rear axles. The rear drive unit comprising motor and transmission, together with the power electronics for controlling the electric motor is located where the manual transmission and exhaust system are accommodated in the conventional Boxster. In the front end, the space vacated by the 64-litre fuel tank, now redundant, is occupied by the second drive unit. The power electronics unit in the adjacent luggage compartment serves the front axle electric motor. The Boxster E thereby features all-wheel drive without mechanical transmission of power. To ensure maximum driving stability and traction, a central electric control unit looks after the synchronisation of the two electric motors and controls the drive torque distribution to the front and rear axle.
The two electric motors develop a total power output of 180 kW and a maximum total torque of 540 Nm at a maximum engine speed of approximately 12,000 rpm. That means that the two electric motors in tandem deliver significantly higher drive power than what is available from present day hybrid vehicles' electric-power units. Not only does the Boxster E's all-electric drive produce no emissions – it also offers a completely novel form of driving pleasure. The electric drive's maximum torque kicks in virtually from the first turn of the engine. The Boxster E moves almost silently while at the same time developing powerful propulsion from the very outset. The two motors enable the two-seater to sprint to 100 km/h (62 mph) in 5.5 seconds from a standing start. Its top speed, limited to 200 km/h (124 mph) is achieved without any gear change at all – whether automatic or manual. The two machines' high power output offers a second advantage into the bargain: It means more recovered power is available because more energy can be recovered during braking. This increases efficiency of the drive unit.
In the case of the two other Boxster Es with rear wheel drive there is no front electric motor, which means that they deliver a power output of 90 kW and a rated torque of 270 Nm. They manage the sprint from a standing start to 100 km/h (62 mph) in 9.8 seconds with their top speed being achieved at 150 km/h (93 mph). Because all Boxster Es are comparatively quiet on the road, Porsche engineers have designed an Active Sound Design system that provides drivers with acoustic feedback as well as alerting any passersby.
Irrespective of variant, the heart of every Boxster E is manufactured by Porsche. This lithium-iron-phosphate based traction battery is fitted in place of the combustion engine. Each of its cells has a nominal voltage of 3.3 V and an individual capacity of 20 Ah. Based on the NEDC, the combined energy from 440 individual cells is good for approximately 170 kilometres (107 miles) of driving pleasure in the Boxster E with its ready-for-the-road weight of a mere 1,600 kg. For an overall weight of 341 kg, the battery's energy content is 29 kWh of which for inherent physical reasons approximately 26 kWh are available for use – an outstanding performance for a battery. Its maximum power output is 240 kW, or 60 kilowatts more than the all-wheel Boxster E draws under full load. The battery and power unit components are connected to two water cooling circuits. As with the conventional power unit, the heat exchangers are accommodated behind the front air intakes.
The battery is anchored to the same points on the body structure as the combustion engine in the Boxster S. There are numerous advantages to this, especially in the event of a crash, because by using the same load paths as in the Boxster S, the battery is optimally retained within the vehicle while at the same time being protected from damage by the surrounding body structure thanks to its central position within the vehicle. As with the combustion engine in the production vehicle, the traction battery is installed in the Boxster E from below and can be swapped out very quickly if so required. This is also facilitated by special motor sport fasteners that enable the battery to be disconnected from the cooling circuit without air getting into the system.
The traction battery is charged via a charging cable. Any conventional socket can be used as an energy source. The charging port on the vehicle features an illuminated ring and as with any Porsche sports car the vehicle is recharged at the front end. The charger is accommodated at the front of the car. It converts alternating current from the socket into direct current, enabling the traction battery to store the electric energy. Its charging capacity is a maximum of 3.3 kW meaning that is takes approximately nine hours for a full charge. The charging time can however be reduced using a rapid charging function. There is enough space left over for luggage in the front luggage compartment despite the electronic components; the Boxster E's rear luggage compartment remains unchanged.
It goes without saying that all of the production models' important safety and comfort features are replicated in the Boxster E as well. The new brake system enables an optimal melding of the braking forces of the electrical generators and the mechanical brake system, the Porsche Ceramic Composite Brake (PCCB). The electrically powered air conditioning compressor accommodated in the front luggage compartment ensures comfortable temperatures inside the vehicle.
Not only are the clutch pedal and gearshift lever absent in the Boxster E, there is no rev counter either. In its place is a special E-Power meter in the central instrument cluster display. A swing to the right indicates power call-off and to the left power recovery. Recuperation – namely the recovery of energy by using the electric motors as generators – can be modified by means of the push buttons in the steering wheel. The effect: a sort of on-demand engine brake. Otherwise, when the driver lifts his foot off the accelerator, the Boxster E simply sails on, using the moving vehicle's kinetic energy. Among its other functions, the instrument cluster's right-hand TFT display acts as an intelligent range management system, displaying useful driving information: the range remaining or how many miles can be gained by switching off the air conditioning system.
Porsche has today opened the order book for its new 918 Spyder plug-in hybrid supercar - and set the price at $845,000, excluding destination and handling charges.
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. The first car arrives in November 2013.
The U.S. base manufacturer's suggested retail price is $845,000 (excluding destination and handling charges) or 645,000 euros (£563k) plus VAT and local taxes in Europe.
Unlike the Geneva Motor Show concept car, the Porsche 918 Spyder 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.
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.
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 78.4 mpg (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 Nurburgring 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.
Porsche AG will enter the Nürburgring 24 hour race on June 25, 2011, with a more advanced version of the Porsche 911 GT3 R Hybrid. The priority for this latest edition was improvement of efficiency through the targeted optimization of hybrid components, which also resulted in a 20 percent weight reduction. Version 2.0 of the 911 GT3 R Hybrid is intended to achieve the same lap times as its predecessor but with less fuel consumption.
The general layout of the hybrid was adopted from the 2010 model. A portal axle with two electric motors drives the front wheels and supplements the four-liter - depending on the balance of performance classification - approximately 470 hp, six-cylinder boxer engine at the rear. The output of both electric motors has increased from 60 to 75 kilowatts each. For bursts of multiple seconds at a time, drivers now have almost an additional 200 hp at their disposal with the 911 GT3 R Hybrid 2.0. Depending on the programming, this power is automatically activated through use of the throttle pedal. Moreover, pilots can manually call up this extra power, for instance when overtaking.
The electric flywheel accumulator, with its rotor spinning up to 40,000 rpm and storing energy mechanically as rotational energy, is now housed with the other hybrid components in a carbon fiber safety cell on the passenger's side.
At first glance, the new GT3 R Hybrid is clearly distinguishable from the 2010 model. Thanks to the optimization of the hybrid system's high voltage components, the large louvers in front of the rear fenders were no longer necessary. This reduces drag and also lowers fuel consumption. All in all, the weight of the vehicle decreased from 1,350 to 1,300 kilograms.
"We've collected a great deal of information from our races on the Nürburgring, at the ALMS race at Road Atlanta, as well as from the ILMC race on China's Zhuhai circuit. The data was invaluable for the further development of our racing laboratory," says Hartmut Kristen, head of Porsche motorsport. "The emphasis of our work was on improving efficiency. That means we want to keep the lap times consistent with 2010 but use less energy, hence less fuel. In this way, we support future developments of road-going, sporting hybrid vehicles."
The cockpit of the 911 GT3 R Hybrid has also been completely revised. Most of the displays and controls have moved to the steering wheel. Drivers can operate the rest of the functions via backlit buttons now situated on the centre console. Priority was placed on the ergonomics and the clear layout for pilots – particularly in darkness.
The new 911 GT3 R Hybrid is a perfect example of the 'Porsche Intelligent Performance' philosophy, a principle found in every Porsche - more power on less fuel, more efficiency and lower CO2 emissions – on the race track and on the road.
Porsche has introduced an electric version of its Boxster roadster as part of an e-mobility pilot programme in the southwestern German city of Stuttgart.
The three fully electric prototypes of the small sports car are intended to be “rolling laboratories” that will help engineers gauge the practicality of electric vehicles’ everyday use.
“Electric mobility will be one of Porsche's central challenges in the coming years, and our engineers are ready to meet the challenge with their usual high standards,” said Porsche boss Matthias Müller in a statement released on Thursday.
The e-Boxsters are part of a larger scheme to maximize electric cars in Stuttgart and the surrounding state of Baden-Württemberg.
Scientists will also use the cars to learn about the infrastructure needed to support electric mobility on a mass scale, Müller said.
Stefan Mappus, the premier of Baden-Württemberg, added that the Porsche pilot project is an important one in a state known for automotive prowess.
“Together with the auto industry, we want to further develop methods of sustainable mobility in Stuttgart and surrounding regions,” he said. “Porsche is an important partner in this endeavour.”
Stuttgart is one of eight “model regions” of electric mobility in Germany, where projects for electric vehicles and infrastructure are being tested through mid-2011.
The Federal Ministry of Transportation has committed about €130 million total for the eight regions to research electric mobility.
Transportation Minister Peter Ramsauer praised the progress Porsche has made.
“We need marketable products that excite the consumer and win him over with their functionality,” he said. “That is why we support research into electric vehicles’ everyday use.”
The Porsche Boxster roadsters each have two electric motors with a combined 240 horsepower, and are intended to perform at a level similar to Porsche’s traditional internal-combustion engines. The electronic components used in the cars were manufactured by Volkswagen, which recent took over the sports carmaker.
While BMW, Mercedes, VW and Audi already offer several electric hybrid models, Porsche currently has only one consumer vehicle, the sports-utility Cayenne, available in hybrid form.
Porsche will likely unveil a hybrid version of its Panamera four-door sedan at the 2011 Geneva Motor Show next month, with possible plans to start selling the car in the U.S. later this year.
Porsche started making a hybrid version of its Cayenne SUV available in the U.S. late last year. That car, with pairs a V-6 with an electric motor, can drive solely on electric power at speeds up to 37 miles per hour and gets an EPA-rated 21 miles per gallon in combined city and highway driving, compared with an 18 MPG rating for the convention Cayenne S.
Bigger steps towards Porsche's electrification are likely to follow the two hybrid models, as the European Union has given Porsche five years to cut its CO2 emissions by about 15%. Porsche will produce its first electrically-powered sports car, the 918 Spyder, in three to four years.
Last October, new Porsche Chairman Matthias Mueller told reporters at the 2010 Paris Auto Show that the German automaker is testing a plug-in electric concept version of the Panamera sedan, though it has no plans to show the car publicly. The company will also field-test three electric-powered Boxsters starting next year, Porsche said in July.
Porsche’s development boss has insisted the Detroit show-stopping 918 RSR hybrid race car will be developed alongside the open-topped Spyder road project, instead of replacing the 2010 Geneva concept.
The 756bhp RSR mixes the hybrid systems from Porsche’s 911 GT3 R hybrid project, the engine from the RS Spyder race car and the bodywork of the 918 Spyder, modified for vertically opening doors and a roof.
The RSR’s launch at Detroit — marking Porsche’s return to the show after a four-year gap — prompted speculation that the 918 project as a whole had evolved into a hard-top.
But Porsche’s outgoing board member for development, Wolfgang Dürheimer, insisted that the hard-top development would be focused on motorsport. “The road application of this car is the 918 Spyder, There is no decision taken that the coupé type will be available on the Spyder. We learned from the Carrera GT that the driving pleasure of the car is enhanced when you have the possibility to drive open or closed.
“We have always told people interested in the 918 Spyder that it will have a roof concept similar to the Carrera GT’s, with a lightweight carbonfibre panel. A closed car is better for motorsport, though.”
Porsche is said to be in talks with race series organisers about making the car eligible, although sources suggest it could struggle to gain entry to a major event in 2011.
Dürheimer also said the firm is preparing to offer petrol-based hybrids across its entire range in future.
Playing on past glory and hinting at possible future Le Mans ambitions, Porsche have unveiled the 918 RSR at the North American International Auto Show.
The Porsche 918 RSR is a high-end synthesis of successful Porsche hybrid concepts: a medium-sized coupe: it's got kinetic energy storage.
Porsche AG, Stuttgart, is continuing to extend its performance and high efficiency competence via intensive development work in the field of hybrid technology. With the Porsche 918 RSR, the manufacturer of sporty premium vehicles is presenting a high-end synthesis of 2010's successful hybrid concepts. The two-seater mid-engine coupé 918 RSR clearly reveals what happens when the technology fitted in the 911 GT3 R hybrid and the design of the 918 Spyder are transferred to a modern, innovative super sports car.
With its highly-efficient flywheel accumulator, the 911 GT3 R hybrid racing car proved to be an attention magnet during competition racing on the Nürburgring Nord schleife circuit, during the American Le Mans Series races (ALMS) in Road Atlanta/USA and the ILMC run in China's Zhuhai. It demonstrated its massive performance potential under realistic motor racing conditions against top competitors. The 911 GT3 R Hybrid, referred to internally as the "Race Lab" actually surpassed the high expectations of Porsche Motorsport. Competi tive ness, high reliability and exemplary fuel efficiency combined with top performance underscored the Porsche technicians' basic idea of generating additional power in an intelligent manner.
The 911 GT3 R Hybrid obtains its additional power from its own vehicle dynamics when braking. Porsche is now transplanting this technology into the mid-engine coupé 918 RSR, the motor sports version of the 918 Spyder concept car.
From the tradition established by classic Porsche long-distance race cars such as the 908 long-tail coupé (1969) and the 917 short-tail coupé (1971), the Porsche designers created a link to the postmodernism of the "form follows function" philosophy. In the 918 RSR, the lines' elegant flow is dominated by muscular wheel arches, dynamic air intakes and a pulpitlike cockpit. A visible fan wheel between the ram air intake tubes and a rear spoiler with RS Spyder dimensions additionally emphasise the racing laboratory function. The new "liquid metal chrome blue" colour which has been created underscores the sculptured curves of the forms, whilst the typical Porsche hybrid orange colour on brake calipers and the body's longitudinal stripes lends remarkable touches.
Motor racing technology also dominates within the particularly light, torsionally stiff carbon fibre reinforced plastic (CFRP) monocoque. The V8 engine is a further development of the direct injection engine from the successful RS Spyder race car and now offers an output of precisely 563 hp at 10,300 rpm in the 918 RSR. The electric motors on the two front wheels each contribute 75 kW, i.e. a total of 150 kW, to the peak drive power of exactly 767 hp.
This additional power, which is generated during braking, is stored in an optimised flywheel accumulator.
In the 918 RSR, the two electric motors offer a torque vectoring function with variable torque distribution to the front axle. This additionally increases agility and improves steering response. Mounted upstream of the rear axle, the mid-engine is integrated with a racing transmission also based on the RS Spyder race car. This further developed six-speed constant-mesh transmission with longitudinally mounted shafts and straight-toothed spur gears is operated using two shift paddles behind the racing steering wheel.
The vehicle's functional equipment underscores its puristic motor racing character. Whether it be the characteristic doors which open obliquely upwards, the air intake in the roof between the wing doors, the quick-action locks on the front and rear CFRP lids, the two roof-mounted aerials for pit radio and telemetry, the RS Spyder-like small, lateral front flics or the air splitters beneath the front lip or no-profile racing slicks on 19" wheels with central locking, the vehicle can be clearly recognised as an experimental racing laboratory.
In contrast to the 918 Spyder concept car, unadorned racing atmosphere predominates in the interior of the 918 RSR. The figure-hugging bucket seat's brown leather covering cites the history of the gentleman driver; the gear flashes on the racing steering wheel and a recuperation display on the steering column in front of the display screen supply the pilot with information. Instead of the futuristic, ergonomically avant-garde centre console with touch-sensitive user interface from the 918 Spyder concept car, the 918 RSR's cockpit is split by a minimalistic console with rocker switches. Instead of a second seat, the flywheel accumulator is positioned to the right of the console.
This flywheel accumulator is an electric motor whose rotor rotates at up to 36,000 rpm to store rotation energy. Charging occurs when the two electric motors on the front axle reverse their function during braking processes and operate as generators. At the push of a button, the pilot is able to call up the energy stored in the charged flywheel accumulator and use it during acceleration or overtaking manoeuvres. The flywheel is braked electro magnetically in this case in order to additionally supply up to 2 x 75 kW, i.e. a total of 150 kW, from its kinetic energy to the two electric motors on the front axle.
This additional power is available for around eight seconds when the system is fully charged. In the successful 911 GT3 R Hybrid, this additional power can also be used as a consumption aid depending on the racing situation, e.g. to delay pit stops or reduce the fuel tank volume and therefore the weight of the vehicle.
With the new 918 RSR racing laboratory, Porsche is now elevating this motor racing hybrid concept to an experimental level. In the 918 RSR, "Porsche Intelligent Performance" equates to research into methods for further sustainable efficiency improvement under the intensified conditions of the race track, lap times, pit stops and reliability – a metier in which Porsche has been demonstrating its success for over 60 years.
Finally, the starting number, 22, pays homage to the anniversary of a further triumph. Back in the days when overall victories in Le Mans were not yet an entirely routine matter within the Porsche racing department, the pilots Dr. Helmut Marko and Gijs van Lennep were the first to cross the finishing line in 1971's 24-hour classic. The distance record set by their Porsche 917 short-tail coupé – 5335.313 kilometres (3315.21 miles) at an average speed of 222.304 km/h (138.13 mph) – did not remain unbeaten for an eternity, but for exactly 39 years until 2010. At the time, the 917 in the Martini colours was also an experiment and far ahead of its time: a magnesium space frame set new standards in Porsche's lightweight construction domain.
Germany's Spiegel Auto reports Wolfgang Dürheimer, Executive Vice President of Research and Development at Porsche AG, admits Porsche have designed the 918 Spyder hybrid sportscar to take advantage of European fuel efficiency regulation loopholes.
That would explain why the 918 Spyder has an EV mode range of just 25 km (16 mile), as this is the minimum standard set in regulations for electric cars in Europe. Or as Dürheimer puts it: "We read a regulation and build the car accordingly."
As it happens, a 25km range is just enough to pass the European fuel efficiency test, thereby qualifying the Porsche 918 Spyder as a "3-liter car" (3L/100km or 78mpg), allowing Porsche customers to drive straight through the most favorable automotive regulation loopholes as they power down the autobahn in their 320 km/h (198 mph) roadster powered by a high-revving V8 developing more than 500 horsepower.
Volkswagen says it plans to invest 51.6 billion euros ($A71.2 billion) in the next four years to develop new models and attain its objective of becoming the world's top car maker by 2018.
With another 10.6 billion euros ($A14.63 billion) to be invested by its joint ventures in China, the German car maker said it aims to "expand and modernise its entire product line across all of its brands".
The investments, to come from the company's own funds, will focus on hybrids and electric vehicles, where it lags behind Japan's Toyota, which it hopes to unseat as the top global car maker within seven years.
Last year Volkswagen said it planned to invest 25.8 billion euros ($A35.6 billion) between 2010 and 2012.
Volkswagen steered around being significantly damaged by the global crisis, thanks in large part to continued boom the Chinese car market, and was sitting on a cash pile of 19.6 billion euros ($A27.05 billion) at the end of September.
The company, which owns nine brands, is in the process of absorbing a tenth, luxury sports car maker Porsche.
At the 1,000 kilometre race at the international Le Mans cup in Zhuhai China, the Porsche 911 GT3 R Hybrid has impressed every one with its performance and efficiency. The innovative sports car from Weissach, piloted by Porsche works drivers Joerg Bergmeister (Germany) and Patrick Long (USA), was by far the fastest GT vehicle in the field at its eagerly awaited premiere in Asia.
On the 4.319 kilometre Zhuhai International Circuit, the 911 GT3 R Hybrid, which started in the special GTH class, was not only the fastest but also the most economical GT vehicle. Thanks to its Flywheel based KERS systems, it made one less pit stop and completed three more laps than the next GT opponent.
“The first race in China with the 911 GT3 R Hybrid was a complete success,” says Hartmut Kristen, Porsche Head of Motorsport. “The car contested the entire race without the slightest technical problem. The excellent pit stops by our factory squad from Weissach and an absolutely perfect performance from the drivers also contributed to this success.
"The development work on the hybrid system that we conducted since the last race in Road Atlanta has paid off. Today, we showed impressively just what potential the hybrid technology has. This result is a great motivation for continuing our work on the project. This was definitely not the last race for the 911 GT3 R Hybrid.”
“Our car ran perfectly from the first to the last lap,” said Joerg Bergmeister. “That was another super test of the hybrid system under race conditions – and the most successful conclusion I could think of.” Patrick Long, his teammate with whom he won the GT title of the American Le Mans Series for the second time straight this season, said: “The performance of the Porsche factory mechanics was world class. We had the most efficient and at the same time fastest GT car. Now, that’s what I call Porsche Intelligent Performance.”
Porsche have already revealed its supercar hybrid 918 Spyder, now the brand's CEO, Matthias Müller, revealed to several reporters at the Paris Motor Show that they are currently testing an electric-only version of the popular Panamera sedan.
Although Müller wouldn't give anything resembling details or specifications on the car, he did confirm that testing is underway, and pending results, the car could theoretically have production potential in its future.
Should the battery-burner get the nod, it would become the sixth powertrain available for the Panamera, which currently ranges from a base model V6 and 300 horsepower to a range-topping 500 horsepower turbocharged 4.8-liter V8.
