Diácono Luís
02-03-2010, 10:56
Comunicado, só disponível em Inglês, sobre os modelos Porsche presentes no Salão de Genebra
Hybrid Breakthrough at the 2010 Geneva Motor Show
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Porsche Intelligent Performance in Three Unique Renditions
Porsche is keeping up the pace in the enhancement of efficiency, shifting to next gear at the 2010 Geneva Motor Show with no less than three world debuts in hybrid technology.
The absolute highlight is the concept of a high-performance mid-engined sports car with plug-in hybrid technology, the 918 Spyder. The Cayenne S Hybrid, in turn, is the first production hybrid in the history of Dr. Ing. h.c. F. Porsche AG. And the 911 GT3 R Hybrid is making its debut as the first racing car from Zuffenhausen with electrical front-axle drive and a flywheel energy reservoir.
Consuming just three litres on 100 kilometres, equal to 94.0 mpg imp, in the New European Driving Cycle, the 918 Spyder is absolutely unique in the super sports car segment. This also applies to its ultra-low CO2 emission rating of just 70 g/km. The new Cayenne S Hybrid, in turn, consuming just 8.2 litres on 100 kilometres, equal to 34.4 mpg imp, comes right at the top of its segment, offering the performance of a large eight-cylinder SUV on unparalleled fuel economy.
These three hybrid models also set the new benchmark in Porsche’s traditional strategy to offer even more sporting driving pleasure on even less fuel. Such an ongoing increase in efficiency is the quintessence of 60 years of sports car construction now described most appropriately by the term “Porsche Intelligent Performance”.
The performance of a Porsche is based on intelligent and innovative ideas for even more effective engines and lighter bodies, for more power and dynamics on lower fuel consumption and emissions. After all, a sports car that wastes resources does not make sense – at least not with Porsche.
This has been Porsche’s recipe for success right from the beginning, with the very first sports car bearing the name Porsche winning races and beating the competition . And to this day, this tradition has characterised every new model in the range.
Precisely this is why Porsche concentrates on technologies which enhance performance on the one hand and improve efficiency – which also means everyday driving qualities – on the other. Examples are direct Fuel Injection, the Porsche-Doppelkupplungsgetriebe, VarioCam Plus, the turbocharger with variable turbine geometry for gasoline engines, and Auto Start Stop in conjunction with the Porsche-Doppelkupplungsgetriebe in the new Porsche Panamera.
Now this impressive range of innovations is being further enhanced by these three new hybrid models, each of which sets a milestone in Porsche’s strategy of electro-mobility.
Highly Efficient and Ultra-Fast: Concept Car with Plug-In Hybrid
High-Performance Porsche 918 Spyder Mid-Engined Sports Car
Presenting a high-performance mid-engined concept sports car with ultra-efficient, low-emission drive technology, Dr. Ing. h.c. F. Porsche AG, Stuttgart, is further increasing the Company’s competence in hybrid technology.
The 918 Spyder prototype combines high-tech racing features and electro-mobility to offer a fascinating range of qualities: An emission level of just 70 grams CO2 per kilometre on fuel consumption of three litres/100 kilometres (equal to 94 mpg imp) truly outstanding even for an ultra-compact city car, on the one hand, combined with the performance of a super sports and acceleration from a standstill to 100 km/h in just under 3.2 seconds, top speed of 320 km/h (198 mph) plus, and a lap time on the Nordschleife of Nürburgring in less than 7:30 minutes, faster than even the Porsche Carrera GT, on the other.
The 918 Spyder is one of three Porsche models with hybrid drive making their world debut at the 2010 Geneva Motor Show. This trio – made up of Porsche’s new Cayenne S Hybrid SUV with parallel full-hybrid drive, the 911 GT3 R Hybrid racing car with electric drive on the front axle and a flywheel mass battery, and the two-seater high-performance 918 Spyder mid-engined sports car with plug-in hybrid technology – clearly demonstrates not only the great bandwidth of this new drive technology, but also the innovative power of Porsche as a genuine pioneer in hybrid drive.
The highly innovative 918 Spyder concept car combines Porsche’s Intelligent Performance technology, high-tech in motorsport, and classic but modern design to make a truly convincing statement.
The Porsche 918 Spyder with plug-in hybrid drive provides the performance of a thoroughbred super sports car on fuel consumption of just three litres/100 kilometres in the New European Driving Cycle, equal to a CO2 emission rating of 70 g/km.
This open two-seater is powered by a high-speed V8 developing more than 500 bhp and running at maximum speed engine of 9,200 rpm as well as electric motors on the front and rear axle with overall mechanical output of 218 bhp (160 kW).
The V8 combustion engine is a further development of the highly successful 3.4-litre power unit already featured in the RS Spyder racing car and positioned midship in front of the rear axle, giving the car the right set-up for supreme performance on the race track through its good balance.
Power is transmitted to the wheels by a seven-speed Porsche-Doppelkupplungsgetriebe also feeding the power of the electric drive system to the rear axle. The front-wheel electric drive powers the wheels through a firm transmission ratio.
The energy reservoir is a fluid-cooled lithium-ion battery positioned behind the passenger cell. The big advantage of a plug-in hybrid is that the battery can be charged on the regular electrical network. A further point is that the car’s kinetic energy is converted into electrical energy fed into the battery when applying the brakes, thus providing additional energy for fast and dynamic acceleration.
A button on the steering wheel allows the driver to choose among four different running modes: The E-Drive mode is for running the car under electric power alone, with a range of up to 25 km or 16 miles. In the Hybrid mode the 918 Spyder uses both the electric motors and the combustion engine as a function of driving conditions and requirements, offering a range from particularly fuel-efficient all the way to extra-powerful.
The Sport Hybrid mode uses both drive systems, but with the focus on performance. Most of the drive power goes to the rear wheels, with Torque Vectoring serving to additionally improve the car’s driving dynamics.
In the Race Hybrid mode the drive systems are focused on pure performance with the highest standard of driving dynamics on the track, running at the limit to their power and dynamic output. With the battery sufficiently charged, a push-to-pass button feeds in additional electrical power (E-Boost), for example when overtaking or for even better performance.
With the hybrid drive system offering this wide range of individual modes and applications, the 918 Spyder is able either to achieve lap times comparable to those of a thoroughbred racing car – such as less than 7:30 minutes on the Nordschleife of Nürburgring – or, focusing on a more economical style of motoring, with a reduction in emissions to just 70 grams of CO2 per kilometre.
Like the drivetrain, the lightweight body structure of the 918 Spyder also bears out the car’s DNA carried over directly from motorsport: The modular structure with its monocoque bodyshell made of carbon-fibre-reinforced plastic (CFP) and the appropriate use of magnesium and aluminium not only reduce weight to less than 1,490 kg or 3,285 lb, but also ensure supreme driving precision thanks to the very high level of torsional stiffness.
Reminiscent of highly successful, legendary racing cars such as the Porsche 917 Le Mans and the current Porsche RS Spyder, the 918 Spyder with its design concept so typical of Porsche arouses powerful emotions. The combination of racing car dimensions, clearly structured design with perfectly balanced surfaces, and innovative details all round creates an overall pattern of aesthetic, perfectly balanced harmony in design full of power and dynamics. This indeed is the ideal synthesis of form and function following Porsche’s design DNA.
The smooth balance of tradition and progress gives the car a powerful stance on the road in its combination of dimensions. Variable aerodynamics typical of Porsche ensure both visionary and traditional highlights especially around the rear spoiler. The striking rear hoods extending out of the headrests, in turn, not only fulfil an aerodynamic function on the 918 Spyder, but also accommodate retractable air intakes with a ram air function.
The driver and passenger are not only perfectly embedded in contoured sports bucket seats, but also form part of the cockpit with its synthesis of efficient function and ergonomic high-tech operation offering an outlook at the interior architecture we may possibly see in super sports cars of the future. The three free-standing circular dials for road speed (left), engine speed (middle) and energy management (right) would appear to come directly from a racing car in the ‘60s, bearing out that unique philosophy of driver orientation so characteristic of Porsche.
The centre console rising up towards the front in the 918 Spyder houses a touch-sensitive surface for intuitive control of the car’s functions, serving consistently to reduce the number of visible controls and maintain the principle of direct operation.
The control units relevant to the driver are concentrated in particular on the three-spoke multifunction sports steering wheel, while the variable driving modes, again so typical of Porsche, are supplemented by a map switch enabling the driver to call up various drive programs and serving as the push-to-pass button for E-boosting, for example when overtaking. Instrument illumination, finally, varies from green for the consumption-oriented running modes to red for the performance-oriented driving programs.
The 918 Spyder also comes with further innovative functions such as the Range Manager. After being activated in the Center Display, the Range Manager uses the map in the navigation system to present the remaining range the car is able to cover, naturally allowing the driver to influence that range through the appropriate choice of power and performance. In cities with environmental alert areas the Range Manager also states whether the driver is able to reach a certain destination on electric power alone.
Applying this information and using further info on the availability and location of special energy filling stations, the driver is then able to choose his personal style of driving as well as the right battery charge and filling strategy.
Offering a unique combination of extremely low fuel consumption, supreme performance and long electric range, the Porsche 918 Spyder represents an essential milestone in Porsche’s strategy on the way to genuine electro-mobility.
Even More Dynamic, Even More Efficient – and for the First Time also with Hybrid Drive
New Porsche Cayenne with Fuel Consumption down by up to 23 per cent
Even more sporting and dynamic, even more fuel-efficient, even more spacious and lighter, pointing into the future of technology and robust in its classic characteristics – the new Cayenne is more of a Porsche than ever before. Led by the Cayenne S Hybrid, the first Porsche with hybrid drive, the new generation of the Cayenne sets the standard in its class in terms of efficiency and performance. Compared with the former models fuel consumption, for example, is down by up to 23 per cent. Quite simply because the new Cayenne, like every Porsche, has been developed according to the principle of Porsche Intelligent Performance: More power on less fuel, more efficiency and lower CO2 emissions.
The Cayenne is making its European debut on 8 May in no less than five different versions – so that right from the start Porsche offers each and every customer exactly the right model for his personal taste and requirements. The highlight of this change in generations is the world debut of the highly efficient Cayenne S Hybrid consuming a mere 8.2 litres/100 kilometres, equal to 34.4 mpg imp. At the same time the combination of a 333-bhp three-litre supercharged V6 and a 34 kW (47 bhp) synchronous electric motor offers all the performance of an eight-cylinder, with overall system output of 380 bhp (279 kW).
The entry-level model is the 3.6-litre V6 Cayenne. Despite engine output now raised to 300 bhp, fuel consumption in the New European Driving Cycle in combination with optional eight-speed Tiptronic S is down versus the former model by 20 per cent to 9.9 ltr/100 km, equal to 28.5 mpg imp. The Cayenne Diesel*, in turn, with its three-litre V6 delivering maximum output of 240 bhp (176 kW) and peak torque of 550 Newton-metres (406 lb-ft), likewise consumes 20 per cent less fuel than before, in this case 7.4 instead of the former 9.3 ltr/100 km, equal to an improvement from 30.4 to 38.2 mpg imp.
The high-torque Cayenne S with its 4.8-litre V8 likewise shows a significant decrease in fuel consumption, down in this case by 23 per cent to 10.5 litres/100 kilometres, equal to 26.9 mpg imp.
* Cayenne Diesel not available in the USA, Canada, Japan and China.
At the same time engine output is now 400 bhp versus the former 385 bhp, the Cayenne S thus offering a significant improvement in performance, like all models in the new generation.
The same applies to the Cayenne Turbo, with its 4.8-litre V8 biturbo delivering maximum output of 500 bhp (368 kW) and now consuming just 11.5 ltr/100 km (equal to 27.6 mpg imp) in the New European Driving Cycle, again 23 per cent less than the former model (14.9 ltr/ 100 km, equal to 19.0 mpg imp).
This reduction in fuel consumption is attributable, among other things, to the introduction of Porsche’s new eight-speed Tiptronic S with Auto Start Stop and the wide spread of gear increments, thermal management on the engine and the transmission cooling, on-board network recuperation, variable engine cut-off in overrun and, not least, intelligent lightweight construction.
Thanks to the combination of materials minimised in weight and changes in the concept of the overall vehicle such as the new, active and extra-light all-wheel drive, overall weight of the Cayenne S, for example, is down by a substantial 180 kg or 397 lb, despite the improvement in product substance and an even higher standard of safety. This has positive results not just in terms of fuel consumption and CO2 emissions, but also when it comes to performance, agility and handling.
Together with the Cayenne S Hybrid, no less than three of the five Cayenne models consume less than ten litres of fuel per 100 kilometres in the New European Driving Cycle, with two models emitting less than 200 grams of CO2 per kilometre. At 193 g/km, the Cayenne S Hybrid is not only the cleanest Cayenne in terms of CO2 emissions, but rather the cleanest model throughout Porsche’s entire portfolio.
Porsche Parallel Full Hybrid making its world debut
The Cayenne S Hybrid is Porsche’s first production model with hybrid drive. Through its intelligent interaction of a three-litre supercharged V6 power unit and the electric motor, the Cayenne S Hybrid focuses on maximum efficiency from the vehicle’s overall driving system. Depending on driving conditions, this is achieved, as the case may be, by only one of the drive systems operating alone, or by both units running at the same time.
In either case, the 34 kW (47 bhp) electric motor is the ideal partner for the 333 bhp supercharged engine with its high torque at low speeds. Together, the two drive units develop maximum system output of 380 bhp and peak torque of 580 Nm/427 lb-ft at just 1,000 rpm, which means the same kind of performance as the Cayenne S with its V8 power unit.
The two drive units are connected to one another by a separator clutch master-minded by the Hybrid Manager. This separator clutch ensures that the Cayenne S Hybrid may be driven either by the electric motor or the combustion engine alone, or by both drive units together. This means that when driving in a more reserved, moderate style – for example in a residential area – the Cayenne S Hybrid may run for a couple of kilometres entirely on electrical power, without any emissions and with minimum noise, even reaching a speed of 60 km/h or close to 40 mph in the process.
To accelerate fast and dynamically, on the other hand, the electric motor provides a boost effect for additional power and traction, intelligent management of the separator clutch keeping the transition between the various hybrid driving modes smooth, comfortable and quick, again to the benefit of the driver.
The hybrid system incorporates a 288 volt nickel metal-hydride battery (NiMh) fitted beneath the luggage compartment, storing electrical energy regained when applying the brakes and driving under regular conditions. This energy is then available for boosting and electric motoring, again saving fuel in the process.
Additional savings potential by “sailing” up to 156 km/h or 97 mph
Using the separator clutch, Porsche hybrid drive also offers further potentials for enhancing fuel economy at high speeds by “sailing”: Whenever the Cayenne S Hybrid does not require drive power, the combustion engine is switched off completely when the driver takes back the gas pedal at speeds of up to 156 km/h or 97 mph and is therefore separated from the drivetrain.
This means a significant reduction of fuel consumption at steady speeds on the autobahn, with engine drag forces and their braking effect being eliminated when sailing, thus helping to reduce driving resistance and, as a result, fuel consumption. Then, as soon as the driver presses down the gas pedal in the sailing mode, for example to overtake another vehicle, the combustion engine starts again absolutely smoothly within fractions of a second, revving up to the current speed of the vehicle. Thanks to the Hybrid Manager, therefore, the Cayenne S Hybrid is able to accelerate dynamically in gears even at such higher speeds, in the same way as a Cayenne with a conventional power unit.
New active all-wheel drive with electronically controlled multiple-plate clutch
Porsche has developed active all-wheel-drive for the new Cayenne driving the rear wheels and transmitting power to the front wheels through an electronically controlled, map-based multiple-plate clutch operating as a function of driving conditions.
The two main reasons for choosing this technology were the reduction of weight and the wish to make the new Cayenne even more agile on the road. But at the same time it almost goes without saying that the Cayenne offers all the offroad qualities required by the customer under normal conditions.
This active all-wheel-drive may be supplemented for the first time on request by Porsche’s new PTV Plus: Porsche Torque Vectoring Plus uses variable torque distribution on the rear wheels as well as an electronically controlled rear axle differential lock, thus increasing both driving dynamics and stability in bends.
This new hang-on all-wheel drive is featured on the Cayenne, the Cayenne S and the Cayenne Turbo with their high standard of driving dynamics, while the Cayenne Diesel and the Cayenne S Hybrid come with permanent all-wheel drive incorporating a self-locking centre differential.
Superior suspension with various options for enhanced driving dynamics
Once again Porsche’s engineers have succeeded in making the outstanding driving characteristics of the Cayenne significantly better – and again, the name of the game is lightweight engineering, with the chassis alone now 33 kg or 73 lb lighter thanks to the consistent use of aluminium.
All versions of the Cayenne with the exception of the Cayenne Turbo come as standard with steel suspension combined for the first time as an option with Porsche Active Suspension Management (PASM). PASM is a highly sophisticated damper system for active, infinite damper control on the front and rear axle, offering the choice of the three Comfort, Normal, and Sport programs.
The Cayenne Turbo features new air suspension and comes with PASM as standard – a combination also available on request on the other models.
On the Cayenne, the Cayenne S and the Cayenne Turbo air suspension and PASM may be further enhanced as an option by PDCC Porsche Dynamic Chassis Control, an active system stabilising the body of the vehicle through dynamic distribution of roll forces
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Design: elegance in a new dimension
The new generation of the Cayenne sets a clear message in its design: even more sporting, even more dynamic, and definitely Porsche at very first sight. Indeed, the all-new, classy design of the new Cayenne makes the new generation even more clearly a member of Porsche’s family of sports cars and the Panamera range.
Despite its larger exterior dimensions, the 2010 version of the Cayenne looks a lot more compact and even more dynamic than before. Its particular character of a sports car comes out even more clearly than before from all angles, together with that very special design and shape so typical of a genuine Porsche.
All new models in the Cayenne range share the new headlight graphics unmistakable in every respect, with the additional high-beam headlights positioned in each case on the inside. The close connection to Porsche’s overall model family is further accentuated at the rear by the strong and powerful shoulders of the new model. And last but certainly not least, a striking effect is the rear wings flowing to the back and further enhancing the broad shoulders again so typical of a real Porsche.
Interior: the Cayenne world
The first eye-catcher within the newly designed interior is the centre console rising up to the front with its high-rising gearshift lever, giving the interior the looks of a cockpit at the front end. A further decisive design feature is the grab handles on the centre console typical of Porsche but new in design and now featured on all four doors.
The seats in the new Cayenne have also been upgraded, now offering all passengers even greater comfort and, thanks to the wheelbase extended in length by 40 millimetres or almost 1.6”, a lot more room on the rear seats. The entire rear-seat bench, finally, moves to and fro by 160 millimetres or 6.3”, and the backrest angle may be adjusted by up to 6°.
Over and above the range of instruments already featured, the new Cayenne comes with a 4.8-inch high-resolution TFT colour display in the instrument cluster offering a wide range of display options covering the various set-ups of the vehicle, audio, telephone, navigation, map presentation, on-board computer, tyre pressure control and cruise control functions.
The instrument cluster in the Cayenne S Hybrid differs from that in the other models through a number of technical details giving the driver a genuine experience of the innovative hybrid drive system, also through the instrumentation used.
As a further special feature, the new Cayenne comes with the latest generation of audio and communication systems carried over from the Panamera, offering not just a BOSE®, but also the Burmester® high-end surround sound system.
New assistance systems, some even featured as standard
Porsche offers a wide range of assistance systems for the new generation of the Cayenne, with the PDLS Porsche Dynamic Light System, for example, making its debut in the new model.
PDLS is a further development of the existing xenon lights system and offers not only dynamic and static bending lights, but also, for the first time in the Cayenne, speed-related headlight control with separate light modes for country roads and the autobahn, as well as bad weather lights. The system is standard in the Cayenne Turbo and comes as an option in the other models.
Yet another new feature is the optional Lane Change Assistant (LCA). This driver assistance system monitors the lanes to the right and left of the vehicle up to 70 metres or 230 feet back, including the driver’s blind angle. As soon as another vehicle enters the blind angle or approaches rapidly from behind, an LED warning light will light up on the inside of the appropriate exterior mirror, as of a distance of 55 metres or 180 feet. Should the driver then set the direction indicator, he will be warned of the vehicle approaching from behind by the warning light flashing on and off as a clear signal.
The Cayenne comes as standard with automatic cruise control offering extra comfort on long distances by automatically keeping the speed set by the driver in a range from 30 – 240 km/h (19 – 249 mph).
Automatic cruise control with a distance warning function is available as an option. Using radar sensors, ACC monitors the distance to the vehicle ahead, automatically maintains the distance set in advance and, when necessary, applies the brakes should the distance between the two vehicles become too small – if necessary even slowing down the Cayenne to a halt.
Automatic cruise control operates at speeds from 30 – 210 km/h (19 – 130 mph), the stopping power required, as calculated by the system, being provided by PSM actively building up brake pressure.
To set off again after coming to a halt, all the driver has to do is briefly press the control lever or the gas pedal.
ACC also offers a range of functions for enhanced active safety. Whenever the distance from the vehicle ahead becomes too small, for example, the system alerts the brake standby function to shorten the stopping distance required. It also prefills the brake system for an immediate response and gives the driver both a visual and an acoustic warning in dangerous situations, together with an additional brake pulse again alerting the driver to a possible risk.
Porsche Intelligent Performance makes Racing Cars even More Efficient
911 GT3 R Hybrid with innovative drive system
Exactly 110 years after Ferdinand Porsche developed the world’s first car with hybrid drive, the Lohner Porsche Semper Vivus, Dr. Ing. h.c. F. Porsche AG, Stuttgart, is once again taking up this visionary drive concept in production-based GT racing: During the Geneva Motor Show, a Porsche 911 GT3 R with innovative hybrid drive is making its debut, opening up a new chapter in the history of Porsche with more than 20,000 wins in 45 years scored by the extremely successful Porsche 911 in racing trim.
The innovative hybrid technology featured in the car has been developed especially for racing, standing out significantly in its configuration and components from conventional hybrid systems. In this case, electrical front axle drive with two electric motors developing 60 kW each supplements the 480-bhp four-litre flat-six at the rear of the 911 GT3 R Hybrid. A further significant point is that instead of the usual batteries in a hybrid road car, an electrical flywheel power generator fitted in the interior next to the driver delivers energy to the electric motors.
The flywheel generator itself is an electric motor with its rotor spinning at speeds of up to 40,000 rpm, storing energy mechanically as rotation energy. The flywheel generator is charged whenever the driver applies the brakes, with the two electric motors reversing their function on the front axle and acting themselves as generators. Then, whenever necessary, that is when accelerating out of a bend or when overtaking, the driver is able to call up extra energy from the charged flywheel generator, the fly-wheel being slowed down electromagnetically in the generator mode and thus supplying up to 120 kW to the two electric motors at the front from its kinetic energy. This additional power is available to the driver after each charge process for approximately 6 – 8 seconds.
Energy formerly converted – and thus wasted – into heat upon every application of the brakes, is now highly efficiently converted into additional drive power.
Depending on racing conditions, hybrid drive is used in this case not only for extra power, but also to save fuel. This again increases the efficiency and, accordingly, the performance of the 911 GT3 R Hybrid, for example by reducing the weight of the tank or making pitstops less frequent.
After its debut in Geneva the 911 GT3 R Hybrid will be tested in long-distance races on the Nürburgring. The highlight of this test programme will be the 24 Hours on the Nordschleife of Nürburgring on May 15th and 16th. The focus is not on the 911 GT3 R Hybrid winning the race, but rather serving as a spearhead in technology and a “racing laboratory” providing know-how on the subsequent use of hybrid technology in road-going sports cars.
The 911 GT3 R Hybrid is a perfect example of the Porsche Intelligent Performance philosophy, a principle to be found in every Porsche: More power on less fuel, more efficiency and lower CO2 emissions – on the track and on the road.
The New Porsche 911 Turbo S
Unparalleled in Driving Dynamics and Efficiency
Porsche’s engineers have developed their new top-of-the range sports car for the genuine sports car driver with the greatest demands in terms of performance and driving dynamics: the 911 Turbo S entering the market in both Coupé and Cabriolet guise.
The heart of this new model is of course its turbocharged flat-six power unit featuring two VTG turbochargers boosting output by another 30 bhp over the “regular” 911 Turbo to 530 bhp.
In addition to this extra power, Porsche’s new top model comes as standard with all performance-enhancing components already featured in the 911 Turbo. As a result, the 911 Turbo S, at the highest level of performance imaginable, offers a wonderful example of Porsche Intelligent Performance: Despite the significant increase in power and dynamic driving qualities, the new 911 Turbo S consumes just 11.4 litres/100 km, equal to 24.8 mpg imp, exactly the same as the Porsche 911 Turbo, making this by far the most economical sports car in its class.
The 911 Turbo S comes as standard with the most sophisticated drivetrain technology Porsche has to offer: This new ultra-high-performance sports car naturally features the seven-speed Porsche-Doppelkupplungsgetriebe (PDK, Double-Clutch Gearbox) conveying the power of the engine to Porsche’s intelligent PTM Porsche Traction Management all-wheel-drive system.
PTV Porsche Torque Vectoring, to mention the next highlight, optimises the car’s stability in bends to an even higher standard in conjunction with the mechanical rear axle differential.
The actual performance this makes possible on the road is quite simply phenomenal: The 911 Turbo S accelerates in 3.3 seconds from a standstill to 100 km/h and in 10.8 seconds to 200 km/h. Top speed is 315 km/h or 195 mph.
Stopping power is equally outstanding thanks to the PCCB Porsche Ceramic Composite Brakes naturally fitted as standard and also offering the advantage of low weight and supreme resistance to fading.
More Pressure for More Power
Making its debut in autumn 2009, the current Porsche Turbo for the first time offers a brand-new power unit in the history of the 911 Turbo now going back no less than 35 years. Exactly what potential the new engine has to offer is borne out clearly by the first power upgrade now to be admired in the new 911 Turbo S: Modifications in intake valve control ensuring even more direct engine response and the increase in charge pressure by 0.2 to a maximum of 1.2 bar boost engine power by no less than 30 bhp, with maximum output from this turbocharged six-cylinder reaching 390 kW (530 bhp) from 6,250 – 6,750 rpm. At the same time peak torque is up 50 Newton-metres or 37 lb-ft to 700 Newton-metres/516 lb-ft maintained consistently all the way from 2,100 – 4,250 rpm.
The fuel/air mixture in the power unit of the 911 Turbo S is formed by homogeneous direct gasoline injection. For the first time the Porsche 911 Turbo S comes with an expansion intake manifold using the oscillation of air between the throttle butterfly and the intake valves to improve the cylinder charge. This exceptional operating principle improves the degree of engine efficiency and boosts engine output accordingly, with the further advantage of even lower fuel consumption under high load and at high speeds.
The two turbochargers with variable turbine geometry (VTG) exclusive to Porsche on the gasoline engine are absolutely unique. This turbocharger technology with variable turbine rotors enables both the 911 Turbo and the 911 Turbo S to run smoothly and reliably up to a maximum exhaust gas temperature of about 1,000° C or 1,830° F.
The supreme performance of the new model is clearly underlined by the particularly sporting sound of the engine. This is the result, particularly with the Sport- and Sport-Plus buttons pressed, of modified control of the turbocharger rotors and, respectively, the ignition angle. A clear visual sign of this increase in power and performance is the design of the engine compartment upgraded by an air filter housing made of carbon fibre and proudly bearing an aluminium trim cover with the model designation “turbo S”.
Transmission of power by Double-Clutch Gearbox and all-wheel drive
Power is transmitted on the new 911 Turbo S in standard trim by a seven-speed Porsche-Doppelkupplungsgetriebe (PDK) or Double-Clutch Gearbox. Again as a standard feature, the driver is able to shift gears manually on the steering wheel, by means of gearshift paddles on the three-spoke steering wheel.
This trendsetting transmission technology developed by Porsche for the first time back in the ‘80s and specially conceived for motorsport allows an extremely fast gearshift without the slightest interruption of traction, much faster acceleration as well as a more sporting and dynamic driving experience.
Gears 1– 6 come with a sporting and dynamic transmission ratio, the car reaching its top speed in sixth gear. Seventh gear has a longer ratio, reducing both engine speed and fuel consumption and at the same time enhancing sound comfort particularly on long distances.
Efficient and highly effective distribution of engine power is ensured by PTM Porsche Traction Management with the right kind of dynamic set-up appropriate for this kind of car. PTM combines the driving pleasure so typical of a Porsche with its engine mounted at the rear and rear-wheel drive with an even higher standard of driving stability, traction, and agile handling. To do this PTM feeds the optimum share of engine power in each situation to the front wheels by way of a multiple-plate clutch. Shifting from one power level to another in 100 milliseconds at the very most, PTM is faster than the engine itself in responding to a change in load and is also faster than the driver in his personal perception and recognition of driving conditions.
This means that for all practical purposes Porsche all-wheel drive is able to literally look ahead, which means superior agility on narrow country roads, outstanding traction and superior driving safety even in the most extreme manoeuvres at high speeds.
Given all these qualities, Porsche Traction Management is among the most efficient and, at the same time, lightest all-wheel-drive systems in the market.
Porsche Torque Vectoring for even more precise handling in bends
The Porsche 911 Turbo S comes as standard with PTV Porsche Torque Vectoring, a highly innovative system made up of a mechanical rear axle differential and variable power distribution on the rear wheels, with intervention of the brakes as required on the inner rear wheel whenever necessary.
Applying these functions, PTV not only improves the car’s behaviour when steering into a bend, but also enhances driving dynamics and agility in consistently remaining on course round a bend, particularly on wet or snowbound surfaces. A further advantage is that PTV allows even higher speeds for even greater driving dynamics.
The mechanical differential lock included in the Porsche Torque Vectoring package comes with an asymmetric lock effect (22 per cent under power, 27 per cent in overrun) and offers, particularly when driving to the limit, even higher traction on changing surfaces, improved driving stability under load change in a bend, and enhanced agility in bends under high lateral acceleration.
As a result, PTV is the ideal match for PSM Porsche Stability Management: While PSM uses the brakes to stabilise the car, PTV applies the brakes to actively enhance driving dynamics. Precisely this is why PTV may also intervene in the brakes even when Porsche Stability Management is switched off (PSM OFF) in the interest of agile and dynamic driving behaviour.
Sports Chrono Package Turbo with dynamic engine mounts
The Sports Chrono Package Turbo including dynamic engine mounts naturally comes as standard on the new 911 Turbo S, offering the opportunity to enhance the car’s performance to an even higher level. As usual, the driver has the choice also on the new, top-of-the-range model of the Sport- and Sport-Plus functions providing an even more sporting shift strategy for PTM, PSM, PASM, on the dynamic engine mounts and with PDK.
The Launch Control function enables the driver to accelerate with full power and speed from a standstill, the process of acceleration being controlled both through slip on the drive wheels and the controlled management of torque and pulling forces on the transmission clutch.
The overall package also comprises an analogue stopwatch on the instrument panel, the performance display in the PCM control unit, and an individual memory. It is rounded off, finally, by dynamic engine mounts using a magnetisable fluid and an electrically modifiable magnetic field to increase driving performance as well as motoring comfort and smoothness by varying the setting of the engine mounts. Depending on driving conditions, therefore, the mounts automatically vary in stiffness and their damping effect.
Active suspension with ceramic brakes and central wheel locks
The new 911 Turbo S comes largely with the same suspension as the 911 Turbo, thus offering a complete range of settings from very sporting to highly comfortable by means of the variable PASM damper system.
A further highlight is that the new 911 Turbo S comes as standard with PCCB Porsche Ceramic Composite Brakes, using this high-tech material to ensure even faster brake response, a very high degree of fading stability thanks to a consistent level of friction, and very good resistance to corrosion. Despite the larger brake discs, therefore, PCCB brakes are approximately 18 kg or 40 lb lighter than the grey-cast-iron brakes featured as standard on the 911 Turbo.
Porsche Ceramic Composite Brakes stand out clearly at very first sight through their yellow-painted brake callipers easy to identify by way of the 19-inch RS Spyder wheels with central locking bolts featured as standard.
Top level of equipment with bending lights and adaptive sports seats
The new 911 Turbo S comes with a wide range of features and equipment based on the outstanding level of equipment already featured on the 911 Turbo and supplemented by additional functional components exclusive to this very special model. As an example, the new 911 Turbo S is fitted as standard with dynamic bending lights featuring Porsche’s striking headlight styling and double-lens projector.
Adjusting to the course of the road as of a speed of approximately 10 km/h, the headlights improve illumination of the road ahead and ensure better and earlier recognition of winding roads in particular, as well as possible obstacles in the dark. To ensure the widest possible illumination of an upcoming bend, the inner headlight in each bend may adjust by up to 15°, the outer headlight by up to 7° in its angle.
Experiencing the very dynamic character of the new 911 Turbo S, both the driver and front passenger enjoy adaptive sports seats with a memory function on the driver’s seat, again naturally featured as standard. These seats offer even better side support and, in addition to the adjustment of all seat functions and the lumbar support, come with electrical adjustment of the side supports around the occupant’s upper legs and hips.
The memory function comprises both exterior mirrors and all seat adjustments on the driver’s side, with the exception of the side supports in the seats themselves.
Further improvements are cruise control as well as a six-CD/DVD changer integrated in PCM Porsche Communication Management.
Leather upholstery featured as standard in the new 911 Turbo S is available with two choices of twin-tone colours: Black/Cream and Black/Titanium Blue, with Black serving in both cases as the base colour.
On these new colour combinations both the door panels and the seat centre sections at the front and rear are finished in Cream and, respectively, Titanium Blue.
This highly attractive colour scheme is exclusive to the new 911 Turbo S and is rounded off by seat stitching in an appropriately matching colour.
Last but certainly not least, the 911 Turbo S is naturally available with virtually all special equipment and optional extras also available on the 911 Turbo.
Hybrid Breakthrough at the 2010 Geneva Motor Show
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Porsche Intelligent Performance in Three Unique Renditions
Porsche is keeping up the pace in the enhancement of efficiency, shifting to next gear at the 2010 Geneva Motor Show with no less than three world debuts in hybrid technology.
The absolute highlight is the concept of a high-performance mid-engined sports car with plug-in hybrid technology, the 918 Spyder. The Cayenne S Hybrid, in turn, is the first production hybrid in the history of Dr. Ing. h.c. F. Porsche AG. And the 911 GT3 R Hybrid is making its debut as the first racing car from Zuffenhausen with electrical front-axle drive and a flywheel energy reservoir.
Consuming just three litres on 100 kilometres, equal to 94.0 mpg imp, in the New European Driving Cycle, the 918 Spyder is absolutely unique in the super sports car segment. This also applies to its ultra-low CO2 emission rating of just 70 g/km. The new Cayenne S Hybrid, in turn, consuming just 8.2 litres on 100 kilometres, equal to 34.4 mpg imp, comes right at the top of its segment, offering the performance of a large eight-cylinder SUV on unparalleled fuel economy.
These three hybrid models also set the new benchmark in Porsche’s traditional strategy to offer even more sporting driving pleasure on even less fuel. Such an ongoing increase in efficiency is the quintessence of 60 years of sports car construction now described most appropriately by the term “Porsche Intelligent Performance”.
The performance of a Porsche is based on intelligent and innovative ideas for even more effective engines and lighter bodies, for more power and dynamics on lower fuel consumption and emissions. After all, a sports car that wastes resources does not make sense – at least not with Porsche.
This has been Porsche’s recipe for success right from the beginning, with the very first sports car bearing the name Porsche winning races and beating the competition . And to this day, this tradition has characterised every new model in the range.
Precisely this is why Porsche concentrates on technologies which enhance performance on the one hand and improve efficiency – which also means everyday driving qualities – on the other. Examples are direct Fuel Injection, the Porsche-Doppelkupplungsgetriebe, VarioCam Plus, the turbocharger with variable turbine geometry for gasoline engines, and Auto Start Stop in conjunction with the Porsche-Doppelkupplungsgetriebe in the new Porsche Panamera.
Now this impressive range of innovations is being further enhanced by these three new hybrid models, each of which sets a milestone in Porsche’s strategy of electro-mobility.
Highly Efficient and Ultra-Fast: Concept Car with Plug-In Hybrid
High-Performance Porsche 918 Spyder Mid-Engined Sports Car
Presenting a high-performance mid-engined concept sports car with ultra-efficient, low-emission drive technology, Dr. Ing. h.c. F. Porsche AG, Stuttgart, is further increasing the Company’s competence in hybrid technology.
The 918 Spyder prototype combines high-tech racing features and electro-mobility to offer a fascinating range of qualities: An emission level of just 70 grams CO2 per kilometre on fuel consumption of three litres/100 kilometres (equal to 94 mpg imp) truly outstanding even for an ultra-compact city car, on the one hand, combined with the performance of a super sports and acceleration from a standstill to 100 km/h in just under 3.2 seconds, top speed of 320 km/h (198 mph) plus, and a lap time on the Nordschleife of Nürburgring in less than 7:30 minutes, faster than even the Porsche Carrera GT, on the other.
The 918 Spyder is one of three Porsche models with hybrid drive making their world debut at the 2010 Geneva Motor Show. This trio – made up of Porsche’s new Cayenne S Hybrid SUV with parallel full-hybrid drive, the 911 GT3 R Hybrid racing car with electric drive on the front axle and a flywheel mass battery, and the two-seater high-performance 918 Spyder mid-engined sports car with plug-in hybrid technology – clearly demonstrates not only the great bandwidth of this new drive technology, but also the innovative power of Porsche as a genuine pioneer in hybrid drive.
The highly innovative 918 Spyder concept car combines Porsche’s Intelligent Performance technology, high-tech in motorsport, and classic but modern design to make a truly convincing statement.
The Porsche 918 Spyder with plug-in hybrid drive provides the performance of a thoroughbred super sports car on fuel consumption of just three litres/100 kilometres in the New European Driving Cycle, equal to a CO2 emission rating of 70 g/km.
This open two-seater is powered by a high-speed V8 developing more than 500 bhp and running at maximum speed engine of 9,200 rpm as well as electric motors on the front and rear axle with overall mechanical output of 218 bhp (160 kW).
The V8 combustion engine is a further development of the highly successful 3.4-litre power unit already featured in the RS Spyder racing car and positioned midship in front of the rear axle, giving the car the right set-up for supreme performance on the race track through its good balance.
Power is transmitted to the wheels by a seven-speed Porsche-Doppelkupplungsgetriebe also feeding the power of the electric drive system to the rear axle. The front-wheel electric drive powers the wheels through a firm transmission ratio.
The energy reservoir is a fluid-cooled lithium-ion battery positioned behind the passenger cell. The big advantage of a plug-in hybrid is that the battery can be charged on the regular electrical network. A further point is that the car’s kinetic energy is converted into electrical energy fed into the battery when applying the brakes, thus providing additional energy for fast and dynamic acceleration.
A button on the steering wheel allows the driver to choose among four different running modes: The E-Drive mode is for running the car under electric power alone, with a range of up to 25 km or 16 miles. In the Hybrid mode the 918 Spyder uses both the electric motors and the combustion engine as a function of driving conditions and requirements, offering a range from particularly fuel-efficient all the way to extra-powerful.
The Sport Hybrid mode uses both drive systems, but with the focus on performance. Most of the drive power goes to the rear wheels, with Torque Vectoring serving to additionally improve the car’s driving dynamics.
In the Race Hybrid mode the drive systems are focused on pure performance with the highest standard of driving dynamics on the track, running at the limit to their power and dynamic output. With the battery sufficiently charged, a push-to-pass button feeds in additional electrical power (E-Boost), for example when overtaking or for even better performance.
With the hybrid drive system offering this wide range of individual modes and applications, the 918 Spyder is able either to achieve lap times comparable to those of a thoroughbred racing car – such as less than 7:30 minutes on the Nordschleife of Nürburgring – or, focusing on a more economical style of motoring, with a reduction in emissions to just 70 grams of CO2 per kilometre.
Like the drivetrain, the lightweight body structure of the 918 Spyder also bears out the car’s DNA carried over directly from motorsport: The modular structure with its monocoque bodyshell made of carbon-fibre-reinforced plastic (CFP) and the appropriate use of magnesium and aluminium not only reduce weight to less than 1,490 kg or 3,285 lb, but also ensure supreme driving precision thanks to the very high level of torsional stiffness.
Reminiscent of highly successful, legendary racing cars such as the Porsche 917 Le Mans and the current Porsche RS Spyder, the 918 Spyder with its design concept so typical of Porsche arouses powerful emotions. The combination of racing car dimensions, clearly structured design with perfectly balanced surfaces, and innovative details all round creates an overall pattern of aesthetic, perfectly balanced harmony in design full of power and dynamics. This indeed is the ideal synthesis of form and function following Porsche’s design DNA.
The smooth balance of tradition and progress gives the car a powerful stance on the road in its combination of dimensions. Variable aerodynamics typical of Porsche ensure both visionary and traditional highlights especially around the rear spoiler. The striking rear hoods extending out of the headrests, in turn, not only fulfil an aerodynamic function on the 918 Spyder, but also accommodate retractable air intakes with a ram air function.
The driver and passenger are not only perfectly embedded in contoured sports bucket seats, but also form part of the cockpit with its synthesis of efficient function and ergonomic high-tech operation offering an outlook at the interior architecture we may possibly see in super sports cars of the future. The three free-standing circular dials for road speed (left), engine speed (middle) and energy management (right) would appear to come directly from a racing car in the ‘60s, bearing out that unique philosophy of driver orientation so characteristic of Porsche.
The centre console rising up towards the front in the 918 Spyder houses a touch-sensitive surface for intuitive control of the car’s functions, serving consistently to reduce the number of visible controls and maintain the principle of direct operation.
The control units relevant to the driver are concentrated in particular on the three-spoke multifunction sports steering wheel, while the variable driving modes, again so typical of Porsche, are supplemented by a map switch enabling the driver to call up various drive programs and serving as the push-to-pass button for E-boosting, for example when overtaking. Instrument illumination, finally, varies from green for the consumption-oriented running modes to red for the performance-oriented driving programs.
The 918 Spyder also comes with further innovative functions such as the Range Manager. After being activated in the Center Display, the Range Manager uses the map in the navigation system to present the remaining range the car is able to cover, naturally allowing the driver to influence that range through the appropriate choice of power and performance. In cities with environmental alert areas the Range Manager also states whether the driver is able to reach a certain destination on electric power alone.
Applying this information and using further info on the availability and location of special energy filling stations, the driver is then able to choose his personal style of driving as well as the right battery charge and filling strategy.
Offering a unique combination of extremely low fuel consumption, supreme performance and long electric range, the Porsche 918 Spyder represents an essential milestone in Porsche’s strategy on the way to genuine electro-mobility.
Even More Dynamic, Even More Efficient – and for the First Time also with Hybrid Drive
New Porsche Cayenne with Fuel Consumption down by up to 23 per cent
Even more sporting and dynamic, even more fuel-efficient, even more spacious and lighter, pointing into the future of technology and robust in its classic characteristics – the new Cayenne is more of a Porsche than ever before. Led by the Cayenne S Hybrid, the first Porsche with hybrid drive, the new generation of the Cayenne sets the standard in its class in terms of efficiency and performance. Compared with the former models fuel consumption, for example, is down by up to 23 per cent. Quite simply because the new Cayenne, like every Porsche, has been developed according to the principle of Porsche Intelligent Performance: More power on less fuel, more efficiency and lower CO2 emissions.
The Cayenne is making its European debut on 8 May in no less than five different versions – so that right from the start Porsche offers each and every customer exactly the right model for his personal taste and requirements. The highlight of this change in generations is the world debut of the highly efficient Cayenne S Hybrid consuming a mere 8.2 litres/100 kilometres, equal to 34.4 mpg imp. At the same time the combination of a 333-bhp three-litre supercharged V6 and a 34 kW (47 bhp) synchronous electric motor offers all the performance of an eight-cylinder, with overall system output of 380 bhp (279 kW).
The entry-level model is the 3.6-litre V6 Cayenne. Despite engine output now raised to 300 bhp, fuel consumption in the New European Driving Cycle in combination with optional eight-speed Tiptronic S is down versus the former model by 20 per cent to 9.9 ltr/100 km, equal to 28.5 mpg imp. The Cayenne Diesel*, in turn, with its three-litre V6 delivering maximum output of 240 bhp (176 kW) and peak torque of 550 Newton-metres (406 lb-ft), likewise consumes 20 per cent less fuel than before, in this case 7.4 instead of the former 9.3 ltr/100 km, equal to an improvement from 30.4 to 38.2 mpg imp.
The high-torque Cayenne S with its 4.8-litre V8 likewise shows a significant decrease in fuel consumption, down in this case by 23 per cent to 10.5 litres/100 kilometres, equal to 26.9 mpg imp.
* Cayenne Diesel not available in the USA, Canada, Japan and China.
At the same time engine output is now 400 bhp versus the former 385 bhp, the Cayenne S thus offering a significant improvement in performance, like all models in the new generation.
The same applies to the Cayenne Turbo, with its 4.8-litre V8 biturbo delivering maximum output of 500 bhp (368 kW) and now consuming just 11.5 ltr/100 km (equal to 27.6 mpg imp) in the New European Driving Cycle, again 23 per cent less than the former model (14.9 ltr/ 100 km, equal to 19.0 mpg imp).
This reduction in fuel consumption is attributable, among other things, to the introduction of Porsche’s new eight-speed Tiptronic S with Auto Start Stop and the wide spread of gear increments, thermal management on the engine and the transmission cooling, on-board network recuperation, variable engine cut-off in overrun and, not least, intelligent lightweight construction.
Thanks to the combination of materials minimised in weight and changes in the concept of the overall vehicle such as the new, active and extra-light all-wheel drive, overall weight of the Cayenne S, for example, is down by a substantial 180 kg or 397 lb, despite the improvement in product substance and an even higher standard of safety. This has positive results not just in terms of fuel consumption and CO2 emissions, but also when it comes to performance, agility and handling.
Together with the Cayenne S Hybrid, no less than three of the five Cayenne models consume less than ten litres of fuel per 100 kilometres in the New European Driving Cycle, with two models emitting less than 200 grams of CO2 per kilometre. At 193 g/km, the Cayenne S Hybrid is not only the cleanest Cayenne in terms of CO2 emissions, but rather the cleanest model throughout Porsche’s entire portfolio.
Porsche Parallel Full Hybrid making its world debut
The Cayenne S Hybrid is Porsche’s first production model with hybrid drive. Through its intelligent interaction of a three-litre supercharged V6 power unit and the electric motor, the Cayenne S Hybrid focuses on maximum efficiency from the vehicle’s overall driving system. Depending on driving conditions, this is achieved, as the case may be, by only one of the drive systems operating alone, or by both units running at the same time.
In either case, the 34 kW (47 bhp) electric motor is the ideal partner for the 333 bhp supercharged engine with its high torque at low speeds. Together, the two drive units develop maximum system output of 380 bhp and peak torque of 580 Nm/427 lb-ft at just 1,000 rpm, which means the same kind of performance as the Cayenne S with its V8 power unit.
The two drive units are connected to one another by a separator clutch master-minded by the Hybrid Manager. This separator clutch ensures that the Cayenne S Hybrid may be driven either by the electric motor or the combustion engine alone, or by both drive units together. This means that when driving in a more reserved, moderate style – for example in a residential area – the Cayenne S Hybrid may run for a couple of kilometres entirely on electrical power, without any emissions and with minimum noise, even reaching a speed of 60 km/h or close to 40 mph in the process.
To accelerate fast and dynamically, on the other hand, the electric motor provides a boost effect for additional power and traction, intelligent management of the separator clutch keeping the transition between the various hybrid driving modes smooth, comfortable and quick, again to the benefit of the driver.
The hybrid system incorporates a 288 volt nickel metal-hydride battery (NiMh) fitted beneath the luggage compartment, storing electrical energy regained when applying the brakes and driving under regular conditions. This energy is then available for boosting and electric motoring, again saving fuel in the process.
Additional savings potential by “sailing” up to 156 km/h or 97 mph
Using the separator clutch, Porsche hybrid drive also offers further potentials for enhancing fuel economy at high speeds by “sailing”: Whenever the Cayenne S Hybrid does not require drive power, the combustion engine is switched off completely when the driver takes back the gas pedal at speeds of up to 156 km/h or 97 mph and is therefore separated from the drivetrain.
This means a significant reduction of fuel consumption at steady speeds on the autobahn, with engine drag forces and their braking effect being eliminated when sailing, thus helping to reduce driving resistance and, as a result, fuel consumption. Then, as soon as the driver presses down the gas pedal in the sailing mode, for example to overtake another vehicle, the combustion engine starts again absolutely smoothly within fractions of a second, revving up to the current speed of the vehicle. Thanks to the Hybrid Manager, therefore, the Cayenne S Hybrid is able to accelerate dynamically in gears even at such higher speeds, in the same way as a Cayenne with a conventional power unit.
New active all-wheel drive with electronically controlled multiple-plate clutch
Porsche has developed active all-wheel-drive for the new Cayenne driving the rear wheels and transmitting power to the front wheels through an electronically controlled, map-based multiple-plate clutch operating as a function of driving conditions.
The two main reasons for choosing this technology were the reduction of weight and the wish to make the new Cayenne even more agile on the road. But at the same time it almost goes without saying that the Cayenne offers all the offroad qualities required by the customer under normal conditions.
This active all-wheel-drive may be supplemented for the first time on request by Porsche’s new PTV Plus: Porsche Torque Vectoring Plus uses variable torque distribution on the rear wheels as well as an electronically controlled rear axle differential lock, thus increasing both driving dynamics and stability in bends.
This new hang-on all-wheel drive is featured on the Cayenne, the Cayenne S and the Cayenne Turbo with their high standard of driving dynamics, while the Cayenne Diesel and the Cayenne S Hybrid come with permanent all-wheel drive incorporating a self-locking centre differential.
Superior suspension with various options for enhanced driving dynamics
Once again Porsche’s engineers have succeeded in making the outstanding driving characteristics of the Cayenne significantly better – and again, the name of the game is lightweight engineering, with the chassis alone now 33 kg or 73 lb lighter thanks to the consistent use of aluminium.
All versions of the Cayenne with the exception of the Cayenne Turbo come as standard with steel suspension combined for the first time as an option with Porsche Active Suspension Management (PASM). PASM is a highly sophisticated damper system for active, infinite damper control on the front and rear axle, offering the choice of the three Comfort, Normal, and Sport programs.
The Cayenne Turbo features new air suspension and comes with PASM as standard – a combination also available on request on the other models.
On the Cayenne, the Cayenne S and the Cayenne Turbo air suspension and PASM may be further enhanced as an option by PDCC Porsche Dynamic Chassis Control, an active system stabilising the body of the vehicle through dynamic distribution of roll forces
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Design: elegance in a new dimension
The new generation of the Cayenne sets a clear message in its design: even more sporting, even more dynamic, and definitely Porsche at very first sight. Indeed, the all-new, classy design of the new Cayenne makes the new generation even more clearly a member of Porsche’s family of sports cars and the Panamera range.
Despite its larger exterior dimensions, the 2010 version of the Cayenne looks a lot more compact and even more dynamic than before. Its particular character of a sports car comes out even more clearly than before from all angles, together with that very special design and shape so typical of a genuine Porsche.
All new models in the Cayenne range share the new headlight graphics unmistakable in every respect, with the additional high-beam headlights positioned in each case on the inside. The close connection to Porsche’s overall model family is further accentuated at the rear by the strong and powerful shoulders of the new model. And last but certainly not least, a striking effect is the rear wings flowing to the back and further enhancing the broad shoulders again so typical of a real Porsche.
Interior: the Cayenne world
The first eye-catcher within the newly designed interior is the centre console rising up to the front with its high-rising gearshift lever, giving the interior the looks of a cockpit at the front end. A further decisive design feature is the grab handles on the centre console typical of Porsche but new in design and now featured on all four doors.
The seats in the new Cayenne have also been upgraded, now offering all passengers even greater comfort and, thanks to the wheelbase extended in length by 40 millimetres or almost 1.6”, a lot more room on the rear seats. The entire rear-seat bench, finally, moves to and fro by 160 millimetres or 6.3”, and the backrest angle may be adjusted by up to 6°.
Over and above the range of instruments already featured, the new Cayenne comes with a 4.8-inch high-resolution TFT colour display in the instrument cluster offering a wide range of display options covering the various set-ups of the vehicle, audio, telephone, navigation, map presentation, on-board computer, tyre pressure control and cruise control functions.
The instrument cluster in the Cayenne S Hybrid differs from that in the other models through a number of technical details giving the driver a genuine experience of the innovative hybrid drive system, also through the instrumentation used.
As a further special feature, the new Cayenne comes with the latest generation of audio and communication systems carried over from the Panamera, offering not just a BOSE®, but also the Burmester® high-end surround sound system.
New assistance systems, some even featured as standard
Porsche offers a wide range of assistance systems for the new generation of the Cayenne, with the PDLS Porsche Dynamic Light System, for example, making its debut in the new model.
PDLS is a further development of the existing xenon lights system and offers not only dynamic and static bending lights, but also, for the first time in the Cayenne, speed-related headlight control with separate light modes for country roads and the autobahn, as well as bad weather lights. The system is standard in the Cayenne Turbo and comes as an option in the other models.
Yet another new feature is the optional Lane Change Assistant (LCA). This driver assistance system monitors the lanes to the right and left of the vehicle up to 70 metres or 230 feet back, including the driver’s blind angle. As soon as another vehicle enters the blind angle or approaches rapidly from behind, an LED warning light will light up on the inside of the appropriate exterior mirror, as of a distance of 55 metres or 180 feet. Should the driver then set the direction indicator, he will be warned of the vehicle approaching from behind by the warning light flashing on and off as a clear signal.
The Cayenne comes as standard with automatic cruise control offering extra comfort on long distances by automatically keeping the speed set by the driver in a range from 30 – 240 km/h (19 – 249 mph).
Automatic cruise control with a distance warning function is available as an option. Using radar sensors, ACC monitors the distance to the vehicle ahead, automatically maintains the distance set in advance and, when necessary, applies the brakes should the distance between the two vehicles become too small – if necessary even slowing down the Cayenne to a halt.
Automatic cruise control operates at speeds from 30 – 210 km/h (19 – 130 mph), the stopping power required, as calculated by the system, being provided by PSM actively building up brake pressure.
To set off again after coming to a halt, all the driver has to do is briefly press the control lever or the gas pedal.
ACC also offers a range of functions for enhanced active safety. Whenever the distance from the vehicle ahead becomes too small, for example, the system alerts the brake standby function to shorten the stopping distance required. It also prefills the brake system for an immediate response and gives the driver both a visual and an acoustic warning in dangerous situations, together with an additional brake pulse again alerting the driver to a possible risk.
Porsche Intelligent Performance makes Racing Cars even More Efficient
911 GT3 R Hybrid with innovative drive system
Exactly 110 years after Ferdinand Porsche developed the world’s first car with hybrid drive, the Lohner Porsche Semper Vivus, Dr. Ing. h.c. F. Porsche AG, Stuttgart, is once again taking up this visionary drive concept in production-based GT racing: During the Geneva Motor Show, a Porsche 911 GT3 R with innovative hybrid drive is making its debut, opening up a new chapter in the history of Porsche with more than 20,000 wins in 45 years scored by the extremely successful Porsche 911 in racing trim.
The innovative hybrid technology featured in the car has been developed especially for racing, standing out significantly in its configuration and components from conventional hybrid systems. In this case, electrical front axle drive with two electric motors developing 60 kW each supplements the 480-bhp four-litre flat-six at the rear of the 911 GT3 R Hybrid. A further significant point is that instead of the usual batteries in a hybrid road car, an electrical flywheel power generator fitted in the interior next to the driver delivers energy to the electric motors.
The flywheel generator itself is an electric motor with its rotor spinning at speeds of up to 40,000 rpm, storing energy mechanically as rotation energy. The flywheel generator is charged whenever the driver applies the brakes, with the two electric motors reversing their function on the front axle and acting themselves as generators. Then, whenever necessary, that is when accelerating out of a bend or when overtaking, the driver is able to call up extra energy from the charged flywheel generator, the fly-wheel being slowed down electromagnetically in the generator mode and thus supplying up to 120 kW to the two electric motors at the front from its kinetic energy. This additional power is available to the driver after each charge process for approximately 6 – 8 seconds.
Energy formerly converted – and thus wasted – into heat upon every application of the brakes, is now highly efficiently converted into additional drive power.
Depending on racing conditions, hybrid drive is used in this case not only for extra power, but also to save fuel. This again increases the efficiency and, accordingly, the performance of the 911 GT3 R Hybrid, for example by reducing the weight of the tank or making pitstops less frequent.
After its debut in Geneva the 911 GT3 R Hybrid will be tested in long-distance races on the Nürburgring. The highlight of this test programme will be the 24 Hours on the Nordschleife of Nürburgring on May 15th and 16th. The focus is not on the 911 GT3 R Hybrid winning the race, but rather serving as a spearhead in technology and a “racing laboratory” providing know-how on the subsequent use of hybrid technology in road-going sports cars.
The 911 GT3 R Hybrid is a perfect example of the Porsche Intelligent Performance philosophy, a principle to be found in every Porsche: More power on less fuel, more efficiency and lower CO2 emissions – on the track and on the road.
The New Porsche 911 Turbo S
Unparalleled in Driving Dynamics and Efficiency
Porsche’s engineers have developed their new top-of-the range sports car for the genuine sports car driver with the greatest demands in terms of performance and driving dynamics: the 911 Turbo S entering the market in both Coupé and Cabriolet guise.
The heart of this new model is of course its turbocharged flat-six power unit featuring two VTG turbochargers boosting output by another 30 bhp over the “regular” 911 Turbo to 530 bhp.
In addition to this extra power, Porsche’s new top model comes as standard with all performance-enhancing components already featured in the 911 Turbo. As a result, the 911 Turbo S, at the highest level of performance imaginable, offers a wonderful example of Porsche Intelligent Performance: Despite the significant increase in power and dynamic driving qualities, the new 911 Turbo S consumes just 11.4 litres/100 km, equal to 24.8 mpg imp, exactly the same as the Porsche 911 Turbo, making this by far the most economical sports car in its class.
The 911 Turbo S comes as standard with the most sophisticated drivetrain technology Porsche has to offer: This new ultra-high-performance sports car naturally features the seven-speed Porsche-Doppelkupplungsgetriebe (PDK, Double-Clutch Gearbox) conveying the power of the engine to Porsche’s intelligent PTM Porsche Traction Management all-wheel-drive system.
PTV Porsche Torque Vectoring, to mention the next highlight, optimises the car’s stability in bends to an even higher standard in conjunction with the mechanical rear axle differential.
The actual performance this makes possible on the road is quite simply phenomenal: The 911 Turbo S accelerates in 3.3 seconds from a standstill to 100 km/h and in 10.8 seconds to 200 km/h. Top speed is 315 km/h or 195 mph.
Stopping power is equally outstanding thanks to the PCCB Porsche Ceramic Composite Brakes naturally fitted as standard and also offering the advantage of low weight and supreme resistance to fading.
More Pressure for More Power
Making its debut in autumn 2009, the current Porsche Turbo for the first time offers a brand-new power unit in the history of the 911 Turbo now going back no less than 35 years. Exactly what potential the new engine has to offer is borne out clearly by the first power upgrade now to be admired in the new 911 Turbo S: Modifications in intake valve control ensuring even more direct engine response and the increase in charge pressure by 0.2 to a maximum of 1.2 bar boost engine power by no less than 30 bhp, with maximum output from this turbocharged six-cylinder reaching 390 kW (530 bhp) from 6,250 – 6,750 rpm. At the same time peak torque is up 50 Newton-metres or 37 lb-ft to 700 Newton-metres/516 lb-ft maintained consistently all the way from 2,100 – 4,250 rpm.
The fuel/air mixture in the power unit of the 911 Turbo S is formed by homogeneous direct gasoline injection. For the first time the Porsche 911 Turbo S comes with an expansion intake manifold using the oscillation of air between the throttle butterfly and the intake valves to improve the cylinder charge. This exceptional operating principle improves the degree of engine efficiency and boosts engine output accordingly, with the further advantage of even lower fuel consumption under high load and at high speeds.
The two turbochargers with variable turbine geometry (VTG) exclusive to Porsche on the gasoline engine are absolutely unique. This turbocharger technology with variable turbine rotors enables both the 911 Turbo and the 911 Turbo S to run smoothly and reliably up to a maximum exhaust gas temperature of about 1,000° C or 1,830° F.
The supreme performance of the new model is clearly underlined by the particularly sporting sound of the engine. This is the result, particularly with the Sport- and Sport-Plus buttons pressed, of modified control of the turbocharger rotors and, respectively, the ignition angle. A clear visual sign of this increase in power and performance is the design of the engine compartment upgraded by an air filter housing made of carbon fibre and proudly bearing an aluminium trim cover with the model designation “turbo S”.
Transmission of power by Double-Clutch Gearbox and all-wheel drive
Power is transmitted on the new 911 Turbo S in standard trim by a seven-speed Porsche-Doppelkupplungsgetriebe (PDK) or Double-Clutch Gearbox. Again as a standard feature, the driver is able to shift gears manually on the steering wheel, by means of gearshift paddles on the three-spoke steering wheel.
This trendsetting transmission technology developed by Porsche for the first time back in the ‘80s and specially conceived for motorsport allows an extremely fast gearshift without the slightest interruption of traction, much faster acceleration as well as a more sporting and dynamic driving experience.
Gears 1– 6 come with a sporting and dynamic transmission ratio, the car reaching its top speed in sixth gear. Seventh gear has a longer ratio, reducing both engine speed and fuel consumption and at the same time enhancing sound comfort particularly on long distances.
Efficient and highly effective distribution of engine power is ensured by PTM Porsche Traction Management with the right kind of dynamic set-up appropriate for this kind of car. PTM combines the driving pleasure so typical of a Porsche with its engine mounted at the rear and rear-wheel drive with an even higher standard of driving stability, traction, and agile handling. To do this PTM feeds the optimum share of engine power in each situation to the front wheels by way of a multiple-plate clutch. Shifting from one power level to another in 100 milliseconds at the very most, PTM is faster than the engine itself in responding to a change in load and is also faster than the driver in his personal perception and recognition of driving conditions.
This means that for all practical purposes Porsche all-wheel drive is able to literally look ahead, which means superior agility on narrow country roads, outstanding traction and superior driving safety even in the most extreme manoeuvres at high speeds.
Given all these qualities, Porsche Traction Management is among the most efficient and, at the same time, lightest all-wheel-drive systems in the market.
Porsche Torque Vectoring for even more precise handling in bends
The Porsche 911 Turbo S comes as standard with PTV Porsche Torque Vectoring, a highly innovative system made up of a mechanical rear axle differential and variable power distribution on the rear wheels, with intervention of the brakes as required on the inner rear wheel whenever necessary.
Applying these functions, PTV not only improves the car’s behaviour when steering into a bend, but also enhances driving dynamics and agility in consistently remaining on course round a bend, particularly on wet or snowbound surfaces. A further advantage is that PTV allows even higher speeds for even greater driving dynamics.
The mechanical differential lock included in the Porsche Torque Vectoring package comes with an asymmetric lock effect (22 per cent under power, 27 per cent in overrun) and offers, particularly when driving to the limit, even higher traction on changing surfaces, improved driving stability under load change in a bend, and enhanced agility in bends under high lateral acceleration.
As a result, PTV is the ideal match for PSM Porsche Stability Management: While PSM uses the brakes to stabilise the car, PTV applies the brakes to actively enhance driving dynamics. Precisely this is why PTV may also intervene in the brakes even when Porsche Stability Management is switched off (PSM OFF) in the interest of agile and dynamic driving behaviour.
Sports Chrono Package Turbo with dynamic engine mounts
The Sports Chrono Package Turbo including dynamic engine mounts naturally comes as standard on the new 911 Turbo S, offering the opportunity to enhance the car’s performance to an even higher level. As usual, the driver has the choice also on the new, top-of-the-range model of the Sport- and Sport-Plus functions providing an even more sporting shift strategy for PTM, PSM, PASM, on the dynamic engine mounts and with PDK.
The Launch Control function enables the driver to accelerate with full power and speed from a standstill, the process of acceleration being controlled both through slip on the drive wheels and the controlled management of torque and pulling forces on the transmission clutch.
The overall package also comprises an analogue stopwatch on the instrument panel, the performance display in the PCM control unit, and an individual memory. It is rounded off, finally, by dynamic engine mounts using a magnetisable fluid and an electrically modifiable magnetic field to increase driving performance as well as motoring comfort and smoothness by varying the setting of the engine mounts. Depending on driving conditions, therefore, the mounts automatically vary in stiffness and their damping effect.
Active suspension with ceramic brakes and central wheel locks
The new 911 Turbo S comes largely with the same suspension as the 911 Turbo, thus offering a complete range of settings from very sporting to highly comfortable by means of the variable PASM damper system.
A further highlight is that the new 911 Turbo S comes as standard with PCCB Porsche Ceramic Composite Brakes, using this high-tech material to ensure even faster brake response, a very high degree of fading stability thanks to a consistent level of friction, and very good resistance to corrosion. Despite the larger brake discs, therefore, PCCB brakes are approximately 18 kg or 40 lb lighter than the grey-cast-iron brakes featured as standard on the 911 Turbo.
Porsche Ceramic Composite Brakes stand out clearly at very first sight through their yellow-painted brake callipers easy to identify by way of the 19-inch RS Spyder wheels with central locking bolts featured as standard.
Top level of equipment with bending lights and adaptive sports seats
The new 911 Turbo S comes with a wide range of features and equipment based on the outstanding level of equipment already featured on the 911 Turbo and supplemented by additional functional components exclusive to this very special model. As an example, the new 911 Turbo S is fitted as standard with dynamic bending lights featuring Porsche’s striking headlight styling and double-lens projector.
Adjusting to the course of the road as of a speed of approximately 10 km/h, the headlights improve illumination of the road ahead and ensure better and earlier recognition of winding roads in particular, as well as possible obstacles in the dark. To ensure the widest possible illumination of an upcoming bend, the inner headlight in each bend may adjust by up to 15°, the outer headlight by up to 7° in its angle.
Experiencing the very dynamic character of the new 911 Turbo S, both the driver and front passenger enjoy adaptive sports seats with a memory function on the driver’s seat, again naturally featured as standard. These seats offer even better side support and, in addition to the adjustment of all seat functions and the lumbar support, come with electrical adjustment of the side supports around the occupant’s upper legs and hips.
The memory function comprises both exterior mirrors and all seat adjustments on the driver’s side, with the exception of the side supports in the seats themselves.
Further improvements are cruise control as well as a six-CD/DVD changer integrated in PCM Porsche Communication Management.
Leather upholstery featured as standard in the new 911 Turbo S is available with two choices of twin-tone colours: Black/Cream and Black/Titanium Blue, with Black serving in both cases as the base colour.
On these new colour combinations both the door panels and the seat centre sections at the front and rear are finished in Cream and, respectively, Titanium Blue.
This highly attractive colour scheme is exclusive to the new 911 Turbo S and is rounded off by seat stitching in an appropriately matching colour.
Last but certainly not least, the 911 Turbo S is naturally available with virtually all special equipment and optional extras also available on the 911 Turbo.