The car’s range of 36 kilometres in all-electric driving was also confirmed in practice with a fuel consumption value of 0.0 l/100 km and zero local emissions, which was not only attainable in NEDC testing on a dynamometer, but also on the street. And it even attains this value at an average speed of 54 km/h, while the average speed in NEDC testing is just 33 km/h.

The Panamera S E-Hybrid offers a combined system power of 416 hp (306 kW), accelerates from zero to 100 km/h in 5.5 seconds and has a top speed of 270 km/h. The new Panamera S E-Hybrid will be at dealers starting July 27, 2013.

* Porsche Panamera S E-Hybrid: Fuel consumption (combined) 3.1 l/100 km; CO2 emissions (combined) 71 g/km; electrical consumption (combined) 162 Wh/km; CO2 efficiency class (Germany): A+

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The car’s range of 36 kilometres in all-electric driving was also confirmed in practice with a fuel consumption value of 0.0 l/100 km and zero local emissions, which was not only attainable in NEDC testing on a dynamometer, but also on the street. And it even attains this value at an average speed of 54 km/h, while the average speed in NEDC testing is just 33 km/h.

The Panamera S E-Hybrid offers a combined system power of 416 hp (306 kW), accelerates from zero to 100 km/h in 5.5 seconds and has a top speed of 270 km/h. The new Panamera S E-Hybrid will be at dealers starting July 27, 2013.

Porsche Panamera S E-Hybrid: Fuel consumption (combined) 3.1 l/100 km; CO2 emissions (combined) 71 g/km; electrical consumption (combined) 162 kWh/km; CO2 efficiency class (Germany): A+ *

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La parenté étroite avec le sport automobile de la 918 Spyder s’exprime de différentes manières. Celle-ci est ainsi conçue, développée et fabriquée par des ingénieurs de chez Porsche qui construisent des voitures de course, en collaboration avec des spécialistes de la production en série. Cela signifie que la 918 Spyder bénéficie aussi des nombreux enseignements tirés lors du développement des bolides Porsche qui disputeront l’édition 2014 des 24 Heures du Mans – et inversement. Le concept structurel de la 918 Spyder reposant sur un châssis roulant – soit un véhicule de base qui peut être conduit même sans carrosserie – fait partie de la tradition des voitures de course Porsche. Son moteur V8 a pour origine conceptuelle celui de la RS Spyder engagée en LMP2, tandis que la structure portante de sa carrosserie est constituée d’une monocoque et d’un support moteur intégré en plastique renforcé de fibres de carbone (PRFC). Porsche possède de longues années d’expérience dans l’utilisation de ce matériau léger à haute résistance et signe un nouvel exploit avec le développement de la 918 Spyder de série. De nombreux éléments de cette supersportive proviennent de fabricants qui ont fait leurs preuves en tant que fournisseurs de pièces pour véhicules de compétition.

Un entraînement hybride synonyme d’avantages en termes de dynamique de roulage

La 918 Spyder permet de se rendre compte que l’entraînement hybride de Porsche est tout bénéfice pour une dynamique de roulage sans compromis. On le vérifie aisément grâce au concept unique de transmission intégrale, qui associe un moteur à combustion, un moteur électrique sur le train arrière et un deuxième moteur électrique sur le train avant. Il repose sur les connaissances acquises par Porsche en course avec la 911 GT3 R Hybrid. La présence d’un moteur supplémentaire à gestion indépendante sur le train avant permet d’appliquer de nouvelles stratégies de conduite, spécialement dans les virages, et de négocier en toute sécurité des courbes à vitesse extrêmement élevée. À cela s’ajoute la stratégie de « boost » peaufinée, qui gère si intelligemment le flux énergétique du moteur électrique que, pour chaque sprint effectué à accélération maximale, la pleine puissance de la 918 Spyder peut être sollicitée tout simplement en enfonçant complètement la pédale d’accélération. En bref, la 918 Spyder permet aux conducteurs, même dépourvus de toute expérience en compétition, de ressentir le potentiel accru de dynamique longitudinale et transversale.

La Porsche 918 Spyder a également tout ce qu’il faut pour battre de nombreux records. Son temps au tour sur la Boucle nord du Nürburgring (Nordschleife) est actuellement de 7 min 14 s. Elle a signé ce chrono en présence de journalistes internationaux lors d’essais dynamiques réalisés en septembre 2012, soit plus d’un an avant le lancement de la production. Le prototype 918 Spyder s’est ainsi montré plus rapide de 20 s environ que la Porsche Carrera GT. D’autres essais seront menés sur la Boucle nord du Nürburgring. Fait encore plus important, la 918 Spyder surpasse, et de loin, des devancières et concurrentes en termes d’efficience. Véhicule hybride « plug-in », elle associe rigoureusement la dynamique d’une voiture de course de plus de 880 ch avec une consommation moyenne qui, mesurée à 3 l/100 km environ selon le NCCE, s’avère encore plus faible que celle de la plupart des citadines actuelles. En clair, un plaisir de conduite maximal pour une consommation minime.

Une monocoque en PRFC à la base d’une construction légère et d’un centre de gravité bas

La dynamique de roulage exceptionnelle de la 918 Spyder est à mettre sur le compte de technologies directement dérivées de celles utilisées actuellement en compétition. L’ensemble de la structure portante en plastique renforcé de fibres de carbone (PRFC) présente une résistance à la torsion extrêmement élevée. La présence d’éléments d’amortissement de chocs supplémentaires à l’avant et à l’arrière permet d’absorber et de dissiper l’énergie d’impact en cas d’accident. Ce concept joue un rôle décisif dans le faible poids à vide de la voiture (environ 1640 kg avec le pack « Weissach »), une valeur exceptionnellement basse pour un véhicule hybride de cette catégorie de puissance. Les éléments de la chaîne cinématique et les composants de plus de 50 kg occupent une position aussi centrale et aussi basse que possible. Il en résulte une répartition des masses sur les trains de 57% à l’arrière et de 43% à l’avant. Associée à un centre de gravité extrêmement bas (situé à la hauteur des moyeux de roue), elle se révèle idéale en termes de dynamique de roulage. L’implantation centrale et basse de la batterie de traction, situé directement derrière le conducteur, non seulement contribue à la concentration des masses et à l’abaissement du centre de gravité, mais constitue aussi, d’un point de vue thermique, la solution qui favorise le plus son fonctionnement optimal.

Un châssis génétiquement lié aux voitures de course et un train arrière directeur

Le châssis multibras de la Porsche 918 Spyder s’inspire des architectures présentes en compétition. Il bénéficie en plus de systèmes tels que l’amortissement actif PASM et des roues arrières directrices. En gros, il recourt à un variateur d’angle électromécanique à chacune des roues arrière. Le processus, asservi à la vitesse, permet d’obtenir un angle de braquage de jusqu’à 3° vers la gauche ou vers la droite, tantôt dans le même sens que les roues avant, tantôt dans le sens contraire de celles-ci. À basse vitesse, les roues arrière braquent à contresens des roues avant, réduisant le rayon de braquage et facilitant les manœuvres. À vitesse élevée, les quatre roues braquent dans la même direction. Lors d’un brusque changement de bande de circulation, cela réduit le déport du train arrière. Il en résulte une plus grande stabilité et, par là même, une sécurité accrue.

Un système « Porsche Active Aerodynamic » (PAA) pour différents modes de conduite

Le système « Porsche Active Aerodynamic » (PAA) garantit un aérodynamisme unique et variable en recourant à des éléments aérodynamiques réglables. Il agit automatiquement sur trois d’entre eux pour faire varier l’assistance entre une efficacité optimale et une déportance maximale de manière adaptée au mode de fonctionnement du système d’entraînement hybride. En mode « Race », l’aileron arrière déployable est fort incliné pour offrir davantage de prise au vent et créer une déportance élevée sur le train arrière. Le spoiler positionné entre les deux supports d’aileron près du bord de fuite se déploie lui aussi. En outre, deux volets réglables situés dans le soubassement devant le train avant s’ouvrent et dirigent une partie du flux d’air vers les canaux de diffusion du carénage du soubassement. Il en résulte également un « effet de sol » au train avant.

En mode « Sport », le système de contrôle aérodynamique réduit quelque peu l’angle d’attaque de l’aileron arrière, ce qui permet à la voiture d’atteindre une vitesse de pointe plus élevée. Le spoiler reste déployé. Les volets aérodynamiques du soubassement se ferment, ce qui limite également la résistance à la pénétration dans l’air et augmente les vitesses atteignables. En mode « E », le système est entièrement configuré pour que la voiture présente une faible résistance aérodynamique : l’aileron et le spoiler arrière sont rentrés et les volets aérodynamiques, fermés.

Des prises d’air réglables situées sous les phares principaux complètent le système aérodynamique actif. Lorsque le véhicule est à l’arrêt et que le mode « Race » ou « Sport » est activé, elles s’ouvrent pour permettre l’arrivée d’air de refroidissement. Dans les modes « E-Power » et « Hybrid », elles se ferment immédiatement après la mise en mouvement du véhicule afin que celui-ci conserve une faible résistance à la pénétration dans l’air. Elles s’ouvrent de nouveau lorsque la voiture atteint la vitesse de 130 km/h environ ou que les besoins en air de refroidissement deviennent plus importants.

De confortable à ultra-sportive : cinq modes pour trois moteurs

Au cœur du concept de la 918 Spyder, on trouve un entraînement confié à trois moteurs dont la collaboration est contrôlée par un système de gestion intelligente qui repose sur cinq modes de fonctionnement présélectionnables. Cette stratégie d’exploitation est une compétence clé de la 918 Spyder. Elle prend en considération de manière optimale les différentes exigences entre, d’une part, un style de conduite privilégiant la sobriété et, d’autre part, un style de conduite axé sur les performances maximales. Afin d’exploiter au mieux le potentiel qui sépare ces deux extrêmes, les développeurs de Porsche ont défini un total de cinq modes de fonctionnement activables via un bouton de commande situé au volant (le « map switch », « map » désignant la cartographie), comme dans les voitures de course. En fonction du mode présélectionné, la 918 Spyder applique la stratégie de fonctionnement et de « boost » la plus adaptée sans que le conducteur n’ait à intervenir, de sorte qu’il peut se concentrer pleinement sur la route.

Silencieux et élégant : le mode « E-Power »

Au démarrage du véhicule, c’est le mode « E-Power » qui fait office de mode de fonctionnement par défaut tant que la batterie est suffisamment chargée. La 918 Spyder peut parcourir plus de 30 km en mode purement électrique lorsque les conditions de déplacement sont idéales. À la seule force de ses moteurs électriques, la 918 Spyder accélère de 0 à 100 km/h en moins de 7 s et peut atteindre la vitesse de 150 km/h. Quand ce mode est sélectionné, le moteur à combustion n’est sollicité qu’en cas de besoin : un enfoncement rapide de la pédale d’accélérateur (« kick-down ») permet de disposer instantanément de la puissance d’entraînement maximale. Si l’état de charge de la batterie tombe en dessous d’une valeur minimale prédéfinie, le véhicule passe automatiquement en mode « Hybrid ».

Efficacité énergétique et confort : le mode « Hybrid »

En mode « Hybrid », la 918 Spyder sollicite tant les moteurs électriques que le moteur à combustion en vue d’obtenir une efficacité énergétique maximale et une consommation minimale. L’utilisation des divers composants de l’ensemble mécanique dépend de la situation de déplacement rencontrée et des performances désirées. Le mode « Hybrid » est généralement utilisé pour des déplacements à vitesse modérée au cours desquels on veille à limiter sa consommation (par exemple en ville).

Sportif et dynamique : le mode « Sport Hybrid »

Lorsqu’un surcroît de dynamique est nécessaire, la 918 Spyder recourt au mode « Sport Hybrid » pour ses moteurs. Le moteur à combustion est maintenant sollicité en permanence et fournit le plus gros de la force motrice. Il est également épaulé par les moteurs électriques sous la forme d’un « boost » électrique quand le conducteur a besoin d’un surcroît de poussée ou quand le point de fonctionnement du moteur à combustion peut être optimisé en vue d’obtenir une efficacité énergétique supérieure. Ce mode de fonctionnement met l’accent sur la performance et sur un style de conduite sportif à vitesse maximale.

Pour de bons chronos : le mode « Race Hybrid »

Le mode « Race Hybrid » est synonyme de performances pures et de pilotage résolument sportif. Le moteur à combustion est utilisé essentiellement à pleine charge et alimente la batterie quand le conducteur n’utilise pas la puissance maximale. Ici aussi, les moteurs électriques fournissent un surcroît de poussée sous la forme d’un « boost » si le conducteur réclame encore plus de puissance. En outre, le programme de marche de la boîte PDK est configuré de manière encore plus sportive. Les moteurs électriques sont utilisés jusqu’à la limite de leurs possibilités pour offrir des performances maximales sur circuit. Quand ce mode est sélectionné, l’état de charge de la batterie n’est pas maintenu à un niveau constant, mais fluctue sur toute l’étendue de charge. Contrairement à ce qui se passe avec le mode « Sport Hybrid », les moteurs électriques sont sollicités au maximum de leurs possibilités pendant un court moment afin de pouvoir fournir un meilleur « boost ». Cette puissance supérieure est compensée par le fait que le moteur à combustion charge la batterie plus efficacement. La puissance électrique reste ainsi à la disposition du conducteur même s’il devait enchaîner quelques tours très rapides.

Pour décrocher la pole position : le mode « Hot Lap »

Le bouton « Hot Lap » situé au milieu du « map switch » permet de libérer les dernières réserves de puissance de la 918 Spyder et n’est activable qu’en mode « Race Hybrid ». Assimilable au mode de qualification d’une voiture de course, il pousse la batterie de traction à la limite maximale de ses possibilités, le temps de boucler rapidement quelques tours de circuit. Ce mode utilise toute l’énergie disponible dans la batterie.

Mode de propulsion principal : un huit cylindres de course

La principale source de puissance de la 918 Spyder est le huit cylindres de 4,6 l développant 612 ch et autorisant des régimes jusqu’à 9.150 tr/min directement dérivé du fameux moteur de la RS Spyder. À l’instar du moteur de course de cette dernière, celui de la 918 Spyder bénéficie d’une lubrification à carter sec avec réservoir d’huile et aspiration d’huile indépendants. Afin d’économiser sur le poids, des composants comme le réservoir d’huile, le boîtier du filtre à air (intégré dans le berceau) et les conduits d’admission sont réalisés en plastique renforcé de fibres de carbone (PRFC). Les bielles en titane, les parois minces coulées à basse pression pour le carter de vilebrequin et les couvre-culasses, le vilebrequin allégé en acier à haute limite d’élasticité optimisé en termes de résistance (avec un décalage angulaire des manetons de 180°) et la ligne d’échappement aux parois extrêmement minces réalisées dans un alliage d’acier et de nickel sont le fruit d’autres importantes mesures d’allégement. Fait remarquable, ce V8 ne supporte plus aucun organe auxiliaire, est dépourvu d’entraînements extérieurs par courroie et s’avère donc particulièrement compact. Les améliorations en termes de poids et de performances dont il a bénéficié sont à l’origine de sa puissance au litre record (la plus élevée à ce jour pour un moteur atmosphérique Porsche) d’environ 132 ch/l, qui est nettement supérieure à celle de la Carrera GT (106 ch/l).

Un héritage unique de la compétition : les « Top Pipes »

Si la 918 Spyder déclenche la passion, c’est non seulement en raison du potentiel de son moteur, mais aussi de sa sonorité. Celle-ci est à mettre principalement sur le compte desdites « Top Pipes », à savoir les embouts d’échappement qui débouchent dans la partie supérieure du capot arrière, directement au-dessus du moteur. On ne retrouve cette architecture sur aucun autre véhicule de série. Son principal avantage réside dans la dissipation optimale de la chaleur grâce aux distances ultra-courtes que doivent parcourir les gaz d’échappement brûlants et à la faible contrepression dans la ligne d’échappement. Cette solution a nécessité la mise en œuvre d’un nouveau concept thermodynamique en rapport avec le guidage des gaz. Avec, au bout du compte, un moteur « HSI » (« Hot Side Inside ») caractérisé par un « côté chaud » (les composants de l’échappement) situé à l’intérieur du V formé par les bancs de cylindres, les éléments d’admission d’air étant placés à l’extérieur du V.

Autre avantage de cette option : le compartiment moteur reste plus frais, ce qui permet de limiter les moyens « actifs » nécessaires au refroidissement de la batterie lithium-ion, qui affiche les meilleures performances dans la fourchette de températures comprise entre 20 et 40 °C.

Monté en parallèle dans la chaîne cinématique : le module hybride

Le module hybride est accolé au moteur V8. Comme les actuels modèles hybrides de Porsche, la 918 Spyder est conçue en tant qu’hybride parallèle. Pour l’essentiel, le module hybride est composé d’un moteur électrique de 115 kW environ et d’un embrayage de découplage qui fait office de « raccord » avec le moteur à combustion. Grâce à l’architecture en parallèle, les roues du train arrière peuvent être entraînées indifféremment par le V8, par le moteur électrique ou par les deux simultanément. Le bloc motopropulseur est logé devant le train arrière, une disposition typique pour une supersportive de Porsche. Il n’y a pas de liaison mécanique avec le train avant.

Sens dessus dessous pour un centre de gravité bas : la boîte de vitesses à double embrayage

La transmission de la force motrice au train arrière est confiée à une boîte de vitesses PDK à double embrayage et 7 rapports. Cette transmission à haut rendement est la déclinaison la plus sportive de l’éprouvée PDK. Elle a été complètement revue et encore optimisée en fonction des objectifs de performances. Afin que le véhicule ait un centre de gravité aussi bas que possible, la boîte a été montée « tête en bas », donc pivotée de 180° autour de son axe longitudinal par comparaison avec sa position sur les autres séries de modèles Porsche. Quand les roues arrière ne doivent pas être entraînées, les deux moteurs peuvent être désolidarisés du reste de la chaîne cinématique par l’embrayage de découplage et les deux embrayages de la boîte PDK. La voiture poursuit alors sur son élan avec le moteur à combustion coupé, comme c’est le cas des autres hybrides de la marque.

Une transmission intégrale indépendante : un train avant mû par un moteur électrique

Au niveau du train avant, on trouve un deuxième moteur électrique, autonome et développant environ 95 kW. Il entraîne les roues par l’intermédiaire d’une démultiplication fixe. Un embrayage de découplage permet de le désolidariser des roues à haute vitesse pour éviter tout surrégime. Le couple d’entraînement est géré indépendamment pour chacun des essieux. Cela permet une régulation très rapide de la transmission intégrale, synonyme d’un maximum de motricité et de dynamique de roulage.

Batterie lithium-ion avec dispositif de charge rapide

L’énergie électrique destinée aux moteurs est stockée dans une batterie lithium-ion constituée de 312 cellules individuelles et qui affiche une capacité d’environ 7 kWh. Dans le cas de la 918 Spyder, la batterie est « orientée performances » aussi bien lorsqu’il s’agit de fournir que d’absorber une puissance électrique, afin de pouvoir répondre aux besoins en puissance des moteurs électriques. Le potentiel et la longévité des batteries de traction lithium-ion dépendent notamment de leur température. D’où la présence d’un circuit de refroidissement par liquide propre à la batterie de la 918 Spyder. La période de garantie mondiale des batteries de traction est de sept ans.

Pour charger la batterie, Porsche a développé un nouveau système avec, d’une part, une interface « plug-in » et, d’autre part, un dispositif de récupération au potentiel augmenté. L’interface « plug-in » montée dans le montant B, du côté passager, permet de se connecter au réseau ménager. Elle est standardisée et adaptée au pays où elle sera utilisée. Le chargeur se trouve à proximité de la batterie de traction. Il convertit le courant alternatif du réseau en courant continu et a une puissance de charge de maximum 3,6 kW. En Allemagne, par exemple, la batterie peut être rechargée en quatre heures sur le réseau de 230 V à une prise protégée par un fusible de 10 A au moyen du chargeur universel Porsche (courant alternatif) fourni. Ce dernier peut en outre être installé à demeure dans le garage avec une station de charge, rendant possible une recharge rapide et confortable en deux heures environ, indépendamment des caractéristiques du réseau local. Une station de charge rapide Porsche (courant continu) est disponible en option. Elle permet de recharger entièrement la batterie à haute tension de la 918 Spyder en un peu moins de 25 minutes.

Un concept de commande d’avenir : un poste de conduite à l’agencement clair

Au centre de toutes les technologies des supersportives Porsche du futur se trouve encore et toujours le conducteur. Pour lui a été créé un poste de conduite typique de la marque et d’une clarté exemplaire. Il est divisé en deux zones principales : d’une part, les éléments de commande essentiels à la conduite sont regroupés autour du volant multifonction, combinés avec l’ordinateur de bord via trois grands instruments ronds ; d’autre part, le système de navigation est logé dans la console centrale (inspirée de la Carrera GT), qui suit un mouvement ascendant vers l’avant. Le pilotage de la climatisation automatique, du réglage de l’aileron, de l’éclairage ou du système de navigation « Porsche Communication Management » (PCM), qui comprend un système audio haut de gamme Burmester, s’opère de manière intuitive via le dispositif tactile multipoint de la nouvelle technologie d’instrumentation « Black Panel ».

Pour des performances encore plus élevées : le pack « Weissach »

Porsche propose le pack « Weissach » aux acquéreurs de la 918 Spyder qui accordent une valeur toute particulière aux performances. Les voitures supersportives qui en bénéficient se reconnaissent d’emblée à leurs couleurs et à leur design, inspirés des voitures de course Porsche entrées dans la légende. Le toit, l’aileron arrière, les rétroviseurs extérieurs et le cadre du pare-brise sont réalisés dans un matériau qui présente l’aspect du carbone. Une partie des éléments de l’habitacle sont revêtus d’Alcantara au lieu de cuir et le même matériau d’aspect carbone remplace dans une grande mesure l’aluminium. Les mesures d’insonorisation sont revues à la baisse. L’accent mis sur les performances n’est pas seulement esthétique : des roues en magnésium particulièrement légères réduisent les masses non suspendues et le poids total baisse d’environ 35 kg, ce qui se traduit par une dynamique de roulage encore améliorée. Les ceintures à six points d’ancrage pour les deux occupants, l’application en option d’un film autocollant (selon la technique dite du « wrapping ») en lieu et place de la peinture et le montage d’éléments rapportés aérodynamiques supplémentaires à finition d’aspect carbone constituent d’autres références à la compétition.

Redéfinition d’une Porsche : une nouvelle supersportive pour une nouvelle décennie

La 918 Spyder s’inscrit dans la lignée des supersportives Porsche. La Carrera GTS, la première Porsche Turbo, la 959, la 911 GT1 et la Carrera GT, autant de bijoux technologiques qui ont véhiculé l’émotion et forcé l’évolution, furent les voitures superlatives de leur décennie. Plus encore que n’importe laquelle de ses devancières, la 918 Spyder influencera de manière décisive la poursuite des développements technologiques à la base des concepts automobiles du futur. Elle offre un concentré inédit de tout ce qui caractérise l’ADN de Porsche.

Pour plus de renseignements, n’hésitez pas à contacter le Service Presse de Porsche France au 01.55.19.91.40. Pour information, les visuels sont téléchargeables sur notre base presse à l’adresse suivante : presse.porsche.de 

Caractéristiques techniques de la Porsche 918 Spyder

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 fibre 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 over 880 hp and low NEDC fuel consumption, which at about three litres fuel per 100 km is better than that of most small cars today. To sum it up: maximum driving fun with minimal fuel consumption.

Carbon monocoque guarantees lightweight design with a low centre 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 fibre 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 1,640 kg (“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 50 kg 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 per cent on the rear axle and 43 per cent on the front axle, combined with an extremely low centre 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 centre 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 130 km/h 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 over 30 kilometres on purely electric power. Even in pure electric mode, the 918 Spyder accelerates from 0 to 100 km/h in less than seven seconds and can reach speeds of up to 150 km/h. 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 optimised 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 utilising its maximum output. Again, the electric motors provide additional support in the form of boosting. Furthermore, the gear-shifting programme 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-litre, eight cylinder engine that produces 612 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 fibre 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 optimisations achieve a power output per litre of approx. 132 hp/l – the highest power output per litre 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 channelling 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 20 and 40 degrees Celsius. 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 centre 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 optimised for high performance. To ensure a low mounting position for a low centre 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 fulfil 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-column on the front passenger side lets users connect the storage battery to a mains supply at home and charge it. The charge port is standardised for the country of purchase. The on-board charger is located close to the traction battery. It converts the alternating current of the mains 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 within four hours from a ten ampere rated, fused power socket on the German 230 Volt mains 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 organisation 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 centre 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 recognised at first glance by special colours 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 aluminium. 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 35 kg. 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.

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Specifications of the Porsche 918 Spyder

The milestone vehicle is a new Panamera S E-Hybrid in “rhodium-silver metallic”. This vehicle - the world’s first plug-in hybrid of the luxury class - made its debut before a world audience at the Shanghai Auto Show at the end of April 2013. The Panamera S E-Hybrid combines efficiency, sportiness and comfort with a very personal note: the number of possible combinations of factory installed exterior and interior colour combinations and decors is over 1,500. With 416 hp (306 kW) of system power, the car’s NEDC fuel consumption is just 3.1 litres of fuel per 100 km, which equates to 71 g/km CO2 emissions. The car is also a Porsche Gran Turismo through and through: it accelerates from 0 to 100 km/h in just 5.5 seconds, and its top speed is 270 km/h.

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Né le 10 mai 1943 à Stuttgart, Wolfgang Porsche est le dernier fils de Dorothea et Ferry Porsche, le fondateur de la célèbre marque de voitures de sport. Son grand-père, Ferdinand Porsche, était un concepteur automobile de génie, qui a largement contribué à l’histoire de l’automobile avec son bureau d’études implanté à Stuttgart. Wolfgang Porsche passe les six premières années de sa vie à Zell am See, en Autriche, dans la propriété de son grand-père, « Schüttgut ». En 1950, la famille retourne vivre à Stuttgart, accompagnant le déménagement de l’entreprise. En 1965, Wolfgang Porsche obtient son baccalauréat et décroche également un certificat d’aptitude professionnelle de mécanicien-ajusteur. Il suit ensuite des études de commerce international à la Hochschule für Welthandel de Vienne, dont il sort diplômé en gestion. En 1973, il obtient un doctorat en sciences de gestion d’entreprise.

Après ses études, Wolfgang Porsche commence sa carrière professionnelle en indépendant en participant à une création d’entreprise : en qualité d’associé gérant de la société JAMOTO, il devient importateur général en Autriche de deux-roues de marque Yamaha. En 1976, il retourne en Allemagne, à Stuttgart, et rejoint Daimler-Benz AG où, pendant cinq ans, il est directeur des ventes dans différents départements de l’entreprise, en Allemagne et à l’international. En 1978, il est nommé au Conseil de surveillance de Porsche AG, dont il prend la présidence en janvier 2007. Lors de la création de Porsche Automobil Holding SE en juin 2007, il est également nommé Président du Conseil de surveillance de la société. Depuis le 24 avril 2008, Wolfgang Porsche siège aussi au Conseil de surveillance de la société Volkswagen AG, Wolfsbourg (Allemagne).

Après la mort de son père Ferry, en 1998, la famille Porsche fait de lui son porte-parole. Père de quatre enfants, il séjourne alternativement à Salzbourg et dans la propriété familiale de Zell am See, qu’il a acquise. Là, dans la campagne salzbourgeoise, il gère une exploitation agricole biologique alpine qui compte près de 200 vaches laitières. Cet amoureux de la nature est également passionné de chasse. Mais sa principale passion depuis son enfance reste sa fascination pour les voitures de sport. Au cours de sa vie, Wolfgang Porsche s’est constitué une collection privée de modèles anciens comprenant notamment de nombreux modèles Porsche d’une grande rareté, dont il prend régulièrement lui-même le volant.

Wolfgang Porsche a été récompensé à plusieurs reprises pour ses activités entrepreneuriales. En 2005, le chancelier autrichien lui décerne la « Große Goldene Ehrenzeichen für Verdienste um die Republik Österreich », la plus haute distinction honorifique d’Autriche, attribuée pour services rendus à la nation. En 2008, Wolfgang Porsche se voit décerner la médaille d’or Staufer pour services rendus au Land du Bade-Württemberg. Enfin, début 2012, il reçoit le titre honorifique de « Ehrensenator » de l’université de Salzbourg, dont il rejoint le conseil d’administration en mars 2013.

Pour plus de renseignements, n’hésitez pas à contacter le Service Presse de Porsche France au 01.55.19.91.40. Pour information, les visuels sont téléchargeables sur notre base presse à l’adresse suivante : presse.porsche.de 

Curriculum vitae

Wolfgang Porsche

Following his successful expansion of the subsidiary in China since 2007 Helmut Bröker is set to take over the leadership of the sales region Overseas and Growth Markets(Middle East, Africa, India, South-East Asia, Australia/New Zealand, Japan and Latin America) as of 1 July 2013. Deesch Papke, who has successfully developed this sales region over the last two years, will in turn be appointed as the new CEO of Porsche in China. "Over the past years Helmut Bröker and Deesch Papke have proven that they, along with their teams, can turn far-reaching responsibility into profitable growth for Porsche," said Bernhard Maier, Member of the Board Sales and Marketing at Dr. Ing. h.c. F. Porsche AG. "We would like to thank them both for this and wish them continued success in their new roles and markets."

Helmut Bröker (56) has a background in the cross-continental automotive industry stretching back over 26 years; before joining Porsche in 2007 he worked for many years for BMW in Asia, Australia, Middle East and North America. Over the past six years since his appointment at Porsche the number of shipments of the sports car manufacturer in China, Hongkong and Macau has increased more than six-fold, from 4,856 in 2007 to more than 31,205 vehicles in 2012. This makes China the second largest market for the Porsche brand.

Deesch Papke (51) can also call on many years of experience in various markets and brands in the global automotive industry. Before joining Porsche, he held management roles at Mercedes-Benz, BMW, Land Rover and Volvo in South Africa and in Russia. He joined the sports car manufacturer in 2005 as head of the subsidiary Porsche Middle East and Africa in Dubai. During his time as head of the entire sales region Overseas and Growth Markets Mr. Papke increased the number of shipments to over 22,000 in 2012.

"The international exchange and the redeployment of experience of our sales leaders supports the future growth targets of the Porsche Strategy 2018 and ensures that know-how is passed on within the sales organisations", added Mr. Maier in the light of the staff changes. In the second half of the year we will see the following new appointments within the sales regions:

Joe Lawrence (44), currently Managing Director at Porsche Canada, will be appointed as Chief Operating Officer (COO) at Porsche Cars North America, making him responsible for the largest single market for the sports car manufacturer with over 35,000 of more than 141,000 shipped vehicles at last count. His successor at Porsche Canada will be announced soon. In the growth region Overseas and Growth Markets,for which Helmut Bröker will be assuming responsibility, Michael Bartsch (54), currently COO for North America, will take over as Managing Director of Porsche Cars Australia. His predecessor in this role, Michael Winkler (50) will also be taking on a new international sales function. Christer Ekberg (57), currently Managing Director of Porsche Asia Pacific, is to become the new Managing Director of Porsche Middle East and Africa. George Wills (46) will be relocating from Dubai to take over as Managing Director of Porsche Latin America from Matthias Brück (41), who has expanded and consolidated Porsche's position in the growth markets of Middle South America in recent years. He will also be assuming a new management position as Managing Director.

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“With our globally popular products and evenly spread international sales we were also able to add further growth in April,” pointed out Bernhard Maier, Member of the Executive Board Sales and Marketing of Dr. Ing. h.c. F. Porsche AG. “Nevertheless we are monitoring the market fluctuations very closely and continue to proceed cautiously.”

Demand continues to be strong:Porsche achieved growth in April in every region. The model leading the way this month is once again the Cayenne: 7,536 of the sporty off-road vehicles were handed over to customers – a fourth more in comparison with the same month last year. The current 911 generation will be gaining two new family members from this September: the top 911 Turbo and 911 Turbo S models. So far this year, sales of the iconic sports car already exceed 10,000. Since 1963, the total number of 911 cars produced is over 840,000 – two thirds of which are still in use on the roads all over the world.

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Wolfgang Porsche was born in Stuttgart on May 10, 1943, the youngest son of Dorothea and Ferry Porsche, the founder of the Porsche sports car brand. His grandfather was the brilliant automotive design engineer who shaped the history of the car history with his Stuttgart automotive design engineering office. Wolfgang Porsche spent the first six and a half years of his life at the so-called “Schüttgut” in Zell am See, Austria, the estate of his grandfather Ferdinand Porsche. The family, and the company, returned to Stuttgart in 1950. Wolfgang obtained his Abitur (higher school-leaving certificate) in 1965. He also passed his journeyman's examination as a metalworker. Afterwards, Porsche obtained his degree in Business Administration from the Vienna University of Economics and Business Administration. He received his doctorate in International Business in 1973.

At first, Dr. Wolfgang Porsche went into business as an independent entrepreneur: As Managing Director of JAMOTO, he became general importer of Yamaha motorbikes in Austria. He returned to Germany in 1976 and worked at the Daimler-Benz AG in Stuttgart as manager in various areas of domestic and foreign sales. In 1978, he was appointed a member of the Supervisory Board of Porsche AG, taking over the position of Chairman in 2007. He was also appointed Chairman of the Supervisory Board of Porsche Automobil Holding SE at its incorporation in June 2007. In addition, Dr. Wolfgang Porsche has been a member of the Supervisory Board of Volkswagen AG, Wolfsburg, since April 24, 2008.

Upon the death of his father Ferry in 1998, he was selected spokesman by the Porsche family. The father of four lives alternatively in Salzburg and the “Schüttgut” in Zell am See, which he acquired from the family estate. There, in Salzburger Land, he operates an Alpine organic farm with around 200 dairy cows. An ardent hunter, he has always felt close to nature. His enthusiasm for sports cars has been the focus of his life from his very early youth on. Over the course of decades, a private collection of vintage cars has evolved that contains numerous very rare Porsche vehicles, which he drives regularly.

Dr. Wolfgang Porsche has received numerous honours for his services to business. In 2005, he was awarded the “Great Golden Medal for Services to the Republic of Austria” by the Chancellor of Austria, the highest award granted by his homeland. For his services to the federal state of Baden-Württemberg, he received the Gold “Staufermedaille” Award. At the onset of 2012, Dr. Wolfgang Porsche was appointed Honorary Senator of Salzburg University and was admitted to the University's Council in 2013.

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Résultat : la nouvelle 911 Turbo S passe largement en dessous de la barre des 7 min 30 pour parcourir la boucle Nord du circuit du Nürburgring – avec des pneumatiques de série. Pour une expérience de conduite encore plus intense,
le « Sound Symposer » disponible de série, permet de profiter de la sonorité du moteur turbo dans l’habitacle via une membrane.

Surcroît de puissance, réduction de la consommation de 16 %

L’amélioration de la performance en terme de motricité tient au perfectionnement des moteurs et à la mise en œuvre d’une nouvelle transmission intégrale PTM. Le 6 cylindres 3,8 litres suralimenté avec injection directe d’essence délivre 520 ch (383 kW) sur la 911 Turbo, et 560 ch (412 kW) sur la Turbo S. Une fois encore, Porsche est le seul constructeur à associer double turbo à géométrie variable et moteur à essence.
La transmission de la force motrice s’effectue via la boîte de vitesses à double embrayage à 7 rapports (PDK), qui permet désormais de disposer des fonctions d’arrêt et de redémarrage automatique du moteur (start-stop) en phase de ralentissement avant un arrêt par inertie ainsi qu’en mode croisière. Avec le nouveau système de gestion thermique du moteur turbo et la boîte PDK, la consommation en cycle européen des deux nouveaux modèles Turbo s’établit à 9,7 l/100 km, en baisse jusqu’à 16 %.

Nouvelle transmission intégrale à commande électrohydraulique

Pour une répartition de la force motrice plus rapide et plus précise entre les deux essieux, Porsche a développé une nouvelle transmission intégrale (PTM) à embrayage multidisque à commande électronique. Ce système est doté d’un nouveau refroidissement par eau qui permet ainsi de délivrer, en cas de besoin, un surcroît de couple sur le train avant. Par ailleurs, l’optimisation de l’interaction entre moteur, boîte de vitesse et transmission intégrale confère aux nouvelles 911 une accélération encore plus vive : la 911 Turbo abat ainsi le 0 à 100 km/h en 3,2 secondes avec le pack Sport Chrono Plus disponible en option, soit un dixième de seconde de moins que l’ancienne 911 Turbo S. La nouvelle Turbo S franchit quant à elle le 0 à 100 km/ en 3,1 secondes seulement. La vitesse de pointe des deux modèles s’établit à 318 km/h.

La caisse la plus large de toutes les 911

Plus que jamais, les deux nouveaux fleurons de la gamme affichent fièrement leurs promesses de performance : les ailes arrière caractéristiques, sont encore élargies de 28 mm sur la nouvelle génération 911 Turbo par rapport aux modèles 911 Carrera 4.
Parmi les autres caractéristiques visuelles, les jantes forgées bicolores 20 pouces, avec écrou central sur la 911 Turbo S. La Turbo S est également dotée de nouveaux phares avant à DEL avec feux de jour 4 points et feux de route directionnels, deux fonctions également disponibles en option pour la 911 Turbo.

Des roues arrière directrices pour une meilleure maniabilité

L’introduction des roues arrière directrices sur tous les modèles Turbo améliore considérablement l’agilité des deux nouvelles sportives, à la fois sur circuit et sur route. Ce système comporte deux actionneurs électromécaniques qui remplacent, à droite et à gauche de l’essieu arrière, les traditionnels bras oscillants. L’angle de direction des roues arrière peut varier jusqu’à 2,8° en fonction de la vitesse. Dans les virages pris à des vitesses inférieures à 50 km/h, le système braque les roues arrière dans la direction opposée aux roues avant, ce qui réduit virtuellement l’empattement de 250 mm. La 911 Turbo gagne ainsi considérablement en manœuvrabilité, tournant plus rapidement dans les virages et affichant un comportement de braquage plus dynamique. Les manœuvres de stationnement sont elles aussi considérablement facilitées.

Au dessus de 80 km/h, le système braque les roues arrière dans le même sens que les roues avant, ce qui équivaut cette fois-ci à un allongement virtuel de l’empattement de 500 mm et offre à la sportive une stabilité hors pair, notamment à vitesse élevée. En outre, la force latérale générée par le coup de volant donné par le conducteur se transmet plus rapidement à l’essieu arrière, ce qui permet un changement de direction plus spontané et en douceur.

Un aérodynamisme actif pour plus d’efficacité et de performance

Porsche équipe pour la première fois les nouveaux modèles 911 Turbo d’un système aérodynamique actif. Développé en exclusivité pour ces modèles, il comprend un spoiler avant rétractable en trois segments qui se déploient grâce à une commande pneumatique, et d’un aileron arrière télescopique réglable sur trois positions. Le conducteur peut ainsi choisir d’adapter l’aérodynamisme de sa
911 Turbo pour plus d’efficacité (‘speed position’) ou pour une meilleure dynamique de conduite (‘performance position’). La position Performance déploie entièrement tous les segments du spoiler avant, assurant ainsi une portance négative inégalée sur l’essieu avant. L’aileron arrière est lui aussi déployé au maximum avec un angle d’attaque optimal pour augmenter la pression exercée sur l’essieu arrière. La dynamique de conduite s’améliore ainsi à tel point que le temps au tour sur la boucle Nord du circuit du Nürburgring est amélioré de près de 2 secondes rien que grâce à ce système d’optimisation de l’aérodynamisme.

Nouvel habitacle avec équipements exclusifs

L’habitacle des deux nouveaux modèles 911 Turbo est intégralement repensé et s’inspire de celui de la gamme 911 Carrera. Les équipements de la version S sont particulièrement complets, offrant notamment un habillage intérieur exclusif bicolore Noir / Rouge Carrera ainsi que des sièges sport Plus avec fonction de mémorisation et à réglage 18 positions. Par ailleurs, les dossiers des sièges sont revêtus d’une sellerie cuir avec coutures décoratives et différents éléments en carbone. Le système Bose équipe de série les deux nouveaux modèles, tout comme leurs prédécesseurs. Le système audio Burmester est également disponible pour la première fois en option.

Le régulateur de vitesse adaptatif, dont les radars mesurent la distance avec le véhicule qui précède pour adapter la vitesse de la voiture, ainsi que le système de détection par caméra de la signalisation routière et des limitations de vitesse sont disponibles en option.

Ces nouvelles versions de la gamme 911 seront commercialisées à partir de fin septembre. La 911 Turbo est disponible en France au prix de 163 919,00 €, la nouvelle 911 Turbo S au prix de 197 288 € T.T.C.

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More power, fuel economy improved by 16 per cent

The performance partners in the powertrain area are the further advanced engines and the new PTM all-wheel drive system. The turbocharged 3.8-litre six-cylinder engine with direct petrol injection produces 520 hp (383 kW) in the 911 Turbo and 560 hp (412 kW) in the S model. Porsche continues to be the only carmaker to offer two turbochargers with variable turbine geometry for a petrol engine. Power is transferred to the drivetrain via the seven-speed dual clutch transmission (PDK), which now enables an auto start/stop function with engine shutoff that now activates earlier during coasting to a stop as well as a coasting function. Together with the new thermal management system for the turbo engine and the PDK transmission, fuel efficiency technologies have reduced NEDC fuel consumption by up to 16 per cent to 9.7 l/100 km; these figures apply to both models.

New all-wheel drive with electro-hydraulic control

For an even faster and more precise power distribution to the two axles, Porsche developed a new all-wheel drive system (PTM) with electronically controlled and activated multi-plate coupling. The system is equipped with a new water cooling function, so that it can direct even more drive torque to the front wheels if necessary. Simultaneously, the optimised interplay of the engine, transmission and all-wheel drive systems takes the new top 911 to even better sprint capabilities. The 911 Turbo with the optional Sport Chrono Package Plus accelerates from zero to 100 km/h in 3.2 seconds, which is even one-tenth better than the value of the previous 911 Turbo S. The new 911 Turbo S handles the standard sprint to 100 km/h in just 3.1 seconds. The car’s top speed is 318 km/h.

Widest body of all 911 cars

The two new top models display their performance visually more than ever. The characteristic, expansively wide rear body panels of the new generation 911 Turbo are 28 mm wider than on the 911 Carrera 4 models – they feature a nearly level surface, about the width of a hand, between the C-pillar and the outer edge of the car body. Other differentiating characteristics include two-tone forged 20-inch wheels – on the 911 Turbo S they have hub wheel locks. The Turbo S is also making its appearance with new full-LED headlights that feature four-point daytime running lights and dynamic, camera-based main beam control, which can be ordered as an option for the 911 Turbo.

Rear axle steering sustainably improves handling

The introduction of rear axle steering in all turbo models immensely improves both circuit racing and everyday performance of the two new top sports cars. The system consists of two electro-mechanical actuators instead of the conventional control arms on the left and right of the rear axle. The steering angle of the rear wheels can be varied by up to 2.8 degrees, depending on vehicle speed. At speeds up to 50 km/h, when the front wheels are turned the system steers the rear wheels in the opposite direction. This actually corresponds to a virtual shortening of the wheelbase by 250 mm, which gives the 911 Turbo unrivalled performance in bends. The system lets the car turn faster into the bend and offers more dynamic steering response. This noticeably simplifies manoeuvring and parking.

At speeds above 80 km/h, the system steers the rear wheels parallel to the turned front wheels. This is equivalent to a virtual lengthening of the wheelbase by a significant 500 mm and gives the sports car tremendous stability, especially at high speeds. At the same time, the steering input by the driver leads to significantly faster build-up of lateral force at the rear axle, which initiates the change in direction more spontaneous and harmoniously.

Active aerodynamics improve efficiency and performance

Porsche developed an active aerodynamic system on the new 911 Turbo models for the first time. It consists of a sturdy, retractable three-stage front spoiler, whose segments can be pneumatically extended, and a deployable rear wing with three adjustable wing positions. This makes it possible to tune the aerodynamics of the 911 Turbo to fulfil driver wishes for either optimal efficiency (speed position) or top dynamic performance. In the performance position, all segments of the front spoiler are fully extended, and they generate considerable downforce at the front axle. Similarly, the rear wing is extended to its maximum height with the greatest angle of attack. This also generates more downforce at the rear axle. Dynamic performance is improved to such an extent that lap times at the North Loop of the Nürburgring are improved by up to two seconds due to this system alone.

New interior with high-end features

The interior was completely redesigned in both 911 Turbo models, and it builds on the 911 Carrera family. The S model is particularly well equipped, offering such features as an exclusive interior in a black/carrera red colour combination and sport seats plus with 18-way adjustment and memory. In addition, the seat backrest shells are leather upholstered with double cap seams and various elements in carbon look. Like on the previous models, the Bose sound system is installed as standard; for the first time, a Burmester system is also available as an optional feature. A radar-controlled cruise control system, camera-based road sign recognition and speed limit recognition are other new options being offered.

The new top models of the 911 model series arrive on the market at the end of September 2013. In Germany, the 911 Turbo costs 162,055 euros; the new 911 Turbo S costs 195,256 euros, including VAT and country-specific features.

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Lutz Meschke, Chief Financial Officer of Porsche AG, ascribes the sustainably high earning power to the healthy cost structure, among other things, and strives for a result that is on the same very high level as previous year. “The expansion of the Leipzig plant as well as the development of the sports SUV Macan and the super sports car 918 Spyder are incurring high expenditures that will not yet be compensated by corresponding vehicle revenue. These sales will only be realized in the coming year when our new models are sold,” Meschke explained.

President and CEO Matthias Müller emphasized that Porsche can afford substantial investments in the development of new sports cars and new technologies like the plug-in hybrid “because the fascination of our sports cars guarantees our success. We want to boost the extraordinarily high level of attractiveness of our model range even further in the coming years,” said Müller. With the launch of the new generation of the Panamera, the new 918 Spyder and Macan models, the sports car manufacturer is setting clear benchmarks as technology leader and is heightening the appeal of the Porsche brand over again.

The Boxster model range achieved the highest percentage growth in the first three months of the 2013 fiscal year: 4,452 delivered vehicles equaled a growth of 157 percent. The Roadster Boxster alone accounted for 3,863 delivered vehicles, the Cayman for 589 units. The reason for the sharp rise of the mid-engine model series is that the new generation had its debut last year. Deliveries of the 911 sports car model range rose by 19 percent to 7,230 vehicles. With 19,658 units, the Cayenne was able to defend its lead position as the model range with the largest volume. The growth rate of the Cayenne deliveries added up to 29 percent. The Panamera attained deliveries of 5,669 vehicles; the slowdown of 25 percent is attributable to the model life cycle. The new generation of the Gran Turismo celebrated its world premiere at the Auto China in Shanghai ten days ago.

With this model, Porsche is introducing the world’s first plug-in hybrid to the luxury class. In addition to the Panamera S E-Hybrid, which offers 416 hp of system power, two luxurious Executive versions also made their debut with an extended wheelbase and a newly developed three-litre V6 engine that features bi-turbo charging for the Panamera S and Panamera 4S models. The array of offers has now been extended and consists of ten models offering an even broader range between sportiness and comfort. New and advanced technologies have enabled fuel consumption savings of up to 56 percent.

It became apparent in the regional markets in the first quarter of 2013 that Porsche will not be able to escape the turbulence in Europe caused by the euro crisis any longer. Thus deliveries in Europe outside of the home market were diminished by 7 percent to 6,703 vehicles. In contrast, Porsche was able to boost deliveries in Germany by 23 percent to 4,795 units in the first quarter. In its most important market North America the sports car maker accelerated deliveries by 34 percent to 10,324 vehicles from January to March 2013.

The number of people employed at Porsche also grew further. 17,820 persons were employed as at March 31, 2013, exactly 318 (2 percent) more employees than at the onset of the year.

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Seamless and comprehensive e-mobility strategy for E-Hybrid customers
Certain system parameters vary by country and region, such as the plug and electrical output types and grid voltages and frequencies. Porsche has now developed an integrated and comprehensive solution that covers all markets for the Panamera S E-Hybrid – a world car that will be driven on all continents. In its e-mobility solution, the company has put together a complete package from which customers can choose what they need. Playing a key role here is the specially developed Porsche Universal Charger (AC) which is included as standard. It produces the connection between the vehicle’s charging interface and many different types of electrical outlets which supply the car with AC electricity at home or on the road. Along with the charging equipment, the e-mobility concept also includes customised solutions for installing a charging infrastructure and conveniently operating vehicle charging and convenience functions via a smartphone app.

E-mobility: charging options for all major countries of the world
In a consulting meeting, the customer receives all key information on operating the new hybrid vehicle. The primary focus is on the power supply system for a home charging system, which is supplied as standard. This system can be connected to a household electrical outlet that has at least ten amperes current fuse protection or to a multi-pole industrial electrical outlet. If such an infrastructure is unavailable, Porsche centres recommend hiring a TÜV Rheinland certified electrician who can check or set up the necessary connections anywhere in the world.

Even before delivery of the hybrid vehicle, the company can supply the customer with a wall-mounted charging dock that is part of the standard equipment. Housed in a high-end box by Porsche Design are the mobile Porsche Universal Charger (AC) with the charging cable, control unit and vehicle cable. The customer can choose from over 20 different charging cable versions which cover nearly all of the world’s standardised plug connection types. Standard charging cables include one cable for the desired type of household electrical outlet and one for a selected industrial-type outlet. All other versions are available as options. For example, a mode 3 charging cable can be supplied for charging at public charging stations. The charging cable and vehicle cable are interconnected by a plug connector with the control unit, and the driver can interchange these cables easily, quickly and safely. For example, the driver might take an optional cable along on regular trips to another country. Porsche also offers the option of a free-standing charging pedestal assembly that could serve as an electric charging station for carports or a company’s parking spaces.

Porsche Car Connect: Convenient app controls auxiliary climate control
In the new plug-in hybrid, Porsche is also offering the convenience of remote control of vehicle functions via a smartphone app under the name Porsche Car Connect. The associated e-mobility services are provided for five years free-of-charge. The driver can use the smartphone app to access key vehicle information and to control vehicle functions.
The app is organised into four menu areas: charge status overview, driving range management, charging timer and optional remote control of auxiliary climate control.

Along with the battery charging status and remaining charging time, the current driving range is shown for both all-electric and combustion engine driving modes. The electric driving range is intuitively visualised on a navigation map here. The charging timer function lets users input up to three different departure times. The system controls the charging process based on these timer inputs, so that the battery is charged as protectively and cost-optimally as possible.

Electrification of the climate control system enables another very convenient option in the plug-in hybrid: auxiliary climate control. The climate control system can be activated via the charging timer, so that the interior reaches the prescribed temperature by a specified departure time. The vehicle interior is heated or cooled accordingly. In the winter, a high-voltage auxiliary heater is also used to generate heating power electrically. Auxiliary climate control is possible when the charging cable is connected or when the vehicle is just powered by the battery.

First plug-in hybrid in its class: 0.0 litres for up to 36 km
In launching the second generation of the Gran Turismo, Porsche is introducing the world’s first plug-in hybrid electric vehicle (PHEV) to the luxury class:
The Panamera S E-Hybrid produces a system power of 416 PS and surpasses the driving performance data of the previous model considerably. In addition, the previous car’s NEDC* fuel consumption of 7.1 l/100 km was reduced 56 per cent to 3.1 l/100 km. That is equivalent to CO2 emissions of 71 g/km. Simultaneously, electrical performance was substantially improved with regard to electric acceleration, electric driving range and electric top speed. The electric driving range of the
Panamera S E-Hybrid was determined to be 36 kilometres in the NEDC. However, since NEDC testing includes such conditions as shutting off the air conditioning and heating, the actual range in real operation could vary from this standardised value.
A realistic electric range in everyday driving would be between 18 and 36 kilometres – even longer distances could be covered under especially favourable conditions. In all-electric mode, the sporty Gran Turismo with the new plug-in drive system can be driven up to a speed of 135 km/h. Its top speed is 270 km/h.

* NEDC stands for the New European Driving Cycle

The Porsche brand celebrated some of its greatest successes in car racing on the thousand-mile course in the 1950s. A Porsche 356 won in its class as early as 1952, and the GT victory of Hans Herrmann in the 550 Spyder in 1954 marked one of the greatest successes of the Stuttgart-based sports car maker to this very day. Still today, the contest runs over the prettiest streets in Italy, from Brescia to Rome and back – and still constitutes a challenge to vehicles and drivers alike, because the 1,600 kilometres are to be driven in only 3 days and they run mostly through diverse weather zones.

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Born in Russia and living in the United States, Sharapova has achieved victories at all four Grand Slam tournaments in women's tennis and she was ranked number 1 for a total of 21 weeks. "Maria Sharapova is an exceptional athlete. She combines top performance in her sports with elegance and power. These are precisely the qualities that are embroiled in our sports cars", as Matthias Mueller, CEO of Porsche AG, explained in today's introduction of the partnership. According to Mueller it was not easy to find the right person to be Porsche´s ambassador. "Maria Sharapova is the perfect choice. Her profile and charisma are an ideal fit for Porsche. She is also highly respected around the world and enjoys an outstanding reputation."

Maria Sharapova did not really have to think twice: "This is a really special day for me. I have had the privilege to be associated with some of the best brands in the world, but now to be partners with Porsche, is such an amazing honor”, she explained during her presentation in Stuttgart.

For Porsche, the choice of Maria Sharapova as brand ambassador extends its longterm commitment to women´s tennis. The company sponsors the German women's national team, which competes as the Porsche Team Germany in the Fed Cup, and the Porsche Talent Team Germany, which supports promising young players. "We are fully committed to these activities for a long term. And with Maria Sharapova, we are now extending our involvement in women's tennis globally", Mueller added.

Maria Sharapova was born in the Western Siberian town of Nyagan on 18 April, 1987. She moved to Bradenton on the Gulf Coast of Florida (USA), when she was seven years old. Two years later she was accepted at the world-renowned Tennis Academy of coach Nick Bollettieri. In 2004, at the age of 17, she won her first Grand Slam tournament at Wimbledon, the third-youngest player ever. This feat was followed by titles in the other three Grand Slam tournaments: U.S. Open 2006, Australian Open 2008, and French Open 2012. To date, Maria Sharapova has won a total of 28 singles titles, including last year´s Porsche Tennis Grand Prix in Stuttgart, the WTA Championships in 2004, and the silver medal at the 2012 Olympic Games in London. Along with her involvement in the "Maria Sharapova Foundation", she is also active as ambassador of the United Nations Development Program.

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Matthias Müller, President and CEO of Dr. Ing. h.c. F. Porsche AG, stressed this: “The Porsche Panamera and China – that is a very special success story. Exactly four years ago, we introduced the first Panamera to a world audience here in Shanghai – and very intentionally here. Because it was clear to us that our Gran Turismo would be precisely the right model for this future market. And we were not mistaken. In 2012, one out of three Panamera cars were delivered to China.” Since then, China has gained in importance and become the second largest Porsche market in the world.

The Panamera S E-Hybrid is a systematically advanced development of the parallel full hybrid, which Porsche introduced to the market as a pioneer in the field. With 416 hp (306 kW) of system power, acceleration from a standstill to 100 km/h in 5.5 seconds and a top speed of 270 km/h, it is a Porsche Gran Turismo through and through. Its special fascination comes from its unique efficiency and its ability to drive considerable distances in all-electric mode. In the NEDC, the
Panamera S E-Hybrid consumes 3.1 l/100 km, which equates to 71 g/km CO2 emissions. The electric driving range of the Panamera S E-Hybrid was determined to be 36 kilometres in the NEDC, and its top speed in electric driving is an unrivalled 135 km/h. The electricity is stored in a newly developed lithium-ion battery with a 9.4 kWh energy capacity. Depending on the type of external electrical supply, the battery may be fully charged within as little as a few hours, and the battery is recharged by electrical system recuperation while driving. The forward-looking concept of the Panamera S E Hybrid also includes a completely new range of convenience functions that can also be activated and accessed by a smartphone app.

In a second world premiere, Porsche President and CEO Matthias Müller presented the Executive models of the Panamera which have a 15 centimetre longer wheelbase, and as a result more leg space behind the front seats.
Panamera 4S Executive and Panamera Turbo Executive offer a very extensive set of features, and the standard rear seats already offer exceptional comfort. All Executive models have the innovative Panamera air suspension, which combines excellent ride comfort with typical Porsche handling properties. Never before have luxury and comfort been so closely associated with such sporty driving performance.

Representing another step towards increasing performance and efficiency is the completely reengineered V6 bi-turbo engine with three litres of engine displacement, which is replacing the previous V8 engine of Panamera S and Panamera 4S in the new Gran Turismo. The engine’s key parameters are indicators of progress: 20 hp more power and 20 Newton metres more torque, but up to 18 per cent improved fuel economy compared to the V8 engine in the previous model.

The new Panamera underscores its exceptional positioning with an even more expressive design language in the style of the new generation of Porsche sports cars, which are marked by tauter lines, more powerful contours and newly designed body elements.

Finally, the 911, Boxster and Cayman model series have enjoyed increasing customer interest in China as well. This positive trend will now be further reinforced by intensive motorsport involvement by Porsche in Asia. In this context, Porsche President and CEO Matthias Müller presented two race cars on the evening before the auto show: along with the historic 936 Spyder – one of the most successful race cars in the world –, he introduced the new Porsche 911 RSR which is the fastest 911 ever. At the beginning of November, the Porsche 911 RSR will go to the start of the Six-Hour Race in Shanghai.

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« Timo Bernhard et Romain Dumas comptent parmi les pilotes de course les plus rapides et les plus expérimentés du monde. Je suis ravi à l’idée qu’ils défendront tous les deux les couleurs de la marque à partir de 2014 au Championnat du monde d’endurance et sur les 24 Heures du Mans », a déclaré Wolfgang Hatz, membre du Directoire de Porsche AG en charge de la Recherche et du Développement. « S’il est une qualité commune que j’apprécie particulièrement chez eux, c’est leur compétence en tant que pilote d’essai. Tous les deux sont déjà très impliqués dans le programme de développement de nos nouvelles voitures, et dès cet été, ils suivront un programme d’essai intensif », a déclaré Fritz Enzinger, responsable du projet LMP1.

Timo Bernhard est issu du programme de promotion des jeunes pilotes au sein de Porsche. En 1999, alors qu’il a 18 ans, Porsche repère son talent et lui fait rejoindre l’équipe de pilotes Juniors Porsche pour le former comme pilote professionnel. En 2002, Timo Bernhard signe un contrat de pilote d’usine et commence à aligner victoires et titres de champion dans le monde entier. En 2010, ses nombreuses victoires lui ont valu d’être élu « Sportif automobile de l’année » par le célèbre club automobile allemand ADAC. Timo Bernhard est le seul pilote à pouvoir se prévaloir d’une victoire générale obtenue dans les quatre classiques les plus prestigieuses de la course automobile d’endurance : il remporte les 24 Heures du Mans en 2010, les 24 Heures de Daytona en 2003, les 12 Heures de Sebring en 2004 et les 24 Heures du Nürburgring à cinq reprises – un autre record.

Romain Dumas fait partie des pilotes d’usine Porsche depuis 2004. Il a auparavant couru notamment en Formule 3 et en Formule 3000, et s’est distingué lors de compétitions GT internationales ainsi qu’à la Porsche Carrera Cup Allemagne. C’est l’un des pilotes les plus expérimentés des 24 Heures du Mans, sa course préférée, à laquelle il a déjà participé à douze reprises. En 2010, c’est au volant d’une Audi qu’il remporte la victoire générale au classement avec Timo Bernhard. Les deux pilotes ont également remporté ensemble de nombreuses victoires aux États-Unis avec le prototype sport RS Spyder. En 2007 et 2008, les deux pilotes d’usine Porsche décrochent la victoire avec maestria lors des American Le Mans Series. Romain Dumas a en outre été le coéquipier de Timo Bernhard pour quatre de ses cinq victoires lors des 24 Heures du Nürburgring. En 2010, Romain Dumas décroche également la victoire au classement général à Spa, au volant d’une Porsche 911.

Pour plus de renseignements, n’hésitez pas à contacter le Service Presse de Porsche France au 01.55.19.91.40

Pour information, les visuels sont téléchargeables sur notre base presse à l’adresse suivante : presse.porsche.de

With 54 victories and numerous championships, the Porsche 962 that was used in races starting in 1984 is probably one of the most successful racing sports cars of all time. The Porsche dual-clutch transmission was first developed for the 962. The gearbox construction stood the test in the long-distance world championship. It was not developed for standard production at that time because the electronics and the computer capacities were not yet fully mature technically to meet the high comfort standards for operation in a road vehicle.

2008: first PDK for sports cars in the 911 Carrera

With progress made in the development of control electronics, this changed after the new millennium was hailed in. Porsche took up the development again and presented the first dual-clutch transmission for production sports cars in the 911 Carrera in 2008. It replaced the conventional Tiptronic S automatic gearbox and has been perfectly custom-fit for the sports cars: The Porsche Doppelkupplung combines dynamic driving performance and the excellent mechanical efficiency of a manual transmission with the great shift and driving comfort of an automatic gearbox. Right from the beginning, the PDK was able to shift gears up to 60% faster than an automatic gearbox. It facilitated gear shifts without any interruptions in propulsive power and reduced fuel consumption.

The PDK gears are divided into two half gearboxes connected to the engine through two parallel powershift clutches. The odd-numbered gears and reverse gear are connected to clutch I – this package is the first half gearbox. Clutch II engages the even-numbered gears, making for the second half gearbox. In principle, the individual gears are selected via shift forks as in a mechanical manual transmission, which are activated electro-hydraulically, however, in the PDK. Gears one to six are designed for a sporty performance – the vehicles reach top speed in the sixth gear. The seventh gear has a long gear ratio for saving fuel.

The PDK was greeted by customers with praise from the very onset. One year after the 911 Carrera received the new gearbox as an option, it was also optionally installed in the Boxster and Cayman. When the Panamera had its world premiere in 2009, all three starting models were already equipped with the dual-clutch transmission as standard. Although the PDK works the same in all three model ranges, it's a specific development for each of the three model families due to the fact alone that they feature three different drive systems.

2013: comeback of the PDK in the 911 GT3 able to meet the needs of the circuit course

With the new 911 GT3, the capabilities of the PDK have reached a new level. Our motorsports engineers have thoroughly reworked the dual-clutch transmission mechanically and in terms of controls especially for the high-performance sports car. The result is a transmission that offers the driver all the features that count for driving performance taken over from the previous manual transmission, augmented by the performance advantages of the PDK. Thus it can be driven on circuit courses like a sequential gearbox – with even more potential and emotional driving fun.

“Lightning shifts” with extremely short response and shift times

Shift strategy and response time of the PDK in the 911 GT3 have been systematically developed for performance and are fundamentally different from those of other Porsche sports cars. The driver can feel it especially with manual upshifts in the form of a “lightning shift”: Response times of under 100 milliseconds are possible. For boosting the driving performance, the lightning shifts are done with a torque increase, and the gear shifts are translated with a highly dynamic adjustment of the engine revs to the newly selected gear. Shift times are in ranges that were reserved to motor sports up to now.

Paddle neutral: decoupling function with the PDK of the 911 GT3

The driving performance of a sports car driven for optimal lap times is also determined by the clutch. Hence the PDK in the 911 GT3 has a “paddle neutral” function. If the driver pulls both shift paddles concurrently, the clutches of the PDK are opened and the force flow between engine and powertrain is interrupted. If both shift paddles are released again, the clutch closes with lightning speed when the PSM is switched off. If the PSM is activated, the clutch also closes quickly but not so pulse-like.

This function essentially offers two advantages: If the vehicle understeers, for instance on a wet road in a curve, the driver can neutralise by pulling the paddles, thus building up additional cornering force on the rear axle wheels. The second aspect refers to influencing the driving dynamics individually through the pulse-like onset of the drive power when coupling. Comparable to a traditional clutch in conjunction with a manual transmission, the rear of the vehicle can be consciously destabilised when turning.

Adaptive gear shifting with sporty strategies

The PDK offers the driver of the new 911 GT3 the alternative of leaving the shifting to the adaptive transmission control. Basically, the DSG of the new 911 GT3 has only two shifting strategies: Sports and Race Track. With them, the gear shifts in the new 911 GT3 are always quick. Shift processes and shift points get their bearings from the driving dynamics of the driver. In the Race Track mode, the PDK follows shift maps that are tailored to the requirements of pure circuit course operation. The gears are held longer and upshifts are carried out only with higher torques. The circuit course alignment also means that the shift program remains performance-oriented even with a moderately sporty driving style. Thus the high-performance sports car always moves within performance-driven operating points, and an increased propulsive power potential is available at every moment without the driver having to shift gears.

Shorter gear ratios: faster times on the Nürburgring Northern Loop

The mechanical changes of the 911 GT3-PDK in comparison to the dual-clutch transmissions in the other Porsche models affect mainly their internal structure. By using lighter gear wheels and gear sets, the torque dynamism of the high-torque engine is optimally supported. Moreover, the total weight of the PDK was reduced by two kilogrammes. Shorter gear ratios result in an entirely new characteristic; the 911 GT3 reaches top speed in the seventh and highest gear. In conjunction with the rear axle ratio that was shortened by 15%, the new 911 GT3 features significantly shorter total ratios in all gears than the 911 Carrera models.

As a result, the driving performance of the new 911 GT3 again sets records. Two values in particular are influenced by the PDK: With full acceleration, the 911 GT3 reaches the 100 km/h mark in 3.5 seconds and accelerates to 200 in less than twelve seconds. And the new 911 GT3 masters the Nürburgring Northern Loop, the admittedly most difficult race course in the world, in under 7 minutes and 30 seconds.

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“The success of the first quarter encourages us to implement our Strategy 2018 systematically,” said Bernhard Maier, Member of the Executive Board Sales and Marketing of Dr. Ing. h.c. F. Porsche AG. “Our responses to the uncertainties on the market are products that induce great enthusiasm in customers, such as the new Panamera as well as a highly motivated workforce.”

Porsche registered a heightened customer interest in the rear-engine and mid-engine models on the Chinese market: one third more Boxster, Cayman and 911 vehicles were delivered in the first quarter of 2013. All in all, Porsche sold 8,844 cars in China during this period – an increase by one fourth in comparison to the first quarter of 2012. At the end of the month, the new generation of the Panamera – with which Porsche launches the first plug-in hybrid worldwide in the luxury class – will have its world premiere at the Auto China in Shanghai, which opens on April 21, 2013.

The demand for the 911 continues unabated: from January through March, Porsche delivered 7,230 models of the sports car icon – an increase of 18.6 per cent compared to the first three months of the previous year. The Cayenne also continued to expand its market position: Around 20,000 vehicles of the sporty SUV have been handed over to customers so far this year.

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The most important dates for the first half of the year are already set, starting with the “Langenburg Historic” from 19 to 21 April. This event will see a very special meeting - Jürgen Barth will pilot the Porsche 718 W-RS Spyder. His father, Edgar Barth, won the European Mountain Championship in 1963 in “Grandmother,” as Porsche mechanics named the car due to its unusually long motorsports tenure (1961-1964). Jürgen Barth celebrated his greatest successes in 1977 when he won the 24 Hours of Le Mans and in 1980 when he won the 1000 km at Nürburgring.

From 16 to 19 May the Porsche Museum will participate in the legendary 1000 miles of the Mille Miglia with an impressive line-up of two Porsche 550 Spyders, two
356 Coupés and a 356 Speedster. The competition route takes the most picturesque roads from Brescia to Rome and back, and is one of the most important events in the Porsche Museum’s calendar. The Mille Miglia remains a challenge for cars and drivers even today, as its 1000 mile route must be completed in three days, and usually crosses several different weather zones.

On 23 June 2013 the Porsche Museum will send two racing classics to Le Mans. This year the 24 Hours of Le Mans, a leading endurance race that Porsche has dominated since 1970 with 16 overall victories, will celebrate its 90th birthday. Naturally the legendary Porsche 917 KH cannot fail to make an appearance. In 1970, after 343 laps and exactly 4607.811 kilometres, Hans Herrmann and Richard Attwood were first across the finish line in their Porsche 917 KH with the number 23. At Le Mans, visitors and fans can meet former Porsche Works race driver and long-distance specialist Hans Herrmann, who won over 80 overall and category victories. A 1987 Porsche 962 will also be on hand, representing the several 956/962s that took seven Le Mans wins before 1994.

The Goodwood “Festival of Speed” would be inconceivable without Porsche. Starting in 1993 this annual motorsports event has been held on the estate of Lord March in West Sussex. This year, the 20th Festival will be take place from 11 to 14 July. The “50 years of the 911” anniversary will be a central part of it. Visitors can look forward to demonstration runs with seven stock and racing vehicles from seven generations of the 911, as well as a 917 KH, 962, 911 GT1 ‘98, 917/30 and 935/78 “Moby Dick.” There will also be a 936 Spyder, whose three Le Mans victories make it one of the most successful Porsches.

The first half of the year will be capped off with the “Solitude Revival” from 19 to 21 July, which will see various Porsche 911s, a 718 Formula 2 and the 356 Abarth in action before the gates of Stuttgart. Prominent former race drivers will be in attendance as well, from Hans Herrmann to Kurt Ahrens to Eberhard Mahle, recalling the legendary Solitude wins of the past. In addition to the Porsche Museum, experts from the company’s Exclusive and Classic departments will also take part in the event.

Porsche is going its own way with the Rolling Museum concept. Almost all of the museum pieces are road-ready, and thus meet the original purpose for which they were built – they drive. Before and during every run, specialists at the Museum workshop make sure the rolling Porsche historical ambassadors are ready for the next event. Thus, the Porsche Museum stands for variety and living history like few other automobile museums do. Instead of a conventional static exhibit, its constantly rearranged and revised showpieces offer a dynamic view of sports car history.

The Porsche Museum is open Tuesday to Sunday from 9:00 am to 6:00 pm. More information is available at www.porsche.com/museum.