2014 Porsche 918 Spyder Reviews

2014 Porsche 918

On Sale:
Late 2013

Expected Pricing:
$845,000

The Porsche 918 Spyder goes into production September 2013 and on sale in the U.S. near the end of the year. Porsche hasn't said but we're guessing that means it will be a 2014 model. MSRP will be $845,000, Porsche said.The world caught its first glimpse of the Porsche 918 Sypder plug-in hybrid concept in March 2010 at the Geneva Motor Show. Five months later, Stuttgart announced the two-seater would go into production, after being quietly shown (or not-so-quietly, depending on whom you ask) to a hand-picked group of prospective customers, including the swanky Pebble Beach crowd during the week of the famed golf community's Concours d'Elegance.
With its futuristic, multi-faceted (some say overdone) styling, the 918 may someday take its place as the first Porsche supercar since the long-planned and short-lived Carrera GT, a $440,000 mid-engine which ended production in 2006.
The Porsche 918 Spyder is powered by a 500-horsepower, V8 gasoline-powered engine and two electric motors (one each on the front and rear axle) that generate a combined 160 kilowatts of power, roughly the equivalent of 218 hp, for a total of 718 hp. The powertrain is mated to Porsche's dual-clutch PDK transmission for lightening-quick shifts. Energy is stored in a fluid-cooled lithium-ion battery, which can be charged by plugging into a suitable electrical outlet.
Porsche, known for putting out conservative specs on its cars, claims the 918 Spyder is capable of achieving fuel economy numbers equivalent to 78 miles per gallon. But with a 0-to-100 km/h (about 62 mph) time of less than 3.2 seconds and a top speed of 198 mph, we're guessing most drivers won't be out hypermiling.
Performance of the 918 Spyder is largely determined by one of four driving modes:
E-Drive Mode: This all-electric mode is good for about 16 miles.
Hybrid Mode: Like other two-mode-hybrid systems, the 918 Spyder uses a combination of the electric motors and combustion engine, depending on driving demands. Because driving styles and conditions are so variable, Porsche isn't giving any range or fuel economy numbers right now.
Sport Hybrid Mode: Uses both drive systems, but with heavier focus on performance. Power is biased toward the rear wheels and uses Torque Vectoring for enhanced driving dynamics. No numbers here, either.
Race Hybrid Mode: Full power, with push-to-pass E-Boost. Batteries must be fully charged to use this mode, and no doubt EPA ratings are abysmally low. But you'll look great passing the tool in the Ferrari next to you on the freeway.
The 918 Spyder also converts kinetic energy from braking into electrical energy that gets stored in the battery to provide an on-demand power boost for fast acceleration. But this is not to be confused with KERS, which some might recognize as the promising but sometimes problematic technology found in recent incarnations of Formula 1 cars, as well as Porsche's new experimental 918 RSR racecar.
All that extra technology means extra weight. So cutting bulk on the Porsche 918 Spyder was crucial. Porsche used a race-inspired monocoque body shell made of carbon-fiber-reinforced plastic (CFP), as well as magnesium and aluminum throughout the inner workings of the concept car to achieve a curb weight of 3,285 pounds. However, Porsche has yet to tell us what type of roof will be used on the production car, which could tweak that number.

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With the debut of the 918 Spyder Concept at the 2010 Geneva Motor Show, it became obvious that Porsche was itching to make a successor to the Carrera GT supercar. As has been long expected, the Stuttgart-based automaker will be putting the 918 into production, with each of the 918 units to cost $845,000, plus destination and handling fees.

As was the case with the concept 918, the production version 918 Spyder will be powered by a 4.0-liter V-8 with 500-plus-horsepower on tap that will work in concert with two electric motors that Porsche says will produce at least 218 additional horsepower. The V-8’s power will be routed through Porsche’s much lauded seven-speed PDK dual-clutch transmission driving the rear wheels.

The two electric motors will be mounted directly on the front and rear axles, creating an all-wheel drive system with individual control for each of the axles. Power for the electric motors will be stored in a liquid-cooled lithium-ion battery pack, which should take about seven hours for a full charge on a normal 110-volt household outlet. The 918 will be able to travel at least 16 miles on electric power alone from a full charge and hit a top electric-only speed of 94 mph, depending on driving conditions.

Porsche estimates the production 918 to make the run from 0 to 60 mph in an electrifying 3.1 seconds and on to a top track speed of 199 mph, with a lap of Nurburgring Nordschleife expected to be polished off in a scant seven and a half minutes flat. Porsche also expects the new plug-in hybrid to achieve approximately 78 mpg on the new European driving cycle; EPA estimates will be released closer to the car’s U.S. delivery date at the end of 2013.

For those that need a “daily driver” to go with their 918s, a limited edition 911 Turbo S Edition 918 Spyder will be available in either coupe or cabriolet for those who purchase the 918 Spyder. The special edition 911 will come in a matching color scheme to the 918 with acid-green accents. Only 918 of them will be produced, each with a price of $160,700 for the coupe or $172,100 for the cabriolet, not including destination or the price of the required purchase of a 918 Spyder.

Production for the 918 will commence on September 18th of this year (9/18) at Porsche’s factory in Stuttgart-Zuffenhausen. However, starting today, you can put your order in for one of the 918 918s; no word yet on how many will be slated for U.S. consumption, but we’re pretty sure that even with the high price tag they will all get snapped up quickly.

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Sport Cars 2011 Carlsson C25 Royale Super GT Tuning Mercedes SL 65 AMG And Reviews

SPORT CARS 2011 CARLSSON C25 ROYALE SUPER GT TUNING MERCEDES SL 65 AMG REVIEWS

2011 Carlsson Sport Cars C25 Royale Super GT Tuning Mercedes SL 65 AMG

Carlsson, a single of German tuning firms, has brought to a uncover a maroon Mercedes declared C25 Royale which took a Mercedes SL65 AMG as a platform, opposite with a others during above. Currently operative upon cars during a SL65 AMG, Car nuances of this sport cars have a lighter weight than ever prior to to 180 pounds. 

 

2011 Carlsson Sport Cars C25 Royale Super GT Tuning Mercedes SL 65 AMG

As partial of a new 2011 generation range, automobile manufacturer Carlsson presents a C25 Royale Super GT with CO roof tiles as well as exterior, optimised pushing dynamics as well as polished electronics. This gives an critical purpose to a core of sobriety is lower, in serve to shortening a weight of a car, a residence is to optimize opening tuning so that a doing is better. Another vital step is saving enclosed designation of full-ceramic stop system, that is 50 percent lighter than a previous.

 

Carlsson C25 strictly debuted final year during a 2010 Geneva Motor Show as well as this year in 2011 Geneva with some-more something good to eat as well as even cooler name. 2011 Carlsson Sport Cars C25 Royale Super GT Tuning is a plan formed upon tuning for Mercedes-Benz SL 65 AMG. 2011 Carlsson Sport Cars C25 Royale Super GT Tuning Mercedes SL 65 AMG contains a series of elements from CO essential element as well as a best pushing dynamics as well as worldly electronics. Carlsson will usually set up twenty-five units of 2011 Mercedes SL-Class Super GT C25 Royale by Carlsson, a section for any state automobile was sole in.

 

2011 Carlsson Sport Cars C25 Royale Super GT Tuning Mercedes SL 65 AMG

Carlsson has realised some-more than 70 innovations in a new C25 Royale. The car’s doing in sole is softened than ever before. Plus, compared to a basement indication Mercedes-Benz SL 65 AMG, a C25 Royale is 180 kilogram lighter that is due mostly to a finish genuine CO exterior. This not usually reduces a altogether weight of a Super GT, it additionally effectively lowers a car’s centre of sobriety as well as allows some-more energetic cornering capability as well as some-more flexible doing as Carlsson has revised a vehicle’s complete weight placement as well as commissioned a differential lock. The full ceramic stop complement reduces a weight by 50 percent as well as reduces a unsprung mass for a some-more energetic handling. The easily written ceramic stop discs as well as a plain aluminium callipers allows after braking entrance in to bends whilst a revised wiring pledge softened response, giving larger impetus when entrance off bends.

 

The 2011 Carlsson Sport Cars C25 Royale Super GT Tuning Mercedes SL 65 AMG‘s superb opening interpretation is considerable too. The strikingly pleasing sports cars coupé with a V12 biturbo engine achieves 753 hp (554 kW) as well as limit hanging ornament of 1320 Newton metres (which is singular electronically to 1150 Newton metres). This allows a Super GT to competition from 0 to 100 kph in usually 3.7 seconds as well as to grasp a limit speed of 352 kph.

 

 

 

The 2011 Carlsson Sport Cars C25 Royale Super GT Tuning Mercedes SL 65 AMG is not usually an disdainful automobile with superb opening data. The engineers during Gut Wiesenhof, Carlsson’s domicile in Germany, have been a ones in a universe to move together a opening interpretation of a super automobile with bland practicality. “There have been some-more than sufficient super cars around that can usually be driven safely upon a racing track“, says operative Markus Schuster, Managing Director during Carlsson. “We upon purpose longed for to rise a automobile that is disdainful upon a a single palm though can still be used for a every day invert to a office. A Super GT that can go from 0 to 100 kph in usually 3.7 seconds whilst during a same time charity a pinnacle in float comfort.”

 

 

 

2011 Carlsson Sport Cars C25 Royale Super GT Tuning Mercedes SL 65 AMG

In particular, a smart C-Tronic® SUSPENSION grown by Carlsson guarantees glorious float comfort. This complement measures a total operation of parameters, similar to a open rate, upon a successive basis, that allows it to acknowledge a highway conditions as well as a pushing style. Where highway conditions have been poor, a C-Tronic® raises a residual open travel, thereby on condition that optimal float comfort. As shortly as a aspect conditions have improved, a complement will reduce a complete cessation utterly automatically as well as grasp undiluted cornering dynamics.

 

2011 Carlsson Sport Cars C25 Royale Super GT Tuning Mercedes SL 65 AMG

In addition, Carlsson (which has been recognized as an eccentric manufacturer for a little years right away by a German Federal Motor Transport Authority Kraftfahrtbundesamt) can suggest a single glorious singular offered point: Not some-more than twenty-five specimens of a 2011 Carlsson Sport Cars C25 Royale Super GT Tuning Mercedes SL 65 AMG have been being made. And, to raise a exclusivity of this ultra-limited book still further, Carlsson is usually delivering a single automobile per country. Six vehicles have been already sole as well as will be delivered to a business in 2011. It takes 6 month from sequence to delivery.

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Dan Wheldon Car

Dan Wheldon Crash: Coroner Says he Died of Head Injuries

On Sunday, Oct. 16, 2011, English motorsports professional, Daniel Wheldon, driving for the Sam Schmidt Motorsports team in the 2011 IndyCar Series in America, died during the race. It wasn't just that Wheldon died. It was the fact that he died on track, while racing at speeds in excess of 200 mph. Worse still was the fact that he died amid a stomach-churning 15-car pile-up, of which fellow professional Ryan Briscoe, quoted in an earlier IBTimes article, said, "(The accident) it looked like a war scene from "Terminator"... there were just pieces of metal and car on fire in the middle of the track with no car attached to it."

The incident happened on Lap 13 (of a 200 lap race!), at the Las Vegas Motor Speedway. The race was the final one of a 17-race season that saw the sport's governing body - the Indy Racing League (IRL) take contestants to 7 Oval/Speedway circuits and 10 Road/Street circuits. For the record, the race was stopped after the accident and Dario Franchitti, who was leading at the time, was declared the winner.

Any analysis of the incident must begin with an understanding not only of what happened but also the context within which it did.

The IRL is the administrative body of a set of three open-wheel auto racing championships - the IZOD IndyCar series (in which Wheldon died), the Firestone Indy Lights series and the U.S. F2000 National Championship. The IRL is owned by Hulman & Co., a family-owned chain of wholesale groceries, tobacco and liquor stores and has no connection - sporting or commercial - with Formula 1 (a similar open-wheel auto racing championship that runs primarily in Europe and now in Asia) or the Fédération Internationale de l'Automobile (FIA), a non-profit organization that governs a number of motorsport championships across the world.

In brief, the IRL was formed in 1994 by Tony George, the President and Chief Executive Officer (CEO) of Hulman & Co. Their top-level championship series - the IZOD IndyCar series - went live in 1996, with a measly 3 races on its calendar but a staggering total of 44 drivers. All three circuits were super speedways, meaning that they consisted of long straights connected by banked corners; the emphasis, not unnaturally was on speed.

Since the IZOD series first started, 16 years ago, there have been staggering numbers of crashes. For the more seriously statistically minded readers, a rather detailed break-up of each race of every season since the beginning of the championship is available here. However, as an example of the numbers, here is a random total of 11 races spread across more than a decade of IRL action (with a gap of at least three years between each chosen championship, to allow for IRL safety reviews and implementations). The statistics do not make particularly good reading.

Championship Year
   

Race
   

Cautions
   

Number of cars that crashed out

1997
   

-           Las Vegas 500K

-           Indy 200

-           Visionaire 500
   

- 9 cautions for a total of 83 laps

- 3 cautions for a total of 13 laps

- 4 cautions for a total of 27 laps
   

2000
   

-           Indy 500

-           Radisson 200
   

- 7  cautions for a total of 39 laps

- 5 cautions for a total of 28 laps
  
2004
   

-           Bombardier 500

-           Firestone Indy 200

-           Honda Indy 225
   

- 5 cautions for a total of 37 laps

- 7 cautions for a total of 52 laps

- 3 cautions for a total of 26 laps

2008
   

-           Peak Antifreeze and Motor Oil Indy 300

-           Camping World Indy GP

-           Indy 500
   

- 7 cautions for a total of 53 laps

- 6 cautions for a total of 14 laps

- 8 cautions for a total of 69 laps

What a cursory glance at the statistics will not, however, say is that in the 16 years of racing, there have been a total of 4 deaths.

Championship Year
   

Circuit
   

Driver

1996
   

Indianapolis Motor Speedway
   

Scott Brayton

2003
   

Indianapolis Motor Speedway
   

Tony Renna

2006
   

Homestead-Miami
   

Paul Dana

2011
   

Las Vegas Motor Speedway
   

Dan Wheldon

The point here is not to prattle on about the obvious dangers of motorsports. Any motorsport professional will tell you that there is always an appreciable level of danger, every time a car goes out on track. Something as simple as a wheel nut, improperly screwed on, can have horrific consequences. A driver who approaches a corner even a few miles per hour faster than he should, could lose control of a 200 mph tank of gasoline and wind up the centerpiece of an accident that makes a volcanic eruption look like a piece of cake. This has happened before, not only in IRL but in motorsports across the world; the 1994 crash that claimed the life of Formula 1 legend Ayrton Senna and enormous accidents like the time when Michael Schumacher's 2003 Formula 1 car caught fire while in the pit lane at the Austrian Grand Prix (due to a faulty re-fueling nozzle) or in 1999 when Schumacher, again, was involved in a crash at the British Grand Prix (he broke his leg) are examples enough.

What must be of concern is the response of the IRL to Wheldon's death.

The questions must be - Did the IRL learn from the three previous deaths? Were safety standards sufficiently upgraded? Were the tracks on which the cars raced safe enough? If not, what was done to improve them? The answers, pouring in now from across the Internet, seem to be saying, emphatically, no.

There are two primary points that must be considered. The first is the nature of the tracks; the second, the speed at which the cars travel. It cannot have missed anyone's attention that all four IRL deaths have happened at speedways - where the emphasis is not only on outright speed but also a ridiculously close grouping of all race cars. An analysis in Popular Mechanics points out the obvious.

"Cars are too fast, and too close. Daytona International Speedway, where (Dale) Earnhardt, died a decade ago, is a 2.5-mile tri-oval with 31 degrees of banking. It was built in 1958, and since then, stock cars have gotten so sophisticated that drivers can circle Daytona without ever lifting off the gas. In 1987, Bill Elliott qualified with an average speed of 210 mph. That's simply too fast..." said the report.

In an earlier report on IBTimes, Jimmie Johnson, a NASCAR professional who suffered an accident of his own on Oct. 15 at the Charlotte Motor Speedway, stated categorically that IndyCar must "stop racing on oval circuits."

"Cars drive far too fast when they race on ovals, and the cars were not built to withstand the rocking and bumping that happens on an oval track," said Johnson, who was also quoted by the Sacramento Bee as saying that IndyCars were "built for road courses" (purpose-built race tracks, with well-designed and adequate safety standards).

What is, perhaps, disturbing is that these comments have been made - by professionals, experts and journalists - for a very long time now.

Tony Renna's 2003 death was followed by an official review, which "focused on why the car went into the air and what happened during the accident."  Interestingly, the review quotes Brian Barnhart, President of Race Operations, as saying that the goal of a crash review was, and this part cannot be emphasized enough, not why a crash happens.

"The goal of an Indy Racing League accident review is to learn as much as we can about what happens during a crash, not necessarily why a crash happened," Barnhart is quoted as saying.

The IRL, like any other conscientious governing body, does have review sessions after every crash. It would be very naïve to suggest otherwise. It would be equally naïve to suggest that they are deliberately lackadaisical about safety standards. The fact that the IRL introduced safety requirements, according to a 1999 Sports Illustrated article, similar to (and at the same time as) those required on Formula 1 vehicles, should be proof enough that they are serious.

However, the bottom-line is that the last time a Formula 1 driver died on track was in 1994. That was nearly 15 years back. Since then, while Formula 1 has had its share of horrendous multi-car pile-ups, no one has died.

The question must be - what are they doing that the IRL isn't?

It might be well worth pointing out something else - the fact that Wheldon had accepted a $5 million challenge to deliberately start from the back of the grid in Las Vegas and attempt to pass 33 other drivers (each of whom would be driving at average speeds of 225mph) to win the race. It need hardly be said that such incentives, over and above those offered within the context of a championship, particularly to a driver who stood no mathematical chance of winning the title, was a bit like putting the cat among the pigeons. Another question IRL could maybe ask itself is if such corporate promotions play any role on track in Formula 1.ormula 1.

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