-
-
Detroit 2011: Porsche 918 RSR racer is a single-seat dream
Galerias de imagens:
Porsche 918 RSR: Detroit 2011 -- Autoblog
Porsche 918 RSR -- Autoblog
Press release:
Fonte: AutoblogPorsche 918 RSR – Racing laboratory with even higher-performance hybrid drive
Dr. Ing. h.c. F. 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.
Vídeos:
YouTube - Porsche 918 RSR revealed - Detroit Auto Show intro
YouTube - Porsche 918 RSR revealed in DetroitComentário
-
El Porsche 918 y sus planes deportivos
Fonte: AutoblogSi hay que elegir una estrella en el Salón de Detroit de 2011, esa ha sido sin duda el Porsche 918 RSR. En el momento de su presentación hablamos de los planes deportivos que podía esconder Porsche con este coche. Pues bien, parece que la cosa va tomando forma, y aunque todos esperamos verlo corriendo en 2011, lo más sensato y seguro será que toque las pistas en 2012.
Hartmut Kristen, jefe de Porsche Motorsport, dio varios detalles en la "capital del motor" sobre lo que podemos esperar de la casa de Stuttgart en los próximos meses. Para empezar, parece que el 911 GT3 R Hybrid seguirá corriendo y evolucionando la tecnología del volante de inercia del 918 durante 2011, mientras el coche de motor central se prepara para atacar 2012.
La aerodinámica del 918 no ha sido probada en el túnel de viento, y necesitará refinarse antes de poder llegar a la parrilla de salida de cualquier carrera. Y obviamente, dadas las circunstancias y las fechas a las que estamos, eso aleja mucho al coche de correr esta temporada ninguna prueba, al menos dentro del primer semestre del año.
Sea como fuere, una vez el coche esté listo para correr, tampoco está claro dónde lo hará. Las ALMS y LMS ya le han abierto las puertas, el ADAC parece también ansioso porque el coche corra las 24 Horas de Nurburgring, y el ACO está dispuesto a negociar con Porsche para que el coche corra en Le Mans 2012.
El problema es en qué categoría podría competir. Ahora mismo hay en todas esas competiciones posibilidades de correr "fuera de las categorías establecidas", pero sólo el ADAC permitiría a Porsche competir por la victoria global, pues en las demás lo haría "fuera de clasificación".
A Porsche no le interesa correr como LMGT, según los propios directivos de la marca, pues el coche no sería competitivo, así que en Le Mans querrían participar como LMGTE, pero para eso habría que modificar el reglamento del ACO para permitir Gran Turismos con chasis de carbono, y con sistema híbrido.
El ACO está por la labor, pero no será antes de 2013 o 2014. Entre tanto el Porsche podría correr su primer año fuera de clasificación, para irse preparando.
¿El sueño de Porsche? Ganar Le Mans con un LMGTE derivado de calle ante los LMP1, y con su propia tecnología híbrida. Y los sueños, ¿sueños son?Comentário
-
918 road car will be Spyder
Fonte: AutocarPorsche’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,” he told Autocar. “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 — who leaves Porsche to assume control of Bentley, Bugatti and VW Group motorsport on 1 February — also said the firm is preparing to offer petrol-based hybrids across its entire range in future.Comentário
-
Começam a emergir detalhes...
Fonte: WorldCarFansWe have exclusive new details about the Porsche 918 Spyder as an anonymous tipster has provided us some internal dealership material.
While most of the information has already been announced, the document seems to indicate that the plug-in hybrid supercar will be available in four colors (Carrara White, Black, Platinum Silver Metallic, and Basalt Black) with a black interior. That's a limited selection, but Porsche is considering additional options to the color palette.
As expected, motivation will be provided by a V8 engine that displaces more than 4.0-liters and produces upwards of 500 PS (368 kW / 493 bhp). It will be supported by two electric motors that develop at least 218 PS (160 kW / 215 bhp). The powertrain will be connected to a seven-speed PDK transmission which will enable the 918 to accelerate from 0-60 mph in under 3.1 seconds, hit a top speed in excess of 199 mph (320 km/h), and lap the Nürburgring in less than 7 minutes and 30 seconds.
More interestingly, the car will have four operating modes (E-Power, Hybrid, Sport Hybrid, Race Hybrid) that are selected via a switch on the steering wheel. E-power maximizes fuel efficiency by calling on the electric motors to provide power. With a fully charged battery, Porsche estimates the 918 will be able to travel more than 16 miles (25 km) on electricity alone.
On the other hand, Hybrid mode is suggested for most driving situations and utilizes both the petrol engine and the electric motors.
Hybrid Sport is designed for adventurous driving on back country roads as it configures the powertrain to maximize performance by enabling a rear torque bias.
Lastly, Race Hybrid is like Hybrid Sport on steroids. It is designed for track use and provides "uncompromised control of the entire drive system at the absolute limits of performance."
In terms of handling, the 918 will feature a double wishbone suspension all around with Porsche Active Suspension Management (PASM) and Porsche Toque Vectoring Plus (PTV Plus). The latter system operates through an electronically-controlled locking differential to optimize torque output at the rear wheels when cornering.
Scheduled to go into production in September 2013, the Porsche 918 Spyder will be priced from $845,000 in the United States and €645,000 in Europe.Comentário
-
Comentário
-
Preço em França : 768.000€
4.0 V8 híbrido com 2 motores elétricos: 718cv dos quais 218cv provenientes dos motores elétricos
V. máx: superior a 320km/h
0 a 100: 3.2s
Consumo misto : 3.0 l/100km
CO2: 70 g/km
Início de produção: outono de 2013Comentário
-
Porsche trabaja a destajo en el desarrollo del 918
Fonte: Porsche trabaja a destajo en el desarrollo del 918
Esto que ves aquí es la mula de desarrollo del Porsche 918, que por el momento usa el monocasco de fibra de carbono del Carrera GT, y un montón de piezas tomadas de diversos modelos de la marca, pero que no puede ocultar su enorme ancho de vía delantero (mira la relación con el ancho del monocasco).
Como bien sabes, el 918 es un deportivo híbrido, con corazón V8 tras los asientos, pero por delante de las ruedas traseras, y con sendos motores eléctricos en el tren delantero. Con 770 caballos estimados gracias a la combinación de todos sus propulsores, y uno consumo homologado irrisorio, gracias a tratarse de un híbrido enchufable, el 918 promete ser (si el Jaguar C-X75 se lo permite) el supercoche más ecológico y a la vez rápido del planeta. Por rápido entiende rápido a una vuelta en un circuito dado, y no veloz en línea recta.
Los chicos de Wired han tenido la oportunidad de sentarse en la mula de pruebas, que contaba sólo con unos 375 caballos funcionando, y aún así quedaron gratamente impresionados.
Y es que Porsche comienza a entregar este coche en septiembre de 2013, lo que es, a groso modo, dentro de año y medio, prácticamente coincidiendo con el Salón de Frankfurt. Antes deberíamos ver la forma definitiva de la carrocería en Ginebra 2013, sobre el mes de Febrero.
Pero para hacer la espera más llevadera, estas instantáneas nos alegran la vista y descargan parte de nuestra tensión.
Comentário
-
Novas imagens:
Comentário
-
Comentário
-
Porsche junta-se à festa dos espias com o seu próprio álbum oficial do 918 Spyder
Poco, por no decir nada, le importa a Porsche que los fotógrafos apostados a las puertas de sus instalaciones capturen los primeros prototipos semifinalizados del 918 Spyder. Y la mejor prueba posible de que los de Stuttgart están simplemente disfrutando con la atención despertada por su nuevo buque insignia es el hecho de que ha dedicado un álbum oficial al prototipo para que podamos verlo con todo el detalle que permite su camuflaje.
Como te contábamos el otro día, a pesar de las apariencias este 918 Spyder todavía tiene elementos provisionales, tal es el caso del alerón trasero y los grupos ópticos, calzados de mala manera en el coche mientras Porsche finaliza las pruebas. Menos visible es su motor, aunque ya sabemos lo que nos espera: un bloque V8 "de más de 4 litros" y 500 CV enviados a las ruedas traseras, apoyado por dos motores eléctricos que rendirán un total de 218 CV repartidos entre los dos ejes del coche.
La idea de Porsche es lanzar el 918 Spyder en noviembre del año que viene, a un precio de aproximadamente 645.000 euros antes de contar impuestos.
Editado pela última vez por BLADERUNNER; 15 May 2012, 18:33.Comentário
-
adoro o local dos escapes, gabo-lhes a originalidadeComentário
-
Comentário
-
Já ando a par das noticias do 918 já à muito tempo e sem problemas digo que este 918 e o F12 vão revolucionar muita da mentalidade que actualmente existe sobre os super-desportivos e sobre os híbridos.Comentário
-
Deixo aqui uma interessante mensagem de um leitor da evo, em resposta a um artigo da dita sobre o 918 (que deixava algumas duvidas sobre o que é pretendido pela Porsche e como isso afectaria o produto final)
Está em inglês
unlike Iain Cameron (evomail,170), I believe Harry Metcalfe's (autor do artigo) scepticism of Porsche's 918 Spyder wonder-hybrid to be well founded.
A Porsche supercar should exist to take the thrill of driving to a new level. To do so it must have maximum agility, achieved by low weight, iniating the virtuous cycle of lower power and strenght requirements, thereby further reducing weight, fuel consumption and emissions.
The EU test cycle is only part of the environmental equation, which includes the materials, energy and pollution involved in manufacturing the ekectric motors, batteries and myriad associated components, and in producing the electricity used from external sources to charge the batteries.
If Porsche put the time and money it is spending on developing the agility-sapping 375kg of hybrid technology - plus the resultant un-virtuous-cycle weight increase of the rest of the car - into further lightening of a petrol-only 918, it might well have less overall environmental impact as well as better handling and ride.
Like the Bugatti Veyron (does endless complexity in combating heat sound familiar?), I can't help but think that the 918 project is led by a desire to prove technological superiority by numbers for the glory of the company and to achieve sales by appealing to customer's vanity rather than offering pure driving thrills or even real environmental benefits. Is this departure from Porsche's admirable tradition of giant-killing performance from low-weight a sign of decadent times or increasing VW ownership?
Hal WalterComentário
-
Comentário
-
Agora também com algumas fotos do interior
Comentário
-
Comentário
-
Já foi apresentada a versão final num evento privado, mas saiu um video com as duas versões a de estrada, o Spyder, e a de corrida, o RSR.
Vídeo:
http://www.youtube.com/embed/pqD36OUrnmg
PS: Só agora é que reparei que junto das imagens do post anterior estava o video. É o que dá ter uma net rasca, só vejo as fotos.Comentário
-
Essa frente parece-me um pouco a do ferrari 430 scuderia (mas atenção, nada contra, é só uma observação).
CumpsComentário
-
Comentário
-
-
A forma que deverá ser definitiva pouco difere da que já se conhecia em 2010
<a href="http://www.youtube.com/watch?v=JOc7RgvYjvo" target="_blank">
( Carregado em 17/11/2010 )Editado pela última vez por JoaoFF17; 30 August 2012, 22:02.Comentário
-
Porsche 918 interiour glance WORLD PREMIERE at Nürburgring Gran Turismo Evo Nordschleife - YouTube
Porche 918 side view WORLD PREMIERE at Nürburgring (development prototype) - YouTube
Porsche 918 Walkaraound WORLD PREMIERE Nürburgring Gran Turismo Evo Nordschleife - YouTube
Porsche 918 World Premiere side-to-front shot at Gran Turismo Nürburgring - YouTube
Porsche 918 brakes in detail WORLD PREMIERE at Nürburgrong - YouTube
Porsche 918 Spyder: rear and more of interior WORLD PREMIERE Nürburgring Nordschleife - YouTubeComentário
-
Comentário
-
Comentário
-
Motor:
800cv (580cv do motor térmico às 9.000rpm)
600Nm às 0rpm
850Mn às 2.000rpm
700Nm até às 7.000rpm
Peso: 1.660kg
0-100km/h: 3.0s
0-200km/h: 8.0s
3 litros/100km
Pacote Weissach ou Pacote Track: - 35 kg, cintos de segurança com 6 pontos de fixação, Planos de inclinação frontal / traseira, sistema leve de travagem, sem apoio de braços, sem armazenamento nas portas, acabamentos interiores em Alcântara/fibra de carbono. Exclusão de Ar Condicionado.
Cinzento metalizado especial líquido ou pintura azul de 10 camadas (preço 50 mil euros)
Mala: 110 litros
2 versões especiais: Martini Racing e branco/vermelho
Tejadilho em carbono a nu
Comentário
-
Tempo no Nürburgring...
O 918 dá uma volta ao circuito em 7 minutos e 14 segundos, conseguindo, possivelmente (depende dos décimos de segundo), ser mais rápido que o LF-A (fez 7:14.64). O Porsche é mais rápido que os: Pagani Zonda (7:24), Ferrari Enzo (7:25), Corvette ZR1 (7:26) e Porsche 911 GT2 (7:18).
Ainda não há vídeo.
Inside LineComentário
-
A Porsche já disse que a volta foi com pneus normais(não semi-slicks como alguns...); começou a volta parado e tinha o kit performance desse 918. Portanto é bem capaz de tirar uma carrada de segundos com uma volta com semi slicks e já em andamento.
Ainda falta um ano para a produção por isso também ainda pode haver muitas melhorias no carro até lá...Comentário
Comentário