The sport engine was derived from the 3.4-litre engine based on the downsizing principle, and together with the PDK transmission (Porsche Doppelkupplung) in the Cayman it offers a power of 275 hp (202 kW) combined with a NEDC fuel consumption of 7.7 l/100 km (180 g/km CO2). Its specific power of 101.6 hp/l means that this six-cylinder engine surpasses the magic limit of 100 hp per litre engine displacement.

This is the fourth time that a flat engine from Porsche has won this competition between the best engines in the world. In 2007, Porsche has already won in the category of three to four-litre engines with the engine of the 911 Turbo. In 2008, the turbocharged 3.6-litre flat engine with 480 hp even won in the open displacement class. In 2009, the 3.8-litre six-cylinder engine of the 911 Carrera S was named “Best New Engine”. The choice of “Engine of the Year” is made by 87 highly regarded automotive journalists from 35 countries who evaluate the engines in various categories. Along with power, fuel economy, driving properties and comfort, the use of innovative technologies is also assessed.

Advantages: compact and light, high-revving and smooth – for 50 years

The 50 years of Porsche 911 also represents 50 years of the flat-six engine. Not simply for tradition sake, but because of its advantages: it is very flat, lightweight and compact. The flat engine with six cylinders is very smooth running, and it has neither free moments nor free forces of inertia. In addition, horizontally opposed engines are very well suited to lowering a vehicle’s centre of gravity. The horizontal cylinders enable very low-profile construction. And the lower a vehicle’s centre of gravity, the sportier it can be driven.

Another of the most prominent traits of the Porsche flat-six engines is their low fuel consumption in relation to their power. This excellent fuel efficiency is based on the overall concept that is influenced by motorsports. It is based on systematic lightweight design, high-revving and a large specific power as a result of its advantageous charge cycle.

These basic traits were crucial in the decision to develop a six cylinder engine with an opposing cylinder layout for the first 911. This resulted in an air-cooled flat-six engine with axial blower and – due to its higher rev reserves and improved smooth running – one overhead camshaft per side. At first, the displacement was specified as two litres, and the engine was designed for potential increases up to 2.7 litres. In those days, no Porsche engine specialist could have predicted that this engine type would be continued in its basic form right up to the year 1998 and would finally reach 3.8 litres of displacement.

World premiere in 1963 with 130 hp from two litres of displacement

At the world premiere of the 911, which was initially known as the 901 at the Frankfurt Motor Show (IAA) in 1963, the flat-six engine produced a power of 130 hp at 6,100/min from its two litres of displacement. The success of the new sports car quickly led to customer wishes for more power. Porsche responded, and the 911 S made its debut in model year 1967 with 160 hp at 6,600/min – the base model was soon designated the 911 L, and later the 911 E. At that time, the engineers were especially proud that despite the added power and a power-to-displacement ratio of 80 hp per litre, there were no compromises in terms of engine life.

The 911 not only established itself on the world market based on its efficient performance, but also by its technological progress. In 1968, Porsche offered the sports car with an emissions control system for the USA. A special aspect of this system: Porsche was able to satisfy US emissions regulations – including the especially stringent rules for California – without any compromises in performance and with nearly identical driving comfort. Hazardous emissions were controlled by exhaust gas recirculation in the induction manifold and by thermal reactors. In its development work, Porsche was the first company in Europe to ever install roller dynamometers for emissions testing.

In autumn 1968, Porsche introduced mechanical petrol injection with six-piston pump. In addition to increasing displacement, it also added more power and torque. In 1969, the six-cylinder engine first grew to 2.2 litres, then two years later to 2.4 litres. This resulted in 180 hp of power for the 911 S at first and then 190 hp. In 1971, engine compression was reduced so that all 911 cars could be powered by regular petrol worldwide. In close cooperation with Bosch, Porsche developed the K-Jetronic – an improved, continuous fuel injection system, which was first introduced in the US models in 1972.

In 1974, the 911 Turbo made its debut as the first production sports car with a turbocharger

In 1973, all engines in the 911 generation designated as “G models” were converted to engine displacements of 2.7 litres, and operation with unleaded regular petrol was made possible – here Porsche proved once again that sports cars could be eco-friendly. In 1974, a legend made its first appearance: Porsche introduced the 911 Turbo, the first production sports car with a turbocharger. In this car, engineers transferred their extensive experience with turbocharged engines from motorsport into series production. The engine was based on the engine of the 911 Carrera RS 3.0 which produced 260 hp and a torque of 343 Newton metres which took the car to a top speed of over 250 km/h.

Advanced development of the six cylinder engine brought displacement and power enhancements over several stages, combined with highly advanced emissions control technology. Porsche built the first flat engines with regulated catalytic converters in 1980. Three years later, a new generation of naturally aspirated engines was presented, which had 3.2 litres of displacement and digital engine electronics. All of the engines were now designed for unleaded regular petrol – in many European countries this fuel was still unavailable, but the engine design offered flexibility. In 1988, Porsche made further improvements to the combustion process and developed a cylinder head with two spark plugs per combustion chamber.

The air-cooled flat engine reached its zenith with the naturally aspirated engine of the 993 model series, which produced 300 hp from 3.8 litres of displacement in the top model 911 Carrera RS in 1995. There was a limited edition series of the 911 GT2, a car derived from motorsport, whose 3.6-litre engine first developed 430 hp with the help of two turbochargers and then 450 hp in model year 1998. The 911 Turbo also adopted the biturbo concept, and another global innovation was the OBD II emissions control monitoring system. The now 408 hp engine was still based on the naturally aspirated 3.6-litre engine, but it had been modified so extensively that it was considered an independent design.

In 1996, the first water-cooled flat-six engine from Porsche celebrated its world premiere

The engine of the new Boxster model series represented a quantum leap in the development history of the flat-six engines from Porsche at its world premiere in 1996. For the first time, Porsche implemented a water-cooled engine that had 2.5 litres of displacement and 204 hp of power. Freed of the restrictions of the previous six cylinder engine with air cooling, engine developers gave the new engine a cylinder head with two camshafts and four valves per cylinder. One year later, the new 911 of the 996 model series appeared, also with a water-cooled engine. The engine with 3.4 litres of displacement was significantly shorter and above all flatter than the previous model. It produced 300 hp and was much higher revving than the previous engine. In addition, the intake camshaft was adjustable, and the VarioCam variable valve timing adjustment concept was born. Two years later, this system was supplemented by valve lift adjustment, and since then it has been named VarioCam plus. However, its key data were unchanged: six cylinders, seven-bearing crankshaft, dual-mass flywheel and a longitudinally split engine housing. The 911 Turbo was also changed over to water cooling, and in the year 2000 it got a new engine with 420 hp. Once again, displacement and power were boosted over the course of time, and by the middle of the 2000 decade, flat engines with 3.6 and 3.8 litres of displacement and 355 hp were added.

In 2008, the 911 Carrera and 911 Carrera S models then got engines with direct fuel injection that had been designed from the ground up. They produced 345 hp and 385 hp from the same displacement. Also coming from this engine family were the engines used in the Boxster and Cayman. Starting around 2008, “downsizing” with the goal of better fuel efficiency became a trendsetting objective for powertrain engineers. Based on its bundled knowledge, Porsche developed the new technology for the 911 of the 991 model series, which appeared in 2011. For example, the flat engine in the 911 Carrera with 350 hp had a displacement of 3.4 litres instead of the previous 3.6 litres. The 400 hp Carrera S retained its 3.8 litres of displacement. Both models illustrate how the 991 model series was developed into a complete package designed for maximum fuel efficiency. With a weight to power ratio of 3.5 kilograms per hp, the new 911 Carrera S is at the top of the field. And in terms of its NEDC fuel consumption, the 911 Carrera posts a value of 8.2 litres per 100 km (194 g/km CO2) and the 911 Carrera S a value of 8.7 l/100 km (205 g/km CO2) – both with PDK – these too are excellent values.

In the segment of two-seat roadsters and coupés, the Boxster and Cayman make their appearance with the same positive traits that have now also led to recognition of the 2.7-litre engine as “Engine of the Year” in its displacement class. In the Boxster, the engine produces 265 hp with fuel consumption values identical to those of the Cayman engine. The Boxster S and Cayman S are equipped with a 3.4-litre variant; in the roadster it produces 315 hp and in the sport coupé its power is boosted to 325 hp. Equipped with PDK, both engines have combined NEDC fuel consumption values of 8.0 l/100 km (188 g/km CO2).

Here, Porsche is making a clear statement: the six-cylinder flat engine is not an engine of yesterday. Rather, it is the foundation for development of the efficient sports engine of tomorrow.

Porsche Boxster/Cayman: Fuel consumption: urban 12.2 – 10.6 l/100 km; extra-urban 6.9 – 5.9 l/100 km; combined 8.8 – 7.7 l/100 km; CO2 emissions 206 – 180 g/km

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“In terms of customer deliveries to date, we have exceeded our expectations in the ongoing year. Given the continuing volatility of the market development, we nevertheless remain cautiously optimistic for the second half of the year,” said Bernhard Maier, Member of the Executive Board Sales and Marketing of Dr. Ing. h.c. F. Porsche AG. “The 911 in particular delights customers and aficionados of the brand the world over, being highly coveted in the year of its 50th birthday. We are honouring our iconic car with an exclusive limited special model at the IAA, which can now be ordered.”

In the United States, exactly 3,927 customers rejoiced over the delivery of their new sports car – an increase of 38 percent compared to the same month of the previous year. In the second-largest Porsche market, China, the very high level from May 2012 was improved by six percent to 3,206 deliveries in May of this year. The bestseller in this market was again the sporty SUV Cayenne.

The new models in the Boxster and Cayman model ranges were especially sought worldwide: Porsche delivered 2,805 mid-engine sports cars to customers – this is nearly three times the figure of May 2012. 3,000 vehicles in the 911 model range, i.e. twelve percent more than in the same month of the past year, were handed over to customers in the reporting month.

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“I personally recall the presentation of the Porsche 901 very well at the IAA in Frankfurt in September 1963,” says Dr. Wolfgang Porsche, looking back into the past. “Everybody in the company was anxiously waiting to see how customers and journalists would react to the new car. But my father Ferry Porsche believed in the concept of the new model right from the onset. A couple of years before his death, he emphasised once again how proud he was that he was proven right about the 911 being a success.” Matthias Müller too backed up the story of success of the 911. “I don’t know any other sports car that has such a great history and yet at the same time is so modern as the Porsche 911,” he stressed. “It reflects everything that makes our brand special in its very essence. This timeless sports car concept not only has behind it an exciting history. It also has ahead of it a great and successful future.”

Today, the 911, designed by Ferdinand Alexander Porsche, is deemed one of the most successful sports cars of all time. More than 820,000 of the 911 were built over the last 50 years. It has gained more than 20,000 racing victories. The Porsche engineers from Zuffenhausen and Weissach have reinvented the 911 in each of the now seven generations, demonstrating the innovativeness of the brand again and again. Like no other vehicle, the 911 combines seemingly contradictory traits such as sportiness and everyday utility, tradition and innovation, exclusiveness and social acceptability, design and functionality – there can be no doubt that it stands for the “Engineered by Porsche” quality seal. Ferry Porsche once put into a nutshell what constitutes the secret of the success of the 911 model range: “The 911 is the only car that you can drive from an African safari to Le Mans, then to the theatre and onto the streets of New York.”

The starting point of the “50 Years of 911” special exhibition highlights the development stages of the 901 type as well as a replica of its first-ever presentation at the International Motor Show (IAA) in Frankfurt in 1963. In addition, film footage of the first 911 test drive will be shown. 50 stories all around the topic of the 911 will then guide the visitors through the exhibition. Among other things, the 911 fan will learn how the sports car got its model designation. Advertising messages, quotes from Ferry Porsche, highlights from the racing history as well as anecdotes from the early development stages point the way for the visitor through the history of the 911.

More than 40 exhibits in the anniversary exhibition show the wide product range of the 911 from its beginnings to our present day. A 911 R can be admired by fans, of which no more than 19 units were produced in 1967 for a small circle of top-notch private drivers as well as for the Porsche factory itself. A 911 Carrera RSR is on exhibit, with which the sports car manufacturer heralded in a new era in customer sports car racing. One 934 model from 1976 that was part of the field of starters in the 24 Hours of Le Mans, continuing right up to 1982, also contributes to the exhibition. Alongside the original 911 of 1964 and other anniversary models, there are unusual and prominent 911 cars to be discovered. An armoured 911 (996) with safety glass is presented alongside a 911 Carrera, whose former owner was the Spanish singer Julio Iglesias. Among many other things, motor sports fans can delight in the first Carrera Cup model from 1990, a 911 Carrera Cup (964) as well as one 911 GT3 RS 4.0.

Anniversary promotions for museum visitors and 911 drivers

Many special promotions will accompany the “50 Years 911” special exhibition.

Free admission

All 911 drivers plus one accompanying person, upon presentation of the vehicle registration at the box office of the Porsche Museum, have free admission from June 4 to September 29, 2013. The Porsche Museum also foregoes any admission price for visitors who have been born in 1963 and can prove it by presenting their ID.

Holiday programme for children

Moreover, in collaboration with the Stuttgart Police Department, the Porsche Museum is organising a free summer holiday programme for girls and boys five years old and up. Ten interactive stations await the car drivers of tomorrow from August 24 to September 8, 2013, from 11:00 a.m. to 4:00 p.m. daily (except Monday). Alongside a bicycle round course on the roof terrace of the Porsche Museum, our little visitors can solve exciting puzzles and complete assignments that all have to do with the 911. The children may also slip into a racing suit and sit behind the steering wheel of a Porsche. Free tours for children are provided during this time from 11:00 a.m. to 2:00 p.m.

Museum shop

The museum shop will have a selection of special 911 items for sale: The in-house publishers “Edition Porsche Museum” is putting out a book entitled “911x911” in the anniversary year of the Eleven; it is available in five languages in the shop of the Porsche Museum and costs 39.90 euro. A Bordeaux with the fine-sounding name of “Rouge Pérou” has been bottled exclusively for the Porsche Museum and can be had there for 29.00 euro. The designation of “Rosso Bordeaux” has been taken from the 911 colour table – in French, it's “Rouge Pérou.” Alongside small items like 911 sheet-metal cards and a cutting board with the design of the 911 silhouette, the museum keeps vehicle miniatures for model car fans on hand. Posters depicting 50 production cars and race cars (for 19.00 euro each) round off the anniversary range of offers.

Museum cafeteria

Our visitors restaurant “Boxenstopp,” located in the lounge, is also serving special 911 dishes. They range from the “Targa Florio Antipasti Plate” for 9.11 euro to a 911 birthday hamburger for 9.97 euro to the “Turbo Currywurst” for 9.64 euro. The opening hours of the “Boxenstopp” are 11:00 a.m. to 6:00 p.m. from Tuesday to Sunday. It can be accessed without an admission ticket.

The Porsche Museum is open from 9:00 a.m. to 6:00 p.m. Tuesday to Sunday. The admission fee is eight euro for adults. Reduced price tickets cost four euro. You'll find more information in the Internet at: www.porsche.com/museum.

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Porsche will present the limited edition model in time for the 50th anniversary of the 911 at the IAA motor show in Frankfurt, which opens its gates to the public on September 12, 2013. In 1963, Porsche presented the original model to the public at this leading international show for the automotive industry. Since its first presentation – initially as the type 901 – the sports car icon has excited automotive fans across the globe, and today it is considered the reference for all other sports cars. Since making its debut in 1963, the model series has progressively developed without interruption. In the process, the unique character of the 911 was always preserved. The result of this evolution over a 50-year period – which included countless race victories as well – is a sports car that fully embodies the authenticity of the Porsche brand. Its DNA is reflected in all Porsche models.

This limited edition of the 400 hp (294 kW) 911 Carrera S includes features that have contributed to the 50-year success story of the 911. For example, the limited edition includes Porsche Active Suspension Management (PASM) with special tuning to complement its increased track width and to add support to the exceptional cornering dynamics of the 911. The sport exhaust system outputs a fitting emotional sound. Special 20-inch wheels are a visual tribute to the legendary “Fuchs” wheels and are finished in matte black paint with machine-polished centres. Chrome trim strips on the front air inlets, the fins of the engine compartment grille and the panel between the rear lights emphasise the distinctive appearance of this limited edition model. Another technical highlight of the car’s equipment is the Porsche Dynamic Light System (PDLS) with bi-xenon headlights and dynamic cornering lights

Two unique colours are available for the anniversary 911, a darker graphite grey and a lighter geyser grey metallic. In addition black monochrome is also available. Each of the cars has a two-tone 3D-effect badge on the rear lid with the numbers
“911 50”. This is repeated in three colour embroidery on the headrest and in two colours as a logo on the tachometer and the aluminium door sill plates. It can also be found on the cup holder panel - together with the limited edition number of the individual vehicle. Other exterior characteristics of the special model are high-gloss window frames and sport design exterior mirrors on the doors panels.

There are tributes to the original 911 in the interior as well: green labelling on the instruments with white pointer needles and silver caps on the instrument pivot pins, just like 50 years ago. Another special feature is the centre panels of the leather seats, which are designed with a fabric pattern reminiscent of the “Pepita” tartan design from the 1960s. The full-leather interior is designed in agate grey or black with decorative stitching, some in contrasting colour. The driver and front passenger experience typical 911 driving fun in 14-way sport seats or optional 18-way sport seats plus. The gear shift or selector lever – which matches the decorative panels on the dashboard, doors and centre console in brushed aluminium – comes from the Porsche Exclusive program.

The 911 50th Anniversary Editionsprints from zero to 100 km/h in 4.5 seconds
(4.3 with PDK) and can reach a top speed of 300 km/h (298 with PDK). The car’s NEDC combined fuel consumption is 9.5 l/100 km (8.7 with PDK), which equates to CO2 emissions of 224 g/km (205 with PDK). The limited edition models will be available at Porsche dealers starting September 23, 2013, and in Germany they will cost 121,119 euros including VAT and country-specific features.

Porsche 911 50th Anniversary Edition: Fuel consumption City 13.8–12.2 l/100 km; Highway 7.1–6.2 l/100 km; Combined 9.5–8.7 l/100 km; CO2 emissions 224–205 g/km *

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The car’s range of 36 kilometres in all-electric driving was also confirmed in practice with a fuel consumption value of 0.0 l/100 km and zero local emissions, which was not only attainable in NEDC testing on a dynamometer, but also on the street. And it even attains this value at an average speed of 54 km/h, while the average speed in NEDC testing is just 33 km/h.

The Panamera S E-Hybrid offers a combined system power of 416 hp (306 kW), accelerates from zero to 100 km/h in 5.5 seconds and has a top speed of 270 km/h. The new Panamera S E-Hybrid will be at dealers starting July 27, 2013.

Porsche Panamera S E-Hybrid: Fuel consumption (combined) 3.1 l/100 km; CO2 emissions (combined) 71 g/km; electrical consumption (combined) 162 kWh/km; CO2 efficiency class (Germany): A+ *

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The 918 Spyder reveals its close links to motorsport in a variety of ways. It has been designed, developed and produced by Porsche engineers who build race cars, in cooperation with series production specialists. A great deal of insight gained from the development of Porsche race cars for the 24 hours race in Le Mans in 2014 is thus integrated into the 918 Spyder – and vice versa. The structural concept of the 918 Spyder with a rolling chassis as its basis – a basic vehicle that can be driven even without a body – is race car tradition at Porsche. The concept of the V8 engine originates from the LMP2 RS Spyder race car. The load-bearing structures, the monocoque and subframe, are made of carbon fibre reinforced polymer. Porsche has many years of experience with this high-strength, lightweight construction material and has again achieved top results with the development of the series production 918 Spyder. Many parts of the super sports car come from manufacturers who have a proven record as suppliers for motorsport vehicles.

Hybrid drive brings advantages in terms of driving dynamics

A key message of the 918 Spyder is that the hybrid drive from Porsche is a plus for no-compromise driving dynamics. Drivers can experience this thanks to the unique all-wheel drive concept with a combination of combustion engine and electric motor on the rear axle and the second electric motor on the front axle. It is based on knowledge gained by Porsche during motor races with the successful 911 GT3 R Hybrid. Due to the additional, individually controllable front drive, new driving strategies for extremely high, safe cornering speeds can be implemented, especially for bends. Furthermore, the advanced “boost" strategy manages the energy of the electric drive so intelligently that, for every sprint with maximum acceleration, the full power of the 918 Spyder can be tapped into by simply pressing the accelerator down fully. In short, the 918 Spyder allows even drivers without motorsport training to experience the potential of advanced longitudinal and transverse dynamics.

The Porsche 918 Spyder also has the potential to break many records. The current lap time for the North Loop of the Nürburgring is 7:14 minutes. This time was achieved in the presence of international journalists during test drives in September 2012 – more than a year before start of production. The 918 Spyder prototype was therefore approximately 20 seconds quicker than the Porsche Carrera GT. More test drives on the Nürburgring North Loop will follow. An even more important factor is that the 918 Spyder surpasses previous models and competitors by far in its efficiency as well. As a plug-in hybrid vehicle, it systematically combines the dynamic performance of a racing machine with over 880 hp and low NEDC fuel consumption, which at about three litres fuel per 100 km is better than that of most small cars today. To sum it up: maximum driving fun with minimal fuel consumption.

Carbon monocoque guarantees lightweight design with a low centre of gravity

The 918 Spyder utilizes the best state-of-the-art technologies, taken straight from motor racing, to achieve its top performance. The entire load-bearing structure is made of carbon fibre reinforced polymer (CFRP) for extreme torsional rigidity. Additional crash elements at the front and rear absorb and reduce the energy of a collision. The car’s unladen weight of approximately 1,640 kg (“Weissach" package), an excellent low weight for a hybrid vehicle of this performance class, is largely attributable to this concept. The drivetrain components and all components weighing over 50 kg are located as low and as centrally as possible within the vehicle. This results in a slightly rear end biased axle load distribution of 57 per cent on the rear axle and 43 per cent on the front axle, combined with an extremely low centre of gravity at approximately the height of the wheel hubs, which is ideal for driving dynamics. The central and low position of the traction battery directly behind the driver not only supports efforts to concentrate masses and lower the centre of gravity; it also provides the best temperature conditions for optimum battery power capacity.

Chassis with race car genes and rear-axle steering

The multi-link chassis of the Porsche 918 Spyder is inspired by motorsport design, complemented by additional systems such as the PASM adaptive shock-absorber system and rear-axle steering. Basically, this incorporates an electro-mechanical adjustment system at each rear wheel. The adjustment is speed-sensitive and executes steering angles of up to three degrees in each direction. The rear axle can therefore be steered in the same direction as the front wheels or in opposition to them. At low speeds, the system steers the rear wheels in a direction opposite to that of the front wheels. This makes cornering even more direct, faster and more precise, and it reduces the turning circle. At higher speeds, the system steers the rear wheels in the same direction as the front wheels. This significantly improves the stability of the rear end when changing lanes quickly. The result is very secure and stable handling.

Porsche Active Aerodynamic (PAA) for different driving modes

Porsche Active Aerodynamic (PAA), a system of adjustable aerodynamic elements, ensures unique and variable aerodynamics; its layout is automatically varied over three modes ranging from optimal efficiency to maximum downforce and is tuned to the operating modes of the hybrid drive system. In “Race" mode, the retractable rear wing is set to a steep angle to generate high downforce at the rear axle. The spoiler positioned between the two wing supports near the trailing edge of the airflow also extends. In addition, two adjustable air flaps are opened in the underfloor in front of the front axle, and they direct a portion of the air into the diffuser channels of the underbody structure. This also produces a “ground effect" at the front axle.

In “Sport" mode, the aerodynamic control system reduces the attack angle of the rear wing somewhat, which enables a higher top speed. The spoiler remains extended. The aerodynamic flaps in the underfloor area close, which also reduces aerodynamic drag and increases attainable vehicle speeds. In “E" mode, the control is configured entirely for low aerodynamic drag; the rear wing and spoiler are retracted and the underfloor flaps are closed.

Adjustable air inlets under the main headlights round off the adaptive aerodynamic system. When the vehicle is stationary and in “Race" and “Sport" mode, they are opened for maximum cooling air intake. In “E-Power" and “Hybrid" modes, they close immediately after the car is driven off in order to keep aerodynamic drag to a minimum. They are not opened until the car reaches speeds of approximately 130 km/h or when cooling requirements are higher.

From comfortable to race-ready: five modes for three motors

The core of the 918 Spyder concept is its distribution of propulsive power among the three power units; their cooperation is controlled by an intelligent management system. To best exploit these different approaches, the Porsche developers defined five operating modes that can be activated via a “map switch" on the steering wheel, just like in motorsport cars. On the basis of this pre-selection, the 918 Spyder applies the most suitable operating and boost strategy without driver intervention, thus allowing the driver to concentrate fully on the road.

Quiet and elegant: “E-Power"

When the vehicle is started up, the “E-Power" mode is the default operating mode as long as the battery is sufficiently charged. In ideal conditions, the 918 Spyder can cover over 30 kilometres on purely electric power. Even in pure electric mode, the 918 Spyder accelerates from 0 to 100 km/h in less than seven seconds and can reach speeds of up to 150 km/h. In this mode, the combustion engine is only used when needed. If the battery’s charge state drops below a set minimum value, the vehicle automatically switches to hybrid mode.

Efficient and comfortable: “Hybrid"

In “Hybrid" mode, the electric motors and combustion engine work alternately with a focus on maximum efficiency and minimum fuel consumption. The use of individual drive components is modified as a function of the current driving situation and the desired performance. The Hybrid mode is typically used for a fuel economy-oriented driving style.

Sporty and dynamic: “Sport Hybrid"

In more dynamic situations, the 918 Spyder selects the “Sport Hybrid" mode for its power sources. The combustion engine now operates continuously and provides the main propulsive force. In addition, the electric motors provide support in the form of electric boosting or when the operating point of the combustion engine can be optimised for greater efficiency. The focus of this mode is on performance and a sporty driving style at top speed.

For fast laps: “Race Hybrid"

“Race Hybrid" is the mode for maximum performance and an especially sporty driving style. The combustion engine is chiefly used under high load, and charges the battery when the driver is not utilising its maximum output. Again, the electric motors provide additional support in the form of boosting. Furthermore, the gear-shifting programme of the PDK is set up 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 charge state is not kept constant, rather it 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 time for better boosting. This increased output is balanced by the combustion engine charging the battery more intensively. Electric power is thus available even with several very fast laps.

For pole position: “Hot Lap"

The “Hot Lap" button in the middle of the map switch releases the final reserves of the 918 Spyder and can only be activated in “Race Hybrid" mode. Similar to a qualification mode, this 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.

Main propulsion: the race car’s eight cylinder engine

The main source of propulsion is the 4.6-litre, eight cylinder engine that produces 612 hp of power. The engine is derived directly from the power unit of the successful RS Spyder, which explains why it can deliver engine speeds of up to 9,150 rpm. Like the race engine of the RS Spyder, the 918 Spyder power unit features dry-sump lubrication with a separate oil tank and oil extraction. To save weight, components such as the oil tank, the air filter box integrated into the subframe and the air induction are made of carbon fibre reinforced polymer. Further extensive lightweight design measures have resulted in such features as titanium connecting rods, thin-wall, low-pressure casting on the crank case and the cylinder heads, a high-strength, lightweight steel crankshaft with 180 degrees crankpin offset and the extremely thin-walled alloy steel/nickel exhaust system. Striking features of the V8 are that it no longer supports any auxiliary systems, there are no external belt drives and the engine is therefore particularly compact. Weight and performance optimisations achieve a power output per litre of approx. 132 hp/l – the highest power output per litre of a Porsche naturally aspirated engine – which is significantly higher than that of the Carrera GT (106 hp/l) and outstanding for a naturally aspirated engine.

Unique race car design heritage: top pipes

It isn’t just this engine’s performance but also the sound it makes that stokes the emotionality of the 918 Spyder. This is attributable first and foremost to the so-called top pipes: the tailpipes terminate in the upper part of the rear end immediately above the engine. No other production vehicle uses this solution. The top pipes’ greatest benefit is optimal heat removal, because the hot exhaust gases are released via the shortest possible route, and exhaust gas back pressure remains low. This design requires a new thermodynamic air channelling concept. With the HSI engine, the hot side is located inside the cylinder V, the intake channels are on the outside. There is another benefit as well: the engine compartment remains cooler. This is especially beneficial to the lithium-ion traction battery, as it provides optimum performance at temperatures between 20 and 40 degrees Celsius. Consequently, less energy needs to be used for active cooling of the battery.

In parallel in the drivetrain: hybrid module

The V8 engine is coupled to the hybrid module, since the 918 Spyder is designed as a parallel hybrid like the current hybrid models from Porsche. Essentially, the hybrid module 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 electric motor or via both drives jointly. As is typical for a Porsche super sports car, the power pack in the 918 Spyder has been placed in front of the rear axle, and does not have any direct mechanical connection to the front axle.

Upside-down for a low centre of gravity: Doppelkupplung

A seven-speed Doppelkupplung (PDK) transmission handles power transmission to the rear axle. The high-performance transmission is the sportiest version of the successful PDK; it has undergone a complete redesign for the 918 Spyder and has been further optimised for high performance. To ensure a low mounting position for a low centre of gravity of the entire vehicle, the gear unit was turned “upside down" by rotating it 180 degrees about its longitudinal axis, in contrast to other Porsche series. If no power is required on the rear axle, the two motors can be decoupled by opening the decoupler and PDK clutches. This is the action behind the Porsche hybrid drive’s typical “coasting" with the combustion engine switched off.

Independent all-wheel drive: front axle with electric motor

On the front axle, there is another independent electric motor with an output of approximately 95 kW. The front electric drive unit drives the wheels at a fixed ratio. A decoupler decouples the electric motor at high speeds to prevent the motor from over-revving. Drive torque is independently controlled for each axle. This makes for very responsive all-wheel drive functionality that offers great potential in terms of traction and driving dynamics.

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 about seven kilowatt hours. The battery of the 918 Spyder has a performance-oriented design in terms of both power charging and output, so that it can fulfil the performance requirements of the electric motor. The power capacity and the operating life of the lithium-ion traction battery depend on several factors, including thermal conditions. That is why the battery of the 918 Spyder is liquid-cooled by a dedicated cooling circuit. The global warranty period for the traction battery is seven years.

To supply it with energy, Porsche developed a new system with a plug-in vehicle charge port and improved recuperation potential. This vehicle charge port in the B-column on the front passenger side lets users connect the storage battery to a mains supply at home and charge it. The charge port is standardised for the country of purchase. The on-board charger is located close to the traction battery. It converts the alternating current of the mains supply into direct current with a maximum charge output of 3.6 kW. Using the supplied Porsche Universal Charger (AC), the traction battery can be charged within four hours from a ten ampere rated, fused power socket on the German 230 Volt mains supply, for example. Furthermore, the Porsche Universal Charger (AC) can be installed at home in the garage using the Charging Dock. It enables rapid and convenient charging within approximately two hours, irrespective of regional conditions. The Porsche Speed Charging Station (DC) is available as an optional extra. It can fully charge the high-voltage battery of the 918 Spyder in just 25 minutes.

Pioneering control concept: clear organisation of the cockpit

The driver is the focus of all technology in the future Porsche super sports car. A cockpit was created for the driver that is typical of the brand and pioneering in its clarity. It is partitioned into two basic areas. First, there are the controls that are important for driving, which are grouped around the multifunction steering wheel, combined with driver information displayed on three large round instruments. Second, there is the infotainment block that is housed in the lifted centre console, which was introduced in the Carrera GT. Control functions, e.g. for the automatic climate control system, wing adjustment, lighting and Porsche Communication Management (PCM), including a Burmester high-end sound system, can be intuitively operated by multitouch with a new type of black panel technology.

For even higher performance: the Weissach package

For very performance-oriented customers of the 918 Spyder, Porsche offers the “Weissach" package. These modified super sports cars can be recognised at first glance by special colours and designs that are based on legendary Porsche race cars. The roof, rear wings, rear-view mirrors and frames of the windscreen are made of visible carbon. Parts of the interior are upholstered with Alcantara instead of leather, and visible carbon replaces much of the aluminium. Sound insulation has been reduced. The emphasis on performance is not just visual: very lightweight magnesium wheels reduce unsprung masses; gross weight was reduced by about 35 kg. The benefits are experienced in further improved dynamic performance. Other references from motorsport are six-point seatbelts for driver and front passenger, optional film-coating instead of body paint, as well as additional aerodynamic body parts in visible carbon.

Porsche redefined: a new super sports car for a new decade

The 918 Spyder continues a long tradition of super sports cars at Porsche; as technology platforms, as the driving force behind both car emotion and car evolution and as the ultimate sports cars of their decades: the Carrera GTS, the first Porsche Turbo, the 959, the 911 GT1, the Carrera GT. More than any of its predecessors, the 918 Spyder is providing key impetus for developing technologies for future vehicle concepts. It offers a complete package of components that reflect Porsche DNA – more concentrated than ever before.

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Specifications of the Porsche 918 Spyder

The milestone vehicle is a new Panamera S E-Hybrid in “rhodium-silver metallic”. This vehicle - the world’s first plug-in hybrid of the luxury class - made its debut before a world audience at the Shanghai Auto Show at the end of April 2013. The Panamera S E-Hybrid combines efficiency, sportiness and comfort with a very personal note: the number of possible combinations of factory installed exterior and interior colour combinations and decors is over 1,500. With 416 hp (306 kW) of system power, the car’s NEDC fuel consumption is just 3.1 litres of fuel per 100 km, which equates to 71 g/km CO2 emissions. The car is also a Porsche Gran Turismo through and through: it accelerates from 0 to 100 km/h in just 5.5 seconds, and its top speed is 270 km/h.

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Following his successful expansion of the subsidiary in China since 2007 Helmut Bröker is set to take over the leadership of the sales region Overseas and Growth Markets(Middle East, Africa, India, South-East Asia, Australia/New Zealand, Japan and Latin America) as of 1 July 2013. Deesch Papke, who has successfully developed this sales region over the last two years, will in turn be appointed as the new CEO of Porsche in China. "Over the past years Helmut Bröker and Deesch Papke have proven that they, along with their teams, can turn far-reaching responsibility into profitable growth for Porsche," said Bernhard Maier, Member of the Board Sales and Marketing at Dr. Ing. h.c. F. Porsche AG. "We would like to thank them both for this and wish them continued success in their new roles and markets."

Helmut Bröker (56) has a background in the cross-continental automotive industry stretching back over 26 years; before joining Porsche in 2007 he worked for many years for BMW in Asia, Australia, Middle East and North America. Over the past six years since his appointment at Porsche the number of shipments of the sports car manufacturer in China, Hongkong and Macau has increased more than six-fold, from 4,856 in 2007 to more than 31,205 vehicles in 2012. This makes China the second largest market for the Porsche brand.

Deesch Papke (51) can also call on many years of experience in various markets and brands in the global automotive industry. Before joining Porsche, he held management roles at Mercedes-Benz, BMW, Land Rover and Volvo in South Africa and in Russia. He joined the sports car manufacturer in 2005 as head of the subsidiary Porsche Middle East and Africa in Dubai. During his time as head of the entire sales region Overseas and Growth Markets Mr. Papke increased the number of shipments to over 22,000 in 2012.

"The international exchange and the redeployment of experience of our sales leaders supports the future growth targets of the Porsche Strategy 2018 and ensures that know-how is passed on within the sales organisations", added Mr. Maier in the light of the staff changes. In the second half of the year we will see the following new appointments within the sales regions:

Joe Lawrence (44), currently Managing Director at Porsche Canada, will be appointed as Chief Operating Officer (COO) at Porsche Cars North America, making him responsible for the largest single market for the sports car manufacturer with over 35,000 of more than 141,000 shipped vehicles at last count. His successor at Porsche Canada will be announced soon. In the growth region Overseas and Growth Markets,for which Helmut Bröker will be assuming responsibility, Michael Bartsch (54), currently COO for North America, will take over as Managing Director of Porsche Cars Australia. His predecessor in this role, Michael Winkler (50) will also be taking on a new international sales function. Christer Ekberg (57), currently Managing Director of Porsche Asia Pacific, is to become the new Managing Director of Porsche Middle East and Africa. George Wills (46) will be relocating from Dubai to take over as Managing Director of Porsche Latin America from Matthias Brück (41), who has expanded and consolidated Porsche's position in the growth markets of Middle South America in recent years. He will also be assuming a new management position as Managing Director.

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“With our globally popular products and evenly spread international sales we were also able to add further growth in April,” pointed out Bernhard Maier, Member of the Executive Board Sales and Marketing of Dr. Ing. h.c. F. Porsche AG. “Nevertheless we are monitoring the market fluctuations very closely and continue to proceed cautiously.”

Demand continues to be strong:Porsche achieved growth in April in every region. The model leading the way this month is once again the Cayenne: 7,536 of the sporty off-road vehicles were handed over to customers – a fourth more in comparison with the same month last year. The current 911 generation will be gaining two new family members from this September: the top 911 Turbo and 911 Turbo S models. So far this year, sales of the iconic sports car already exceed 10,000. Since 1963, the total number of 911 cars produced is over 840,000 – two thirds of which are still in use on the roads all over the world.

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Wolfgang Porsche was born in Stuttgart on May 10, 1943, the youngest son of Dorothea and Ferry Porsche, the founder of the Porsche sports car brand. His grandfather was the brilliant automotive design engineer who shaped the history of the car history with his Stuttgart automotive design engineering office. Wolfgang Porsche spent the first six and a half years of his life at the so-called “Schüttgut” in Zell am See, Austria, the estate of his grandfather Ferdinand Porsche. The family, and the company, returned to Stuttgart in 1950. Wolfgang obtained his Abitur (higher school-leaving certificate) in 1965. He also passed his journeyman's examination as a metalworker. Afterwards, Porsche obtained his degree in Business Administration from the Vienna University of Economics and Business Administration. He received his doctorate in International Business in 1973.

At first, Dr. Wolfgang Porsche went into business as an independent entrepreneur: As Managing Director of JAMOTO, he became general importer of Yamaha motorbikes in Austria. He returned to Germany in 1976 and worked at the Daimler-Benz AG in Stuttgart as manager in various areas of domestic and foreign sales. In 1978, he was appointed a member of the Supervisory Board of Porsche AG, taking over the position of Chairman in 2007. He was also appointed Chairman of the Supervisory Board of Porsche Automobil Holding SE at its incorporation in June 2007. In addition, Dr. Wolfgang Porsche has been a member of the Supervisory Board of Volkswagen AG, Wolfsburg, since April 24, 2008.

Upon the death of his father Ferry in 1998, he was selected spokesman by the Porsche family. The father of four lives alternatively in Salzburg and the “Schüttgut” in Zell am See, which he acquired from the family estate. There, in Salzburger Land, he operates an Alpine organic farm with around 200 dairy cows. An ardent hunter, he has always felt close to nature. His enthusiasm for sports cars has been the focus of his life from his very early youth on. Over the course of decades, a private collection of vintage cars has evolved that contains numerous very rare Porsche vehicles, which he drives regularly.

Dr. Wolfgang Porsche has received numerous honours for his services to business. In 2005, he was awarded the “Great Golden Medal for Services to the Republic of Austria” by the Chancellor of Austria, the highest award granted by his homeland. For his services to the federal state of Baden-Württemberg, he received the Gold “Staufermedaille” Award. At the onset of 2012, Dr. Wolfgang Porsche was appointed Honorary Senator of Salzburg University and was admitted to the University's Council in 2013.

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More power, fuel economy improved by 16 per cent

The performance partners in the powertrain area are the further advanced engines and the new PTM all-wheel drive system. The turbocharged 3.8-litre six-cylinder engine with direct petrol injection produces 520 hp (383 kW) in the 911 Turbo and 560 hp (412 kW) in the S model. Porsche continues to be the only carmaker to offer two turbochargers with variable turbine geometry for a petrol engine. Power is transferred to the drivetrain via the seven-speed dual clutch transmission (PDK), which now enables an auto start/stop function with engine shutoff that now activates earlier during coasting to a stop as well as a coasting function. Together with the new thermal management system for the turbo engine and the PDK transmission, fuel efficiency technologies have reduced NEDC fuel consumption by up to 16 per cent to 9.7 l/100 km; these figures apply to both models.

New all-wheel drive with electro-hydraulic control

For an even faster and more precise power distribution to the two axles, Porsche developed a new all-wheel drive system (PTM) with electronically controlled and activated multi-plate coupling. The system is equipped with a new water cooling function, so that it can direct even more drive torque to the front wheels if necessary. Simultaneously, the optimised interplay of the engine, transmission and all-wheel drive systems takes the new top 911 to even better sprint capabilities. The 911 Turbo with the optional Sport Chrono Package Plus accelerates from zero to 100 km/h in 3.2 seconds, which is even one-tenth better than the value of the previous 911 Turbo S. The new 911 Turbo S handles the standard sprint to 100 km/h in just 3.1 seconds. The car’s top speed is 318 km/h.

Widest body of all 911 cars

The two new top models display their performance visually more than ever. The characteristic, expansively wide rear body panels of the new generation 911 Turbo are 28 mm wider than on the 911 Carrera 4 models – they feature a nearly level surface, about the width of a hand, between the C-pillar and the outer edge of the car body. Other differentiating characteristics include two-tone forged 20-inch wheels – on the 911 Turbo S they have hub wheel locks. The Turbo S is also making its appearance with new full-LED headlights that feature four-point daytime running lights and dynamic, camera-based main beam control, which can be ordered as an option for the 911 Turbo.

Rear axle steering sustainably improves handling

The introduction of rear axle steering in all turbo models immensely improves both circuit racing and everyday performance of the two new top sports cars. The system consists of two electro-mechanical actuators instead of the conventional control arms on the left and right of the rear axle. The steering angle of the rear wheels can be varied by up to 2.8 degrees, depending on vehicle speed. At speeds up to 50 km/h, when the front wheels are turned the system steers the rear wheels in the opposite direction. This actually corresponds to a virtual shortening of the wheelbase by 250 mm, which gives the 911 Turbo unrivalled performance in bends. The system lets the car turn faster into the bend and offers more dynamic steering response. This noticeably simplifies manoeuvring and parking.

At speeds above 80 km/h, the system steers the rear wheels parallel to the turned front wheels. This is equivalent to a virtual lengthening of the wheelbase by a significant 500 mm and gives the sports car tremendous stability, especially at high speeds. At the same time, the steering input by the driver leads to significantly faster build-up of lateral force at the rear axle, which initiates the change in direction more spontaneous and harmoniously.

Active aerodynamics improve efficiency and performance

Porsche developed an active aerodynamic system on the new 911 Turbo models for the first time. It consists of a sturdy, retractable three-stage front spoiler, whose segments can be pneumatically extended, and a deployable rear wing with three adjustable wing positions. This makes it possible to tune the aerodynamics of the 911 Turbo to fulfil driver wishes for either optimal efficiency (speed position) or top dynamic performance. In the performance position, all segments of the front spoiler are fully extended, and they generate considerable downforce at the front axle. Similarly, the rear wing is extended to its maximum height with the greatest angle of attack. This also generates more downforce at the rear axle. Dynamic performance is improved to such an extent that lap times at the North Loop of the Nürburgring are improved by up to two seconds due to this system alone.

New interior with high-end features

The interior was completely redesigned in both 911 Turbo models, and it builds on the 911 Carrera family. The S model is particularly well equipped, offering such features as an exclusive interior in a black/carrera red colour combination and sport seats plus with 18-way adjustment and memory. In addition, the seat backrest shells are leather upholstered with double cap seams and various elements in carbon look. Like on the previous models, the Bose sound system is installed as standard; for the first time, a Burmester system is also available as an optional feature. A radar-controlled cruise control system, camera-based road sign recognition and speed limit recognition are other new options being offered.

The new top models of the 911 model series arrive on the market at the end of September 2013. In Germany, the 911 Turbo costs 162,055 euros; the new 911 Turbo S costs 195,256 euros, including VAT and country-specific features.

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Lutz Meschke, Chief Financial Officer of Porsche AG, ascribes the sustainably high earning power to the healthy cost structure, among other things, and strives for a result that is on the same very high level as previous year. “The expansion of the Leipzig plant as well as the development of the sports SUV Macan and the super sports car 918 Spyder are incurring high expenditures that will not yet be compensated by corresponding vehicle revenue. These sales will only be realized in the coming year when our new models are sold,” Meschke explained.

President and CEO Matthias Müller emphasized that Porsche can afford substantial investments in the development of new sports cars and new technologies like the plug-in hybrid “because the fascination of our sports cars guarantees our success. We want to boost the extraordinarily high level of attractiveness of our model range even further in the coming years,” said Müller. With the launch of the new generation of the Panamera, the new 918 Spyder and Macan models, the sports car manufacturer is setting clear benchmarks as technology leader and is heightening the appeal of the Porsche brand over again.

The Boxster model range achieved the highest percentage growth in the first three months of the 2013 fiscal year: 4,452 delivered vehicles equaled a growth of 157 percent. The Roadster Boxster alone accounted for 3,863 delivered vehicles, the Cayman for 589 units. The reason for the sharp rise of the mid-engine model series is that the new generation had its debut last year. Deliveries of the 911 sports car model range rose by 19 percent to 7,230 vehicles. With 19,658 units, the Cayenne was able to defend its lead position as the model range with the largest volume. The growth rate of the Cayenne deliveries added up to 29 percent. The Panamera attained deliveries of 5,669 vehicles; the slowdown of 25 percent is attributable to the model life cycle. The new generation of the Gran Turismo celebrated its world premiere at the Auto China in Shanghai ten days ago.

With this model, Porsche is introducing the world’s first plug-in hybrid to the luxury class. In addition to the Panamera S E-Hybrid, which offers 416 hp of system power, two luxurious Executive versions also made their debut with an extended wheelbase and a newly developed three-litre V6 engine that features bi-turbo charging for the Panamera S and Panamera 4S models. The array of offers has now been extended and consists of ten models offering an even broader range between sportiness and comfort. New and advanced technologies have enabled fuel consumption savings of up to 56 percent.

It became apparent in the regional markets in the first quarter of 2013 that Porsche will not be able to escape the turbulence in Europe caused by the euro crisis any longer. Thus deliveries in Europe outside of the home market were diminished by 7 percent to 6,703 vehicles. In contrast, Porsche was able to boost deliveries in Germany by 23 percent to 4,795 units in the first quarter. In its most important market North America the sports car maker accelerated deliveries by 34 percent to 10,324 vehicles from January to March 2013.

The number of people employed at Porsche also grew further. 17,820 persons were employed as at March 31, 2013, exactly 318 (2 percent) more employees than at the onset of the year.

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Seamless and comprehensive e-mobility strategy for E-Hybrid customers
Certain system parameters vary by country and region, such as the plug and electrical output types and grid voltages and frequencies. Porsche has now developed an integrated and comprehensive solution that covers all markets for the Panamera S E-Hybrid – a world car that will be driven on all continents. In its e-mobility solution, the company has put together a complete package from which customers can choose what they need. Playing a key role here is the specially developed Porsche Universal Charger (AC) which is included as standard. It produces the connection between the vehicle’s charging interface and many different types of electrical outlets which supply the car with AC electricity at home or on the road. Along with the charging equipment, the e-mobility concept also includes customised solutions for installing a charging infrastructure and conveniently operating vehicle charging and convenience functions via a smartphone app.

E-mobility: charging options for all major countries of the world
In a consulting meeting, the customer receives all key information on operating the new hybrid vehicle. The primary focus is on the power supply system for a home charging system, which is supplied as standard. This system can be connected to a household electrical outlet that has at least ten amperes current fuse protection or to a multi-pole industrial electrical outlet. If such an infrastructure is unavailable, Porsche centres recommend hiring a TÜV Rheinland certified electrician who can check or set up the necessary connections anywhere in the world.

Even before delivery of the hybrid vehicle, the company can supply the customer with a wall-mounted charging dock that is part of the standard equipment. Housed in a high-end box by Porsche Design are the mobile Porsche Universal Charger (AC) with the charging cable, control unit and vehicle cable. The customer can choose from over 20 different charging cable versions which cover nearly all of the world’s standardised plug connection types. Standard charging cables include one cable for the desired type of household electrical outlet and one for a selected industrial-type outlet. All other versions are available as options. For example, a mode 3 charging cable can be supplied for charging at public charging stations. The charging cable and vehicle cable are interconnected by a plug connector with the control unit, and the driver can interchange these cables easily, quickly and safely. For example, the driver might take an optional cable along on regular trips to another country. Porsche also offers the option of a free-standing charging pedestal assembly that could serve as an electric charging station for carports or a company’s parking spaces.

Porsche Car Connect: Convenient app controls auxiliary climate control
In the new plug-in hybrid, Porsche is also offering the convenience of remote control of vehicle functions via a smartphone app under the name Porsche Car Connect. The associated e-mobility services are provided for five years free-of-charge. The driver can use the smartphone app to access key vehicle information and to control vehicle functions.
The app is organised into four menu areas: charge status overview, driving range management, charging timer and optional remote control of auxiliary climate control.

Along with the battery charging status and remaining charging time, the current driving range is shown for both all-electric and combustion engine driving modes. The electric driving range is intuitively visualised on a navigation map here. The charging timer function lets users input up to three different departure times. The system controls the charging process based on these timer inputs, so that the battery is charged as protectively and cost-optimally as possible.

Electrification of the climate control system enables another very convenient option in the plug-in hybrid: auxiliary climate control. The climate control system can be activated via the charging timer, so that the interior reaches the prescribed temperature by a specified departure time. The vehicle interior is heated or cooled accordingly. In the winter, a high-voltage auxiliary heater is also used to generate heating power electrically. Auxiliary climate control is possible when the charging cable is connected or when the vehicle is just powered by the battery.

First plug-in hybrid in its class: 0.0 litres for up to 36 km
In launching the second generation of the Gran Turismo, Porsche is introducing the world’s first plug-in hybrid electric vehicle (PHEV) to the luxury class:
The Panamera S E-Hybrid produces a system power of 416 PS and surpasses the driving performance data of the previous model considerably. In addition, the previous car’s NEDC* fuel consumption of 7.1 l/100 km was reduced 56 per cent to 3.1 l/100 km. That is equivalent to CO2 emissions of 71 g/km. Simultaneously, electrical performance was substantially improved with regard to electric acceleration, electric driving range and electric top speed. The electric driving range of the
Panamera S E-Hybrid was determined to be 36 kilometres in the NEDC. However, since NEDC testing includes such conditions as shutting off the air conditioning and heating, the actual range in real operation could vary from this standardised value.
A realistic electric range in everyday driving would be between 18 and 36 kilometres – even longer distances could be covered under especially favourable conditions. In all-electric mode, the sporty Gran Turismo with the new plug-in drive system can be driven up to a speed of 135 km/h. Its top speed is 270 km/h.

* NEDC stands for the New European Driving Cycle

The Porsche brand celebrated some of its greatest successes in car racing on the thousand-mile course in the 1950s. A Porsche 356 won in its class as early as 1952, and the GT victory of Hans Herrmann in the 550 Spyder in 1954 marked one of the greatest successes of the Stuttgart-based sports car maker to this very day. Still today, the contest runs over the prettiest streets in Italy, from Brescia to Rome and back – and still constitutes a challenge to vehicles and drivers alike, because the 1,600 kilometres are to be driven in only 3 days and they run mostly through diverse weather zones.

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Born in Russia and living in the United States, Sharapova has achieved victories at all four Grand Slam tournaments in women's tennis and she was ranked number 1 for a total of 21 weeks. "Maria Sharapova is an exceptional athlete. She combines top performance in her sports with elegance and power. These are precisely the qualities that are embroiled in our sports cars", as Matthias Mueller, CEO of Porsche AG, explained in today's introduction of the partnership. According to Mueller it was not easy to find the right person to be Porsche´s ambassador. "Maria Sharapova is the perfect choice. Her profile and charisma are an ideal fit for Porsche. She is also highly respected around the world and enjoys an outstanding reputation."

Maria Sharapova did not really have to think twice: "This is a really special day for me. I have had the privilege to be associated with some of the best brands in the world, but now to be partners with Porsche, is such an amazing honor”, she explained during her presentation in Stuttgart.

For Porsche, the choice of Maria Sharapova as brand ambassador extends its longterm commitment to women´s tennis. The company sponsors the German women's national team, which competes as the Porsche Team Germany in the Fed Cup, and the Porsche Talent Team Germany, which supports promising young players. "We are fully committed to these activities for a long term. And with Maria Sharapova, we are now extending our involvement in women's tennis globally", Mueller added.

Maria Sharapova was born in the Western Siberian town of Nyagan on 18 April, 1987. She moved to Bradenton on the Gulf Coast of Florida (USA), when she was seven years old. Two years later she was accepted at the world-renowned Tennis Academy of coach Nick Bollettieri. In 2004, at the age of 17, she won her first Grand Slam tournament at Wimbledon, the third-youngest player ever. This feat was followed by titles in the other three Grand Slam tournaments: U.S. Open 2006, Australian Open 2008, and French Open 2012. To date, Maria Sharapova has won a total of 28 singles titles, including last year´s Porsche Tennis Grand Prix in Stuttgart, the WTA Championships in 2004, and the silver medal at the 2012 Olympic Games in London. Along with her involvement in the "Maria Sharapova Foundation", she is also active as ambassador of the United Nations Development Program.

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Matthias Müller, President and CEO of Dr. Ing. h.c. F. Porsche AG, stressed this: “The Porsche Panamera and China – that is a very special success story. Exactly four years ago, we introduced the first Panamera to a world audience here in Shanghai – and very intentionally here. Because it was clear to us that our Gran Turismo would be precisely the right model for this future market. And we were not mistaken. In 2012, one out of three Panamera cars were delivered to China.” Since then, China has gained in importance and become the second largest Porsche market in the world.

The Panamera S E-Hybrid is a systematically advanced development of the parallel full hybrid, which Porsche introduced to the market as a pioneer in the field. With 416 hp (306 kW) of system power, acceleration from a standstill to 100 km/h in 5.5 seconds and a top speed of 270 km/h, it is a Porsche Gran Turismo through and through. Its special fascination comes from its unique efficiency and its ability to drive considerable distances in all-electric mode. In the NEDC, the
Panamera S E-Hybrid consumes 3.1 l/100 km, which equates to 71 g/km CO2 emissions. The electric driving range of the Panamera S E-Hybrid was determined to be 36 kilometres in the NEDC, and its top speed in electric driving is an unrivalled 135 km/h. The electricity is stored in a newly developed lithium-ion battery with a 9.4 kWh energy capacity. Depending on the type of external electrical supply, the battery may be fully charged within as little as a few hours, and the battery is recharged by electrical system recuperation while driving. The forward-looking concept of the Panamera S E Hybrid also includes a completely new range of convenience functions that can also be activated and accessed by a smartphone app.

In a second world premiere, Porsche President and CEO Matthias Müller presented the Executive models of the Panamera which have a 15 centimetre longer wheelbase, and as a result more leg space behind the front seats.
Panamera 4S Executive and Panamera Turbo Executive offer a very extensive set of features, and the standard rear seats already offer exceptional comfort. All Executive models have the innovative Panamera air suspension, which combines excellent ride comfort with typical Porsche handling properties. Never before have luxury and comfort been so closely associated with such sporty driving performance.

Representing another step towards increasing performance and efficiency is the completely reengineered V6 bi-turbo engine with three litres of engine displacement, which is replacing the previous V8 engine of Panamera S and Panamera 4S in the new Gran Turismo. The engine’s key parameters are indicators of progress: 20 hp more power and 20 Newton metres more torque, but up to 18 per cent improved fuel economy compared to the V8 engine in the previous model.

The new Panamera underscores its exceptional positioning with an even more expressive design language in the style of the new generation of Porsche sports cars, which are marked by tauter lines, more powerful contours and newly designed body elements.

Finally, the 911, Boxster and Cayman model series have enjoyed increasing customer interest in China as well. This positive trend will now be further reinforced by intensive motorsport involvement by Porsche in Asia. In this context, Porsche President and CEO Matthias Müller presented two race cars on the evening before the auto show: along with the historic 936 Spyder – one of the most successful race cars in the world –, he introduced the new Porsche 911 RSR which is the fastest 911 ever. At the beginning of November, the Porsche 911 RSR will go to the start of the Six-Hour Race in Shanghai.

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With 54 victories and numerous championships, the Porsche 962 that was used in races starting in 1984 is probably one of the most successful racing sports cars of all time. The Porsche dual-clutch transmission was first developed for the 962. The gearbox construction stood the test in the long-distance world championship. It was not developed for standard production at that time because the electronics and the computer capacities were not yet fully mature technically to meet the high comfort standards for operation in a road vehicle.

2008: first PDK for sports cars in the 911 Carrera

With progress made in the development of control electronics, this changed after the new millennium was hailed in. Porsche took up the development again and presented the first dual-clutch transmission for production sports cars in the 911 Carrera in 2008. It replaced the conventional Tiptronic S automatic gearbox and has been perfectly custom-fit for the sports cars: The Porsche Doppelkupplung combines dynamic driving performance and the excellent mechanical efficiency of a manual transmission with the great shift and driving comfort of an automatic gearbox. Right from the beginning, the PDK was able to shift gears up to 60% faster than an automatic gearbox. It facilitated gear shifts without any interruptions in propulsive power and reduced fuel consumption.

The PDK gears are divided into two half gearboxes connected to the engine through two parallel powershift clutches. The odd-numbered gears and reverse gear are connected to clutch I – this package is the first half gearbox. Clutch II engages the even-numbered gears, making for the second half gearbox. In principle, the individual gears are selected via shift forks as in a mechanical manual transmission, which are activated electro-hydraulically, however, in the PDK. Gears one to six are designed for a sporty performance – the vehicles reach top speed in the sixth gear. The seventh gear has a long gear ratio for saving fuel.

The PDK was greeted by customers with praise from the very onset. One year after the 911 Carrera received the new gearbox as an option, it was also optionally installed in the Boxster and Cayman. When the Panamera had its world premiere in 2009, all three starting models were already equipped with the dual-clutch transmission as standard. Although the PDK works the same in all three model ranges, it's a specific development for each of the three model families due to the fact alone that they feature three different drive systems.

2013: comeback of the PDK in the 911 GT3 able to meet the needs of the circuit course

With the new 911 GT3, the capabilities of the PDK have reached a new level. Our motorsports engineers have thoroughly reworked the dual-clutch transmission mechanically and in terms of controls especially for the high-performance sports car. The result is a transmission that offers the driver all the features that count for driving performance taken over from the previous manual transmission, augmented by the performance advantages of the PDK. Thus it can be driven on circuit courses like a sequential gearbox – with even more potential and emotional driving fun.

“Lightning shifts” with extremely short response and shift times

Shift strategy and response time of the PDK in the 911 GT3 have been systematically developed for performance and are fundamentally different from those of other Porsche sports cars. The driver can feel it especially with manual upshifts in the form of a “lightning shift”: Response times of under 100 milliseconds are possible. For boosting the driving performance, the lightning shifts are done with a torque increase, and the gear shifts are translated with a highly dynamic adjustment of the engine revs to the newly selected gear. Shift times are in ranges that were reserved to motor sports up to now.

Paddle neutral: decoupling function with the PDK of the 911 GT3

The driving performance of a sports car driven for optimal lap times is also determined by the clutch. Hence the PDK in the 911 GT3 has a “paddle neutral” function. If the driver pulls both shift paddles concurrently, the clutches of the PDK are opened and the force flow between engine and powertrain is interrupted. If both shift paddles are released again, the clutch closes with lightning speed when the PSM is switched off. If the PSM is activated, the clutch also closes quickly but not so pulse-like.

This function essentially offers two advantages: If the vehicle understeers, for instance on a wet road in a curve, the driver can neutralise by pulling the paddles, thus building up additional cornering force on the rear axle wheels. The second aspect refers to influencing the driving dynamics individually through the pulse-like onset of the drive power when coupling. Comparable to a traditional clutch in conjunction with a manual transmission, the rear of the vehicle can be consciously destabilised when turning.

Adaptive gear shifting with sporty strategies

The PDK offers the driver of the new 911 GT3 the alternative of leaving the shifting to the adaptive transmission control. Basically, the DSG of the new 911 GT3 has only two shifting strategies: Sports and Race Track. With them, the gear shifts in the new 911 GT3 are always quick. Shift processes and shift points get their bearings from the driving dynamics of the driver. In the Race Track mode, the PDK follows shift maps that are tailored to the requirements of pure circuit course operation. The gears are held longer and upshifts are carried out only with higher torques. The circuit course alignment also means that the shift program remains performance-oriented even with a moderately sporty driving style. Thus the high-performance sports car always moves within performance-driven operating points, and an increased propulsive power potential is available at every moment without the driver having to shift gears.

Shorter gear ratios: faster times on the Nürburgring Northern Loop

The mechanical changes of the 911 GT3-PDK in comparison to the dual-clutch transmissions in the other Porsche models affect mainly their internal structure. By using lighter gear wheels and gear sets, the torque dynamism of the high-torque engine is optimally supported. Moreover, the total weight of the PDK was reduced by two kilogrammes. Shorter gear ratios result in an entirely new characteristic; the 911 GT3 reaches top speed in the seventh and highest gear. In conjunction with the rear axle ratio that was shortened by 15%, the new 911 GT3 features significantly shorter total ratios in all gears than the 911 Carrera models.

As a result, the driving performance of the new 911 GT3 again sets records. Two values in particular are influenced by the PDK: With full acceleration, the 911 GT3 reaches the 100 km/h mark in 3.5 seconds and accelerates to 200 in less than twelve seconds. And the new 911 GT3 masters the Nürburgring Northern Loop, the admittedly most difficult race course in the world, in under 7 minutes and 30 seconds.

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