Mercedes Concept S-Class Coupé

With its gorgeous appearance and self-assured style the Concept S-Class Coupé perfectly embodies the Mercedes-Benz design philosophy of sensual clarity.

 

http://www.mercedes-benz.com

Mastretta MXT: The Mexican Sportscar !

Concept
     The Mastretta MXT is a high-performance 2 seat sports car, engineered to deliver outstanding performance through mechanical excellence. Every system, every component was engineered to make the driving experience an absolute thrill.
     The Mastretta MXT is presented as the first high-performance sports car from Mastretta Cars, the new automotive manufacturer based in the city of Toluca, Mexico. The MXT is Mastretta’s answer to the lightweight sports car market, offering a highly advanced vehicle with aggressive design and outstanding driving dynamics, while simultaneously responding to more environmentally conscious times by achieving a high level of efficiency.

 

 

Exterior Design
Overall, the MXT has a very compact appearance. It sits low and broad on the road. From every angle the proportions of the car have a great balance. The main lines were influenced by features that define the modern high-performance vehicle: low height, two seats and a mid-engine configuration; creating the ideal layout for optimal handling response and stability. Proportions of the wheelbase, width, minimal overhangs, and height give the Mastretta MXT a stunning presence, while simultaneously suggesting lightness and speed.

Interior Design
Despite the vehicle’s small dimensions, the interior is spacious enough to comfortably seat adults of up to 6’3" (1.90m). Bespoke carbon fiber seats trimmed in leather were developed to provide maximum support for the driver under high g-force generated by the Mastretta MXT when cornering, accelerating and braking. The flat-bottomed steering wheel, covered in suede, has a diameter of only 320mm, a size that facilitates quick turn-in. The aluminium pedals are positioned to allow precision footwork, with the throttle located slightly in front of the brake pedal to facilitate the heel-and-toe technique.

Engine
The turbocharged 2.0 litre four cylinder engine is located behind the cockpit and in front of the rear wheels with a transaxle configuration, connected to a five-speed manual gearbox.

Manufacturing
From the construction of the aluminium chassis to the delicate finish of the composite body, Mastretta employs high quality manufacturing techniques that transform concept into reality.

Chassis
Built from specially designed aluminium extrusions and carbon fiber, the bespoke chassis of the MXT was engineered to provide high rigidity and low weight. The suspension of the Mastretta MXT perfectly complements the potential of the lightweight semi-monocoque and powerful engine, which results in outstanding levels of lateral grip and traction. The car corners flat and stable.

 

Performance
The Mastretta MXT is all about performance. Advanced engineering, lightweight materials and a powerful engine act together to achieve the superb dynamics of the MXT. Steeped in the principles of modern racing technology, the MXT does not include driver aids or electronic assists that dull the driving experience.


 

Specification

• TYPE: Two-door, two-seat, mid engine coupe.

DIMENSIONS AND WEIGHT

• Length/Width/Height: 3,900/1,750/1,170 mm
• Wheelbase: 2,415 mm
• Track front/rear: 1,415/1,450 mm
• Ground clearance: 150 mm
• Fuel capacity: 40 liters
• Empty weight: 980 Kg
• Curb weight: 1050 Kg
• Maximum weight: 1,250 Kg
• Weight distribution: 44/56 %
• Trunk volume: 82 Liters

CHASSIS

• Construction: Semi-monocoque made with 6000 series aluminium extrusions and sheets, with structural carbon fiber floor, bonded with aerospace adhesive and rivets. Steel subassembly for the engine, chromoly roll cage and aluminium flat floor.
• Steering: rack & pinion
• Steering ratio: 15:1
• Turns lock-to-lock: 2.8
• Turning circle: 12 meters

SUSPENSION

• Suspension front: double wishbones, anti-roll bar
• Suspension rear: double wishbones
• Elastic element: coil springs
• Shock absorbers: monotube, pressurized gas

BRAKES

• Brakes: ventilated and perforated discs, 300 x 22 mm front and rear
• Brake calipers: machined aluminium, 4 pistons front and rear

ENGINE

• Location/alignment: mid transverse
• Cylinders: 4 In-line
• Block/head: aluminium/aluminium
• Type: DOHC, 16 valves
• Fuel system: EFI with turbo compressor and intercooler
• Displacement: 1,998 cc
• Bore x stroke: 87.5 x 83.1 mm
• Compression: 10:1
• Maximum power: 186 kW/250 hp @ 5,200 rpm
• Maximum torque: 339 Nm/250 lb-ft @ 3,950 rpm

TRANSMISSION

• Type: 5 speed manual
• Traction: RWD
• Clutch: Single disc, dry
• Final drive ratio: 4.067:1

PERFORMANCE

• Power to weight ratio: 3.92 kg/hp
• Specific output: 125 hp/litre
• Maximum lateral acceleration: 1.1 G
• Maximum speed: 260 Km/h

TIRES AND WHEELS

• Wheels: One-piece cast steel, 17 x 7.5 front and rear
• Front tires: 205/45 ZR17 88W
• Rear tires: 235/45 ZR17 88W

SAFETY EQUIPMENT

• Frontal aluminium and steel crashbox
• Three point seat belts
• Side protection bars
• Chromoly roll cage

http://mastrettacars.com

JE Pistons: Asymmetrical Pistons

Asymmetrical Pistons

JE Pistons is bringing the benefits of asymmetrical skirt design to the popular LS engine platform. Previously offered only for a broad base of high-revving performance import engines, asymmetrical pistons are now available for race and street applications across the GM LS engine architecture.

If you’re not familiar with asymmetrical pistons, you’ll easily grasp the concept with one glance at the accompanying photos. One side skirt is noticeably larger than the opposite. This design takes advantage of an engine dynamic — whereby piston force against the cylinder wall is greater on the piston’s major thrust side, which is related to the direction of engine rotation. More surface area is required to accommodate that higher thrust loading, but the opposite doesn’t see those forces, and therefore doesn’t require as much surface area.

http://www.jepistons.com

Porsche 918 Spyder

Technology: Electric Drive

Charging Equipment
For convenient home charging, we recommend the installation of an industrial electrical outlet and use of the Charging Dock, which has been specially styled by Porsche Design and comes as standard. During AC charging, the alternating current of the mains supply is converted into direct current by the vehicle’s on-board charger for charging the traction battery.
The especially powerful Porsche Speed Charging Station (DC) rated at 20 kW is available as an option. It is intended for permanent installation and reduces charging time to under half an hour.
Our ‘Porsche Car Connect’ smartphone app, including a range of e-mobility services, is available to allow you to manage and monitor your vehicle remotely, for example during the charging process.

Electric Machines
The two electric machines impress with an exceptionally high power output for their weight and size. They offer a combined mechanical power output of over 210 kW
(286 hp), with 95 kW (129 hp) produced at the front axle and 115 kW (156 hp) at the rear. As a result, the 918 Spyder boasts the highest electric machine power output of any production hybrid. The all-electric top speed is up to 150 km/h.
Another benefit of the electric drive is its incredibly fast response – for extremely fast acceleration from a standing start. It enables a fast-acting electric all-wheel-drive function. For weight reasons, the electric machine at the front axle has a constant gear ratio. The result is an enormous amount of tractive power at the wheels even while the V8 high-revving engine is still operating in the low speed range. This effect is further amplified in the higher gears. This kind of arrangement means that the electric machine at the front axle reaches maximum rpm at 235 km/h and is then decoupled.
the electric drive is significantly more efficient than a combustion engine across the wide speed range – with an efficiency of approximately 90 % in most load ranges.
Above all, however, electric machines can be used to recuperate energy, which can be used later to provide an additional e-boost.

High Performance Traction Battery
The traction battery has a exceedingly high energy content, a very fast power output and according electric boost of the electric machines.
It can be recharged by the mains supply via the charging socket (plug-in) on the vehicle. The battery also recharges in different ways while the vehicle is in motion:
One is in recuperation mode, whereby a portion of the vehicle’s kinetic energy is converted into electrical energy by the electric machines, for example under braking.
In a second scenario the combustion engine can drive the rear electric machine, which then operates as a generator and charges the traction battery in the process. The principle: load point displacement. The result: greater energy reserves for extremely fast lap times. Or for driving in purely electric mode.

Porsche e-mobility
In view of an all-electric top speed of 150 km/h and a maximum torque of 475 Nm from a standing start, you will come to regard electricity in a completely new light. Thanks in part to recuperation, e-boost and the electric all-wheel drive system, electricity will be your new guarantee of driving pleasure.
Delivering a fuel consumption of 3.3–3.0 litres per 100 km (depending on the vehicle variant) and with an all-electric range of 31 km (measured in the NEDC), the interaction of the three drive units in the 918 Spyder shows that performance is not always a question of brawn but brains too.
The 918 Spyder is a future model in terms of performance. Or quite simply a super sports car in the form of a plug-in hybrid.

Technology: Classic Drive

Exhaust system with top pipes
Top pipes are not only new to the road, they are new for Porsche. The concept comes from the racetrack and proves unequivocally where the 918 Spyder feels at home.
During the series production development process, our engineers were unhappy to accept that the particularly effective exhaust concept used in motorsport could not be transferred to a road vehicle, or at least to a super sports car.
So they adopted a completely new approach, resulting in a new type of thermodynamic air routing concept that has enabled the use of extremely short exhaust gas channels: the gases are expelled from the car through the top pipes directly above the engine. The associated reduction in exhaust backpressure has a positive impact on power output and fuel economy. The audible effect is heard in the resonant Porsche sound that reveals the motorsport genes of the 918 Spyder.
Another welcome advantage in terms of the technical requirements of a plug-in hybrid is that the heat of the combustion engine is dissipated more rapidly from the vehicle. Last, but not least, the top pipes on the 918 Spyder also serve to emphasise its pure racing character. Let’s just call it a pleasant side effect.

Porsche Dopplekupplung
For the refined version of Porsche Doppelkupplung (PDK) shift times and shift programmes have been further optimised. PDK changes gear automatically, but you can still take manual control using the gearshift paddles on the sports steering wheel. Gear changes take place in milliseconds with no interruption in the flow of power. Just like in motorsport.

V8 high-revving engine
Thanks to a power output of more than 447 kW (608 hp), the high-performance unit attains the level of a racing engine. That’s what we call motorsport DNA. Its low weight of around only 135 kg and its low position provide the optimum prerequisites to extremely dynamic driving performance and ultra precise power delivery – on the racetrack and on the road.
The unit is also equipped with drysump lubrication with a separate oil tank, scavenge pumps in aluminium and connecting rods in titanium. Not to mention a flat, lightweight crankshaft. All of which means weight down, power up.

Technology: Performance hybrid

The 918 Spyder as a performance hybrid
The 918 Spyder can be driven at the rear axle by the combustion engine, by the rear electric machine alone or by both together. Depending on the selected drive strategy, an additional electric machine will be activated to drive the front axle. The distribution of power between the axles is automated and it is regulated by a new type of drive control system, namely Electric Porsche Traction Management (ePTM).
The 918 Spyder attains exceptional overall performance values using three sources of drive: a total system power output of more 652 kW (887 hp) and a total system torque of more than 800 Nm in the 800 to 5,000 rpm range. In 7th gear, the result is a maximum crankshaft torque of over 1,280 Nm.
For you, that means exceptionally high torque even at low engine speeds, harmonious power development over the full engine speed range and a very high maximum engine speed of 9,150 rpm.

Four driving modes and Hot Lap configuration
Four different driving modes plus a Hot Lap configuration. They regulate the interaction of the combustion engine and electric machines as appropriate to the driving situation and driving style. You can still intervene at any time, but you don’t have to. The driving mode – and adrenaline level – of your choice is activated manually by means of the map switch on the sports steering wheel
- E-Power is the default operating mode at a standing start. Depending on the state of charge of the battery, the vehicle will cover up to 30 km on electric power alone and reach a speed of 150 km/h. The combustion engine is switched on only as required in response to driver input, i.e. kickdown. This is the ideal mode for all-electric driving
- In Hybrid mode, the 918 Spyder is powered by the electric machine or the combustion engine in a way that achieves optimum fuel consumption. For a conservative, economy- oriented driving style, for example in city traffic, or efficiency-enhanced motoring on major roads
- In Sport Hybrid mode, the combustion engine is always in operation. Support is provided by the electric machines and their e-boost capability, such as when the driver demands higher power output. For a sporty driving style
- The combustion engine is always in operation. The electric machines are allowed to deliver their maximum available power, which further enhances the e-boost effect. A higher proportion of the power generated by the combustion engine goes into recharging the battery. Gearshifts are extremely fast and sporty and the torque potential of the engine is optimally exploited. This enables superlative performance for equally superlative lap times on the racetrack
- When you press the Hot Lap button in Race Hybrid mode, the maximum energy potential of the highperformance traction battery is harnessed to help you achieve the fastest possible lap time. On the Northern Loop of the Nürburgring it could mean shaving around four seconds off your best time

High-performance hybrid braking systemThe high-performance hybrid braking system uniquely combines excellent recuperation performance with an authentic brake pedal feel.
The intelligent hydraulic system fades between the electric brakes and the hydraulic brakes of the PCCB brake system – a process imperceptible to the driver – and ensures constant feedback in the brake pedal in every driving situation as you would rightly expect from any Porsche

Driving Dynamics

Electric Porsche Traction Management
Torque is distributed between the front and rear axles actively and extremely quickly by control of the electric machine at the front axle. Sensors check, among other variables, the rotation speeds of all four wheels, the longitudinal and lateral acceleration of the vehicle, and the steering angle. By evaluating all data, the system can quickly adjust the distribution of drive force between the front and rear axles in order to achieve optimum balance.
In this way, ePTM, in conjunction with Porsche Stability Management (PSM) and anti-slip regulation (ASR), ensures that forces are distributed appropriately in every driving situation to provide excellent acceleration. The results are a high degree of safety and outstanding performance combined with exemplary balance.

Porsche Active Suspension Management
At the press of a button, you can select between two different modes: ‘Normal’ and ‘Sport’. ‘Normal’ mode is designed for sporty driving on public roads and on wet racetracks. ‘Sport’ mode is specially tuned for maximum lateral acceleration and offers the best possible traction on the track
Porsche Torque Vectoring Plus
Porsche Torque Vectoring Plus (PTV Plus) enhances driving dynamics and stability. The system works by intelligently braking the rear wheels and operates in conjunction with a fully variable and electronically regulated rear differential lock.
For the driver, this means remarkable lateral stability and outstanding traction as well as greater agility at every speed – attributes that are essential at the limits of sporty performance, not least because they are key to sustaining increased driving pleasure

Porsche Torque Vectoring Plus
Porsche Torque Vectoring Plus (PTV Plus) enhances driving dynamics and stability. The system works by intelligently braking the rear wheels and operates in conjunction with a fully variable and electronically regulated rear differential lock.
For the driver, this means remarkable lateral stability and outstanding traction as well as greater agility at every speed – attributes that are essential at the limits of sporty performance, not least because they are key to sustaining increased driving pleasure.

Engeenered design

Domed roof
The domed roof is made from carbon and can easily be removed and stored away in the luggage compartment underneath the front lid. There has been an evolution in space right at the front, too. The luggage compartment of the 918 Spyder has a capacity of 107 litres. Even when both roof halves are stowed inside, there is still room for items of luggage.

Porsche Active AerodynamicsOur engineers found the solution with the three-stage extendable rear wing, active diffusers in the front part of the underbody and active cooling air flaps in the front air intakes. It’s a system that combines low drag with high downforce in the interests of even greater dynamic performance. At the front, this job is performed by the particularly wide double-profile carbon front spoiler and slat-like cooling air flaps, which open and close according to the driving situation and demand for cooling.
At the rear, aerodynamic performance is enhanced by the threestage extendable rear wing. In Race mode, the already fully extended wing is lifted a little further to ensure maximum downforce at the rear axle. At the same time, the front diffusers in the forward part of the underbody are fully opened. The negative pressure produced increases downforce at the front axle and thereby also acts to correct the balance of the vehicle on the racetrack.
All in all, these measures deliver a huge amount of downforce, a low drag coefficient and perhaps even a new personal best for you on the track.

ChassisThe 918 Spyder has a front-to-rear axle load distribution optimised for dynamic performance (43 % front, 57 % rear). Consistent lightweight construction keeps the overall weight low. Together, these characteristics help to provide extraordinary agility, a high level of driving safety and stable handling, especially when cornering.
A double-wishbone axle is installed at the front. At the rear is a multilink axle designed in accordance with our refined version of the LSA concept (Lightweight, Stable, Agile) and equipped with electric rear-axle steering. Both axles incorporate a race-proven wheel bearing concept with a weight- and performanceoriented wheel location arrangement derived directly from the RS Spyder.
The connection established between chassis parts and the monocoque and unit carrier is particularly stiff thanks to the use of uniball joints from motorsport. In the 918 Spyder, these high-precision links are fitted to all steering arms on the front and rear axles to ensure a sensitive and direct response of chassis components, including the steering, and to deliver superior driving precision

MonocoqueA high-end drive system meets a high-end lightweight construction. The chassis of the 918 Spyder is built in two parts, with a monocoque and unit carrier in carbonfibre reinforced plastic (CFRP). As is conventional in motorsport, the vehicle structure remains drivable without an outer skin. That is why it is known as a rolling chassis concept. It has the advantage that all components can be optimally designed separately from each other: the load-bearing parts in terms of stiffness and weight, and cladding parts in terms of aerodynamics and visual appeal.
The monocoque and the unit carrier are formed from a multitude of made-to-measure cuts of carbon-fibre cloth, the quantity and arrangement of which have been optimally matched. The result is very low weight but an extremely high degree of torsional strength, which creates the best prerequisites to outstanding driving dynamics, excellent performance and superior handling precision.
Even the outer skin is made almost completely of very lightweight carbon-fibre reinforced plastic (CFRP), providing the ideal basis for a very low weight-to-power ratio. In other words, it represents a fusing of form and function.

Technology: Axles

Rear-axle steeringAn electromechanical adjustment system at each rear wheel allows the wheels to turn a few degrees in either direction as a function of driving speed.
During low-speed manoeuvres, the system steers the rear wheels in the opposite direction to that of the front wheels. This has the virtual effect of shortening the wheelbase for perceptibly more dynamic steering into corners. The turning circle is reduced, which makes it easier to manoeuvre.
During high-speed manoeuvres, the system steers the rear wheels in the same direction as that of the front wheels. This virtual extension of the wheelbase helps to increase driving stability

Lift system
Kerbs, ramps, car park entrances or race car transporters. These hurdles no longer pose an insurmountable challenge. The optional lift system at the front axle raises the body by approximately 30 mm at the push of a button in the centre console. The function is available with the vehicle stationary or travelling at a speed of up to approximately
50 km/h.

WheelsThe car is equipped with 20-inch wheels at the front axle and 21-inch wheels at the rear. The black painted finish on the rims contrasts with the highly polished surfaces on the front to create a stunning three-dimensional effect. Thanks to their size, they offer benefits with respect to dynamic performance and rolling resistance.
The 918 Spyder magnesium wheel is available on request – and is fitted as standard to the 918 Spyder with Weissach package. The forged one-piece magnesium wheels are especially light and yet extremely robust. The design, borrowed from the RS Spyder, permits optimum material usage. By comparison with the standard wheels, they offer a weight advantage of approximately 14.9 kg.
Both wheels have the characteristic central locking device from motorsport in common – a crucial advantage when the timer on the racetrack is ticking.

Porsche Ceramic Composite BrakeThe brake system of the 918 Spyder had to be a proven racetrack performer of the kind fitted to cars participating in the Porsche Mobil 1 Supercup, for example. The brake discs have a diameter of 410 and 390 mm at the front and rear, respectively. The six-piston monobloc aluminium fixed brake calipers at the front axle and four-piston units at the rear, all painted in Acid Green, ensure a powerful and, above all, constant braking effect.
The key advantage of PCCB is its extremely low weight, with ceramic brake discs that are approximately 50 % lighter than standard discs of a similar design. As well as enhancing performance and fuel economy, this represents a major reduction in unsprung and rotating masses

Design Exterior

Tradition of motorsport
The 918 Spyder and the tradition of motorsport. Father from Weissach. Mother from Le Mans.
The 918 Spyder features all the attributes of a perfect racing car: performance, efficiency, lightweight construction and purism. Plus something else quite special: history. So to understand what direction the 918 Spyder is taking in the 21st century, it is worth taking a look at its sporting past.
Porsche is synonymous with motorsport. It has been since 1948 – and right from the very first second. A racing version of the Porsche 356 achieved a class victory in the 24 Hours of Le Mans. This was one of the first of more than 30,000 race victories to date.
In 1970 and 1971, the resounding overall victories of the Porsche 917 heralded the start of an era in Le Mans that is seared into the memory of every fan. With the number ‘918’, the 918 Spyder takes this heritage onto the road.
The 918 Spyder is also named after the RS Spyder. The V8 unit of this car was the basis for the high-revving engine in the performance hybrid. The carbon-fibre monocoque delivered key foundations for the current design and its lightweight chassis was the inspiration behind the chassis concept of the 918 Spyder.
The Weissach package for the 918 Spyder shows our clear commitment to motorsport. With a choice of decorative wraps in the style of historic racing cars, it faithfully follows a glorious tradition.

Exterior designThe front wings emulate the legendary Porsche 917, and the 918 Spyder has inherited the distinctive B-pillar from the RS Spyder.
With proportions emblematic of a race car, with concave-to-convex transitions and precise edges. The overarching front bonnet extends over the distinctive wings and emphasises the width of the vehicle. It is flanked by the vertically aligned LED headlights. Underneath these are two large air intakes, which give the front a resolute appearance and help to provide sufficient cooling.
A functional feature is the two-part domed roof made from lightweight carbon, which can easily be stored away in the luggage compartment. The side air intakes extend up to the B-pillar, making the overarching rear of the car look even wider and even more imposing.
The LED taillights are shaped three-dimensionally. Above them sits the extendable rear wing. Retracted, it reduces air resistance and also enhances the puristic impression that the 918 Spyder creates. Extended, it delivers sportiness and downforce on every level.

8 Design cockpit

Multifunction sports steeringThe map switch is at the heart of this philosophy. It enables you to select any one of four drive modes plus a Hot Lap configuration.
Gearshift paddles allow motorsport- style gear changes. Positions D, N and R are selected by means of a compact lever in the dashboard. Two thumbwheels are conveniently placed for controlling the left and right displays in the instrument cluster.
The three circular instruments in the cut-away dashboard are not only ergonomic, they are style-defining too. As in any Porsche, the analogue rev counter is located centrally in the ‘Power & Drive’ circular instrument. It may exude classic appeal but it also looks to the digital future with an LED power metre display in the outer ring encircling the dial face. It displays the power being delivered by each type of drive.
A digital display informs you of the active gear, your current driving speed and the drive mode. The ‘Speed & Assist’ circular instrument on the left combines speed and cruise control information. To the right of the rev counter is the ‘Car & Info’ instrument with displays for fuel level, on-board computer, battery state of charge, range, gear change assistant and g-force

Design Weissart package

Life is not a spectator sport, as you well know. It’s about intense experiences that make the hairs on your neck stand on end. Experiences enjoyed not from the stands, but on the racetrack. In the cockpit of your 918 Spyder with Weissach package.
The technical platform is lightweight construction, vigorously pursued down to the smallest detail. Our engineers have yet again scrutinised every single nut and bolt, and have pushed the limits of possibility even further with measurable success: the additional weight reduction of around 36 kg has helped to boost performance and save crucial seconds on the track.
On the road, it’s one of a kind. In motorsport, it’s the rule: instead of conventional paintwork, the car is given a full-body film wrap (matt black) applied directly to its carbon-fibre (CFRP) structure.
This racing suit saves the 918 Spyder up to 2.3 kg in weight. The basis for its visual impact is a matt black film, or a selection of historic motorsport designs that ooze sensational motorsport appeal in every square centimetre. Like the timeless classic MARTINI® RACING decorative wrap or the decorative wrap in Salzburg Racing design. Alternatively, you can have the
918 Spyder finished in a solid paint colour of your choice. Some things that will always be the hallmark of the 918 Spyder with Weissach package: motorsport-derived contrasting elements with a carbon-weave finish. Purposeful lightweight construction delivers purposeful performance, as epitomised by the roof, rear wing, exterior mirrors and windscreen surround. To improve aerodynamics, the 918 Spyder with Weissach package is equipped with additional carbon attachment parts, such as aeroblades on the rear end and aeroflaps in the air outlets behind the front wheels.
With the 918 Spyder magnesium wheel, you needn’t hide away in the pit. Derived from the RS Spyder, it delivers a weight advantage of around 14.9 kg per vehicle compared with the standard wheel. The central locking device with opposite thread directions on each side of the car is a characteristic feature of motorsport. Here’s another: with 918 Spyder magnesium wheels, the wheel bolts are blue on the right of the car and red on the left. A fine difference, but one that shows how close to the racetrack the 918 Spyder really is.
Every gramme really does matter, and this is proven by the series of additional technical measures taken by our race engineers to make the 918 Spyder with Weissach package even lighter. These include a weight-optimised brake system with titanium components, wheel bearings with ceramic balls, a CFRP anti-roll bar at the rear axle and a CFRP prop on the luggage compartment lid in place of a gas-charged strut. There are also some variations on the standard specification, such as the deletion of the audio system or air conditioning. Both features are still available on request at no extra cost.
The requirement for the interior was clear: materials must be practical – and absolutely exquisite. The fact that they feel as if they were made for motorsport is no coincidence either. Carbon is the dominant material here. It demonstrates how the 918 Spyder with Weissach package follows the purist approach of our designers and their belief that fundamental materials should also be visible in the interior. And they should save weight. That’s why the centre section of the dashboard, the centre console surround, the door pulls and the gearshift paddles on the sports steering wheel have been given a carbon-weave finish.
Alcantara is a frequently used material in motorsport, not least because it is easy to grip and extremely hard-wearing. In the
918 Spyder with Weissach package, it adorns the steering wheel rim, armrest in the centre console and, if so desired, the seat centres.
Other interior features of the 918 Spyder with Weissach package include seat upholstery in flame-retardant fabric, door opening loops in black and, also in black, six-point racing harnesses supplied ready to install for driver and passenger.
Combined, all these measures deliver a considerable weight advantage. This in turn further enhances performance as well as efficiency. On the Northern Loop of the Nürburgring, it saves further critical seconds. On the road, it opens up even more potential for achieving comparatively low fuel consumption. In the 918 Spyder with Weissach package, you can turn this advantage into driving pleasure. One to one and one on one.
For legal reasons, the MARTINI RACING design package is not available in some countries. We would also like to point out that importing a vehicle with Martini Racing design or moving a vehicle with Martini Racing design on public roads in these countries could have legal consequences. For further information, please consult your Porsche Centre

Technical datas

Drive

Combined system :	Maximum system power over 652 kW (887 hp) at 8,500 rpm Maximum system torque of 1,280 Nm (7th gear) Maximum system torque over 800 Nm from 800 rpm to 5,000 rpm
Combustion engine :	V8 high-revving engine with a displacement of 4,593 cm³ Maximum power output over 447 kW (608 hp) at 8,700 rpm Maximum torque over 500 Nm at 6,500 rpm Maximum engine speed 9,150 rpm Exhaust system with top pipes Euro 5 emission standard
Electric drive :	Two permanently excited synchronous machines Maximum combined (mechanical) power output over 210 kW (286 hp) Front: Maximum power output over 95 kW (129 hp), maximum torque over 210 Nm Rear: Maximum power output over 115 kW (156 hp), maximum torque over 375 Nm
Battery :	Liquid-cooled high-performance lithium-ion traction battery Energy content 6.8 kWh with maximum power output of over 230 kW On-board charger (3.6 kW) Porsche Universal Charger (AC)

Performance

Top speed :	Combined 343 km/h 918 Spyder with Weissach package 345 km/h Electric-only 150 km/h
Acceleration :	0–100 km/h in 2.8 secs 0–200 km/h in 7.8 secs (918 Spyder with Weissach package: 7.7 secs) 0–300 km/h in 23.0 secs (918 Spyder with Weissach package: 22.0 secs)
Overtaking acceleration :	80–120 km/h in 1.4 secs 100–200 km/h in 5.0 secs (918 Spyder with Weissach package: 4.9 secs)
Electric only acceleration :	0–60 km/h in 3.3 secs (918 Spyder with Weissach package: 3.2 secs) 0–100 km/h in 6.9 secs (918 Spyder with Weissach package: 6.8 secs)

Weight

DIN :	1,675 kg (918 Spyder with Weissach package: 1,634 kg)
In accordance with EC directive :	1,750 kg (918 Spyder with Weissach package: 1,709 kg)
Permissible gross weight :	1,900 kg
Payload :	225 kg (918 Spyder with Weissach package: 266 kg)

http://www.porsche.com/

Audi Sport quattro concept

Il y a 30 ans naissait l’Audi Sport quattro, qui s’imposait en rallye comme le coupé quattro né trois ans plus tôt. Cinq millions de « quattro » plus tard, Audi présente l’Audi Sport quattro concept. La rencontre entre l’élégance et l’ « ADN » des premières quattro®…

Audi Sport quattro concept
Le quattro® est Audi et Audi est le quattro®, le constructeur et la technologie sont indéniablement liés. Pour célébrer le 30e anniversaire de l’Audi Sport quattro, Audi présente son héritier au Salon Automobile de Francfort (IAA) 2013. Le concept Audi Sport quattro poursuit la grande tradition du quattro avec un design de coupé unique et un système plug-in hybride d’une puissance de 700 ch.
Le quattro® est plus qu’une technologie, c’est une philosophie. Il signifie sécurité et sportivité, compétence technique et approche dynamique de la route. Depuis le lancement du « Ur-quattro » en 1980, Audi a vendu plus de 5 millions de voitures à quatre roues motrices, bien plus que n’importe quel autre constructeur haut de gamme. La transmission quattro® a fait ses preuves ces trente-trois dernières années, notamment par ses nombreuses victoires en sport automobile.
L’Audi Sport quattro est une voiture légendaire, imaginée pour l’homologation en Championnat du monde des Rallyes et présentée au Salon Automobile de Francfort de 1983. Avec ses 306 ch et dotée de nombreuses innovations techniques, elle était la « supercar » de l’époque. L’empattement court, qui facilitait sa maniabilité, donnait à l’Audi Sport quattro son look unique. La voiture a écrit l’histoire de la course automobile. En 1987, Walter Röhrl l’a conduite vers la victoire à la course de côte de Pikes Peaks dans le Colorado.

Puissance et performance
La technologie plug-in hybrid fait de l’Audi Sport quattro concept un modèle dynamique à couper le souffle. La puissance cumulée est de 700 ch pour un couple de 800 Nm. La transmission est assurée par une boîte tiptronic à 8 rapports, modifiée pour le groupe motopropulseur de ce modèle, qui dispose d’un différentiel sport sur l’essieu arrière. Conformément à la norme en vigueur, le concept consomme en moyenne 2,5 litres d’essence pour 100 kilomètres, avec un rejet de CO2/km de seulement 59 g.
Le moteur thermique est un V8 TFSI bi-turbo de 4 litres de cylindrée. Il développe une puissance de 560 ch et un couple de 700 Nm. Il est équipé de l’Audi cylinder on demand (CoD), qui peut désactiver quatre cylindres sur les 8, et du système Start/Stop.
Placé entre le 4.0 TFSI et la transmission, le moteur électrique en forme de disque produit 110 kW et pour un couple de 400 Nm. Il développe la puissance de traction à partir de la batterie lithium-ion à liquide de refroidissement, placée à l’arrière du véhicule et d’une capacité de 14.1 kWh. Le concept se recharge via un Audi wall box, utilisant un système de charge intelligent qui assure une alimentation optimale de la batterie lithium-ion. Le concept Audi Sport quattro dispose d’une autonomie de 50 kilomètres en mode tout-électrique. Un système intelligent contrôle l’interaction entre les deux alimentations et le conducteur peut choisir entre différents modes de conduite. Trois différents modes sont proposés : le mode EV pour une conduite purement électrique, le mode hybrid pour une meilleure efficience et le mode Sport pour des performances maximales.


Compétition et élégance
Avec l’Audi Sport quattro concept, Audi remet au goût du jour sa grande tradition et reprend des idées du concept Audi quattro présenté il y a trois ans. Fermement ancré sur des roues de 21’’, il garantit une excellente tenue de route. Les proportions sont équilibrées et suggèrent la sportivité.
Comme l’Audi Sport quattro, l’Audi Sport quattro concept a été imaginée dans l’esprit de la course automobile. Si plusieurs éléments de design sont un hommage aux modèles quattro du début des années 1980, ils ont tous une fonction technique. Par exemple, les piliers C anguleux et plats, ou encore les doubles phares rectangulaires, présentant la technologie innovante Audi Matrix LED, désormais disponible sur la nouvelle Audi A8.

 

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