2014 Mini Cooper Hybrid

2014 Mini Cooper Hybrid

Due in about three years, the next-generation Mini Cooper will offer a four-wheel-drive version. There’s a catch, though: The rear wheels will have no connection to the engine. The car will be a hybrid, and the rear wheels will exclusively be turned by an electric motor.

As BMW switches the next-generation 1-series to front-wheel drive, and expands the Mini portfolio with several new models, the Bavarians are looking at options for hybridizing its upcoming front-wheel drivers. To expedite the process, BMW recently announced a partnership with PSA Peugeot Citroën to develop hybrid tech for front-drive applications. Although BMW presently offers hybrid versions of its X6 and 7-series, each uses a rear-wheel-drive-oriented system co-developed with other companies—and neither is especially frugal. PSA, on the other hand, is launching the Peugeot 3008 Hybrid 4 this year, a compact MPV on a front-wheel-drive platform with a rear-mounted electric motor powering the rear wheels. BMW seems to see its smaller cars heading in this direction.

In this test mule, we can see that the electric motor is connected to the rear axle. The extra power and enhanced launchability should give it a decisive advantage over front-drive Minis, and while the motor and battery pack will add unwelcome weight, at least they’ll be mounted low in the chassis. That said, the production cars won’t be quite as low to the ground as the mule seen here. The hybrid module will likely be offered in a number of Mini derivatives; from the “regular” Mini Cooper up to the Countryman.

It’s not yet clear what kind of combustion engine Mini will pair with the electric drive system, although both diesel and gasoline mills would be compatible. The hybrid won’t share much technology with the Mini E, and we are optimistic that—unlike in that fully electric Mini—rear seating will be part of the package.

Like the original Mini, today’s Cooper is most at home in cities, and it’s in the slow, stop-and-go traffic that hybrid systems best deliver their benefits. The Mini remains hot for fashionable urban drivers, and it’s possible that a hybrid version will up the chic factor for these shoppers—even if it is very late to the eco-party.

How will the hybrid versions be positioned in the Mini lineup? Peugeot priced the 3008 hybrid at the very top of the car’s price ladder. With more power and all-wheel drive, the hybrid Minis are likely to be the most expensive in their ranges, too. It also remains to be seen how much the extra weight and complexity will diminish the Mini models’ playful character.

2013 Chevrolet Malibu

2013 Chevrolet Malibu

The D segment—mid-size, to those of you who aren’t automotive product planners—is the car world’s golden heifer. In annual sales terms, this is among the largest classes of vehicles in the United States. “A” grades in the D class are essential for any brand aspiring to sales dominance.

Feeling Hyundai and Ford heat and anxious to thwack perennial mid-size kings Honda (with its Accord) and Toyota (Camry), Chevrolet has a new Malibu poised on the launch ramp for an early 2012 roll-out. Proving that it’s serious about this assault, Chevy has cleared the Malibu’s passport for international travel. The goal is to sell the classically American sedan with the beachy name in 100 countries spanning six continents. Fittingly, then, the Malibu’s introductory hoopla consists of an HD web broadcast concurrent with an unveiling at the Shanghai auto show. GM’s newest mid-size family sedan also will be Chevy’s star attraction at the New York auto show.

Shorter, Wider, and Roomier

Underpinning the new Malibu is an evolved version of GM’s long-running Epsilon architecture, which is found under the Buick Regal, Opel Insignia, and Saab 9-3. The update brings a stiffer body structure, better suspension systems, and more-inviting interior dimensions. While overall length is down half an inch and the wheelbase has been trimmed by 4.5, a 2.7-inch gain in overall width plus 2.5-inch (front) and 2.0-inch (rear) wider track dimensions bring worthwhile gains in hip and shoulder room. The net result is 2.3 additional cubic feet of passenger space, moving Malibu from the bottom to the middle of the mid-size segment. (Passenger volume rises from 97.7 to 100.0 cubic feet, while trunk room rises from 15.1 to 16.3 cubic feet; compared to a maximum of 106.0 cubic feet for passengers and 14.7 cubic feet for cargo in the Accord.) To minimize the inevitable weight gain associated with a wider, better-equipped Malibu, GM engineers specified high-strength or ultra-high-strength steel for two-thirds of the unibody.

A rubber-isolated front cradle supports the powertrain, electrically assisted rack-and-pinion steering, and the lower portion of the strut-type front suspension. In back is a multilink suspension. Vented front and solid rear disc brakes are standard.

May the Fours Be With ’Bu

The state of powertrain affairs is best described as give and take. Anticipating intense interest in maximum gas mileage, Chevy will offer no V-6. There is an all-new, dual-overhead-cam 2.5-liter Ecotec four-cylinder boasting aluminum-block-and-head construction, direct fuel injection, balance shafts, and variable intake- and exhaust-valve timing. While calibrations aren’t final, Malibu chief engineer Mark Moussa says to expect about 190 hp, 180 lb-ft of torque, sub-eight-second 0-to-60-mph acceleration, and an EPA highway mileage rating comfortably over 30 mpg. A 2013 Malibu Eco using GM's eAssist hybrid system was just announced (with EPA estimates of 26/38 mpg), and Moussa told us that at least one other four-cylinder engine is coming. Our guess is that the Malibu’s upgrade engine will be the Buick Regal’s turbocharged 2.0-liter Ecotec, which produces 220 hp. A six-speed automatic transaxle with engineering changes aimed at quicker shifts, improved efficiency, and superior smoothness is standard.

The new Malibu’s evolutionary exterior is conservatively elegant. A more prominent grille, a subtly creased hood, and the decklid’s neatly integrated spoiler are the main visual attractions. Projector headlights and Camaro-like dual-element LED taillights merge the Malibu into the fashion mainstream. Extensive wind-tunnel work has yielded a drag coefficient near the Volt’s 0.28 figure, according to Chevrolet. Various five-spoke wheels ranging from 17 to 19 inches in diameter will be offered.

First-Class Cabin

Chevy designers emptied their piggy banks for the interior. As before, three trim levels will be offered. Cool-blue direct lighting, contrast-color stitching, and accent upholstery welting set a pleasant mood. Eight airbags are standard and second-row side-impact airbags are optional. The radio’s color touch screen hinges up to reveal a six-inch-deep illuminated storage cubby, and an all-new MyLink infotainment system includes both Pandora and Stitcher SmartRadio. The optional-goodies list includes navigation, lane-departure and forward-collision warning systems, and a rearview camera.

Anxious to flush out the old with new and improved products, GM CEO Dan Akerson cracked his whip to advance the Malibu’s introduction by four months. We never had much of a problem with the old model (we put it on our 10Best list for 2008), but we’re pleased to see GM striving hard to make the grade in this important class.

2012 Chevrolet Malibu

2012 Chevrolet Malibu

Chevrolet’s current Malibu was a huge success when the company needed it, winning a place on our 2008 10Best list and proving that the bow-tie brand could build more than monster SUVs and pickup trucks. Now that the compact Cruze, even smaller Aveo, and minute Spark are all in or on their way to production, the Malibu is up for a little refresh.

The current car is sleek enough, but the overall design isn’t particularly elaborate. The 2012 model will change that with a bit more rake to the beltline, echoed by a faint crease in the body side. The nose and tail will see a great deal of change, with huge front-lighting arrays marking a more-chiseled nose. The hood appears to sit on a taller terrace, bearing a stronger resemblance to that of the Buick LaCrosse than to the current car’s. In the tail, we see additional ornamentation around the trunk, which is recessed deeper into the surrounding sheetmetal and plastic. The top of the decklid appears to taper into a sort of flat, ducktail shape, reminiscent of the more-controversial BMW designs of the last decade.

While it won’t look worlds different, the new Malibu will be comprehensively altered beneath the skin. It will join the Buick Regal and LaCrosse on GM’s new Epsilon II platform, an evolution of the current car’s Epsilon I bones. It will be slightly wider and a little taller, alleviating our primary concerns about the interior. Materials used inside the car supposedly will be vastly improved, although we hope the money to do so didn’t come out of the design budget—the stylish cockpit is one of our favorite things about the current car. We expect Chevy will offer a Malibu with the pseudo-hybrid eAssist powertrain to boost the sedan’s fuel economy ratings. And expect to see the HiPer strut system unveiled on the 2010 Buick LaCrosse find its way into top Malibu trim levels.

No doubt there is plenty more for the spies to catch as they stalk the Malibu, and they have plenty of time left to do so: The car’s introduction probably won’t happen until the 2012 Detroit auto show. Stay tuned for more info.

youtube, All new Chevrolet Camaro ZL1 2012

youtube, All new Chevrolet Camaro ZL1 2012

youtube, 2012 Ford Mustang Boss 302 Laguna Seca in Action

youtube, 2012 Ford Mustang Boss 302 Laguna Seca in Action

youtube, 2012 Chevrolet Camaro Z28/ZL1 Testing

youtube, 2012 Chevrolet Camaro Z28/ZL1 Testing

2012 Chevrolet Camaro ZL1 @ 2011 Chicago Auto Show - Car and Driver

2012 Chevrolet Camaro ZL1, 2011 Chicago Auto Show

2013 Ford Mustang Shelby

2013 Ford Mustang Shelby GT500 to Have Camaro ZL1–Slapping 600-Plus Horsepower

Only a month after the unveiling of the 550-plus-hp 2012 Chevrolet Camaro ZL1, word is leaking out that Ford will substantially advance the muscle-car wars with a 2013 Shelby GT500 making a pants-bursting 600-plus horsepower.

Our well-informed sources say the stratospheric output figure, which could be as high as 620 horses, is the result of boring out the current 5.4-liter V-8 to 5.8 liters and swapping the existing Eaton M112 supercharger for the same firm’s more-efficient and quieter TVS unit. This supercharger, with its four-lobe rotors, is the blower of choice for the Audi S4, Cadillac CTS-V, Chevrolet Corvette ZR1 and, interestingly, the Camaro ZL1.

The 5.4-liter in the current GT500 makes an already pretty absurd 550 hp. The car rips to 60 mph in 4.1 seconds and through the quarter-mile in 12.4. Based solely on the horsepower increase, we estimate that the 2013 model will drop almost half a second through the quarter, for a 12.0-second run. As it is already traction limited, we don’t see the 0-to-60 number changing much. We do, however, anticipate that it’ll be a straight-up bitch to launch consistently, at least without the addition of a launch-control system. If it isn’t limited to 155 mph, as the current car is, the 2013 GT500 should be capable of topping 190 mph.

Like all 2013 Mustangs, the GT500 will sport a body altered with the goal of looking somewhat less retro and more modern and edgy, according to sources. And, yes, we do take “modern” to imply the addition of LEDs to the head- and taillight assemblies. You won’t see any of the new bodywork in the spy photos here. This powertrain mule caught today in Dearborn wears familiar bodywork (and 2011 Mustang GT headlights) but rides very low over a set of current GT500 Performance package wheels. What won’t change is the basic rear-suspension design. That’s right: This most insanely powerful of Mustangs will keep its live axle. It’ll just be a little, er, livelier.

The new model is, of course, still a long way off. Hell, the 2012 ZL1 that it’s intended to battle won’t go on sale for another 11 or so months. Expect the 2013 GT500 about 10 months after that, leaving you plenty of time to save your dollars. You’re going to need about 60,000 of them to buy one.

2012 Porsche 911 Black Edition

2012 Porsche 911 Black Edition

As the Porsche 997 is entering the autumn of its life cycle—we expect its successor, the 991, to debut this September at the Frankfurt auto show—the marketing team in Stuttgart-Zuffenhausen still is coming up with ways to keep the current model attractive.

The last few variations on the 911—including the GTS and Speedster—were positioned at the top of the model range. The 911 Black Edition follows a vastly different approach: Available as a coupe and cabriolet, it comes only with rear-wheel drive and the standard 345-hp engine. At a base price of $82,250, the Black Edition coupe carries a $3500 premium over the barest of all 911s; the cabrio’s sticker of $92,250 represents a $2500 uptick.

Like the GTS, the Black Edition adds more extra equipment than its additional cost would otherwise cover. Normally a $2440 option, 19-inch Turbo II wheels are included in the purchase. Also on the house are the Bose surround sound and a navigation system, plus a few other trinkets. Altogether, the extras in the Black Edition are worth about $10,000.

Just Like the Model T

Appropriately, this 911 is available in any color as long as it’s black: standard black or $710 Basalt Black Metallic, to be precise. Even the brake calipers are black. Black Edition plaques adorn the door sills and glove box, and “aluminum look" (read: plastic) decorative panels are affixed to the dashboard and center console.

If you hear “base engine” and think “bummer,” a turn behind the wheel will change your mind. Coupled with one of the best manual transmissions on the road today, the 345-hp, 3.6-liter flat-six should storm to 60 mph in under 4.5 seconds; with the optional PDK dual-clutch transmission, we’ve clocked a rear-drive 911 to the mile-a-minute mark in just 4.1 seconds. On PDK cars, the optional Sport Chrono package will shave some time from acceleration runs thanks to its launch-control function. Top speed is said to be 180 mph with the manual, 178 with PDK.

Porsche will build exactly 1911 Black Editions, of which about 25 percent are headed to the U.S. If you are in the market for a 997 and want a black one, this is one of the smartest choices out there. Theoretically, building cars in limited numbers makes them future collectors’ items, but if Porsche keeps turning out limited editions at this rate, the standard models might be the rarest of all.

2013 Porsche 911 Turbo

2013 Porsche 911 Turbo

The next 911, known to Porsche and its fans by the 991 internal designation, is ready to launch this fall at the Frankfurt auto show. But as is always the case with the 911, the first showing will be just the beginning: Nobody has mastered the art of holding the public’s interest with a shrewdly calculated sequence of sub-model launches quite like Porsche. (Nor has anybody mastered the art of proliferating a single model lineup with more than 20—yes, 20—variations, which sort of forces a drawn-out introduction.)

One of the 911s we most look forward to seeing and driving is the Turbo, a car named for and defined by its means of forced induction. When the first Turbo launched in Europe in 1974, its performance represented an almost unbelievable leap forward from naturally aspirated 911 models. It required extraordinary skill to drive at the limit, and it wasn't until the 993 Turbo, the first one with all-wheel drive, that the car became somewhat civilized.

Since then, the 911 Turbo has morphed into a super-fast long-distance cruiser, but its performance is still far beyond that of the Carrera and Carrera S. This will remain the case when Porsche launches the next Turbo, based on the 991 model generation, in the first half of 2012.

Growing, but No Pains

The 991 will carry over many parts of the current 997 911 platform, but it will be stretched. It will accommodate front-seat passengers more comfortably, and while the back seat is said to grow, it would take a significant reengineering to actually make it very usable. Either way, the 991 will have a far nicer interior than the 997, taking cues from the luxurious Panamera.

The Turbo, as always, will get wider bodywork in the rear, and it works particularly well on the 991 seen here, which squats on immense haunches. Huge air inlets on its hips will again set it apart from lesser 911s, while ensuring the rear-mounted turbocharged flat-six can breathe. While the fixed, ironing-board-sized rear spoiler of the current car is gone in these pictures, it looks like it may be replaced by a deployable unit like the one on the Panamera rather than ditched entirely.

While the next 911 Turbo will be bigger, its exceptional handling shouldn’t be compromised, as Porsche will offset the growth with increased use of lightweight materials. It will, of course, remain all-wheel-drive. There will be no major change in the engine room, either, as we expect the 991 to reuse the turbocharged flat-six from the 997—Porsche’s model- and engine-development cycles aren’t exactly in sync. But we do expect a significant power boost. A version of this engine already makes 530 hp in today’s Turbo S, and Porsche managed 620 horses from the port-injected 3.6-liter in the GT2 RS, so something in the neighborhood of 550 hp seems reasonable—well, in a sense; that output is actually quite insane—for the 991 Turbo.

Don’t quite think that’s insane? Consider that today’s Turbo S goes from 0 to 60 mph in just 2.7 seconds and rips the quarter-mile in 10.8 at 129 mph. That trails a Bugatti Veyron to 60 by just 0.2 second, falling behind in the quarter by 0.7. The next Turbo’s top speed will inch from today’s 194 mph closer to the magic 200-mph mark. Nevertheless, its small displacement—the direct-injected turbo six is currently just 3.8 liters—should help the Turbo to remain one of the most fuel-efficient supercars extant.

As usual, the next 911 line will spawn spin-offs like few other cars on the road. Besides the various drivetrain configurations—base or uplevel naturally aspirated engine, rear- or four-wheel drive—and Turbo and GT3 versions, Porsche will offer a hybrid and might even add a turbocharged four-cylinder engine to the portfolio. That is a mere possibility at this point and, of course, is not the car seen here; Porsche would have to be careful that a force-fed four didn’t dilute the "Turbo" moniker. On the other end of the spectrum, a completely rabid GT2 based on the Turbo should not be ruled out, although you’ll have to wait some time for that one. Remember: Always respect the sequence.

2012 Mercedes-Benz C-class, C250, C350

2012 Mercedes-Benz C-class, C250, C350

Is a mid-cycle refresh successful if it makes owners of the current car feel like suckers? Absolutely. When the fourth-generation C-class arrived in 2007, the dour, cheap interior made us wonder if Mercedes-Benz was serious about calling it a luxury car. For 2012, Mercedes gutted it, refinishing the C with soft, rich plastics befitting the pricier E-class. There are new gauges with higher-quality displays, the seats are more comfortable, and the switchgear looks to have been lifted from the new CLS. It’s so much nicer inside that we actually feel a little bad for customers who already bought a C-class.

Just as Fresh under the Hood

If Mercedes-Benz had stopped at the new interior, we probably still would have considered the remodel a triumph, but there are many more changes. Under the new aluminum hood, U.S. buyers will find one of two new engines, both of which will be paired with a seven-speed automatic. At the bottom of the lineup is the new C250. Available in August, the C250 will get a turbocharged 201-hp, 1.8-liter four. If you’re in a big hurry, you’ll find yourself regularly revving past 4000 rpm, but the turbo does provide a good percentage of its 229 lb-ft of torque from just 2000 rpm. Most of the time, the four is barely audible, but it emits a healthy growl when worked hard. Figure on a 0-to-60-mph time of about seven seconds flat. Fuel-economy numbers have not yet been set, but we expect to see a city number of about 23 mpg and a highway figure of about 31.

For those craving a bit more speed, the C350 has more horsepower, courtesy of a new V-6. For this engine, Mercedes adopted a 60-degree design, its ideal bank angle eliminating the need for a balance shaft. At high rpm, the V-6 feels slightly smoother than before, but not remarkably so. A high 12.2:1 compression ratio and direct fuel injection endow the V-6 with 302 hp and 273 lb-ft. Mercedes claims a 0-to-60 time of 5.9 seconds. Our brief drive of the C350 gave us enough confidence to call that guess conservative by about a half-second. The C300 sticks around, its carry-over 3.0-liter V-6 shuttling power exclusively to all four wheels. It is the only C-class available with 4MATIC.

Updated Looks and Safety Roster, Similar Pricing

To mark the inward changes, the C-class has a few exterior tweaks—basically, if it’s plastic and on the outside of the car, it’s new. New bumpers front and rear help update the C-class to the latest Mercedes-Benz styling, as do the new head- and taillights. Like before, Sport models have their grilles laid back with an inset Mercedes star; Luxury models get a more upright grille with a stand-up hood ornament. The overall effect of the changes is subtle, but it helps bring the C-class in line with the rest of Mercedes’ sedans.

For the collision-prone, the C-class is now offered with the brand’s latest safety equipment. To ensure you’re awake, there’s Attention Assist. To keep you in your lane, there’s active lane-keeping assist, which vibrates the steering wheel when the car senses it has wandered from its lane. And active blind-spot assist will tell you if a car is lurking in your blind spot.

On sale this August, the 2012 C-class should come in at the same price point as today’s car. We expect the C250 to command $34,500—basically what a rear-drive C300 costs now—and the C350 should open at $41,000. The all-wheel-drive C300 4MATIC is expected to arrive in showrooms at the end of 2011. With this latest C-class, Mercedes has addressed the small sedan’s major interior deficiencies and added a couple of compelling engine choices. If Mercedes can hold the line on pricing, expect to see a lot of disappointed owners of pre-face-lift C-classes—making this a very successful refresh.

2012 Mercedes-Benz C-class Coupe

2012 Mercedes-Benz C-class Coupe

Hot on the heels of the refreshed 2012 Mercedes-Benz C-class sedan, the company has taken the wraps off the latest addition to the C-class line, this sharply styled coupe. Merc's new two-door four-seater debuts at the Geneva auto show.

Unsurprisingly, the C coupe's snout looks rather like the new nose on the C-class sedan, although the fascia has been slightly tweaked. The C coupe's side profile is definitely going to provoke reactions; some will say it's characteristic of modern Mercedes-Benzes, featuring a strong rising beltline and a kink at the C-pillar. Others may say it looks like a Honda Accord coupe, a comparison the Mercedes styling team would no doubt be upset to hear. All C coupes will come standard with 17-inch wheels, the design of which will depend on the trim level, and all C coupes will feature chrome-tipped dual exhaust tips.

Two Trims to Start

Americans will see the C-class coupe in two flavors to start, an entry-level C250 and an upscale C350—the 450-plus-hp, plutonium-flavored C63 AMG coupe comes later. (The C63 was recently revealed—albeit briefly—via Mercedes’ Super Bowl commercial.) Both non-AMG cars’ powertrains are new for this year, and will be shared with the C-class sedan. In the event you've forgotten the specs of the new engines, a quick recap: The C250 will feature a turbocharged and direct-injected 1.8-liter inline-four good for 201 hp and 229 lb-ft. Its bigger-engined brother, the C350 coupe, packs a naturally aspirated, direct-injected 3.5-liter V-6, cranking out 304 hp and 273 lb-ft. As in the sedan, both of these engines will route power only to the rear wheels. The all-wheel-drive C300 4MATIC version is reserved for the sedan.

In the U.S., both the four and the six will come only with Benz's seven-speed automatic transmission, dashing hopes that the coupe would take up the stick-shift cause from the now-automatic-only C-class sedan. Perhaps as a compromise, both C-class coupes will have paddle shifters on the steering wheel—a feature that's not available on non-AMG C-class sedans. Helping the sporty-driving cause, the C-class coupe will come with the company's Agility Control system, which features adaptive dampers.

Lots of Standard Features

Indoors, the C-class coupe is much the same as its four-door sibling. The dash is significantly better than the pre-facelift C-class sedan’s, featuring higher-quality materials and a more stylish layout. Buyers of the C250 will find their interiors trimmed with aluminum, while C350 coupe owners are treated to walnut wood, and can upgrade to snazzy matte-finished ash wood. The C-class coupe is crammed with standard features, many of which are expensive options on the C-class sedan. They include a panoramic sunroof, sport seats, Bluetooth, a 5.8-inch multimedia display, LED daytime running lights, nine airbags (including dual front pelvic airbags), and Benz's Attention Assist system. The C-class coupe also will include Merc's newest-generation COMAND infotainment interface, should buyers stump up to buy the navigation system.

With all of these toys included, the C-class coupes should have base prices somewhat higher than an equivalent sedan’s when they go on sale in September. Still, given the new C’s features and its handsome looks, dealers should have no trouble filling their order books, so long as customers don't end up leasing two-door Accords by accident.

Porsche 918 RSR Concept

Porsche 918 RSR Concept

It is 6:30 a.m., and a bunch of journalists have gathered at Detroit's Cobo Hall. Most managed just a few hours of sleep following a kick-off party across the street the night before. Is this ridiculous press-conference slot Porsche’s penance for shunning the Detroit auto show for three years?

There is a more charitable way to look at it: This is a rehash of the September 28, 2000 gathering in front of the Louvre to witness the unveiling of the Carrera GT. It was pouring rain, but absolutely no one regretted rising early, as automotive history was made that day.

The car we are seeing now is called the 918 RSR. It is not entirely new, but a stunning evolution of the 918 Spyder that took last year's Geneva auto show by surprise. Not long after the 918's debut, Porsche's supervisory board gave it the green light for series production.

When the Spyder debuted, Porsche claimed "over 500 hp" from a version of the 3.4-liter V-8 found in the RS Spyder race car, plus electric motors front and rear. With the RSR, Porsche is getting more specific. The direct-injection V-8 makes 563 hp at a screaming 10,300 rpm; two 75-kW electric motors, powering the front wheels only, boost maximum power to 767 hp.

Imagined as the racing version of the 918 line, the RSR has a flywheel-based hybrid system like that in the GT3 R hybrid race car, rather than the hefty lithium-ion battery pack the first concept toted. The flywheel stores electrical power and is charged during braking. At the push of a button, it provides extra power for up to eight seconds. (The 918 Spyder’s battery pack, meanwhile, was said to be able to propel the car for 16 miles on its own, which would take considerably longer than eight seconds.) The motors can vary torque side to side for increased agility. To the same end, the RSR has a six-speed racing-style sequential transmission in place of the seven-speed dual-clutch transmission fitted in the 918 Spyder. Instead of the Spyder's futuristic touch-screen, the RSR’s center console sports a purposeful spread of rocker switches.

I See Racing in Your Future

The 918 Spyder—like the Carrera GT, which was developed from the LMP2000 racing concept—was a convertible. But the 918 RSR is a closed-roof racer with gullwing doors, clearly hinting at future racing programs. The RSR keeps the carbon-fiber monocoque of the Spyder, and is an altogether stunning design, with a fan on the rear deck above the engine and a huge carbon-fiber rear spoiler. The two-tone paint job—what the press release calls a "liquid metal chrome blue" and "the typical Porsche hybrid orange color"— evokes the Gulf racing livery of the 917, the unforgettable racing monster developed by Ferdinand Piëch. Piëch also was a driving force behind the 918. In the German newspaper F.A.Z., he recently said that, "With its top models, Porsche needs to reach the level of Ferrari." As usual, it seems Piëch’s minions were listening. (Indeed, the front end apes the Ferrari F430’s perhaps too much.)

Although the 918 program is confirmed, the final execution is still wide open, and it will be some time before the first 918s are delivered. We wouldn’t be surprised if there were actually two series-production models: the 918 Spyder and a gullwing, hardtop version called the 918 GT. Sounds like Porsche has paid its penance in full for skipping the Detroit show these last three years.

2014 Porsche 918

2014 Porsche 918

What it is: A true mid-engine supercar and the spiritual successor to the Carrera GT.

Why it matters: After the Wendelin Wiedeking era—characterized by  the absence of a factory racing team, parts-sharing between the Boxster/Cayman and the 911, plus the portly Cayenne and Panamera—Porsche needs to reassert its position as the quintessential sports-car maker. Porsche will even do a racing edition (the Carrera GT never raced). Two street versions, a gullwing-door 918 GT and a 918 Spyder, are likely.

Platform: A new mid-engine platform exclusive to the 918.

Powertrain: The 918 RSR concept used a flywheel hybrid system, but the production 918 should get a plug-in hybrid system integrated with a 550- to 600-hp V-8.

Competition: Ferrari 599 replacement, Lamborghini Aventador LP700-4, Lexus LFA, Mercedes SLS AMG.

What might go wrong: The world may end before we get a chance to drive it.

Estimated arrival and price: It won’t come before 2013, and it won’t be affordable. Unless you consider $500,000 affordable.

Porsche 918 Spyder Priced

Porsche 918 Spyder Priced, Matching 911 Turbo S Will Be Optional

In the wake of the Porsche 918 Spyder plug-in hybrid's surprise launch at the 2010 Geneva auto show, Porsche made little secret of its plans to put the car into production. In fact, Porsche’s erstwhile R and D chief, Wolfgang Dürheimer—who now heads Bentley and Bugatti—personally handed this writer a form to sign up and register his interest in the car. I declined the offer, but others didn't, and official production plans were confirmed last summer thanks to “outstanding customer response.” Now, we have a price: a cool $845,000, not including destination and handling. (We suspect the destination charge will affect few people’s purchasing plans.)

Additionally, Porsche has confirmed many of our suspicions. The 918 Spyder will be powered by a mid-mounted V-8 displacing “more than four liters”—as opposed to the concept’s racing-derived 3.4-liter engine—making “at least 500 hp.” Output from the car’s two electric motors also will stay close to the first concept’s, at “approximately 218 hp.” The performance targets are lofty: 0 to 60 mph in 3.1 seconds, a top speed of 199 mph, and a Nürburgring lap time of 7 minutes and 30 seconds, beating the legendary Carrera GT by two seconds.

Little Changed From the (First) Concept

Like the first 918 concept (and unlike the second, which appeared at this year’s Detroit auto show press days but departed before the show opened to the public), the production car will have one electric motor at the front axle and one at the rear. The gas engine will drive only the rear wheels, but the electric motors will turn the 918 into an all-wheel-drive car. Feeding electrons to those motors will be a liquid-cooled lithium-ion battery pack. While Porsche isn’t sharing much in the way of specifications on the pack, it has said that the production car will have an electric-only range of “more than 16 miles,” during which its top speed will be 94 mph. Fully charging the pack will take about seven hours on a 110-volt circuit, although a quick-charge option is likely. The gas engine will of course ensure that the car can be driven—quickly—regardless of state of charge. Fuel consumption will be rated around 78 mpg in the European combined cycle, which includes some driving on batteries only.

The compact V-8 will be derived from the RS Spyder race car’s engine. It will sit directly behind the passenger compartment and be paired with a seven-speed dual-clutch transmission. The car will use a carbon-fiber monocoque, and will have a manually removable top that can be stored in the front trunk. Stylistically, it will be very close to the Geneva concept.

Production of the 918 Spyder starts on September 18, 2013. (9-18, get it? Given Porsche’s obsession with numerology, we expect the first chassis will begin down the line at 9:18 a.m.) And the total production run will be limited to—you guessed it—918 units. You can place your order now.


Most Expensive Option Ever?

Even if you end up at the back of the queue, Porsche will soften the blow with an exclusive toy to entertain you while you wait. As a 918 buyer, you will be allowed to purchase the 911 Turbo S "Edition 918 Spyder.” Available only to buyers of the 918, it, too, will be limited to no more than 918 units.

The 911 Turbo S Edition 918 Spyder can be had either as a coupe or convertible and boasts "acid green" accents on the badging, mirrors, seats, dash, and instrumentation, as well as matching brake calipers. A plaque on the glove compartment bears the production number of your 918 Spyder. The 911 special edition includes a full leather interior and carbon-fiber elements, and thus represents some value (not that its customers care). It costs the exact same $161,650 or $173,050 as the standard 911 Turbo S and Turbo S Cabriolet, and will be delivered later this year instead of the late-2013 date for the first 918s.

Although that might sound steep for an option, in terms of percentage, it’s the same as a Chevy buyer sprucing up their Cruze with $3200 or so in extras. Considering the tremendous performance of the Turbo S, which went from 0 to 60 mph in just 2.7 seconds in our testing—not to mention the tremendously deep pockets needed for 918 ownership—we don’t see why one wouldn’t opt for this inevitably highly collectible “option.”