At its final huge public appearance on the “919 Tribute Tour”, the record breaking
Extreme athletes of two eras: 919 and 917
The 919 Hybrid and the 917 dominated the races of their time. From 2015 through 2017, the hybrid racing car won the Le Mans 24-hour race three times in a row as well as the FIA World Endurance Championship WEC for manufacturers and drivers in the respective years. It was the 917 that secured
Record chasing at the Nürburgring’s Nordschleife and in Talladega
The Youtube video has hit over 2.8 million views to date: The on-board recording of Timo Bernhard’s record lap around the Nürburgring’s Nordschleife, or north loop, is not for weak nerves. The two-time Le Mans winner and endurance world champion from Germany lapped the legendary 20.8-kilometre course in the Evo version of the
A genetic predisposition also played a role in the origin of the Evo. Once before, in 1973,
In 1973 Mark Donohue won six out of eight races in the CanAm series and took home the championship title. Then once again regulation changes meant the superior race car was suspended. But on August 9 in 1975, the 917/30 gave one last brilliant performance: on the 4.27-kilometre Talladega Superspeedway in Alabama (USA), Donohue’s average speed of 355.78 km/h (maximum speed 382 km/h) set a world record that stood for eleven years. Thanks to charge-air intercoolers, used here for the first time, the V12 achieved 1,230 hp.
The 917 wasn’t designed for the steep oval and neither was the 919 Hybrid made for the Nordschleife. The parallels stretch from world premier to world record: both cars were presented at the Geneva Motor Show, the only two occasions where
Unlike with the development of the 917/30, for the Evo version of the 919 the hardware in the drivetrain remained untouched. The V4 turbo, whose capacity is only 2.0 litres, continues to drive the rear axle – without, however, the fuel consumption restriction to which it was subject when competing in the WEC. Thanks to this freedom and some software support, the Evo’s combustion engine attains 720 hp instead of previously 500 hp. The two energy recovery systems provide massive support by collecting brake energy on the front axle and – by means of an additional turbine – energy in the exhaust tract and storing it temporarily in a lithium-ion battery. Where the WEC regulations limited the deployable quantity of energy from these systems, the technology in the Evo could use their full potential for the record attempts. The e-motor that drives the front axle – and which makes the 919 temporarily all-wheel-drive – now contributed 440 hp, ten per cent more than in the WEC. The result is a system output of 1,160 hp at a vehicle weight that has been reduced from 888 kilograms (including the driver ballast) to 849 kg.
The upgrade for chasing records also included a brake-by-wire system for all wheels, stronger suspensions and specially developed Michelin tyres to withstand higher aerodynamic forces. The larger front diffusor and the big time rear wing are also equipped with active aerodynamics. Similarly to Formula One, drag reduction systems are used to sat the wing elements flat in order to reduce air resistance on straight stretches. Together with an aerodynamically optimised floor and lateral skirts, the Evo generates 53 per cent more downforce than the 919 did in the WEC. “As if on rails”, is how Timo Bernhard described the feeling of driving through the fast corners at the Nordschleife. Donohue could only have dreamed of a dynamic behaviour like that during his daring ride in Talladega.
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* Data determined in accordance with the measurement method required by law. Since 01 September 2017 certain new cars have been type approved in accordance with the Worldwide Harmonized Light Vehicles Test Procedure (WLTP), a more realistic test procedure to measure fuel consumption and CO₂ emissions. From 01 September 2018 the WLTP will replace the New European Driving Cycle (NEDC). Due to the more realistic test conditions, the fuel consumption and CO₂ emission values determined in accordance with the WLTP will, in many cases, be higher than those determined in accordance with the NEDC. This may lead to corresponding changes in vehicle taxation from 01 September 2018. You can find more information on the difference between WLTP and NEDC at www.porsche.com/wltp.
Currently, we are still obliged to provide the NEDC values, irrespective of the testing method used. The additional reporting of the WLTP values is voluntary until their obligatory use. As far as new cars, (which are type approved in accordance with the WLTP) are concerned, the NEDC values will therefore be derived from the WLTP values during the transition period. To the extent that NEDC values are given as ranges, these do not relate to a single, individual car and do not constitute part of the offer. They are intended solely as a means of comparing different types of vehicle. Extra features and accessories (attachments, tyre formats etc.) can change relevant vehicle parameters such as weight, rolling resistance and aerodynamics. Additionally, weather and traffic conditions, as well as individual handling, can affect the fuel consumption, electricity consumption, CO₂ emissions and performance values of a car.