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2017 Porsche 911 RSR Explained

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2017 Porsche 911 RSR Explained www.porscheroadandrace.com 2017 Porsche 911 RSR Explained Published: 30th August 2017 By: Glen Smale Online version: https://www.porscheroadandrace.com/2017-porsche-911-rsr-explained/ Round 1 WEC, Silverstone 6 Hours, 14-16 April 2017: #92 Porsche 911 RSR driven by Michael Christensen and Kevin Estre leaves the pit garage It was a long time in coming, or so it seemed, but when the 2017 Porsche 911 RSR was unveiled at the LA Auto Show on 16 November 2016, there were many who could not believe what they saw. A 911 with its engine turned around 180° and with the gearbox located behind the engine. The Porsche engineers were quick to point out that this was not a mid-engined 911, but rather a 911 with the engine located ahead of the rear axle. It didn’t take long for folk to realise that this was marketing speak as Porsche did not want to muddy www.porscheroadandrace.com the waters for those die-hard rear-engine 911 supporters. No matter where the engine was located it was a case of, all change. Round 1 WEC, Silverstone 6 Hours, 14-16 April 2017: #91 Porsche 911 RSR driven by Richard Lietz and Frederic Makowiecki The new 911 RSR’s first race was the Daytona 24 Hour on 28/29 January, and all eyes were on the 911. Driven by Patrick Pilet, Dirk Werner and Frédéric Makowiecki, the #911 car finished a very close second to the class-winning Ford GT. The Sebring 12 Hour followed on 18 March, and here the two works cars finished in seventh and eighth places, but still on the same lap as the class-winners, such was the closeness of the competition. The #911 Porsche is currently leading the Tequila Patron North American Endurance Cup GT Le Mans Teams table. This is a ‘championship within a championship’ if you like, where the four longer races, Daytona 24 Hour, Sebring 12 Hour, 6 hours of the Glen, and the Petit Le Mans 10 www.porscheroadandrace.com Hour race (Atlanta) – all in all, 52 hours of endurance racing, count towards this Cup. Round 1 WEC, Silverstone 6 Hours, 14-16 April 2017: the #92 Porsche 911 RSR driven by Michael Christensen and Kevin Estre rounds Luffield corner. Unfortunately the car posted a DNF as a result of an onboard fire Over in Europe, the first race of the WEC season kicked off at Silverstone on 16 April where the two works 911s qualified in seventh and eighth places, effectively second last and last in class. The #91 driven by Richard Lietz and Fred Mako came home third in class which was an encouraging start to the WEC season. The second race at Spa on 7 May saw the two 911s finishing in fifth and sixth places. Next on the calendar was the Le Mans 24 Hour, which had not been that kind to the 911s in 2016. It was a somewhat disappointing result as the #91 car driven by the experienced trio of Richard Lietz, Fred Mako and Patrick Pilet finished fourth after a late puncture. The fourth round of the WEC at the Nürburgring brought a www.porscheroadandrace.com better result for the works 911s as the two cars finished second and third in class after Michael Christensen and Kevin Estre put the #92 car on pole for the start. This was only the second pole position start for any of the 911 RSRs since their introduction to the WEC back in 2013. In an in-depth interview with Porsche Road & Race, Marco Ujhasi, Porsche’s Overall Project Manager GT Works Motorsport, explained the workings of the new 911 RSR: Can you outline the brief that was given to you and when did this start? The starting point is usually three years before you want to be out on track, and so in this case we started in about 2013 to make notes on what we would change if we could start from zero. Then the more detailed phase which included some conceptual work, was about 1 1/2 years before we wanted to be on track, so we started with this in 2015 just after Le Mans, which is usually a good starting point for new Marco Ujhasi, Porsche GT things. Motorsport Project Manager, in the pit garage during the This is not just a car based on the regulations, as we also FIA WEC 6 Hours of needed to bear in mind what our road cars offered and we Silverstone 2017 had to modify that with the regulations, which by the way, were not fixed at that point. So, there are many variables, and you can imagine you have to keep a lot of things in mind during the construction phase. You also have to plan when you want to be on track, so you have to schedule [in advance] when you want to start because at a certain point you have to begin producing the parts [for the car]. So, you want to build in some margin in case something goes wrong. The roll out is www.porscheroadandrace.com the most important milestone in the project because from that you want to evaluate to see if all your thoughts and calculations were right, and it all really works for the driver. That is basically the process behind it. Round 1 WEC, Silverstone 6 Hours, 14-16 April 2017: #91 Porsche 911 RSR driven by Richard Lietz and Frederic Makowiecki finished third at Silverstone This is a completely new concept, so what genes could you carry over from the old car? Well, it is not completely new. The easiest thing to carry over was the spirit of the 911 and you will know that the founder of the company said that he couldn’t find the car that he was dreaming of, so he decided to build it himself, and so we did exactly the same. We started with a very good road car as the base, and we tried to fulfil the promise our engineers gave to the company, to always make the best 911 for a certain purpose. We were allowed by the www.porscheroadandrace.com technical regulations to move the engine because that was key to building a new, modern generation GT car. Because the aerodynamics are now even more important, we needed a rear diffuser and you also have to do double stints with the new WEC regulations, and so we had to look after the tyres. This is the reason why we had to make such a big step, to make life easier for the driver and to double stint your tyres, otherwise you would have no chance to build consistency. Round 2 WEC, Spa-Francorchamps 6 Hours, 4-6 May 2017: the #91 Porsche 911 RSR driven by Richard Lietz and Frederic Makowiecki receives a new set of boots ahead of official practice We did not have to add that much to fulfil all the safety requirements, because our tub is very good in a crash situation, even without the roll cage. The front and the rear are quite good because a lot of deformation is possible, but from the side it is quite difficult [to www.porscheroadandrace.com protect the driver]. For that reason, we moved the seat to the middle of the car as much as possible, to ensure there is sufficient space to absorb the energy in the structure. But from a certain point on, you just have to protect your driver and not absorb any more energy, so this is then the point where the roll cage comes in. The roll cage is like a monocoque around the driver, but it is not made from carbon fibre, it is made of steel. When you decided to turn the engine around 180°, how was this taken by the others within Porsche? It’s a bit of a funny story. We just did it, and when it was done and it looked good and everybody was confident that it would work, then we told the others. The heritage of the 911 is to make the best product for the purpose for which you are using it. This is for me the reason the 911 has survived for such a long time. www.porscheroadandrace.com Round 2 WEC, Spa-Francorchamps 6 Hours, 4-6 May 2017: the #92 Porsche 911 RSR driven by Michael Christensen and Kevin Estre finished sixth at Spa Did you make any design changes to accommodate the new engine position, because the engine must push into the cabin a bit? It was quite simple to accommodate the new engine position, because we have very good modules in our production cars. I have not calculated the number, but I would say from the structure, we have retained about 85% of the road car. Round 2 WEC, Spa-Francorchamps 6 Hours, 4-6 May 2017: the #92 Porsche 911 RSR of Michael Christensen and Kevin Estre leads the #91 car of Richard Lietz and Frederic Makowiecki through the Les Combes esses www.porscheroadandrace.com What is the weight distribution of the old versus the new car? It is a favourable change. Because of the change in weight distribution, the new RSR must have required quite different settings. Can you say what you did? The changes are not mainly related to the weight distribution. We decided to stay with the double wishbone on the front which we have had on the car since 2013. On the rear axle, the new regulations allowed us to stay with the original layout, or to go to a double wishbone setup.
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