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A worthy successor to the Carrera GT, the 918 Spyder is the world’s first plug-in hybrid supercar
by Amreetam Basu on May 17, 2023, 12:30In the halcyon days of the 1980s, the Porsche 959, with its 2.8-liter twin-turbo flat-six engine, roared onto the automotive scene, making its claim as the fastest supercar of its era, and the first Porsche with a twin-turbo engine. Then, as the millennium dawned, Porsche gifted the world with the Carrera GT. It vroomed with a highly symphonic V10, a heart borrowed from motorsports, reminding many that it was perhaps the final analog supercar. But evolution, as they say, is inevitable. Enter the Porsche 918 Spyder, the spiritual successor to the Carrera GT and the world’s first plug-in hybrid supercar with two electric motors and a naturally aspirated V8 engine.
Introduced first as a concept at the 2010 Geneva Motor Show, the 918 Spyder showcased Porsche’s ambition to redefine the boundaries of engineering. After 2,000 declarations of interest, Porsche finally gave a green signal to the production of the 918 Spyder. This vision for the future underwent rigorous development, and, come 2013, the Spyder sped out of the production line, although in limited numbers.
The 918 Spyder boasts a naturally aspirated 4.6-liter V8, combined with two electric motors, pushing out a combined 887 horsepower. Compared to the Carrera GT’s impressive 612 horsepower, it was evident how electrification had amplified Porsche’s prowess. This hybrid marvel catapults to 60 mph in a staggering 2.2 seconds, putting its predecessor’s time of 3.5 seconds into historical perspective.
Aesthetically, the 918 Spyder is an artwork on wheels. The exterior’s fluidic design and advanced aerodynamics speak of a sophisticated beast. At the same time, the interior features four digital displays and a floating center console with an integrated display and touch-sensitive buttons. Compared to its Porsche peers of the era, the 918 stood distinct, showcasing a forward-looking design ethos while still retaining some of the core Carrera GT style.
Of course, the hybrid Porsche halo car wasn’t without competitors. The Ferrari LaFerrari and the McLaren P1, both hybrid wonders, along with the 918 Spyder were dubbed the ’Holy Trinity’ and vied for supremacy in a class where the stakes were sky-high. As we reflect on the legacy of the 918 Spyder, let’s unearth more facts in this detailed overview and find out if it still remains a technological marvel in the present hybrid supercar world.
2015 Porsche 918 Spyder Exterior
The Porsche 918 Spyder, at first glance, carries a design language that’s more radical, avant-garde, and future-forward than the Carrera GT. Yet, beneath its progressive exterior lies a subtle homage to its predecessor. The Carrera GT’s indelible mark can be traced in the 918’s front fascia, the rear deck, and the concept of a removable hardtop, reminding enthusiasts that while evolution is constant, respect for heritage is paramount. In addition, the entire body is made of carbon fiber, save the front and rear bumpers.
Diving into the specifics, the 918 Spyder’s full LED headlight setup looks slimmer with the teardrop shape. From the front, you cannot help but admire the 918’s muscular look, reminiscent of an exotic, thanks to the heavily sculpted hood and the sharp nose. Looking at the bumper, the intake vents — purposefully sculpted — channel air efficiently to cool down the hybrid system. Also, unlike the Carrera GT, the side intake vents are massive, adding to the flamboyance of the supercar. There aren’t a lot of production supercars from Germany, especially with over 850 horses, and the 918 Spyder still looks athletic even after a decade.
Moving to the 918’s sides, the attention to detail is what makes Porsche such a reputable high-performance carmaker. The 21-inch wheels feature a center-locking system with different-colored center locks on both sides, which is an homage to the Carrera GT and is common in racing cars. These wheels are lightweight magnesium alloys and expose the standard carbon ceramic brakes with the Acid Green-colored brake calipers. You will notice how low the 918 Spyder sits to the ground, but the super-fast axle-lifting system helps tackle speed bumps and rough patches. In addition, the doors open conventionally, but they are quite compact, just like the Carrera GT. Let’s talk about the removable roof. Like the Carrera GT, the 918 Spyder’s two-piece roof can be removed and stored inside the ‘frunk’ to enjoy an open-top experience like a convertible.
At the rear, you will notice that the deck of the 918 Spyder echoes the Carrera GT. However, unlike the former, the 918’s rear deck is much shorter, and we love the flying buttresses. But what truly stands out, and possibly what might baffle traditionalists, are the unconventionally positioned dual exhaust tips. Sitting high behind the roll hoops, these exhausts not only reduce heat exposure to the battery compartment but also produce an unmistakable auditory note. However, a minor caveat for purists is the rear hood’s design. Unlike most mid-engined supercars, it doesn’t unlatch to reveal the mechanical marvel underneath, preserving the sanctity and mystery of the hybrid powerhouse only for the mechanics. In addition, the rear fascia looks more aggressive than the Carrera GT with the 3D LED taillights and the power-operated rear wing.
Like most modern Porsche sportscars, the 918 Spyder was also available with the optional Weissach package. This $85,000 package not only added more carbon fiber trim both inside and out, but the supercar also recieved some sportier panels. The canards near the rear wheel arches and a more prominent rear diffuser are few of the many changes the package brought.
The 918 Spyder measures 182.6 inches long, making it 1.2 inches longer than the Carrera GT. In addition, the 918 is almost an inch wider than its V10-powered predecessor, measuring 76.4 inches. However, the Spyder’s height (45.9 inches) and wheelbase (107.5 inches) are precisely the same as the Carrera GT. The 918 Spyder weighs more than the Carrera GT because of the battery packs and the additional electric motors. But the increase of 650 pounds is substantial, considering the extensive use of carbon fiber around the supercar. Here’s how the 918 Spyder measures when compared to its competition.
| Model | Porsche 918 Spyder | Ferrari LaFerrari | *McLaren P1 |
|---|---|---|---|
| Length | 182.8 in. | 185.1 in. | 180.7 in. |
| Width | 76.4 in. | 78.4 in. | 76.6 in. |
| Height | 45.9 in. | 43.9 in. | 46.1 in. |
| Wheelbase | 107.5 in. | 104.3 in. | 105.1 in. |
| Curb Weight | 3,692 lbs. | 3,489 lbs. | 3,280 lbs. |
Clearly, the Ferrari LaFerrari is bigger and wider than the 918 Spyder and the P1. It is also very low, which means ingress and egress would be more problematic, especially for taller individuals. As for the McLaren P1, it is more compact than both the Porsche and the Ferrari but is slightly taller and wider than the Porsche. The 918 Spyder sports the longest wheelbase of the bunch and is substantially heavier than both the P1 and the LaFerrari.
2015 Porsche 918 Spyder Interior
The interior of the Porsche 918 Spyder is like an evolution compared to the Carrera GT. Where the GT was a symphony of analog charm, the 918 Spyder is a vanguard of technological advancements, interlacing luxury, and function in perfect harmony.
Take, for example, the Alcantara-wrapped steering wheel. Its Acid Green-colored center immediately grabs attention, reminiscent of the ones housed within the 991.2 generation 911 models. Yet, it is the bespoke controls that set the 918’s wheel apart. The lower left side hosts buttons for cruise control, manual mode engagement for the PDK gearbox, and the unique ’Joker’ button—allowing users to program functions related to the infotainment system. On the right side of the wheel, you will find a rotary dial with a red center button that lets drivers effortlessly shuffle through driving modes, with the red button serving as a thrilling gateway to a momentary boost mode.
The driver-side dashboard is a masterclass in intuitive design. Its instrument console seamlessly integrates an analog tachometer flanked by two circular digital displays, a setup reminiscent of the 992 generation 911 models. Fans of the all-electric Taycan will find familiarity with the placement of the drive mode selector on the dashboard. Dominating the central console is the expansive touch-sensitive display, complemented by a secondary infotainment screen on the dashboard, reinforcing Porsche’s pivot towards a digital-centric cabin. We have not witnessed anything like it before in a production car, and it seems to be futuristic for a more than a decade-old supercar. Once you place the key inside, the whole center console comes to life with three knobs, several touch-sensitive zones, and a vertically oriented display, all seamlessly integrated within the console. Also, similar to most modern electric cars, there is space under the floating center console, but you cannot really utilize the area since there is no tray.
Of course, it’s not all tech. The craftsmanship stands out with premium quality. Premium leather drapes across the dashboard and plush seats ensure that luxury remains a cornerstone. The standard sport seats are power-adjustable and offer adequate comfort for everyday driving. Should you need to add more flair to the cabin of the 918 Spyder, the Weissach package introduces an avalanche of carbon fiber elements. From lightweight seats to the center console and dashboard, it exhibits weight-saving mastery and visual appeal. Back then, Porsche offered racing harnesses for the carbon buckets as a no-cost option to take advantage of this raging hybrid supercar on a racetrack.
| Category | Porsche 918 Spyder | Ferrari LaFerrari | McLaren P1 |
|---|---|---|---|
| Seating Capacity | 2 | 2 | 2 |
| Front Headroom | N/A | N/A | N/A |
| Front Legroom | N/A | N/A | N/A |
| Cargo Capacity | 3.9 cu.ft. | 1.4 cu.ft. | 4.2 cu.ft. |
Interior space does not matter for supercars because, obviously, they only seat two people, and the general sense of space is on the lower side. But supercars are not for the average consumer, and they offer all the performance you need while giving up comfort. Among all three hybrid supercars, the 918 would personally be my pick, as it is far superior in tech compared to the McLaren P1 and the Ferrari LaFerrari. The LaFerrari’s front trunk space is disappointingly small compared to the 918 Spyder and the P1.
2015 Porsche 918 Spyder Performance
The Porsche 918 Spyder employs a unique electrified powertrain setup that is more evident in today’s world with the Ferrari SF90 Stradale and the Lamborghini Revuelto. But before we jump on to the specifics, let’s talk about the gasoline engine first. Sitting right behind the seats is a 4.6-liter naturally aspirated flat-plane-crank V8 engine, which belts out 608 horsepower on its own. Indeed, the V8 is not as symphonic as the V10 from the Carrera GT, but the flat-plane screams past 9,100 revs, making the 918 Spyder one of the best-sounding hybrid supercars of all time. Also, this engine is not based on the VW group’s 4.0-liter unit. This engine is bespoke and is made of lightweight components such as Carbon Fiber Reinforced Plastic (CFRP), titanium, and lightweight steel.
This V8 is complemented by a duo of electric motors. The front electric motor, powering the front axle, produces 127 horsepower, while the rear electric motor, sitting adjacent to the engine, chips in with an additional 154 horsepower. The combined output? A mind-boggling 887 horsepower and 944 pound-feet of torque. Compared to the Carrera GT, the 918 Spyder puts down 284 horses and 509 pound-feet of torque more. It’s this symbiotic relationship between the gas-powered engine and the electric motors that makes the 918 Spyder a beacon of hybrid performance.
Now, let’s talk about the gearbox. Gone is the notchy manual gearbox from the Carrera GT, and a seven-speed PDK takes its place. Enthusiasts, know that Porsche’s dual-clutch gearbox is one of the automotive world’s smoothest and most responsive units. The rear wheels are powered by both the V8 and the rear electric motor. On the other hand, the front electric motor sends its power to the front wheels, ensuring all-wheel drive.
So, how about real-world performance? The 918 Spyder, according to Car and Driver, gets to 60 mph from a standstill in a mere 2.2 seconds, which made it the quickest production supercar of its time. To give you a perspective, the Bugatti Veyron 16.4, with its 987-horsepower 8.0-liter quad-turbo W16, does 0-60 mph in 2.5 ticks and a quarter-mile in 10.1 seconds. You can now relate to Porsche’s supremacy in the world of supercars. However, the jump in performance from the Carrera GT is significantly higher. The 918 Spyder reaches 60 mph 1.3 seconds quicker and finishes the quarter-mile mark in 1.2 seconds before the CGT. Impressive, isn’t it? But let’s see how this hybrid Porsche supercar compares to its arch-rivals, when it comes to performance.
| Category | Porsche 918 Spyder | Ferrari LaFerrari | McLaren P1 | |
|---|---|---|---|---|
| Powertrain | 4.6-liter Naturally Aspirated V8 w/ Dual Electric Motors | 6.3-liter Naturally Aspirated V12 w/ Electric Motor | 3.8-liter Twin-Turbo V8 w/ Electric Motor | |
| Drive Type | AWD | RWD | RWD | |
| Horsepower | 887 hp | 950 hp | 903hp | |
| Torque | 944 lb-ft | 664 lb-ft | 664 lb-ft | |
| 0-60 mph | 2.2 sec. | 2.5 sec. | 2.7 sec. | |
| Top Speed | 214 mph | 218 mph | 217 mph |
Right off the bat, the Ferrari LaFerrari is the winner in terms of raw performance, thanks to a much larger 6.3-liter V12 engine. Also, it is the only supercar that features a mild hybrid powertrain. Next in line would be the McLaren P1, which cranks 16 more horses than the 918 Spyder but is not as torquey as the latter. Yes, the 918 Spyder is not the most powerful of the bunch, but it is certainly the quickest, thanks to all-wheel drive traction. However, both the Ferrari and the McLaren can attain higher top speeds of up to 218 mph.
2015 Porsche 918 Spyder Handling And Driving Impressions
The Porsche 918 Spyder features Porsche Active Suspension Management, known as PASM, which includes an adaptive suspension system. This plug-in hybrid supercar also sports rear-axle steering, which not only cuts short the turning radius of the supercar at slower speeds and traffic but also helps high-speed cornering by steering the rear wheels in the same direction as the front wheels.
We’re all familiar with the high-speed cornering and stability challenges associated with the Carrera GT. However, the 918 Spyder, equipped with rear-axle steering and an all-wheel-drive system, effectively addresses these concerns. Like most modern supercars, the 918 Spyder maintains its poise through corners, ensuring drivers won’t feel any loss of stability at the rear.
The hybrid system is very advanced; over 50 computers watch over you to ensure you get every ounce of power you have invested your money in. There are a total of five driving modes: E-Power, Hybrid, Sport Hybrid, Race Hybrid, and Hot Lap. E-Power is the least powerful mode, with the electric motors delivering all the oomph for your daily chores. However, the 6.8 kWh battery pack should have enough charge, or else the computers will automatically shift you to Hybrid mode.
The Hybrid mode, as the name suggests, will constantly switch between the electric motors and the V8 to give you great gas mileage; you will always have decent power on tap. In both the Sport Hybrid and Race Hybrid modes, the V8 remains constantly active, with the electric motors providing additional power to handle track duties. Finally, the red button on the center of the driving mode selector that we talked about earlier is a Hot Lap button. In order to activate it, you need to be in Race Hybrid mode. This mode will offer all the power at your disposal for a few fast laps. However, this mode will rapidly deplete the e-juice from the battery pack.
2015 Porsche 918 Spyder Fuel Economy
With the 918 Spyder, Porsche’s focus was not only on performance but also on efficiency. With the EPA rating of 67 MPGe combined, the 918 Spyder is one of the most efficient, if not the most efficient, hybrid supercars until now. To make matters even more jaw-dropping, the 918 Spyder, in hybrid mode, has a lower emissions profile than a Toyota Prius! How amazing is that? The 918 Spyder has a sizeable 6.8 kWh battery pack to power the electric motors and can deliver about 12 miles solely on electric power. If you run out of battery, the engine, combined with regenerative braking from the electric motors, can replenish the battery pack over time. Alternatively, you can plug into a DC charger to fully charge the battery pack in just 25 minutes.
| Category | Porsche 918 Spyder | Ferrari LaFerrari | McLaren P1 |
|---|---|---|---|
| City MPGe | N/A | N/A | TBD |
| Highway MPGe | N/A | N/A | TBD |
| Combined MPGe | 67 | N/A | 18 |
| Electric Range (EPA est.) | 12 mi. | N/A | 19 mi. (EV Mode) |
| Battery Size | 6.8 kWh | N/A | 4.7 kWh |
| City MPG (Gas) | N/A | 12 | 16 |
| Highway MPG (Gas) | N/A | 16 | 20 |
| Combined MPG (Gas) | 22 | N/A | 17 |
Among the three hybrid supercars, the 918 Spyder takes the crown of being the most efficient. Its combined MPGe rating is more than three times that of the McLaren P1, and it also packs a larger battery. As for the electric range, the P1 can travel seven miles more, but the EV mode does not shut off the gas engine completely, meaning it is not solely running on electric power all the time.
Conclusion
The Porsche 918 Spyder proves to be a worthy successor to the Carrera GT. It picks up the pace where the CGT left off, including better high-speed stability and some added chassis upgrades, such as PASM and rear-axle steering. The eargasmic exhaust notes of the V10 are missing, but the flat-plane crank does the job pretty well and revs to more than 9,000 RPM.
The 918 Spyder, when new, had a starting price of $845,000, which is almost double the price of the Carrera GT. Right now, a used 918 Spyder can cost you more than $1.8 million. Values continue to go up as production was limited to just examples. Also, the 918 Spyder features a pioneering plug-in hybrid powertrain with a front-axle-mounted electric motor, which was not prevalent back then. A similar setup is witnessed with the recently launched hypercars such as the Ferrari SF90 Stradale and the Lamborghini Revuelto, which employ two electric motors at the front axle.
The 918 Spyder, boasting staggering performance, carved an innovative path in the automotive landscape, showing that hybrid supercars can be both highly efficient and blisteringly fast. With its successor, the Mission X concept, on the horizon, it sparks curiosity about how Porsche plans to challenge the record-setting acceleration numbers held by the Rimac Nevera and the Pininfarina Battista.
FAQs
1. What kind of powertrain does the 2015 Porsche 918 Spyder have? The 918 Spyder features a plug-in hybrid powertrain combining a 4.6-liter V8 engine with two electric motors, delivering a total output of 887 horsepower.
2. What’s the 0-60 mph acceleration time for the 918 Spyder? The 918 Spyder can sprint from 0 to 60 mph in just 2.2 seconds.
3. How efficient is the 918 Spyder when it comes to fuel consumption? Impressively, the 918 Spyder, in hybrid mode, has a combined fuel efficiency of around 67 MPGe.
4. Does the 918 Spyder come with an all-wheel-drive system? Yes, the 918 Spyder features an all-wheel-drive system, enhancing traction and stability.
5. How many driving modes does the 918 Spyder offer? The 918 Spyder provides five driving modes: E-Power, Hybrid, Sport Hybrid, Race Hybrid, and Hot Lap.
6. What’s the top speed of the 2015 Porsche 918 Spyder? The 918 Spyder can reach a top speed of 214 mph.
7. How long does it take to charge the 918 Spyder’s battery using a DC charger? Using a DC charger, the 918 Spyder’s battery can be fully charged in just 25 minutes.
8. Is there any special package available for the 918 Spyder? Yes, Porsche offers the Weissach package, which adds numerous carbon fiber elements and reduces the car’s overall weight, enhancing its performance.
9. How many units of the 918 Spyder were produced? Porsche produced a limited run of 918 units for the 918 Spyder, aligning with its model name.
10. How does the 918 Spyder’s performance compare to its contemporaries, such as the Ferrari LaFerrari and McLaren P1? Although the 918 Spyder is not as powerful as the LaFerrari and the P1, in terms of raw power, but it is far quicker off the line and accelerates harder than the Ferrari and the McLaren.
A world première: Porsche 918 Spyder
A unique combination of performance and efficiency
The 918 Spyder embodies the essence of the Porsche idea, combining pedigree motor racing technology with excellent everyday suitability, and maximum performance with minimum consumption. The début of the 918 Spyder at the IAA 2013 marks the start of a new chapter in the future of the hybrid drive.
And the technology pioneers are not the only ones who are excited by this flagship project, as the 918 Spyder demonstrates the potential of the hybrid drive to a degree never seen before, achieving a parallel improvement in both fuel efficiency and performance without compromising on either. This is the idea that has made the Porsche 911 the most successful sportscar in the world for the past 50 years. In short, the 918 Spyder contains the genetic blueprint for the Porsche sportscar of the future.
The 918 Spyder has been greatly influenced by its affiliations with motorsport. A number of the developments to the Porsche race car for the 24 Hours of Le Mans 2014 were used in the 918 Spyder – and vice versa. The structural concept, which is based on a rolling chassis (i.e. a chassis without bodywork), is standard for Porsche race cars. The design of the V8 engine is based on that of the Le Mans Prototype 2 (LMP2) race car, the RS Spyder, and the supporting monocoque structures and unit carriers are made from carbon fibre reinforced plastic (CFRP). More importantly, however, the 918 Spyder is considerably more fuel efficient than any of its competitors. In fact, this plug-in hybrid combines the performance of a race car with an output of over 880 bhp with an estimated NEDC fuel consumption of just three litres per 100 km, which is lower than the majority of today’s compact cars. Drivers can therefore enjoy maximum driving pleasure and minimum fuel consumption.
Hybrid drive enhances dynamic performance
The core message surrounding the 918 Spyder is that the Porsche hybrid drive offers uncompromising dynamic performance. The unique all-wheel drive concept with a combined combustion engine and electric motor drive system on the rear axle and a second electric motor on the front axle make this possible. This concept is based on Porsche’s motorsport development work for the successful 911 GT3 R hybrid. The additional, individually controllable front-wheel drive enables new driving strategies to be used for extremely high yet safe speeds through bends in particular. What’s more, the advanced “boost” strategy manages the energy of the electric drive so intelligently that the unrestricted total power of the 918 Spyder can be accessed simply by fully depressing the accelerator pedal for every burst of speed at maximum acceleration. In short, the 918 Spyder allows even drivers without motorsport training to experience the potential of advanced longitudinal and lateral dynamics.
From comfortable to race-ready: Five modes for three motors
The centrepiece of the 918 Spyder concept is the distribution of propulsive power across three power units, all of which are integrated and controlled via an intelligent management system. To benefit as much as possible from the coverage offered by the different systems, the Porsche developers have defined a total of five operating modes, which can be activated via a map switch in the steering wheel, just like in race cars. Using the pre-selected mode, the 918 Spyder applies the most suitable operating and boost strategy without any further intervention from drivers, thus allowing them to concentrate fully on the road.
Quiet and elegant: “E-Power”
When the vehicle is started up, “E-Power” mode is selected as the default operating mode, provided that the battery is sufficiently charged. Depending on load, the 918 Spyder can cover between 16 and 32 kilometres on purely electric power. Even in pure electric mode, the 918 Spyder accelerates from 0 to 100 km/h in under seven seconds and can reach speeds of up to 150 km/h. In this mode, the combustion engine is used only when needed. If the battery charging condition drops below a set minimum level, the vehicle automatically switches to hybrid mode.
Efficient and comfortable: “Hybrid”
In “Hybrid” mode, the electric motors and combustion engine work alternately, focusing on achieving maximum efficiency and minimum fuel consumption. The power output of the individual drive components is modified in line with the current driving situation and the required performance level. Hybrid mode is typically used for fuel-efficient driving.
Sporty and dynamic: “Sport Hybrid”
If a more dynamic performance is required, the power units in the 918 Spyder switch over to “Sport Hybrid” mode. The combustion engine now operates continuously, representing the main propulsive force. The electric motors are activated to support acceleration through the electric boost function, or at points when the operating point of the combustion engine can be optimised for greater efficiency. This mode focuses on performance and a sporty driving experience at top speeds.
For fast laps: “Race Hybrid”
“Race Hybrid” is the mode for maximum performance combined with an especially sporty driving experience. The combustion engine is chiefly used under high load, and charges the battery whenever the driver does not require maximum power. The electric motors provide additional support in the form of boosting in this mode too. The gearshift programme of the Porsche Doppelkupplung (PDK) is also designed for even sportier driving. The electric motors are used up to the maximum power output limit to deliver the best possible performance for the race track. In this mode, the battery charging condition is not kept constant and instead fluctuates over the entire charge range. In contrast to Sport Hybrid mode, the electric motors run at their maximum power output limit for a short period for enhanced boost performance. This increased output is balanced out by the fact that the combustion engine charges the battery more intensively. The electric power boost is thus always available to the driver even for several very fast laps.
For pole position: “Hot Lap”
The “Hot Lap” button in the centre of the map switch releases the 918 Spyder’s final reserves and can only be activated in “Race Hybrid” mode. Similar to a qualification mode, “Race Hybrid” mode pushes the traction battery to its maximum power output limits for a few fast laps. This mode uses all of the available energy in the battery.
A drive that harnesses the power of three separate power units
The main drive source is the 4.6-litre, eight-cylinder engine with an output of up to 608 bhp. Based on the power unit of the successful RS Spyder endurance race car, the engine delivers engine speeds of up to 9150 rpm and a power output per litre of approx. 132 bhp/litre – 26 bhp/litre more than that of the Carrera GT, making this the highest specific power of any naturally aspirated Porsche engine. And it is not just the performance of the 918 Spyder engine that stirs up an emotive response: The sound of this vehicle is just as impressive, and can primarily be attributed to the “top pipes” – exhaust tailpipes that terminate directly above the engine in the upper part of the rear end. No other series production vehicle features this solution.
In parallel in the drivetrain: Hybrid module
The V8 engine is coupled to the hybrid module as the 918 Spyder is designed as a parallel hybrid like Porsche’s current hybrid models. The hybrid module essentially comprises a 115-kW electric motor and a decoupler that serves as the connection with the combustion engine. Because of its parallel hybrid configuration, the 918 Spyder can be powered at the rear axle either individually by the combustion engine or the electric motor, or via both drives together. As is typical for a Porsche super sportscar, the power unit assembly in the 918 Spyder has been placed in front of the rear axle, and it does not have a direct mechanical connection to the front axle. A seven-speed Porsche Doppelkupplung (PDK) transmission handles power transmission to the rear axle.
Independent all-wheel drive: Front axle with electric motor
There is another independent electric motor that generates approximately 95 kW of power at the front axle. The front electric drive unit drives the wheels at a fixed gear ratio. A decoupler decouples the electric motor at high speeds to prevent the motor from over-revving. The drive torque is independently controlled for each axle, creating a very responsive all-wheel drive function with significant potential in terms of traction and dynamic performance.
Lithium-ion battery with plug-in charging system
The electric energy for the electric motors is stored by a liquid-cooled lithium-ion battery comprising 312 individual cells with an energy content of approximately seven kilowatt hours. The battery in the 918 Spyder has a performance-oriented design in terms of both power charging and output, enabling it to meet the performance requirements of the electric motor. The power capacity and operating life of the lithium-ion traction battery depend on several factors, including thermal conditions. This is why the 918 Spyder’s battery is liquid cooled by a dedicated cooling circuit. The global warranty period for the traction battery is seven years.
Porsche has developed a new system with a plug-in charging interface and improved recuperation potential for charging the battery. For example, on the German 230 Volt mains supply, the traction battery can be charged within four hours by connecting the Porsche Universal Charger (AC) provided in the scope of delivery to a ten-ampere fused power socket. The Porsche Speed Charging Station (DC) is also available as an option, and will fully charge the high-voltage battery in just under 25 minutes.
Chassis with race car genes and rear-axle steering
The Porsche 918 Spyder’s multi-link chassis was inspired by motorsport design, and is complemented by additional systems such as the Porsche Active Suspension Management (PASM) adaptive shock-absorber system and rear-axle steering, which is essentially an electro-mechanical adjustment system at each rear wheel. This adjustment is speed-sensitive, providing steering angles of up to three degrees in each direction. The rear axle can therefore be steered in the same direction or in the opposite direction to the front wheels. At low speeds, the system steers the rear wheels in the opposite direction to the front wheels, which has the effect of shortening the wheelbase. This makes cornering even more direct, faster and more precise, and reduces the turning circle. At higher speeds, the system steers the rear wheels in the same direction as the front wheels, which has the effect of lengthening the wheelbase. This significantly increases rear end stability when changing lanes quickly, resulting in exceptionally safe and stable handling.
The tyres of the 918: A special challenge
On the one hand, the tyres needed to have optimum grip and razor-sharp handling on all road types. On the other hand, the tyres needed to be durable on the racetrack and have as low a rolling resistance as possible. As a result, the developers of the Michelin Pilot Sport Cup 2 tyres for the Porsche 918 Spyder were faced with a seemingly insurmountable conflict of objectives. However, working closely with Porsche engineers, the tyre experts from Michelin were able to overcome this challenge in impressive fashion: The 918 Spyder is rolling out of production facilities exclusively on specially tuned Michelin Pilot Sport Cup 2 tyres. A total of 550 prototype tyres were produced and tested over the course of the testing period. 400 preproduction prototypes and 200 series test specimens were also produced before Porsche gave the final approval for the Michelin Pilot Sport Cup 2 tyres in size 265/35 ZR 20 for the front axle and 325/30 ZR 21 for the rear axle. The tyres developed specially for the Porsche 918 are also raising the benchmark in the ultra sports tyre segment when it comes to driving on wet surfaces and in terms of aquaplaning safety. The 918 sees this exclusive partnership between Michelin and Porsche in the development of special tyres for super sportscars entering its second phase. This partnership started more than ten years ago with the Carrera GT.
The Weissach package for an even better performance
For customers looking for an even better performance from the 918 Spyder, Porsche also offers the “Weissach” package. Super sportscars modified with this package are also available in special colours and designs inspired by legendary Porsche race cars, making them instantly recognisable. The emphasis on performance is not just visual: Super lightweight magnesium wheels reduce the unsprung weight, decreasing the gross weight by around 35 kg. These lightweight features are decisive when it comes to further enhancing the dynamic performance of the vehicle. Other references to motorsport include six-point seatbelts for the driver and front passenger, an optional film coating instead of a paint finish, plus additional aerodynamic add-on parts in visible carbon fibre.
Porsche Active Aerodynamic (PAA) for different driving modes
Porsche Active Aerodynamic (PAA) is a system of adjustable aerodynamic elements that provides a unique and variable aerodynamic response. The system works in three stages, switching automatically between optimum efficiency and maximum downforce, and working in harmony with the operating modes of the hybrid drive.
In “Race” mode, the retractable rear wing is set to a steep angle to generate high downforce at the rear axle. The spoiler, which is positioned between the two wing supports at the trailing edge of the airflow, also extends. Two adjustable air flaps are opened in the underbody in front of the front axle, directing some of the air into the diffuser channels of the underbody structure to also produce a “ground effect” at the front axle.
In “Sport” mode, the aerodynamics control system reduces the approach angle of the rear wing slightly, enabling a higher top speed. The spoiler remains extended but the aerodynamic flaps in the underbody close, which also reduces aerodynamic drag and increases the potential vehicle speed. In “E” mode, the system focuses solely on low aerodynamic drag; the rear wing and spoiler are retracted and the underbody flaps are closed. Adjustable air intakes under the main headlights round off the adaptive aerodynamics system. When the vehicle is stationary and in “Race” or “Sport” mode, the intakes are opened to enable maximum cooling. In “E-Power” and “Hybrid” mode, the air intakes close as soon as the vehicle is driven off in order to keep aerodynamic drag to a minimum. They are not opened again until the vehicle reaches speeds of approximately 130 km/h or when cooling requirements are higher.
Clear organisation in the cockpit
The driver is the focus behind all the technology in the future Porsche super sportscar. With this in mind, the engineers have developed a cockpit that is typical of the brand and pioneering in its clarity. The cockpit concept is divided into two basic sections: The first section comprises the controls that are important for driving. These items are grouped around the multi-function steering wheel and combined with driver information displayed on three large round instruments. The second section comprises the infotainment block housed in the elevated centre console, which was originally introduced in the Carrera GT. Systems like climate control, wing adjustment, lighting and the Porsche Communication Management (PCM) system along with the Burmester High-End sound system can be operated intuitively via the multi-touch control functions on the innovative black panel display.
A unique open-roof driving experience: Removable roof panels
As a super sportscar designed for everyday use, the 918 Spyder offers a spectacular top-down driving experience. The two roof panels made from carbon fibre-reinforced plastic (CFRP) are removable, as is the tradition at Porsche, and can be stored securely in the 100-litre luggage compartment located at the front of the vehicle.
Porsche redefined: A new super sportscar for a new decade
The 918 Spyder continues a long tradition of super sportscars at Porsche. Many of these vehicles have set technological benchmarks and have become the ultimate sportscars of their decades: the Carrera GTS, the first Porsche Turbo, the 959, the 911 GT1 and the Carrera GT. More so than any of its predecessors, the 918 Spyder is providing the key momentum for developing technologies for future vehicle concepts. The 918 Spyder features all the components that reflect the Porsche DNA in a format that is more powerful than ever before.
Amreetam Basu
While Amreetam hustles during the week, free time means one thing: hitting the open road. He dreams of cruising the Alps in a German masterpiece – a Porsche 992 911 GT3 RS or an F87 BMW M2 would be ideal! This 26-year-old automotive journalist loves every part of the job. Read full bio
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