“It’s this on-demand change of attitude that shows quite clearly that it would be wrong to describe the 918 Spyder as an evolution of the Carrera GT,” states Dürheimer. “After all, this is a highly sophisticated sports car that employs various groundbreaking energy-saving tools to address the dramatically changing driving conditions in which it will operate.”
The control-arm suspension systems and adjustable pushrod-activated spring and damper units underline the car’s track-related heritage, as well as its motorsports ambitions. The same applies to the ceramic composite brakes and to center-lock cast aluminum wheels shod with 255/30YR-21 tires in the front and 295/25YR-22 footwear in the back. Molded-plastic wheel covers were added to smooth the lateral airflow.
Sitting on a 104.3-inch wheelbase, the 918 Spyder is 177 inches long, 76 inches wide and 43 inches low. The cargo bay in the nose cone is said to be big enough to accommodate a couple of soft bags. The fuel tank, which is positioned close to the battery pack, holds 18.5 gallons. The XG10’s core consists of a molded-carbon-fiber monocoque supporting the powertrain, chassis systems, and auxiliary equipment. This light, stiff structure is clad with carbon fiber, aluminum, and magnesium body materials. If the build run was limited to only fifty units, these monocoques could be hand-baked in-house. But since rumors are suggesting more like 750 to 1250 units in total, the 918 Spyder may turn into an object lesson on industrialized carbon-fiber assembly, a task on which Porsche is expected to embark together with Audi and Lamborghini.
Carbon fiber is also the material of choice inside the new super-Porsche. Key cockpit cues include a ramplike center stack (a blend of Carrera GT and Panamera design elements) with turn-knob and touch-pad controls; three large, round instruments; a full-size, center-mounted, seven-inch in-dash monitor; a new three-spoke multifunction steering wheel (it’s round -- hurrah!); and two slim bucket seats with integrated safety belts.