Porsche is planning to build hybrid
versions of the 911 using technology developed for the 918 Spyder hypercar. The
move could allow the production 911 E-Hybrid to challenge the 911 Turbo as the
fastest model in the line-up.
At a recent technical briefing for the new
Panamera S E-Hybrid, Porsche engineers said that, in future, “there would be
hybrid versions of all Porsche models”. We understand that much of what
engineers have learnt from the 918 Spyder will be directly applied to the new
911 E-Hybrid.
The
new Panamera S E-Hybrid has performance and
handling benefits
Sources say Porsche engineers are looking
at as many as three different hybrid layouts (see sidebar, right). The most
complex version mirrors the new 918 in offering all-wheel drive, four-wheel
steering and torque vectoring on the front wheels.
The heart of the 911 E-Hybrid will be
all-new hybrid module, which sits between the flat six engine and the
transmission. Porsche has already announced that the water-cooled electric
motor in the new Panamera S E-Hybrid will be superseded by the 918. We
understand that this new unit will also be used in the 911 E-Hybrid.
The
918 Spyder
It is good for 127 bhp and 295 lb ft of
torque, 33bhp and 66lb ft more than the electric motor in the Panamera. Sources
also say the 918 hybrid module can cope with a massive 663lb ft of torque when
it is combined with an internal combustion engine, as well as being able to
handle up to 9000 rpm. This makes it compatible with highly tuned, naturally
aspirated engines.
The biggest problem is likely to be finding
the space in the 911 shell to fit a decent-sized battery pack. Placing it down
the center of the car would be ideal for weight distribution, but there might
not be enough space for the 10kwh thought to be needed to provide up to 25
miles of electric-only driving. There is great reluctance to reduce the useful
space in the rear of the car.
Porsche will also have to deal with a
slightly less ideal weight distribution, because the hybrid module pushes the
911’s rear-mounted engine even further into the fail.
Ultimately, the 911 E-Hybrid isn’t just
about huge in-gear performance, although if it were based on the 3.4 Carrera it
could be good for 450bhp and nearly 500lb ft of torque. Porsche wants to sell
cars that can cross cities on battery power alone and return much-improve
real-world fuel economy. To that end, the 911 E-Hybrid will have three
powertrain settings and, in economy mode, will use 3D sat-nav and automatic
coasting for maximum economy.
The three hybrid layouts on Porsche’s drawing board
Rear-drive hybrid
The simplest possible version. The hybrid
module is fitted between the engine and the automatic transmission. It is
backed up by a battery pack that runs the length of the floor unnel. It’s
thought that the 911 body-in-white structure will be given a larger tunnel and
possibly a deeper center console.
All-wheel-drive hybrid
Using the same basic layout as the 198, the
front wheels are driven electrically. As well as on-demand four-wheel drive,
the use of two motors on the front axle enables torque vectoring. By applying
more torque to, say, the inside front wheel, the car can be made to steer more
quickly into bends.
All-wheel-drive, all-wheel-steer hybrid
This takes the handling potential of the
911 hybrid into new territory. Combining four-wheel steer with torque vectoring
and the low-down torque from the hybrid module, it could edge any future 911
Turbo for pace as well as benefiting from the accurate torque switching at the
front wheels.
