Design work was completed in May 1999, and production began. However, the Porsche Board of Management, meeting on November 22, 1999, decided to cancel the project. By this time, one prototype had been built, and two days of testing had been conducted at the Weissach proving grounds.
Given its light weight and compact dimensions, it would have been an excellent choice for the new LMP; engine displacement was increased from 3.5 to 5.5 liters by increasing the piston stroke. The pneumatic valve system, which was ideal for F1, was abandoned to improve reliability, maintain a simple design, and facilitate maintenance. Porsche developed a completely new 6-speed sequential transmission for this engine. The chassis, designed using CAD modeling and manufactured from carbon fiber with an aluminum honeycomb by Lola Composites, was also customized to the engine. The front and rear suspension utilized double wishbones and pushrods. At the rear, the springs and shock absorbers were mounted horizontally and attached to the upper part of the transmission, which also served as the supporting structure.
The choice was made in favor of an open-top body, as it offered certain advantages in terms of technical regulations (for example, allowing wider tires). A 1:3 scale model was blown at Weissach. The results of aerodynamic testing allowed for a number of minor design changes. These included changes to the diffuser geometry and dimensions, as well as the shape of the front and center sections.
Test drivers Allan McNish and Bob Wollek were at the wheel. Why was the project cancelled? There’s no clear answer. There are only theories. One is that the engineering team working on the project was transferred to work on the SUV (Cayenne 955). This isn’t true. At the same time, Audi was also developing an LMP project. VAG’s top management, represented by Ferdinand Piech, and Porsche’s Wendelin Wiedekin, agreed that Porsche wouldn’t “cross paths” with Audi at Le Mans. In conclusion, it’s worth adding that Allan McNish and Bob Wollek were very pleased with the two-day test program, praising the prototype for its speed and handling. Porsche representatives are keeping quiet about the car’s fate, although it’s possible it’s stored somewhere in the racing workshops at the Weissach proving grounds.
Work on the 9R3 project began in October 1998, with the intention of building a chassis to ACO regulations around the 3.2-liter turbocharged flat-six engine used in the GT1 project. Norbert Singer was appointed head of the new LMP team. He was assisted by Wiet Huidekoper, who had experience working on the Dauer 962, Porsche 911 GT1-98, Dallara LMP1, and Lola T92/10 projects. By November 1998, design work was completed, but chassis construction was delayed. The designers had doubts about the feasibility of using such an engine, as it had many drawbacks: its heavy weight (approximately 230 kg with turbos and intercoolers) and size, which would have required negative changes to the body’s aerodynamics, as well as larger radiators, as this engine required. Therefore, the decision was made to completely revise the project and start from scratch. This time, the design team decided to utilize an old, unrealized project from the early 1990s. In 1992, Porsche designed and built a 3.5-liter V10 engine (designed by Herbert Ampferer) for the following F1 season. It incorporated all the flaws of the previous V12 engine, developed for the Footwork F1 team. For example, compared to its predecessor, its weight hovered around 170 kg, and it did so without the use of expensive, “exotic” materials. This V10 engine was developed in complete secrecy, but the contract with Footwork was terminated in 1992, and the engine was never used in any projects.
