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MotorTranscript
00:00Welcome to the Technik Deep Dive of the new Porsche 911 Carrera GTS.
00:05Together with engine expert Thomas Brandl, we'll take a look at the drive today.
00:21Stage clear for the 911 Carrera GTS.
00:25There it is. Thomas, but your area of expertise is not the design, but what's under the hood.
00:32Exactly. We took a very revolutionary step.
00:35For the first time, we hybridized the 911, the street 911.
00:40We already know this from racing, but now the step into street vehicles.
00:46We chose a special hybrid concept to take a big step in performance.
00:54Let's take a closer look at this concept.
00:58Here we already see parts of the hybrid concept.
01:01In the front area, the high-voltage battery on a 400-volt basis.
01:05If we take a closer look at the powertrain,
01:09in the rear area, the vehicle, the icon of the sports car, the boxer engine,
01:15and above the boxer engine, the high-voltage components.
01:24If we take a look at the main components of the hybrid,
01:28in the front area, as I said, this high-performance battery with a very high energy density.
01:34We have installed 216 round cells with 3.7 volts each.
01:38In total, a 400-volt system that supplies the hybrid powertrain with energy.
01:43We have 1.9 kilowatt hours of energy available.
01:47In the middle area, our revised BDK2 EVO.
01:51We made it even more robust in terms of torque.
01:54The special feature is that you can already see the e-motor here in the middle.
01:58It runs, as I said, in the transmission.
02:01It is cooled in the transmission oil.
02:04And, as I said, it runs directly between the crankshaft and the drive shaft without a clutch in between.
02:09That means we can't drive purely electrically.
02:12That was not the goal of this hybridization either.
02:15The goal was clearly to do everything for the performance.
02:18Here in the rear, the boxer six-cylinder engine is known.
02:23It is completely new.
02:25Constructed from white paper.
02:283.6 liter displacement.
02:30We took over the displacement drilling ratio from the three-liter aggregate.
02:33The engine is built flatter, 110 millimeters.
02:36For this, however, we were able to accommodate the high-voltage components in the upper area.
02:42The engine is very compact.
02:44It is lighter than the predecessor.
02:46You can also see that it is totally closed.
02:48No moving parts are visible from the outside.
02:51We were able to electrify all of these components.
02:54Since we have a high-voltage system on board.
02:57The revolution is certainly our E-Turbo.
03:00The special feature at this point is also that we have switched from a bi-turbo architecture to a mono-turbo architecture.
03:07Here, too, the background is due to the weight optimization.
03:12We can see it here again in bigger detail, this E-Turbo.
03:15We have a 20 kW machine between the compressor and the turbine.
03:20With this electric motor, we can control the turbocharger in revolutions and thus also the load pressure of the aggregate.
03:27We don't have a wastegate.
03:28This is the revolution at this point.
03:30That means we can or we actually have to recuperate everything on exhaust enthalpy.
03:36And that makes the system so performant.
03:39The turbocharger revs up to 120,000 revolutions per minute.
03:44The power electronics are attached directly here to the turbocharger.
03:48This is the heart of our T-Hybrid and thus also the name giver.
03:53Yes, super exciting what the T-Hybrid propulsion technology in the GT-RS can do
03:57and how the individual components work together.