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Porsche 918 Spyder A unique combination of performance and efficiency

 

Prototyp 918 Spyder

Stuttgart. The 918 Spyder embodies the essence of the Porsche idea: it combines pedigree motor racing technology with excellent everyday utility, and maximum performance with minimum consumption. The task faced by the development team was to create the super sports car for the next decade with a highly efficient and powerful hybrid drive. Developing the car from scratch, appropriately beginning with a sheet of white paper, allowed the team to come up with a no-compromise concept. The entire car was designed around the hybrid drive. The 918 Spyder therefore demonstrates the potential of the hybrid drive to a degree never seen before: the parallel improvement of both efficiency and performance without one being at the cost of the other. This is the idea that has made the Porsche 911 the most successful sports car in the world for 50 years. In short, the 918 Spyder will act as the gene pool for the Porsche sports cars of the future.
Prototyp 918 Spyder
The 918 Spyder reveals its close links to motorsport in a variety of ways. It has been designed, developed and produced by Porsche engineers who build race cars, in cooperation with series production specialists. A great deal of insight gained from the development of Porsche race cars for the 24 hours race in Le Mans in 2014 is thus integrated into the 918 Spyder – and vice versa. The structural concept of the 918 Spyder with a rolling chassis as its basis – a basic vehicle that can be driven even without a body – is race car tradition at Porsche. The concept of the V8 engine originates from the LMP2 RS Spyder race car. The load-bearing structures, the monocoque and subframe, are made of carbon fibre reinforced polymer. Porsche has many years of experience with this high-strength, lightweight construction material and has again achieved top results with the development of the series production 918 Spyder. Many parts of the super sports car come from manufacturers who have a proven record as suppliers for motorsport vehicles.
Prototyp 918 Spyder
Hybrid drive brings advantages in terms of driving dynamics 
A key message of the 918 Spyder is that the hybrid drive from Porsche is a plus for no-compromise driving dynamics. Drivers can experience this thanks to the unique all-wheel drive concept with a combination of combustion engine and electric motor on the rear axle and the second electric motor on the front axle. It is based on knowledge gained by Porsche during motor races with the successful 911 GT3 R Hybrid. Due to the additional, individually controllable front drive, new driving strategies for extremely high, safe cornering speeds can be implemented, especially for bends. Furthermore, the advanced “boost” strategy manages the energy of the electric drive so intelligently that, for every sprint with maximum acceleration, the full power of the 918 Spyder can be tapped into by simply pressing the accelerator down fully. In short, the 918 Spyder allows even drivers without motorsport training to experience the potential of advanced longitudinal and transverse dynamics.
Prototyp 918 Spyder
The Porsche 918 Spyder also has the potential to break many records. The current lap time for the North Loop of the Nürburgring is 7:14 minutes. This time was achieved in the presence of international journalists during test drives in September 2012 – more than a year before start of production. The 918 Spyder prototype was therefore approximately 20 seconds quicker than the Porsche Carrera GT. More test drives on the Nürburgring North Loop will follow. An even more important factor is that the 918 Spyder surpasses previous models and competitors by far in its efficiency as well. As a plug-in hybrid vehicle, it systematically combines the dynamic performance of a racing machine with over 880 hp and low NEDC fuel consumption, which at about three litres fuel per 100 km is better than that of most small cars today. To sum it up: maximum driving fun with minimal fuel consumption.
Prototyp 918 Spyder
Carbon monocoque guarantees lightweight design with a low centre of gravity 
The 918 Spyder utilizes the best state-of-the-art technologies, taken straight from motor racing, to achieve its top performance. The entire load-bearing structure is made of carbon fibre reinforced polymer (CFRP) for extreme torsional rigidity. Additional crash elements at the front and rear absorb and reduce the energy of a collision. The car’s unladen weight of approximately 1,640 kg (“Weissach” package), an excellent low weight for a hybrid vehicle of this performance class, is largely attributable to this concept. The drivetrain components and all components weighing over 50 kg are located as low and as centrally as possible within the vehicle. This results in a slightly rear end biased axle load distribution of 57 per cent on the rear axle and 43 per cent on the front axle, combined with an extremely low centre of gravity at approximately the height of the wheel hubs, which is ideal for driving dynamics. The central and low position of the traction battery directly behind the driver not only supports efforts to concentrate masses and lower the centre of gravity; it also provides the best temperature conditions for optimum battery power capacity.
Prototyp 918 Spyder
Chassis with race car genes and rear-axle steering 
The multi-link chassis of the Porsche 918 Spyder is inspired by motorsport design, complemented by additional systems such as the PASM adaptive shock-absorber system and rear-axle steering. Basically, this incorporates an electro-mechanical adjustment system at each rear wheel. The adjustment is speed-sensitive and executes steering angles of up to three degrees in each direction. The rear axle can therefore be steered in the same direction as the front wheels or in opposition to them. At low speeds, the system steers the rear wheels in a direction opposite to that of the front wheels. This makes cornering even more direct, faster and more precise, and it reduces the turning circle. At higher speeds, the system steers the rear wheels in the same direction as the front wheels. This significantly improves the stability of the rear end when changing lanes quickly. The result is very secure and stable handling.

Porsche Active Aerodynamic (PAA) for different driving modes 
Porsche Active Aerodynamic (PAA), a system of adjustable aerodynamic elements, ensures unique and variable aerodynamics; its layout is automatically varied over three modes ranging from optimal efficiency to maximum downforce and is tuned to the operating modes of the hybrid drive system. In “Race” mode, the retractable rear wing is set to a steep angle to generate high downforce at the rear axle. The spoiler positioned between the two wing supports near the trailing edge of the airflow also extends. In addition, two adjustable air flaps are opened in the underfloor in front of the front axle, and they direct a portion of the air into the diffuser channels of the underbody structure. This also produces a “ground effect” at the front axle.
Prototyp 918 Spyder
In “Sport” mode, the aerodynamic control system reduces the attack angle of the rear wing somewhat, which enables a higher top speed. The spoiler remains extended. The aerodynamic flaps in the underfloor area close, which also reduces aerodynamic drag and increases attainable vehicle speeds. In “E” mode, the control is configured entirely for low aerodynamic drag; the rear wing and spoiler are retracted and the underfloor flaps are closed.

Adjustable air inlets under the main headlights round off the adaptive aerodynamic system. When the vehicle is stationary and in “Race” and “Sport” mode, they are opened for maximum cooling air intake. In “E-Power” and “Hybrid” modes, they close immediately after the car is driven off in order to keep aerodynamic drag to a minimum. They are not opened until the car reaches speeds of approximately 130 km/h or when cooling requirements are higher.

From comfortable to race-ready: five modes for three motors 
The core of the 918 Spyder concept is its distribution of propulsive power among the three power units; their cooperation is controlled by an intelligent management system. To best exploit these different approaches, the Porsche developers defined five operating modes that can be activated via a “map switch” on the steering wheel, just like in motorsport cars. On the basis of this pre-selection, the 918 Spyder applies the most suitable operating and boost strategy without driver intervention, thus allowing the driver to concentrate fully on the road.

Quiet and elegant: “E-Power” 
When the vehicle is started up, the “E-Power” mode is the default operating mode as long as the battery is sufficiently charged. In ideal conditions, the 918 Spyder can cover over 30 kilometres on purely electric power. Even in pure electric mode, the 918 Spyder accelerates from 0 to 100 km/h in less than seven seconds and can reach speeds of up to 150 km/h. In this mode, the combustion engine is only used when needed. If the battery’s charge state drops below a set minimum value, the vehicle automatically switches to hybrid mode.

Efficient and comfortable: “Hybrid” 
In “Hybrid” mode, the electric motors and combustion engine work alternately with a focus on maximum efficiency and minimum fuel consumption. The use of individual drive components is modified as a function of the current driving situation and the desired performance. The Hybrid mode is typically used for a fuel economy-oriented driving style.

Sporty and dynamic: “Sport Hybrid”
In more dynamic situations, the 918 Spyder selects the “Sport Hybrid” mode for its power sources. The combustion engine now operates continuously and provides the main propulsive force. In addition, the electric motors provide support in the form of electric boosting or when the operating point of the combustion engine can be optimised for greater efficiency. The focus of this mode is on performance and a sporty driving style at top speed.

For fast laps: “Race Hybrid”
“Race Hybrid” is the mode for maximum performance and an especially sporty driving style. The combustion engine is chiefly used under high load, and charges the battery when the driver is not utilising its maximum output. Again, the electric motors provide additional support in the form of boosting. Furthermore, the gear-shifting programme of the PDK is set up for even sportier driving. The electric motors are used up to the maximum power output limit to deliver the best possible performance for the race track. In this mode, the battery charge state is not kept constant, rather it fluctuates over the entire charge range. In contrast to Sport Hybrid mode, the electric motors run at their maximum power output limit for a short time for better boosting. This increased output is balanced by the combustion engine charging the battery more intensively. Electric power is thus available even with several very fast laps.

For pole position: “Hot Lap”
The “Hot Lap” button in the middle of the map switch releases the final reserves of the 918 Spyder and can only be activated in “Race Hybrid” mode. Similar to a qualification mode, this pushes the traction battery to its maximum power output limits for a few fast laps. This mode uses all of the available energy in the battery.

Main propulsion: the race car’s eight cylinder engine 
The main source of propulsion is the 4.6-litre, eight cylinder engine that produces 608 hp of power. The engine is derived directly from the power unit of the successful RS Spyder, which explains why it can deliver engine speeds of up to 9,150 rpm. Like the race engine of the RS Spyder, the 918 Spyder power unit features dry-sump lubrication with a separate oil tank and oil extraction. To save weight, components such as the oil tank, the air filter box integrated into the subframe and the air induction are made of carbon fibre reinforced polymer. Further extensive lightweight design measures have resulted in such features as titanium connecting rods, thin-wall, low-pressure casting on the crank case and the cylinder heads, a high-strength, lightweight steel crankshaft with 180 degrees crankpin offset and the extremely thin-walled alloy steel/nickel exhaust system. Striking features of the V8 are that it no longer supports any auxiliary systems, there are no external belt drives and the engine is therefore particularly compact. Weight and performance optimisations achieve a power output per litre of approx. 132 hp/l – the highest power output per litre of a Porsche naturally aspirated engine – which is significantly higher than that of the Carrera GT (106 hp/l) and outstanding for a naturally aspirated engine.

Unique race car design heritage: top pipes 
It isn’t just this engine’s performance but also the sound it makes that stokes the emotionality of the 918 Spyder. This is attributable first and foremost to the so-called top pipes: the tailpipes terminate in the upper part of the rear end immediately above the engine. No other production vehicle uses this solution. The top pipes’ greatest benefit is optimal heat removal, because the hot exhaust gases are released via the shortest possible route, and exhaust gas back pressure remains low. This design requires a new thermodynamic air channelling concept. With the HSI engine, the hot side is located inside the cylinder V, the intake channels are on the outside. There is another benefit as well: the engine compartment remains cooler. This is especially beneficial to the lithium-ion traction battery, as it provides optimum performance at temperatures between 20 and 40 degrees Celsius. Consequently, less energy needs to be used for active cooling of the battery.

In parallel in the drivetrain: hybrid module 
The V8 engine is coupled to the hybrid module, since the 918 Spyder is designed as a parallel hybrid like the current hybrid models from Porsche. Essentially, the hybrid module comprises a 115 kW electric motor and a decoupler that serves as the connection with the combustion engine. Because of its parallel hybrid configuration, the 918 Spyder can be powered at the rear axle either individually by the combustion engine or electric motor or via both drives jointly. As is typical for a Porsche super sports car, the power pack in the 918 Spyder has been placed in front of the rear axle, and does not have any direct mechanical connection to the front axle.

Upside-down for a low centre of gravity: Doppelkupplung 
A seven-speed Doppelkupplung (PDK) transmission handles power transmission to the rear axle. The high-performance transmission is the sportiest version of the successful PDK; it has undergone a complete redesign for the 918 Spyder and has been further optimised for high performance. To ensure a low mounting position for a low centre of gravity of the entire vehicle, the gear unit was turned “upside down” by rotating it 180 degrees about its longitudinal axis, in contrast to other Porsche series. If no power is required on the rear axle, the two motors can be decoupled by opening the decoupler and PDK clutches. This is the action behind the Porsche hybrid drive’s typical “coasting” with the combustion engine switched off.

Independent all-wheel drive: front axle with electric motor 
On the front axle, there is another independent electric motor with an output of approximately 95 kW. The front electric drive unit drives the wheels at a fixed ratio. A decoupler decouples the electric motor at high speeds to prevent the motor from over-revving. Drive torque is independently controlled for each axle. This makes for very responsive all-wheel drive functionality that offers great potential in terms of traction and driving dynamics.

Lithium-ion battery with plug-in charging system 
The electric energy for the electric motors is stored by a liquid-cooled lithium-ion battery comprising 312 individual cells with an energy content of about seven kilowatt hours. The battery of the 918 Spyder has a performance-oriented design in terms of both power charging and output, so that it can fulfil the performance requirements of the electric motor. The power capacity and the operating life of the lithium-ion traction battery depend on several factors, including thermal conditions. That is why the battery of the 918 Spyder is liquid-cooled by a dedicated cooling circuit. The global warranty period for the traction battery is seven years.

To supply it with energy, Porsche developed a new system with a plug-in vehicle charge port and improved recuperation potential. This vehicle charge port in the B-column on the front passenger side lets users connect the storage battery to a mains supply at home and charge it. The charge port is standardised for the country of purchase. The on-board charger is located close to the traction battery. It converts the alternating current of the mains supply into direct current with a maximum charge output of 3.6 kW. Using the supplied Porsche Universal Charger (AC), the traction battery can be charged within four hours from a ten ampere rated, fused power socket on the German 230 Volt mains supply, for example. Furthermore, the Porsche Universal Charger (AC) can be installed at home in the garage using the Charging Dock. It enables rapid and convenient charging within approximately two hours, irrespective of regional conditions. The Porsche Speed Charging Station (DC) is available as an optional extra. It can fully charge the high-voltage battery of the 918 Spyder in just 25 minutes.

Pioneering control concept: clear organization of the cockpit
The driver is the focus of all technology in the future Porsche super sports car. A cockpit was created for the driver that is typical of the brand and pioneering in its clarity. It is partitioned into two basic areas. First, there are the controls that are important for driving, which are grouped around the multifunction steering wheel, combined with driver information displayed on three large round instruments. Second, there is the infotainment block that is housed in the lifted centre console, which was introduced in the Carrera GT. Control functions, e.g. for the automatic climate control system, wing adjustment, lighting and Porsche Communication Management (PCM), including a Burmester high-end sound system, can be intuitively operated by multitouch with a new type of black panel technology.

For even higher performance: the Weissach package
For very performance-oriented customers of the 918 Spyder, Porsche offers the “Weissach” package. These modified super sports cars can be recognised at first glance by special colours and designs that are based on legendary Porsche race cars. The roof, rear wings, rear-view mirrors and frames of the windscreen are made of visible carbon. Parts of the interior are upholstered with Alcantara instead of leather, and visible carbon replaces much of the aluminium. Sound insulation has been reduced. The emphasis on performance is not just visual: very lightweight magnesium wheels reduce unsprung masses; gross weight was reduced by about 35 kg. The benefits are experienced in further improved dynamic performance. Other references from motorsport are six-point seatbelts for driver and front passenger, optional film-coating instead of body paint, as well as additional aerodynamic body parts in visible carbon.

Porsche redefined: a new super sports car for a new decade
The 918 Spyder continues a long tradition of super sports cars at Porsche; as technology platforms, as the driving force behind both car emotion and car evolution and as the ultimate sports cars of their decades: the Carrera GTS, the first Porsche Turbo, the 959, the 911 GT1, the Carrera GT. More than any of its predecessors, the 918 Spyder is providing key impetus for developing technologies for future vehicle concepts. It offers a complete package of components that reflect Porsche DNA – more concentrated than ever before.

SOURCE: Porsche AG Media Database

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Porsche 918 Spyder Prototype Goes For a Test Drive

The Porsche 918 Spyder is coming.

Production of the most anticipated Porsche starts at the company’s Stuttgart plant on Sept. 18, 2013 with only 918 units to be produced. Porsche will start selling the car for a starting price tag of $845,000 and the first customer cars will begin arriving in the United States near the end of 2013.

That’s quite a bit time. But before all that happens, Porsche decided to give a select few a first ride in a very early prototype for the 918 Spyder.

A ride in a 2014 Porsche 918 Spyder prototype, the only one in the world at a remote test track, a gaggle of Porsche engineers are at work, surrounded by all sorts of data-logging equipment. And there, in the middle of it all, is the 918.

The first ever Porsche 918 Spyder to run under its own means is nothing more than a rolling chassis pieced together so engineers can test its gasoline-electric hybrid drivetrain.

Partly covered in modified Porsche 911 body panels and flaunting outrageous exhaust pipes that sprout up from the engine bay at the rear (a feature we’re assured will be retained for production), it is a long way from the 918 Spyder concept that basked in the spotlight at the 2010 Geneva Auto Show.

“The production version will be very similar to the concept car in overall appearance,” Frank Walliser, chief engineer for the 918 program.

“There will be some changes, like these tailpipes. This is really just a systems mule that we’re using to sort the various gasoline-electric hybrid components and its electronics package before we begin construction of road-going prototypes back in Weissach (Porsche’s research and development center in Germany).”

As we know the Porsche 918 Spyder by now. Mere months after its unveiling, Porsche confirmed it would put the supercar into production as a successor to the celebrated Carrera GT, starting on September 18, 2013.

Just 918 examples are planned, each running down a dedicated line that is being established in a former paint shop at the car maker’s Zuffenhausen headquarters in Germany. It is the same factory that builds the latest Boxster and 911 — a holy grail to true Porsche fans, no less.

Waking Up the Engine
The Porsche engineers make some adjustments to the prototype’s electronics, which are housed in a makeshift aluminum box strapped to an area that will eventually be occupied by the production car’s rear spoiler. Walliser’s boss, Wolfgang Hatz, Porsche’s chief of research and development, slides down into the driver seat and twists a key in the left-hand-mounted ignition. Odd whirring sounds rise up from underneath before the gasoline engine catches and fills the garage with a deep pulsating blare of exhaust from those prominent tailpipes.

The centerpiece of the new Porsche is its mid-rear-mounted V8 gasoline engine, seated on traditional rubber mounts (rather than the hydraulic mounts used on the 911) within a carbon-fiber cradle that is attached to the back of the main tub by six prominent mounting points.

Similar to the 90-degree V8 used in the Porsche RS Spyder successfully campaigned in the American Le Mans series between 2005 and 2008, the engine has gained 1.2 liters of displacement, going from 3.4 liters in race trim up to 4.6 liters in this application.

Walliser describes the engine as “entirely new,” noting that it features an all-new crankcase, cylinder head design and low-reciprocating-mass internals, plus that radical exhaust system that sees two pipes exit just behind the integral carbon-fiber roll hoops. The point of this arrangement is to keep hot exhaust gases well away from the car’s heat-sensitive battery pack mounted down low directly behind the tub.

Let’s Talk About the Numbers
The revamped V8 has been tuned to rev to a dizzying 9,200 rpm (though in its current state of tune, it has a lower redline), and owing to its racing gene, Walliser promises it will deliver the same razor-sharp throttle response as the Carrera GT’s 5.7-liter V10. Porsche engineers tell us the V8 makes about 562 horsepower.

But the 2014 Porsche 918 Spyder is a hybrid, remember, so it also has a pair of synchronous electric motors — one mounted up front acting exclusively on the front wheels with 107 hp, and a second, 121-hp motor attached to the rear of the gasoline engine providing drive to the rear wheels. We’re told total system power will be in the neighborhood of 759 hp, with 568 pound-feet of torque.

Barely containing his delight at finally getting to show off the 918 Spyder to someone other than an engineer, Hatz gingerly guides the prototype out of the garage. After prodding the throttle a couple times to release some heat into the engine and its peripheries, he speeds off into the distance. We scramble back into the Multivan and catch up with the prototype at the end of an immense test track. The engineering team has spent the 10 days here at the track methodically running through the first systems test of the new car.

This car will offer five driving modes. There’s “e power” for all-electric operation, a “hybrid” mode that allows either electric or gasoline operation, followed by “sport hybrid,” which is the first of three performance-oriented gasoline-electric modes. Beyond that, “race hybrid” calls up even further levels of performance, while “hot lap” unleashes all the battery’s remaining power for short periods of what Walliser describes as overboost.

How Quick Is It?
Nothing is official just yet, but Porsche is aiming for a curb weight around 1,700 kg (3,747 pounds), with 0-62-mph acceleration in less than 3 seconds.

Officials also hint at a 0-124-mph time of less than 9 seconds and zero to 186 mph in less than 27 seconds — quicker than the Carrera GT. Top speed, achieved with the help of a series of active aerodynamic functions including diffuser elements behind the front wheels and a multistage rear wing that extends to a maximum height of 4.7 inches, is pegged at 202 mph

The Chassis
The 2014 Porsche 918 Spyder prototype rides on a unique chassis made almost entirely from cast-aluminum components. The suspension is a combination of double wishbones at the front and a multilink setup in back, but unlike the system on the Carrera GT, which used a racecarlike pushrod system attached to the unit-body, the 918 has conventional springs and dampers sited outboard near the center-lock-style wheels, which measure 20 inches up front and 21 inches in the rear and are wrapped in 265/35R20 and 325/35R21 Michelin Pilot Sport Cup rubber.

Computer simulations suggest the production car will be capable of generating up to a 1.4g on the skid pad (though that’s a maximum figure, rather than the average lateral acceleration we customarily report). He also drops a Nurburgring claim: Porsche is targeting 7 minutes, 22 seconds on the Nordschleife — still well short of the Dodge Viper’s 7:12, but moving nonetheless.

Even in early prototype form, the 2014 Porsche 918 Spyder is hugely impressive. There’s still a long way to go — another 18 months of intensive development, no less. But as our ride comes to an end, we’re struck by just how far Porsche’s engineering team has come during just 10 days of development work on the rolling chassis.

In the next phase, Porsche will build 23 road-going prototypes. Stay tuned.                          Read the original:
Porsche gives some a first ride in the 918 Spyder prototype …

What have we seen so far?

 evo’s Editorial Director and Founder Harry Metcalfe has a look at the future of the supercar.

  • From Top GearThe performance headlines are this. Acceleration from 0-62mph in ‘less than three’ seconds. Zero to 125mph in a time that almost matches a Bugatti Veyron. And a Nürburgring lap time (so far verified only on Porsche’s supernaturally accurate simulators), of 7.22. That’s 10 seconds faster than the old Carrera GT, and 10 seconds.

  • From AutoWeekAs if that’s not enough, Porsche also says its new supercar will boast a combined city/highway fuel-consumption figure of more than 78.4 mpg (U.S.) on the current European cycle. By comparison, the Carrera GT returned just 13.2 mpg (U.S.) under the same test procedure.

  • From WiredPorsche pulled a variant of the 4.6-liter V8 originally fitted to the three-time ALMS LMP2 Championship-winning RS Spyder. That engine put out a comparatively paltry 503 horsepower, but fitted to the 918, output is up to 570 hp. That figure is before you account for the 918′s two electric motors, and it’s also where the similarities to past supercars ends.

 

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Porsche returns to Le Mans in 2014,Development program confirmed for LMP1 sports prototype

Porsche returns to Le Mans with a works-run LMP1 sports prototype. The first outing of the completely new developed race car is planned for the year 2014. With 16 overall victories, Porsche is the most successful manufacturer in Le Mans

Porsche 911 GT1

With 16 overall victories, Porsche is the most successful manufacturer in Le Mans. The most recent win was in 1998 with the Porsche 911 GT1.

Porsche 911 GT1

“Motorsport was always an essential part of the Porsche brand,” emphasizes

Matthias Müller, President of the Executive Board at Porsche AG

Porsche 911 GT1

“So for us it was only a matter of time before we returned as a factory to the top league of racing. Porsche’s successes in Le Mans are unrivaled. We want to follow up on this with the 17th outright victory.”

Porsche 911 GT1

With the RS Spyder sports prototype that was run with great success from 2006 to 2008 by the factory-backed Penske Racing team in the USA and to 2010 by several customer teams worldwide, Porsche has set the benchmark recently in the LMP2 category.

Porsche RS Spyder

“With the RS Spyder we proved that our motorsport engineers in Weissach are at the forefront,” says Wolfgang Hatz, Board Member for Research and Development at Porsche AG.

Porsche RS Spyder, 24h Le Mans 2009

Porsche RS Spyder, 24h Le Mans 2009

Porsche RS Spyder, 24h Le Mans 2009

Wolfgang Hatz, Board Member for Research and Development at Porsche AG

Porsche RS Spyder

“For instance, we were the first to run a high-revving race engine with direct fuel injection, DFI, setting new standards in performance and efficiency. Recently, with the 911 GT3 R Hybrid, we adopted a completely new drive technology for racing purposes and achieved a considerable reduction in consumption.”

Porsche RS Spyder

Hartmut Kristen, Head of Porsche Motorsport, is already prepared for one of the most challenging development programmes in the company’s history.

Hartmut Kristen, Head of Porsche Motorsport

“We’re looking forward to the task of developing new technologies and to continue on with the success of the Porsche RS Spyder. After the conclusion of our works-supported sports prototype programme in the American Le Mans Series we have kept up with the latest technological advances. Now we will begin with detailed research in order to evaluate the various concept alternatives for our new car. These obviously depend on how the regulations for the year 2014 look in detail. In principle, these regulations are interesting for us because the integration of our hybrid technology in the vehicle concept is one possible option.”

Hans Herrmann and Richard Attwood claimed the first overall victory for Porsche in 1970 with the legendary 917 short-tail.

    Porsche 917 Kurzheck Coupé
    Porsche 917 Kurzheck Coupé

The 16th and by now last overall win was secured by Laurent Aiello, Stéphane Ortelli and Allan McNish in 1998 with the 911 GT1. In the years 2008 and 2009, the Porsche RS Spyder sports prototype won the title in the LMP2 category.

SOURCE: Porsche AG Media Database
Please find the official trailer at www.porsche.com/lemans.
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PORSCHE NEWS: Qualifying at Le Mans 24 Hours

“We made the most out of what was possible”

Stuttgart. The first step is taken with success. Porsche customer teams from all over Europe and the USA have secured good grid positions after the qualifying sessions for the 24 Hours of Le Mans.

Porsche 911 GT3 RSR, Flying Lizard Motorsports (l.-r.): Jörg Bergmeister, Lucas Luhr, Patrick Long, Seth Neiman, Spencer Pumpelly, Darren Law

The fastest Porsche driver, works pilot Marc Lieb (Germany), planted the Felbermayr 911 GT3 RSR on seventh in the GTE Pro class. Lieb competes for last year’s winning team with works drivers Richard Lietz (Austria) and Wolf Henzler (Germany). Four other 2011-spec 911 GT3 RSR take up the race in the GTE Pro category. In the GTE Am class, three 911 GT3 RSR from last year take off into the 79th edition of the long distance classic on Saturday at 15.00 hours from positions two, three and four.

(l.-r.): Marc Lieb, Richard Lietz, Wolf Henzler

“We’re satisfied with our preparations and are feeling confident for the race,” said two-time Le Mans winner Marc Lieb. “In the practice sessions, we managed to find a good set-up for our 911 for the challenges of this marathon and the very special, highly demanding race track.”

Richard Lietz, who has also notched up two wins at the world’s toughest automobile race, added:

“The handling of our 911 GT3 RSR is neutral and comfortable. This means that the car tends neither towards oversteer nor understeer. This works in favour of Marc, Wolf and I because our driving styles are similar.”

  Porsche 911 GT3 RSR, Team Felbermayr-Proton

The crew of the #75 Porsche 911 GT3 RSR also finished the qualifying without problems. Porsche factory pilot Marco Holzer (Germany) clinched the ninth grid spot for the ProSpeed Competition squad.

Porsche 911 GT3 RSR, Prospeed Competition (l.-r.): Marc Goossens, Jaap van Lagen, Marco Holzer

(l.-r.): Jaap van Lagen, Marco Holzer, Marc Goossens

“Today we worked on our race set-up,” said Holzer. “Yes, we were faster yesterday but our car was rather twitchy, and that wouldn’t have been optimal over the race distance. There are a couple of damn fast corners here in Le Mans so you need a car that you can trust. And now we have that car.”

Porsche 911 GT3 RSR, Prospeed Competition: Marc Goossens, Marco Holzer, Jaap van Lagen

Joining forces with the 22-year-old is Le Mans veteran Marc Goossens (Bel-gium) as well as Le Mans rookie Jaap van Lagen (Netherlands).

  Porsche 911 GT3 RSR, Flying Lizard Motorsports: Jörg Bergmeister, Patrick Long, Lucas Luhr

A damaged damper and an accident threw the schedule of the Flying Lizard Motorsports into disarray.

“Because of the faulty shock absorber we worked in the wrong direction for a long time during yesterday’s practice session,” explained Porsche works driver Joerg Bergmeister (Germany). “Then we lost time when a competitor spun and I couldn’t avoid him. The repairs were extensive. We decided to forget about turning an extra qualifying lap and instead we concentrated totally on finding a set-up.”

(l.-r.): Jörg Bergmeister, Patrick Long, Lucas Luhr

Bergmeister takes up the marathon on Saturday with his works driver colleague Patrick Long (USA)

Lucas Luhr

and Germany’s Lucas Luhr from 12th position in the GTE Pro class.

 Porsche 911 GT3 RSR, Team Felbermayr-Proton: Nick Tandy, Abdulaziz Al Faisal, Bryce Miller

Grid position 14 went to Nick Tandy in the second 911 GT3 RSR fielded by Felbermayr-Proton. The Briton currently leads the Porsche Mobil1 Supercup series as well as the German Carrera Cup, but this marks his first race in Le Mans. His teammates are Abdulaziz Al Faisal from Saudi Arabia and Bryce Miller from the USA.

Porsche 911 GT3 RSR, IMSA Performance Matmut (l.-r.): Patrick Pilet, Raymond Narac, Nicolas Armindo

The French IMSA Performance Matmut squad had counted on a better grid position than 16th. Still, after team owner Raymond Narac’s accident during the first free practice, Porsche works driver Patrick Pilet, Narac and Le Mans newcomer Nicolas Armindo (all France) could only begin their set-up work this afternoon and therefore lag be-hind.

  (l.-r.): Raymond Narac, Nicolas Armindo, Patrick Pilet

In the GTE Am sports car class, Austrian Horst Felbermayr Junior qualified the 911 GT3 RSR of Proton Competition on second place. His teammates are Horst Felber-mayr Senior and team owner Christian Ried (Germany).

(l.-r.): Horst Felbermayr Sr., Christian Ried, Horst Felbermayr Jr.

Position three was snatched by Larbre Competition’s

Porsche 911 GT3 RSR, Larbre Competition (l.-r.): Pascal Gibon, Jean-Philippe Belloc, Christophe Bourret

all French line-up of Christophe Bourret, Pascal Gibon and Jean-Philippe Belloc.

(l.-r.): Pascal Gibon, Jean-Philippe Belloc, Christophe Bourret

Grid spot four in the GTE Am class went to Americans Seth Neiman, Darren Law and Spencer Pumpelly from the Flying Lizard Motorsports team.

(l.-r.): Spencer Pumpelly, Seth Neiman, Darren Law

Porsche’s head of motorsport, Hartmut Kristen, praised the teams’ professional preparations for the race.

“They all worked hard to find an optimal set-up. Taking the Balance of Performance into account, the teams made the most out of what was possible.”

The race gets the green light at 15.00 hours on Saturday, 11th June. Television stations Eurosport and Eurosport 2 broadcast the race alternately around the clock with 15 hours of live coverage shown on the main station, Eurosport.

Result Qualifying GTE Pro
1. Farfus/Müller/Werner (BR/D/D), BMW M3 GT, 3:57.592 minutes
2. Fisichella/Bruni/Vilander (I/I/FIN), Ferrari 458 Italia, + 0.448 seconds
3. Priaulx/Müller/Hand (GB/D/USA), BMW M3 GT, + 0.834
4. Gavin/Magnussen/Westbrook (GB/DK/GB), Chevrolet Corvette C6 ZR1, + 1,927
7. Lieb/Lietz/Henzler (D/A/D), Porsche 911 GT3 RSR, + 2.070
9. Holzer/Goossens/van Lagen (D/B/NL), Porsche 911 GT3 RSR, + 2.370
12. Bergmeister/Long/Luhr (D/USA/D), Porsche 911 GT3 RSR, + 3.432
14. Tandy/Al Faisal/Miller (GB/SAU/USA), Porsche 911 GT3 RSR + 4.160
16. Pilet/Narac/Armindo (F/F/F), Porsche 911 GT3 RSR, + 4.956

Result Qualifying GTE Am
1. Perazzini/Cioci/Breslin (I/I/D), Ferrari F430, 4:21.015 minutes
2. Ried/Felbermayr Jr./Felbermayr Sen. (D/A/A), Porsche 911 GT3 RSR, + 2.250 seconds
3. Bourret/Gibon/Belloc (F/F/F), Porsche 911 GT3 RSR, + 2.366
4. Neiman/Law/Pumpelly (USA/USA/USA), Porsche 911 GT3 RSR, + 2.636

Facts and figures

This is the Le Mans 24 Hours

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With a grid line-up of 55 vehicles, the 24 Hours of Le Mans consists of two different sports car categories: sports prototypes and modified standard sports cars. The technical regulations of the European Le Mans Series (LMS) and the American Le Mans Series (ALMS) correspond to those of the 24 hour race. All race cars start to-gether in Le Mans; there is an overall classification and a classification for individual classes.

The four classes in Le Mans:
GTE Pro class: The most popular class of car manufacturers (formerly run as the GT2 class) is traditionally the best supported: Modified sports cars with up to 500 hp and a minimum weight of 1,245 kilograms.
GTE Am class: Like the GTE-Pro, but with the 2010-vehicle specifications. More-over, the regulations stipulate that each vehicle must have one professional driver at the most.
LMP1 class: Sports prototypes with up to 550 hp and a 900 kilogram minimum weight.
LMP2 class: Sports prototypes of around 440 hp, GT-class homologated engines and a 900 kg minimum weight.

SOURCE: Porsche Database https://presse.porsche.de.

Photo Credits: Porsche AG and from Flying Lizards Motorsports Photographer Bob Chapman, Autosport Image

Porsche AG  – Public Relations and Media
Porsche AG  – Motor and Sports Press

 

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PORSCHE: Le Mans 24 Hours – Strong contingent of Porsche customer teams with eight 911 GT3 RSR

Strong contingent of Porsche customer teams with eight 911 GT3 RSR

Stuttgart. Five teams, eight vehicles, 24 pilots: Porsche customer teams from Europe and the USA are particularly well represented at the 79th running of the long distance classic in Le Mans on 11/12 June.

At the toughest automobile race in the world they field a total of eight Porsche 911 GT3 RSR in the two sports car classes: GTE Pro and GTE Am. All Porsche works drivers compete – including last year’s winning trio, Marc Lieb (Germany), Richard Lietz (Austria) and Wolf Henzler (Germany). With 16 overall and 98 class victories, Porsche is by far the most successful make in Le Mans.

The race

Run for the first time in 1923, the 24 Hours of Le Mans has become a legend. It is considered the toughest automobile race in the world. With 55 sports cars, the start alone guarantees goose bumps. Tens of thousands of fans flock to the town square of Le Mans to see the technical scrutineering. And for the traditional drivers’ parade which leads from the track to the city centre in the Sarthe region on Friday afternoon, enthusiastic fans line the streets.

The circuit

The 13.629 kilometre “Circuit des 24 Heures” is one of the world’s oldest and fastest race tracks. With around 75 percent of a lap taken at full throttle, the circuit is regarded as a serious test for the reliability of man and machine.

The world fame of the track is thanks not least to the legendary Hunaudières straight, where top speeds of up to 400 kph were reached before it was tamed by two chicanes in 1990. Also the ultra-swift passage with the Porsche curves demands everything from race drivers.

Porsche’s successes

Exactly 60 years ago, the maiden outing of a race car from Zuffenhausen marked the beginning of the unprecedented success story of Porsche in Le Mans. Even in the early years, typical Porsche virtues – like lightweight construction, aerodynamics and reliability – played a prominent role in the many class wins. However, the path to the first overall win was rocky. In 1969, in the closest Le Mans finish in history, Porsche missed out on victory by a mere 75 metres or a good one second.

But the breakthrough in 1970 was all the more convincing. On 14 June, drivers Hans Herrmann and Richard Attwood celebrated the first overall victory with the legendary Porsche 917 short-tail, with two other Porsche teams making the triumph perfect with second and third place. Fifteen further overall wins followed – and last year,

  (l.-r.): Wolf Henzler, Michael Ried, Marc Lieb, Richard Lietz

Porsche factory pilots Marc Lieb, Richard Lietz and Wolf Henzler clinched the 98th class win in the 911 GT3 RSR.

The Porsche drivers

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With the same line-up, last year’s winners return to the site of their success. For Marc Lieb and Richard Lietz, 2010 yielded their second class wins in Le Mans (after 2005 and 2007 respectively). Wolf Henzler climbed to the top of the podium for the first time. Title defender Felbermayr-Proton fields the 2011-version of the 911 GT3 RSR in the GTE Pro class.

The American Flying Lizard Motorsports team competes with the punchy works driver pairing Joerg Bergmeister (Germany) and Patrick Long (USA) at the wheel of a 911 in the Pro-category. Together, they claimed a Le Mans class win in 2004, with Patrick Long also achieving success in 2007. The multiple champions of the American Le Mans Series receive support from Lucas Luhr (Switzerland), who celebrated GT wins in Le Mans with Porsche in 2002 and 2003.

The French Porsche works driver Patrick Pilet shares driving duties with his compatriots Raymond Narac and Nicolas Armindo in the 911 GT3 RSR of IMSA Performance Matmut. Whilst team owner Narac has extensive experience in Le Mans, Armindo, as reigning champion of the Carrera Cup Deutschland, gives his debut at the endurance classic.

The youngest Porsche works driver, Marco Holzer (Germany), drives for the Belgian ProSpeed Competition team. The 22-year-old celebrated his Le Mans premiere in 2010 with a podium result. He shares the cockpit of the GTE Pro 911 with Marc Goossens (Belgium) and Jaap van Lagen (Netherlands).

At the wheel of the fifth 911 GT3 RSR in the GTE Pro class, also fielded by Felbermayr-Proton, are Britain’s Nick Tandy – the current leader of the Porsche Mobil1 Supercup and the Carrera Cup Deutschland – as well as Bryce Miller (USA) and Abdulaziz Faisal (Saudi Arabia).

Racing in the GTE Am sports car category, in which only one professional race driver per vehicle is permitted, are three further 2010-spec 911 GT3 RSR. Taking up the challenge for Flying Lizard Motorsports are Americans Seth Neiman, Darren Law and Spencer Pumpelly, for Proton Competition are team boss Christian Ried (Germany) as well as Austrians Horst Felbermayr Senior and Junior. And Frenchmen Christophe Bourret, Pascal Gibon and Jean-Philippe Belloc race for Larbre Competition.

Two further Porsche works drivers again compete for Audi in the more powerful LMP1 class: Timo Bernhard (Germany) and Romain Dumas (France) join forces with Audi works driver Mike Rockenfeller (Germany) and are eager to repeat their overall victory from last year.

Quotes before the race

Marc Lieb: “When you think of Le Mans you get goose bumps. It’s great to be racing with Richard and Wolf for our Felbermayr-Team again. Victory last year took a huge effort. Now the competition is even stronger. In our class alone, 18 cars from six well known manufacturers are fighting for victory. Even if the full throttle passage suits our car, the race will be a damn hard nut to crack.”

Richard Lietz: “With two Le Mans class wins under your belt of course you don’t mind travelling to the Sarthe. Le Mans for me is something special because you get action all week long. As a driver you can get really close to fans, you’re signing autographs practically non-stop.”

Joerg Bergmeister: “When you take a look at the names on the starter list you first have swallow hard. It’s going to be tough! We’re really well sorted this year with Flying Lizard. Last year we experienced bad luck in Le Mans. A podium place would be a great reward for the team.”

Patrick Long: “I love the challenges of this circuit, especially the fast, flowing corners. Now that’s great fun in a well set-up 911. I’m particularly looking forward to racing with Joerg this year. And Lucas Luhr fits in well with us. We’re a strong combination.”

Patrick Pilet: “We’ll be going all out, but we also want to enjoy the event. The circuit and the atmosphere are unique. For my driver colleagues and the team, our home race in Le Mans is of course the highlight of the season.”

Marco Holzer: “To stand on the top of the podium in Le Mans is incomparable. Below you thousands of people are swarming around the race track and cheering. It’s something you never forget. And it was even better that I did it as a rookie in 2010. My goal this year is to repeat this success.”

Hartmut Kristen, Porsche Head of Motorsport: “Our customer teams and we face even bigger challenges through the division into the two sports car classes GTE Pro and GTE Am because different vehicles are fielded: in the Pro class we have the 2011 version of the 911 GT3 RSR, in the Am class we have 911 race cars in the previous year’s spec. That the event organizer ACO has issued many special dispensations specific to models and that there is now the ‘balance of performance’ in Le Mans means for our customers in the GTE Pro category that there is no real equality of arms. Regardless of this, we and our teams will prepare ourselves well and we’ll turn to all the factors that we can influence.”

The schedule

Free practice is on Wednesday, 8 June, from 16.00 to 20.00 hours. Following on from that is the first qualifying session for the best grid spots from 22.00 hrs to midnight. The second and third qualifying sessions are scheduled for Thursday, 19.00 to 21.00 hrs and from 22.00 to 24.00 hrs. On Saturday, 11 June, the lights turn green at 15.00 hours signalling the start of the 24 hour chase.

TV tip

Eurosport broadcasts extensive coverage from Le Mans on its free-to-view station and the Pay-TV channel Eurosport 2. From Monday, 6 June, the latest preliminary reports and background stories will be televised daily on Eurosport under the title of “24 minutes before Le Mans”. The free practice, the final qualifying and the warm-up will also be shown. Around 15 hours of the race can be seen live on the main station.

Facts and figures

This is the Le Mans 24 Hours

With grid line-up of 55 vehicles, the 24 Hours of Le Mans consists of two different sports car categories: sports prototypes and modified standard sports cars. The technical regulations of the European Le Mans Series (LMS) and the American Le Mans Series (ALMS) correspond to those of the 24 hour race. All race cars start together in Le Mans; there is an overall classification and a classification for individual classes.

The four classes in Le Mans:

GTE Pro class: The most popular class of car manufacturers (formerly run as the GT2 class) is traditionally the best supported: Modified sports cars with up to 500 hp and a minimum weight of 1,245 kilograms.

GTE Am class: Like the GTE-Pro, but with the 2010-vehicle specifications. Moreover, the regulations stipulate that each vehicle must have one professional driver at the most.

LMP1 class: Sports prototypes with up to 550 hp and a 900 kilogram minimum weight.

LMP2 class: Sports prototypes of around 440 hp, GT-class homologated engines and a 900 kg minimum weight.

SOURCE: Porsche AG

Public Relations and Media
Motor and Sports Press
Oliver Hilger

 

Tags: , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,

 
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