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The Porsche 911 has changed a lot over the years, but in all its repetitions it has always followed the same philosophy: drive the rear wheel with the engine at the back. That is why many Porsche Purists had mixed reactions when the German carmaker announced its latest hybrid 992.2 Carrera GTS. Spoiler signal: This is not the same hybrid system that you may have seen in other sports cars.
The turbocharger has long been one of the most common energy supplements for vehicles; This is a great way to increase power without significantly increasing fuel efficiency. Turbos changed dramatically since they were introduced into production vehicles in 1962, but the Porsche’s T-Hybrid system in its latest 911 GTS is really a real change of game. That is why.
Why go a hybrid?
Porsche Purists will probably ask why the brand has chosen a hybrid at all. And they are not mistaken that they are wondering. The previous 911 GTS was not tilted, with over 450 horsepower, motivating it to reach 60 mph in just 3.1 seconds – in Carrera 4 GTS with PDK. Instead, Porsche went hybrid due to environmental limitations, as the previous internal combustion engine has reached its maximum potential.
Euro 7 emissions restrictions that come into force on July 1 All the time– Sometimes it is called Lambda 1. The work within these parameters limits the radiation of hydrocarbons, as it is the most effective process of combustion without excess fuel from a rich mixture or excess air from a slender mixture. Although this is great for efficiency, making the same amount of horsepower while maintaining Lambda 1 is significantly more challenging.
Porsche and many other productivity manufacturers can usually enrich the fuel mixture at full gas to suppress detonation-somewhat called “fucking” or “pre-ignition” in turbocharger engines. Detonation is poor as it is an uncontrolled explosion inside the engine, which can cause severe damage, including melted candle electrodes, cracked piston rings and even melted/cracked pistons, among other things. Without the ability to adjust the air fuel ratio, the delay in ignition time (making the spark happened earlier) is one of the only remaining ways to control detonation.
This leads to a significant loss of horsepower, which means that the previous engine was maximum in its current configuration. Therefore, Porsche tries to use a hybrid system to counteract the losses from the new regulations.
It’s just not the hybrid system you are probably used to seeing.
What is T-Hybrid?
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As the name implies, the Porsche’s T-Hybrid system helps the turbocharger with an electric motor instead of using an electric wheel drive, as we have seen earlier. The new turbo setting replaces the old Twin-Turbo setting, aided by an installed 27hp electric engine. inside The turbo. Electric turbo has many advantages, in addition to simply restoring energy loss from emission limitations.
First of all, we cannot ignore the fact that T-hybrid effectively eliminates the turbo backlog. Dino diagrams compare the power curves of the two engines and it is clear that the new engine is much more muscular; It is able to produce its quoted 450 pounds of torque almost instantly at 2000 rpm, while you will have to wait a few seconds for a conventional 3.0-liter double turbo turbocharger to increase.
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T-Hybrid also brings significant weight savings over traditional hybrid systems. It is probably no surprise that it takes much less power to help the turbocharger than to motivate the wheels of a car. The whole system is powered by a 1.9-kW lithium-ion battery mounted near the front of the car, which at 60 pounds is not much heavier than a 12V lithium-ion battery that powers the rest of the car’s electronics when The engine is switching off. For context, Porsche says the full package adds only £ 103 to the weight of the curb compared to its predecessor.
The Porsche’s T-hybrid system is mounted on a larger 3.6-liter flat six engines instead of the previous 3.0-liter double turbocharger six. With a strong diet and smart engineering, Porsche was able to make the new engine with 40 Lbs easier (not to mention a little) than its predecessor, although there is a significantly more displacement. The new suction manifold was repacred to carve approximately 4 inches vertical space needed for the new hybrid components; Along with the addition of power, the new electric motor is able to replace many traditional accessories, controlled by the belt as the alternative.
If you will allow us to be amazed for a second, the electric assisted turbocharger also does not need conventional waste. Traditionally, these diverts excess gas from the turbocharger to stop it from rotating too quickly and cause damage. As Turbo is approaching its red line of 125,000 rpm, the electric engine inside acts as a generator to limit its speed – producing up to 15 hp. Porsche says that this juice is then used to help the engine at high rpm (from 5700 to a red line), where the flat six is outside its optimum power lane.
What does the future look like?
Leave it to the army of large Porsche’s foreheads in engineering to completely transform this hybrids It means for car enthusiasts. They have derived the benefits of traditional performance hybrids – lifting an internal sieve of combustion by wheel drive – without adding significantly more weight. However, this is not without adding significant costs.
It is no surprise that the new and improved GTS will break through a greater hole in your wallet. The average level of 911 now starts at $ 166,895-14,000 over its predecessor. This is not a small amount of money, but we have to understand that the technology is not coming for free. We are yet to manage the new 911 but our friends in Car and driver have proven that there is a significant return on investment.
The new GTS is reported that the Nurburgring Nordschleife 8.7 seconds faster than the output 992.1 GTS. Spoiler signal: This is fast. Really quickly.
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