Porsche 918 and Momentum Porsche
Published Thursday, 20 October, 2011 by Jack McCall. Categories: New Inventory.
As any article should answer the questions: who, what, when, where, and why; we will take a look at the Porsche 918 and attempt to explain these questions. One distinct advantage was our ability to speak with Michael Holscher, Technical Project Manager for the 918 Spyder and former Project Manager for the Carrera GT. It was our good fortune that Michael was able to visit Momentum Porsche and speak to some our clients.
Diane (Brown) Caplan, always looking for new marketing ideas, found out that Mr. Holscher would be visiting the U.S. She took advantage of the situation and was able to reroute Michael through Houston. Without exception, everyone who attended Momentum's special event was thoroughly impressed. It's not every day that we get the opportunity to be a part of history in the making.
Now we can move to the questions. First, who, which of course is Porsche. Most people assume that Porsche is the German automobile manufacturer known for reliable, high quality sports cars, racing successes, and has recently expanded the line to include an SUV and sports sedan. Not so commonly known is the fact that Porsche began life in the winter of 1930- 1931 as a research and development company primarily focused on automotive engineering challenges.
Today Porsche still serves that purpose. Weissach is home to Porsche's research and development facility. Here approximately 3,000 employees take on today's complicated engineering challenges. Weissach has served most of the world's automobile manufacturers and has taken on projects from the airline industry to defense contracting. If an engineering challenge exists, this is the place to take it.
Weissach, a virtual think tank, is always looking ahead to find solutions for tomorrow's questions. Hence, the "what" question was asked. What is the future of the sports car? What is the future of the super sports car? With energy and environmental needs becoming so important, will there even be a future for the sports car? A select group of designers and engineers were literally locked up in room to come up with the answers.
The 918 Spyder project is the answer to these questions. Not only will it be a test bed for tomorrow's automotive technology but also a part of history in leading the way toward new horizons. The 918 Spyder will afford its new owners the ability to actually be a part of this history. Porsche will lead the way with innovations for new challenges just as it has since its inception.
The "What" question is actually the answer to the "Why" question. Not only will new technologies be explored, but the integration of these technologies must yield a driving experience super to any that is currently known. "Systems engineering" is a time tested tradition with Porsche. The end result must always be greater than the sum of its parts. One plus one should equal three.
Michael answered several questions from Momentum's clients. The most impressive answer came from the question, "What scares you the most among these new challenges?" Michael, without skipping a beat, said, "Nothing." He went on to explain, but one could immediately feel that the right man was heading the project.
Another question came on wheels and tires. Here Michael explained the benefit of cutting unsprung weight was double. If 10 pounds of unsprung weight are cut from the vehicle, the benefit is like cutting 20 pounds off any other part of the vehicle. Unsprung weight is separated from the vehicle by the springs and shock absorbers. It's the part that creates rebound after traveling away from the vehicle. The benefits of lowering this weight is realized in both ride quality and handling. Handling is enhanced by helping to keep the tire contact patches on the pavement as often as possible.
Obviously weight is critical in making a vehicle more efficient. This challenge is compounded by the fact that batteries are heavy. The 918's target weight is 1,670 kilos or just under 3,700 pounds.
When asked about the engines, it quickly became apparent that Porsche went back to basics. By this, the reference is to the "Porsche Way", or thought process. A long valued principle of Porsche engineering is to find the best and simplest solution to a challenge. The gasoline engine is a V8 with 4.6 liters producing 550 HP, and comes out of the race proven Spyder.
Batteries are heavy and therefore should be mounted as low as possible in the vehicle to maintain a low center of gravity. Batteries are also negatively affected by heat.
V8 engines have traditionally put the intake inside the V and placed the exhaust outside the V. This configuration places the exhaust too close to the batteries, so Porsche repositioned the exhaust to the inside of the V and routed it out through the humps, above and behind the passenger compartment. The intake was then placed outside the V. This is also a prime example of form following function. The exhaust pipes have quite a striking visual affect.
The batteries that will be used currently don't exist, but they will by the time that the 918 begins production. A KERS (kinetic energy recovery system) will not be used. This system, currently used in racing, charges and discharges rapidly, not practical for extended driving use. A new system will permit the electrical engines, producing another 250 HP, to participate on a larger scale. The 918 Spyder will be able to be charged in your garage.
The innovations go on and on and will certainly find their way into future Porsche models. After Michael's presentation our heads were spinning. The 918 Spyder promises to be even more revolutionary than the 959. The 959, a collectors dream machine, was the result of Germany's request for the automobile manufacturers to create cars for the year 2000. This was in the early 1980's. We witnessed a flood of technology from the 959 to the Porsches of the 90's.
When will this happen? It has already begun. In fact the first monocoque was delivered on October 17, the day of our event. Advancements in technology will permit the new monocoques to be built in two hours, not two days as required for the Carrera GT. It will also be considerably stronger. The production is scheduled to begin on 9/18/ 2013 at 9:18 AM. Unlike the Carrera GT, the entire production 918's will be completed in 13 months. No one will place an order and be forced to wait three years before seeing their car.
Where will the 918 be produced? All 918 Spyders will be produced in Zuffenhausen. The old paint facility is being converted into the 918's own special factory. Workers will be awarded the opportunity to work on the 918 based on their current performance. Instead of taking five minutes to install an item, they will be allowed two hours. Quality will second to none.
In so many ways the 918 Spyder represents the best of Porsche's past, present, and future. We are indebted to Michael for sharing Porsche's vision of tomorrow's super sports car.
We should also recognize Jeff Pollard, Momentum's service manager, for being the "gear head" that he is and asking so many great questions and taking copious notes.
Finally we learned that a major obstacle to purchasing the 918 has been removed. The requirement to pay in full before the vehicle is shipped has been removed. The initial order requires a $200,000 deposit; another $200,000 is due just prior to production. The final payment will be due upon taking delivery.
Diane (Brown) Caplan, always looking for new marketing ideas, found out that Mr. Holscher would be visiting the U.S. She took advantage of the situation and was able to reroute Michael through Houston. Without exception, everyone who attended Momentum's special event was thoroughly impressed. It's not every day that we get the opportunity to be a part of history in the making.
Now we can move to the questions. First, who, which of course is Porsche. Most people assume that Porsche is the German automobile manufacturer known for reliable, high quality sports cars, racing successes, and has recently expanded the line to include an SUV and sports sedan. Not so commonly known is the fact that Porsche began life in the winter of 1930- 1931 as a research and development company primarily focused on automotive engineering challenges.
Today Porsche still serves that purpose. Weissach is home to Porsche's research and development facility. Here approximately 3,000 employees take on today's complicated engineering challenges. Weissach has served most of the world's automobile manufacturers and has taken on projects from the airline industry to defense contracting. If an engineering challenge exists, this is the place to take it.
Weissach, a virtual think tank, is always looking ahead to find solutions for tomorrow's questions. Hence, the "what" question was asked. What is the future of the sports car? What is the future of the super sports car? With energy and environmental needs becoming so important, will there even be a future for the sports car? A select group of designers and engineers were literally locked up in room to come up with the answers.
The 918 Spyder project is the answer to these questions. Not only will it be a test bed for tomorrow's automotive technology but also a part of history in leading the way toward new horizons. The 918 Spyder will afford its new owners the ability to actually be a part of this history. Porsche will lead the way with innovations for new challenges just as it has since its inception.
The "What" question is actually the answer to the "Why" question. Not only will new technologies be explored, but the integration of these technologies must yield a driving experience super to any that is currently known. "Systems engineering" is a time tested tradition with Porsche. The end result must always be greater than the sum of its parts. One plus one should equal three.
Michael answered several questions from Momentum's clients. The most impressive answer came from the question, "What scares you the most among these new challenges?" Michael, without skipping a beat, said, "Nothing." He went on to explain, but one could immediately feel that the right man was heading the project.
Another question came on wheels and tires. Here Michael explained the benefit of cutting unsprung weight was double. If 10 pounds of unsprung weight are cut from the vehicle, the benefit is like cutting 20 pounds off any other part of the vehicle. Unsprung weight is separated from the vehicle by the springs and shock absorbers. It's the part that creates rebound after traveling away from the vehicle. The benefits of lowering this weight is realized in both ride quality and handling. Handling is enhanced by helping to keep the tire contact patches on the pavement as often as possible.
Obviously weight is critical in making a vehicle more efficient. This challenge is compounded by the fact that batteries are heavy. The 918's target weight is 1,670 kilos or just under 3,700 pounds.
When asked about the engines, it quickly became apparent that Porsche went back to basics. By this, the reference is to the "Porsche Way", or thought process. A long valued principle of Porsche engineering is to find the best and simplest solution to a challenge. The gasoline engine is a V8 with 4.6 liters producing 550 HP, and comes out of the race proven Spyder.
Batteries are heavy and therefore should be mounted as low as possible in the vehicle to maintain a low center of gravity. Batteries are also negatively affected by heat.
V8 engines have traditionally put the intake inside the V and placed the exhaust outside the V. This configuration places the exhaust too close to the batteries, so Porsche repositioned the exhaust to the inside of the V and routed it out through the humps, above and behind the passenger compartment. The intake was then placed outside the V. This is also a prime example of form following function. The exhaust pipes have quite a striking visual affect.
The batteries that will be used currently don't exist, but they will by the time that the 918 begins production. A KERS (kinetic energy recovery system) will not be used. This system, currently used in racing, charges and discharges rapidly, not practical for extended driving use. A new system will permit the electrical engines, producing another 250 HP, to participate on a larger scale. The 918 Spyder will be able to be charged in your garage.
The innovations go on and on and will certainly find their way into future Porsche models. After Michael's presentation our heads were spinning. The 918 Spyder promises to be even more revolutionary than the 959. The 959, a collectors dream machine, was the result of Germany's request for the automobile manufacturers to create cars for the year 2000. This was in the early 1980's. We witnessed a flood of technology from the 959 to the Porsches of the 90's.
When will this happen? It has already begun. In fact the first monocoque was delivered on October 17, the day of our event. Advancements in technology will permit the new monocoques to be built in two hours, not two days as required for the Carrera GT. It will also be considerably stronger. The production is scheduled to begin on 9/18/ 2013 at 9:18 AM. Unlike the Carrera GT, the entire production 918's will be completed in 13 months. No one will place an order and be forced to wait three years before seeing their car.
Where will the 918 be produced? All 918 Spyders will be produced in Zuffenhausen. The old paint facility is being converted into the 918's own special factory. Workers will be awarded the opportunity to work on the 918 based on their current performance. Instead of taking five minutes to install an item, they will be allowed two hours. Quality will second to none.
In so many ways the 918 Spyder represents the best of Porsche's past, present, and future. We are indebted to Michael for sharing Porsche's vision of tomorrow's super sports car.
We should also recognize Jeff Pollard, Momentum's service manager, for being the "gear head" that he is and asking so many great questions and taking copious notes.
Finally we learned that a major obstacle to purchasing the 918 has been removed. The requirement to pay in full before the vehicle is shipped has been removed. The initial order requires a $200,000 deposit; another $200,000 is due just prior to production. The final payment will be due upon taking delivery.
Comments