So I landed on Valencia last week knowing one thing: that for all its fanfare and astonishing statistics, the Porsche I had most been looking forward to driving in 2013 was not
the 918 hypercar
, but the decidedly blue collar (it's all relative)
991 GT3
This was a mostly track-based event, completely track-based for us because we wouldn't have the time to shoot a video and head out onto the roads. Seems strange to admit that I can't tell you what the 918 is like on the public highway, but I suppose you want to know what it's really like to drive.
We've all read endless tech stories and we all understand that the 918 is a proper plug-in hybrid, unlike the KERS equipped DieFerrari and P1. Suppose we ought to see what it's like from behind the wheel.
887hp makes 918 'naffing fast'
Alarmingly fast, is the first observation. More on this in the forthcoming video but the way these finished versions drive really does bear little resemblance to the pre-series cars we sampled earlier in the year.
For fast laps, I drove the 918 in Race mode, using both electric and fossil power, but still allowing some energy recuperation. The straight-line performance is hypercar standard: 0-62mph in 2.6 seconds, 0-125mph in 7.3 seconds. I was driving a non-Weissach package car, which means 40kg more weight.
Even on an open, unintimidating circuit like Valencia, the 918 shrinks the straight bits between corners like few cars I've driven. Throttle (and motor) response is seemingly instant, but it's the seamless interplay between electricity and combustion that renders this car a masterpiece and, I think, should leave all us flat-earthers mighty relieved about the future of the fast car. The front axle and rear axle motors punt the 918 out of turns with such violence that following a new 991 Turbo S becomes a complete pain. You have to back-off to avoid clouting the back of it.
The noise from here is epic - video next week!
And then as the electric shove recedes, the flat-plane V8 comes to life, pulling hard from 4,500rpm, then building and building until 8,000rpm - whereupon it then yelps to 9,000rpm and the driver has to pull a lever to upshift, or just leave the superb PDK transmission to shift itself.
There's a hard-edged blare of induction noise in the cabin with the roof on, but it's merged with these fantastic electric sci-fi whining noises. With the Targa panels removed it sounds like a 458 Spider switched to eleven.
The chassis at first felt wholly synthetic and unconnected. I could turn the car easily, brake into the apex and then accelerate away, but all the time I was leaning on the electronic systems in a way I hadn't before. Normally the first thing I do is switch everything off - in the 918, for the first eight laps I simply didn't dare. The ESP light was flashing through 120mph turns.
ESP was flashing at 120mph...
understand the 918
and it becomes more and more phenomenal - to the point that I feel genuinely stupid at ever doubting the team of engineers behind its creation. The calibration work required to make it handle the way it does it little short of a triumph. You can trail-brake right into the apex of a turn in a way that wouldn't be possible without the torque vectoring 4WD system. Grip on the special Michelin SuperSports is very, very strong - although the front shoulders were beginning to wear after several fast laps. Being a road car, there has to be some an understeer safety window, but it's small, and almost always removable with the right foot.
And then of course you can pootle around in full electric mode for 18 miles, if you so desire. Or, my favourite trick this one, you can slide down the pit lane silently, then engage Sport mode on the steering wheel and blast into turn one. Or you can run in Hybrid mode, which means electric drive, until you push the throttle pedal just-so-far and it triggers the V8 instantly.
Familiar but with some lovely new details
It's just all so new, so undeniably cool. And it's underscored by two things - the first of which is the rampant performance.
The second is perhaps more important in the marketplace: this feels like a fully-finished Porsche production car, not some low-volume special. The cabin is familiar Porsche in some ways, but the curved TFT screen and touchpad stereo/navigation console is intuitive and no doubt prefaces future Porsche interior design.
I also happen to think the car looks quite beautiful now. What a transformation from those early prototypes.
On the second day of the event, we went back to the circuit and I switched all the safety systems off.
By which point you're probably asking 'where's the video'? Watch this space.
For now, rest assured that far from being the slightly sorry-looking underdog in the hybrid hypercar market, as it undoubtedly was back at the Geneva show. The 918 is here, it works, it has gone sub-seven minutes at the 'ring. It does things no other road-registered machine I've driven can match. It's also naffing fast.
PORSCHE 918 SPYDER
Engine: 4,593cc V8, 6.8kWh lithium-ion battery and electric motors
Transmission: Seven-speed dual-clutch auto, four-wheel drive
Power (hp): 608@8,700rpm (V8 engine), 286@6,500rpm (electric), 887@8,500rpm (combined)
Torque (lb ft): 676-944 (overall system, depending on the gear)
0-62mph: 2.6 seconds (2.5 seconds with Weissach Package)
Top speed: 214mph (93mph on electric)
Weight: 1,674kg (1,634kg with Weissach Package) DIN
MPG: 91 (94 with Weissach Package) NEDC combined
CO2: 72g/km (70g/km with Weissach Package)
Price: £652,849 (£712,088 with Weissach Package)
