2011 Audi R18 Race supercar

Having succeeded with the R8, R10 TDI and R15 TDI models as the world’s most important endurance race car as many as nine times, Audi is aiming for its tenth Le Mans success in 2011 with its R18 Racecar. Audi is planning to field three Audi R18 cars at Le Mans, which will be entered by Audi Sport Team Joest, the most successful Le Mans team of all time.

Through the innovative V6 TDI engine for the Le Mans 24 Hours, motorsport is yet again performing pioneering work for the production arm at Audi where there is a growing trend towards smaller, more economical but yet powerful engines. Another new development is the six-speed transmission in the R18 which has been specifically modified for use with the smaller engine.
The R18 benefits from the chassis and aerodynamics package containing a lot of know-how from the R8, the R10 TDI and the R15 TDI whereas the fitting of identically sized front and rear wheels is new to an Audi Le Mans sports car. This configuration allows a more balanced weight distribution.
The R18’s headlights, which are the first to completely consist of LEDs with optimized amount of light, are a technical highlight. The new generation of headlights was developed in close cooperation between Audi Sport and the Technical Development (TE) division of AUDI AG and by using at Le Mans, will be prepared for future use in production vehicles.

2011 Audi R18 Race supercar

Having succeeded with the R8, R10 TDI and R15 TDI models as the world’s most important endurance race car as many as nine times, Audi is aiming for its tenth Le Mans success in 2011 with its R18 Racecar. Audi is planning to field three Audi R18 cars at Le Mans, which will be entered by Audi Sport Team Joest, the most successful Le Mans team of all time.

Through the innovative V6 TDI engine for the Le Mans 24 Hours, motorsport is yet again performing pioneering work for the production arm at Audi where there is a growing trend towards smaller, more economical but yet powerful engines. Another new development is the six-speed transmission in the R18 which has been specifically modified for use with the smaller engine.
The R18 benefits from the chassis and aerodynamics package containing a lot of know-how from the R8, the R10 TDI and the R15 TDI whereas the fitting of identically sized front and rear wheels is new to an Audi Le Mans sports car. This configuration allows a more balanced weight distribution.
The R18’s headlights, which are the first to completely consist of LEDs with optimized amount of light, are a technical highlight. The new generation of headlights was developed in close cooperation between Audi Sport and the Technical Development (TE) division of AUDI AG and by using at Le Mans, will be prepared for future use in production vehicles.

2011 Porsche 911 GT3 RSR

2011 Porsche 911 GT3 RSR
The Porsche 911 GT3 RSR takes off into the new motorsport season with extensive modifications. The 2011 version of the world’s most successful GT race car celebrated its international premiere at the “Night of Champions” party held at the R&D Centre in Weissach to mark the end of the motorsport season. Priority in the further development of the GT3 RSR was given to the newly designed aerodynamics at the front and rear, changes to the suspension kinematics and to the engine.

The 4.0-litre, six-cylinder boxer engine now delivers 455 hp (355 kW) at 7,800 revs, five horsepower more than its predecessor. The power increase results from an engine management system which adapts even better to different fuel grades, as well as a redesigned exhaust system and a modified air intake housing. Moreover, the driveability of the famously efficient engine has undergone further improvements. Maximum revs remain unchanged at 9,400 rpm.

Clearly visible are the modifications to the front. A new front lip provides higher downforce at the front axle. The front wheels are now wider with the rims growing from 11 to 12 inches giving additional grip and less of an understeering tendency. The position of the rear wing and the shape of the wing mounting also underwent optimisation and were adapted to the new rear fairing with additional air outlet louvers. The rear lid was also redesigned for optimised air ducting. Like the 911 GT3 Cup and the GT3 R, the RSR has now been equipped with the LED rear lights taken from the latest 911 road-legal cars.

The 911 GT3 RSR joins the 911 GT3 R and the 911 GT3 Cup as the top model of Porsche Motorsport’s product range. The successful long distance racer from Weissach can be ordered now at a price of 410,000 Euro plus country-specific value added tax. All 2011 modifications are available as a kit for GT3 RSR cars from the 2010 season.

2011 Porsche 911 GT3 RSR

2011 Porsche 911 GT3 RSR
The Porsche 911 GT3 RSR takes off into the new motorsport season with extensive modifications. The 2011 version of the world’s most successful GT race car celebrated its international premiere at the “Night of Champions” party held at the R&D Centre in Weissach to mark the end of the motorsport season. Priority in the further development of the GT3 RSR was given to the newly designed aerodynamics at the front and rear, changes to the suspension kinematics and to the engine.

The 4.0-litre, six-cylinder boxer engine now delivers 455 hp (355 kW) at 7,800 revs, five horsepower more than its predecessor. The power increase results from an engine management system which adapts even better to different fuel grades, as well as a redesigned exhaust system and a modified air intake housing. Moreover, the driveability of the famously efficient engine has undergone further improvements. Maximum revs remain unchanged at 9,400 rpm.

Clearly visible are the modifications to the front. A new front lip provides higher downforce at the front axle. The front wheels are now wider with the rims growing from 11 to 12 inches giving additional grip and less of an understeering tendency. The position of the rear wing and the shape of the wing mounting also underwent optimisation and were adapted to the new rear fairing with additional air outlet louvers. The rear lid was also redesigned for optimised air ducting. Like the 911 GT3 Cup and the GT3 R, the RSR has now been equipped with the LED rear lights taken from the latest 911 road-legal cars.

The 911 GT3 RSR joins the 911 GT3 R and the 911 GT3 Cup as the top model of Porsche Motorsport’s product range. The successful long distance racer from Weissach can be ordered now at a price of 410,000 Euro plus country-specific value added tax. All 2011 modifications are available as a kit for GT3 RSR cars from the 2010 season.

Porsche Carrera GT new edition

Porsche Carrera GT
Released at the 2003 Geneva Auto Show, Porsche's Carrera GT was a final production version of the concept car first seen at the 2001 Paris Auto Salon. It was Porsche's first limited production supercar since 959 production stopped in 1988. At the time of launch, it was one of the few available products that rivaled the Ferrari Enzo.

Unlike the 911, which carried the company for four decades, the Carrera GT was complete bottom up design. Its styling was thankfully unchanged from Paris show car and departed from the traditional Porsche shape which the 959 couldn't escape.

Motivation for the Carrera GT came directly from Porsche's successful motor sports program and the Porsche WSC-95 Le Mans prototype. After winning Le Mans twice in 1996 and 1997, Porsche revived an old V10 engine for the 1999 season but it was shelved only two days into track testing. Fortunately, the 5.5 liter V10 was used in a one-of 2001 Paris Auto Salon concept car which was received well enough for production to begin two years later. Final Assembly commenced at Porsche's Leipzig plant and the car sold with an MSRP of $440,000 USD, $515,000 CAD, or €390,000.

Under the skin, the car used many modern hallmarks of motor sport engineering: a carbon fiber chassis, dry sump lubrication, inboard suspension and a mid-mounted engine that was engineered to sit as low as possible to ground. Careful attention was also paid to under tray airflow which could be managed better than the rear-engine 911.

A new V10

Porsche's V10 engine can trace its roots back to a unit developed in secret by Porsche for the Footwork Formula One team. This development halted in 1992, but was resurrected for a WSC-95 successor that was never completed. Bored out to 5.5 liters, this unit then found its way into the Carrera GT Prototype. When production commenced, it was modified by Porsche engineers to ensure more power and reliability. Such revisions included a larger displacement which offered more torque and driveability.

This engine is placed in the middle of the chassis in a three-point carbon subframe. This is unlike Paris Show Car which featured its V10 as a load bearing structure within the chassis. Had Porsche not used a subframe, noise leakage and vibration would have hampered interior comfort.
The intake system is equipped with Porsche's VarioCam technology found on the current 996 range. VarioCam continuously adjusts the angle of the intake camshaft to optimize performance and output.
Making the engine as light as possible was a primary goal. A light alloy crankcase and titanium connecting rods help the engine have a weight of 452 lbs (205 kg). Compare this to the Enzo's V12 weighing in at 496 lbs (225 kg).

6-Speed with a Ceramic Clutch

Power is transferred to the rear wheels through a newly developed six-speed manual transmission. Attached is a special clutch which has a reduced size and weight. Called Porsche Ceramic Composite Clutch (PCCC), this two-plate clutch is made of ceramic composites. Such materials not only help reduce the rotational masses of the clutch by a factor of ten, but offer less wear than conventional material. Combined with a lightweight flywheel, rotational mass of the engine is exceptionally light.

Another highlight of this clutch is its short diameter of only 6.5 inches (165 mm). At such a height, the transmission and engine are very short and mounted low in the chassis. Just how low? Well the crankshaft rotates just 4.0 inches (102 mm) from the floor and the transmission actually sits lower than the rear differential.

CFP Chassis

Providing a basis for the Carrera GT is a carbon fiber monocoque with carbon-fiber-reinforced plastic (CFP) sub frames. Among the carbon body and carbon frame, metal pieces are few and far between. For instance on the chassis, the front rails, a-post inserts, fuel cell and suspension are the only major non-carbon elements.

The chassis is manufactured by the ATR Composites Group. They are specialist Italian carbon fiber manufacturer which coincidentally make the tubs for the Ferrari Enzo. Production at ATR is two complete chassis per day.

A carbon rear sub frame isolates the entire drive train and rear suspension from the chassis. Having the engine completely supported CFP materials is new concept to production car manufacturing. It was concept developed by Porsche's Motor Racing Division and is subject to patent.
Suspension elements include double wishbones with inboard damper and springs on all four wheels. The inboard dampers and springs are actuated by pushrod and dampers like the setup used by every Formula One constructor.

Braking on all four corners is executed by the capable Porsche Ceramic Composite Brake (PCCB) system and for the first time on fifteen inch rotors. Consisting of ceramic discs and composite pads, the system is lightweight and resistant to corrosion. PCCB reduces the unsprung weight of the braking system by fifty percent. Four channel ABS comes standard.

Attached to the braking system are forged magnesium wheels which weigh less than the tires wrapped around them. Michelin makes the only tire approved for the Carerra GT. They feature a soft compound rubber on the outer one third of the tread. It is suggested by Porsche that these tires need replacement every 15000 miles.

Aerodynamics

A large rear wing provides down force at the rear of the car. As the car reaches 75 mph (120 km/h) it electro-hydraulically raises an additional 6 inches (16 cm) for increased stability. At top speed the combined down force of the front and rear wheels total 639 pounds (290 kgs).

Apart from the wing, most of the Carrera GT's down force comes from its under tray. The entire tray is manufactured from carbon fiber and is attached to the chassis, engine mounts and crash structure. Creating down force with such a device is efficient as it does not impair the car's drag coefficient. A diffuser and air flow ducts provide additional ground effect.

Further aerodynamic attention is applied to the lower wishbones. They are made of efficiently shaped steel tubes which do not interfere with the aerodynamics underneath the car.

Electronics

To ensure control under all situations, the Carrera GT has a four channel anti-lock braking system and anti-spin control (ASC) to prevent excessive wheel spin. Traction control is standard. 'Should he/she wish to enjoy the thrill of dynamic driving of the highest racing standard the driver can switch off the complete traction control function by pressing a button in the centre console.' says Porsche.

Comfort

Porsche describe the Carrera's clean interior as a function-oriented ambience and a cockpit free of all extraneous detail. Only high-tech materials such as carbon, magnesium and leather adorn most surfaces.

Information is clearly presented in a classic Porsche instrument cluster which replaces the LCD screen featured on the concept car. The car also uses the 911 steering wheel which doesn't follow the F1 trend to stick as many functions on the wheel as possible. This old-school approach is a refreshing change, contributing to the GT's ambiance and ensuring it will remain a timeless design.
Extending into the dash is a centre console covered in magnesium. Attached sits a birch/ash shifter which is the only piece of wood found in this carbon-laden car. It specifically pays homage to Porsche's 917 which sported a balsa-wood gear lever. Balsa was the optimum material for the job, it was extremely light, but most importantly added to the character of the 917.

Amenities such a Bose stereo system and air conditioning are optionally offered.

For closed top driving, two carbon fiber panels can be attached to the roof. At a low weight of just 6.4 lbs (2.4 kgs) each, these panels are easily removable and can be stored in the front luggage compartment.

Enzo vs Carrera

Comparison between the Carrera GT and Ferrari Enzo is inevitable. Both entered the market at the top of the product range and both place heavy emphasis on driver-oriented driving, but each executes this philosophy in a different way.

Where the Enzo has three driving modes, and a huge bevy of electronic systems, the Carrera is stripped down to basic performance. This is largely due to the fact that the Carrera only has a 6-Speed Manual whereas the Enzo is equipped with a paddle-shift, computer controlled, 6-speed sequential. Getting back to basics is somewhat cheaper, since the Carrera GT was $444,400 when new compared to the $660 000 USD Enzo.

With regards to pure performance, the Enzo does have 48 more horsepower (35.8 kW), and weighs 33 lbs (15 kgs) less which would make it win on any straight. The Carrera GT on the other hand, offers much more down force and might possibly catch up in the turns. In any case, if either car is superior, the margin is so narrow that it's more a question of driver skill.

Conclusion

Despite announcing a total production of 1500 units, only 1270 came from the factory in Saxony. Porsche stopped after airbag regulations changed in the US. It is also important to mention that the Carrera GT wasn't meant to become the fastest road legal supercar. Had Porsche tried to chase the McLaren's performance figures, production (planned at 1500 cars), profitability and comfort would have suffered.

Most cars came in the standard colors of Guards Red, Fayence Yellow, Basalt Black, GT Silver or Seal Grey, but custom colors were available.

Sources & Further Reading

Davis, Matt. 'Porsche Carrera GT'. Octane, December 2003.
Harris, Chris. 'The Dazzling Carrera'. Autocar, September 2003.
Kacher, Georg. 'The Porsche We've All Been Waiting For'. CAR.
Meaden, Richard. 'Super Ferry Animal'. EVO, November 2003.
Simister, John. 'Gunning for Enzo'. EVO.
Stout, Pete. 'Porsche's Pinnacle'. Excellence, December 2003.

Story by Richard Owen for Supercars.net

Porsche Carrera GT new edition

Porsche Carrera GT
Released at the 2003 Geneva Auto Show, Porsche's Carrera GT was a final production version of the concept car first seen at the 2001 Paris Auto Salon. It was Porsche's first limited production supercar since 959 production stopped in 1988. At the time of launch, it was one of the few available products that rivaled the Ferrari Enzo.

Unlike the 911, which carried the company for four decades, the Carrera GT was complete bottom up design. Its styling was thankfully unchanged from Paris show car and departed from the traditional Porsche shape which the 959 couldn't escape.

Motivation for the Carrera GT came directly from Porsche's successful motor sports program and the Porsche WSC-95 Le Mans prototype. After winning Le Mans twice in 1996 and 1997, Porsche revived an old V10 engine for the 1999 season but it was shelved only two days into track testing. Fortunately, the 5.5 liter V10 was used in a one-of 2001 Paris Auto Salon concept car which was received well enough for production to begin two years later. Final Assembly commenced at Porsche's Leipzig plant and the car sold with an MSRP of $440,000 USD, $515,000 CAD, or €390,000.

Under the skin, the car used many modern hallmarks of motor sport engineering: a carbon fiber chassis, dry sump lubrication, inboard suspension and a mid-mounted engine that was engineered to sit as low as possible to ground. Careful attention was also paid to under tray airflow which could be managed better than the rear-engine 911.

A new V10

Porsche's V10 engine can trace its roots back to a unit developed in secret by Porsche for the Footwork Formula One team. This development halted in 1992, but was resurrected for a WSC-95 successor that was never completed. Bored out to 5.5 liters, this unit then found its way into the Carrera GT Prototype. When production commenced, it was modified by Porsche engineers to ensure more power and reliability. Such revisions included a larger displacement which offered more torque and driveability.

This engine is placed in the middle of the chassis in a three-point carbon subframe. This is unlike Paris Show Car which featured its V10 as a load bearing structure within the chassis. Had Porsche not used a subframe, noise leakage and vibration would have hampered interior comfort.
The intake system is equipped with Porsche's VarioCam technology found on the current 996 range. VarioCam continuously adjusts the angle of the intake camshaft to optimize performance and output.
Making the engine as light as possible was a primary goal. A light alloy crankcase and titanium connecting rods help the engine have a weight of 452 lbs (205 kg). Compare this to the Enzo's V12 weighing in at 496 lbs (225 kg).

6-Speed with a Ceramic Clutch

Power is transferred to the rear wheels through a newly developed six-speed manual transmission. Attached is a special clutch which has a reduced size and weight. Called Porsche Ceramic Composite Clutch (PCCC), this two-plate clutch is made of ceramic composites. Such materials not only help reduce the rotational masses of the clutch by a factor of ten, but offer less wear than conventional material. Combined with a lightweight flywheel, rotational mass of the engine is exceptionally light.

Another highlight of this clutch is its short diameter of only 6.5 inches (165 mm). At such a height, the transmission and engine are very short and mounted low in the chassis. Just how low? Well the crankshaft rotates just 4.0 inches (102 mm) from the floor and the transmission actually sits lower than the rear differential.

CFP Chassis

Providing a basis for the Carrera GT is a carbon fiber monocoque with carbon-fiber-reinforced plastic (CFP) sub frames. Among the carbon body and carbon frame, metal pieces are few and far between. For instance on the chassis, the front rails, a-post inserts, fuel cell and suspension are the only major non-carbon elements.

The chassis is manufactured by the ATR Composites Group. They are specialist Italian carbon fiber manufacturer which coincidentally make the tubs for the Ferrari Enzo. Production at ATR is two complete chassis per day.

A carbon rear sub frame isolates the entire drive train and rear suspension from the chassis. Having the engine completely supported CFP materials is new concept to production car manufacturing. It was concept developed by Porsche's Motor Racing Division and is subject to patent.
Suspension elements include double wishbones with inboard damper and springs on all four wheels. The inboard dampers and springs are actuated by pushrod and dampers like the setup used by every Formula One constructor.

Braking on all four corners is executed by the capable Porsche Ceramic Composite Brake (PCCB) system and for the first time on fifteen inch rotors. Consisting of ceramic discs and composite pads, the system is lightweight and resistant to corrosion. PCCB reduces the unsprung weight of the braking system by fifty percent. Four channel ABS comes standard.

Attached to the braking system are forged magnesium wheels which weigh less than the tires wrapped around them. Michelin makes the only tire approved for the Carerra GT. They feature a soft compound rubber on the outer one third of the tread. It is suggested by Porsche that these tires need replacement every 15000 miles.

Aerodynamics

A large rear wing provides down force at the rear of the car. As the car reaches 75 mph (120 km/h) it electro-hydraulically raises an additional 6 inches (16 cm) for increased stability. At top speed the combined down force of the front and rear wheels total 639 pounds (290 kgs).

Apart from the wing, most of the Carrera GT's down force comes from its under tray. The entire tray is manufactured from carbon fiber and is attached to the chassis, engine mounts and crash structure. Creating down force with such a device is efficient as it does not impair the car's drag coefficient. A diffuser and air flow ducts provide additional ground effect.

Further aerodynamic attention is applied to the lower wishbones. They are made of efficiently shaped steel tubes which do not interfere with the aerodynamics underneath the car.

Electronics

To ensure control under all situations, the Carrera GT has a four channel anti-lock braking system and anti-spin control (ASC) to prevent excessive wheel spin. Traction control is standard. 'Should he/she wish to enjoy the thrill of dynamic driving of the highest racing standard the driver can switch off the complete traction control function by pressing a button in the centre console.' says Porsche.

Comfort

Porsche describe the Carrera's clean interior as a function-oriented ambience and a cockpit free of all extraneous detail. Only high-tech materials such as carbon, magnesium and leather adorn most surfaces.

Information is clearly presented in a classic Porsche instrument cluster which replaces the LCD screen featured on the concept car. The car also uses the 911 steering wheel which doesn't follow the F1 trend to stick as many functions on the wheel as possible. This old-school approach is a refreshing change, contributing to the GT's ambiance and ensuring it will remain a timeless design.
Extending into the dash is a centre console covered in magnesium. Attached sits a birch/ash shifter which is the only piece of wood found in this carbon-laden car. It specifically pays homage to Porsche's 917 which sported a balsa-wood gear lever. Balsa was the optimum material for the job, it was extremely light, but most importantly added to the character of the 917.

Amenities such a Bose stereo system and air conditioning are optionally offered.

For closed top driving, two carbon fiber panels can be attached to the roof. At a low weight of just 6.4 lbs (2.4 kgs) each, these panels are easily removable and can be stored in the front luggage compartment.

Enzo vs Carrera

Comparison between the Carrera GT and Ferrari Enzo is inevitable. Both entered the market at the top of the product range and both place heavy emphasis on driver-oriented driving, but each executes this philosophy in a different way.

Where the Enzo has three driving modes, and a huge bevy of electronic systems, the Carrera is stripped down to basic performance. This is largely due to the fact that the Carrera only has a 6-Speed Manual whereas the Enzo is equipped with a paddle-shift, computer controlled, 6-speed sequential. Getting back to basics is somewhat cheaper, since the Carrera GT was $444,400 when new compared to the $660 000 USD Enzo.

With regards to pure performance, the Enzo does have 48 more horsepower (35.8 kW), and weighs 33 lbs (15 kgs) less which would make it win on any straight. The Carrera GT on the other hand, offers much more down force and might possibly catch up in the turns. In any case, if either car is superior, the margin is so narrow that it's more a question of driver skill.

Conclusion

Despite announcing a total production of 1500 units, only 1270 came from the factory in Saxony. Porsche stopped after airbag regulations changed in the US. It is also important to mention that the Carrera GT wasn't meant to become the fastest road legal supercar. Had Porsche tried to chase the McLaren's performance figures, production (planned at 1500 cars), profitability and comfort would have suffered.

Most cars came in the standard colors of Guards Red, Fayence Yellow, Basalt Black, GT Silver or Seal Grey, but custom colors were available.

Sources & Further Reading

Davis, Matt. 'Porsche Carrera GT'. Octane, December 2003.
Harris, Chris. 'The Dazzling Carrera'. Autocar, September 2003.
Kacher, Georg. 'The Porsche We've All Been Waiting For'. CAR.
Meaden, Richard. 'Super Ferry Animal'. EVO, November 2003.
Simister, John. 'Gunning for Enzo'. EVO.
Stout, Pete. 'Porsche's Pinnacle'. Excellence, December 2003.

Story by Richard Owen for Supercars.net

Porsche Greenlights 918 Hybrid Supercar

It’s official: Porsche will build the 918 hybrid supercar.

The company’s board approved the project earlier today based upon “overwhelming response from the public and customers.” Those same customers must have very deep pockets, because the last we heard the Porsche 918 will cost something north of $600,000.

Be that as it may, it promises to be a sweet car.

The concept that Porsche unveiled earlier this year at the Geneva Motor Show raised a whole lotta eyebrows, and why wouldn’t it? Porsche promises exceptional performance along with stellar fuel economy and emissions.

We say “promises” because the car’s performance specs come from Porsche and, so far as we know, haven’t been independently verified. Porsche says the 918 will do zero to 100 km/hr in less than 3.2 seconds and hit a top speed of 198 mph. All that while emitting just 70 g/km of CO2 and consuming 3.0 liters per 100 kilometers. That works out to 78.4 mpg if our math is correct.

Porsche hasn’t said how it arrived at those emissions or fuel economy figures, but we’re betting that achieving them will require the very lightest touch on the accelerator and maximum electrical assistance.

The mid-engined roadster features a 500-horsepower V8 based upon the 3.4-liter mill found in the Porsche RS Spyder race cars. It’s also got a pair of electric motors; together they put down 218 horsepower. The car has four modes that range from full electric to “race,” which throws efficiency to the wind and uses the electric motors as a push-to-pass feature. (You can get more on the tech in this post.)

Porsche’s supervisory board directed its minions to “develop a production model based on the car already presented,” so the car we’ll see will bear at least some resemblance to what we saw in Geneva. It almost certainly will be a super limited edition model like the Carerra GT.

Still, there are at least 1,000 people out there interested in buying one, because that’s how many “hand-raisers” Porsche said it wanted to see before deciding whether to build the car.

Photo: Porsche

See Also:

    * Porsche 918 Spyder: The $630K Hybrid
    * Peek Inside Porsche’s Super Hybrids
    * 500-Horsepower Plug-In Porsche Makes Us Swoon
    * Video: Porsche’s Hybrid Racer Runs the ‘Ring
    * Hybrid Porsche Racer Makes the Podium

Porsche Greenlights 918 Hybrid Supercar

It’s official: Porsche will build the 918 hybrid supercar.

The company’s board approved the project earlier today based upon “overwhelming response from the public and customers.” Those same customers must have very deep pockets, because the last we heard the Porsche 918 will cost something north of $600,000.

Be that as it may, it promises to be a sweet car.

The concept that Porsche unveiled earlier this year at the Geneva Motor Show raised a whole lotta eyebrows, and why wouldn’t it? Porsche promises exceptional performance along with stellar fuel economy and emissions.

We say “promises” because the car’s performance specs come from Porsche and, so far as we know, haven’t been independently verified. Porsche says the 918 will do zero to 100 km/hr in less than 3.2 seconds and hit a top speed of 198 mph. All that while emitting just 70 g/km of CO2 and consuming 3.0 liters per 100 kilometers. That works out to 78.4 mpg if our math is correct.

Porsche hasn’t said how it arrived at those emissions or fuel economy figures, but we’re betting that achieving them will require the very lightest touch on the accelerator and maximum electrical assistance.

The mid-engined roadster features a 500-horsepower V8 based upon the 3.4-liter mill found in the Porsche RS Spyder race cars. It’s also got a pair of electric motors; together they put down 218 horsepower. The car has four modes that range from full electric to “race,” which throws efficiency to the wind and uses the electric motors as a push-to-pass feature. (You can get more on the tech in this post.)

Porsche’s supervisory board directed its minions to “develop a production model based on the car already presented,” so the car we’ll see will bear at least some resemblance to what we saw in Geneva. It almost certainly will be a super limited edition model like the Carerra GT.

Still, there are at least 1,000 people out there interested in buying one, because that’s how many “hand-raisers” Porsche said it wanted to see before deciding whether to build the car.

Photo: Porsche

See Also:

    * Porsche 918 Spyder: The $630K Hybrid
    * Peek Inside Porsche’s Super Hybrids
    * 500-Horsepower Plug-In Porsche Makes Us Swoon
    * Video: Porsche’s Hybrid Racer Runs the ‘Ring
    * Hybrid Porsche Racer Makes the Podium

Motorcycle Modifying

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Meet the 388HP V8-Powered and RWD Mercedes-Benz B55 【Video】

The regular Mercedes-Benz B-Class wasn’t exactly created with the motoring enthusiast’s needs in mind, but this one-off B55 special is another story. Trainees of Mercedes-Benzs Rastatt plant in Germany turned a B200 CDI diesel model into a full-blown sports car by planting in a 388 hp 5.5-liter V8 and transferring the drive from the front axle to the rear.

The idea of the project came from plant manager, Peter Wesp, while the execution fell on the shoulders of foremen Andreas Würz and Matt Rieger and a team of twelve second and third-year trainees specializing in production mechanics and automotive mechatronics.

via: carscoop




Press Release

B-Class with a V8 engine crafted by trainees in Rastatt

• Fulminating one-off: B 55 with a V8 engine and 388 hp

• Complete conversion in the training workshop

Spacious, innovative and safe, the compact models of the Mercedes A and B-Class score with their high practicality, and have found favour with more than 2.5 million customers as a result. An extraordinary one-off example has now been built at the Rastatt plant, and shows the B-Class in a completely new light: a B 55 with a V8 engine and rear-wheel drive.

The idea came from the Rastatt plant manager, Peter Wesp. He gave some of his staff the task of creating a very special vehicle on the basis of the B-Class - leaving it to their creativity to decide what and how. Andreas Würz, a foreman in the technical vocational training department, immediately took up the challenge. He took a very close look at this large compact model, enlisted the aid of a tape-measure and came up with an idea that not only surprised and delighted his boss and colleagues, but also the trainees: "Actually it should be possible to fit a V8 into the engine compartment."

Together with his fellow-foreman Matthias Rieger from the electrics/electronics installation section, he assembled a team of twelve second-year and third-year trainees specialising in production mechanics and automotive mechatronics. A book of specifications was drawn up:

• The spatial concept of the B-Class was to remain unchanged.

• On the outside too, there were only to be minor indications of the conversion work.

• The interior was to be upgraded in line with the new vehicle class being aspired to.

• And the result of the conversion was to be in large measure suitable for day-to-day driving.

HR manager Martin Spicale promised financial support, which made the project a feasible proposition in the first place. And a "victim" (Würz) for the conversion was also soon found: a B 200 CDI which had anyway been delegated to the training workshop for learning purposes. While the trainees completely disassembled the car, Würz went in search of a suitable engine and found what he was looking for. And no mistake: the 5.5-litre V8 developing 388 hp and 530 newton metres of torque was transplanted into the B-Class together with a seven-speed automatic transmission and the engine control unit. The latter proved to be quite a headache later on, as it had to be reprogrammed only to process signals from the driven rear axle.

Würz: "The V8 power unit fitted amazingly well, and we were even able to use the original engine mounts." There were serious problems with the steering, but here too, harmony was restored with a number of modifications. The exhaust system was a clever combination of various replacement part items, and took the form of a twin-pipe system emerging at the centre of the rear end. This is where the one-off, christened the B 55 gets its typical, burbling sound - once the ignition key has been turned, all heads in the vicinity are guaranteed to swivel simultaneously in the direction of the B-Class.

Intensive perusal of parts catalogues also solved the second major transplantation problem, namely the drive axle at the rear. It emerged that the rear axle of an older W 210 series E-Class would be a very good geometrical fit. Plant manager Wesp gave the go-ahead to obtain one, and Würz and his colleagues designed a subframe, which extensive forming and welding work allowed to be integrated into the B-Class bodyshell to receive the new rear axle. Elegantly concealed within the sandwich floor, the propshaft of the E-Class also fitted into the B-Class with no further modifications.

For the brakes the team also struck gold in the replacement parts catalogue, this time in the C32 AMG listing. Perforated and internally ventilated disc brakes in size 345 x 34 mm were implanted at the front, with perforated and internally ventilated disc brakes in size 300 x 30 mm at the rear. The system was combined with striking 8.5 x 18 AMG sports wheels in a five-spoke design shod with 235/40 ZR 18 Y tyres at the front and 9 x 18 wheels with 255/35 ZR 18 Y tyres at the rear. The maximum steering angle at the front axle was limited to suit. The team had recourse to a typical item from the tuner's toolbox for the suspension, installing a coil-over suspension by K&W.

Where the interior was concerned, friends from the training workshop in Sindelfingen were able to help, providing Alcantara linings for the A, B and C-pillars as well as a roof liner in the same, luxurious material. The seats in a leather/Alcantara combination were provided by the specialists at Johnson Controls, who are located on-site in Rastatt. The finishing touches were added to the B 55 in the paint shop of the Rastatt plant. In trendy white with dark-painted radiator louvres and smoked headlamp lenses, the B-Class cuts an imposing figure but only gives a discreet indication of the powerpack concealed beneath its bonnet.

The project team headed by foreman Würz are particularly proud that at 1620 kg, the weight of the B 55 is only around 180 kg greater than that of the original car. Which means that impressive performance figures can be expected. Würz: "We have not made any measurements yet, but we should manage a sprint to 100 km/h in under six seconds."

Plant manager Wesp is equally proud of the result: "The team of trainees has done a superb job, and placed a spotlight on the sporty genes of the B-Class that nobody could have imagined." Training manageress Manuela Rascher is likewise very pleased: "The B 55 shows what our training workshop can do.

And at the same time it clearly demonstrates that we not only offer young people high-quality professional training, but also highly unusual and exciting project work." Could it be that further projects of this nature are planned for the future? Rascher: "We may have some surprises in store..."

2011 GMC Sierra All Terrain HD Concept

GMC has unveiled the Sierra All Terrain HD Concept which is mentioned as the exploration of heavy-duty truck capability combined with greater off-road versatility, highlighted by a bold exterior design. The new 2011 Sierra HD also underpins the All Terrain HD concept, with a modified, production-based 4WD chassis and the Duramax diesel/Allison 1000 six-speed powertrain.
The Sierra All Terrain HD Concept features a unique five-foot, eight-inch Crew Cab/short box body configuration that supports a wheels-at-the-corners proportion. Shorter in overall length than production Sierra HD models, the concept features enhanced suspension and unique body dimensions, including increased ground clearance and wider track, as well as greater approach/departure angles to deliver off-road capability.
The Sierra All Terrain HD concept is propelled by the new, production 6.6L Duramax turbo-diesel V-8 and Allison 1000 six-speed automatic transmission powertrain combination offered in the 2011 Sierra HD trucks. The Duramax is rated at 397 horsepower (296 kW) and 765 lb.-ft. of torque (1,037 Nm). The 6.6L Duramax is more fuel-efficient – with up to 11% greater fuel economy than previous versions – and reduces NOx emissions by up to 63%.
With the same proven powertrain as production Sierra HD trucks, the All Terrain HD delivers comparable hauling and towing capabilities, including: est. payload capacity of 2,700 pounds (1,225 kg), est. conventional towing capacity of 13,000 pounds (5,896 kg), and est. fifth-wheel towing capacity of 15,600 pounds (7,076 kg).

The Sierra All Terrain HD also features four-wheel drive, with automatic locking front and rear differentials, while the 14-inch, four-wheel disc brake system from the production Sierra HD provides the stopping power for this unique off-roader.

2011 GMC Sierra All Terrain HD Concept

GMC has unveiled the Sierra All Terrain HD Concept which is mentioned as the exploration of heavy-duty truck capability combined with greater off-road versatility, highlighted by a bold exterior design. The new 2011 Sierra HD also underpins the All Terrain HD concept, with a modified, production-based 4WD chassis and the Duramax diesel/Allison 1000 six-speed powertrain.
The Sierra All Terrain HD Concept features a unique five-foot, eight-inch Crew Cab/short box body configuration that supports a wheels-at-the-corners proportion. Shorter in overall length than production Sierra HD models, the concept features enhanced suspension and unique body dimensions, including increased ground clearance and wider track, as well as greater approach/departure angles to deliver off-road capability.
The Sierra All Terrain HD concept is propelled by the new, production 6.6L Duramax turbo-diesel V-8 and Allison 1000 six-speed automatic transmission powertrain combination offered in the 2011 Sierra HD trucks. The Duramax is rated at 397 horsepower (296 kW) and 765 lb.-ft. of torque (1,037 Nm). The 6.6L Duramax is more fuel-efficient – with up to 11% greater fuel economy than previous versions – and reduces NOx emissions by up to 63%.
With the same proven powertrain as production Sierra HD trucks, the All Terrain HD delivers comparable hauling and towing capabilities, including: est. payload capacity of 2,700 pounds (1,225 kg), est. conventional towing capacity of 13,000 pounds (5,896 kg), and est. fifth-wheel towing capacity of 15,600 pounds (7,076 kg).

The Sierra All Terrain HD also features four-wheel drive, with automatic locking front and rear differentials, while the 14-inch, four-wheel disc brake system from the production Sierra HD provides the stopping power for this unique off-roader.