Porsche 918 Spyder Concept
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What I would like to see is a 918RS - keep the hybrid stuff, but do away with the electric only mode and you should be able to reduce the weight of the battery pack significantly. I think this is one reason why LaFerrai is lighter than both 918 and P1.
Hot damn. Such a tour de force!!
And so f'ing pretty
This over a LaFerrari? Yes, maybe.
I'd definitely choose this over the LaFerrari, for me Porsche are the ultimate machine.
paxah
Precision Tuner
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I'm with CH on the dump the electric motor and give me a combustion engine that will weigh 1,100kg
He certainly got mixed up with the info. Here's some of the analysis I made.
The hybrid Components in the car weigh ~350 KG, the 918 is around 100 KG lighter than the Carrera gt without the Electric stuff (quoting Dr. Frank Walliser). So let's do the maths;
- 1380 (CGT weight) - 100= 1280kg (So the weight of the car without the hybrid system is closer to 1300 than 1100 as claimed by Chris. He is exaggerating the weight discrepancy just to prove his point.
- We have 1280 KG (w/o the Hybrid system) + ~350kg (hybrid system) = 1630 KG, so with the Weissach package it will dip under 1600kg I suspect.
paxah
Precision Tuner
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Can someone with the ability to interpret that graph actually figure out how much downforce can the car generate?
Thanks.
Kilcrohane
Porsche Perfektionist
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- very roughly, if we assume the drag coefficient of the 918 is about 0.30, from the horizontal axis of the graph the car's area A is then about 2.4 sq. metres (0.7 divided by 0.3).
At minimum downforce setting 'A', the vertical axis of the graph then gives us a downforce coefficient (German = 'Abtrieb') of 0.125 (0.3 divided by 2.4), and at maximum downforce setting 'C', of about 0.29.
Given the car weighs about 1,600 kgs, that minimum downforce of 0.125 equates to about 200 kgs (.125 x 1,600), or ~1,960 newtons, over the whole car, and of about 460 kgs, or ~4,550 newtons maximum downforce.
PS by way of comparison, the 2004 Porsche Carrera GT was claimed to generate 400 kgs of downforce at maximum speed(330 km/h). By way of further comparison, a Formula 1 car has a downforce coefficient of between 2 to 3.
HighestOfHigh
Cornering Kingpin
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We learned yesterday that Porsche had revised the specs for its 918 Spyder, which brought the car’s performance into line with that of its rivals in the hybrid supercar market, the Ferrari LaFerrari and McLaren P1.
The sports car manufacturer has now formally announced full details for the 918 Spyder and revealed for the first time a production-spec prototype. The biggest difference between this prototype and previous examples are the lights, which are now the same units that the production version will feature.
The key goal in the car’s development is the parallel improvement of both efficiency and performance without one being at the cost of the other, but how Porsche has gone about it is very different to anything we’ve seen yet from the company.
Porsche 918 Hybrid Is No Lightweight
At the core of the 918 Spyder is a monocoque chassis, constructed from lightweight carbon fiber reinforced polymer. Unfortunately, the weight of the hybrid system means the 918 Spyder still weighs a portly 3,715 pounds (an available ‘Weissach’ package brings that figure down to 3,616 pounds).
Still, while its rivals may weigh less than 3,000 pounds, the 918 Spyder has the advantage of an all-wheel-drive system, in this case a through-the-road setup made possible by the car’s hybrid system. A race-bred 4.6-liter V-8 is paired with an electric motor and seven-speed PDK dual-clutch transmission and spins the rear axle, while a second electric motor is used to spin the front axle.
The engine produces 608 horsepower on its own and screams to 9,150 rpm. It is based on the design of the racing engine found in the successful RS Spyder Le Mans prototype and also features lightweight components made from carbon fiber. The two electric motors produce 154 horsepower (rear) and 127 horsepower (front), respectively. System output for the 918 Spyder is a staggering 887 horsepower and 940 pound-feet of torque.
Five Modes To Choose From
The car’s hybrid setup enables multiple driving modes, E-Power, Hybrid, Sport Hybrid, Race Hybrid and Hot Lap, all of which are accessed using a control on the steering wheel.
When the vehicle is started up, the all-electric E-Power mode is the default setting. In ideal conditions, the 918 Spyder can cover approximately 18 miles in this mode (charging takes approximately 7 hours using a household plug). Even in all-electric mode, the car accelerates from 0-62 mph in seven seconds and can reach speeds of up to 93 mph. 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. In Hybrid mode, the electric motors and combustion engine work alternately with a focus on maximum efficiency and minimum fuel consumption. In more dynamic situations, there is the Sport Hybrid mode. 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 optimized for greater efficiency.
For track work, Porsche engineers have developed a Race Hybrid mode. Here, the combustion engine is chiefly used under high load, and charges the battery when the driver is not utilizing its maximum output. Again, the electric motors provide additional support in the form of boosting. Furthermore, the gear-shifting program of the PDK is set up for even sportier driving. In contrast to the Sport Hybrid mode, the electric motors run at their maximum power output limit for a short time for better boosting.
Finally, there is the Hot Lap mode. Here, everything is turned to the max and the battery is no longer charged so that the combustion engine can focus purely on driving the wheels. This mode is designed for setting lap records.
Nürburgring Lap Time Under 7:14
When in the Hot Lap mode, Porsche is confident the car will beat the previously quoted 7:14 figure 'Ring time, and some are even suggesting it may crack the 7 minute barrier. Importantly, Porsche is confident the 918 Spyder will be quicker around the famous track than its rivals because of its all-wheel-drive system and some other advanced chassis technologies.
One of these is a four-wheel steering system already showcased on the latest 2014 Porsche 911 Turbo. 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. 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 for easy parking. 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 and is said to make the wheelbase feel like that of a shorter car.
The benefit of all this technology, according to Porsche, is that drivers of the 918 Spyder should be able to brake much later going into a corner than those behind the wheel of a conventional rear-drive supercar. In addition, the 918 Spyder features its own active aerodynamics. Here, there are three modes, with the most potent being a Race mode. A spoiler positioned between the two wing supports near the trailing edge of the airflow extends. Furthermore, 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, helping to increase downforce. Double-wishbone suspension is fitted up front and a multilink setup is used in the rear, with adjustable dampers at both ends. An electro-mechanical setup is used for the steering and the brakes are carbon ceramic discs measure up to 16 inches in diameter.
Final Numbers
For the 0-60 mph run, owners can expect the 918 Spyder to take just under 2.8 seconds, hit 124 mph in 7.9 seconds and pass 186 mph in 23 seconds. It is this last number that has performance fans wondering, as McLaren has quoted a time of 17 seconds for the 0-186 mph run and Ferrari a mindboggling figure of 15 seconds. We can’t wait until the first showdown. Only 918 examples of Porsche's new supercar will be built, with production set to commence in September. Each has a starting price of $845,000.
- http://www.motorauthority.com/news/1084210_porsche-announces-revised-specs-for-918-spyder
JHF
Driving Dynamics Pro
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2014 Porsche 918 Spyder First Drive
It seems an impossible task given its inherent complexity, but the 2014 Porsche 918 Spyder has progressed from concept to preproduction form in just two years.
Project boss Frank Walliser explains: "We initially revealed an intention to build a successor to the Carrera GT with a concept that we showed at the Geneva motor show in 2010. But with the change of top management at Porsche, a definitive decision to go ahead wasn't made until 2011. It is a clean sheet project. The whole car has been developed from scratch."
Just how far it has come can be summed up in one set of figures: 7 minutes, 14 seconds. This is the lap time Porsche recorded on the very first outing of the 918 Spyder at the Nürburgring last year, undercutting the old Carrera GT by a massive 16 seconds. No wonder Ferrari and McLaren are eyeing the new car warily.
Behind the Wheel in Leipzig
The first preproduction example off the line rumbles down pit lane of Porsche's Leipzig test track and comes to a halt beside us. It is suitably squat and wide, but the new 2014 Porsche 918 Spyder lacks the visual flair and outright aesthetic impact of the Ferrari and McLaren.
Entering the cabin is tricky given the rather high and extra wide sill that forms part of a carbon-fiber monocoque. Despite boasting the optional Weissach package, the seatbelts in the latest prototype are three-point affairs, so there's no need to wrestle into a full race harness before getting down to business.
Twist the key, which is the same as that of other recent Porsche models, to trigger the ignition. There is no direct firing of the combustion engine, as the power electronics detect there is sufficient battery charge, merely some distant whirring as the electric motors are primed for action.
The windscreen is quite upright, providing an excellent view out front over two curvaceous front fenders. There is no rear window owing to a need to accommodate the lightweight titanium exhaust system, which is mounted atop the engine just an arm's length from where you sit. A reversing camera mounted low down in the diffuser is the only means of seeing where you're going in reverse.
The Traditional Engine
The naturally aspirated 4.6-liter V8 is often described as being derived from the smaller 3.4-liter V8 engine used in the Porsche LMP2 racecar, but Walliser says the only real connection between the two is the 90-degree angle between the cylinder banks. "It is, in essence, an all-new engine. They do not share any components," he reveals.
The dry-sump unit, developed exclusively for the 918 Spyder, produces 608 horsepower at 8,600 rpm in final production trim, giving it a specific output of 132.2 hp per liter. Two brushless electric motors supplement the V8: one mounted up front within the front axle assembly developing 154 hp and another sited at the rear with 127 hp.
In Hybrid mode, the three power sources provide a total of 887 hp, which easily makes the 918 Spyder the company's most powerful road car ever. Its performance numbers reflect that fact, as Porsche says the 918 will hit 62 mph in just 2.8 seconds on the way to a top speed that is put at more than 211 mph.
On the Track
As we join the track and run down into the first corner, it doesn't sound like a car with such immense power. Besides the rumble of tires and the sound of stones being thrown up into the wheel houses, it is all but silent. With sufficient battery charge in E-mode, the new Porsche relies on the front electric motor to provide propulsion at speeds up to 93 mph and a range of around 18 miles.
The steering, which operates on the front axle and rear axle simultaneously, helps to endow the 2014 Porsche 918 Spyder with stunning agility. There is whip-crack sharpness to the way it turns in, although the overall weighting of the electromechanical system, which shares components with the similar setup on the latest 911 GT3, is a little lighter than expected. The tires bite hard as the chassis accepts a heavy dose of lateral force. There's extremely little roll to speak of, and the front end remains remarkably calm. It's easy: no plow on understeer, no sudden-death oversteer, just terrific neutrality and masses of grip to allow alarmingly high cornering speeds without ever feeling fidgety.
It's all very friendly, very predictable. The secret to the ease of drivability, claims Walliser, is a decision to package all of the 918 Spyder's major drive systems below the horizontal center line and within its long 107.5-inch wheelbase. All three power sources are mounted exceptionally low in the chassis for the best possible center of gravity and low polar movement.
The 6.8kWh lithium-ion battery, which can be charged to 80 percent capacity in just 18 minutes using a high-voltage plug-in charger, is lower still and is straddled by an 18.5-gallon fuel tank. Both are mounted directly behind the rear bulkhead.
Hybrid System
The juggling act between efficiency and performance has resulted in five driveline modes. An E-power program is the default mode, in which the 918 Spyder is propelled by the front electric motor and, at speeds above 16 mph, the rear electric motor. Turn a rotary dial on the steering to select Hybrid mode, and both the electric motors and the combustion engine are introduced to the drive process, though with an emphasis on fuel saving, the combustion engine doesn't run all the time.
A further turn of the dial activates Sport-Hybrid, in which the combustion engine runs continuously and the electric motors operate most of the time. Race-Hybrid adds a further dose of aggression, with torque vectoring introduced to the front wheels and, when required, the rear motor acting as a generator to supply electrical energy to the electric motor mounted up front.
If that's not enough, Porsche has also given its new supercar a so-called Hot-Lap mode that sees the parameter of the battery charge altered to allow the electric motors to draw up to 90 percent of available energy, or 20 percent more than usual.
Race Setup, Street Ride
The suspension, which largely consists of cast-aluminum components, uses a combination of double wishbones up front and multilinks. It is, to all intents and purposes, a racecar setup, boasting adjustable springs and dampers and proper metal-to-metal joints for the lowest possible tolerances and the sort of tactility that really has to be felt to be believed.
Test tracks are never a good place to judge ride quality, but there is sufficient compliance to ensure the 918 Spyder doesn't crash over curbs like a dedicated racecar. There is plenty of give in the springs and damping. Not a lot, but enough to hint it should cope with most roads without too much trouble. Walliser suggests it rides better than the Carrera GT, which should hold it in good stead. The wheels, which come in alloy as standard and even lighter magnesium with the optional Weissach package, are 20 inches in diameter and 9.5 inches wide up front and 21-by-12.5 inches at the rear. They're mated with 265/35ZR20 front and substantial 325/30ZR21 rear tires.
The 2014 Porsche 918 Spyder uses a bespoke regenerative braking system to extend its range. As in the Panamera hybrid, there's no regeneration until you hit the brake pedal. Lifting the throttle engages a coasting function. Despite their complexity, the brakes, which consist of 16.1-inch front and 15.4-inch carbon-ceramic discs, are not only stunningly effective at wiping off speed but deliver true feel, which is not something that can always be said of the stoppers used on many hybrids.
The Flexibility of Huge Torque
Spearing down the front straight of the Porsche test track, throttle pinned hard in 4th gear, the 918's torque makes a huge impression. The combustion engine doesn't deliver its torque peak of 390 pound-feet until you've got 6,600 rpm wound on the crank, but there is colossal shove throughout the rev range thanks to the efforts of the electric motors. All together there is a whopping 940 lb-ft of total torque, which gives the new car a tremendously flexible nature.
Third gear with Race-Hybrid mode engaged is best for an out-of-body experience. The combined efforts of the three power sources and the penetrating shriek of the combustion engine under full load is mind-blowing in its intensity. Same story in 4th, though it takes more commitment. Fifth brings little respite: The torque is so strong you reach huge speeds with little more than a fleeting prod of the throttle. In terms of raw speed and longitudinal stability, it feels as resolved as the Bugatti Veyron.
Carry more speed into a corner, get on the power even earlier and you feel you're no nearer to breeching the heady levels of adhesion. Push harder and the 918 Spyder simply answers the call for more, and you can keep edging up to the dynamic boundaries because along with the stunning level of midcorner grip, that steering, despite its inherent complexity, is also tremendously alert, providing meaningful communication and tremendous weighting as lateral forces are piled on.
A Complete Package
The new 2014 Porsche 918 Spyder feels nothing if not tremendously well sorted for something so inherently complex. And with a few more months before the first production cars begin rolling down a dedicated line at the company's Zuffenhausen plant, it seems there's even more to come. "It is a learning process," reveals the enthusiastic project boss, adding, "We're continuously gathering data that allows us to improve the drive system."
In preproduction form at least, it has exceeded our expectations. We could bang on about its impetuous speed and ability to run on electric power. But the truly extraordinary thing about the new car is the accessibility of its performance. This, and the ease with which you get to grips with it. It's not a car to be scared of by any means. But one you're urged to drive... and hard. Provided, of course, you can forget about the price tag.
http://www.edmunds.com/porsche/918-spyder/2014/road-test.html#
It seems an impossible task given its inherent complexity, but the 2014 Porsche 918 Spyder has progressed from concept to preproduction form in just two years.
Project boss Frank Walliser explains: "We initially revealed an intention to build a successor to the Carrera GT with a concept that we showed at the Geneva motor show in 2010. But with the change of top management at Porsche, a definitive decision to go ahead wasn't made until 2011. It is a clean sheet project. The whole car has been developed from scratch."
Just how far it has come can be summed up in one set of figures: 7 minutes, 14 seconds. This is the lap time Porsche recorded on the very first outing of the 918 Spyder at the Nürburgring last year, undercutting the old Carrera GT by a massive 16 seconds. No wonder Ferrari and McLaren are eyeing the new car warily.
Behind the Wheel in Leipzig
The first preproduction example off the line rumbles down pit lane of Porsche's Leipzig test track and comes to a halt beside us. It is suitably squat and wide, but the new 2014 Porsche 918 Spyder lacks the visual flair and outright aesthetic impact of the Ferrari and McLaren.
Entering the cabin is tricky given the rather high and extra wide sill that forms part of a carbon-fiber monocoque. Despite boasting the optional Weissach package, the seatbelts in the latest prototype are three-point affairs, so there's no need to wrestle into a full race harness before getting down to business.
Twist the key, which is the same as that of other recent Porsche models, to trigger the ignition. There is no direct firing of the combustion engine, as the power electronics detect there is sufficient battery charge, merely some distant whirring as the electric motors are primed for action.
The windscreen is quite upright, providing an excellent view out front over two curvaceous front fenders. There is no rear window owing to a need to accommodate the lightweight titanium exhaust system, which is mounted atop the engine just an arm's length from where you sit. A reversing camera mounted low down in the diffuser is the only means of seeing where you're going in reverse.
The Traditional Engine
The naturally aspirated 4.6-liter V8 is often described as being derived from the smaller 3.4-liter V8 engine used in the Porsche LMP2 racecar, but Walliser says the only real connection between the two is the 90-degree angle between the cylinder banks. "It is, in essence, an all-new engine. They do not share any components," he reveals.
The dry-sump unit, developed exclusively for the 918 Spyder, produces 608 horsepower at 8,600 rpm in final production trim, giving it a specific output of 132.2 hp per liter. Two brushless electric motors supplement the V8: one mounted up front within the front axle assembly developing 154 hp and another sited at the rear with 127 hp.
In Hybrid mode, the three power sources provide a total of 887 hp, which easily makes the 918 Spyder the company's most powerful road car ever. Its performance numbers reflect that fact, as Porsche says the 918 will hit 62 mph in just 2.8 seconds on the way to a top speed that is put at more than 211 mph.
On the Track
As we join the track and run down into the first corner, it doesn't sound like a car with such immense power. Besides the rumble of tires and the sound of stones being thrown up into the wheel houses, it is all but silent. With sufficient battery charge in E-mode, the new Porsche relies on the front electric motor to provide propulsion at speeds up to 93 mph and a range of around 18 miles.
The steering, which operates on the front axle and rear axle simultaneously, helps to endow the 2014 Porsche 918 Spyder with stunning agility. There is whip-crack sharpness to the way it turns in, although the overall weighting of the electromechanical system, which shares components with the similar setup on the latest 911 GT3, is a little lighter than expected. The tires bite hard as the chassis accepts a heavy dose of lateral force. There's extremely little roll to speak of, and the front end remains remarkably calm. It's easy: no plow on understeer, no sudden-death oversteer, just terrific neutrality and masses of grip to allow alarmingly high cornering speeds without ever feeling fidgety.
It's all very friendly, very predictable. The secret to the ease of drivability, claims Walliser, is a decision to package all of the 918 Spyder's major drive systems below the horizontal center line and within its long 107.5-inch wheelbase. All three power sources are mounted exceptionally low in the chassis for the best possible center of gravity and low polar movement.
The 6.8kWh lithium-ion battery, which can be charged to 80 percent capacity in just 18 minutes using a high-voltage plug-in charger, is lower still and is straddled by an 18.5-gallon fuel tank. Both are mounted directly behind the rear bulkhead.
Hybrid System
The juggling act between efficiency and performance has resulted in five driveline modes. An E-power program is the default mode, in which the 918 Spyder is propelled by the front electric motor and, at speeds above 16 mph, the rear electric motor. Turn a rotary dial on the steering to select Hybrid mode, and both the electric motors and the combustion engine are introduced to the drive process, though with an emphasis on fuel saving, the combustion engine doesn't run all the time.
A further turn of the dial activates Sport-Hybrid, in which the combustion engine runs continuously and the electric motors operate most of the time. Race-Hybrid adds a further dose of aggression, with torque vectoring introduced to the front wheels and, when required, the rear motor acting as a generator to supply electrical energy to the electric motor mounted up front.
If that's not enough, Porsche has also given its new supercar a so-called Hot-Lap mode that sees the parameter of the battery charge altered to allow the electric motors to draw up to 90 percent of available energy, or 20 percent more than usual.
Race Setup, Street Ride
The suspension, which largely consists of cast-aluminum components, uses a combination of double wishbones up front and multilinks. It is, to all intents and purposes, a racecar setup, boasting adjustable springs and dampers and proper metal-to-metal joints for the lowest possible tolerances and the sort of tactility that really has to be felt to be believed.
Test tracks are never a good place to judge ride quality, but there is sufficient compliance to ensure the 918 Spyder doesn't crash over curbs like a dedicated racecar. There is plenty of give in the springs and damping. Not a lot, but enough to hint it should cope with most roads without too much trouble. Walliser suggests it rides better than the Carrera GT, which should hold it in good stead. The wheels, which come in alloy as standard and even lighter magnesium with the optional Weissach package, are 20 inches in diameter and 9.5 inches wide up front and 21-by-12.5 inches at the rear. They're mated with 265/35ZR20 front and substantial 325/30ZR21 rear tires.
The 2014 Porsche 918 Spyder uses a bespoke regenerative braking system to extend its range. As in the Panamera hybrid, there's no regeneration until you hit the brake pedal. Lifting the throttle engages a coasting function. Despite their complexity, the brakes, which consist of 16.1-inch front and 15.4-inch carbon-ceramic discs, are not only stunningly effective at wiping off speed but deliver true feel, which is not something that can always be said of the stoppers used on many hybrids.
The Flexibility of Huge Torque
Spearing down the front straight of the Porsche test track, throttle pinned hard in 4th gear, the 918's torque makes a huge impression. The combustion engine doesn't deliver its torque peak of 390 pound-feet until you've got 6,600 rpm wound on the crank, but there is colossal shove throughout the rev range thanks to the efforts of the electric motors. All together there is a whopping 940 lb-ft of total torque, which gives the new car a tremendously flexible nature.
Third gear with Race-Hybrid mode engaged is best for an out-of-body experience. The combined efforts of the three power sources and the penetrating shriek of the combustion engine under full load is mind-blowing in its intensity. Same story in 4th, though it takes more commitment. Fifth brings little respite: The torque is so strong you reach huge speeds with little more than a fleeting prod of the throttle. In terms of raw speed and longitudinal stability, it feels as resolved as the Bugatti Veyron.
Carry more speed into a corner, get on the power even earlier and you feel you're no nearer to breeching the heady levels of adhesion. Push harder and the 918 Spyder simply answers the call for more, and you can keep edging up to the dynamic boundaries because along with the stunning level of midcorner grip, that steering, despite its inherent complexity, is also tremendously alert, providing meaningful communication and tremendous weighting as lateral forces are piled on.
A Complete Package
The new 2014 Porsche 918 Spyder feels nothing if not tremendously well sorted for something so inherently complex. And with a few more months before the first production cars begin rolling down a dedicated line at the company's Zuffenhausen plant, it seems there's even more to come. "It is a learning process," reveals the enthusiastic project boss, adding, "We're continuously gathering data that allows us to improve the drive system."
In preproduction form at least, it has exceeded our expectations. We could bang on about its impetuous speed and ability to run on electric power. But the truly extraordinary thing about the new car is the accessibility of its performance. This, and the ease with which you get to grips with it. It's not a car to be scared of by any means. But one you're urged to drive... and hard. Provided, of course, you can forget about the price tag.
http://www.edmunds.com/porsche/918-spyder/2014/road-test.html#
tristatez28lt1
Tire Trailblazer
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More technical pictures:
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Like Martin used to say back in the good old days, I am so not worth!
How cool is that rear-wheel steering Giannis?!? Also interesting to see how much carbon-fibre monocell extends as structure-bearing material for the engine bay side. You don't see that in anything else to my recollection. Very impressive.
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- Giannis
It's ingenious! And it's actually simple geometry: All you have is a triangle, whose 3 sides are pinned to each other, so that the angles can change. That electric motor serves as the one side, and it's length can vary. But the length of the other two sides is fixed, so changing the one length translates into changes in the angles. It seems that one "triangle side" is fixed on the wheel hub and one pin connection on the chassis. The rest is a few simple calculations! Amazing and über-cool!
Also interesting. Other applications only use the CFRP monocell for the passenger cabin, using metal subframes and substructures to support the engine and suspension components. Two typical examples are the Murcielago and the LaFerrari (as is the P1 of which I can't find a proper photo)
So in typical martinbo words, "Duck my fog"
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Porsche
Dr. Ing. h.c. F. Porsche AG, is a German automobile manufacturer
specializing in high-performance sports cars, SUVs, and sedans,
headquartered in Stuttgart, Baden-Württemberg, Germany. Owned by
Volkswagen AG, it was founded in 1931 by Ferdinand Porsche.
In its early days, Porsche was contracted by the German government
to create a vehicle for the masses, which later became the Volkswagen
Beetle. In the late 1940s, Ferdinand's son Ferry Porsche began
building his car, which would result in the Porsche 356.
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