RE: Chris Harris video: Porsche 918 Spyder
Discussion
Mastodon2 said:
Stunning. And the fact it can do 07:14 with it's huge weight just shows what an incredible job Porsche have done with it.
To be fair the Nissan GTR weighs more and posted a 7.22 in semi-wet conditions (according to Wiki)The new engine is very fuel efficient and light to start with. With the focus of this car being on economy, I do wonder how it would score on the combined cycle without the electical gubbins. I'd expect it to be very very good on fuel. Good enough to compare with "everyday cars", and isn't this what they are trying to achieve?
I understand the technical concept and what this will teach Porsche, but I think a lot more development on fuel efficiency and petrol engines could be the way to go at the moment.
Also, I liked the comment about the rev counter
its something I would say.I've watched the video and you have to be impressed with what's been achieved here and it's as far removed from a Prius as you can get so I'm in favour of the hybrid combo here.
What doesn't compute from 28 years of driving is how you 'engage race mode' and having started a cold engine, can thrash the nuts off it and says it's ok ? What happend to driving like your mother for the first 15 minutes after start to bring the fluids up to temp and make sure the metal bits have expanded to the proper shape before you try to launch a conrod through the block?
Still, very impressive and a great video.
Dave.
What doesn't compute from 28 years of driving is how you 'engage race mode' and having started a cold engine, can thrash the nuts off it and says it's ok ? What happend to driving like your mother for the first 15 minutes after start to bring the fluids up to temp and make sure the metal bits have expanded to the proper shape before you try to launch a conrod through the block?
Still, very impressive and a great video.
Dave.
I think Porsche are being very smart.
As cities start to look at zero-emissions zones and other tight restrictions.
This allows the modern supercar driver to hop into their 918 outside their Mayfair townhouse, cruise around on electric power paying no charges, keeping the greenies and taxman happy - then press the fun button and blast out to the country pad.
As cities start to look at zero-emissions zones and other tight restrictions.
This allows the modern supercar driver to hop into their 918 outside their Mayfair townhouse, cruise around on electric power paying no charges, keeping the greenies and taxman happy - then press the fun button and blast out to the country pad.
"first cold start of the day" will always run the IC engine until the cats have lit off and the fluid temps have become non-critical (usually around 60-60degC coolant). They claim 70g/km which is comenserate with running the engine initally and doing SOC maintance during the higher load portions of the EUDC cycle. They also claim a max of 150kph in electric only mode, which is sufficient to do the entire EUDC 'lecy only (max 118kph), but the small battery (6.8kWh, although doesn't specify if that is the working window or the nominal capacity) and resultant low Electric only range (25Km) means the car can only do a couple of electric only drive cycles before the enginemust start and SOC maintainance begins.
Well, if you anyone was wondering what a 580bhp/369lbft 4.6-litre engine revving to 9000rpm in 1200kgs would be like. I'd say pretty good on the track where you can use all the revs, but pretty s
t on the road I can't imagine that the bottom end torque would be up to much.
The power train is complimentary. The electric gives torque from zero and the Engine gives torque at the top end.
Despite the fact the electric adds 500Kgs, I expect the torque to weight ratio is better with the electric.
t on the road I can't imagine that the bottom end torque would be up to much.The power train is complimentary. The electric gives torque from zero and the Engine gives torque at the top end.
Despite the fact the electric adds 500Kgs, I expect the torque to weight ratio is better with the electric.
Great vid.
Chris, I actually much prefer your ride along vids to the ones where you drive the car yourself!
More of these please.
Initially I thought the mpg's and emissions were pointless in a hypercar, and I guess they are, but I suppose it makes sense and it is the future.
In 5-10yrs time we'll maybe see a Boxster with this technology - i.e. a 350bhp car with super low c02 that does 60mpg or something
PS I can't understand how some people are slagging the styling of this car.
I think its one of the nicest looking cars ever.
Chris, I actually much prefer your ride along vids to the ones where you drive the car yourself!
More of these please.
Initially I thought the mpg's and emissions were pointless in a hypercar, and I guess they are, but I suppose it makes sense and it is the future.
In 5-10yrs time we'll maybe see a Boxster with this technology - i.e. a 350bhp car with super low c02 that does 60mpg or something
PS I can't understand how some people are slagging the styling of this car.
I think its one of the nicest looking cars ever.
Max_Torque said:
"first cold start of the day" will always run the IC engine until the cats have lit off and the fluid temps have become non-critical (usually around 60-60degC coolant). They claim 70g/km which is comenserate with running the engine initally and doing SOC maintance during the higher load portions of the EUDC cycle. They also claim a max of 150kph in electric only mode, which is sufficient to do the entire EUDC 'lecy only (max 118kph), but the small battery (6.8kWh, although doesn't specify if that is the working window or the nominal capacity) and resultant low Electric only range (25Km) means the car can only do a couple of electric only drive cycles before the enginemust start and SOC maintainance begins.
150kph.......That's about all I understood from that comment
davejw said:
I've watched the video and you have to be impressed with what's been achieved here and it's as far removed from a Prius as you can get so I'm in favour of the hybrid combo here.
What doesn't compute from 28 years of driving is how you 'engage race mode' and having started a cold engine, can thrash the nuts off it and says it's ok ? What happend to driving like your mother for the first 15 minutes after start to bring the fluids up to temp and make sure the metal bits have expanded to the proper shape before you try to launch a conrod through the block?
Still, very impressive and a great video.
Dave.
The engine may have been running just moments ago with the previous journo ride, i.e already up to temperature.What doesn't compute from 28 years of driving is how you 'engage race mode' and having started a cold engine, can thrash the nuts off it and says it's ok ? What happend to driving like your mother for the first 15 minutes after start to bring the fluids up to temp and make sure the metal bits have expanded to the proper shape before you try to launch a conrod through the block?
Still, very impressive and a great video.
Dave.
stevesingo said:
Well, if you anyone was wondering what a 580bhp/369lbft 4.6-litre engine revving to 9000rpm in 1200kgs would be like. I'd say pretty good on the track where you can use all the revs, but pretty st on the road I can't imagine that the bottom end torque would be up to much.
The power train is complimentary. The electric gives torque from zero and the Engine gives torque at the top end.
Despite the fact the electric adds 500Kgs, I expect the torque to weight ratio is better with the electric.
Thats a very good point that I overlooked.t on the road I can't imagine that the bottom end torque would be up to much.The power train is complimentary. The electric gives torque from zero and the Engine gives torque at the top end.
Despite the fact the electric adds 500Kgs, I expect the torque to weight ratio is better with the electric.
Thanks Chris, a great video.
I am in two minds about the car. On the one hand, it is, by any measure, a fantastic piece of engineering. The integration of the systems will be seamless, and the car's performance will eclipse the CGT for sure. On the other hand, I think it has lost a lot of the purity that makes the CGT very special.
I noted on a recent thread on the Porsche forum that in some respects the 918 is step backwards from the CGT. For example, the suspension is outboard, not inboard as on the CGT, due to packing constraints. I was surprised to read that the OEM wheel is aluminium (not magnesium, although it is an option). The engine is impressive for sure, but is not actually the RS Spyder engine, whereas the CGT's engine was built for one purpose - to win Le Mans (although thanks to rule changes it never raced). The V10 CGT also sounds so much better than the flat plane crank V8 of the 918. And then there is the weight - 1,700kg is seriously impressive for a hybrid of this complexity, but will it possible to hide the extra 320kg over the CGT? Finally, much as I know PDK is fantastic step forward in gearchanging efficiency, I think the CGT has one of the best manual shifts ever with its Flexball linkage and ceramic clutch which is so satisfying to use.
I know I am biased - I am lucky enough to drive a CGT. But for me the CGT is Porsche's F40 - super simple, super pure - a racing chassis, a racing engine, lightweight and rewards a driver who like to be involved in the process of driving quickly.
All that said, I can't help but admire Porsche for the 918 and completely understand the design rationale in a modern, responsible age.
Finally, on Nurburgring lap times, the CGT achieved 7.29 in the hands of Marc Basseng (another superb VLN driver). The car was a bit soft for his taste, and was running OEM Michelin Pilot Sport 2 tyres, which are not the best on track (they go "off" quite quickly). The 918 has done 7.14, with no doubt much stickier tyres. Let's allow 6 seconds for the tyres (it is probably more), then the gap is just 9 seconds. This is the video of Basseng's lap - wonderful driving.
http://www.youtube.com/watch?v=zKApgEnmmNw&pla...
Cheers
I am in two minds about the car. On the one hand, it is, by any measure, a fantastic piece of engineering. The integration of the systems will be seamless, and the car's performance will eclipse the CGT for sure. On the other hand, I think it has lost a lot of the purity that makes the CGT very special.
I noted on a recent thread on the Porsche forum that in some respects the 918 is step backwards from the CGT. For example, the suspension is outboard, not inboard as on the CGT, due to packing constraints. I was surprised to read that the OEM wheel is aluminium (not magnesium, although it is an option). The engine is impressive for sure, but is not actually the RS Spyder engine, whereas the CGT's engine was built for one purpose - to win Le Mans (although thanks to rule changes it never raced). The V10 CGT also sounds so much better than the flat plane crank V8 of the 918. And then there is the weight - 1,700kg is seriously impressive for a hybrid of this complexity, but will it possible to hide the extra 320kg over the CGT? Finally, much as I know PDK is fantastic step forward in gearchanging efficiency, I think the CGT has one of the best manual shifts ever with its Flexball linkage and ceramic clutch which is so satisfying to use.
I know I am biased - I am lucky enough to drive a CGT. But for me the CGT is Porsche's F40 - super simple, super pure - a racing chassis, a racing engine, lightweight and rewards a driver who like to be involved in the process of driving quickly.
All that said, I can't help but admire Porsche for the 918 and completely understand the design rationale in a modern, responsible age.
Finally, on Nurburgring lap times, the CGT achieved 7.29 in the hands of Marc Basseng (another superb VLN driver). The car was a bit soft for his taste, and was running OEM Michelin Pilot Sport 2 tyres, which are not the best on track (they go "off" quite quickly). The 918 has done 7.14, with no doubt much stickier tyres. Let's allow 6 seconds for the tyres (it is probably more), then the gap is just 9 seconds. This is the video of Basseng's lap - wonderful driving.
http://www.youtube.com/watch?v=zKApgEnmmNw&pla...
Cheers
I agree with the Chief Engineer - the lightweight, high output hyper car has been done already; even Porsche did it a decade ago with the Carrera GT (one of my favourite cars ever I might add)...but we do need something new.
Just think what they'll be able to do when they can incorporate F1-level KERS - those systems weigh just 25kg for 400kJ.
Just think what they'll be able to do when they can incorporate F1-level KERS - those systems weigh just 25kg for 400kJ.
Gassing Station | General Gassing | Top of Page | What's New | My Stuff