All language subtitles for How.Its.Made.Dream.Cars.S03E02.Porsche.918.Spyder.1080p.DSCP.WEB-DL.AAC2.0.H.264-NTb_track3_[eng]

Narrator: TODAY ON
"HOW IT'S MADE: DREAM CARS,"

THE PORSCHE 918 SPYDER.

IT'S MEAN, RARE, AND ECO-GREEN.

-- Captions by VITAC --
www.vitac.com

CAPTIONS PAID FOR BY
DISCOVERY COMMUNICATIONS

PORSCHE'S 918 SPYDER HYBRID
COMBINES THE ESSENTIALS

OF MOTOR RACING
WITH SUPERB FUEL ECONOMY.

ORIGINALLY UNVEILED AS
A CONCEPT CAR IN 2010,

IT'S THE NEWEST BLUEPRINT
FOR FUTURE PORSCHE SPORTS CARS.

THE AUTOMAKERS' DESIGN TEAM
STARTED WITH A CLEAN SLATE,

NO CONSTRAINTS, OR COMPROMISES.

THE GOAL WAS TO DEVELOP A HIGHLY
FUEL-EFFICIENT SUPERCAR,

SMARTLY BUILT AROUND
A POWERFUL HYBRID DRIVE SYSTEM.

THE 918 USES THE SAME V-8 ENGINE
AS THE RS SPYDER RACECAR.

THE ENGINE WAS DEVELOPED
EXCLUSIVELY

FOR THE ANNUAL 24-HOUR RACE
IN LE MANS, FRANCE.

IN 2013,
THE 918 SPYDER HIT THE STREETS

AS A LIMITED-PRODUCTION CAR.

ITS APPEARANCE IS BEYOND
ANY DRIVER'S WILDEST DREAM.

THIS SUPERCAR HAS
A ROLLING CHASSIS,

A VEHICLE THAT CAN BE DRIVEN
WITHOUT A STYLISTIC SHELL.

THIS IS ONE OF THE AUTOMAKERS'
ONGOING TRADITIONS.

PRODUCTION STARTS WITH
THE ASSEMBLY OF THE CHASSIS.

IN THE FABRIC SHOP,

MASSIVE SHEETS OF
PREPREG COMPOSITE

CARBON-FIBER-REINFORCED POLYMER

ARE CUT INTO WIDE PATTERN PIECES
WITH AN AUTOMATIC CUTTER.

THE CUTTER USES
A HIGH-SPEED OSCILLATING BLADE,

WHICH ALTERNATES AT AROUND
18,000 STROKES PER MINUTE.

THE SYSTEM ALSO VACUUMS AWAY
ANY DUST DURING CUTTING.

THE SHEETS ARE FIT INTO MOLDS

THAT PRODUCE
A TWO-PART INTERLOCKING CHASSIS,

A MONOCOQUE, AND A UNIT CARRIER.

CARBON-FIBER-REINFORCED POLYMER
IS VERY THIN

AND AFFORDS EXTREME
TORSIONAL RIGIDITY.

WHEN THE CAR IS COMPLETE, IT
WEIGHS JUST UNDER 3,700 POUNDS,

AN INCREDIBLY LOW WEIGHT
FOR A HYBRID SPORTS CAR.

THIS ALUMINUM HONEYCOMB LAYER

KEEPS THE CAR'S CHASSIS
AT AN EVEN LOWER WEIGHT.

WITH A SMALL OFFSET TOOL,
THE SPECIALIST INSTALLS

THE HONEYCOMB SHEETS
INTO COMPLEX AREAS.

THIS RED FLUOROPOLYMER
RELEASE FILM HAS PERFORATIONS

THAT ALLOW AIR AND EPOXY RESIN
TO FLOW THROUGH IT.

THE FILM ALLOWS THE HONEYCOMB
CORES AND CARBON FIBER LAYERS

TO BIND TOGETHER.

TECHNICIANS FIT MORE CARBON
FIBER SHEETS ONTO THE MOLD,

TRIMMING ANY EXCESS PIECES
WITH UTILITY KNIVES.

IN ADDITION TO CARBON-FIBER-
REINFORCED PLASTIC,

MAGNESIUM AND ALUMINUM ARE USED

TO KEEP THE CHASSIS WEIGHT DOWN
TO 3,615 POUNDS.

REMOVABLE WHITE COVERS
ARE FOR DE-MOLDING.

THEY USE PLASTIC BAGS
AND SUCTION HOSES

TO SEAL FIBROUS LAYERS
ONTO THE MOLD.

PERMEABLE LIGHTWEIGHT
POLYESTER SHEETS,

KNOWN AS BREATHER CLOTHS,

RECEIVE A SPRAY
OF ADHESIVE LIQUID

TO BOND THEM INTO POSITION.

THE FABRIC ABSORBS EXCESS RESIN

AND ALLOWS AIR
TO FLOW FREELY

BETWEEN THE BAG
AND THE COMPOSITE

BEFORE IT ENTERS THE AUTOCLAVE.

NEXT, A THICK PLASTIC BAG

CREATES A SECONDARY
AIRTIGHT COVER OVER THE MOLD.

THIS ALLOWS FOR EASY INSPECTION
OF THE LAMINATE AS IT CURES.

IN A PRESSURIZED OVEN
KNOWN AS AN AUTOCLAVE,

THE FIBROUS CHASSIS MATERIAL
CURES AT 248 DEGREES,

FORCING THE MATS TO RELEASE
THEIR IMPREGNATED RESIN.

AN INJECTOR PUMP USES HOSES
TO VACUUM OUT THE AIR,

THEN PRESSURIZES THE VESSEL
WITH INERT GAS.

FOR A 12-HOUR SOAK PERIOD,

THE AUTOCLAVE WILL USE HEAT
AND HIGH CONSOLIDATION PRESSURE

TO CURE THE CARBON FIBER SHEETS
ONTO THE MOLD.

AFTER THE SOAK PERIOD,

A COOLING CYCLE
BRINGS THE TEMPERATURE DOWN,

DEPRESSURIZES THE VESSEL,
AND STOPS THE GAS.

ONCE IT'S COMPLETE,
THE TECHNICIANS

REMOVE THE CHASSIS COMPONENTS
FROM THE MOLDS.

THE CHASSIS STILL NEEDS WORK.

IN THE FINISHING CHAMBER,

A ROBOTIC DRILL PRESS
PIERCES HOLES IN THE CHASSIS

FOR THE CAR'S
VARIOUS COMPONENTS.

NEXT, THE CHASSIS IS SUBJECTED

TO AN AGE-OLD NONDESTRUCTIVE
TEST USING A TAP HAMMER.

THIS EXAMINATION VERIFIES
NEAR-SURFACE DELIMITATIONS.

AN ACOUSTIC TRANSDUCER
CHECKS FOR LAMINATION QUALITY

THAT IS INVISIBLE
TO THE NAKED EYE.

A STERILE GEL COUPLING
PROVIDES AN ACOUSTIC SIGNAL

BETWEEN
THE ULTRASOUND TRANSDUCER

AND THE INSPECTION AREA.

THE TRANSDUCER SENDS AND
RECEIVES REFLECTIVE WAVE FORMS

TO DETECT IMPERFECTIONS.

THEIR INTENSITY AND DISTANCE ARE
SENT TO THE DIAGNOSTIC DISPLAY.

IN A LARGER SECTION
OF THE FACTORY,

PRODUCTION SPECIALISTS
PREPARE THE CHASSIS UNITS

FOR ENGINE PARTS AND MORE.

WITH THE AID OF A SERVICE
CONSOLE AND TORQUE WRENCH,

A TECHNICIAN INSTALLS
CUSTOM ALUMINUM MOUNTING INSERTS

IN PREDRILLED OPENINGS.

THE SUPPORT BRACKET WILL LINK
SUSPENSION CONTROL ARMS

TO THE ENGINE FRAME.

THESE SUPPORT UNITS
ARE MADE FROM CAST ALUMINUM.

THEY SECURE THE ATTACHMENT
OF THE DRIVETRAIN

AND THE SUSPENSION
TO THE CHASSIS.

THE CARBON FIBER AIR BOXES THAT
FEED THE V-8 ENGINE CLEAN AIR

ARE PART OF THE CHASSIS.

THIS DESIGN FEATURE IS BOTH

ENERGY-EFFICIENT
AND A SPACE SAVER.

Narrator: THE PORSCHE
918 SPYDER'S V-8 ENGINE

IS COUPLED
TO DYNAMIC HYBRID MODULES.

THEY NOT ONLY ALLOW THE CAR
TO OPERATE ELECTRICALLY,

THEY ALSO CONVERT
KINETIC BRAKING ENERGY

INTO REUSABLE ELECTRICITY.

ASSEMBLING A HYBRID MODULE

STARTS WITH A MAGNET
AC SYNCHRONOUS MOTOR

MADE UP OF A STATOR AND A ROTOR.

THE STATOR CONSISTS OF

WOUND CONDUCTORS
AND ARMATURE FRAMEWORK,

SELECT SMALL COILS
WITH COPPER WINDING WIRES

ATTACHED TO
THE CIRCULAR ARMATURE.

EACH COIL MOUNTS
ONTO THE LAMINATION STACK,

WHICH INCLUDES THE STATOR
AND ROTOR CORE.

EVERY COIL IS MADE OF 50
WINDINGS OF COPPER WIRE,

PLASTIC END CAPS,
AND ISOLATION PAPER.

EACH COIL AUTOMATICALLY BECOMES
PART OF THE ROTATED STACK.

THE COILS MOUNT PRECISELY
TO THE STACK

TO GENERATE
THE NECESSARY CHARGE.

WHEN COMPLETE,
THE LAMINATION STACK

CONSISTS OF
OVER 200 SHEETS OF METAL.

THE ARMATURE MOVES SLOWLY
INTO A BRAZING STATION.

COPPER WIRE ENDS JOIN
THE INNER CONNECTORS

THROUGH A HIGH-TEMPERATURE
FUSION PROCESS.

THE ELECTRIC INTERCONNECTION
OF THE COILS

IS ESTABLISHED BY BRAZING THE
TWO COPPER WIRES OF EACH COIL

AT ALMOST 800 DEGREES.

PLASMA-ACTIVATED SILICONE
IS APPLIED

TO SECURELY INSULATE
THE INNER CONNECTION.

TO ENSURE ITS COHESION,

AN AUTOMATED DEVICE DELIVERS
LOW-TEMPERATURE PLASMA,

CREATING A THERMOPLASTIC LAYER.

THIS IS THE SILICONE
IN ITS LIQUID STATE.

THE NEXT PART OF THE PROCESS
IS CALLED TRICKLE IMPREGNATION.

THE ARMATURE REVOLVES ON
AN AUTO-CENTERING CHUCK.

AS IT ROTATES,
A SERIES OF DRIPPERS

APPLY INSULATING RESIN TO THE
WINDINGS AT CONTROLLED RATES.

IN THE FINAL STAGES
OF THE MOTOR'S ASSEMBLY,

THE ARMATURE, THE ELECTRIC
METAL SHEETS, AND COILS

MOUNT ONTO A BASE CARRIER.

ONCE THEY LOCK INTO POSITION,

THE AIR-GUIDE FRAME
LOWERS INTO THE ARMATURE.

THE OUTER FRAME AIDS
IN THE AIR VENTILATION PATHS

BETWEEN PARTS AND SOUNDPROOF
ENCLOSURE DURING OPERATION.

THE CURRENT-CONNECTING
SLIP RINGS AND COVER

COMPLETES THE MANUFACTURING
OF THE STATOR UNIT.

A SMALL CEILING ROBOT ACCURATELY
POSITIONS AND DISPENSES RESIN

ONTO THE ROTOR'S ENCASEMENT.

IT CAN CONTROL ALL ASPECTS
OF APPLICATION PARAMETERS

SUCH AS FLUID FLOW
AND SPEED PROPORTIONAL CONTROL.

ONE AT A TIME,
A SPECIALIST PLACES MAGNETS

INTO THE MAIN CLUTCH
OF A POSITIONING JIG.

THE JIG'S COMPRESSION VICE
ALIGNS AND FIRMLY ATTACHES

THE MAGNET TO THE HEAVY-DUTY
RESIN ON THE ROTOR CASE.

WITHIN AC SYNCHRONOUS MOTORS,

MAGNETIC FIELDS FORM IN BOTH
THE ROTOR AND THE STATOR,

PRODUCING A TORQUE
ON THE MOTOR SHAFT.

THIS IS THE UNION
OF THE ROTOR AND THE STATOR.

THIS BEARING BRACKET
CREATES A CLEARANCE GAP

BETWEEN THE TWO ELEMENTS.

THE BRACKET
MAINTAINS EVEN SPACING

BETWEEN THE PARTS THROUGH
THE 360 DEGREES OF ROTATION.

THE SPECIALIST ADDS THE HOUSING,
POWER TERMINAL, AND CABLES.

THE TERMINAL MANAGES
THE POWER FIELD

AS ELECTRICITY FLOWS FROM THE
BATTERY TO THE ELECTRIC MOTOR.

LIKE MOST ELECTRIC
AND HYBRID CARS

WITH A HIGH-VOLTAGE
ELECTRICAL SYSTEM,

CABLES AND CONNECTORS
ARE COLORED BRIGHT ORANGE

FOR SAFETY.

Narrator:
THE PORSCHE 918 SPYDER'S

4.6-LITER, 8-CYLINDER ENGINE
PRODUCES 608 HORSEPOWER,

THE HIGHEST POWER OUTPUT
PER LITER

OF ANY PORSCHE
NATURALLY-ASPIRATED ENGINE.

ON THE COMBUSTION ENGINE'S
ASSEMBLY LINE,

THE ENGINE BLOCK SHIFTS
TO A LIGHTWEIGHT TROLLEY.

IT USES
A VERTICALLY-MOUNTED SLEW RING,

WHICH CONNECTS TO A BRACKET ON
THE BLOCK'S CRANKSHAFT HOUSING.

WHEN THE ENGINE BLOCK
LOCKS INTO PLACE,

IT CAN ROTATE 360 DEGREES,
ALLOWING FOR COMPLETE ACCESS.

THE CRANKSHAFT
AND ITS CONTAINMENT CLAMPS

ARE LOCKED IN PLACE

TO KEEP THE REVOLVING
ENGINE PART IN POSITION.

THEN A TECHNICIAN USES

A MICROCHIP-CONTROLLED
TORQUE WRENCH

TO TEST THE JOINTS,
ADJUST THE TORQUE,

AND EXAMINE THE ENGINE LIMITS.

THEY USE A DIAL BORE GAUGE

TO ASSESS THE INSIDE DIAMETER
OF CONNECTING ROD BOLTS.

CYLINDER HEAD BOLTS
ARE THE CONNECTING ELEMENTS

BETWEEN THE ENGINE BLOCK,
CYLINDER HEAD GASKET,

AND CYLINDER HEAD.

THE BOLT-TIGHTENING FORCE
IS AN IMPORTANT FACTOR

FOR THE MUTUAL SEALING
OF THE COMBUSTION CHAMBER,

OIL AND COOLANT CHANNELS,
AS WELL AS THE AMBIENT AIR.

NEXT, ALREADY-INSTALLED CAMSHAFT
BRACKETS LOCK INTO POSITION

WITH THEIR PROPER FASTENING
BOLTS BY A POWER DRIVER.

PIPING KNOWN AS
FUEL INJECTION RAIL

IS INSTALLED
WITH A TORQUE WRENCH.

THE RAIL SUPPLIES
PRESSURIZED FUEL

TO INDIVIDUAL INJECTORS
WITHIN THE ENGINE.

THE ENGINE'S HANDMADE
WIRING HARNESS IS CRUCIAL.

THE WIRES ARE BOUND TOGETHER
BY CABLE TIES

TO SAVE SPACE
AND MINIMIZE THE EFFECTS

OF VIBRATIONS, ABRASIONS,
AND MOISTURE.

THE ALUMINUM ENGINE BLOCK,

FINALIZED
WITH THE REAR ELECTRIC MOTOR,

IS READY TO JOIN
THE 7-SPEED TRANSMISSION BLOCK.

NEXT, A SPECIALIST
PLACES THE 7-SPEED GEARBOX

INTO POSITION WHERE IT WILL JOIN
THE DRIVESHAFT.

THE GEARBOX PROVIDES THE
CONTROLLED APPLICATION OF POWER

TO THE WHEELS.

THEN THE DRIVESHAFT
AND LINKAGE ARMS ARE CONNECTED

TO THE GEARBOX OF
THE FRONT ELECTRIC DRIVE SYSTEM.

THE SUSPENSION CONTROL ARMS
ARE INSTALLED.

THEY MANAGE THE MOTION
OF THE WHEELS

AS THE CAR REBOUNDS OR DROOPS
ON THE ROAD.

NEXT IS THE
AIR-CONDITIONING COMPRESSOR,

THE HEART OF THE A.C. SYSTEM.

IT TAKES THE REFRIGERANT GAS
AND PRESSURIZES IT TO COOL AIR.

IT'S RUN BY AN ENGINE BELT AND
ELECTRICALLY-OPERATED CLUTCH.

A WORKER ADDS
THE SUSPENSION SHOCKS.

THEY ARE PART OF
AN ADAPTIVE SHOCK ABSORBER

AND REAR-AXLE STEERING SYSTEM,

WHICH PROVIDES ELECTROMECHANICAL
WHEEL ADJUSTMENT.

WITH A TORQUE WRENCH,

A SPECIALIST INSTALLS
AND FASTENS THE FINAL BOLTS

TO COMPLETE THE RUNNING GEAR.

IN PURELY ELECTRIC MODE,

THE 918 SPYDER ATTAINS
ZERO TO 60 IN SIX SECONDS

AND A TOP SPEED
OF 93 MILES PER HOUR.

DEFINITELY ELECTRIFYING.

Narrator:
THE 918 SPYDER'S ARRANGEMENT
OF INNOVATIVE DESIGN

AND HYBRID TECHNOLOGY
RIVALS ANY RACECAR.

WITH REVOLUTIONARY COMPONENTS

AND HIGH-RECUPERATION
PERFORMANCE,

IT IS THE SUPERCAR
OF THE FUTURE.

ON AN ENGINE CRADLE DOLLY,

TECHNICIANS BRING
THE CARRIER UNIT

TO THE DRIVE-SYSTEM ELEMENTS.

THIS INCLUDES THE V-8 ENGINE,
AN ELECTRIC DRIVE, AND GEARBOX.

TUBING TO THE AIR FILTER
AND THE ENGINE'S EXHAUST

ARE SUBSEQUENTLY FIT.

THE CARRIER UNIT HAS
THREE SPECIFIC MOUNTING POINTS

FOR THE DRIVE SYSTEM --

TWO POINTS IN THE FRONT
OF THE CARBON FIBER UNIT

AND ANOTHER IN THE REAR SECTION.

IN THE FRONT, TWO LIGHTWEIGHT
GRAY CAST IRON MOUNTING BRACKETS

ARE ATTACHED WITH A POWER DRIVER
TO HOLD THE MOTOR IN POSITION.

THE OVAL-SHAPED AIR FILTERS

PROTECT THE FUEL-INJECTION
AND AIR-INTAKE SYSTEMS

FROM DUST AND DEBRIS THAT CAN
BE SUCKED IN DURING OPERATION.

TECHNICIANS CONNECT
THE POWER TERMINAL

AND HIGH-VOLTAGE CABLES
TO THE LITHIUM-ION BATTERY.

THE BATTERY THEN SHUTTLES
TO A FINISHED MONOCOQUE.

WITH THE ASSISTANCE
OF AN ELECTRIC DRIVE STACKER,

THE MONOCOQUE SHELL
HOVERS ABOVE THE BATTERY.

THE POWER SOURCE
RAISES TO ITS NEW HOME

BELOW THE FUEL TANK
AND BEHIND THE COCKPIT.

THE LIQUID-COOLED 6.8-KILOWATT-
AN-HOUR BATTERY PACK

HAS 312 INDIVIDUAL CELLS

AND DISCHARGES 220 KILOWATTS
OF PEAK POWER.

TWO TECHNICIANS INSTALL

THE 18-GALLON ALUMINUM
HYBRID-PRESSURE FUEL TANK.

THE TANK SITS INSIDE
THE MONOCOQUE BEHIND THE SEATS.

AFTER THE FUEL CELL,

THEY ADD A LOW-MASS
ALUMINUM HEAT-RESISTANT PANEL

ALONG WITH PROTECTED CABLING.

THIS ALUMINUM SHELL
REDUCES THE TRANSMISSION OF HEAT

AND VIBRATIONS TO THE COCKPIT.

NEXT, TECHNICIANS
ADD THE CARRIER UNIT

MOUNTED
WITH THE ENGINE COMPONENTS

TO THE MONOCOQUE
COCKPIT SECTION.

TECHNICIANS USE TORQUE WRENCHES
TO ADJUST THE BOLTS THAT JOIN

THE INTERLOCKING CARBON FIBER
RESIN POLYMER STRUCTURES

TOGETHER.

THIS IS THE EXHAUST SYSTEM
WITH TOP PIPES.

IT IS MADE OF EXTREME HEAT
AND PRESSURE-RESISTANT STEEL.

THE SYSTEM IS ALSO WRAPPED

IN THIN-WALLED HEAT-
AND NOISE-BARRIER SHIELDS.

BELOW THE EXHAUST
IS A TEMPORARY TARPAULIN SHEET

TO PROTECT THE ENGINE CRADLE
AND OTHER PARTS.

A TECHNICIAN
ATTACHES THE RUNNING GEAR

TO THE REAR SECTION
OF THE CHASSIS.

A LIFT ELEVATES THE DRIVETRAIN,
THE SUSPENSION SYSTEM,

AND BRAKING UNITS INTO POSITION.

THE RUNNING GEAR
IS BOLTED TO THE CARRIER UNIT

USING A POWER DRIVER.

HERE, THE CAR'S STYLISH SILLS
MEET THE CHASSIS,

INCLUDING THE RIGHT PANEL
WITH THE FUEL CAP.

USING A FEELER GAGE,

THE MEASUREMENT OF THE CLEARANCE
IN GAP WIDTH

BETWEEN THE TWO PARTS
IS TAKEN FOR ACCURACY.

NEXT, MORE ULTRALIGHT
CARBON FIBER PANELS

ARE ADDED TO THE BODY
OF THE CAR.

FOR THOSE WHO WANT TO KEEP THE
CAR AS LIGHTWEIGHT AS POSSIBLE,

A PRICY WEIGHT-REDUCING COATING
IS AVAILABLE

INSTEAD OF METALLIC PAINT.

DURING THE FINAL STAGES
OF ASSEMBLY,

EACH CAR'S VARIOUS
AESTHETIC COMPONENTS,

INCLUDING
THE EXTERIOR ACCESSORIES,

LIGHTS, AND INTERIOR TRIM
ARE PAINSTAKINGLY FIT.

THIS IS ONE
OF VERY FEW SUPERCARS

THAT EMPLOYS A MODERN
YET HANDCRAFTED PRODUCTION LINE.

A SPECIALIST ATTACHES

THE ADJUSTABLE, AERODYNAMIC,
THREE-SETTING RETRACTABLE WING

AND MEASURES IT WITH A FEELER
GAGE FOR A PRECISION FIT.

HE ALSO CHECKS THE HYDRAULIC
OPERATION OF THE WING

TO ENSURE
THAT THE MECHANICAL LINKAGE,

ADJUSTING CYLINDERS,
AND GUIDANCE

ALL OPERATE WITHIN
DESIRABLE LIMITS.

HE CALCULATES THE GAP WIDTH TO
ENSURE THE FIT OF THE SPOILER.

TECHNICIANS INSTALL

THE STAINLESS-STEEL
EXHAUST SYSTEM COVER PLATE.

THIS COCKPIT IS CLEARLY IMAGINED
WITH THE DRIVER IN MIND.

THE CONTROLS ARE GROUPED AROUND
A MULTIFUNCTION STEERING WHEEL,

MERGING WITH THREE LARGE,
ROUND INSTRUMENT PANELS.

IT IS POLISHED OFF
WITH AN INFOTAINMENT BLOCK

IN AN ELEVATED CENTER CONSOLE.

AS A PLUG-IN HYBRID,
THIS AUTOMOBILE COMBINES

THE DRIVING DYNAMICS
OF A PERFORMANCE RACECAR

WITH A LOW THIRST FOR FUEL,
MAKING THE DRIVE FUN AND LONG.

IF THINGS
ARE KEPT PURELY ELECTRIC,

A DRIVE RANGE OF 18 MILES
IS ACHIEVABLE.

TWO REMOVABLE ROOF PANELS
OFFER A PREMIUM VIEW.

CONTROL PANELS
FOR CLIMATE CONTROL,

WING ADJUSTMENT,
AND COMMUNICATIONS

CONNECT THE DRIVER TO THE CAR.

NO LONGER JUST A CONCEPT CAR
MADE FOR SHOWROOMS,

THE PORSCHE 918 SPYDER
IS A LIVING DREAM.

IT CONTRIBUTES TO
A LONG-STANDING TRADITION

OF EXCEPTIONAL SUPERCARS.

A SPORTS CAR UNLIKE ANY OTHER,
IT BREAKS THE BOUNDARIES

OF STYLE, PERFORMANCE,
AND TECHNOLOGY,

DEFIANT IN DESIGN
TO INSPIRE GENERATIONS

OF ENGINEERS, ENTHUSIASTS,
AND HYBRID SUPERCARS TO COME.