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The final evolution of the 917 was created after Ferdinand Piëch had left the Porsche company in 1972. Two complete 917/30 Can-Am cars with 2500 mm (98.4") wheelbase were made for Roger Penske Enterprises racing team. They were chassis 917/30-002 and 003. The 001 car was not a real 917/30 and was raced in Europe at the Interserie. The Can-Am 917/30 had a 5.4-litre flat 12-cylinder twin-turbo engine which produced so much power that nobody really knew how much. Read More
The Porsche LMP1-H (Le Mans Prototype Class 1, Hybrid) race car featured a hybrid system that consisted of a turbocharged 2.0V4 petrol engine at the rear axle and an electric motor at the front axle. The electric motor/generator unit (MGU) collected the energy from the front axle under braking and the AER exhaust energy recovery system operated on the exhaust gas - a separate turbocharger ran an alternator. Read More
The 2015 season Porsche released a new version of their 919 LMP1 prototype which was reshaped and significantly upgraded to the Premiere class which uses an 8 megajoule hybrid electric system. It follows the 2014 car which had competitive but lackluster year against Audi and Toyota. Combined with a 2 litre, twin turbo V4 gasoline engine is the 8 megajoule lithium-ion battery which powers the front electric engine for a total power output nearing 900 to 1000 bhp. Read More
The third-generation 919 Hybrid (2016 MY) is powered by a turbocharged four-cylinder, two-litre petrol engine delivering almost 500 hp that drives the rear axle. The V4 engine, which is fully load-bearing, is turbocharged and features 4-valves per cylinder, DOHC, a Garrett turbocharger, direct fuel injection and an aluminium cylinder crankcase. In addition, the electric motor delivering more than 400 hp to the front axle. The latter is fed by two energy recovery systems. Read More
Porsche 919 Hybrid (2017)
According to Porsche, it retained the monocoque from 2016, but 60 to 70% of the 2017 car was new, with the largest alterations being to its aerodynamic demands. This included a major redesign of the front of the 919 Hybrid with wider arches for the front wheels to make it less aerodynamically sensitive from small bits of discarded rubber from the track surface. Porsche remained in the 8 MJ (2.2 kWh) MGU category for the 2017 season. The engine was modified to be lighter and more compact, and Porsche stated that it was its most-efficient ever. Read More
With the car retiring after the 2017 LMP WEC season, the Porsche team decided to throw it a truly memorable send-off. Freed from any restrictions brought upon by strict regulations in the class it competed in, Porsche threw out the rulebook and established a new benchmark. Amongst the notable parting gifts was a significant horsepower bump, increasing the turbo V4 to 720 horsepower from 500 horsepower. Additionally, the electric motor received a 10% boost, now generating 440 horsepower. In total this gave the 919 a remarkable 1160 horsepower. Read More
porsche 934
Using the 930 Turbo as a basis, Porsche built the 934 for Group 4 GT racing. It replaced the outgoing Carrera RSR while winning GT Championships in Europe and performing very well in America for Trans Am. Porsche built the 934 from a standard 930 bodyshell and production rear spoiler, but almost nothing else was left alone. The suspension was converted to solid mounts and nylon bushings with adjustable anti-roll bars. Read More
In 1967 Porsche prepared a small number of 934 Porsches with 935 Group 5 parts for the Trans-Am and IMSA GTO series. In the end, the 934/5 dominated the Trans-Am series by taking to top five positions in the championship. Ludwig Heimrath became the 1977 Trans-Am champion in his 934/5 by protesting Peter Gregg's highly modified car. Together they humbled the Corvette C3s and the Group 44 Jaguar XJS. Read More
In 1983 Porsche produced a stunning one-of road car for TAG owner Mansour Ojjeh. Based on a 934 chassis, it was designed to mimic the potent 935 racecars and subsequently became the one of the first slantnoses. Both the front and rear sections were made similar to the potent 935 race car which dominated the Group 5 Championship. This silhouette series allowed radical modifications which contributed to the repositioned nose, ultra-wdie flares and extended rear bodywork. Read More
The Group 4 racer based on the 911 Turbo (930) was called 934 and the Group 5 Porsche was called 935. The first version of the 935 looked similar to the 911 Carrera RSR. The first customers for 935 were Martini Racing and Kremer Racing. The Martini car was a full factory development, while Kremer made its own enhancements already before the first race. By 1977, the 935 was sold as a customer car for these series to race against cars like the BMW CSL. Read More
Porsche 935/77 (1977)
The 935/77 was a result of relaxed rules and the car got a completely new suspension. The mirrors were incorporated into the front fenders and the rear window had a new angle. The 935/77 was visually very pleasing. While the 935/76 had a single turbocharger, the 2.85-litre engine of the 935/77 had two turbochargers. There was also a "baby" 935/77 built with a smaller 1.4-litre turbocharged engine to compete in the national German DRM series under 2 liter class. Read More
The 935/78 was the ultimate expression of the 911 factory race car before Porsche officially withdrew from motor sport. Raced under the Group 5 silhouette series, great liberties were taken with the design and the result was nicknamed ‘Moby Dick’ for its large size and huge overhangs. The 935/78 was built under Porsche's Chief Racing by Norbert Singer for high speeds at Le Mans. Due to the advanced shape of the car 227 mph or 366 km/h was possible. Read More
The Group 6 Porsche 936 was the successor to the 908/03 and the turbocharged 917. While the 917 had a 5.4-litre flat-12 biturbo engine, the 936 got a 2.1-litre flat-6 single turbo engine. The reason for the 2.1-litre displacement was to fit inside the 3-litre class (turbocharged cars had a coefficient of 1.4). Despite the small capacity, the engine developed more than five hundred horsepower. Imagine such power in a ~700 kg/1540 lb car! Read More
In 1977, Porsche returned to Le Mans with the 936/77. Its body was smaller, lower, shorter and further refined aerodynamically. The engine now featured two turbochargers and delivered 20 more horsepower. At one of the most dramatic races in history, Jacky Ickx, Jürgen Barth and Hurley Haywood slayed the armada of four Renault works cars and two factory-supported “Mirage” with Renault motors. In the year 1981, the 936 celebrated a sensational comeback with another overall Le Mans victory. Read More
For the 1978 Le Mans, Porsche created two new 936/78. The first one was built using chassis 936-001, which had already served for the 936/76 and 936/77. The second car was built on a new chassis and numbered 936-003. Because of the new water-cooled 24-valve engine, the 936/78 came with huge NACA ducts on the sides for the radiators and a new rear end with hanging spoiler. Read More
Because the traditional pre-test is cancelled in 1981, Porsche is forced to start at Le Mans without testing. None the less, the race ends successfully: Jacky Ickx and Derek Bell win almost an hour ahead of the second placed competitor – right in time for the 50th anniversary of Dr. Ing. h.c. F. Porsche AG, and 30 years after Porsche’s first start at Le Mans. Read More
The Porsche 953 ranks as one of the finest off-roaders Porsche has ever made. It was basically a souped-up 911 designed specially to give Porsche an advantage in the 1984 Paris–Dakar Rally. Just a year later, it was replaced by the 959. Despite its brief run, it still managed to make quite the impression. Built around a massively enhanced suspension and a supremely powerful 300 bhp (224 kW), 6-cylinder engine, it showed Porsche knew more than just sportscars. Read More
The Porsche 956 was a Group C sports-prototype racing car designed by Norbert Singer and built by Porsche in 1982 for the FIA World Sportscar Championship. It was later upgraded to the 956B in 1984. In 1983, driven by Stefan Bellof, this car established a record that would stand for 35 years, lapping the famed 20.832 km (12.93 mi) Nürburgring Nordschleife in 6:11.13 during qualifying for the 1000 km Sports Car race. Read More
In 1984 Porsche offered a full works-specification car known as the 956B. This provided the New-Man Joest Racing team with a winning formula and they dominated the 1985 24 Hours of Le Mans with a resounding victory. One of the main differences between the customer 956 and the 956B was the Bosch Motronic engine management. This allowed more precise ignition and injection which in turn provided better economy and more power. Read More
The 959 took both first and second place in the 1986 Paris-Dakar rally. For 1986, the Dakar Porsches finally got all the upgrades from the 959 project, including the active four-wheel drive system offering four driving modes adjusted by the computers. This gave Porsche a 1-2 finish, with supporting 959 Dakar engineer Unger Kussmaul crossing the line at sixth. Once the champagne had dried up, Porsche deemed its Dakar program accomplished. Read More
The Porsche 961 was the racing version of the 959 supercar. While the 959 rallye car was also internally called 961, publicly only the circuit racer was called 961. Only one 961 was built. It had 959 prototype chassis number which in turn was from the 1985 911 Turbo chassis number sequence: WP0ZZZ93ZFS010016. The 961 was entered at the 1986 Le Mans 24 hour race. Uncommonly, the 24 hour race was scheduled for May 31-June 1 that year, two weeks earlier of the typical Le Mans weekend in the middle of June. Read More
The Porsche 962 arrived on scene in 1984 as essentially a Porsche 956 for the IMSA/US market. A biturbo version was used in competition racing in Europe, while an IMSA version with a turbocharger featured in North America. The 962 C was based on the 956, with a 120 millimetre longer wheelbase and competed in LeMans. It differed from the IMSA version. The driver trio Stuck/Bell/Holbert was victorious at Le Mans in 1987. Porsche offered the 962 to privateers to race on their own and they were hugely successful. Read More
Porsche 9R3 “LMP 2000”
The Porsche LMP2000 (also known as the Porsche 9R3) is a Le Mans Prototype racing car that was developed between 1998 and 2000, but never raced. One car was built, and it was designed around a modified version of Porsche's 3.5-litre V10 engine that was originally designed for Formula 1 in 1992. The project was canceled before the car was built, leading to various rumors about the reason for its demise. Read More
Spark Racing Technology is responsible for a big part of the Porsche 99X Electric. This is the racing car Porsche fielded in Formula E 2019 season. Maximum performance in qualifying mode? 335 horsepower and 174 mph. Zero to 100 kilometers per hour is doable in 2.8 seconds, and the minimum weight including the driver is rated at 900 kilograms of which the battery is responsible for 385 kilograms. In race and attack modes, the output is restricted to 272 and 320 PS, respectively. The useable battery capacity is 52 kWh while maximum recuperation is rated at 250 kW. Read More
The Porsche RS Spyder, internally called 9R6, exists only thanks to a customer order made in 2004 by Penske Motorsports, a subsidiary of Penske Racing. The 9R6 was built according to the Le Mans Prototype class 2 (LM P2) regulations and to be raced at the American Le Mans Series (ALMS) in USA and Canada. The ALMS was created in the spirit of the Le Mans endurance races, hence the name of the series. Read More
Following a development year with Penske Motorsports in ALMS, Porsche revealed the final version of their LMP2 contender for the 2007 season. Known as the 'EVO' model, it had a host of upgrades that made it suitable for customer-funded teams to successfully compete. This model dominated the P2 class at events like Le Mans and Sebring. It raced from 2007 till 2010 with strong results across the board. Read More
The Cisitalia Grand Prix is a single-seater car for the postwar 1.5-litre supercharged Grand Prix class, built by Italian sports car manufacturer Cisitalia and introduced in 1949. It was designed on behalf of Cisitalia by Porsche between 1946–47, and is therefore also known by its Porsche project number, Typ 360. An extremely advanced design, it proved too complex to build for the small Italian firm (and lead to the financial downfall of the company). Read More
The Porsche WSC-95 (sometimes referred to as the TWR WSC-95) was a Le Mans Prototype originally built by Tom Walkinshaw Racing. It was modified by Porsche from the original Group C Jaguar XJR-14 from which it derived,[1] and run by Joest Racing. The WSC-95 saw very little race action even though it won the 24 Hours of Le Mans in both 1996 and 1997 without being acknowledged as a factory supported project. Later upgraded to the Porsche LMP1-98 before being retired. Only two cars were ever built. Read More
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