The technical details of the electric motor and the V8 biturbo

Drive system

The new Porsche is powered by an electric motor in combination with a V8 petrol engine adapted from the Panamera Turbo. The electric motor delivers 100 kW (136 hp at 2,800 rpm) and provides a maximum torque of 400 Nm (up to 2,300 rpm).

V8 biturbo with 4.0-litre displacement and 770 Nm of torque

The eight-cylinder biturbo engine in the Panamera Turbo S E-Hybrid is a redesign. The design is compact and comparatively light, and delivers power of 404 kW (550 hp) between 5,750 and 6,000 rpm; the petrol engine produces a consistent torque of 770 Nm between 1,960 and 4,500 rpm. From a design perspective, the eight-cylinder biturbo is a longitudinally mounted V-engine with a bank angle of 90 degrees. The four variable inlet and outlet camshaft controls, which can each be adjusted by 50 degrees, are driven by chains. The displacement of the four-valve engine is 3,996 cm3, producing an outstanding specific output of 137.5 hp/l. The dominant technical characteristics of the V8 direct fuel injection engine are a central turbo layout with two internal-V turbochargers and injectors positioned in the centre of the combustion chamber. Other distinguishing features include a race-track-compatible oil circuit (layout designed to compensate for extreme longitudinal acceleration and latitudinal acceleration) and a virtually wear-free coating on the cylinder tracks.

Two twin-scroll turbochargers with up to 2.0 bar boost pressure

The V8 petrol engine is exceptionally agile in all speed and power ranges. Even at low speeds, the eight-cylinder machine is a powerhouse of torque. These drive characteristics are achieved, in part, thanks to the twin turbochargers in the central turbo layout. Two twin-scroll turbochargers supply compressed air to the combustion chamber of the V8. The counter-rotating turbines provide high torque values even at low speeds. The maximum boost pressure of the turbochargers is 2.0 bar. On each turbocharger, a compressor driven by the exhaust gas flow compresses the intake air. To optimise engine response, this process air is directed through a two-tract system – after flowing through the charge-air coolers to the left and right in front of the V8, the outside air is guided into the left and right cylinder banks, passing through a throttle valve on the way. The charge-air cooler significantly reduces the temperature of the process air, which has been heated up during compression. This process increases the density of the air, which in turn increases the amount of oxygen in the cylinder, boosting the overall efficiency of the engine. The fuel is injected by injectors equipped with high-pressure injection valves positioned in the centre of the combustion chamber. Porsche has created specific injection strategies that are deployed during engine start-up and to rapidly warm the catalytic converters, to achieve a short warm-up phase and to optimise the injection process while the engine is running at operating temperature. Each cylinder bank is equipped with its own high-pressure pump: The maximum injection pressure is 250 bar.

Exhaust gas after-treatment with catalytic converters in internal-V layout

The V8 engine is equipped with a two-tract exhaust system with primary and main catalytic converters and front and rear mufflers. Analogue to the central turbo layout, the eight-cylinder engine is designed with a close-coupled internal-V catalytic converter layout; this configuration enables the emission control system to reach its optimum operating temperature quickly. Furthermore, the action of opening the turbocharger wastegate valve accelerates the warm-up process of the catalytic converter during the start phase.

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