Porsche is testing the electric version of the Porsche 911 on the Nürburgring for the first time. The 911 Hybrid’s initial details have been revealed. It’s not altogether surprising that Porsche wants to put a hybrid version of their renowned sports vehicle on the road.
However, in the case of the 911, the carmaker is up against a tremendous task in balancing weight and sportiness. Michael Steiner, Porsche’s head of research and development, stated as early as the beginning of 2020 that the weight of the battery for a sports vehicle like the 911 was unacceptable.
He told UK media, “The platform is also intended for hybrid powertrains, and we have some prototypes, but it’s not excellent in terms of weight.” The hybrid 911 is now roughly 100 kg heavier.
Porsche is presently testing one of these hybrid prototypes at the Nürburgring. If it weren’t for the little circular badge in yellow on the rear window identifying the model as a hybrid vehicle, the 911 Turbo in all black would scarcely grab any notice.
Because we know that Porsche has stored the battery packs between the front seats and the combustion engine, which can also be recharged via recuperation, the darkened side windows and darkened rear window are also indicators.
In contrast to the all-electric Porsche Taycan’s 800-volt technology, the hybrid 911 prototype has a 400-volt system voltage.
Porsche 911 Hybrid will be available in 2026.
In a recent interview with Bloomberg, Porsche CEO Oliver Blume stated that the 911 Hybrid might be available to customers by the end of the 992’s product cycle in 2026, and promised: “Let me be clear: our emblem, the 911, will continue to use an internal combustion engine for a long time.
The 911 is an automobile with an internal combustion engine as its core idea. Combining it with pure electric mobility makes no sense. We believe in vehicles designed specifically for electric mobility.”
In a recent interview with Automobilwoche in mid-November 2021, Blume detailed the 911 Hybrid’s technology: “It will not be a plug-in hybrid,” but it will acquire a highly sporty hybrid from motorsport.
Although not confirmed, it is expected that the 911’s hybrid drive will be based on technology from the long-distance motorsport hybrid class LMDh, in which Porsche will compete starting in 2023.
911 hybrid with up to 700 horsepower
The new LMDh class specifies a standardized hybrid system with a Bosch electric motor and a lithium-ion traction battery, which raises the power of the vehicle by 50 kW from 120 km/h to 500 kW, compared to 470 kW for the internal combustion engine.
The hybrid 911 could have a maximum torque of 1,000 Nm in addition to a power output of over 700 horsepower. According to rumors, the 911 GT3 RS will also be available with an electric powertrain.
It’s tough to install electricity in the present layout without jeopardizing the 911’s balance and sports car flair. 100 more kilograms is already a significant gain – and, of course, entrance to the environmental zone is a distant second on Porsche’s priority list. Above all, don’t alter the iconic sports car’s appearance.
Porsche V8 has been stronger
The performance version of the Porsche Cayenne Turbo Coupé sports a freshly tuned PASM chassis and air suspension with three smaller chambers. This tightens the chassis by 15% and allows the driver to lower the body by 17 millimeters compared to the standard Cayenne Turbo Coupé.
The front and rear axle steering, active roll stabilization, and electronic control systems have all been re-tuned in addition to the software for the electromechanical stabilizers. The Porsche Cayenne Turbo GT competes with a redesigned front axle; the front wheels have 0.45 degrees more negative camber than the Turbo Coupé.
The Cayenne Turbo GT is only available with a curved carbon fiber top and carbon ceramic brakes, which helps Porsche reduce weight. As a consequence, series manager Stefan Weckbach claims the SUV coupé is “planned even more consistently for maximum longitudinal and transverse dynamics.”
Kern certified the crossover with a high degree of steering accuracy and stoic calm on the rear axle, “which gives you a lot of confidence in the Hatzenbach region” after his Nürburgring record. The Cayenne produced “lightning-fast changes of direction” between the Hohe Acht and the ice curve, with no wobbling or propensity to understeer.
But, of course, having a lot of power helps: The biturbo eight-cylinder produces 640 horsepower, which is 90 horsepower more than the standard turbo variant. The maximum torque rises by 80 Newton meters to 850. As a result, it is now Porsche’s most powerful V8 engine.
The drive system created a “sovereign impact” on the Nordschleife record lap, according to Kern, and gave “performance in every condition.” On paper, this translates to 0 to 100 km/h in 3.3 seconds and a peak speed of 300 km/h, which is 0.6 seconds faster and 14 km/h faster than the ordinary Porsche Cayenne Turbo Coupé.
At the back, there’s been an aerodynamic update.
A redesigned front section with a unique spoiler lip and bigger side cooling inlets distinguishes the Porsche Cayenne Turbo GT from the rest of the Porsche Cayenne lineup.
The wheel arch extensions are as dark as the rear aerodynamic components, which include a roof spoiler with carbon side panels, a retractable tailgate spoiler with a lip that is 25 millimeters bigger than the normal turbo, and a carbon diffuser panel.
Keyword: 2024 Porsche 911 Hybrid (992): Hybrid 911 Comes