2015 918 Cover 2/4/14 9:50 AM Page U1

Service Information
2015 Technik Introduction
918 Spyder
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Important Notice: Some of the contents of this AfterSales Training brochure was originally written by Porsche AG for its rest-of-
world English speaking market. The electronic text and graphic files were then imported by Porsche Cars N.A, Inc. and edited for
content. Some equipment and technical data listed in this publication may not be applicable for our market. Specifications are subject
to change without notice.

We have attempted to render the text within this publication to American English as best as we could. We reserve the right to
make changes without notice.

© 2014 Porsche Cars North America, Inc. All Rights Reserved. Reproduction or translation in whole or in part is not permitted
without written authorization from publisher. AfterSales Training Publications

Dr. Ing. h.c. F. Porsche AG is the owner of numerous trademarks, both registered and unregistered, including without limitation
the Porsche Crest®, Porsche®, Boxster®, Carrera®, Cayenne®, Cayman®, Panamera®, Speedster®, Spyder®, 918
Spyder®, Tiptronic®, VarioCam®, PCM®, PDK®, 911®, 4S®, FOUR, UNCOMPROMISED.® and the model numbers and the
distinctive shapes of the Porsche automobiles such as, the federally registered 911 and Boxster automobiles. The third party
trademarks contained herein are the properties of their respective owners. Porsche Cars North America, Inc. believes the speci-
fications to be correct at the time of printing. Specifications, performance standards, standard equipment, options, and other
elements shown are subject to change without notice. Some options may be unavailable when a car is built. Some vehicles may
be shown with non-U.S. equipment. The information contained herein is for internal use only by authorized Porsche dealers and
authorized users and cannot be copied or distributed. Porsche recommends seat belt usage and observance of traffic laws at
all times.

Printed in the USA

Part Number - PNA 918 SPY 15 Edition - 2/14

2015 918 TOC 2/11/14 12:26 PM Page v1

Foreword

In a long series of high-performance vehicles from Porsche, the 918 Spyder is

currently the most emotive and technically forward-looking car. In the 918 Spy-
der, the maximum of what is technically feasible has been realized in a two-
seater Sports Car. The phrase “The best of two worlds” will often come to mind
in relation to this vehicle. Whether because of the 3 different types of drive pow-
er, which are supplied from different energy sources. Or because of the appar-
ently irreconcilable parameters of maximum power combined with minimum fuel
consumption.

Everything has its justification, and the 918 Spyder provides an insight into what
the future of the automobile could look like. In any case, this future will be excit-
ing and shaped by complex technology – just like the 918 Spyder. This Super
Sports Car as presented to the public on September 9, 2013 at the International
Motor Show in Frankfurt.

The limited series of 918 vehicles ideally matches this car, which does not just
set itself apart from the mass of other vehicles in this segment by virtue of the
limited production run: the individual equipment options with exclusive and high-
quality design possibilities will make this vehicle into a collector’s item and a gen-
uine classic car.
2015 918 TOC 2/4/14 10:01 AM Page v2

Maintenance and workshop information

General

The maintenance and service work on the 918 Spyder is significantly different than
for the Carrera GT. Before carrying out maintenance work, inform yourself about the
exact scopes and any changes in the documents of the Workshop Manual.

The maintenance intervals are 12,000 miles (20,000 km), starting with the interme-
diate maintenance and followed by the scheduled maintenance. The work must be
performed at the latest after 2 or 4 years respectively for lower mileages. Attention
must also be paid to the work scope for the additional maintenance. Due to the
unique vehicle concept and its complexity, only technicians who are qualified
for this vehicle may perform work on the 918 Spyder.

Race track use

If the 918 Spyder is used off public roads on race tracks, the specifications for cor-
responding maintenance work must be observed. All modifications performed to a
vehicle for race track use that are not “street legal” must be reversed again for use
on public roads. It is necessary to pay attention to the permitted tire pressure, mini-
mum tread depth, brake pad wear and damage, for example.

Wheel assembly

The specifications for wheel assembly/removal must be observed under all circum-
stances. Non-compliance can lead to component damage and to subsequent unfore-
seeable events. The work steps described in the PIWIS information system must all
be performed. The vehicle must be raised to undo and tighten the wheel nuts. The
nuts must never be undone or tightened under load!

Also refer here to the documentation in the PIWIS information system and the train-
ing video. The use of tools that are pneumatically or electrically operated is
expressly prohibited.

Transport

In the case of vehicle transport, we recommend choosing a transport company that

specializes in transport of high-performance vehicles with low ground clearance and
has suitable means of transport at its disposal.
2015 918 TOC 2/4/14 10:01 AM Page v3

Vehicle data

Technical data and equipment – 918 Spyder

Vehicle overview High-performance parallel full hybrid

Lightweight concept with carbon fiber-reinforced plastic
Drive via V8 high-speed engine and 2 lithium-ion technology electric machines with different
operating modes
Innovative operating and display concept in the cockpit

Dimensions Length 4,643 mm

Width without exterior mirrors 1,940 mm
Height at DIN empty weight 1,167 mm
Wheelbase 2,730 mm
Approach/departure angle front: 7°
rear: 16°
Ramp breakover angle 9.2°
Turning radius 12.7 m

Drive Combustion engine V8 high-speed engine, 4.6-liter displacement (derived from the RS
Spyder)
Maximum power of 608 hp (448 kW) at: 8,700 rpm
Exhaust system – top pipes
Electric drive 2 electric motors (1 front axle/1 rear axle)
Energy content 6.8 kWh, maximum total power 210 kW
Combined system 887 hp (650 kW)
Traction battery Lithium-ion high-performance traction battery (liquid-cooled)

Power transmission Transmission 7-speed Porsche Doppelkupplung (PDK)

Electrically-controlled rear differential lock
Drive: Rear axle – Combustion engine & electric machine via 7-speed PDK
Front axle – Electric machine directly via 1-stage gear unit

Chassis Front/rear axle Double-wishbone axles with electric steering, incl. Porsche Active
Suspension Management (PASM)
Brake system Porsche Ceramic Composite Brake (PCCB)
Driving assistance systems Porsche Stability Management (PSM), Porsche Torque Vectoring Plus
(PTV Plus), electric Porsche Traction Management (ePTM), electronic
Brake Booster (eBB)
Wheels Front axle 20-inch, rear axle 21-inch

Body Monocoque/unit carrier made from carbon fiber-reinforced plastic

(CFRP)
Roadster concept, 2-part roof system (removable and stowable in
luggage compartment) “Rolling chassis” design

Performance Nürburgring Nordschleife 12.85 miles (20.68 km) under 6:57 min.
Acceleration 0-62 mph (0-100 km/h) under 2.8 s
0-124 mph (0-200 km/h) under 7.8 s
0-186 mph (0-300 km/h) under 22.0 s
Top speed Combined system above 211 mph (340 km/h)
Electric above 93 mph (150 km/h)
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Table of Contents

1 Engine 1
1.1
1.2
1.3
1.4
1.5
General
Engine specifications
Crankcase
Oil circuit
Crankshaft
1
3
4
5
9
Engine
1
1.6 Connecting rods 11
1.7 Pistons 11
1.8 Timing drive mechanism 12
1.9 Cylinder heads and valve drive 12
1.10 Auxiliary systems 16
1.11 Cooling 17
1.12 Repairs 18

2 DME engine electronics 19

2
2.1 General 19
2.2 Deleting the DME fault memory 21 DME engine electronics
2.3 Tank system 22
2.4 Cooling system 24
2.5 System overview of high-voltage components 26
2.6 Installation position of the HV components 27
2.7 High-voltage lithium-ion battery 28
2.8 On-board charger 31
2.9 Vehicle charge port 33
2.10 Charging equipment 34
2.11 Vehicle charging 39
2.12 Power electronics 44
2.13 Electric machines 46
2.14 Operating modes 50

3 Power transmission 53

3
3.1 General 53
3.2 Electric front-wheel drive 53 Power transmission
3.3 Rear-axle hybrid module 55
3.4 Porsche Doppelkupplung (PDK) 58
2015 918 TOC 2/4/14 10:01 AM Page v6

4 Chassis 63

4
4.1 General 63
Chassis 4.2 Front axle 64
4.3 Front axle lift system 66
4.4 Steering 68
4.5 Rear axle 70
4.6 Rear axle steering (RAS) 71
4.7 Wheels and tires 77
4.8 Tire Pressure Monitoring (TPM) 79
4.9 Brakes 81
4.10 Electric parking brake (EPB) 88
4.11 Control systems 90

5 Body 95

5
5.1 General 95
Body 5.2 Monocoque and unit carrier 96
5.3 Inserts 101
5.4 Repair 102

6 Body – Exterior equipment 105

6
6.1 General 105

Body equipment, exterior 6.2 Weissach package 106

6.3 Active diffusors 107
6.4 Front and rear aprons 108
6.5 Rear wing and spoiler 110
6.6 Single-arm wiper 112
6.7 Doors and lids 113
6.8 Underbody panelling 116
6.9 Roof panels and air deflector 117
6.10 Paint finish, liquid metal and film wraps 118
6.11 Occupant protection 120

7 Body – Interior equipment 121

Body equipment, interior

7 7.1
7.2
7.3
7.4
7.5
General
Cockpit
Bucket seats
Porsche Design steering wheel
Luggage set
121
122
123
124
125
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8 Heating and air-conditioning 127

8.1
8.2
8.3
8.4
General
Passenger compartment pollen filter
Passenger compartment high-voltage heater
A/C refrigerant circuit
127
127
127
128
Heating and air conditioning
8
9 Electrics and electronics 129
9.1
9.2
9.3
9.4
9.5
General
Vehicle electrical system and energy management
Installation positions of the control units
Network topology
Lighting
129
129
133
134
136
Electrics and electronics
9
9.6 Windshield wiper 140
9.7 Assistance systems 141
9.8 Control and display concept 142
9.9 Infotainment 148
9.10 Porsche Car Connect – PCC/Mobile Online Services 157
9.11 High-voltage safety 165
9.12 Visual warning notices 172
9.13 Isolation of the 918 Spyder from the power supply 176
9.14 Possible dangers of working with lithium-ion batteries 179
9.15 Classification of high-voltage lithium-ion batteries 183
9.16 Handling faulty lithium-ion batteries 186
9.17 Actions in the event of an accident involving electricity 192
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2015 918 Section 1 2/4/14 10:02 AM Page 1

918 Spyder
1 Engine

Engine
1

01_01_14

1.1 General

The engine of the 918 Spyder is designed as a high-rpm engine. It is based on the
engine of the successful RS Spyder race car. In addition to the genes from the RS
Spyder, the 918 engine must also perform hybrid-specific tasks and comply with
the regulations for a street-legal vehicle.

The V8 engine with a displacement of 4.6 l is designed for maximum power and
torque combined with optimum efficiency. The combination of the performance of
the naturally-aspirated engine such as high power, high torque with low engine
weight and high specific power output of 132 hp per liter speaks for itself.

1.1 General 1
1.2 Engine specifications 3
1.3 Crankcase 4
1.4 Oil circuit 5
1.5 Crankshaft 9
1.6 Connecting rods 11
1.7 Pistons 11
1.8 Timing drive mechanism 12
1.9 Cylinder heads and valve drive 12
1.10 Auxiliary systems 16
1.11 Cooling 17
1.12 Repairs 18

1
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918 Spyder
One of the many special features of the engine of the 918 Spyder is the design of
the intake and exhaust systems. In contrast to conventional engine designs, the 918
Spyder draws in combustion air from outboard of the cylinder heads. As a result the
exhaust ports and manifolds are located inboard between the cylinder banks with
the catalytic converters and muffler above the engine and the intake manifolds and

Engine
1 air filters to the sides of the engine.

Combustion air routing 01_00_14

2
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918 Spyder
1.2 Engine specifications

Type M1800
Design 8-cylinder V-engine
Displacement 4,593 cm3
Bore
Stroke
Power
At engine speed
Specific power
95 mm
81 mm
608 hp (447 kW)
8,700 rpm
132 hp/l (97 kW/l)
Engine
1
Torque 398 ft. lb. (540 Nm)
At engine speed 6,700 rpm
Compression ratio 13.5:1
Valve diameter Intake 39 mm; Exhaust 31 mm
Valve lift Intake 12.5 mm; Exhaust 11.0 mm
Max. engine speed 9,150 rpm
Idle speed 950 rpm
Engine weight 298 lbs. (135 kg)

Power curve

01_02_14

3
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918 Spyder
1.3 Crankcase

Engine
1
01_03_14

The crankcase is made of the material AlSi7MgCu0.5 using the low-pressure sand
casting method. This allows manufacture of very thin-walled housing components
with uniform dimensions. The housing has a closed deck design. The cylinder liners
are provided with a powder plasma coating after mechanical machining. This coat-
ing is extremely durable and contributes to the high efficiency of the engine thanks
to its very low friction coefficient. The cylinder spacing is 105 mm.

The bearing blocks between the upper and lower parts of the crankcase are bolted
on by way of a total of 10 x M10 studs directly on the bearing blocks and a addition-
al 10 x M8 studs which are offset parallel to the outside. The bottom part of the
crankcase is designed as a bedplate with mountings for the oil extraction pumps
and features attached covers made of aluminum which close off the crank cham-
bers and can be opened for oil changes.

4
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918 Spyder
1.4 Oil circuit

Oil windage trays in the crank chambers allow the return oil to be routed directly
from the individual crank chambers to the oil extraction pumps. Two oil windage
trays are installed for each crank chamber.

Engine
1
1 Oil extraction pumps

01_04_14

The oil extraction pumps form a pump module with 4 individual pumps. They are dri-
ven by a common shaft and located directly in the outer area of the bottom part.
The extraction pumps each have 2 inlets that extract oil from the crankcase. The
return oil of the cylinder heads is routed directly to the extraction pumps via 5
return channels in each case. The oil supply of the V8 engine comprises a dry-sump CFRP = Carbon Fiber-Reinforced Polymer
lubrication system with external oil tank made of CFRP. An innovative oil separator is
integrated in the oil tank which efficiently separates the vapor contained in the
return oil and routes it to the vent system. The oil level is measured and displayed
electronically. A separate service flap is provided at the rear of the vehicle for top-
ping up engine oil. The cap of the oil filler neck is located behind this flap.

1 Water inlet from pump

2 Crankcase cover (4x)

01_22_14

5
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918 Spyder
The delivery rate of the oil extraction pumps ensures that there is a constant vacu-
um in the crankcase. This vacuum reduces the power loss of the engine, which
therefore results in an improved power yield. The main oil duct is cast into the upper
part of the crankcase. The oil supply for the main oil duct is routed via the timing
case cover and the bearing pin of the central timing chain intermediate gear. The

Engine
1 crankcase main bearings and piston oil spray jets are supplied with oil via the main
oil duct. The connecting-rod bearings are lubricated via the crankshaft.

01_15_14

6
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918 Spyder
Oil Circuit legend

Engine
1
Oil circuit components

1 Crankcase oil sump 13 Timing case

1.1 Extraction in crank web area 14 Hydraulic chain tensioner (3x)
1.2 Oil sump extraction 15 Sprocket bearing
1.3 Timing case extraction 16 Oil spray jet vibration balancer
2 Oil extraction pump (4x) 17 Camshaft adjuster valve
3 Oil tank 18 Camshaft adjuster
4 Oil filler neck 19 Camshaft valves
5 Oil level and temperature sensor 20 Camshaft bearing
6 Air/oil separator 21 Hydraulic valve-clearance compensation
7 Vacuum limiting valve 22 Oil spray jets, valve levers
8 Oil pressure pump 23 Oil return reservoir, cylinder head
9 Oil cooler 24 Crankshaft seal extraction
9.1 Thermostat valve 25 Oil pump pressure control line
9.2 Vent line 26 Oil tank vent on intake pipe
10 Oil filter and bypass valve 27 Intake distributor 1-4
11 Piston 28 Intake distributor 5-8
12 Piston oil spray jet (4x)

7
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918 Spyder
Oil tank and defoaming system

The oil tank of the dry-sump lubrication is installed on the left behind the engine in
the direction of travel. Additional functions must be performed by the oil tank in
addition to storing the engine oil:

Engine
1 • Defoaming of the extracted engine oil
• Accommodation of the oil mist separator
• Supply of the engine oil for the pressure pump under all operating conditions
• Accommodation of the electrical sensor for oil level measurement

The oil tank is made of carbon fiber-reinforced polymer (CFRP), which significantly
reduces its weight compared with other materials.

Defoaming of the mixture of engine oil and gases extracted from the engine takes
place via a sophisticated labyrinth system with overflow and return flow areas that
ensures optimum degassing of the oil. The oil tank is divided into several chambers
which support degassing and also prevent renewed foam formation due to strong
sloshing motion. Additional baffle walls are used for this. The oil level measurement
takes place in a separate chamber.

1 Oil filler cap

2 Oil mist separator and pressure control
valve
3 Crankcase ventilation to intake manifold
4 Level sensor
5 Engine aeration line
6 Oil return from engine
7 Oil supply to pressure pump

Oil tank 01_16_14

8
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918 Spyder
1.5 Crankshaft

The drop-forged crankshaft made of 42CrMo4+Ni+V+Qt has a throw of 180° as a

clear identifying feature of a racing engine. This design is necessary for optimum
cylinder charging and high power yield. A shaft weight of only 29 lbs. (13 kg) and
other lightweight construction measures result in low rotation masses for high
engine speed dynamics. As a minor disadvantage, this results in a higher vibration
excitation of the engine. These vibrations are largely damped by the use of a vibra-
tion balancer at the front crankshaft stub.
Engine
1

Crankshaft with 180° throws 01_18_14

The vibration balancer is designed as a viscous damper. It consists of a closed

housing that is permanently bolted onto the crankshaft. Inside the housing, a ring is
supported in a viscous mass. In contrast to dampers with vulcanized rubber coat-
ings, this design is wear-free and can be installed in the engine itself as is the case
here. Twist locking of the vibration balancer is realized by a high torque on the bolt
and a diamond-coated disc between the crankshaft and balancer. In order to keep
the frictional losses due to spinning oil as low as possible, the viscous damper is
protected by an oil collecting shroud made of carbon fiber-reinforced polymer
(CFRP). There is no external belt drive, the front of the crankshaft ends inside of the
front cover.

1 Viscous damper
2 Oil collecting pan

Vibration damper and cover 01_05_14

9
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918 Spyder
Oil is supplied to the connecting-rod bearings by oil ducts that are integrated in the
crankshaft by way of a complex process. These oil ducts are supplied centrally with
oil from the front end of the crankshaft. The pressure oil is forced into the crank-
shaft from the main oil duct by way of a floating sleeve and a teflon rectangular ring.

Engine

1 Central oil infeed

1
2 Oil duct in the crankshaft
3 Oil outlet at the crank journals

Central oil infeed 01_19_14

The main bearing journal diameters on the crankshaft are 64 mm and the connect-
ing-rod bearing journals are 44 mm.

Flywheel and torsional vibration damper

At the flywheel end of the crankshaft a rear main seal with a teflon lip is installed.
This rear main seal must be mounted dry and the sealing lip must not be touched
with fingers under any circumstances. The flywheel with milled ring gear for rpm and
reference mark pickup is bolted on to the rear crankshaft stub. The torsional vibra-
tion damper is mounted on this. A dual-mass flywheel was not used for weight and
dynamics reasons.

1 Flywheel and ring gear for speed

detection
2 Torsional vibration damper

Torsional vibration damper 01_06_14

10
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918 Spyder
1.6 Connecting rods

Engine
1
01_07_14

In order to keep the mass forces at the moving parts as low as possible, the con-
necting rods were made of titanium in a complex process. The connecting-rod bear-
ing cap is fixed in relation to the shaft by dowel pins. The connecting-rod bearings,
like the main bearings are galvanic bearings of the same type as those used on the
991.

1.7 Pistons

The pistons are also designed based on the requirements of the lowest possible
weight combined with adequately high strength. The pistons are forged from alu-
minum and have only one compression ring in addition to the oil scraper ring.

1 Compression ring
2 Oil scraper ring

01_08_14

11
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918 Spyder
1.8 Timing drive mechanism

The camshafts are each driven via a chain with hydraulic tensioning device from the
intermediate gear. The intermediate gear itself is driven via a toothed chain with 8
mm pitch by the crankshaft. The auxiliary units (oil extraction pumps, oil pressure

Engine
1 pump, (water pump) are also driven directly by the crankshaft via a bush chain.

After performing work on the timing drive

mechanism (e.g. new sensors, camshafts,
adjustment, etc.), it is necessary to
reinitiate rough adaptation by way of the
PIWIS Tester. A corresponding routine is
provided in the PIWIS Tester II.
Timing drive mechanism and cover 01_09_14

1.9 Cylinder heads and valve drive

Cylinder head and combustion chamber

The cylinder heads made of AlSI7MgCu0.5 are manufactured using the sand casting
process. Different machining steps are performed after the casting process before
the cylinder head is finished.

The cylinder head has a very compact combustion chamber with space for 2 intake
and exhaust valves each, a central injector location and a slender spark plug with an
M10x1 thread. The very small valve angle of 25° (11° intake, 14° exhaust) typical
for high-performance engines is a prerequisite for realization of this compact com-
bustion chamber with a high compression ratio of 13.5:1.

Combustion chamber 01_10a_14

1 Spark plug
2 Injector

12
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918 Spyder
The valves have a stem diameter of 5 mm, which on the one hand benefits the low
translational weight of the valve drive. On the other hand, the throttling effect is
reduced as a result. The exhaust valves are hollow and are filled with sodium for
better heat dissipation. The valves are equipped with double springs on all sides.
The valves are actuated via valve levers. The valve levers are supported in the cylin-
der head via hydraulic valve clearance compensating elements. The valve levers are
produced using the MIM process1. They have a DLC coating on the running surfaces
subjected to higher loads . 2
Engine
1

Valve lever 01_11a_14

1 Spark plug
2 Injector

Sectional view of combustion chamber 01_10_14

Footnotes
1
MIM is a metal powder injection molding process that allows manufacture of very
fine detailed components.
2
DLC -> Diamond Like Carbon is a very hard, wear-resistant surface coating with a
very favorable friction coefficient.

13
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918 Spyder
Valves and actuation

Engine
1
1 Valve lever running surface
2 Hydraulic valve-clearance compensation

Valve lever 01_11_14

The hollow camshafts are milled steel, the intake camshafts have cam lobes for dri-
ving the fuel high pressure pumps. The camshafts are individually adjustable. The
adjuster with its aluminum housing is located at the front end of the camshafts. Its
design corresponds to the components of the GT3 engine. The position sensors for
the camshafts are mounted at the rear end. The maximum adjustment angles are
50° crank angle for the intake camshafts and 55° crank angle for the exhaust
camshafts. The resultant possible adjustment angles and valve overlaps make it
possible to successfully achieve the balancing between high power and torque on
the one hand and low fuel consumption values and exhaust emissions on the other.
Camshaft adjuster 01_21_14

14
2015 918 Section 1 2/13/14 10:45 AM Page 15

918 Spyder
Combustion air routing

A special feature is the combustion air routing of the 918 Spyder engine. This takes
place from outside to inside, or in exactly the opposite direction as in usual engine
designs. The intake air is routed into the combustion chambers via the flow-opti-
mized air cleaners in the unit carrier and via the throttle valves to the externally
located air distributors. The exhaust gases are routed through the exhaust mani-
folds made of very light and thin-walled chromium nickel steel (Inconel) located
between the two cylinder heads to the catalytic converters and downstream rear
muffler.
Engine
1
The exhaust system is designed as a twin-branch system up to the rear muffler. This
concept of combustion air routing is called HSI, which stands for Hot Side Inside.
This concept has the great advantage that the heat of the exhaust system in the
upper part of the engine can escape in upward direction through the engine com-
partment cover without significantly heating up the components in the engine com-
partment. This temperature reduction benefits the temperature balance of the HV
traction battery and the other HV components in particular.

Combustion air routing 01_00_14

HSI, exhaust manifold 01_23_14

The exhaust pipes emerging in upward direction through the engine compartment
cover are known as top pipes. They are both visual and acoustic highlights of this
vehicle. A oil pressure measuring port is provided at the rear of each cylinder head
in order to check the engine oil pressure.

15
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918 Spyder
Valve covers

The valve covers have the front mounting points for the drive train cast into them.
The complete drive unit (engine, hybrid module, Porsche Doppelkupplung) has a
three-point mounting. The third mount is located at the rear end of the PDK.

Engine
1
1 Engine mounting point
2 Flange for fuel high-pressure pump

Valve cover, engine mount 01_12_14

1.10 Auxiliary systems

The high degree of hybridization of the 918 Spyder means that a large number of
conventional auxiliary units, e.g. electric starter, generator, air conditioning com-
pressor, vacuum pump and hydraulic auxiliary pumps, have been omitted. As a
result of this fact, it was possible on the V8 high-speed engine to drive the remain-
ing auxiliary units directly from the timing drive mechanism without drive belts and
pulleys.

These remaining components comprise the oil extraction pumps, which are not
accessible from outside, as well as the external combination of water and oil pres-
sure pump. The water and oil pressure pumps are accommodated in a common
housing together with the thermostats and oil filter and flanged onto the side of the
engine. The oil pressure pump is electronically demand-controlled.

The outlet of the water pump is inserted directly in the water jacket of the crank-
case. Sealing is performed by an o-ring. The complete housing is bolted onto the
side of the crankcase. In axial direction, fixing is to the timing case. Here, the gap
between the two components in front of the screw connection must be compensat-
ed by exactly fitting spacers. The pump unit cannot be replaced in the service
department. The thermostat and oil filter housing however can be replaced

16
 918 Spyder

Engine
1
Thermostat housing 01_13a_14

1 Water pump
2 Oil pressure pump
3 Oil filter cartridge
4 Oil pressure sensor
01_13_14
5 Thermostat/oil filter housing

1.11 Cooling

The engine is cooled via the high-temperature coolant circuit. Here, the coolant
flows in parallel via a total of 3 radiators. The coolant expansion tank for the high-
temperature circuit is located in the engine compartment on the left behind the roll-
over bar. The expansion tank on the right side is for the medium-temperature and
low-temperature circuits.

Cooling circuit 01_14a_14

1 Coolant expansion tank HT

2 Coolant expansion tank MT
3 Engine oil tank
4 Radiator, HT, rear
5 Radiator, HT, front
6 Oil filler neck, HT -> high-temperature
circuit

Water circuit 01_14_14

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918 Spyder
1.12 Repairs

Repairs to the V8 high-speed engine can be performed only to a very limited scope
by Porsche dealers. As soon as the timing case cover has to be removed, e.g.
when removing the cylinder heads, it is necessary to test the engine on a suitable

Engine
1 engine test stand after assembly. This is guaranteed only on Porsche internal test
stands. Therefore, any repairs that require removing the timing case covers
cannot be performed at the dealer level.

01_20_14

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2 DME engine electronics

2.1 General

DME engine electronics

2

View of V8 combustion engine, front view 02_01_14

The Bosch engine management system 17.1.11 is used on the Porsche 918 Spyder.
In addition to the control functions for the combustion engine, this also contains the
hybrid management for the electric drive.

• Direct fuel injection with two mechanically driven fuel high-pressure pumps
(maximum injection pressure 2,900 psi/200 bar)
• 7-hole solenoid injectors with central installation position in the combustion
chamber
• Camshaft adjustment on intake and exhaust sides (I 50° crank angle, E 55 crank
angle)
2.1 General 19
• Two throttle valves, each with a diameter of 82 mm
2.2 Deleting the DME fault memory 21
• Two knock sensors per cylinder bank
2.3 Tank system 22
• Idle speed 950 rpm
2.4 Cooling system 24
2.5 System overview of high-voltage
components 26
2.6 Installation position of the HV
components 27
2.7 High-voltage lithium-ion battery 28
2.8 On-board charger 31
2.9 Vehicle charge port 33
2.10 Charging equipment 34
2.11 Vehicle charging 39
2.12 Power electronics 44
2.13 Electric machines 46
2.14 Operating modes 50

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7-hole solenoid injectors

DME engine electronics

2

02_02_14

7-hole solenoid injectors (1) with central installation position in the combustion
chamber are used for the first time at Porsche. The new arrangement offers signifi-
cant advantages for mixture formation and therefore for the efficiency and emis-
sions of the engine. The injectors have different installation lengths which must be
compensated by different shims upon installation.

Fuel high-pressure pumps

1 Fuel high-pressure pump, cylinder

bank 1 - 4
2 Fuel high-pressure pump, cylinder
bank 5 - 8

02_03_14

A separate fuel high-pressure pump is installed in the cylinder heads for each cylin-
der bank. The pumps are driven by a separate cam on the intake camshafts.

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Camshaft adjuster

The adjuster units for the intake and

exhaust camshafts are located on the front
of both cylinder heads.

1 Adjuster unit for intake camshaft

2 Adjuster unit for exhaust camshaft
DME engine electronics
2
02_04_14

Oxygen sensors

1 Pre-catalytic converter sensor, cylinder

bank 5 - 8
2 Pre-catalytic converter sensor, cylinder
bank 1 - 4
3 Post-catalytic converter sensor, cylinder
bank 5 - 8
4 Post-catalytic converter sensor, cylinder
bank 1 - 4

View of engine compartment (from rear) 02_05_14

Four oxygen sensors are used in the Porsche 918 Spyder. In addition to the two
pre-catalytic converter sensors (broadband oxygen sensors, the two post-catalytic
converter sensors (voltage step oxygen sensors) are screwed into the catalytic con-
verter monoliths in the catalytic converter housing.

2.2 Deleting the DME fault memory

When the fault memory of the DME is deleted, all adaptation values are also reset. When the fault memories of the PDK,
For this reason, it is subsequently essential to start the combustion engine and to power electronics and HV-BMS are
allow it to run at idle speed for approximately 5 seconds. Non-compliance with deleted, the fault memory of the DME is
this can lead to engine damage! also deleted!

The combustion engine can be started with the ignition switched on by activating
the operating mode “Sport Hybrid”, “Race Hybrid” or “Hot Lap”.

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2.3 Tank system

General

DME engine electronics

2
1 Pressure tank
2 In-tank fuel pump (demand-controlled)
3 Carbon canister

Footnote 02_06_14
1
The fuel vapor is produced as a result of
outgassing of easily volatile fuel ingre- An innovative pressure tank system is installed in the Porsche 918 Spyder in order
dients. Hydrocarbon compounds must not to meet the special requirements of a plug-in hybrid vehicle. Usually, the fuel vapor 1
be discharged directly into the ambient air produced in the fuel tank of gasoline engines is buffered in a carbon canister inte-
for environmental protection reasons. The grated in the tank ventilation system. The absorption capacity of the carbon canis-
amount of vapor produced depends on ter is limited, depending on its size. For this reason, the carbon canister is regener-
several factors such as fuel temperature, ated regularly with running combustion engine by supplying the stored fuel vapors
air pressure, size of the evaporation for combustion via the intake manifold system. The factors of vapor quantity,
surface, etc. canister capacity and engine running time must be in an equilibrium in order to
ensure that the maximum storage capacity of the carbon canister is not exceeded.
However, on a plug-in hybrid vehicle, the running time of the combustion engine is
reduced as far as possible.

With the pressure tank system of the Porsche 918 Spyder, the fuel tank is hermeti-
cally sealed with respect to the ambient air. The fuel vapors produced therefore
remain in the tank. The internal tank pressure increases to up to 5 psi (350 mbar).
In order to reliably prevent deformation of the tank, the baffle plates in the tank are
designed as tie rods.

Support elements on the tank 02_07_14

The tank is made of deep-drawn aluminum sheets and is insulated over the entire
surface with 12 mm polyurethane foam. This means that the fuel temperature and
therefore the production of fuel vapors can be further reduced. In addition to the
in-tank fuel pump, the fuel tank also contains two sucking jet pumps, which fill the
swirl pot of the in-tank fuel pump. The tank is secured on the monocoque by two
tension bands and support elements.

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918 Spyder
System function

DME engine electronics

2
1 Instrument cluster
2 Gateway
3 Driver’s door
4 Refuelling readiness button
5 DME
6 Front-end electronics
System overview of pressure tank 02_08_14
7 Engine
Shown in gray -> component scope of conventional tank system 8 Tank vent valve
Shown in orange -> additional components for pressure tank system 9 Carbon canister
10 Diagnostic module DMTL
The fuel vapor produced collects in the tank. The filler flap is locked via the central 11 Filter
locking system in order to prevent uncontrolled pressure reduction when fueling 12 Tank shut-off valve
readiness has not been established. 13 Filler flap lock
14 In-tank (fuel) pump
When the combustion engine is running, the internal tank pressure is reduced by 15 Fuel tank pressure sensor
removal of the fuel. Tank venting takes place with activated tank shut-off valve. Air is 16 Fill-level control valve
then supplied from outside via the carbon canister and open shut-off valve. The HC 17 Roll-over vent valve
concentration in the carbon canister is reduced by this process. 18 Pressure control valve

In order to refuel the vehicle, it is first necessary to press the “refuelling readiness”
button (1) in the driver’s door. The tank shut-off valve is opened and the pressure is
relieved through the carbon canister. After reduction of the pressure, the message
“REFUELING READINESS ESTABLISHED” appears on the instrument cluster and the
filler flap opens automatically.

Technical data of tank system

Useful volume 18.5 gal. (70 l)

Pressure range in operation -0.87 to 4.35 psi (-60 mbar to +300 mbar)
Tank material Aluminum (2.3 mm wall thickness)
Insulation 12 mm polyurethane, full-area
Delivery rate of in-tank fuel pump Up to 55.5 gal./h (210 l/h) at 82.65 psi
02_09_14
(5.7 bar) delivery pressure (demand-controlled)

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2.4 Cooling system

General

The cooling system of the Porsche 918 Spyder is highly complex and consists of

DME engine electronics

2 high-temperature, medium-temperature and low-temperature cooling circuits.
Together with the engine oil cooler, a total of five radiators and four electric fans
are used. Fan control is performed by the DME control unit. The air flow through the
two front radiators is demand-controlled via radiator shutters by the DME control
unit.

Cooling system overview (including refrigerant circuit for air-conditioning system)

High-temperature cooling circuit (including passenger compartment

heating)

The following are connected to the high-temperature cooling circuit:

• the combustion engine with water pump and thermostat

• the two oil/water heat exchangers of the PDK
• the heating heat exchanger
• the HV auxiliary heater and valve for passenger compartment heating (optional)
• the two radiators at the front of the vehicle and
• the radiator in front of the left rear wheel
Cooling system expansion tank 02_11_14

1 Coolant expansion tank for high-

The average coolant temperature is in the range 185 - 203° F (85 - 95° C), the fluid
temperature cooling circuit
throughput is up to 5,800 gal./h (22,000 l/h). The coolant expansion tank is locat-
2 Coolant expansion tank for medium-/
ed in the engine compartment behind the driver’s seat.
low-temperature cooling circuits

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Medium-temperature cooling circuit

The following are connected to the medium-temperature cooling circuit:

• the front electric machine with transmission

• the front power electronics
• the rear electric machine
• the rear power electronics
• an electric water pump (activation via DME) and
• the radiator in front of the right rear wheel
DME engine electronics
2
The coolant expansion tank is located in the engine compartment behind the
passenger’s seat. The typical coolant temperature is in the range 140 - 158° F
(60 - 70° C).

Low-temperature cooling circuit

The low-temperature cooling circuit shares the radiator in front of the right rear
wheel together with the medium-temperature cooling circuit. The following are con-
nected to this circuit:

• the high-voltage lithium-ion battery

• the on-board charger
• an electric water pump (activation by HV-BMS) and
• the chiller (coolant/AC refrigerant heat exchanger)

The low-temperature cooling circuit primarily serves the purpose of thermal control
and monitoring of the HV lithium-ion battery. In order to achieve the optimum perfor-
mance and service life of the HV lithium-ion battery, the operating temperature must
be kept relatively constant at 86° F (30° C). Since the medium- and low-temperature
circuits share a radiator, the coolant temperature can be lowered below the radiator
outlet temperature by way of the chiller if necessary.

Further information on the function of the chiller can be found in the section “Cool-
ing the HV lithium-ion battery”.

Engine oil cooling system

The engine oil cooler installed on the right side of the vehicle behind the medium-/
low-temperature radiator. The engine oil temperature is in the range 203 - 221° F
(95 - 105° C).

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2.5 System overview of high-voltage components

DME engine electronics

2
02_12_14

Additional HV components are used in the Porsche 918 Spyder in comparison with
the Porsche Panamera S E-Hybrid:

• Separate electric machine for front-wheel drive with

• second power electronics unit and DC-DC converter

The vehicle can be optionally equipped with a:

The wiring for the DC charge port is
• DC charge port (integrated in the vehicle charge port) and
omitted on vehicles with Weissach package • a high-voltage heater for the passenger compartment
(weight saving).

In order to further reduce the charging time in plug-in operation, the Porsche 918
Spyder can be optionally equipped with a DC charge port in addition to the familiar
AC charging interface. This charge port is then integrated in the standard vehicle
charge port. This charge port permits significantly higher charging currents in com-
bination with the optionally available Porsche Speed Charging Station (DC).

The HV heater for the passenger compartment enhances comfort for the vehicle
occupants at low outside temperatures because it significantly improves the
response time and heat output of the passenger compartment heating.

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2.6 Installation position of the HV components

The focus was ensuring the optimum center of gravity of the Porsche 918 Spyder
when defining the installation position of all HV components. In spite of the racecar
character and the related cramped installation situation, it was possible to optimally
position all HV components in the overall vehicle.
DME engine electronics
2

Hybrid system overview

The front body section accommodates the following:

• the front-axle electric machine

• the power electronics for the front-axle electric machine
• the HV A/C compressor (in the torque support of the electric front-wheel drive)
and
• the optionally available HV heater for the passenger compartment

The following are located directly behind the passenger cell:

• the high-voltage lithium-ion battery

• the on-board charger and
• the vehicle charge port (in the right B-pillar)

The following are installed in the engine compartment:

• the rear-axle electric machine and

• the power electronics for the rear-axle electric machine

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2.7 High-voltage lithium-ion battery

General

DME engine electronics

2
When installing the high-voltage lithium-ion
battery, it is essential to observe the
tightening sequence of the fastening
High-voltage lithium-ion battery 02_14_14
screws on the base plate in accordance
with the Workshop Manual!
The HV lithium-ion battery of the Porsche 918 Spyder is a completely new develop-
ment where the focus was on performance and lightweight construction. It offers
absolute top values in the areas of power density (1.7 kW per 2.2 lbs/kg), power
output (electric driving mode and boost function) and power absorption (recuper-
ation mode).

It was possible to reduce the weight to 298 lbs. (135 kg) by targeted lightweight
construction measures. The housing and base plate are made of carbon fiber-
reinforced plastic (CFRP) and the internal high-voltage wiring of aluminum. The high-
voltage battery heater familiar from the Panamera S E-Hybrid has been omitted. The
installation position of the HV lithium-ion battery is very low on the vehicle floor and
is close to the vehicle center of gravity directly behind the driver. The high-voltage
battery is removed from under the vehicle by lowering it from its compartment using
the lifting table. The HV lithium-ion battery is made up of a total of 312 individual
cells, of which 3 individual cells are connected in parallel to form a block. These
HV-BMS with holder 02_16_14
104 blocks are combined into 18 modules by series connection. Continued series
connection of the modules results in a nominal voltage of 385 V with a nominal
capacity of 6.8 KWh.

Cell configuration of the high-voltage lithium-ion battery 02_15_14

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High-voltage battery management system (HV-BMS)

The high-voltage battery management system (HV-BMS) is integrated in the housing

and monitors all safety- and power-relevant data such as:

• Cell voltage and temperature

•
•
•
•
•
Insulation safety
Current flow
State of charge
Charge and discharge management
Activation of the high-voltage contactors in the E-box
DME engine electronics
2
• Fault storage and output
• Aging calculation
• Safety shutoff in the event of critical faults, e.g. an accident

High-voltage lithium-ion battery cooling

Due to the extremely high power conversion, the HV lithium-ion battery heats up
significantly during charging and discharge operation. In order to ensure the
optimum performance and service life of the HV lithium-ion battery, the operating
temperature must be regulated in a narrow range around approximately 86° F 02_18_14
(30° C). The HV lithium-ion battery is integrated in the low-temperature cooling 1 Chiller
circuit together with the on-board charger. 2 Chiller refrigerant shut-off valve

The chiller is located in the low-temperature cooling circuit. This is a water/

refrigerant heat exchanger that is able to significantly reduce the coolant temper-
ature with the assistance of the AC refrigerant circuit. The cooling power is up to
1 Rear-axle power electronics
approximately 6 kW. The chiller refrigerant shut-off valve is installed at the refriger-
2 Rear-axle hybrid module
ant inlet of the chiller. 3 Radiator for medium-/low-temperature
cooling circuits
4 Coolant expansion tank
5 High-voltage lithium-ion battery
6 On-board charger
7 AC refrigerant circuit
8 Chiller
9 Front-axle electric machine
10 Transmission housing for electric
frontwheel drive
11 Front-axle power electronics
12 Electric water pump
13 Electric water pump
14 Bleeder valve

DME Digital Motor Electronics

HV-BMS High-voltage battery management
system
Low-temperature cooling circuit 02_17_14
AC Climate control

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918 Spyder
If there is a cooling requirement for the HV lithium-ion battery, the climate control
opens the chiller refrigerant shut-off valve when this is requested by the HV-BMS. If
there is a high cooling requirement, the expansion valve of the AC system evapor-
ators can additionally be switched off via the climate control refrigerant shut-off
valve. Further information on the function of the refrigerant shut-off valve and

DME engine electronics

2 expansion valve can be found in the section “AC refrigerant circuit”.

The AC compressor is not switched on at outside temperatures < 37.4° F (3° C)

since the compressor could be damaged due to the high pressure in the refrigerant
circuit (cold condenser <-> hot chiller).

The current consumption from the

HV lithium-ion battery is automatically
reduced at outside temperatures < 37.4° F
(3° C).

1 Chiller
2 PASM spring strut
3 Air inlet for passenger compartment

Installation position of chiller in body front section 02_19_14

The chiller with refrigerant shut-off valve is installed in the body front section at the
right spring strut.

Example: State of Charge (SoC)

Capacity of HV lithium-ion battery: 6.7 Ah

The charge state of the HV lithium-ion battery is indicated by way of the “State of
SoC: 40%
Charge” (SoC). This is a percentage indication of the battery charge (= energy
6.7 Ah x 40/100 = 2.68 Ah energy
content) in relation to the physical capacity of the battery.

Technical data of high-voltage lithium-ion battery

Since the combustion engine is started with Nominal voltage 400 V

the assistance of the rear-axle electric Minimum battery voltage 283 V

machine and the HV lithium-ion battery, a Maximum battery voltage 430 V

sufficient state of charge for a new start is Maximum discharge power (2s) 230 kW

always ensured in driving operation. This Energy content 6.8 kWh (5.4 kWh useful)

means that the SoC never drops to 0% in Cell configuration 104S3P

normal driving operation. Nominal voltage of individual cell 3.8 V

Nominal capacity of individual cell 5.9 Ah

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2.8 On-board charger

General

The 3.3 kW on-board charger is used in the same form as for the Porsche
Panamera S E-Hybrid. In the Porsche 918 Spyder, it is installed in the right vehicle
sill at the level of the HV lithium-ion battery. After removal of the HV lithium-ion
battery is can be removed downwards from the sill. The on-board charger allows
external charging of the HV lithium-ion battery using the vehicle charge port, which
is connected for this purpose with the standard Porsche Universal Charger (AC) or a
DME engine electronics
2
public charging pedestal. The on-board charger converts the alternating current

02_23_14

from the supply grid into the direct current suitable for charging the high-voltage
lithium-ion battery. It is a single-phase power supply unit that can be operated with
all standard power supply networks around the world. In order to permit intelligent,
demand-based charging, it communicates in the vehicle with the high-voltage battery
management system (HV-BMS) via the Hybrid CAN bus and on the power grid side
with the control unit of the Porsche Universal Charger (AC) or public charging
pedestal. The internationally standardized data protocol ISO/IEC 15118 (PWM-
based) is used for power grid-side communication. All electrical connections on the
on-board charger are plug connections.

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Block diagram/function of on-board charger

DME engine electronics

2
1 AC mains input with filter
2 Bridge rectifier (AC/DC)
3 Step-up converter
4 DC link capacitor
5 H-bridge driver circuit with isolating
transformer 02_24_14

6 Full bridge rectifier The power grid side input circuit (1) contains grid filters for interference suppres-
7 DC output with high-voltage DC link sion which suppress interference pulses both from the supply network and from the
capacitor vehicle. These mains filters comply with the legal regulations. The rectifier bridge
(2) after the grid filter passively converts the grid-side AC voltage into a DC voltage.

The downstream step-up converter (3) keeps the DC link voltage in the following DC
line capacitor (4) at a constant value of 400 V (DC) so that the downstream H bridge
The non electrically conductive connection driver (5) is operated with a uniform voltage level. The H bridge driver ahead of the
of two circuits is referred to as electrical isolating transformer (5) converts the DC voltage of 400 V into a square-wave AC
isolation. Energy transmission can take voltage with a natural frequency of 100 kHz. This is necessary to be able to transfer
place here via the magnetic field of an the electrical energy via the isolating transformer. The isolating transformer itself
isolating transformer, for example. functions as a safety device since it electrically isolates the supply network from the
HV network of the vehicle.

Footnote: The output side of the isolating transformer in turn has a downstream bridge
1
= Pulsating direct current rectifier (6) for final rectification of the voltage. The DC link capacitor (7) serves to
A ripple current is an alternating current buffer voltage fluctuations as well as to reduce impermissibly large ripple currents 1
with any frequency and curve shape that on the DC voltage side to the high-voltage battery.
is superimposed over a direct current.
On-board charger cooling

The on-board charger is integrated in the low-temperature cooling circuit of the HV

lithium-ion battery. If the on-board charger needs additional cooling, it sends an
appropriate request to the HV-BMS, which activates the components of the low
temperature cooling circuit accordingly.

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Technical data of on-board charger

Input voltage (Power grid) 100 - 240 V (AC) 2

Current consumption Max. 16 A (AC) (single-phase)

Output voltage 220 - 450 V (DC)
Output current
Power, input side
Power, output side

Efficiency
Max. 12 A (DC)
Max. 3.6 kW (230 V ~ @ 16 A)
3.3 kW (230 V ~ @ 16 A)
2.2 kW (230 V ~ @ 10 A)
> 91% )
DME engine electronics
2
Weight 12 lbs (5.5 kg

Footnote:
2
Only max. 240 V is also applied to the on-board charger when using a 3-phase
industrial power grid connection for the Porsche Universal Charger (AC). This is
because only one phase of the power grid connection is used.

2.9 Vehicle charge port

General

On the Porsche 918 Spyder, the vehicle charge port is located in the B-pillar on the
right side of the vehicle. The port is protected against soiling and moisture by an
additional charge port door. Two different vehicle charge port variants are used
(EU/China and USA/Japan) in order to take into account the respective applicable
legal regulations. Both vehicle charge ports allow charging with AC or DC voltage.
The DC wiring between the vehicle charge port and HV lithium-ion battery is option-
ally installed in the vehicle. The communication lines to the Porsche Universal
Charger (AC) or public charging pedestal are integrated in the vehicle charge port.

Locking of the vehicle charge port

After the vehicle plug is inserted, it is locked in the vehicle charge port by an
instruction from the on-board charger. When using a charging cable (Mode 3) (also
see section “Charging equipment”), the charging cable is additionally also locked in
the public charging pedestal. This prevents it from being pulled off unintentionally as
well as theft prevention.

Locking of the vehicle charge port is deactivated by pressing the “Open central
locking” button on the ignition key once if the central locking system is unlocked
and twice if the central locking system is locked. View of pins (USA) 02_26_14

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2.10 Charging equipment

Porsche Universal Charger (AC)

The Porsche 918 Spyder is delivered as standard with the Porsche Universal

DME engine electronics

2 Charger familiar from the Porsche Panamera S E-Hybrid. This consists of:

• a control unit
• two supply cables with country-specific power grid and industrial power grid plug
and
• a vehicle cable with country-specific vehicle plug

The Porsche Universal Charger allows the HV lithium-ion battery to be charged at all
standard domestic and industrial electrical outlets worldwide in combination with the
on-board charger.

Control unit

Porsche Universal Charger (AC) 02_30_14

with supply and charging cable

1 Standby button/LED
2 Display field
3 Arrow buttons
4 OK button

02_31_14

The control unit automatically detects the connected supply cable and uses this
information to determine the voltage and maximum current capacity of the power
grid connection used. Automatic adaptation of the power consumption prevents
overloading of the local power grid.

In addition, the user can manually limit the charging current to 50% of the available
maximum charging current. This may be expedient, for example, if the grid con-
nection used reaches its capacity limit due to connection of several devices.

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In order to permit easy changing of supply and vehicle cables, the control unit is
provided with detachable, double-locked cable connections. The supply and vehicle
cable connections are mechanically coded in order to avoid them being confused.
The control unit is protected against splash water and contact with live parts.

For further information on operation, please refer to the section “Charging the
vehicle” and the operating instructions of the Porsche Universal Charger (AC).

Supply cable
DME engine electronics
2
Different domestic and industrial electrical outlets are used worldwide. The supply
cables of the Porsche Universal Charger (AC) are therefore available with different
domestic and industrial plugs. An overview of the available plug types is provided in
the operating instructions of the Porsche Universal Charger (AC).

The supply cables are resistance-coded for detection of the supply cable used by Cable connection at control unit 02_60_14

the control unit. The length of the supply cables is between 1 ft. (0.3 m) and 5 ft. 1 Control unit
(1.5 m) depending on country and must not be changed. 2 Supply cable

Vehicle cable

In order to take into account the country-specific vehicle charge ports, the vehicle
cable is available with two different vehicle plugs (also see “Vehicle charge port”). In
addition, the customer has the option of choosing between a cable length of 8 ft. Modifications or manipulation of the
(2.5 m) and 23 ft. (7.5 m). charging equipment, e.g. extension of
cables, are prohibited for safety reasons.
Customer complaints, repairs and software updates

In the event of customer complaints, the customer must contact a Porsche dealer-
ship. An integrated self-test allows the workshop to localize the fault source as the
charger, vehicle or power grid connection.

No repairs must be performed on the Porsche Universal Charger (AC) for safety
reasons. Only the individual components (control unit, supply cable, vehicle cable) The use of extension cables and/or travel
many be replaced separately. A qualified electrician must be used if the grid con- plug adapters is not permitted due to the
nection is faulty. The control unit is equipped with a USB interface for future level of the currents that flow in this case.
software updates. Caution, danger of fire!

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918 Spyder
Charging dock

DME engine electronics

2
The charging dock is part of the standard scope of delivery of the Porsche 918
Spyder. It is used for stationary accommodation of the Porsche Universal Charger
(AC) and the associated supply and vehicle cables. The Porsche Universal Charger
(AC) is secured in the charging dock by way of a click mechanism and can be
removed at any time for mobile use. The front glass door can be locked to prevent
unauthorized access. Installation of the charging dock must be performed by a
qualified electrician, since the supply connection for the Porsche Universal Charger
(AC) is located in the charging dock.

Charging cable (mode 3)

Charging cable (mode 3) 02_29_14
Porsche offers an optional charging cable (mode 3) for charging at public charging
stations. This connects the on-board charger with the public charging station via the
vehicle charge port. The data lines are integrated in the charging cable (mode 3) for
communication between the on-board charger and public charging station. The
complete charging cable (mode 3) must be replaced in the event of a fault.

Porsche Speed Charging Station (DC)

The Porsche Speed Charging Station (DC) is offered exclusively for the Porsche 918
Spyder as a Tequipment option. In accordance with the Porsche philosophy “Drive
fast. Charge fast”, it offers significantly shorter charging times of less than 0.5
hours thanks to much higher charging currents.

It is designed for permanent wall mounting in a closed room (e.g. in the vehicle
garage). It is connected directly, i.e. without plug connection, to the local power
grid by an electrician. The charging software of the Porsche Speed Charging Station
(DC) can be updated via a USB port if necessary. The ON/OFF switch is located on
the front of the housing as well as 3 status LEDs, which allow unit operation and
Porsche Speed Charging Station (DC) 02_21_14 detected faults to be assessed.

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Status displays with detected system fault

DME engine electronics

2

Technical data

Maximum charging power 20 kW

Connection USA: 240 V/single-phase
RoW incl. Canada: 400 V/three-phase
Degree of protection IP 44 (installation in closed rooms required)
Dimensions 770 mm x 630 mm x 200 mm
Weight approximately 132 lbs. (60 kg)

For further information on operation, please refer to the section “Charging the
vehicle” and the operating instructions of the Porsche Speed Charging Station (DC).

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Porsche charging pedestals

DME engine electronics

2
02_64_14 02_65_14

Charging pedestal for customers Charging pedestal for outdoor

use at Porsche dealerships

Porsche charging pedestals are optionally available for professional use. These are
offered in different design variants for customers and Porsche dealerships. The
Porsche charging pedestal has a connection for the Porsche Universal Charger (AC)
and corresponding holders for the control unit and vehicle and supply cables.

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2.11 Vehicle charging

General

Charging is generally possible only when the ignition is switched off and the parking
brake activated. A message is displayed on the instrument cluster if the ignition is
switched on during an active charging operation. It is not possible to start the
vehicle.

Charging modes
DME engine electronics
2
In addition to “Immediate charging”, the customer is also able to select the option
“Timer charging”. In this case, the charging operation and also vehicle climate
conditioning, if desired, are adapted to the departure time specified by the custo-
mer. The advantage of this is that the HV lithium ion battery can be charged with a
lower current if programming allows a corresponding lead time. This reduces the 02_22_14
load on the HV lithium-ion battery and correspondingly extends its service life.

Charging with a lower charging current also allows the high-voltage battery manage-
ment system (HV-BMS) to perform voltage compensation of the battery cells
(“balancing”). Here, the voltage difference between the individual battery cells that If the vehicle is not used for a longer period
occur during the normal charging/discharge cycles are systematically balanced out. of time, it is recommended to permanently
This increases the overall capacity of the HV lithium-ion battery (electric range) and connect the Porsche Universal Charger
therefore also the battery service life. As a result of time-controllable charging, the (AC) for trickle charging.
customer also has the possibility of using inexpensive off-peak electricity tariffs.
This makes is possible to further reduce operating costs.

Immediate charging

The immediate charging function is the standard charging function. Charging starts
automatically after connection of the corresponding charging equipment (also see
information below).

Timer charging

For timer charging, it is necessary to first program and activate the desired depart-
ure time. This can be done optionally via the instrument cluster or using the smart- 02_20b_14

phone app “Porsche Car Connect” (for further information, see section “Porsche 1 Charge status LED
Car Connect (PCC)”). 2 Connection status LED
3 Departure timer button with status LED
When the desired departure time has been programmed, the departure timer button
on the vehicle charge port is pressed after connecting the charging equipment
(status LED in the departure timer button lights up “red”). If the departure timer
button is pressed without previous programming and activation of a departure time,
the status LED in the departure timer button flashes red.

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LED displays on the vehicle charge port

The function of the charging cable plugged into the vehicle is indicated by the con-
nection status LED on the vehicle charge port. The active or completed charging
operation is indicated at the charge status LED.

DME engine electronics

2

Charging times

The attainable charging times depend on the following factors:

• Charging equipment used

• Power of the respective power grid supply connection
• Fluctuations in the power grid voltage
• Possibly set charging current limitation (only Porsche Universal Charger (AC))
• Ambient temperature
• Temperature of the high-voltage lithium-ion battery
• Preconditioning of the passenger compartment ON/OFF
• State of charge of the HV lithium-ion battery

The charging operation is not linear due to the physical characteristics of lithium-ion
batteries. The possible current absorption of the battery decreases with increasing
SoC. This means that battery charging appears to be slower as the state of charge
increases.

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The specified charging times are guide values that were determined under optimum
conditions (SoC at start of charging: 0%, SoC at end of charging 100%).

Charging equipment used Charging time

Porsche Universal Charger (AC) Household electrical outlet, 9.2 h

(charging current limitation
not active)

Charging cable (mode 3) -

USA (110 V ~ @ 10 A)
Industrial electrical outlet, USA 2.3 h
(240 V ~ @ 30 A)

2.3 h
DME engine electronics
2
charging at public charging
pedestal

Porsche Speed Charging 25 min

Station (DC) (18 min for 80%
SoC)
02_22_14

For regular charging, it is recommended to use the Porsche Universal Charger (AC)
in combination with a powerful industrial electrical outlet or alternatively the Porsche
Speed Charging Station (DC).

Charging with Porsche Universal Charger (AC)

First check whether the correct supply and vehicle cable is fitted on the control unit
of the Porsche Universal Charger (AC). If this is not the case, replace the cable in
accordance with the operating instructions.
Porsche display 02_50_14

1 Establish charging readiness on the vehicle (ignition off, actuate parking brake),
2 Connect supply cable to suitable outlet,
- Standby button/LED flashes blue
- Display field: “PORSCHE”
- Self-test active
Unplugged 02_51_14
- Standby button/LED lights up white
- Display field: “UNPLUGGED”
3 Connect vehicle cable to vehicle charge port,
- Standby button/LED lights up green
- Display field: “PLUGGED”
4 Charging starts automatically,
Plugged in 02_53_14
- Standby button/LED flashes green
- Display field: “PLUGGED AND CHARGING”

For further information on operation and any displayed error messages, please
refer to the operating instructions of the “Porsche Universal Charger (AC)”.

Plug in and charging 02_53_14

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Charging with a public charging pedestal

The optionally available charging cable (mode 3) is required for charging at a public
charging pedestal. The function “Timer charging” should not be used.

DME engine electronics

2 1 Establish charging readiness on the vehicle (ignition off, actuate EPB),
2 Connect charging cable (mode 3) to the vehicle,
3 Connect charging cable (mode 3) to public charging pedestal,
4 Follow operating instructions of the respective charging pedestal

Charging with Porsche Speed Charging Station (DC)

1 Establish charging readiness on the vehicle (ignition off, actuate EPB),

2 Switch on Porsche Speed Charging Station (DC),
3 Remove vehicle cable from holder,
- Status LED flashes green
- Status LED lights up green
4 Connect vehicle cable to vehicle charge port,
- Status LED lights up green
- Status LED flashes green
5 Charging starts automatically,
- Status LED lights up green
Status LED 02_28_14
- Status LED lights up green
- Status LED flashes green

If error messages occur when charging at

public charging pedestals, it should first be
checked to ensure that the “Timer
charging” function was previously
deactivated.

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Status displays for normal charging operation

DME engine electronics

2

For further information on operation and any displayed error messages, please
refer to the operating instructions of the “Porsche Speed Charging Station (DC)”.

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2.12 Power electronics

General

DME engine electronics

2
1 Front-axle power electronics
2 Rear-axle power electronics

HV components in the vehicle 02_13a_14

In contrast to the Porsche Panamera S E-Hybrid, two power electronics units are
used for the Porsche 918 Spyder, one for each electric machine. The power
electronics units are identical to those used in the Porsche Panamera S E-Hybrid.
Both power electronics units of the Porsche 918 Spyder have different software
versions to take into account the different operating conditions at the front and rear
axles.

One power electronics unit is located in front of the front axle, and the other in front
of the rear axle on the right next to the combustion engine.

The power electronics units have the following tasks:

• Inversion of the DC voltage supplied by the HV lithium-ion voltage into a 3-phase

AC voltage for the power supply to the electric machines
Power electronics 02_54_14
• Rectification of the 3-phase voltage supplied by the electric machines during
braking recuperation in order to charge the HV lithium-ion battery
• Supply of the charging voltage for the 12 V battery from the HV lithium-ion
battery

Both power electronics units have a pulse-controlled inverter and a DC/DC conver-
ter for this. The pulse-controlled inverter converts the DC voltage of the HV lithium-
ion battery into a three-phase AC voltage with variable amplitude and frequency for
operation of the electric machine. Conversely, the three-phase AC voltage is con-
verted into a DC voltage for charging the HV lithium-ion battery in recuperation or
charging mode.

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Power electronics connections

DME engine electronics

2
1 High-voltage battery (-)
2 High-voltage battery (+)
3 Optional HV heater for passenger
compartment (power electronics, front
electric machine)/not used (power
electronics, rear electric machine)
4 W phase, electric machine
5 V phase, electric machine

Power electronics connections 02_76_14 6 U phase, electric machine

7 Charging connection 12 V (-)
An equipotential bonding line is additionally fitted on the underside of the power 8 Charging connection 12 V (+)
electronics units in each case (not visible in the illustration). 9 12 V supply/communication lines
10 Coolant inlet
Power electronics cooling 11 Coolant outlet

Cooling is performed together with the electric machines via the medium temper-
ature cooling circuit of the vehicle.

Charging strategy of the 12 V battery

Charging of the 12 V battery can also take

The DC/DC converter of the front power electronics unit supplies the 12 V vehicle place via a 12 V charger, e.g. if charging of

battery with a corresponding charging voltage during driving operation and during the HV lithium-ion battery is not possible

charging of the HV lithium-ion battery from the power grid. The DC/DC converter of due to a completely discharged 12 V

the rear power electronics unit is activated to supply the 12 V vehicle electrical battery. For further information on this,

system only when needed, e.g. under conditions with high thermal loading of the please refer to the section “Vehicle

front power electronics unit. Charging of the 12 V battery should normally take electrical system and energy

place via charging of the HV lithium-ion battery. management”.

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Service information

Both power electronics units have interfaces to the Hybrid and Drive CAN buses
(see topology overview for further information). The diagnostic communication with
the PIWIS Tester II takes place exclusively via the Drive CAN bus. The power elec-

DME engine electronics

2 tronics units have the same part number since they are identical in terms of
hardware.

The power electronics units are always supplied with the software for the rear
hybrid module from the parts department. The power electronics unit must be
reflashed for use on the electric front-axle drive. Observe the instructions on the
PIWIS Tester II and the description in the PIWIS information system!
When installing the power electronics units,
it is essential to ensure correct installation Technical data of power electronics
of the equipotential bonding lines. Observe
the instructions in the Workshop Manual
under all circumstances! Caution, danger of
fatal injury!

2.13 Electric machines

On the Porsche 918 Spyder, two different permanently-excited synchronous

machines (PSM) are used to provide the electric drive power. One electric machine
drives the front axle and the other the rear axle.

Front-axle electric machine

A -> Power in kW at rpm

B -> Torque in Nm at rpm

Power diagram of front-axle electric machine 02_55_14

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The electric machine on the front axle is installed in axle-parallel position on a
transmission with fixed reduction ratio. The entire unit therefore has a very high
mechanical efficiency, which is a prerequisite for the extremely low fuel consump-
tion values. The electric machine of the front axle is primarily used for purely
electric driving operation and charging of the HV battery.

In order to ensure that the permitted maximum speed of the electric machine
(15,000 rpm) is not exceeded, it is mechanically disengaged from the front-wheel
drive as from a driving speed of 165 mph (265 km/h).
DME engine electronics
2
Cooling of front-axle electric machine

The front-axle electric machine is connected to the medium-temperature cooling

circuit. Cooling takes place via a jacket in the housing of the front-axle electric
machine.

Technical data of front-axle electric machine

Rear-axle electric machine

A -> Power in kW at rpm

B -> Torque in Nm at rpm

Power diagram of rear-axle electric machine 02_31a_14

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The external-rotor electric machine on the rear axle operates as a parallel hybrid to
the combustion engine. This means that the electric machine is installed between
the V8 combustion engine and PDK. The electric machine can drive the rear axle
either on its own or in combination with the combustion engine via clutches. It is
also used to start the V8 combustion engine.

DME engine electronics

2 Cooling of rear-axle electric machine

Due to the enormous increase in power compared with the electric machine of the
Porsche Panamera S E-Hybrid, the rear-axle electric machine features a new highly-
efficient air/water cooling system. Thanks to the use of both cooling media, it is
possible to exploit both the benefits of liquid cooling (high specific cooling power,
thermal stability) as well as the advantages of air as a cooling medium (high
electrical insulation).

1 Air inlet, ambient air

2 Intake air, V8 combustion engine
3 Cooling air connection, rear-axle electric
machine

Cooling air connection, rear-axle electric machine 02_32_14

The cooling air for the rear-axle electric machine is taken from the right air cleaner
of the V8 combustion engine on the clean air side. The soiling of the cooling ducts
is reduced to a minimum as a result and the efficiency of the air cooling remains
Cooling air duct, rear-axle 02_33_14 constant for the service life of the vehicle.
electric machine

The filtered air is routed via a radially arranged cooling air duct over the stator
windings and the transmission-side fan wheel. The heated cooling air is routed out
of the electric machine housing via exhaust air ducts.

Stator winding cooling 02_34_14

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DME engine electronics

2
1 Cooling air duct
2 Stator windings
3 Water jacket
4 Stator carrier
5 Rotor
6 Input shaft (V8 combustion engine)

Rear-axle electric machine - Sectional view 02_35_14

The stator carrier is additionally equipped with a coolant jacket. The coolant supply
takes place via the medium-temperature cooling circuit.

Technical data of rear-axle electric machine

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2.14 Operating modes

General

DME engine electronics

2
Map = Operating map
MAP switch on steering wheel 02_36_14 MAP switch 02_37_14

The Porsche 918 Spyder is a performance hybrid vehicle with three different drive
power sources. These can be matched to each other differently depending on the
selected driving style.

In order to allow the customer to influence the system behavior as easily as

possible, the Porsche 918 Spyder has a MAP switch (1) like that used in motor
sports. The MAP switch is located below the right steering wheel spoke and permits
four different driving modes to be selected plus the so-called Hot Lap configuration.

E (E-Power)

02_57_14

• Standard mode after starting with sufficient SoC and oil temperature > 32° F
(0° C)
• Preferably purely electric drive power
• Combustion engine switched on only if required (if accelerator pedal is pressed
beyond the additional pressure point)
• Restricted “short-time boost” (analogous to hybrid driving mode)
• Coasting function active up to 93 mph (150 km/h)
• PDK shift strategy optimized for electric motor drive power
• Battery discharge down to approximately 10% SoC, then automatic changeover
to Hybrid mode

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H (Hybrid)

DME engine electronics

2
02_58_14

• Consumption-optimized mixed operation of electric machines and combustion

engine
• Restricted “short-time boost”
• Coasting function active up to 93 mph (150 km/h)
• Auto Start Stop function active
• PDK shift strategy optimized for low fuel consumption (low rpm range, shift time
< 100 ms)

S (Sport Hybrid)

02_59_14

• Combustion engine always in operation

• Maximum E-Boost function through electric machines (down to minimum
SoC)
• Coasting function inactive
• Auto Start Stop function inactive
• PDK shift strategy dynamic and performance-oriented (medium rpm
range, shift time < 80 ms)
• Battery charging up to 90% SoC for full boost potential

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R (Race Hybrid)

DME engine electronics

2
02_66_14

• Combustion engine is operated under high load

• Maximum E-Boost function through electric machines for constant race
track operation (down to approximately 20% SoC)
• Coasting function inactive
• Auto Start Stop function inactive
• PDK shift strategy highly dynamic and performance-oriented (high rpm
range, shift time < 50 ms)
• Battery charging up to 97% SoC for full boost potential

E + Red Button (Hot Lap)

All LEDs in the MAP switch are switched off

when Hot Lap mode is activated.

02_67_14

• Combustion engine and electric machines are operated at the

performance limit
• Maximum E-Boost function through electric machines (down to minimum
SoC), metering by pressing the accelerator pedal beyond the additional
pressure point
• Coasting function inactive
• Auto Start Stop function inactive
• PDK shift strategy highly dynamic and performance-oriented (high rpm
range, shift time < 50 ms)
• Battery charging up to 97% SoC for full boost potential

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3 Power transmission

3.1 General

The Porsche 918 Spyder has two mechanically independent electric drives on the
front and rear axles. The all-wheel-drive function is realized by continuous control of
the drive torque of the front-axle electric machine in relation to the total torque of
the rear-axle electric machine and V8 combustion engine (PTM = Porsche Traction
Management).
Power transmission
3
The advantage of this system design is the mutually independent, fully variable and
very fast control of the drive torque on the front and rear axles.

3.2 Electric front-wheel drive

Countershaft transmission 03_02_14

of electric front-wheel drive

Electric front-wheel drive 03_01_14

The electric front-wheel drive comprises the electric machine, a two-stage counter-
shaft transmission with fixed ratio and the differential. A shiftable transmission is not 3.1 General 53

needed since the electric machine has a high torque from standstill and a wide rpm 3.2 Electric front-wheel drive 53

range. This transmission offers a significantly higher efficiency and a lower weight 3.3 Rear-axle hybrid module 55

compared with shiftable transmission concepts. 3.4 Porsche Doppelkupplung (PDK) 58

The selected fixed ratio represents the optimum compromise between acceleration
and driving performance. In order to prevent the maximum permitted speed of the
electric machine (15,000 rpm) from being exceeded, the power flow between the
front wheels and electric machine is interrupted by a decoupler integrated in the dif-
ferential as from a driving speed of 165 mph (265 km/h).

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Function of the decoupler

Power transmission
3
1 Solenoid actuator
2 Reset spring with sensor plate
3 Driver ring
4 Differential bevel gears
5 Drive wheel Front differential components 03_03_14
6 Differential body with driving dog
7 Differential housing The decoupler is operated by a solenoid actuator. The actuator presses via the
shim on the reset spring with sensor plate, which axially displaces the driver ring.
The outside of the driver ring is connected with the drive gear, which is in turn con-
nected with the electric machine via the countershaft. The face of the driver ring
has straight toothing, which engages in the straight toothing of the differential body.
This establishes power transmission. The actuator is controlled by the DME control
unit. The clutch is closed if the actuator is energized. If the current drops, the driver
ring is pushed back into its initial position by the reset spring – the clutch is then
open.

Front differential 03_04_14

1 Reset spring with sensor plate

2 Hall-effect sensor

Clutch open 03_05_14 Clutch closed 03_06_14

The position of the decoupler is monitored in three stages by the DME control unit
via a Hall-effect sensor. For this purpose, the Hall-effect sensor detects the position
of the sensor plate. The following positions are detected:

• Clutch open
• Clutch closed
• Clutch “tooth on tooth”

A rotary oscillation is superposed on the drive torque during the shift operation to
ensure reliable clutch activation and deactivation. This is achieved via corresponding
activation of the front-axle electric machine.

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Oil supply/lubrication

The front-axle final drive does not run in an oil bath in order to further minimize drag
losses. The gear wheels rotating at high speed sling the oil upwards into a reser-
voir, from where it runs back slowly and wets all relevant lubrication points. The
electric machine is activated cyclically without load for the purpose of oil distribu-
tion so that sufficient lubrication of the front-axle final drive is ensured even when
the front-axle electric machine is disengaged.

Cooling of electric front-wheel drive

Power transmission
3
The transmission housing is connected to the medium-temperature cooling circuit
together with the front-axle electric machine. The coolant is routed via a ring pas-
sage through the transmission housing and a jacket in the housing of the electric
machine.

Transmission output shafts

Drive shafts with tripod joints are used on the Porsche 918 Spyder. This joint sys-
tem was derived from motor sport designs and offers advantages in terms of low
weight, low friction and low noise transmission. The transmission output shafts have
pot-shaped socket flanges which have three races on the inner side. These directly
accommodate the inserted propshafts with the tripod joint.

Drive flange of tripod joint 03_07_14

3.3 Rear-axle hybrid module
1 Output flange with inner race

1 Rear-axle hybrid module

2 Porsche Doppelkupplung (PDK)
3 Rear-axle electric machine

Rear-axle hybrid module 03_08_14

The rear-axle hybrid module is located directly between the engine and PDK and
comprises the rear-axle electric machine, decoupler, engine vibration damper and
aluminum housing. This design permits simultaneous transmission of the propulsion
forces of the combustion engine and electric machine (parallel hybrid design). Pow-
er transmission between the rear-axle electric machine and V8 combustion engine
can be interrupted by the decoupler during electric driving or coasting.

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Decoupler

Power transmission

1 Clutch pressure plate

3
2 Clutch plate
3 Diaphragm spring
4 Concentric slave cylinder with release
bearing (CSC)
5 Drive hub (PDK-side)
6 Aluminum housing
Rear-axle hybrid module, sectional view 03_09_14
7 Stator, rear-axle electric machine
8 Engine vibration damper (crankshaft The decoupler is a single-plate dry clutch that was designed for reliable transmis-
side) sion of torques up to 664 ft. lbs. (900 Nm). Actuation takes place via the spindle
actuator depending on the driving situation. This operation is controlled by the DME
control unit and is imperceptible for the driver.

Spindle actuator

03_11_14

1 Installation position of expansion tank

(illustration shows unit carrier)

1 Spindle actuator
2 Supply line of expansion tank
3 Pressure line to slave cylinder

03_10_14

The spindle actuator is an electric motor-driven actuator which builds up a hydraulic

Installation position of spindle actuator 3_12_14 pressure for actuation of the decoupler via a master piston. The spindle actuator is
a node on the Hybrid CAN bus. The spindle actuator is installed at the rear right in
front of the tail light on the unit carrier. The expansion tank for the master unit is
located on the right in front of the rear spoiler.

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Engine vibration damper

Power transmission
3
1 Engine vibration damper
2 Crankshaft sensor wheel

03_13_14
Observe the instructions in the Workshop
A torsional vibration damper is installed in order to minimize torsional vibrations Manual for installation of the engine
between the combustion engine and hybrid module. vibration damper!

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3.4 Porsche Doppelkupplung (PDK)

Power transmission
3

03_14_14

PDK selector lever 3_15_14

The specific characteristics of a double-clutch transmission such as extremely fast
gear changes (< 50 ms), low drive losses and maximum driving pleasure ideally
supplement the demands of a Super Sports Car with plug-in hybrid technology. For
use in the Porsche 918 Spyder, the Porsche 911 Turbo PDK was further developed
for the special hybrid-specific requirements, maximum performance and the
extremely low center of gravity typical for a racecar.

This results in the following differences in comparison with the Porsche 911 Turbo
transmission:

• Installation position rotated axially by 180°

• New transmission housing including new oil pan and additional oil pump
• Shortened ratio in gears 4 to 7
• Splash oil-lubricated gear wheel set
• Higher maximum transmission speed (9,150 rpm)
• New-design output flanges to accommodate drive shafts with tripod joints
• New selector lever in the instrument panel (“Shift by Wire”, no mechanical
connection between selector lever and transmission)
• Adapted. hybrid-specific control and shift strategy

In order to ensure maximum traction performance, the fully variable, electronically

controlled rear differential lock (locking value 0 - 100%) is integrated in the transmis-
sion.

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Installation position

When developing the Porsche 918 Spyder, the focus was on achieving driving per-
formance typical for a racecar right from the start. In order to realize the required
low overall center of gravity, the central drive unit, consisting of combustion engine,
rear-axle hybrid module and variable-speed transmission must be positioned as low
down as possible in the vehicle.

As a result of rotation of the transmission by 180°, the transmission input shaft is

lower than the transmission output shaft on the Porsche 918 Spyder. The crank-
Power transmission
3
shaft on the same plane as the input shaft and the hybrid module are therefore also
moved down and are therefore even below the wheel center point on the rear axle.
In spite of the rotated installation position, it was possible to take over many of the
transmission components. Adaptations were made predominantly in the areas of the
housing, unit mounting, oil supply and hydraulic control.

Transmission housing

The transmission housing for the Porsche 918 Spyder was completely newly devel-
oped due to the modified screw connections to the combustion engine, a new unit
mount and the special aerodynamics requirements in the underbody area. The con-
trol hydraulics was moved from bottom to top in the front part of the housing. The
control hydraulics is located in an additional oil pan in order to avoid disturbing air
inclusions in the oil supply for the hydraulic system.

The new, additional oil pump with oil filter and oil/water heat exchanger is located in
the rear housing area. Due to the fact that the contour of the transmission housing
rises to the rear, it was possible to also shape the underbody panelling upwards at
the rear of the body, thereby significantly optimizing air flow to the rear diffusor.

Underbody air flow 03_16_14

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Oil supply for gear wheel set

Power transmission
3
1 Drive wheel (transmission input)
2 Oil pump drive, hydraulic control
3 Oil pump drive, gear wheel set
4 Oil pump, gear wheel set

03_17_14

In order to cope with the increased mechanical and thermal loads of the gear
wheels, the PDK of the Porsche 918 Spyder has a splash oil-lubricated gear wheel
set. The splash oil is supplied via the additional oil pump in the rear housing area.
The oil pump sucks in the oil from the oil pan via a filter and first pumps it via the oil
cooler to the oil gallery. The oil is then supplied from the oil gallery to the
individual bearing locations and gear wheels.

The oil supply of the double clutch running in the oil bath is realized as before via a
separate oil supply system with completely separate oil chamber, own oil pump and
own oil/water heat exchanger. This results in the advantage of being able to use dif-
ferent oil grades that are optimized for the respective conditions. In addition, any
metal abrasion particles are kept away from the clutches and hydraulic control.

Oil supply for hydraulic control

The additional electric hydraulic oil pump for supplying the hydraulic control usual in
other hybrid vehicles is omitted in the Porsche 918 Spyder. When the combustion
engine is stopped, oil is supplied via the mechanical oil pump driven by the electric
PDK, view from below 3_18_14 machine.

1 Clutch oil drain plug

2 Clutch oil filler screw (side)
3 Drain plug for gear wheel set oil (oil
temperature sensor)
4 Filler screw for gear wheel set oil

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Transmission cutout views

Power transmission
3

Top view

Side view

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Parking lock

Power transmission
3
1 Parking lock pawl
2 Parking lock segment wheel
3 Bowden cable connection

PDK parking lock 03_19_14

Observe relevant instructions in the

Owner's Manual of the vehicle. The The Porsche 918 Spyder is automatically secured against rolling away by the elec-
vehicle may be damaged if the parking tric parking brake (EPB) after it is parked. The PDK transmission is equipped with a
lock emergency actuator is used mechanical parking lock in case of an EPB malfunction. Operation is performed
improperly! manually by the driver if required. The parking lock emergency actuator is located in
the left door sill under a clip-in over at the level of the B-pillar. The parking lock is
additionally used for PDK calibration and the oil filling routine in the workshop.
Observe information in the PIWIS Tester II.

Output shafts

Parking lock emergency actuator 3_20_14

(sill cover not shown)

Drive shafts with tripod joints are used on the rear axle just like on the front axle.

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4 Chassis

4.1 General

Having plenty of power available is one thing. Mastering it is another. The goal is to
transform unrestrained energy into controlled power. This is particularly true at the
limits of driving dynamics.

The performance-oriented chassis is responsible for this on the 918 Spyder. This
features double wishbones at the front and a multi-link rear axle – both supported
Chassis
4
with backlash-free Unibal joints. Together with the Porsche Active Suspension
Management (PASM), Porsche Stability Management (PSM), electric rear axle steering
(RAS), Porsche Torque Vectoring Plus (PTV Plus) with electronically controlled rear
differential lock and electric drive control between the front and rear axles, the
chassis design ensures that the power is transmitted to exactly where it is needed:

Onto the road. Or onto the race track.

The brake system also has its origins directly on the race track and has already had
to satisfy the toughest demands of motor sport use. The latest-generation Porsche
Ceramic Composite Brake (PCCB) with brake calipers painted in Acid Green is not just
an attractive eye catcher behind the very lightweight wheels with central locking, but
is also a further technical highlight.

In addition to performance-oriented design and tuning of the chassis components, the

focus of vehicle development was achieving the lowest possible component weight
and therefore vehicle weight in order to further increase the driving performance.

In spite of additional chassis components such as front-wheel drive including unit

mount, electric rear axle steering, 1-inch larger wheels and the high-performance
hybrid brake system for recuperation control, it was still possible to reduce the
weight of the overall chassis by approximately 33 lbs. (15 kg) compared with the
Carrera GT. This was made possible by a large number of individual measures.
4.1 General 63
4.2 Front axle 64
4.3 Front axle lift system 66
4.4 Steering 68
4.5 Rear axle 70
4.6 Rear axle steering (RAS) 71
4.7 Wheels and tires 77
4.8 Tire Pressure Monitoring (TPM) 79
4.9 Brakes 81
4.10 Electric parking brake (EPB) 88
4.11 Control systems 90

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4.2 Front axle

Like in motor sport, double wishbones made of forged aluminum are used to guide
the front wheels. Where possible these control arms are designed as straight as
possible and provided with a specific profile in order to increase transmission

Chassis
4 stability. Whereas the upper control arms are mounted directly on the monocoque on
the inside, the bottom control arms are supported via the subframe on the inside.

In order to ensure wheel guidance with maximum precision, all bearings of the
chassis control arms on the 918 Spyder are designed as backlash-free ball joints
both on the wheel carriers (outside) and at the connections to the monocoque and
subframe (inside). These so-called Unibal joints consist of a bored-through ball with an
inner race (3) that can move circularly in all directions within a spherical cavity, the
housing (1). The inner race and housing therefore form a maintenance and backlash
free rolling bearing.

1 Housing
2 PTFE-bronze fabric
3 Inner race

Unibal operating principle 04_01_14 04_02_14

Compared with conventional connection by way of elastokinematic rubber-metal

bearings, connection of the control arms with Unibal joints reduces the intrinsic
elasticity, resulting in even more precise handling.

The 918 Spyder features an axle concept (wheel bearing and drive system) at the
front and rear axles with weight- and performance optimized wheel propulsion by
tripod joints and thin-race wheel bearings. The advantages of this axle concept are
low weight, low friction losses and high transmission stability, which therefore
04_03_14 translates into high performance. In addition, the tripods ensure low noise
transmission – a very important aspect with the otherwise very quiet electric drive.

The outer and inner races made of high-

strength alloyed heat-treated steel are
provided with dry lubrication via the bearing
fabric made of PTFE-bronze. These joints
are maintenance-free since they do not
need re-lubrication. In addition, this “Teflon”
lubrication guarantees a very low
breakaway torque of the inner race since
the static friction is only slightly higher than
the dynamic friction.

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918 Spyder

Chassis

1 Tripod joint
4
2 Lightweight wheel carrier with thin-race
wheel bearing
3 Integrated fixed joint

Front wheel carrier and drive shaft 04_04_14

The tripod joints consist of a cylindrical housing with three distinct bearing surfaces
and an internal drive shaft with star-shaped shaft ends. These have outer races
supported on needle bearings and transmit the propulsion forces via the three
bearing surfaces of the housing. The drive shafts can be axially displaced via the
bearing surfaces in order to compensate for the relative movement between the
compressing and rebounding wheels and the transmission at the front and rear axles
with fixed mounting on the monocoque.

Tripod joints are used on the inside at the transmission on the front axle. Integrated
fixed joints with a compact bearing and drive unit are located at the outside. The
larger geometric clearance offered by this joint type means that larger steering
angles and therefore smaller turning circles are possible at the front axle.

The wheel hubs are supported in the wheel carriers by thin-race wheel bearings.
Compared with conventional ball bearings, the inner and outer races are particularly
thin and are therefore particularly light. The thin-race wheel bearings are provided
with the required stability by a higher number of bearing balls and a particularly rigid
connection to the wheel hubs and wheel carrier.

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918 Spyder
In the optional Weissach package, two thin-race ball bearings with ceramic balls are
used on each side for wheel mounting.

Chassis
4

Front axle suspension 04_06_14

The 918 Spyder has a lightweight, motor sport-oriented spring/damper system with
active, variable dampers – Porsche Active Suspension Management (PASM). The
spring struts are arranged vertically in the Porsche 918 Spyder. In order to achieve a
further reduction in weight, the dampers on the front and rear axles are designed as
single-tube dampers made of aluminum. As an additional weight reduction measure,
the 918 Spyder has lightweight tubular anti-roll bars on the front and rear axles. It
was possible to reduced the weight by approximately 10% compared with conven-
tional tubular anti-roll bars by using particularly thin-walled steel tubes.

4.3 Front axle lift system

In order to achieve very high driving dynamics, importance was attached to realizing
an extremely low vehicle center of gravity when developing the 918 Spyder. This was
achieved by intelligent arrangement of the mechanical components in the vehicle,
large wheels and a very low vehicle height. However, this also means that there is a
low ground clearance. In order to increase this at times and therefore also increase
day-to-day usability away from the race track, the pneumatic lift system familiar from
the 911 GT3 can be optionally ordered on the front axle.

This system makes it possible to significantly increase the day-to-day usability of the
vehicle by lifting the body at the front by approximately 30 mm up to a speed of
approximately 31 mph (50 km/h). This prevents damage to the body and significantly
Spring strut with level lift function 04_07_14
reduces the risk of impact, e.g. when negotiating underground parking garages and
speed bumps. The lift system is also extremely useful when loading vehicles onto
race car transporters, for example. One function module in each case is installed in
the PASM dampers on the front axle.

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918 Spyder
For design considerations, it was not possible to install the lift system as compactly
as on the GT3, for example. The lift system was divided up into the pressure accu-
mulator, which is screwed onto the front right longitudinal member, and the compres-
sor, which is installed in the center tunnel between the 12 V battery and high-voltage
battery.

The pneumatic compressor generates a pressure of up to 290 PSI (20 bar) if neces-
sary. The pressure reservoir has a filling volume of approximately 0.5 quart (0.5
liters) and stores the pressure required for operating the system. The compressed air
system is controlled by means of a valve block unit. For the lift function, the conven-
Chassis
4
tional PASM dampers have an compressed air connection in the upper area. Pneu-
matic connecting lines feed the pressure generated in the compressor to the upper
The driver can actively raise and lower the
chambers of the PASM dampers on the front axle. The lift control unit in the luggage
body at the front at low speeds by pressing
compartment performs control of the overall system. Above all the input signals for
the Lift button in the center console. The
operating button, vehicle speed and air pressures in the pressure accumulator and in
lift system automatically lowers the raised
the dampers are used for control purposes. The upper and lower end positions of the
vehicle at a speed of 31 mph (50 km/h).
system are detected by means of the pressure in the dampers. The system weight of
all components of the front axle lift system is approximately 13 lbs. (6 kg).

Front axle lift display 04_08_14

Front axle lift system 04_09_14

1 Spring strut connection, front right

2 Compressor
3 Spring strut connection, front left
4 Pressure accumulator
5 Valve unit

The lift system is operated by way of the Lift button in the 5-button module in the cen-
ter console. This is connected with the climate control via an LIN data bus. When the
button is pressed, the climate control places the corresponding message on the MMI
CAN. The front axle lift control unit then receives the driver’s request through CAN
Comfort via the gateway.
5-button module 04_10_14

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918 Spyder

Chassis
4
Topology 04_11_14
To avoid damaging the body when the
vehicle is parked with the front end over a The vehicle is lifted and lowered when stationary by pressing the Lift button. Vehicle
curb, for example, the vehicle should be lifting is permitted up to 31 mph (50 km/h). Vehicle lifting is not possible above the
parked in the lowered position. The system speed threshold. The vehicle is automatically lowered if it is raised and the speed
design means that holding in raised threshold of 31 mph (50 km/h) is exceeded.
position cannot be guaranteed over a long
period of time if the compressed air Compared with the hydraulic lift systems offered occasionally by competitors, the
accumulator is not actively refilled. pneumatic system used in the 918 Spyder offers greater day-to-day usability. The
extension speed of the dampers and therefore the lifting of the body are considerably
faster. The driving comfort, including suspension and damping characteristics, is also
not restricted by the special system design. Furthermore, since the system is operat-
ed using air, it is considerably less sensitive than a separate oil-operated lift system
in the event of a leak caused by damage.

4.4 Steering

The electromechanical power steering with the familiar functionality from the 9x1
models is installed as the steering system in the 918 Spyder. An advantage of this
system compared with hydraulic power steering is the reduced fuel consumption,
because the steering assistance is active only when it is needed. This is achieved due
to the fact that energy (generated here electrically) is only required when the driver
uses the steering. In addition, an electromechanical power steering system also
enables the steering assistance to be made available when the combustion engine is
not running. In this case, the energy is provided via the 12 V vehicle electrical sys-
tem.

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Chassis
4
1 Small toothed pulley/electric motor
2 Toothed belt
3 Rack/ball thread
4 Large toothed pulley
5 Recirculating ball nut
6 Balls/ball chain
Electromechanical power steering 04_12_14
7 Return channel

Conversion of the rotary movement of the electric motor into linear movement of the
steering rack (3 ) is realized by way of a paraxial drive with a gear concept consisting
of toothed belt gear (2) and recirculating ball gear. Both gear stages operate with a
very high degree of efficiency. The ball screw drive uses a system with channel
return. The ball chain (6) is returned via a channel (7) integrated in the recirculating
ball nut (5). The ball screw generates little noise during operation. This allows a rigid
connection between the steering and the subframe of the vehicle, resulting in a very
direct steering feel.

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4.5 Rear axle

The rear axle of the 918 Spyder is a multi-link axle with rear axle steering (RAS). The
two rear wheels are each guided by five control arms:

• Lower longitudinal control arm

Chassis
4 • Lower transverse control arm
• Upper longitudinal control arm
• Upper transverse control arm
• Electromechanical actuator for rear axle steering (installed instead of the
conventional toe control arm)
• Unibal joints on the unit carrier

1 Lower longitudinal control arm

2 Lower transverse control arm
3 Upper longitudinal control arm
4 Upper transverse control arm
5 Actuator for rear axle steering

Top view of rear left wheel suspension 04_13_14

The spring struts on the rear axle share the same basic concept with aluminum
single-tube dampers as the spring struts on the front axle. The wheel bearings and
wheel-bearing housing on the rear axle also have a similar basic design to the same
components on the front axle.

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The Weissach package also features thin-race ball bearings with ceramic balls instal-
led at the rear axle. In addition, a carbon anti-roll bar reduces the weight by a further
1.1 lbs (0.5 kg) compared with the standard anti-roll bar. The drive shafts on the rear
axle have tripod joints both on the inside at the transmission as well as on the outside
at the wheel hub.

Chassis
4
1 Drive shaft with tripod joints
2 Thin-race ball bearings
3 Wheel carrier
4 PCCB caliper
5 Electromechanical parking brake
6 Wheel hub with tripod housing and
central nut thread for the wheel
mounting
7 PCCB brkae disc
Corner module 04_14_14

4.6 Rear axle steering (RAS)

As described in the previous section, the conventional toe control arms on the right
and left at the rear axle are each replaced by an electromechanical actuator. Using
these actuators, the system steers the rear axle of the 918 Spyder either in the
opposite or same direction as the steering angle at the front axle within a theoretical
range of +/- 3 degrees, depending on speed. The steering angle at the rear axle
therefore depends above all on the steering angle at the front axle, the driving
situation, the driving speed and the compression travel.

Rear axle steering (RAS) 04_15_14

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918 Spyder
Up to a speed of approximately 31 mph (50 km/h), the system steers the rear
wheel in the opposite direction to the steering direction of the front wheels (oppo-
site steering). In terms of geometry, this results in a virtual shortening of the wheel-
base and ensures both greater agility and everyday usability. This makes maneuver-
ing and parking easier and keeps the turning circle small despite the large track

Chassis
4 width on the front axle.

s Change in the virtual wheelbase length

M1 Centerpoint of the original turning circle
M2 Center point of the new turning circle

Opposing direction steering motion 04_16_14

With rear axle steering

Without rear axle steering

Benefit of RAS 04_17_14

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918 Spyder
At speeds of over approximately 50 mph (80 km/h), the system steers the rear
wheels parallel to the front wheels (same direction). In terms of geometry, this
results in a virtual lengthening of the wheelbase and increases driving stability, par-
ticularly at high speeds. At speeds of between 31 and 50 mph (50 and 80 km/h),
the system continuously switches between steering in the same and opposite direc-
tion as appropriate to the driving situation.
Chassis
4
s Change in the virtual wheelbase length
M1 Centerpoint of the original turning circle
M2 Center point of the new turning circle

Same direction steering motion 04_18_14

With rear axle steering

Without rear axle steering

Benefit of RAS 04_19_14

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918 Spyder
Thanks to its variability, rear axle steering helps to resolve the conflict of objectives
in terms of driving dynamics between agility and driving stability. The result not only
offers advantages in terms of maneuverability, driving safety and everyday usability,
but also increases driving dynamic performance.

Chassis
4 Greater agility (opposing direction steering motion)

• Better steering behavior and handling

• Enhanced driving dynamics and performance
• Greater driving pleasure

Increased driving stability (same direction steering motion)

• Enhanced driving dynamics and performance

• Further improved straight-ahead tracking at high cruising speeds
• Improved driving safety

Improved everyday usability (opposing direction steering motion)

• Easier maneuvering and parking

• Small turning circle

System description

The system comprises two electromechanical actuators, which are installed instead
of the conventional toe control arms on the rear axle and are synchronized electroni-
cally. The actuators consist of an electric motor, which drives a threaded spindle by
way of a belt drive, thereby converting the rotational movement into linear move-
ment. Rear axle steering adjustment allows a theoretical maximum rear axle steer-
ing angle of approximately +/- 3 degrees (approximately 2.8° used).

1 Rubber mounting (side section)

2 Electric motor
3 Electronic component carrier
4 Ball housing
5 Trapezoidal threaded spindle
6 Belt drive

Electromechanical actuator 04_20_14 04_21_14

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918 Spyder
The electromechanical actuators feature integrated control electronics complete
with power electronics. They actuate the electric motors to adjust the steering
angle of the rear axle using the information received via CAN Chassis. The two con-
trol units are part of CAN Chassis and additionally communicate to each other via a
private CAN for the purpose of mutual synchronization.

Basic functions

The RAS control units perform the following functions:

Chassis
4
Parking module (up to 31 mph/50 km/h)

• Proportional steering angle control as a function of the steering wheel angle

• Maximum steering angle in opposing direction of approximately 3 degrees in the
range from 2 to 9 mph (3 to 15 km/h)
• Reduction of the steering circle by up to 23.6 inches (60 cm)

Driving dynamics module (above 31 mph/50 km/h)

• Model based calculation of the steering angle at the rear axle

• Rear axle steering angle with both stationary and dynamic rear axle steering
angles
• Increased stability (reduced drift angle build-up)
• Increased agility (faster build-up of lateral force, improved vehicle response)
• This effect is amplified at higher vehicle speeds to improve the driveability and
stability at high speeds and to increase the steering angle required

Standstill

• No steering movement at standstill

• Dynamic ramping up and down of the steering angle as a function of the vehicle
longitudinal acceleration

Reversing

• Same basic behavior as when driving forwards

• But: early stabilization via steering angle in same direction from just 12 mph
(20 km/h)

Oversteering detection

• Detection of an oversteer situation with simultaneous countersteering by the

driver
• The steering angle is reduced or ramped down in order to override the control
and in this way avoid increased drift angle build-up

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System overview

Chassis
4

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4.7 Wheels and tires

Wheels

The 918 Spyder is fitted with 20-inch wheels at the front and 21-inch wheels at the
rear. In addition to the standard wheels with forged aluminum rims, the 918 Spyder
performance wheels (I-no. 443) with very light, forged magnesium rims are also
available as an option. They come directly from motor racing and enable a weight
saving of approximately 30 lbs. (13.5 kg) per vehicle compared with the standard
wheels. The 918 Spyder performance wheel is part of the optional “Weissach
Chassis
4
package”.

Standard wheel 04_20a_14

918 Spyder performance wheel 04_21a_14

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Tires

The 918 Spyder is equipped with UHP (ultra-high performance) MICHELIN Pilot Sport
Cup 2 sports tires as standard equipment and have been developed specially for
this vehicle. These offer excellent performance potential with high traction, lateral

Chassis
4 acceleration and short braking distances, especially on dry road surfaces, thanks to
aramid fiber belt ply (extremely robust high-performance fibers with variable ten-
sion), DUAL-COMPOUND TECHNOLOGY (innovative tread compound with two com-
ponents: for extreme durability under high loads and outstanding grip in wet condi-
tions) and VARIABLE CONTACT PATCH 3.0 (the shape of the ground contact area
changes during cornering, but the size of the area remains constant).

The tire approval is limited exclusively to

Another development objective was low rolling resistance for low fuel consumption
this tire since the Porsche 918 Spyder has
and CO2 emissions. The tire pressure on the 918 Spyder can be set to two different
been specially adapted to it.
values – standard tire pressure and performance tire pressure – for outstanding dri-
ving characteristics on both public roads and race circuits.

Central wheel lock

Air-powered tools must not be used to
loosen or tighten the central nuts. Only
The design of the central lock for the wheels of the 918 Spyder has been adopted
the approved lubricant may be applied
from the central wheel lock of the Carrera GT, which features a central nut adapted
sparingly to the rim taper and central nut
from motor sports. The principle of the multiple-tooth central nut with a right thread
before tightening the central nut. Also coat
on the left side of the vehicle (loosen to the left!) and a left thread on the right side
the thread of the hub and central nut. Note:
of the vehicle (loosen to the right!) remains unchanged. This ensures that the longi-
Do not apply excessive amounts of
tudinal forces that occur at the respective wheel will result in the wheel nuts on the
lubricant. The current service literature
918 Spyder being tightened rather than loosened. The main new features are the
must be strictly observed.
loss prevention via the wheel hub cover and the resultant possible shortening of the
wheel hub and central nut.

A significant change is the addition of a wheel hub cover to protect against loss.
Instead of the spring-loaded wedge and crown-shaped central nut used on the Car-
rera GT to protect against loss, the 918 Spyder has an additional wheel cover with
thread running in the opposite direction to the wheel nut. This prevents the wheel
nut being lost, e.g. if the central nut is not correctly tightened. The wheel hub cov-
Central wheel lock 04_22_14 ers are made of forged aluminum and bear a colored Porsche crest. They have two
(here: from the Weissach package)
peg holes for loosening and screwing on the cover as well as an additional sealing
ring. The design of the wheel hub covers as well as the seal protect the wheel hubs
against the ingress of spray water.

Socket-wrench insert for 04_23_14

central wheel lock

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918 Spyder
The multiple-tooth central nuts are also made of forged aluminum, and are anodized
blue on the left side of the vehicle and anodized red on the right side of the vehicle.
The tooth structure of the central nuts is largely the same as the central wheel lock
on the Carrera GT. This means that the central nuts on the 918 Spyder can also
only be loosened or tightened using a special socket-wrench insert. The socket-
wrench insert is included in the tool kit and can be found together with the tire
repair kit near the right-hand A-pillar. An additional guide pin in the socket-wrench
insert and an additional pin wrench for loosening and tightening the wheel hub cover
are new. It is recommended to avoid using the wheel nut socket from the tool kit for
workshop use.
Chassis
4
Tire repair systems

The 918 Spyder comes as standard with a space-saving tire repair system compris-
ing tire sealing compound and an electric pneumatic compressor. In certain coun-
tries, the laws generally require a spare wheel. Accordingly, a spare wheel is addi-
tionally used in these countries.

4.8 Tire Pressure Monitoring (TPM)

Timely detection of a gradual loss of pressure not only increases driving safety, it
can also prevent uneven tire wear and increased fuel consumption due to inade-
quate tire pressure. The correct tire pressure additionally supports safe driving and
high driving dynamics. Tire Pressure Monitoring (TPM Generation 2.6) continuously
monitors the tire pressure separately for all four wheels. Compared with the TPM
Generation 2.3, the antenna is now integrated in the control unit in the new TPM
Generation 2.6. The basic functions have not changed.

Design

1 TPM control unit with integrated antenna

2 Trigger transmitter
3 Wheel electronics

04_24_14

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918 Spyder
Control unit

The TPM control unit with integrated antenna is installed on the outside in the under-
body area. The control unit is water-tight. The underbody panelling serves as addi-
tional protection for the control unit. The location of the control unit on the outside

Chassis
4 of the vehicle ensures that wheel electronics reception is not subject to interference
as a result of various conditions in the passenger or luggage compartment or due
to metallized heat-insulating glass. The control unit and wheel sensors are available
in the country-dependent frequency variants 433 MHz and 315 MHz.

The tire pressure on the 918 Spyder can be set to two different values for outstand-
ing driving characteristics and performance on both public roads and race circuits.
The standard tire pressure offers the best characteristics when driving on public
roads. The lower race circuit tire pressure compensates the excessive increase in
the air pressure in the tire caused by the higher air temperatures in the tire during
performance-oriented driving on the race circuit. Under no circumstances should
the tire pressure for race circuits be used for driving on public roads.

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4.9 Brakes

High-performance hybrid brake system (HPHB)

The 918 Spyder uses a new kind of high-performance hybrid brake system that con-
trols the interaction of electric braking via the electric machines (recuperation) as
well as the hydraulic brakes. The HPHB in combination with the PCCB high-perfor-
mance brake ensures a typical Porsche brake pedal characteristic while avoiding
disruptive influences on the brake pedal feel due to changing recuperation forces.
This is the only way to facilitate full utilization of the high recuperation potential of
Chassis
4
the electric machines (theoretically 210 kW) by the 918 Spyder and harmonious
integration of the associated possibility of electric vehicle deceleration in the brak-
The low tread profile means that sports
ing behavior. The recuperation potential and therefore the recuperation forces due
tires present a higher risk of aquaplaning
to the powerful electric machines and the high-performance hybrid brake system
on wet roads. The standard tire pressure
are many times higher in the 918 Spyder than in any of the competitor and hybrid
must be used for driving on public roads.
vehicles currently on the market.

Porsche Ceramic Composite Brake (PCCB)

The 918 Spyder uses the race-proven Porsche Ceramic Composite Brake (PCCB) as
standard as its main brake. This especially light and high-performance latest-genera-
tion ceramic disc brake delivers the perfect braking performance for the require-
ments of the 918 Spyder. While the PCCB brake calipers on the other models are
Deceleration of up to 0.5 g can be
painted Yellow, the brake calipers on the 918 Spyder are Acid Green.
achieved in the 918 Spyder just through
“electric braking”.
Technical data

Front axle
Brake calipers . . . . . . . . . . . . . . . .6-piston aluminum monobloc fixed calipers
Brake caliper color . . . . . . . . . . . .Acid Green
Disc technology . . . . . . . . . . . . . .Composite brake disc
Brake disc/brake disc hub . . . . . . .Ceramic/aluminum (forged)
Joining technology . . . . . . . . . . . . .Threaded sleeves + tensioning springs
Disc dimensions . . . . . . . . . . . . . .410 x 36
(diameter x thickness in mm)
Ventilation . . . . . . . . . . . . . . . . . . .Internally vented and cross-drilled
Rear axle
Brake calipers . . . . . . . . . . . . . . . .4-piston aluminum monobloc fixed calipers
Brake caliper color . . . . . . . . . . . .Acid Green
Disc technology . . . . . . . . . . . . . .Composite brake disc
Brake disc/brake disc hub . . . . . . .Ceramic/aluminum (forged)
Joining technology . . . . . . . . . . . . .Threaded sleeves + tensioning springs
Disc dimensions . . . . . . . . . . . . . .390 x 32
(diameter x thickness in mm)
Ventilation . . . . . . . . . . . . . . . . . . .Internally vented and cross-drilled

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Brake-pad wear indicator

On the 918 Spyder, the wear on all eight brake pads is individually monitored using
sensors.

Chassis
4 Brake disc wear

Apart from rather low thickness wear, the ceramic brake disc is also subject to ther-
momechanical and oxidative wear. When the brake disc is heated to temperatures
above 752° F (400° C), the carbon fibers oxidize in the presence of atmospheric
oxygen. Operating temperatures above 752° F (400° C) for a sustained period
cause a continuous reduction in the weight of the brake disc and a visible surface
change in the material structure due to material burnout and resulting porosity.
Since crack formation and burnout of the carbon fibers also cause the electrical
conductivity of the material to decrease over its service life, measuring the eddy
current is a more accurate way of determining the electrical conductivity of the car-
bon ceramic material and therefore the wear condition of the PCCB disc than mea-
Measuring the amount of wear 04_25_14
suring the weight or the disc thickness.
on a PCCB brake disc

A new special tool has been developed for this that can determine the wear on the
brake discs in accordance with the principle of the pulse induction method. This tool
permits an accurate and easy determination of wear since the brake discs can be
measured in installed condition. The measurement is performed at several defined
points as appropriate to the definition of the brake disc. Measurement markings are
provided on the hub of each brake disc for this purpose. Each new disc is measured
immediately after production by the manufacturer, and the relevant new and wear
values lasered onto it. The current service literature must be strictly observed for
the exact procedure.

Electric brake booster (EBB) and smart actuator active volume

reservoir

Function

In order for hybrid vehicles to achieve the intended fuel savings and ranges, they
must recover as much energy as possible (for electric driving) during braking. In the
ideal case, the car should therefore only be decelerated using the electric machines
through the conversion of the kinetic energy into electrical current. This minimizes
the amount of valuable energy lost via the hydraulic brake. Deceleration values of up
to 0.5 g can be achieved in the 918 Spyder by means of the electric machines
alone. The hydraulic pressure that is built up in the brake master cylinder when the
brake pedal is pressed is buffered in the active volume reservoir of the smart actua-
tor during a recuperation phase. This pressure is fed back into the hydraulic circuit
if e.g. heavier braking is required. The build-up and reduction of pressure in the
brake master cylinder resulting from the blending of the two brake forces must take
place without any effects on the brake pedal feeling being perceived by the driver.

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Since the goal is to convert as much braking energy as possible into electrical ener-
gy through recuperation, intelligent and in some cases simultaneous actuation of
the electric machines on the front and rear axle as generators is required. Depend-
ing on the situation, hydraulic pressure build-up and reduction can be required in the
brake at the same time. Demand-based adjustment of the hydraulic brake pressure
for the benefit of electric braking and vice versa is called brake blending. The aim is
to ensure uniform deceleration according to the driver request. The brake blending
intelligence is implemented in the Porsche Recuperation Management (PRM) sys-
tem. The PRM logic is a software application in the Porsche Traction Management
(PTM) system.
Chassis
4
System description

The electric brake booster (EBB) is a system with electrically controlled power
assistance. It replaces the familiar vacuum brake booster in the 918 Spyder. The
electric brake booster is installed at the front left in front of the bulkhead and brake
pedal and differs from the conventional brake system in how it boosts the brake
force, i.e. by way of an electric drive consisting of a motor and a two-stage gear
unit.

1 Electric motor
2 Gear unit
3 Brake master cylinder
4 Control unit

Electric brake booster 04_26_14

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918 Spyder

Chassis
4 04_27_14

1 Electric brake booster

A pedal value sensor and a rotor position sensor together make up the differential
2 Brake fluid reservoir
travel sensor (5). When the brake pedal is pressed, the pedal travel sensor mea-
3 Brake master cylinder
sures travel but the rotor position sensor does not yet measure any change at this
4 Driver
point in time. This enables a differential travel to be determined, which is compen-
5 Differential travel sensor
sated by the motor starting up (reduced to ZERO). The driver (4) boosts the brake
pressure and brake boosting occurs.

1 Electromechanical brake booster

2 Tandem brake master cylinder
3 PSM hydraulic unit
4 Smart actuator
5 Pedal value sensor
6 Rotor position sensor

Electric brake booster system 04_28_14

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The distinctive feature of this brake system is a variable, hydraulic additional vol-
ume, the smart actuator (4) or active volume reservoir. The smart actuator is
hydraulically coupled to the brake circuit and can vary the total volume. The change
in volume is regulated by the control unit of the electric brake booster. The smart
actuator is also installed at the front left near the PSM hydraulic unit.

Chassis
4
1 Volume taken in
2 Piston
3 Worm wheel
4 Spindle
5 Spindle twist lock
Smart actuator 04_29_14
6 Worm drive
7 Tandem brake master cylinder/PSM
An electric motor actuates the nut of a spindle via a worm gear drive. Since the hydraulic unit connection
spindle is secured against twisting, when the nut is turned it moves to the right or
left depending on the direction of rotation of the motor. The rotational motion of the
electric motor is therefore converted into linear motion of the spindle. As a result,
the piston on the spindle is also moved to the right or left and the volume is
increased or reduced.

On hybrid vehicles, it is attempted to return the braking energy to electrical energy

(recuperation). Pressing the brake causes the electric machines present in the
hybrid vehicle to be used as generators. Hydraulic and electric braking are blended
here, i.e. some of the braking energy can be recuperated, the hydraulic portion
would be lost as waste heat. The smart actuator takes over hydraulic metering of
the electrical recuperation power in the braking action of the vehicle up to maximum
0.5 g.

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If the system detects that braking energy can be fed into the high-voltage battery
during the active braking operation, the hydraulic braking energy is limited in line
with demand for the benefit of electric braking (maximum 0.5 g). This is done by
activation of the smart actuator. This takes into its volume reservoir the amount of
brake fluid that can be compensated by the electric braking. The increase in volume

Chassis
4 in the smart actuator reduces the hydraulic brake pressure. As a result, energy gen-
erated by the electric braking is returned to the high-voltage lithium-ion battery.
Each time the brakes are applied/brake pedal is pressed, a determination is made
using the vehicle parameters as to whether the vehicle can be decelerated by way
of electric braking. If the generators cannot fulfil the braking request (e.g. at very
low speeds, full batteries, etc.), the brake fluid taken in by the smart actuator is
pumped back into the brake circuit and the transition is made from electric to
In order to achieve complete bleeding of
hydraulic braking.
the brake system, both the primary and the
secondary circuits must be bled. Bleeding
of the secondary circuit can only be
achieved with the aid of PIWIS Tester
through active switching of the valves. It is
essential that the instructions in the current
description in the Workshop Manual are
observed. .

1 Electromechanical brake booster

2 Tandem brake master cylinder
3 PSM hydraulic unit
4 Smart actuator
5 Pedal value sensor
6 Rotor position sensor

Electric brake booster system active 04_30_14

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To prevent the brake pedal feeling for the driver changing when the volume is
increased or the pressure reduced, the electric brake booster needs to adapt the
braking assistance accordingly, i.e. reduce it. This is done by moving back the
mechanical driver in the electric brake booster. The driver does not notice the
blending process, the driver also cannot tell from the force at the brake pedal at the
time whether braking is taken place by electric or hydraulic means, or a mix of the
two. This is only visible via a changing display in the power meter. Chassis
4
Brake boosting 04_30a_14 Reduce brake boosting 04_31_14

Brake pedal

In order to reduce weight, the brake pedal on the 918 Spyder is made of organic
sheet (a composite of fabric (CFRP or GFRP) and hardening resins). In the case of
the 918 Spyder, it is a composite of carbon fiber fabric and resin. The main advan-
tages of organic sheets are the low weight and geometric design of the component.
Similarly lightweight materials are already in use in the automotive industry for
accelerator and clutch pedals as well as complex holders for e.g. control units.
Brake pedal 04_32_14
However, brake pedals made of organic sheet have only been used in very small
production runs to date. The material used permits a weight saving of approxi-
mately 50% compared with a conventional brake pedal made of steel.

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4.10 Electric parking brake (EPB)

The familiar electric parking brake from the 9x1 models is used as the parking
brake. It acts as a drum brake on the rear brake disc hubs of the PCCB. The brake
shoes are spread apart on the right and left by separate electromechanical actuat-

Chassis
4 ing elements.

1 Wheel carrier
2 Brake shoes
3 Electromechanical actuating element
4 Adjustable counter bearing
5 Wheel hub
6 Brake disc

The emergency release function should be

used only if the brake can no longer be
released electrically (actuating element 04_33_14
itself is faulty). The oval-head screw on the
back must be removed and the brake These actuating elements are extended and retracted by the electric parking brake
released using an Allen key for this control unit. The Hall-effect sensors installed in the actuating elements transmit the
purpose. plunger position and therefore the angle of spread of the brake shoes to the control
unit. The electric parking brake can be conveniently operated by means of a button
in the dashboard beside the compact selector lever. It can be manually activated
using this button and deactivated by pressing the button with the footbrake depres-
sed. It is also released automatically following manual activation when the driver’s
intention to drive off is detected via the accelerator pedal.

Functions

Activating when the vehicle is stationary

Conditions:

• Vehicle speed less than 1.4 mph (2.2 km/h)

• At least one valid wheel signal per axle
• Press operating control
Emergency release on thr 04_33_14
EPB actiator

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918 Spyder
Releasing when the vehicle is stationary

Conditions:

• Ignition on
• Brake pedal pressed

4
• Pull operating control

Automatic release when driver’s intention to drive off is detected Chassis

The electric parking brake is released automatically on the flat (gradient of less than
5°) when the driver’s intention to drive off is detected. On gradients of more than
5°, the parking brake is released in a controlled manner depending on the
downgrade force.

Conditions: If the electric parking brake fails, the

Porsche 918 Spyder can be prevented
• Selector lever in D or R
from rolling away by actuating the manual
• Accelerator pedal pressed
emergency lock of the PDK parking lock.
• Driver’s seat belt fastened
Find more about this in Chapter 3.
• Driver’s door closed

Emergency braking

In dangerous situations, it is possible to decelerate very sharply and stop the

vehicle using the electric parking brake instead of the footbrake.

Conditions:

• Vehicle speed above 2.2 mph (3.5 km/h)

• One valid wheel signal per axle
• Press operating control continuously

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4.11 Control systems

Porsche Stability Management (PSM)

The 918 Spyder features a sportily tuned vehicle stability system, Porsche Stability

Chassis
4 Management (PSM). The system’s specific tuning means that not only does it pro-
vide high active safety, but it also satisfies requirements with regard to driving
dynamics for extremely sporty performance.

Its unique 2-stage switch-off strategy has been especially developed for sporty dri-
ving on race circuits and allows complete deactivation. In the first stage, the “Elec-
tronic Stability Control” (ESC) lateral dynamics control is switched off by pressing
the ESC OFF button in the center console. This enables the vehicle to be steered
around corners with the required drift using targeted steering movements and/or
accelerator pedal control.

5-button module 04_35_14 At the same time, sportily tuned longitudinal dynamics control (Traction Control) with
high traction through ABD (Automatic Brake Differential) as well as active safety
1 ESC OFF button
through ASR (Anti Slip Regulation) and EDTC (Engine Drag Torque Control) are main-
2 ESC + TC OFF button
tained.
3 PASM chassis button

In the second stage, pressing the ESC+TC OFF button also deactivates the “Trac-
ASR: Prevents the wheels spinning by tion Control” (TC) longitudinal dynamics control with the ABD (Automatic Brake Dif-
reducing the engine power. ferential), ASR (Anti Slip Regulation) and EDTC (Engine Drag Torque Control) sys-
tems. This enables fast and controlled cornering with defined drift through targeted
ABD: If one wheel of an axle starts to spin,
destabilization of the vehicle by short sharp braking in front of corners.
it is braked so that the other wheel on the
same axle can be driven.
Porsche Active Suspension Management (PASM)
EDTC: In conditions of excessive slip,
prevents all driven wheels from locking up The Porsche 918 Spyder is equipped with Porsche Active Suspension Management
when the vehicle is decelerating by (PASM) as standard. PASM is a shock absorber system for active, continuous
adjusting the engine speed. damper control on the front and rear axle. The damping force for each wheel is indi-
vidually regulated as appropriate to the driving style and driving conditions.
TC: Coordinates ASR, ABD and EDTC.

Body acceleration sensors

Road surface irregularities act on the chassis via the wheels and cause vertical
movements and vertical acceleration of the vehicle body. By actions such as steer-
ing, accelerating and braking, etc., the driver also produces pitch, roll and/or yaw
reactions of the vehicle. The body acceleration sensors detect the body movements
(i.e. the movements of the unsprung masses) and transmit them to the control unit.
For optimum detection of these movements, two of the sensors are attached to the
front spring strut domes on the right and left. A third sensor is mounted at the rear
left.

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Height sensors

The height sensors are used in addition to the body acceleration sensors for detect-
ing and evaluating rolling and pitching movements. The road conditions as well as
the movements of the unsprung masses are also determined on the basis of the
angular velocity and transmitted to the control unit.

Control unit

The PASM control unit in the 918 Spyder is inserted in a foam carrier under the lug-
Chassis
4
gage compartment in the front apron. The signals from the body acceleration sen-
sors and height sensors as well as information about lateral acceleration, steering
angle, brake pressure, engine torque and vehicle speed are supplied to the control
electronics. Based on this data, the required damping force for each wheel is calcu-
lated individually in just a few milliseconds and individual damper control is initiated.
As a result, the actually required damping forces are set in all driving situations,
thereby reducing body movements.

The driver is able to choose between the Normal and Sport programs via the PASM
chassis button in the 5-button module in the center console. Depending on the
mode and the current road and driving conditions, PASM individually regulates the
optimum damping force for each wheel as required. The required damping force is
Luggage compartment 04_36_14
always calculated and applied for each wheel in both programs, as described
floor control units
above.

PASM is controlled by regulating the fluid flow in the dampers. In Normal mode, for 1 PASM control unit
example, the fluid can flow freely and damper control is comfort-oriented. Depend- 2 Front axle lift control unit
ing on the selected program, the flow paths are closed or restricted and fluid flow is 3 Headlight control unit
hindered. This principle allows the damping force and vehicle handling to be con- 4 Horn relay
trolled continuously or at the push of a button. 5 Foam carrier

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918 Spyder
Porsche Torque Vectoring Plus (PTV Plus)

PTV Plus consists of an electronically regulated, fully variable rear differential lock
with selective braking interventions on the rear left or rear right wheel on road sur-
faces with low grip, e.g. wet roads. Together, these systems allow high traction on

Chassis
4 varying road surfaces, more precise cornering and increased driving stability.

The electronically controlled rear differential lock can be controlled variably and
actively independently of the driving situation. A number of parameters for the dri-
ving condition such as steering angle, steering speed, accelerator-pedal position,
turning motion of the vehicle (yaw rate) and vehicle speed are taken into considera-
tion to control the system. As a result, the rear differential lock offers higher trac-
Unlike an electronically controlled rear
tion during extreme driving maneuvers in particular, as well as a further significant
differential lock, a conventional mechanical
improvement in driving stability for load changes when cornering or changing lane.
rear differential lock can only react if
Another advantage of the fully variable rear differential lock is improved braking
differences in speed and torque occur
behavior during full braking. Complete disengagement of the rear differential lock
between the left and right wheel. The
allows the anti-lock brake system (ABS) to optimally control each wheel individually.
conventional mechanical rear differential
lock compensates these differences.
In addition, the steering behavior and the vehicle’s driving stability are improved by
Differences in speed should, for example,
selectively braking the rear right or rear left wheel when driving on road surfaces
be as small as possible if traction and
with low grip, e.g. on wet roads. Selective braking is applied on the inside rear
driving stability are required when moving
wheel as soon as the steering is turned. This gives the outside rear wheel higher dri-
off, but are essential when cornering.
ve torque in comparison with the inside wheel. This difference in torque provides the
vehicle with a yawing moment that also supports the steering angle of the vehicle.
The result is improved steering behavior.

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Porsche Traction Management (PTM)

The Porsche 918 Spyder is adopting a completely new approach with the all-wheel
drive. The drivetrain manager ASM, a software application in the DME, coordinates
the drivetrain components comprising the front-axle electric machine, the rear-axle
electric machine and the combustion engine. Instead of a separate PTM control
unit, the DME therefore assumes the function of an “ePTM”. One of the development
objectives for the 918 Spyder, apart from high energy efficiency in all driving condi-
tions, was to achieve the best possible traction and driving dynamics through a vari-
able wheel torque split between the front and rear axles.
Chassis
4
Highly complex strategies in the DME regulate the standard torque split of the three
drive sources to this end. Apart from the driver request (accelerator-pedal position),
the wheel and vehicle stability must be continuously taken into consideration during
regulation. These are monitored by the PSM via the wheel speed sensors and yaw
rate sensor. Since the drive torque of the combustion engine is also dependent on
the selected gear, the torque ratio changes between the front axle (electric drive)
and rear axle (combustion engine and electric drive), for example when shifting up.
The drive torque of the front electric machine must be reduced or the drive torque
of the rear electric machine increased to prevent understeering in this situation.
This simple example illustrates the complexity of the traction management in the
918 Spyder and the options opened up by powerful control unit hardware and soft-
ware as well as real-time communication between the control units.

04_37_14

Rear axle steering (RAS)

The list of chassis control systems must naturally also include rear axle steering. A
detailed description of the operating principle and control strategies of rear axle
steering can be found in Section 4.6.

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918 Spyder
5 Body

5.1 General

With its precise lines and sharp edges, the 918 Spyder is reinventing the Porsche
design DNA in a forward-looking way – as an open-top Super Sports Car with two-
piece roadster roof. The body is based on the rolling chassis concept derived from
the RS Spyder, where the load-bearing structure and the chassis form a functional
unit. The exterior panelling of the body, which is also made of carbon fiber-rein-
forced polymer (CFRP), is not part of the rolling chassis. The decoupling of the
Body
5
structure and exterior panelling enables the design and aerodynamics to be orient-
ed towards their core functions. The focus throughout the vehicle is on consistent
lightweight construction.

Rolling chassis of the RS Spyder 05_02_14

Rolling chassis 05_01_14

5.1 General 95
5.2 Monocoque and unit carrier 96
5.3 Inserts 101
5.4 Repair 102

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918 Spyder
5.2 Monocoque and unit carrier

The load-bearing structure of the 918 Spyder body consists of the monocoque and
the unit carrier. Both are made of a carbon-fiber composite material with appropri-
ate hardening resins. This approach of constructing a load-bearing vehicle structure

Body
5 entirely from CFRP is unique in this form amongst the competition. Compared with
other materials, the main advantages of the CFRP structure are the high material
rigidity combined with a low overall weight. Another advantage is the design flexibili-
ty offered by the material. The monocoque and unit carrier are joined using 6 high-
strength studs.
CFRP= Carbon Fiber-Reinforced Polymer

1 Monocoque
2 Unit carrier
3 Crash structures
4 Cast aluminum bracket

Monocoque plus unit carrier 05_03_14

Monocoque

The monocoque is the main component of the body. Together with the unit carrier, it
forms the load-bearing structure of the vehicle and, in addition to the interior, also
accommodates the two lightweight doors and the roof system comprising two roof
halves.

In the front area, the crash elements are bolted to aluminum cast add-on parts for
optimum force distribution. In the rear area, the monocoque accommodates the fuel
tank and the large traction battery. This is installed very low in the vehicle for weight
reasons. This ensures good accessibility and is also conducive to a low center of
gravity. The location of the battery and fuel tank near the center of moment benefits
the handling and wheel load distribution.

The reinforcing tunnel of the monocoque houses further components such as the
12 V battery, the lift system and the high-voltage A/C compressor. The A/C com-
pressor is bolted to the torque support for the front-axle module. The platform for
the front axle is also attached to the monocoque.

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918 Spyder
Unit carrier

As the name suggests, the unit carrier accommodates the main drive unit of the
918 Spyder. This comprises the 8-cylinder V-engine and the 7-speed Porsche Dop-
pelkupplung (PDK), together with the interjacent hybrid module for the rear axle. The
unit carrier also holds the entire rear axle as well as the add-on parts of the body.
The extendable rear wing and parts of both the high-voltage and low-voltage elec-
trics are also attached to it. The two air-cleaner elements and the clean air side with
the connections to the engine are also attached to the two sides of the unit carrier.
Since the temperature level in the unit carrier is much higher due to the waste heat
Body
5
from the combustion engine, a resin system that can withstand these temperatures CFRP= Carbon Fiber-Reinforced Polymer
in the long term without any loss of strength is used here.

Heat protection

Effective heat protection made of CFRP is installed in order to efficiently keep the
waste heat from the exhaust system away from the engine and unit carrier. The heat
protection comprises thin CFRP panels onto which a thin, reflective film is adhe-
sively bonded. It must be ensured that this film is not damaged, as otherwise the
substrate very quickly becomes damaged. The entire component must be replaced
if the reflective film is damaged.

Unit carrier 05_04_14

1 Clean air side of the air-cleaner box

2 Bolting point for fastening the
transmission

Heat protection for engine compartment 05_05_14

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918 Spyder
Manufacture

The monocoque is manufactured using a resin transfer molding process, or RTM for
short. The benefits of this process compared with the prepreg autoclave process
are the reduction in the time required, the high surface quality and the reproduci-

Body
5 bility. Approximately 100 tons of steel were machined for the six-part mold required
for the high-strength safety cell. In addition to the inserted fiber mats, resin can also
be injected into this mold in production and hardened under the influence of temper-
ature – this takes only approximately 3.5 hours per cycle.

Step 1 – Individual mold components

Six mold components 05_07_14

1 Preform and individual molds

2 Mold completed
RTM process 05_08_14
3 Heated press with injection
Step 2
1. The preforms are placed in the mold
2. The mold is moved into the press
3. The epoxy resin is injected into the preheated mold

Monocoque after RTM 05_09_14

Step 3 – The finished monocoque is removed from the mold in one piece after
hardening in the heated mold

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918 Spyder
Further work steps are then required to finish the monocoque. The component is
machined on modern machining centers. In other words, contact surfaces are
added at precisely defined locations, and bores and threads are placed.

Body
5
Monocoque add-on parts 05_10_14

Another step is adhesive bonding attachment of the roll-over bar and window frame.
These components are attached subsequently because it would be far too compli-
cated to manufacture the mold required for production in one pass.

Modern industrial adhesives achieve extremely strong adhesive power when they
are correctly applied. A clear lacquer is applied to specially exposed parts of the
cabin after the surface is prepared. The purpose of this lacquer is to protect and
visually emphasize these areas.

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918 Spyder
Crash structure

The crash elements in the front and rear are aluminum rather than CFRP. They con-
sist of hollow profiles made of aluminum sheet with additional drilled bores. This
enables energy to be absorbed in an efficient way in the event of a front-end or rear

Body
5 impact through defined deformation (buckling). They are bolted to the monocoque
and unit carrier using cast components made of aluminum, which makes them easi-
er to replace in the event of minor accident damage. To impede lateral buckling, the
crash elements are connected to each other by a transverse profile made of alu-
minum. The aluminum crash elements are equipped with riveted bolts to which cen-
tral ground lines of the low-voltage system are attached. The conductivity of the
material is deliberately used here for the local ground supply to the 12 V compo-
nents.

Front crash structure 05_12_14

Cast insert 05_11_14

Rear crash structure 05_13_14

CFRP= Carbon Fiber-Reinforced Polymer

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918 Spyder
5.3 Inserts

Components are fastened to the integral vehicle structure using inserts, i.e. con-
necting elements made of e.g. aluminum or SMC (sheet module compound) inte-
grated directly in the CFRP structure. These inserts are equipped with threads to
which the corresponding components are fastened by way of threaded connections.
To reduce weight, some inserts for trim panels are made of fiber-reinforced plastic
for the first time; these are called SMC inserts. Inserts for attaching the engine or
chassis components are subject to heavy loads and are all made of aluminum or
steel. These inserts can, under certain circumstances, be repaired in the event of
Body
5
damage (following examination by Service Level 3 specialists).

SMC
Sheet module compound is a fiber matrix
semi-finished product manufactured from
fibers and thermosetting reaction resins.
These main components are pressed in
premixed condition.

1 Green: CFRP inserts

2 Blue: Aluminum inserts
Monocoque 05_14_14 3 Red: Steel inserts

CFRP= Carbon Fiber-Reinforced Polymer

Unit carrier 05_15_14

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918 Spyder
5.4 Repair

Porsche AG recommends always replacing damaged CFRP components of the exte-

rior panelling (so-called class A components). Repair of CFRP components with sur-
face damage must be performed in accordance with the instructions in the corre-

Body
5 sponding Workshop Manual (PIWIS). Structural repairs must be performed in accor-
dance with the requirements set out by Porsche AG for Service Level 3 service
providers.

Non-destructive material testing for the purpose of damage diagnosis is used to

detect damage within the CFRP layer structure and to determine the extent of the
damage. This is important in order to determine the repair time and costs and
Always follow the Workshop Manual when accordingly calculate the economic efficiency of a repair.
repairing CFRP components.
An example of non-destructive material testing is the ultrasonic method, where the
sound reflected back by the material is shown as an image on a monitor. A materi-
als tester can then draw conclusions about the condition of the material from this
image.
Information about special tools or work-
shop equipment can be found on the
An examination of the CFRP structure can be necessary if the following are deter-
information pages in PPN. mined during the workshop process:

• Plastic deformation of the rim or rim flange

• Damage to the chassis suspension due to an accident
• Deviations in the adjusting values outside the tolerance in the chassis area, one
sided differences must also be taken into consideration
• Deformation of the side members of the crash structures or deviation of the
CFRP= Carbon Fiber-Reinforced Polymer
check dimensions for the side members
• Deformation of the door reinforcements
• Structural damage to the cover for the front and center underbody (breaks or
cracks)
• Cracks in the bolting points behind the body front
• Deformation and tearing of fastening screws on the chassis and on the front and
rear of the body
• Further criteria that indicate significant force with possible consequential damage

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Procedure in the event of damage

In general, the question of whether there is a need to examine structural compo-

nents damaged by accident events must be considered. Checking reference dimen-
sions using a body measuring system can also be helpful here. In the event of
uncertainty in individual cases, a PTEC must be filed with detailed documentation of
the damage. Body
5
1 Monocoque
2 Unit carrier
3 Side member crash structure
4 Bumper transverse strut

Overview of structural components of the rolling chassis 05_17_14

The procedure for repairing CFRP

components and contacting approved
repair Centers is described in detail in the
PIWIS information system. .

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6 Body – Exterior equipment

6.1 General

In order to keep the vehicle weight to a minimum, all of the exterior panelling on the
body of the 918 Spyder is made of carbon fiber-reinforced polymer (CFRP). The
design process placed great emphasis on the aerodynamics in addition to the
unique design. The Porsche Active Aerodynamics (PAA) system reconciles the differ-
ent aerodynamic requirements for efficiency and driving performance. It does this
by way of a combination of two active diffusors on the front underbody, the rear
Body – Exterior equipment
6
wing including spoiler with three-stage adjustment and the two cooling-air flaps in
the air intakes in the front apron. The PAA minimizes drag in the “Start” position for
low fuel consumption, and maximizes downforce in the “Performance” position for
high driving stability and driving dynamics.

Downforce in Performance position at 186 mph (300 km/h) 06_01_14

Rear spoiler 06_02_14

6.1 General 105

6.2 Weissach package 106

Cooling-air flaps 06_03_14 Active diffusor 06_04_14 6.3 Active diffusors 107
6.4 Front and rear aprons 108
6.5 Rear wing and spoiler 110
6.6 Single-arm wiper 112
6.7 Doors and lids 113
6.8 Underbody panelling 116
6.9 Roof panels and air deflector 117
6.10 Paint finish, liquid metal and
film wraps 118
6.11 Occupant protection 120

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6.2 Weissach package

The Super Sports Car is additionally available with a Weissach package. This is a
separate order type with an even stronger orientation towards motor sports, purism
and lightweight construction. Further, more detailed lightweight construction mea-

Body – Exterior equipment

6 sures, where every component and every screw was scrutinized right down to the
smallest detail, and the additional use of magnesium, CFRP, titanium and ceramic
materials enabled the vehicle weight to be reduced by an additional 90 lbs. (41 kg).

Technical highlights of the body equipment include:

• Complete film wrap, similar to motor sports (-5 lbs./-2.3 kg)

• Magnesium wheel (-33 lbs./-14.9 kg)
• Lightweight bucket seats with highly flame-retardant fabric (-3 lbs./-1.4 kg)
• Interior package in Carbon (-1.8 lbs./-0.8 kg)
• Weight-reduced doors with door opening loops (-3 lbs./-1.4 kg)

The exterior has also been further optimized in the Weissach package in order to
realize the lowest possible drag with the highest possible downforce. This is
achieved, for example, by way of add-on parts such as the aerodynamic flaps at the
CFRP = Carbon Fiber-Reinforced Polymer
front wheel housing vent for greater downforce or aerodynamic blades at the rear
of the vehicle to improve the air flow.

918 Spyder with Weissach package 06_05_14

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6.3 Active diffusors

Body – Exterior equipment

6

Active diffuser - closed 06_06_14

There are two active diffusors (left and right) on the front underbody. These consist
of the actual diffusor ducts for realizing the aerodynamic effect as well as the two CFRP = Carbon Fiber-Reinforced Polymer
active diffusor flaps for opening and closing the diffusor ducts. The two flaps are
made of CFRP and are adjusted by an electric motor during opening and closing.

The faster air flow produced by opening the diffusor ducts reduces the pressure,
which generates greater downforce at the front axle. The entire underbody has a
smooth surface when the diffusors are closed, which reduces drag by optimizing
flow conditions.

Active diffuser - open 06_07_14

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6.4 Front and rear aprons

Front apron

The front apron is made of lightweight polyurethane (PU) and is characterized by the

Body – Exterior equipment

6 two large side cooling air intakes. Each of these has four variable, slat-type cooling-
air flaps painted in black. As well having a sporty look, these flaps also perform an
important function: the two different positions of the active cooling-air flaps in the
air intakes (open/closed) increase the spread between efficiency and performance.
However, the performance is not positively influenced here by high downforce val-
ues, but rather by powerful and optimum cooling of the drive components, also
under maximum load. The efficiency is achieved by closing the cooling-air flaps and
in this way improving the drag. The slats can be turned 90° around the horizontal
axis by an electric motor. This closes the air intakes and interrupts the flow of cool-
Front apron 06_08_14 ing air through the front radiator. This has a positive effect on the cd value and
therefore on the fuel consumption. There is an all-round spoiler lip made of exposed
1 Actuator for radiator shutter
CFRP attached underneath the front apron. This is routed upwards in the area
2 Slats for radiator shutter
between the two radiators and is designed as a double lip.

CFRP = Carbon Fiber-Reinforced Polymer

Active cooling air flaps 06_09_14

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Rear apron

The rear apron is dominated by the typical almost horizontal Porsche 3D tail lights
and the two large air vents on the left and right with grille look in honeycomb pat-
tern. The extendable rear wing rounds off the view at the top.

Body – Exterior equipment

6

Rear apron 06_11_14

Rear view 06_10_14

Rear diffusor

The rear diffusor made entirely of exposed carbon is located below the license
plate. This does not just convey a visual impression of maximum performance but
also performs an important function aerodynamically for the necessary high down-
force. As well as acting as a trim panel for the engine compartment, it serves as a
static diffusor which, in accordance with the laws of physics, also increases the 1
speed of the air flow and in this way reduces the pressure level (thereby increasing 2
the downforce). As well as the combination light for the back-up and fog lights
Rear diffusor 06_12_14
(country-specific), there is also a reversing camera mounted in the rear diffusor.
This camera is automatically activated when reversing, but can also optionally 1 Back-up light/rear fog light
extend the field of vision of the mirrors when driving forwards. 2 Reversing camera

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6.5 Rear wing and spoiler

The variable rear wing consists of the blade with aerodynamically optimized profile
and an electrohydraulic drive for extending and retracting the wing. The wing takes
approximately 3.3 seconds to extend to the maximum height of 4.72 inches (120

Body – Exterior equipment

6 mm). The blade is made of CFRP for low weight and high strength. The two wing
supports are made of aluminum and are aerodynamically optimized, as well as spe-
cially designed for the high downforces encountered in the 918 Spyder. The addi-
tional rear spoiler is mechanically coupled to the supports for the rear wing and is
extended as soon as the rear wing moves to the upper position, additionally increas-
ing the downforce at the rear axle. The rear wing is retracted and extended via
hydraulic cylinders. Angle adjustment is performed via two additional, multi-stage
hydraulic cylinders. This lightweight and compact system has two advantages: first-
ly it was possible to integrate an additional tilt function and secondly the different
wing positions can be adjusted very quickly and with extremely high precision. The
Rear wing drive 06_13_14 tilt function of the blade brings about a further significant increase in the vehicle’s
downforce at the driven rear axle.
1 Rear spoiler mechanism
2 Hydraulic unit
3 Blade angle adjustment (hydraulic)
4 Guide
5 Adjusting cylinder (hydraulic)

Rear wing 06_14_14

Rear wing positions 06_15_14

CFRP = Carbon Fiber-Reinforced Polymer

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Aerodynamic components

Body – Exterior equipment

6

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6.6 Single-arm wiper

Significant weight savings compared to conventional systems have also been

achieved with the single-arm wiper. The wiper arm is now directly connected to the
windshield wiper motor and as a result is directly driven – without any additional link-

Body – Exterior equipment

6 age. This makes it one of the lightest windshield wiper systems on the market. Due
to the pronounced curvature of the windshield, a new, optimized standard wiper
blade capable of wiping a large area is used. The wiper system is either controlled
via the multi-stage automatic wiper system, by the rain sensor or manually.

Wiper motor 06_17_14

1 Direct wiper arm drive

2 Gear unit
3 Electric motor
4 Holder and decoupling elements

Wiping area of the single-arm wiper 06_18_14

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6.7 Doors and lids

Doors

The door frame and skin on the 918 Spyder are made of CFRP. This makes the
doors very light, despite their high inherent rigidity. The doors also contain addition-
al reinforcements made from steel tubing in order to meet the requirements for side
impact protection. The power window mechanism has been adopted from the 991
Carrera.
Body – Exterior equipment
6

Door impact protection 06_19_14

CFRP = Carbon Fiber-Reinforced Polymer

06_20_14

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Front hood

The front hood on the 918 Spyder is made entirely of CFRP. As well as the tradition-
al cover for the front luggage compartment and plenum panel, in this case the hood
also includes the cover for the front wheel housings. The front hood therefore spans

Body – Exterior equipment

6 the entire body front section. Due to its size, it was necessary to secure the hood
using two locking mechanisms. These are now located to the left and right of the
luggage compartment liner at around the same level as the headlights instead of on
the front apron as before. The lever for releasing the hood lock is also located at
the front left headlight.
CFRP = Carbon Fiber-Reinforced Polymer

1 Hood lock
2 Hood release lever

06_21_14

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Engine cover

The exhaust system design with top pipes means that the entire system is now
above the engine. This meant it was possible to move away from an engine cover
with hinges and locking mechanism and design an engine cover that is fastened to
the unit carrier using screws. The screws are covered with caps as additional
design elements. The cover is made of metal and its shape is adapted to the con-
tours of the 918 Spyder. Like the Carrera GT, there are precision laser cut holes in
the cover, the 918 has 7364 precision laser cut holes in it's cover. There are spe-
cial openings incorporated into the cover as an outlet for the two tailpipes.
Body – Exterior equipment
6
The caps for the engine cover must be
loosened and tightened only using the
assembly tool intended for this purpose.
Observe the instructions in the Workshop
Manual.

Engine cover 06_23_14

Service flap

A service flap for topping up engine oil if necessary has been provided at the rear
of the engine cover. There is also a fuse box mounted under this flap.
Complete engine cover 06_22_14

06_24_14

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6.8 Underbody panelling

The underbody of the 918 Spyder is completely covered by panelling. This is mainly
installed for aerodynamic reasons. As a positive side effect, it protects the covered
components against dirt and stone impact. In order to ensure the accessibility of

Body – Exterior equipment

6 the components, the covers are cut in such a way that the components can be
reached with minimum effort. The attachment points for the lifting platform supports
are also situated under special covers.

1 Lifting platform support points

2 Rear diffusor
3 High-voltage traction battery cover
4 Unit carrier cover
5 Center tunnel cover, 12 V battery

06_26_14

The trim panel for the traction battery (item 3) is connected directly to the high-volt-
age battery and can only be removed as a complete unit together with this battery.
A undercover overlays both the high and low voltage batterys.

Underbody aerodynamics 06_25_14

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6.9 Roof panels and air deflector

Like the Carrera GT before it, the 918 Spyder has also been developed as a highly
emotive roadster concept. The roof is made entirely of CFRP and consists of two
individual, removable roof halves that can be stowed in the luggage compartment.

Body – Exterior equipment

6
Without roof 06_28_14 With roof 06_29_14

An air deflector that can be manually attached to the cowl frame has enabled a sig-
nificant improvement in comfort for open-top driving. The air deflector is stowed in a
holder in the luggage compartment when the roof is closed. Similar to the Carrera
GT, the roof panels are secured in guides on the windshield frame and locked at the Air deflector 06_27_14
roll-over bar using a clamping mechanism. A sensor checks that the roof panels are
correctly locked in position (display in the instrument cluster only).
CFRP = Carbon Fiber-Reinforced Polymer

Roof panels - 2 parts 06_30_14 Roof panels stored 06_31_14

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6.10 Paint finish, liquid metal and film wraps

In addition to the standard colors of solid and metallic paints, two liquid metal color
tones – Silver and Blue – are being offered for the 918 Spyder for the first time. It
is also possible to have the vehicle completely wrapped or decorated with film

Body – Exterior equipment

6 wrap. The decorative film comes in two motifs. The complete film wrap is available
in solid colors or in Matt Black.

Service Level 3 contains a list of service providers who can provide assistance or
carry out work to order for the repair scopes of applying liquid metal and film wrap.
Please also note the information in the Workshop Manual, specifically the informa-
tion on color matching when replacing individual components.

Examples of the different surfaces

Solid paint (Yellow) 06_32_14

Metallic paint 06_33_14

Gray film wrapping 06_36_14

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Liquid metal paint finish (Silver) 06_34_14

Body – Exterior equipment
6

Martini Racing (Decorative film) 06_35_14

Salzburgring (Decorative film) 06_36_14

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6.11 Occupant protection

Body – Exterior equipment

6

Interior with three-point seat belts 06_38_14

Occupant safety is very important, particularly for a Super Sports Car with high per-
formance potential. The 918 Spyder satisfies all worldwide requirements with
regard to safety regulations and crash tests thanks to its consistent design and an
integral structure with monocoque. Depending on the accident severity, both occu-
pants are protected by full-size airbags with two-stage inflation.

Interior with three-point seat belts 06_38_14

POSIP

The first stage of deployment of the front airbags, where the airbag is inflated with
only a small amount of gas, is used for minor accidents. This reduces the impact
for the driver and passenger, while providing optimum protection. The standard
POSIP system consists of side impact protection with a head airbag in the doors as
well as a thorax airbag in the seats. The 918 Spyder also features 3-point automatic
seat belts with seat-belt pretensioners and two-stage force limiters.

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7 Body – Interior equipment

7.1 General

The passenger compartment of the 918 Spyder has a clear basic architecture and
a layout that is both ergonomic and intuitive, with everything optimally tailored to
the driver and driving. In addition to state-of-the-art, exclusive and lightweight mate-
rials, the passenger compartment also features a completely newly developed
bucket seat as well as using the new steering wheel generation from Porsche.
Body – Interior equipment
7
All interior parts are made of exclusive and modern materials and perform both a
visual and load-bearing function in the vehicle. For example, the interior items made
of brushed aluminum are not simply clip-on trims; they are load-bearing elements of
the passenger compartment. The use of aluminum presents a contrast to the tech-
nical materials and functional appearance. Elements with a Smoke Chrome galva-
nized finish are used for the first time. The monocoque is made of exposed carbon
throughout the passenger compartment and conveys the high-quality, technical
character of the 918 Spyder.

Components from current vehicles have been used wherever appropriate and possi-
Smoke Chrome trim 07_02_14
ble. This means less work for the development team and also lowers the costs of
the vehicle. Examples are the interior mirror, the roof console for the interior light
(cut on the frame) and the power window controls. Despite these components being
adopted from other vehicles, the interior design is unique and distinctive.

7.1 General 121

7.2 Cockpit 122
7.3 Bucket seats 123
7.4 Porsche Design steering wheel 124
7.5 Luggage set 125

07_02_14

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7.2 Cockpit

The cockpit is divided into two areas for the driver. The area in front of the driver
around the steering wheel is exclusively reserved for driving and driver information.
It contains all the controls for driving such as the pedals, the steering wheel with the

Body – Interior equipment

7 shift paddles for operating the Porsche Doppelkupplung (PDK) and the driver infor-
mation in the form of the three round instruments in tube design and the central
8-inch display in the dashboard.

The control and display elements in the center console are mainly used for the com-
fort functions, infotainment and communication. In addition to three rotary/push-but-
ton controls, the comfort functions can also be operated using touch controls. The
7-inch touchscreen features gesture and handwriting recognition. The controls for
operating the air conditioning and PCM are also integrated in the center console.
See the operating instructions for details.

07_03_14

Driver information (green)

Operation of comfort and infotainment
functions (blue)

07_04_14
Top view of cockpit 07_05_14

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7.3 Bucket seats

The 918 Spyder uses a completely newly developed lightweight bucket seat made
of CFRP (full bucket) that provides a preview of future seat developments at
Porsche. The main focus of development was on lightweight construction and a
very low and sporty seat position. The electric seat height adjustment (optional with-
out extra charge on the passenger’s side) in combination with the steering-wheel
adjustment function enables greater flexibility with the same seat position – for both
tall and short drivers.
Body – Interior equipment
7
There is a predefined space for a 2.2 lbs. (1 kg) fire extinguisher at the base of the
passenger seat. The seat is also offered in a lightweight version, where the leather
thickness has been reduced to the acceptable minimum. The seat upholstery was
also minimized for an even better vehicle feel and to reduce weight. The color of
the leather seat covering can be ordered to match the customer’s specific require-
ments.

07_06_14

Red headrest 07_07_14 Brown headrest 07_08_14

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7.4 Porsche Design steering wheel

The steering wheel was completely newly developed and gives a preview of the
future steering wheel design at Porsche. It is particularly sporty thanks to its small
overall and rim diameters (360 mm/30.4 mm). The three spokes have an open

Body – Interior equipment

7 design. All the vehicle functions of relevance for driving are integrated in the steer-
ing wheel. In addition to the controls with the familiar rotary and push-button con-
trols at thumb level, the shift paddles for the Porsche Doppelkupplung (PDK) are
mounted behind the horizontal spokes. Located on the lower right is the rotary
switch, also called MAP switch, for the various driving modes. On the opposite side
is the control unit for the cruise control and the changeover switch for manual oper-
ation of the Porsche Doppelkupplung (PDK).

07_09_14

07_10_14

Located as usual in the center of the steering wheel are the actuator for the horn
and, behind that, the driver’s airbag. The steering wheel rim made of easy-grip,
napped leather features a color marking at 12 o’clock for better identification of the
straight-ahead position of the steering wheel (front wheels) during extremely dynam-
ic driving.

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7.5 Luggage set

There is a luggage set available as standard equipment for the 918 Spyder. It is
perfectly tailored to the colors and materials used in the vehicle as well as the avail-
able space. The exclusive and high-quality luggage set is available in the five color
variants offered for the interior.

The luggage set consists of:

• Trolley case for the luggage compartment. Expands for storage in the luggage
compartment when the roof halves are not being stowed (1.4 cu. ft./40 l volume)
Body – Interior equipment
7
or unexpanded (1 cu. ft./30 l volume). Made of carbon fiber-reinforced plastic
(CFRP) and leather with piping in a contrasting color.
• Bag for the center console. Can be attached in the free space under the center
console, making this space available for use for luggage. Made of carbon fiber-
reinforced plastic (CFRP) and leather with piping in a contrasting color.
• Box for the glove compartment. Suitable for stowing small items. Made of plastic
with leather/fabric incl. piping in a contrasting color.
• Two garment bags. Attached to the monocoque behind the seats. Made of
lightweight fabric with piping all around the edge and 918 Spyder logo in a
contrasting color.
• Document case. Made of plastic with leather/fabric including piping in a
Luggage set 07_11_14
contrasting color.

Trolley 07_13_14

07_12_14

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8 Heating and air conditioning

8.1 General

The Porsche 918 Spyder is equipped with 2-zone automatic climate control with
separate temperature and air flow adjustment for the driver and passenger. It fea-
tures automatic air recirculation control with air quality and humidity sensors. The
system is operated via the touchscreen in the center console. There are eight step-
per motors installed at the heater box for temperature control and air distribution;
these motors are controlled via a LIN bus.
Heating & air conditioning
8
8.2 Passenger compartment pollen filter

The passenger compartment pollen filter is located directly in the air intake for the
passenger compartment heating underneath the front lid.

8.3 Passenger compartment high-voltage heater

Installation position of the pollen filter 08_01_14

08_03_14

1 High-voltage connection
2 LIN bus connection
3 Coolant connections

Installation position of the passenger compartment high-voltage heater 08_02_14

A passenger compartment high-voltage heater for enhanced comfort is available as 8.1 General 127

an option in the Porsche 918 Spyder. This is integrated in the high-temperature 8.2 Passenger compartment pollen

cooling circuit and significantly improves the response time and heat output of the filter 127

passenger compartment heating. The passenger compartment high-voltage heater 8.3 Passenger compartment high-

is installed in the body front section in front of the bulkhead. The electrical output of voltage heater 127

the passenger compartment high-voltage heater is 5 kW; demand-dependent activa- 8.4 A/C refrigerant circuit 128

tion is performed by the vehicle air conditioning control unit via the LIN bus.

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918 Spyder
8.4 A/C refrigerant circuit

Heating & air conditioning

8
1 High-voltage A/C compressor
2 Refrigerant shut-off valve at the
expansion valve
3 Chiller connection (not shown), see the
section “High-voltage lithium-ion battery
08_04_14
cooling” for further information
4 Condensers There is a refrigerant shut-off valve at the expansion valve. When the cooling req-
5 Evaporator (installed in the heater box) uirement of the high-voltage lithium-ion battery is high, the shut-off valve is closed to
6 Dryer increase the battery cooling performance. The high-voltage A/C compressor is inte-
grated in the torque support of the electric front-wheel drive.

The refrigerant R134a is used.

The A/C system evaporator is omitted on vehicles with the Weissach package
The vehicle must not be put into (weight reduction). It can, however, be added again at the request of the customer.
operation with an empty A/C
refrigerant circuit! A/C Compressor

The air conditioning may be switched off

in the “Race Hybrid” and “Hot Lap”
operating modes, depending on the
thermal load of the high-voltage lithium-
ion battery.

A/C Compressor from underside of vehicle

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9 Electrics and electronics

9.1 General

Designed as a plug-in hybrid, the 918 Spyder also features the high-voltage compo-
nents described in greater detail in Section 2 in addition to the “traditional” 12 V
vehicle electrical system.

The ninth section accordingly deals with the energy management system for the
12 V control units and the network topology. It also describes the lighting and the
Electrics & electronics
9
available driving assistance and infotainment systems as well as the functions of the
instrument cluster and the new concept of the Porsche Communication Manage-
A special charger is required for the 12 V
ment (PCM) system as the main interface between the driver and vehicle. It finishes
lithium battery in order to be able to
with an overview of the functions available at the time of preparation of this SIT and
control the charging process in accord-
requirements for the mobile online services.
ance with the specifications. The instruc-
tions in the current service literature must
9.2 Vehicle electrical system and energy management
be followed without fail. Porsche recom-
mends charging via the high-voltage
The two electric machines not only provide the propulsion for the 918 Spyder, but
battery when there is an AC charger
also work as high-voltage generators depending on the operating mode and driving
connected.
situation. The rear electric machine additionally acts as the starter for the combus-
tion engine. DC/DC converters in the front- and rear-axle power electronics trans-
9.1 General 129
form the high voltage into the low voltage required for the 12 V vehicle electrical
9.2 Vehicle electrical system and
system and make it available continuously. In other words, the 12 V battery is sup-
energy management 129
plied with voltage via the high-voltage battery and a DC/DC converter in the front
9.3 Installation positions of the
power electronics. This enabled the conventional 12 V three-phase generator and
control units 133
12 V starter to be omitted.
9.4 Network topology 134
9.5 Lighting 136
There is a 12 V lithium-ion battery installed in the tunnel on the underside of the 918
9.6 Windshield wipers 140
Spyder for supplying the control units and e.g. ensuring the availability of lighting
9.7 Assistance systems 141
when the vehicle is switched off.
9.8 Control and display concept 142
9.9 Infotainment 148
9.10 PCC/Mobile Online Services 157
9.11 High-voltage safety 165
9.12 Visual warning notices 172
9.13 Isolation of the 918 Spyder
from the power supply 176
9.14 Possible dangers of working
with lithium-ion batteries 179
9.15 Classification of high-voltage
lithium-ion batteries 183
9.16 Handling faulty lithium-ion
batteries 186
12 V lithium-ion battery 9.17 Actions in the event of an
accident involving electricity 192

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The combustion engine cannot be started when the 12 V battery is exhausted due
to the complexity of the control and the information that would then be missing (e.g.
start enable for immobilizer, etc). Special emergency power supply contacts for
connecting trickle charging have been realized due to the difficulty of accessing the
installation position in the tunnel on the underside of the vehicle. These are located

Electrics & electronics

9 in the body front section beside the right headlight. They can be accessed after
opening the front lid and removing a trim panel. The positive terminal can be
accessed after opening the power distributor box at the front right, while there is a
tab welded onto the end of the passenger side longitudinal member for the negative
terminal. These “jump-start points” are used to supply 12 V voltage to the vehicle
battery. This does not charge the high-voltage battery! A facility for an emergency
power supply has also been implemented within the fuse box on the driver’s side.
This is mainly used for emergency unlocking when the 12 V battery is discharged.

Although the shape and function of the lightweight and small 20 Ah lithium-ion bat-
tery installed as standard in the 918 Spyder are comparable to a conventional lead
battery, the lithium-ion battery has major advantages over a conventional vehicle
battery:
Jump-start point 09_01_14
• Smaller size and reduced weight. Approximately 22 lbs. (10 kg) lighter (> 60%)
1 Positive terminal compared to a 60 Ah lead battery
2 Negative terminal at end of longitudinal • Almost 100% usable battery capacity
member • Uniformly high power output, regardless of the charge state
• Lower self-discharge
• Longer service life
• Ten times higher power absorption compared to a conventional lead battery,
therefore charges more quickly
• Number of possible charge/discharge cycles ten times higher than for
If the vehicle is to be parked up for an conventional lead batteries
extended period, it is recommended to • Ceramic film with solid electrolyte as protection against leakage of the battery
maintain the voltage of the high-voltage acid as a possible result of damage
battery by way of AC charging. The 12 V
battery is then automatically trickled The lithium-ion battery comprises wound carbon and iron phosphate films, as well
charged. as a ceramic film separator soaked in an electrolyte. Compared to other lithium-ion
battery constructions with a combination of manganese oxide, cobalt oxide or nick-
el, the lithium-iron-phosphate battery enables a voltage supply of 12 V and greater
robustness as a lightweight battery.

The battery is constructed from four cells and additional control electronics. This
“battery management system” is needed to protect the battery against exhaustive
discharge (“voltage monitor”) and to ensure the uniform charging condition of the
individual cells (“balancing”).

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Another advantage compared to a conventional lead battery is the power output,
which is much higher over a wider usable charge range with the lithium-ion battery.
Since power output with a lithium-ion battery is almost independent of the state of
charge, it means that a lithium-ion battery can still supply current even when the
state of charge of the battery is very low.

The 12 V lithium-iron-phosphate battery can be made very light and small in the 918
Spyder as a performance hybrid since its energy content is just 20 Ah. This is pos-
sible since the 12 V vehicle electrical system can be supplied via the 400 V high-
voltage system if necessary. This is done by transforming the high voltage to the
Electrics & electronics
9
12 V vehicle electrical system voltage via the DC/DC converters in the front and
rear power electronics. It is preferable to transform the voltage via the DC/DC con-
verter in the front power electronics unit for thermal reasons (the temperature level
of the rear power electronics unit in the engine compartment is higher than that of
the front power electronics unit) and efficiency reasons. The rear DC/DC converter
is additionally activated if necessary.

As just described, this battery is not just an energy store but also contains sensors
(BMS) that monitor the state of charge and the energy flow. They communicate
directly with the gateway control unit via a LIN data bus; on the 918 Spyder, the
gateway control unit also contains the energy management system for the 12 V
vehicle electrical system. There is also an isolating element integrated in the battery
that can isolate the 12 V vehicle electrical system from the power supply in the
event of critical energy states. The battery is diagnosed using PIWIS Tester II via the
gateway. However, critical energy states and faults are also indicated directly on the
battery using a status LED. The following table shows the different flashing codes.

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The gateway control unit does not just communicate with the 12 V battery via a LIN
data bus in its capacity as energy manager. A second LIN slave on this bus is the
main fuse box. This is located in the passenger footwell and contains the main fuses
via which the other fuse boxes are protected. The main fuse box, like in the other
Porsche models, also houses the relays for terminal 15, terminal 30TP (transport),

Electrics & electronics

9 terminal 30F (in the event of a fault) and terminal 30 SD (plug sockets).

Since increasing requirements relating to driving safety and comfort and new com-
ponents will always be in conflict with lightweight construction, this made it even
more important in terms of the target weight of the overall vehicle to develop and
install the vehicle electrical system in such a way that, despite its complexity, it
could be compact and light as possible. All in all, the 12 V wiring harness consists
of more than 1,400 single wires with a total weight of 106 lbs (48 kg). The diame-
ter of the wiring harnesses is also usually large, which makes routing them in the
vehicle a complex task. The bundle thickness of the 12 V wiring harness varies up
to a diameter of 70 mm.

The big challenge in the area of the wiring harness in the 918 Spyder is the ground-

Main fuse box 09_02_14 ing concept. Compared to a conventional vehicle made mainly of metal, the ground
potential cannot be realized via the body on a CFRP monocoque. Three central
ground rails are used for equipotential bonding of the high-voltage components in
the 918 Spyder. The housings of the high-voltage components are connected to
these ground rails to ensure shock-hazard protection in the event of a fault. Equipo-
tential bonding therefore protects against current flowing through the human body in
the event of insulation faults. It also ensures electromagnetic compatibility between
electric components. Ground is also distributed from these central rails to several
ground points attached to the body, which in turn can act as a ground supply for the
control units and electrical loads.

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9.3 Installation positions of the control units

As already described in Section 4.11, a number of control units are now mounted
using a foam carrier in the luggage compartment. This offers several advantages:

9
• The control units are securely fixed in place and protected against vibration.
• The effort involved in assembly and disassembly is reduced to a minimum.
Electrics & electronics
• The installation location and the position of the control units are clearly defined.
• There is a weight saving, since other control unit holders and fastening materials
are not needed.

09_03_14

1 - Home Link 2 - Alarm Horn

3 - Porsche Active Suspension Management 4 - Front Axle Lift
5 - Adaptive Dynamic Light Control 6 - Rear-end Electronics
7 - Electric Brake Booster 8 - Front-end Electronics
9 - Gateway 10 - Main Fuse Box
10 - Front Right Fuse Box 11 - Airbag
12 - Electric Steering Column Lock 13 - Front Left Fuse Box
14 - Ignition Lock 15 - Door Control Unit
16 - Interior Surveillance 17 - Tire Pressure Monitoring
18 - Digital Motor Electronics 19 - Spindle Actuator
20 - Rear Fuse Box 21 - Porsche Adaptive Aerodynamics
22 - Porsche Doppelkupplung 23 - Electrnic Park Brake

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9.4 Network topology

Logical networking of the control units forms the basis for smooth, two-way commu-
nication in real time. This enables perfect interaction between the individual compo-
nents that is imperceptible to the driver. In the 918 Spyder, these distributed func-

Electrics & electronics

9 tions use exclusively high-speed CAN data buses with a data transfer rate of 500
kbps and LIN data buses with 19.8 kbps. The diagnosis CAN, drive CAN, chassis
CAN, comfort CAN, crash risks CAN and MMI CAN familiar from the other current
Porsche models and a LIN for the 12 V energy management system are connected
directly to the central gateway.

The integration of the high-voltage components via their own hybrid CAN and the
omission of the MOST® optical data bus in the infotainment area are new. Also new
is the use of a so-called private CAN for the communication between the accelera-
tor-pedal module/sensor cluster and the DME/PSM. The following network topology
shows how the new control units such as the electric brake booster, the aerodynam-
ics control unit or the on-board charger are integrated.

Glossary

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Electrics & electronics

9

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9.5 Lighting

Electrics & electronics

9
Daytime running lights 09_04_14

Porsche and design – this synthesis of form and function is found again and again in
the 918 Spyder. Both at first glance of the vehicle as a whole and upon contempla-
tion of fascinating details. Take the exterior lighting, for example: full-LED headlights
at the front and 3D LED tail lights provide a unique complement to the impressive
lines of the CFRP exterior panelling. At the same time they offer impressive illumina-
tion of the road or race track.

All interior and exterior lights (headlights, flasher repeaters, tail lights, high-level 3rd
brake light as well as rear fog and back-up lights) on the 918 Spyder use LED tech-
nology. The vehicle does not contain a single incandescent lamp.

The reason for this is the superiority of the LED technology with the following
advantages:

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Headlight

The development objective was to design an extremely lightweight, efficient and

high-performance headlight. The 918 Spyder uses a newly developed, distinctive
full-LED headlight. The light module incorporates all the light functions, which means
there is no need to use additional front light modules.

With its striking four-point light design and lightweight design features, the 918 Spy-
der headlight provides a preview of future Porsche headlight generations. The light
module offers high efficiency of approximately 50% (as opposed to approximately
Electrics & electronics
9
30% for other LED headlights).

According to current statutory regulations,

One of the decisions made for weight reasons was to dispense with the integration
a headlight washer system is prescribed if
of a cornering light. This is compensated by the use of high-performance LEDs.
the luminous power of the light source is
Another decision made for weight reasons was to dispense with a headlight clean-
greater than 2,000 lumens.
ing system. This is possible because the input luminous power is below the statuto-
ry requirements for a headlight cleaning system. Output luminous power on a par
The luminous power of all the dipped beam
with the other model lines is still achieved thanks to the high efficiency.
LEDs in a headlight on the 918 Spyder is
approximately 1,950 lumens. In compar-
All the lightweight construction measures combine to make the headlight on the
ison, a 35 watt Xenon headlight has 3,200
918 Spyder an extremely compact and lightweight module. With a weight of just
lumens. .
1.9 lbs. (850 g) per LED light module and 8.6 lbs (3.9 kg) per headlight, a weight
saving of more than 8.8 lbs. (4 kg) per vehicle was possible compared with previ-
ous LED headlight systems.

The headlight additionally features the Racelight function, which increases the lumi-
nous power to the performance limits of the LED technology. The Racelight function
is automatically activated in the Sport Hybrid, Race Hybrid and Hot Lap driving
modes and gives the driver a much better and higher contrast view with greater
range thanks to maximum efficiency at an output of up to 25 watts. The Racelight
function is also activated in all other driving modes above a speed of 62 mph (100
km/h) as a highway light for longer trips. When the Racelight function is not activat-
ed, the LED module is very efficient with an output of 18 watts.

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Electrics & electronics

9
1 LED modules for side light, daytime
running lights and direction indicator light
2 LED modules for dipped beam
3 LED modules for high beam 09_05_14

An LED module is made up of several LEDs and optical units. A headlight consists
of a total of eight LED modules. The four modules arranged in a square consist of
one white LED each for the side light and the daytime running lights and four orange
LEDs for the direction indicator light. With the side light, the white LEDs are activat-
ed via pulse width modulation. The dipped beam and high beam are each formed by
two LED modules. The dipped beam is generated by the inner and outer modules,
while the high beam is generated by the upper and lower modules. These LED mod-
ules use more powerful high-performance LEDs with reflectors.

09_11_14

1 Reflector Daytime running lights 09_06_14 Direction indicator light 09_07_14

2 3D tail light
3 High-level 3rd brake light
4 Rear fog light and back-up light (country-
specific)
5 Reversing camera

Dipped beam 09_08_14 High beam 09_09_14

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Tail lights

The 3D tail lights on the 918 Spyder also use LED technology. The three-dimension-
al contour determines the distinctive shape of the lights and makes them unmistake-
able. The design is characterized by a detached, floating appearance. The direction
indicator is positioned so that it is invisible when switched off and only visible when
activated. It is located within the light ring of the brake lights.

The yellow direction indicator is deactivated on SAE vehicles. On these vehicles, the
direction indicator function is implemented via the brake lights. The additional reflec-
Electrics & electronics
9
tors are fitted into the large air outlets beneath the tail lights in the rear area.

The high-level 3rd brake light is centrally positioned in the automatically extending
rear wing and optimally integrated into the design of the rear end. Its position in the
rear wing means that the high-level 3rd brake light is always in the field of view of
the traffic travelling behind. The 918 Spyder uses adaptive brake lights. With this
system, the brake lights flash in the event of high deceleration values or emergency
braking in order to warn the traffic travelling behind. The system is active above 09_10_14
43 mph (70 km/h).

The rear fog light and back-up light also use LED technology and sit centrally and
very low in the diffusor. The rear fog light function cannot be activated in the USA
due to legal regulations (mounting position is too low).

Direction indicator lights

The direction indicator lights also use LED technology.

09_12_14

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9.6 Windshield wiper

Electrics & electronics

9
Wiper motor 09_14_14

09_13_14

The windshield of the 918 Spyder is cleaned by a single-arm windshield wiper with
direct drive. With this system, the reciprocating motion of the wiper arm is executed
by electronically changing the direction of rotation of the wiper motor. There is sep-
arate control electronics integrated in the wiper motor for this, which communicates
with the front-end electronics via LIN. Two fixed speeds can be set or the speed is
automatically controlled by the rain sensor. The axis of the wiper motor is shifted to
the left by 100 mm for an optimized wiping area.

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9.7 Assistance systems

Despite being designed as a Super Sports Car, the 918 Spyder has a number of
assistance systems; however, these systems are limited to those that require little
additional hardware and whose functions can mainly be implemented using soft-
ware. They include e.g. cruise control and database-assisted speed limit display in
the instrument cluster.

A new feature is how the cruise control is operated: the cruise control function is
activated/deactivated via a button in the 4-button module in the multi-function steer-
Electrics & electronics
9
ing wheel. The current speed of the vehicle can be defined as the set speed for the
cruise control using another button. Unlike in the other Porsche models, the set
cruise control speed cannot be increased or decreased by way of a button on
the 918 Spyder; the current speed can simply be maintained.

The speed limit display function is one of the subfunctions of the navigation system Reversing camera 09_15_14

and will be described in greater detail in the next section. The only component that
requires additional hardware is the reversing camera, which sits very low on the rear
of the vehicle. It is centrally positioned in the rear underbody panelling, at the end of
the diffusor. The image generated can be displayed on the 8 inch information dis-
play.

Permanent display of the camera image, for example during race track use or as
assistance when reversing, is a special feature of the reversing camera in the 918
Spyder. The low installation position and rearward viewing direction mean that the
camera is of limited suitability for parking and more of a monitor for the area behind
the vehicle.

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9.8 Control and display concept

The interior of the 918 Spyder is also consistently designed for performance. This
is realized by way of a puristic overall concept reduced to the essentials that offers
a very driver-orientated control and display concept thanks to its cockpit-like charac-

Electrics & electronics

9 ter. This enables the driver to concentrate on the essentials – the driving – with as
few distractions as possible.

The concept offers a completely new kind of ergonomic design with innovative con-
trols compared to the other Porsche model lines. In the interior, the 918 Spyder
reprises elements from the Carrera GT and other classic Porsche race cars and
interprets these in a future-orientated manner with intelligent ergonomics. All the
controls convey an authentic motor sport feeling thanks to their high functionality
and clear driver focus.

1 Multi-function sports steering wheel

2 Three typical Porsche round instruments
3 PDK selector lever and electric parking
brake
4 Central 8-inch information display
5 7-inch touchscreen in black panel
technology

Cockpit division 09_16_14

The control and display elements are divided into two different functional areas:

1. Driver information: The multi-function sports steering wheel, the round instru-
ments for controlling and displaying central driving functions as well as the com-
pact PDK selector lever and the button for the electric parking brake.
2. Infotainment: The elevated center console incl. touchscreen as well as a central
TFT information display in the dashboard for central functions such as audio, nav-
igation and air conditioning.

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Driver information

The driver information area includes the control and display elements:

• Ignition lock, PDK selector lever and 5-button module

9
• Multi-function sports steering wheel
• Instrument cluster
Electrics & electronics

Ignition lock, PDK selector lever and 5-button module

The ignition lock is on the left, as is typical for Porsche. The selector lever for the
D, N and R positions of the standard 7-speed Porsche Doppelkupplung (PDK) is
located on the opposite side of the steering wheel in an optimum ergonomic posi-
tion in the dashboard. The button for activating the electric parking brake is located
directly beside the selector lever. This must be activated in order to be able to
remove the ignition key.

The 5-button module for setting driving-relevant functions is located at the top of the
Driver information 09_17_14
elevated center console. It forms an operating level together with the PDK selector
lever and the multi-function steering wheel and includes the following functions:

• ESC off
• ESC + TC off
• Hazard warning light button
• Front axle lift system
• PASM

PDK selector lever and EPB button 09_18_14

5-button module 09_19_14

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Multi-function sports steering wheel incl. map switch

The multi-function sports steering wheel in the 918 Spyder is based on motor
sports principles. In brief this means that there is never a need to remove the hands
from the steering wheel, even when adopting a sporty driving style. The steering

Electrics & electronics

9 wheel with its small diameter for a particularly sporty feel has been completely
newly developed and gives a preview of the future steering wheel design at
Porsche. The three spokes in the 3, 6 and 9 o’clock position have an open design
and emphasize the sporty, purist character of the steering wheel. The use of
brushed aluminum and elements in Smoke Chrome simultaneously emphasize the
exclusivity of the vehicle in the interior.

The central function on the steering wheel is performed by the innovative map
switch, which can be used to set all four driving modes plus Hot Lap configuration.
The 918 Spyder is always in electric mode when the ignition is switched on. The
individual modes are activated by turning the switch. The Hot Lap configuration is
activated in Race Hybrid mode by pushing the red button. In addition to the influ-
MAP switch 09_20_14 ence on drive, battery charging, boosting and PDK shifting strategies already
described in Chapter 2 and the influence on activation of the additional pressure
point in the accelerator pedal and the coasting and Auto Start Stop function, the
position of the map switch also influences the dipped beam and the active
aerodynamics of the 918 Spyder.

The shift paddles ensure gearshifts as in motor sports and are essential for sporty
driving. The left paddle is used for downshifts and the right paddle for upshifts.
These are permanently attached to the steering wheel for manual gear changes
even in dynamic driving situations. The 918 Spyder features aluminum shift paddles.
On the 918 Spyder with Weissach package and in the optional Carbon interior pack-
age, the paddles are smaller and are made of lightweight carbon fiber-reinforced
plastic (CFRP) in exposed carbon. Pressing and holding both shift paddles at the
same time opens the Porsche Doppelkupplung (PDK) clutches.

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Electrics & electronics

9
1 Multi-function buttons
- Pick up telephone
- Left tube operation
2 Shift paddles
- Downshift
09_21_14 3 4-button module
- Cruise control functions
The two color displays with variable display in the instrument cluster are operated
- PDK manual
intuitively using the operating thumb wheel and multi-function buttons on the left and
- Joker button
right sides. Pressing the thumb wheel displays sub-menus or allows you to switch
4 Multi-function buttons
pages. This is indicated by paginators in the upper display area of the outer tubes.
- Hang up telephone
- Right tube operation
The 4-button module includes two buttons for activating and controlling cruise con-
5 Shift paddles
trol (pressing the side button activates or deactivates cruise control, pressing the
- Upshift
top button maintains the current vehicle speed), a button for switching between
6 MAP switch
automatic and manual PDK mode and a joker button, which can be personalized by
- E-Power
assigning one of a number of different functions.
- Hybrid
- Sport Hybrid
- Race Hybrid
- •Hot Lap

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Instrument cluster

Power & Drive

In classic Porsche style, the central round instrument contains the analog tachome-

Electrics & electronics

9 ter and a digital speed display. The selected gear and the active mode are shown in
a display at the bottom. A new feature of the 918 Spyder is a specific and unique
power meter. The white LEDs indicate the relative power of the combustion engine
(amount of power currently used in relation to the maximum possible power in the
respective driving situation).

The green LEDs indicate the relative power of the electric drive, i.e. the total of both
electric machines. If they move to the right into the “Charge” area, they indicate
how much of the maximum possible recuperation power is currently being recuper-
ated. The left area “Zero Emission” indicates the amount of relative power of the
electric machines that is available for purely electric driving or additional E-Boost.

Analog speed dial with digital Analog tachometer • LED display (white/red), top
pointer • LED power meter display Fuel tank level
• Digital color display for: V8 engine power (white LEDs) • LED display (green), bottom
Cruise control Boost/recuperation power of Battery charge state
Daily trip mileage and total mileage electric machines (green LEDs) • Digital color display for:
Speed limits • Digital color display for: Range
Lift system display Current speed Gear shift assist
Active gear G-forces display
Selected driving mode Trip display
E-Boost display
Tire pressure

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Speed & Assist

Speed limit display

Shows the speed limits stored in the navigation database for the current section of

9
the road. The navigation database does not contain speed limits for all routes.

Electrics & electronics

Cruise control

The cruise control function allows you to automatically maintain the current driving
speed by pressing the top button on the 4-button module. Cruise control is activat-
ed by pressing the side button.

Car & Info

Driving with performance tire pressure is
not permitted on public roads. Only correct
the tire pressure on cold tires (68° F/
20° C) if possible, otherwise adjust the
pressure according to the “Fill info” display!

09_23_14

E-Boost display

The available energy in the traction battery is shown here in the form of a circle,
which appears green when the Boost function is active and becomes smaller in
accordance with the energy that is still available.

Tire Pressure Monitoring (TPM) display

Tire Pressure Monitoring (TPM) issues a warning if the tire pressure is too low. The
driver can check the pressure of all 4 tires on the display in the instrument cluster.
A lower performance tire pressure can be selected for driving the 918 Spyder on
the race track.

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9.9 Infotainment

A new, innovative as well as intuitive infotainment system was developed for the
918 Spyder. Ergonomics, intuitive operation and speed, paired with optimal design
using black panel technology and a minimum number of buttons were particularly

Electrics & electronics

9 important considerations when it came to designing this new system.

Ergonomics and readability are optimized – also when driving – through separation
of operation via the touchscreen and display on the information display. For exam-
ple, the driver can change destinations or route options and still have the active
route displayed on the top information display.

Infotainment 09_24_14

1 8-inch information display (landscape

format)
2 Information display operation
3 7-inch touchscreen in black panel
technology (portrait format)
4 Multimedia controls
- Tuner
- Media
- Phone
- Option
- Navi
- Car
- Info
09_25_14
- Source
- Back 7-inch touchscreen in black panel technology
5 Air conditioning controls
• 480 x 800 pixel color display
• Multi-touch operation and gesture recognition
• Easy to read thanks to high contrast
• Anti-reflection and dirt resistant coating
• Thin and lightweight laminated glass (1.2 mm)
• Extremely scratch resistant and break resistant

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Operation: The 7-inch touchscreen

The 7-inch touchscreen is positioned right beside the driver in the elevated center
console for intuitive and optimal control. The multi-touch function adapted from
tablet PCs with gesture and handwriting recognition and the three rotary/push but-
ton controls allow intuitive operation of the displays and control functions. Alterna-
tively, the most important functions can also be operated using the top rotary/push
button control. The small rotary/push button control in the middle is only used for
volume control.
Electrics & electronics
9
The operating panel for the information display is located above the touchscreen.
You can swipe to switch between the various displays (Map, Info, Car, RC). Other
sublevels of these displays can be selected by double-clicking. The additional touch
controls underneath the touchscreen allow fast navigation and immediate operation
of functions relating to comfort, air conditioning, vehicle settings and Porsche Com-
munication Management (PCM). Another area underneath can be used for adjusting
the 2-zone automatic climate control functions.

Information: The 8-inch information display

8-inch information display:

• 800 x 480 pixel color display

• Operated via touchscreen in the center console or rotary/push button control

The most important PCM information is displayed in the 8-inch information display.
For optimal legibility, it is located above the elevated center console at a central
position on the dashboard, behind a panoramic glass panel. This arrangement
allows the driver to read the information – even while driving – without taking
his/her eyes off the road for too long.

Porsche Communication Management – PCM

New technology for new methods of communication. The totally newly developed
PCM system, designed especially for the 918 Spyder, has no CD/DVD drives in
order to keep the weight as low as possible. At the same time, great importance
was attached to connectivity with 2 USB interfaces, WiFi and Bluetooth. The naviga-
tion data is stored on an SD card. A high-performance hardware architecture (simi-
lar to modern smartphones and tablet PCs) with a graphics chip and efficient soft-
ware ensures short start-up times, a high system performance and fast response
times. The use of a web-based platform offers further advantages. Other features of
the high-performance architecture include the combination of a high-performance
Multi Core processor and a separate powerful processor for audio management and
the software-based tuners (FM/HD radio/DAB). The latest generation of the satellite
radio is used instead of DAB in the USA.

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Telephone function

A mobile phone can be connected to the system via Bluetooth ®. This involves using
Secure Simple Pairing and no longer requires the entry of a PIN to establish the con-
nection. The system has a Bluetooth hands-free system with Hands-Free Profile

Electrics & electronics

9 (HFP), Phonebook Access Profile (PbAP) and Message Access Profile (MAP). It not
only allows access to the personal address book, but also direct access to text
messages and all e-mail accounts registered in the phone.

The “reverse lookup” function can be used to search through the phonebook by
entering a telephone number. This makes it easier, for example, to search for peo-
ple from a specific company where part of the phone number is generally standard-
ized (e.g. Porsche: 0170911xxxx). Depending on the mobile device used, photos of
contacts are also displayed in the phonebook, just like on a smartphone.

E-mails from a smartphone can be read out by the multilingual voice output function
and then answered using voice reply. This involves recording the answer as a sound
file and sending it as an attachment. The Google Voice recognition system can be
used – provided there is an Internet connection via the customer’s smartphone – to
write text messages and e-mails using voice input. Even navigation destinations can
be entered using voice input.

Connectivity

Mobile devices (smartphone, MP3 player, etc.) can be connected in various ways on
the 918 Spyder. Very fast media synchronization with Coverflow display is possible
when connected via USB or iPod interface. When connected via the Bluetooth inter-
face, it is now possible to browse through the media library on the smartphone (if
this is supported by the device) while audio streaming. The audio track can only be
changed by skipping on the other Porsche models.

It is also possible to connect the PCM to the Internet by integrating your own smart-
phone via BT, WiFi or USB. This means that web services, such as the web radio
app “TuneIn” or weather information can be displayed directly on the PCM.

Using Mirrorlink, the smartphone screen can be shown directly on the PCM and
operated using the 7-inch touchscreen, depending on the mobile device used. This
means that smartphone apps can be used directly and conveniently using the PCM.
Mirrorlink 09_26_14 It is also possible to “move” the screen onto the 8-inch information display if neces-
sary in order to navigate using the smartphone, for example.

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In addition, iPhone users can use the voice control system “Siri” (Speech Interpreta-
tion and Recognition Interface) in “Eyes-Free mode” using the joker button and the
hands-free microphone in the 918 Spyder. Siri is Apple’s software for the recogni-
tion and processing of naturally spoken language. Messages from “Siri” are output
via the sound system in the 918 Spyder so as not to distract the driver. DLNA-certi-
fied smartphones that are connected to PCM via WiFi can be used to stream media
files using the infotainment system.

Navigation
Electrics & electronics
9
The navigation system has two MAP entities. While the driver enters or selects desti-
nations on the touchscreen, for example, the active route can be displayed on the
information display.

Navigation data can be entered conveniently by performing an intelligent offline

search based on the navigation database. By connecting PCM to the Internet using
his/her own smartphone, the driver can switch to the online search using Google
Local Search. This means that even points of interest (POIs) and navigation destina-
tions that have not yet been added to the database can be found. The results of the
online POI search can be copied directly as navigation destinations.

An active route can be changed quickly and easily using the drag-and-drop function
in the same way as using an online route planner. The high-quality, multilingual voice
output means that names are also now pronounced correctly with a French, Spanish
or even Italian accent during navigation. The system also supports a database-
assisted speed limit display. The navigation data is stored on an SD card.

Handwriting recognition

The handwriting recognition system integrated in the PCM allows the entry of hand-
written names, search terms.

Handwriting recognition 09_27_14

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Coverflow

When a mobile device is connected to the PCM via the USB or iPod interface, it is
possible to navigate through the music library using Coverflow. The media library is
synchronized very quickly thanks to the high-performance PCM hardware.

Electrics & electronics

9 MyScreens

Just like modern operating systems for PCs, tablets and smartphones, three per-
sonalized and individually configured “My Screens” with applications and info wid-
gets can be shown for the information display. The display widgets can be dragged
from the selection menu into the screen and combined freely using drag & drop.
Additional interactive operating widgets, e.g. for calendar or air conditioning set-
tings, are available for the touchscreen. This makes it easier to use and gives cus-
tomers more options for personalizing the system to suit their specific needs.

Personalized route guidance (drag & drop)

The PCM system in the 918 Spyder allows you to individually adapt an active route
using the “drag & drop” function (just like online route planners) by moving points on
the calculated route using drag & drop in order to avoid a traffic jam or travel to
your destination via a preferred town or city for example.

Cover flow 09_28_14

Personalized route guidance using drag & drop 09_30_14

MyScreens 09_29_14

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Navigation input: Offline & online search

Navigation data can be entered conveniently by performing an intelligent offline

search based on the navigation database. The system filters the most probable
search results and suggests different cities, streets and POIs. By connecting to the
Internet using his own smartphone, the customer can switch to the online search
using Google Local Search. This ensures that the most up-to-date data is always
used. The search results can be copied directly as navigation destinations.

Car settings and displays

Electrics & electronics
9

Energy flow display 09_32_14

A detailed energy flow display can be shown on the information display. The stylized
top view of the 918 Spyder shows a schematic representation of the three drive
sources with V8 engine, front and rear electric machines and the high-performance
traction battery. Energy flows are shown in different colors, depending on the dri-
ving state (recuperation, E-Boost, purely electric driving, purely combustion engine
driving, external charging). This gives the driver feedback on the driving situation
and his/her driving style.
Offline & online search 09_31_14

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Electrics & electronics

9

Instrument cluster configuration 09_33_14 Departure timer 09_34_14

Instrument cluster configuration

The operating logic in the 918 Spyder cockpit is divided up clearly – only the func-
tions that are specifically needed for driving are controlled in the driver information
area. In keeping with this principle, all detail settings for the displays in the instru-
ment cluster can also be implemented using the touchscreen. Driving related func-
tions, such as Speed limit in the left tube and TPM, Sport Chrono and G-forces in
the right tube are controlled directly on the instrument cluster.

Departure timer

To ensure optimal and battery-saving charging processes, the driver can use the
departure timer to set the time at which he/she needs the vehicle and by which the
traction battery should be fully charged. The system controls the charging process
so that charging is completed in good time, but is not too hard on the battery.

Air conditioning settings

In addition to applying settings directly using the air conditioning control panel on
the center console, the driver can also implement all air conditioning settings and
detail settings on the touchscreen. A new feature here is the option of storing
favorite air conditioning settings in the Favorites menu.

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Burmester

The 918 Spyder comes with a Burmester® High-End Surround Sound System as
standard for exceptionally high-quality and natural stereophonic sound. The Bur-
mester® High-End Surround Sound System has been adapted specifically for the
918 Spyder and its interior. The highest quality materials and state-of-the-art tech-
nologies are used in order to achieve one unique goal: the perfect sound – with a
very low weight.

The performance data provides impressive proof of this:

Electrics & electronics
9
• 11 individually activable loudspeakers
• 11 amplifier channels with analog filters and The 918 Spyder with Weissach package
• a total output of over 500 watts does not have the loudspeakers or

With a weight of 8.8 lbs (4 kg) for all loudspeakers and amplifier, this gives the best amplifier for the Burmester® High-End

power-to-weight ratio of all Porsche models. This is achieved above all through the Surround Sound System. As a result, there

use of lightweight materials, such as die-cast aluminum or fiber reinforced plastic. is no sound output in the vehicle, i.e. no

Since the 918 Spyder does not have the optical data bus MOST ®, sound is hands-free function, no navigation

transmitted from the PCM to the Burmester amplifier in the conventional way via announcements, and music cannot be

“wire” cabling. The amplifier is installed in the left footwell. played using the radio or the universal
audio interface, for example. Wiring for the
sound system is also installed in the
Weissach package so that a sound system
can be retrofitted later should the
customer request this.

9_35_14

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Infotainment glossary

Electrics & electronics

9

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9.10 Porsche Car Connect – PCC/Mobile Online Services

The 918 Spyder sets new standards in the infotainment area through the connection
of the customer’s smartphone not just in the vehicle: Mobile Online Services also
connect the 918 Spyder to the possibilities of the 21st century. Porsche Car Con-
nect (PCC) allows customers to use a smartphone app to view important vehicle
information and control selected functions externally – anywhere and at any time:

• Hybrid-specific e-mobility services with display of electric and total range,

remaining charge time and charge state of the traction battery as well as charge
Electrics & electronics
9
status at the charging station. The charging process can also be controlled
remotely.
• Remote services with display of the vehicle position, route from the mobile phone
to the vehicle and information on the on-board computer. The app can also be
sed to lock the vehicle or activate the horn and direction indicators to make it
easier to find the vehicle.

Porsche Car Connect 09_36_14

1 Central server, “backend”

2 Telecommunications
3 Mobile communication antennas
4 Mobile communications
5 PVTS control unit (Not for USA)
6 Smartphone with PCC app

09_37_14
The availability of the Porsche Car Connect
app and the individual Mobile Online
Services functions can vary from
smartphone to smartphone and from
country to country.

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E-mobility services

The following hybrid-specific e-mobility functions are available:

Remote Battery Charging Management

Electrics & electronics

9

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Remote pre-trip cool/heat

Electrics & electronics

9

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Remote Departure Time Programming

Electrics & electronics

9

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Electrics & electronics

9

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Comfort and Safety

Electrics & electronics

9

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Electrics & electronics

9
Other information

• Units of measure can be adopted directly from the instrument cluster or set in
the app (e.g. mph or km/h; liters, US gallons or UK gallons; date format, etc.).
• An app can be linked to several vehicles and likewise, several vehicles can be
linked to an app (Multi App and Multi User Handling).
• Privacy mode can be set in the vehicle so that vehicle tracking is restricted to
emergency call and breakdown call functions only.
• Depending on the level of importance set, the customer is notified via Push
notifications and messages (PCC app function similar to e-mail) in the app.
• The app can be used to perform a diagnostic procedure to check the current
communication chain between the app, backend and vehicle.
• There are two user profiles for the app: Expert mode (full functionality) and Basic
mode (predefined, restricted functionality), which are set by the owner in the web
portal

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Electrics & electronics

9

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9.11 High-voltage safety

General

A variety of measures were successfully implemented during the development of the

Panamera S E-Hybrid and 918 Spyder plug-in hybrid vehicles in order to achieve a
high level of safety. Familiarity with the safety mechanisms used and the correct con-
duct and approach when working on high-voltage vehicles help to protect yourself
and others when carrying out maintenance and repair work.
Electrics & electronics
9
This chapter is based on the contents of the “Cayenne S Hybrid Training Information”,
Group 9. It describes new safety features in combination with the Panamera S E-
Further detailed information on safety
Hybrid and also takes a fresh look at topics that have already been dealt with. In addi-
features on Porsche high-voltage vehicles
tion to safety-related content, it also covers high-voltage qualification levels and
as well as possible dangers and conse-
responsibilities.
quences when working with high-voltage
systems can be found in the “Cayenne S
Safety measures
Hybrid Training Information”, the “Panamera
S E-Hybrid MY 14 Training Information” and
Intrinsic safety
in the technical WBTs “High-voltage safety”
and “The Panamera S Hybrid (MY 2012) –
The entire high-voltage system has an intrinsically safe design, i.e. technical measu-
Technology and high-voltage safety” in the
res ensure complete contact protection when working on the high-voltage system.
Porsche Academy.
This is achieved through a combination of basic protection, fault protection, and addi-
.
tional protection, which are required by law.

The Porsche safety concept meets these requirements and goes one step further
through the use of other safety features.

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Additional safety measures

In addition to the mechanical and software-based safety features, safe work on high-
voltage vehicles is ensured through the following:

• Visual warning notices

Electrics & electronics

9 •
•
•
Stickers on high-voltage components
Orange warning color on high-voltage lines
Identification of high-voltage vehicles or high-voltage batteries in the Porsche
dealership by way of warning notices and additional cordons if necessary
• Deployment of personally suited, qualified employees with high-voltage safety and
high-voltage system know-how who are capable of acting responsibly and with
foresight
• Continuous training of employees on new vehicles and their components

Safety measures on the vehicle

System overview of high-voltage components 02_12_14

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Battery manager

The hybrid manager monitors the safety of the entire high-voltage system. The bat-
tery management system of the battery manager is responsible for all the software-
based safety functions of the high-voltage battery. It communicates regularly with all
the high-voltage control units and in particular with the hybrid manager of the DME
control unit and the control unit of the power electronics. The control unit of the on-
board charger is a new addition to the control unit network.

The battery manager fulfils the following functions:

Electrics & electronics
9
• Cell voltage and temperature monitoring
• Insulation monitoring
• Current monitoring
• Monitoring of the state of charge of the high-voltage battery
• Charge and discharge management
• Actuation of the high-voltage contactors in the E-box (connects the high-voltage
battery to and separates it from all other high-voltage components)
• Temperature conditioning for the high-voltage battery and on-board charger
• Fault storage and output
• Calculation of high-voltage battery ageing
• Safety shutoff in the event of critical faults e.g. an accident

IT system with equipotential bonding

The 918 Spyder, like the Cayenne S Hybrid and Panamera S Hybrid, uses the IT sys-
tem with equipotential bonding. The IT system has the advantage over all other elect-
rical systems that a single insulation fault does not result in the high-voltage system
having to be shut off. The equipotential bonding protects against current flowing
through the body in the event of insulation faults. It also ensures electromagnetic
compatibility between electric components.

Function in the event of an insulation fault

1 1st insulation fault

2 Housing of high-voltage component XY

09HV_02_14

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The equipotential bonding conductor connects all the electrically conductive high-vol-
tage component housings to one another via the body. If an insulation fault (fault to
frame) occurs at a high-voltage component, the equipotential bonding applies a
potential (positive in the example) simultaneously to all the high-voltage component
housings and the body. There is no risk of electric shock, because touching the vehi-

Electrics & electronics

9 cle/high-voltage components will only result in contact with one potential.

Function in the event of two insulation faults at different potentials

If a second insulation fault occurs with the opposite potential (negative in the exam-
ple), a safety fuse connected to the high-voltage lithium-ion battery blows. This also
interrupts the high-voltage battery since the equipotential bonding produces a short
circuit. The high-voltage electric circuit is therefore interrupted.

1 1st insulation fault

2 Housing of high-voltage component
3 2nd insulation fault

09HV_03_14

When a fuse is interrupted, there is no risk of electric shock from touching the vehicle
or high-voltage components. The high-voltage system can only be re-energized after
the repair is carried out. An appropriate (red) warning message appears on the instru-
ment cluster.

Insulation monitoring

The battery manager has a software-based insulation monitoring function. If an insula-

tion fault is detected, it is stored in the fault memory of the battery manager and a
warning light/warning message is activated on the instrument cluster. The design of
the IT system means that the system does not need to be shut off; the vehicle can
continue to be operated. If a second insulation fault occurs with the opposite potenti-
al, the equipotential bonding conductor produces a short circuit and the fuse of the
high-voltage battery blows; the contactors are opened after this (see the section
“Function in the event of two insulation faults at different potentials”).

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Current monitoring

The battery manager has a current monitoring function. If an excessively high current
flow is detected, it activates the safety shutoff and the contactors in the E-box are
opened (interrupted). An appropriate warning message appears on the instrument
cluster; the fault must be corrected before the vehicle can be restarted.

Increased current flow can have different causes:

• Short circuit (within faulty high-voltage components, as a result of active equipoten-

Electrics & electronics
9
tial bonding, short circuits (insulation fault), or short circuits within the high-voltage
battery, etc.)
• Fault in the on-board charger during charging

Pilot line and 12 V service disconnector

The pilot line is a ring line whose two ends are connected to the battery manager at
the E-box. It passes through all the high-voltage line connections with the exception of
the electric machine.

Circuit diagram of the pilot line (system example, not applicable for the Porsche 918 Spyder) 09HV_04_14

If the pilot line is interrupted, the battery manager registers this and allows the high-
voltage contactors to open up to a speed of 1.8 mph (3 km/h); this electrically dis-
connects all other high-voltage components from the high-voltage battery. For safety
reasons (e.g. vehicle currently overtaking), the high-voltage system is not shut off if
the pilot line is interrupted above a speed of 1.8 mph (3 km/h). Instead, this is post-
poned until the vehicle is stationary again.

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There is also a separate control pilot line between the on-board charger and con-
nected universal charger (AC) or public charging station, see the section “Safety fea-
tures of the charging equipment”. Unlike the previous models, the Panamera S E-
Hybrid and the 918 Spyder have a 12 V service disconnector for isolating the high-
voltage system from the power supply. It is integrated in the pilot line.

Electrics & electronics

9 The 12 V positive supply line (coming from terminal 30) for the control circuits of the
high-voltage contactors in the E-box also passes through the closed service discon-
nector. The contactors are therefore switched on the ground side by the battery
manager. If the 12 V service disconnector is interrupted, the contactors are also
de-energized if the battery manager does not respond to the signal from the pilot line
(fault protection).

The 12 V service disconnector is interrupted (opened) by the HVT/HVE to satisfy he

first safety rule (de-energize) of the de-energizing process. The high-voltage system is
09HV_05_14 09HV_06_14 then de-energized. Serious faults in the high-voltage system can, however, prevent
12 V service 12 V service
this (e.g. if the load contacts in the high-voltage contactors in the E-box are stuck
disconnector closed disconnector
interupted (open) together). This is why the third rule of the de-energizing process is required, namely
verifying isolation from the power supply by way of measurement.

In order to satisfy the second safety rule “Secure the high-voltage system against
being switched back on again”, the interrupted 12 V service disconnector must be
secured against accidental closure using a suitable padlock with a diameter of 6 mm.
The 12 V service disconnector in the Panamera S E-Hybrid is located underneath the
left-hand cover in the luggage compartment.

Structure of the high-voltage wiring and high-voltage push-on con-

nectors
12 V service disconnector secured
09HV_07_14
The high-voltage wiring in the vehicle and the available high-voltage measuring adap-
ters together with the contacting systems used satisfy all safety regulations for high-
voltage applications in high-voltage vehicles. As a primary safety measure, all high-vol-
tage lines are designed with plug-in connections and the service disconnector is
touch-proof.

High-voltage plug connection

09HV_24_14

09HV_09_14
09HV_24_14

1 Shock-hazard protection on high-voltage contacts

2 Recessed pilot line contacts

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High-voltage fuses as protection against excessive currents

Safety fuses are integrated in the high-voltage system to protect against excessive
currents:

9
• In the power electronics
• Fuse for high-voltage heater in passenger compartment
Electrics & electronics
• In the high-voltage battery
• Fuse for high-voltage air-conditioning compressor
• Fuse for on-board charger

The upper cover must be removed in order to change the fuse in the power electro-
nics. The cover is integrated in the pilot lines.

If a fault in a downstream high-voltage component causes a short circuit, the corres-

ponding fuse blows to prevent any further increase in temperature and protect the
connected high-voltage lines.

Starting the high-voltage system with ignition ON Fuse for high-voltage passenger 09HV_12_14
compartment heater

The high-voltage system is energised in two stages via three contactors for driving.
One contactor switches high-voltage battery ground, while the other two switch
highvoltage battery positive. High-voltage battery ground is switched in the first
stage. High-voltage battery positive is also switched using a resistor so that the DC
link capacitors in the high-voltage system are charged slowly (approximately 0.5
seconds). In the second stage, the resistor is bridged so that the high-voltage system
is finally fully functional. If a serious fault is detected during start-up, the high-voltage
system shuts off again.

Active and passive discharge of the high-voltage system

When the high-voltage system is shut off, there is still a dangerous amount of voltage
at the DC link capacitors. This is reduced using an active discharge device. Switches
connect the terminals of the DC link capacitors using a power resistor when the high-
voltage system is shut off. This converts the electrical energy into heat within approxi-
mately 5 seconds. As a fault protection measure for the active discharge system,
Fuse for high-voltage battery 09HV_10_14
high-resistance resistors connected in parallel are installed for the active switches. It
takes these approximately 2 minutes to discharge the DC link capacitors to a level
below the permitted touch voltage (passive discharge).

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9.12 Visual warning notices

The dangers of the high-voltage system are indicated by stickers with warning notices
on the high-voltage components as well as the use of orange as a warning color for
the jackets of the high-voltage lines.

Electrics & electronics

9 There is also a mandatory requirement in the Porsche dealership to identify the vehi-
cle and/or the removed high-voltage battery. This includes:

• Warning notices are adhered to the vehicle and removed high-voltage battery by the
HVT/HVE
• Cordoning off of the danger area around critical/dangerous high-voltage lithium-ion
batteries and vehicles containing a critical/dangerous high-voltage battery or whose
high-voltage system cannot be isolated
• Cordoning off of the high-voltage battery workstation before starting working on the
removed high-voltage battery

Stickers with warnings on high-voltage components

Sticker on some high-voltage 09HV_13_14 Sticker on all high-voltage 09HV_14_14

components (e.g. high-voltage components
A/C compressor)

All high-voltage components must be identified in accordance with their possible dan-
gers. The HVT must carry out a visual inspection whenever high-voltage components
come into the workshop, and assess the result of the inspection. The visual inspecti-
on includes verifying the presence and legibility of the warning signs (stickers).

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High-voltage battery warning notice

Electrics & electronics

9

09HV_15_14

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Mandatory identification requirement in the Porsche Dealership

As well as identifying the high-voltage components with warning notices (stickers) in

the vehicle, it is also a mandatory requirement to identify high-voltage vehicles in the
workshop with the designated warning signs. The signs must be understandable to

Electrics & electronics

9 the employees of the Porsche dealership, i.e. they must be in a language understood
by all. If there are employees in the Porsche dealership who are not proficient in the
main language, it may be necessary to display multiple signs in the different langua-
ges to the vehicle.

The two signs must include the name of the responsible HVT/HVE. If the HVT/HVE
can be reached by telephone, the warning signs must also include a telephone num-
ber. The HVT/HVE must ensure that at least one clearly legible red warning sign is
affixed to the high-voltage vehicle (if applicable by the electrically instructed persons)
before work starts on the vehicle. The red warning sign is used when the high-voltage
system is not isolated from the power supply, while the green sign is used when the
high-voltage system is de-energized. The green warning sign is switched for the red
one immediately before starting to re-energize the high-voltage system. Removed
high-voltage batteries may also need to be identified, see the next section.

09HV_16_14 09HV_17_14

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Cordoning off of the danger area around high-voltage lithium-ion bat-
teries

Cordons are necessary to demarcate safety zones. The appropriate cordon barrier is
available from Porsche. The following warning signs are attached to the posts of the
cordon barrier:
Electrics & electronics
9
09_18_14 09_19_14
Warning of dangerous electrical voltages Warning of battery hazard

09_22_14
Cordon barrier (example)

09_20_14 09_21_14
No fire, open flames or smoking No unauthorized access

09_23_14
A cordon is necessary for: Example of a cordon (warning signs not yet
attached)
• A high-voltage battery workstation (working on the high-voltage battery in the work-
shop, e.g. replacement of the E-box by an HVT)
• The location of critical/dangerous high-voltage batteries
• The location of high-voltage vehicles with a critical/dangerous high-voltage battery

Removed critical high-voltage lithium-ion batteries and high-voltage vehicles with criti-
cal high-voltage lithium-ion batteries must be stored outdoors at least 16.5 ft. (5
meters) away from buildings and cordoned off. In addition to being cordoned off,
removed high-voltage lithium-ion batteries in a critical condition must also be stored in
a rainproof quarantine box. As a rule, dangerous high-voltage lithium-ion batteries and 09_24_14
Example of a quarantine box (missing cover and
high-voltage vehicles with dangerous lithium-ion batteries cannot be moved. That is
warning signs on cordon)
why they must be cordoned off where they are to keep people away from the danger
zone. If a high-voltage battery is found to be in a dangerous condition, the fire depart-
ment must be notified immediately and informed of the type of battery.

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9.13 Isolating the Porsche 918 Spyder from the power supply

The first three of the five rules for electrical safety apply when isolating high-voltage
vehicles from the power supply in the workshop.

Electrics & electronics

9 Safety rules

Always read the instructions contained in

the relevant Workshop Manual for isolating
the Porsche 918 Spyder from the power
supply!

Correct implementation of the three safety rules in the correct order is the best way
of ensuring the safety of the personnel working on or near the high-voltage system.
Only HVTs and HVEs are permitted to de-energise and re-energise the high-voltage
system.

1. De-energize

Before any work is carried out on the high-voltage vehicle, the HVT/HVE must per-
form a visual inspection of the entire high-voltage system and determine whether it
needs to be de-energized for the planned work.

Before isolating the high-voltage system from the power supply

• A visual inspection of all the high-voltage components must be carried out and
• All control units of relevance to the high-voltage system must be read out using the
PIWIS Tester (integrated in the PIWIS test sequence).

The high-voltage lithium-ion battery may be in a critical or even dangerous condition if

there are visual defects on the high-voltage lithium-ion battery or fault memory entries
in the control units of relevance to the high-voltage system, or if the high-voltage bat-
tery seems warm (the HVT/HVE should place their hand on the battery or even better,
check the temperature using an IR thermometer during the visual inspection, if possi-
ble).

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The possible dangers must therefore be assessed by following the instructions in a
document (see Workshop Manual) before the work is continued. The results of the
assessment are used to classify the high-voltage lithium-ion battery, determine the
next steps to be taken and decide whether the high-voltage system may be isolated
from the power supply by the HVT. The Porsche 918 Spyder is isolated from the
power supply by disconnecting the service disconnector.

2. Secure high-voltage system against being switched back on

The service disconnector is secured by way of a suitable padlock (catch bar diame-
Electrics & electronics
9
ter of 6 mm). The key to the padlock is kept safe by the HVT or HVE responsible for
de-energizing the high-voltage system. The key cannot be accessed by third parties.

3. Verify safe isolation from power supply

Automatic verification of safe isolation from power supply

Part of the guided function is automatic verification of isolation from the power sup-
ply by the PIWIS Tester. It reads out the required voltage values from the high-voltage
battery management system and evaluates them. The result is displayed on the 09HV_07_14

PIWIS Tester and on the instrument cluster and must be assessed by the HVT or
HVE. If isolation from the power supply has been automatically verified, there is no
need to manually verify it using a two-pole voltage tester and suitable measuring
adapters.
Further information on the 12 V service
Manual verification of safe isolation from power supply
disconnector can be found in the section
Manual verification of isolation from the power supply is only carried out if it is not “Safety measures on the Panamera S E-
possible to automatically verify isolation from the power supply. The reason for this Hybrid”.
could be a communication problem between the vehicle and the PIWIS diagnostic
tester for example.

09HV_25_14

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Measuring adapter for manually verifying isolation from the power
supply

New measuring adapters make it easier to manually verify isolation from the power
supply. The measuring adapters are connected to the high-voltage components in

Electrics & electronics

9 series for the measurement so that all components can be checked together in one
measurement. Two measuring adapters with different connector plugs are available
for different measuring points.

To verify isolation from the power supply, one of the measuring adapters is connect-
ed to a suitable measuring point in the DC high-voltage system (e.g. between the
high-voltage lithium-ion battery and on-board charger). The voltage is then measured
using a suitable two-pole voltage tester. With the old measuring adapters, at least
two individual measurements had to be taken and this involved disconnecting and
reconnecting the respective measuring adapter.

Assistance and documentation

09HV_01_14
The technicians in the Porsche dealership can find of printable documents in the
Porsche Partner Network (PPN) for help in verifying isolation from the power supply
and all other work on the high-voltage vehicle:

• Workshop procedure: Describes responsibilities and the general procedure for wor-
HVA280 09_26_14
king on the high-voltage vehicle; it can be found in the Standard forms folder
• Isolation during service activities on hybrid vehicles: Identifies exactly what work
requires isolation from the power supply and who is permitted to carry out the work
following isolation (HVT/HVE, or eip); this document is part of the Workshop Manual
• Handling and storage of lithium-ion batteries in the Porsche dealership: Provides
HVR40 09_27_14
help when defining a protocol for classifying lithium-ion high-voltage batteries and
describes the resultant procedure for all high-voltage battery conditions; this docu-
New measuring adapters for the Panamera
ment is part of the Workshop Manual
S E-Hybrid and 918 Spyder for manually
• Test log for de-energizing and test log for re-energizing: The logs assist the HVT
verifying isolation from the power supply
during the de-energizing and re-energizing process for both automatic and manual
isolation; they are also used to document measurement results and as such provi-
de legal protection for the HVT as a record of a complete and correct procedure;
this can be found in the Standard forms folder
• Workshop manual: Contains the above-mentioned information and describes all the
repairs to the high-voltage system along with the process of de-energizing and re-

Only approved CAT 3 or CAT 4 voltage energizing the high-voltage system

testers may be used to verify isolation

from the power supply. The use of multi-
meters is expressly prohibited for safety
reasons.

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9.14 Possible dangers of working with lithium-ion batteries

The Panamera S E-Hybrid is equipped with a lithium-ion battery instead of the nickel-
metal hydride battery installed in the Cayenne S Hybrid and Panamera S Hybrid. Sin-
ce lithium-ion technology has inherent dangers that would constitute a risk if extensi-
ve safety measures were not put in place, the developers of the high-voltage lithium-
ion battery had to make safety a priority.

In order to ensure the effectiveness of the safety-relevant features of the lithium-ion

battery, tests were carried out at cell, module, and system level and the behavior
Electrics & electronics
9
under accident conditions (such as crash, shock, penetration of the high-voltage bat-
tery by foreign objects, and fire) was verified. The developers also collected data on
endurance strength and system reliability and made appropriate adjustments.

Fuse protection

The development and production of lithium-ion batteries follow the principle of hazard
prevention. To this end, analyses are performed and appropriate measures are defi-
ned. The systems are tested taking into consideration the accepted rules of enginee-
ring and the corresponding normative requirements. These include functional safety,
which guarantees safe operation of the battery systems when using the vehicle, and
the valid crash standards.

Battery damage cannot be ruled out in serious accidents (where the airbags and/or
seat-belt pretensioners are deployed), which is why the high-voltage lithium-ion battery
is automatically disconnected from the high-voltage vehicle electrical system if an
accident occurs. The high-voltage battery also has software and hardware-based
safety mechanisms for the worst-case scenario, e.g. each individual battery cell has a
pressure relief valve at the top that opens in response to increased pressure (due to
heat or as a result of deformation) and in this way can prevent explosions. This
means that the safety level of the Porsche hybrid vehicles is comparable with that of
conventional vehicles.

There are clear instructions for emergency services (specific data sheets/guidelines
for emergency services) and for the workshops on how to handle high-voltage vehi-
cles that have been in an accident. These are continuously updated in accordance
with the respective development status of the vehicles. The manufacturer provides
clear criteria for handling, assessing, and testing batteries from vehicles that have
been in an accident. These criteria form the basis for all other inspection and work
steps. Following these instructions guarantees all the necessary measures and pro-
per handling.

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Residual risk

Extreme heating of the high-voltage lithium-ion battery (e.g. because the vehicle is on
fire after a serious accident) can result in battery parts catching fire and/or cells and
cell modules outgassing, bursting, and/or exploding. The safety guidelines stipulated

Electrics & electronics

9 by the manufacturer of the high-voltage battery must be properly followed. The high-
voltage lithium-ion battery must be handled with extreme care to avoid accidents.
Appropriate protective measures must be immediately taken in the event of visible
damage to a lithium-ion battery to contain the hazard and prevent it from spreading.

The following failures can result in damage to lithium-ion batteries:

• Handling failures
Special hazard of lithium-ion - Transport damage (e.g. dropping the battery)
batteries - Short circuits due to tools/jewellery, etc. coming into contact with the electric
• Hydrogen fluoride (HF) can form if elec- potentials
trolyte comes into contact with water - Polarity reversal during connection if the mechanical connector coding is faulty
or moisture.
• Failure modes within the high-voltage battery
• The formation of smoke gas in the
- Faulty contacting (contact resistances)
event of a fire cannot be ruled out.
- Faulty insulation (voltage source in contact with the housing)
• Hydrogen fluoride (HF), hydrogen
- Short circuits between the cells
gas/oxyhydrogen, methane, ethane,
- Overheating
ethylene, carbon monoxide, and carbon
- Short circuits within a cell
dioxide, etc. can be produced, depen-
ding on the battery type.
Effects of failures

High-voltage batteries have different failure profiles that can be divided into:

• Mechanical loading
• Chemical reactions
• Thermal loading and risk of fire

Serious malfunctions will frequently result in more than one failure profile.

Mechanical loading

Mechanical loads can result in internal short circuits. Short circuits cause an increase
in the temperature of the battery cells. Plastic components in the high-voltage battery
can melt and catch fire, and damage adjacent battery cells. Short circuits can occur
for some time after the initial exposure to a mechanical load. The very stable housing
(crash box) of the high-voltage battery generally prevents mechanical loads having an
effect on the battery cells.

Chemical reactions

Lithium is highly reactive. The lithium in lithium batteries is in the form of a chemical
compound. Although lithium-ion cells are hermetically sealed, fire can damage this
seal and small amounts of electrolyte can escape. The conductive salts contained in
the electrolyte form hydrogen fluoride (HF) when they bond with water. Hydrogen fluo-
ride (HF) in turn bonds with water to form hydrofluoric acid.

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Hydrogen fluoride

Hydrogen fluoride is a colorless, fuming, outgassing liquid that boils at approximately

68° F (20° C). It is a toxic poison that is lighter than air. Hydrogen fluoride burns the
respiratory tracts when inhaled and has a pungent odor. Contact with the skin and

9
mucus membranes causes severe burning, especially to the eyes. The burns are not
initially visible and often only cause pain several hours later. Hydrogen fluoride is very
Electrics & electronics
hygroscopic and is capable of dehydrating many substances. It is miscible with many
organic liquids, including water. To counter contamination of the passenger compart-
ment with hydrogen fluoride in the event of the high-voltage battery developing a
fault, the high-voltage lithium-ion battery has special outgassing lines that discharge
any gases escaping from the battery cells to the outside.

Hydrofluoric acid

Hydrofluoric acid is a pungent-smelling and corrosive mixture of water and hydrogen

fluoride. It is a contact poison. When it comes into contact with the skin, the hydro-
fluoric acid is absorbed by the skin and burns it. It is not just the skin that burns; the
underlying tissue and the bones can also be attacked. This will not necessarily be visi-
ble on the skin; pain is often only perceptible many hours after the initial burn has
occurred. Analgesics have almost no effect. A palm-sized burn from 40% hydrofluoric
acid is generally fatal. As well as the corrosive effect, hydrofluoric acid also causes
metabolic disorders, multiple organ failure, and damage to the nervous system.
Immediate medical treatment after contamination can stop the acid penetrating any
deeper into the body. The problem is that people are often not aware that they have
come into contact with hydrofluoric acid and seek medical attention too late.

Thermal loading and risk of fire

Exposure of the battery cell to extreme heat due to fire or a short circuit in adjacent
components/battery cells can result in the separator melting, which can cause an
internal short circuit between cells. A short circuit (between cells) results in an abrupt
release of energy. This causes the battery cells to heat up, and they can catch fire
and burst.

Overloading the battery cells and attempting to charge totally discharged lithium-ion
batteries could result in failure of the battery cells. The battery management system
therefore continuously monitors the cell voltages and battery module temperatures. If
it detects atypical values, a safety shut-off of the high-voltage system is performed to
prevent heating, ignition, or outgassing. The battery management system also pre-
vents overloading and does not allow totally discharged high-voltage batteries to be
charged. Under no circumstances should lithium-ion batteries be short circuited as
the high currents produced could cause fire or burns.

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Extinguishing fires

Ignited lithium is one of the more difficult metal fires to fight. Extinguishing lithium
fires is very difficult and should only be done by trained members of the fire depart-
ment. Workshop personnel should not attempt to extinguish these fires for their own

9
safety, since unexpected reactions can occur and toxic gases can be released. If the
high-voltage battery starts outgassing (producing white or black smoke) or burning
Electrics & electronics
(dangerous condition) inside or outside of the vehicle, secure and evacuate the dan-
ger area immediately and alert the fire department.

Extinguishing with water

Using water as an extinguishing agent on open battery cells produces vigorous reac-
In the case of outgassing or burning lithi- tions, especially if the faulty cells have a high state of charge. Water causes the
um-ion batteries: damaged cells to burn away completely. Highly flammable hydrogen gas is produced
• Avoid contact with clothing and mucus when lithium comes into contact with water. Hydrogen fluoride and hydrofluoric acid
membranes (eyes) are formed when the electrolyte binds with moisture and water. The advantage of
• Avoid inhaling the gases using large quantities of water as an extinguishing agent is that the cooling effect can
protect adjacent, intact battery cells against damage.

Extinguishing by suffocation

Although extinguishing by suffocation (i.e. covering a fire with sand or metal extinguis-
hing powder) does suppress the fire by depriving it of oxygen, it also impairs the dis-
sipation of heat. Adjacent, intact battery cells can become overheated and a chain
reaction can occur. Vigorous deflagrations and further flames can occur if the cove-
ring material is partially or fully removed before a fire is fully extinguished and oxygen
reaches the still overheated cells.

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9.15 Classification of high-voltage lithium-ion batteries

Faults in the lithium-ion battery must be identified and correctly assessed by the
HVT/HVE and the assessment used as a basis for defining the next steps to be
taken. The Workshop Manual contains a document that can provide assistance here.

It consists of the following parts:

• Assessment areas for the high-voltage battery (checklist for HVT/HVE)

- Visual check (visual inspection)
Electrics & electronics
9
- Functional check on an installed battery using PIWIS Tester and on a removed bat-
tery using a special measuring adapter (diagnostic box)
- Thermal check by reading out the relevant actual values using PIWIS Tester or an
infrared temperature gauge
• Classification of the high-voltage battery
- Non-critical
- Critical
- Dangerous
• Handling of the high-voltage battery
- Repairs
- Quarantine
- Storage
- Packaging
- Shipping

Whether or not the high-voltage battery can be repaired is determined by its conditi-
on. The condition also determines the correct temporary storage, packaging, and
shipping for the high-voltage battery.

When is classification required?

A visual inspection of all high-voltage components must be carried out when starting
work on a high-voltage vehicle. All fault memories of the control units must also be
read out, as on all Porsche vehicles. If these steps reveal the following symptoms,

• Visual defects on the high-voltage battery

• An odor of electrolyte, smoke or
• Fault memory entries related to the high-voltage system

then the assessment checklist must be completed by the HVT/HVE. The assessment
can be used to define the next steps to be taken.

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Assessment areas for the high-voltage lithium-ion battery

The lithium-ion battery can be assessed in the following ways:

• Visually

9
• Functionally
• Thermal
Electrics & electronics

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Visual check

The visual condition of the high-voltage battery can provide important information on
its condition. Typical questions to be asked during a check include:

• What is the condition of the battery housing? Possible defects are visible mechani-

9
cal damage, signs of wear, or corrosion
• Is there electrolyte escaping from the high-voltage battery (smell check) or is there
Electrics & electronics
a coolant leak?
• Are there smoke clouds or is there a pungent odor in the immediate vicinity of the
battery?

Functional check

The battery manager is read out using a PIWIS Tester if the battery is still installed in
the vehicle. This can still be done using a special diagnostic adapter if the lithium-ion
battery has been removed.

The following information is checked:

• Can the control unit actually be read out?

• Are there any critical fault memory entries?
Diagnostic adapter 09HV_30_14
• What conclusions can be drawn from the displayed actual values?

Any fault memory entries must be correctly assessed by the HVT/HVE (high-voltage
battery in non-critical/critical/dangerous condition). Relevant critical fault memory
entries are output on the PIWIS Tester.

Thermal check

The temperature of the high-voltage battery plays an important role in its assess-
ment. The temperature values of the battery modules must therefore be read out via
Cable for diagnostic adapter 09HV_31_14
PIWIS Tester. If this is not possible due to faults such as a faulty battery manager, the
HVT/HVE must check the surface temperature of the high-voltage battery housing
using a suitable infrared thermometer.

If the battery temperature values are elevated, appropriate safety measures must be
taken to avoid the above-mentioned hazards safely and in good time. If a high-voltage
battery exhibits only slightly elevated temperature values during the measurement,
the temperature can further increase at a later point and a critical battery can beco-
me a dangerous battery. Conversely, the temperature value can also decrease and a
critical battery can become a safe battery.

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9.16 Handling faulty lithium-ion batteries

Depending on the damage symptoms

• A high-voltage battery can be repaired by the HVT even if its condition is critical.

9
This is generally the case with simple faults, e.g. replacing a faulty battery mana-
ger
Electrics & electronics
• The critical high-voltage battery must be removed from the vehicle and placed in
interim storage outdoors in a quarantine box provided for this purpose; the high-vol-
tage battery must be identified and cordoned off (see the section “Visual warning
notices”)
• Work on the vehicle must be immediately halted for safety reasons and the vehicle
must be parked in a suitable, predefined outdoor location at least 16.5 ft. (5 m)
away from buildings and cordoned off by the HVT/HVE. The warning signs from the
workshop area must be put on the vehicle so that everyone can clearly identify it as
a high-voltage vehicle (see the section “Visual warning notices”)

If anything is unclear, the HVT/HVE sends an appropriate inquiry to Porsche in the

form of a PTEC. The responsible department then decides how to proceed. If neces-
sary, an HVE will be sent to the relevant Porsche dealer by PCNA to solve the pro-
blem; the HVE will arrive on-site within 48 hours to provide assistance.

Shipping of lithium-ion batteries

High-voltage batteries that are faulty but have been assessed by the HVT/HVE as non-
critical or critical can sometimes be repaired. The repairs that can be carried out by
the HVT are described in the section “Replacing damaged high-voltage components”.
The relevant procedures must be observed if the high-voltage lithium-ion batteries
need to be packaged, stored, and transported. The high-voltage lithium-ion battery in
the Panamera S E-Hybrid is categorized as a class 9 hazardous material. As such,
the batteries are subject to certain transport restrictions.

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Shipping of non-critical high-voltage batteries

Beginning in 2014, faulty, non-critical, high-voltage batteries that cannot be repaired

by the HVT/HVE will be shipped to the North American repair facility for repair.

Electrics & electronics

9
09HV_45_14

The high-voltage batteries will be repaired and returned to the Porsche dealer within 7
days from the day they are sent to the repair facility. Sending a high-voltage battery
to a repair facility makes sense if the repair can be combined with a module (8 cell)
replacement. The decision about whether the high-voltage battery needs to be sent to
a repair facility is always made by Porsche Cars North America, Inc. (PCNA) after
consultation with the respective support group at Porsche AG. Non-critical batteries
can be shipped in the original spare parts packaging using all transport carriers.

Return points

The return point for US Porsche dealerships will be Atlanta, Georgia. Faulty and criti-
cal high-voltage batteries are sent for recycling locally. All local and regional regula-
tions regarding handling and shipping must be observed when transporting high-volta-
ge lithium-ion batteries.

World-wide return points for high-voltage batteries 09_34_14

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Shipping of critical high-voltage batteries

Faulty, critical, high-voltage batteries that cannot be repaired by the HVT/HVE must
be sent to a local disposal company, if applicable after a quarantine period. They can
be transported by road in special packaging after this quarantine period. Critical bat-

Electrics & electronics

9 teries may only be transported by road. Special packaging is required for this (see
the following section “Packaging of critical high-voltage batteries”).

Shipping of dangerous high-voltage batteries

Dangerous high-voltage batteries are not shipped due to the increased risk of fire and
explosion. The fire department must be called as soon as a high-voltage battery is
Transport of critical batteries by sea or
identified as being in dangerous condition.
air is not allowed.

Recycling of old and faulty high-voltage lithium-ion batteries

The Porsche environmental concept is based on a clear waste hierarchy.

Porsche environmental concept

09HV_35_14
1. Reduce waste
Disposal of a complete battery can be avoided with a repair strategy (e.g. by
replacing components).
2. Reuse used and old batteries
Non-critical used and old batteries are taken back free of charge by the supplier
and conditioned for reuse. Twenty-five Porsche return points have been establis-
hed worldwide for taking back non-critical, old batteries.
3. Recycle high-voltage batteries that can no longer be repaired
Faulty and critical, high-voltage batteries must be sent for recycling locally becau-
se of the strict transport restrictions that apply to them. These batteries are disas-
sembled by specialist recycling companies and the individual components are
recycled.

Market-specific return and recycling solutions taking into consideration legal and
logistical aspects are required because of the strict transport restrictions in place
worldwide, particularly for critical batteries. Possible transport and export restrictions
for used and old batteries have a major impact on the choice of recycling options.

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Packaging of high-voltage lithium-ion batteries and their components

Lithium-ion batteries are always a hazardous material that must be packaged properly
before being shipped. Different packaging types must be used for non-critical and cri-
tical high-voltage batteries. Dangerous lithium-ion batteries must not be shipped.

Partial disassembly of the high-voltage battery in the Porsche dealership by the HVE
can be necessary prior to shipping e.g. if a high-voltage battery is so badly damaged
after an accident that it no longer fits in the battery packaging provided. There is
separate packaging for shipping cell modules.
Electrics & electronics
9
General packaging requirements for high-voltage lithium-ion batteries and their com-
ponents are:
Porsche provides suitable transport con-
tainers for shipping high-voltage batteries
• Remove exterior dirt before packaging
and high-voltage battery components.
• Protect the electrical terminals
The use of containers fabricated in-house
• Ensure there are no compressive loads
is not permitted.
• If necessary, remove any coolant that has escaped and securely seal all openings
• Make sure that no electrolyte or hydrofluoric acid can escape from the packaging

Packaging of non-critical high-voltage batteries Any liquid that escapes from the high-vol-

Non-critical high-voltage batteries are packaged in the same packaging they were ori- tage battery must be collected using a

ginally delivered in. This is a type-tested wooden box in which the high-voltage battery suitable binding agent and disposed of

is securely fixed in place. This is the only packaging that may be used because it correctly.

meets the international transport regulations and has been safety checked. In-house
constructions or other transport systems are not permitted.

09_36_14 09_37_14

The packaging has the following characteristics:

• Type tested with certificate from the German Federal Institute for Materials
1 Insulation material (rock wool)
Research and Testing
2 Outer wooden crate
• Can be reused a number of times
3 Inner wooden crate
• Can be stacked at least three high
4 Gas locks
• Protected against ESD (electrostatic discharge)
• Silicate pouches for dehumidification
• Mechanical securing of the battery

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Packaging of critical high-voltage batteries

Critical high-voltage batteries must be packaged correctly in a special container by

the HVT before transport. The packaging concept developed by Porsche, and the
German Technical Inspection Association (TÜV) is also called a “box in the box” con-

Electrics & electronics

9 cept. It consists of an outer wooden crate and an inner wooden crate (packaging
class 1, hazardous material class 9). Inside (between the wooden crates and inside
the inner crate) is a high-temperature-resistant insulating material (rock wool). The
packaging also contains two gas locks.

Packaging for critical high-voltage lithium-ion battery (similar illustration) 09_39_14

The packaging for critical high-voltage batteries (pack and modules) can be ordered
from Porsche.

Interim storage of high-voltage batteries

Standards for safe storage of lithium-ion batteries have been defined for the warehou-
se and workshop. Depending on the condition of the lithium-ion battery, safe interim
storage must be provided so that no damage can occur (e.g. due to a battery falling).
Stacking of high-voltage batteries is not permitted. The type of high-voltage battery
storage differs depending on the result of the risk assessment (classification) and the
condition of the high-voltage battery.

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Non-critical high-voltage batteries

High-voltage lithium-ion batteries classified as non-critical can, for the most part, be
placed in interim storage in the parts warehouse. They must be protected against
mechanical damage (on the floor, not stacked, away from moving traffic) and water.
An ABC fire extinguisher must be positioned near the interim storage to prevent fire
spreading from other objects to the lithium-ion batteries. Porsche recommends using
the original spare parts packaging for interim storage.

Critical high-voltage batteries

Electrics & electronics
9
If quarantine is required for a critical condition, the vehicles containing these batteries
must be parked in a previously defined parking location away from buildings for five
days before the batteries are sent to a recycling company. The vehicle is identified
using the cordon barrier available from Porsche and the associated warning signs
(see the section “Visual warning notices”). If the battery is no longer in the vehicle, it
is stored in a rainproof skeleton container during the quarantine period to prevent
access by unauthorized parties.

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9.17 Actions in the event of an accident involving electricity

General safety rules

Hazards must always be dealt with at the source first. Remaining residual risks must

Electrics & electronics

9 be minimized with suitable process measures.

1. Technical measures
• Design measures (e.g. contact protection, compliance with IP protection clas-
ses)
• Software-based safety features (e.g. shut-off in the event of a crash)
2. Organizational measures
• Marking of danger areas/cordoning off
• Definition of the work procedure
• Training and instruction of employees
3. Personal measures
• Selection of suitable employees
• Provision and use of personal protective equipment (PPE)
• Use of insulated tools

Dangers of working with electric currents

It is often not far from a simple shock to a fatal accident. Electric current is:

• Invisible
• Inaudible
• Odorless

Electric shocks are often caused by a combination of individual circumstances, rather

than one single circumstance. Lines and components through which high voltage
flows represent a danger when:

• the permissible contact voltages with AC voltage > 30 V (AC)

• the permissible contact voltages with DC voltage > 60 V (DC)

These can cause severe injury and result in death if they flow through the human
body.

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Effects of the flow of current through the human body

Electrics & electronics

9
09_41_14

The high-voltage battery in the Panamera S E-Hybrid has a rated voltage of 384 V.
This means that the amperage if someone were to touch two different potentials
would be approx. 384 mA, since the resistance of the human body is approx. 1 kΩ
(I = V/R).

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First aid in case of accidents involving electric current

Providing first aid is not only a good deed, but required by law in many countries.

What do I do as a bystander?

9
Stay calm.

Electrics & electronics Provide help as quickly as possible, while protecting yourself.

Adhere to the rescue chain

1 Immediate measures
• Secure the scene of the accident (in the event of an electric shock, by interrup-
ting the electric circuit (ignition off, interrupt pilot line); if the circuit cannot be
interrupted, isolate the injured person from the power source using an electrically
non-conductive material (e.g. wood)
• Remove the accident victim from the danger area and secure the scene of the
accident against access
• Commence life-saving measures, for example stem heavy bleeding, provide
mouth-to-mouth resuscitation, provide treatment for shock (talk to the accident
victim), put the accident victim in the recovery position
2 Emergency call
• Call the emergency services, include information about the physical condition of
the accident victim and the scene of the accident; answer the emergency opera-
tor’s questions in full, wait for any follow-up questions; stay on the line until the
emergency operator ends the call
3 Provide first-aid measures
• Continue to provide first-aid measures until the emergency services arrive

To prevent accidents, never work on live parts–this is strictly forbidden for all
employees of the Porsche dealership! Strict adherence to the instructions and regula-
tions relating to the safety rules must be practised to avoid accidents involving elect-
ricity.

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Part Number - PNA 918 SPY 15