Issue 01/2007

Porsche Engineering Magazine

Success all along the line The victory year of the RS Spyder, a motorsports development makes history

Chain forces Integrated simulation mode for improved tuning of indi- vidual components

Torsional vibration measurements Tracking down transmission noises Editorial

Dear Readers:

Technical progress is made possible by an eye for detail. Driven by unceasing curiosity, it is also the prerequisite for our favorite activities: questioning, researching, inventing.

These three components drive our transmissions. Even the sports engine guarantees peak perform- work. For the customer, we convert watercraft Seabob was built with ance – and not just in sports cars. them into actual motion. They are the help of the Porsche Engineering the driving forces that help us put Group. Our experts gave its insides Finally, we would like to look back into practice scientific findings, for a complete electronic makeover and present our achievements for you and your projects. The aspira- that promises pure driving pleasure. 2007. The RS Spyder is a success tion to be the driving force that model from Porsche and also a creates the future and enables Driven by an innovative spirit, our driving force in motor sports. The progress, motivates our engineers, employees try to use familiar raw winner of the American Le Mans day after day. materials in new ways, not limiting Series ALMS features convincing their knowledge to just one per- advanced technology, outstanding In this issue, dear readers, we spective. The use of aluminum for driving performance and unique would like to present to you our the doors of the 911 and the devel- dynamics. We can without a doubt work using examples and current opment of a solar module provide be proud – of the car and an out- developments around the topics of impressive proof of that. standing racing season 2007! “driving forces” and “drive”. In engine development, dynamics Please join us on a brief journey Our engineers’ tasks include identi- and drive also play an important through our current development fying the slightest of influences – role. Porsche Engineering presents work and discover the driving such as gearing in wheel drives – the new measuring methods for the forces at Porsche Engineering thereby perfecting the mechanisms. dynamic behavior of valve drives. Group. Their work represents a major con- Because only a optimally tuned tribution to noise optimization in Enjoy reading, The Editorial Team

2 Porsche Engineering Magazine 01/2007 Contents

Contents Page

News Porsche Engineering current events 4

Engine Tracking down ambient noises with torsional vibration measurements 5

Drivetrain Valve drive measurements to optimize the dynamic behavior of valve drives 8

Drivetrain Integrated simulations for calculating chain forces 10

Body & Safety Aluminum – a weighty decision made easy 12

Electrics & Electronics Environmentally friendly thrills in the water thanks to Porsche Engineering developments 16

Insights RS Spyder 18 Lohner Porsche 22

Porsche Engineering Magazine 01/2007 3 News

About Porsche Engineering

At Porsche Engineering, engineers ing production start-up manage- Weissach – and yet it is globally work meticulously on new, unusual ment. What makes it special: All available. Of course, also directly at ideas for vehicles and industrial this is done with the expertise of a your site. But regardless of where products. Upon request from auto- series manufacturer. You need an we work, we always bring a piece motive manufacturers and suppli- automotive developer for your pro- of Porsche Engineering with us. ers, we develop a variety of solu- ject? Or do you prefer a specialized tions – ranging from the design of system developer? We offer both - If you would like to learn more individual components through the because Porsche Engineering about us, please request our image layout of complex modules to the works where both areas interface. brochure by e-mail: planning and implementation of The extensive knowledge of entire vehicle developments includ- Porsche Engineering converges in [email protected] I

Porsche Engineering Insights

High demand for developments Focus on alternative ensures well-filled order books technologies, such as hybrid for 2008 and electric drives

The high demand for development Forward-looking innovations are the services from Porsche Engineering objective of all development engi- is unrestrained. Short development neers at Porsche Engineering times, technical innovations and Group GmbH. New drive concepts sustainable cost reductions are at are a focal point of the develop- the top of the customers’ list of ment work of Porsche Engineering requirements. For 2008, the order Group. The engineers have been books of Porsche Engineering are very active in the area of alternative full once again. drives, such as hybrid and electric engines and have specialized even Customized solutions for automo- further in this field. tive manufacturers and suppliers, but also companies in other indus- In 2008, there will also be projects tries, are the objective of the devel- concerning further improvements of opment work. We would like to the new drive technologies – as thank our customers for their trust always strictly confidential, for the and look forward to an innovative benefit of our customers. I new year. I

4 Porsche Engineering Magazine 01/2007 Tracking down drive noises Engine

Torsional vibration measurements are a reliable method for finding noise in the drivetrain

3. Torsional vibration measurements on the drivetrain

1. Airborne sound measurement 2. Structure-borne sound in the interior in the engine

All Dr. Ing. h.c. F. Porsche AG vehicles are developed and manufactured according to the highest quality standards. This includes the acoustics, a topic that is an important focus for our development departments.

Dominant sources of noise that the Mechanical causes of noises, they resemble “whining” or driver can hear are – besides body transmission noise “whistling”. and chassis – the drivetrain and the transmission. Minimizing these Transmission noise is caused main- In order to measure noise, air-borne transmission noises has for many ly by loads on the intermeshing sound measurements (point 1, Fig. years been an important challenge teeth. In particular, rigidity fluctua- above) are performed in the interior for the development engineers of tions during meshing are responsi- of the vehicle, where the noises Porsche Engineering. ble for this. These fluctuations perceived by the passengers can cause rotational irregularity during be measured. However, the meas- The knowledge about modern the transmission of the rotary ured noises may be superimposed measuring methods that can local- motion. If the rotational irregulari- by other noises of a similar order ize and ultimately minimize these ties caused by the gearing are (e.g., engine noises). To obtain the noises is thus gaining importance. introduced into the drivetrain, they amplitudes of a vibration directly at Only if noise can be located with can be transmitted to the vehicle in the engine, structure-borne sound suitable measurements can the the form of structure-born vibration. measurements are performed on mechanical causes of undesirable Therefore, they are often audible in the engine (point 2, Fig. above). drivetrain noises and vibration (such the interior. Depending on the fre- as whining or whistling in the trans- quency of these relatively tonal mission) be eliminated.

Porsche Engineering Magazine 01/2007 5 Tracking down drive noises Engine

However, these two measuring methods alone do not satisfy the Engine speed range of the phenomenon experts at Porsche Engineering, since they do not yield a thorough Structure-borne sound root cause analysis of a transmis- 0.2 g sion noise. Therefore, they devel-

oped a system for measuring the 20000 degrees/(s*s) Acceleration root causes of gearing noises ular acceleration, rms directly on the drivetrain – in the g Right flange An smallest of installation spaces and Input shaft at high temperatures (point 3, Right wheel Engine speed [rpm] Fig. p. 5). 500 rpm

High-resolution torsional Angular acceleration at different engine speeds and measuring points for accurate localiza- vibration measurement on the tion of engine noises. drivetrain of freedom of the rolling test stand The measuring technology used Torsional vibration measurements for special studies and to simulate here has been validated, the time provide information about vibration the on-road operation of the vehi- resolution and the number of meas- that is superimposed on a regular cle. urement sensors is sufficient to rotational movement. This allows detect even very small rotational the transmission noises caused by Over several measurement series, variations. Using a system that the meshing to be measured. the parameters load, driving gear accurately detects the time inter- and transmission oil temperature vals between the measurement The high-resolution torsional vibra- are varied. Furthermore, the effect points of the sensors on rotating tion measurement is performed in of a component can be examined axles and gears allows an analysis the anechoic chambers of the (e.g., axle shafts with different with precise separation of frequen- Development Center in Weissach. mass moments of inertia). In addi- cies. By optimizing the sensor ele- The analyses make the measure- tion, traction and overrun (full load) ments for high resolution, rotational ments reproducible, especially for load conditions can be tested on deviations in the time range can be air-borne sounds. The measure- the road, using the existing meas- plotted very accurately. If neces- ments can therefore be performed urements. The use of torsional sary, both the order analysis and on a test stand under free-field con- vibration measurements combined the phase-related analyses in the ditions. This is necessary, since with simultaneous air-borne and time range can provide drivetrain- only the slightest sound reflection structure-borne sound measure- related data for the fine-tuning of occurs here. Under constant meas- ments can prove the correlation of calculation models. In particular, uring conditions, it is thus possible noise and meshing of the transmis- the analysis of a drivetrain meas- to both use the particular degrees sion (or final drive) in the drivetrains. urement in the time range can be

6 Porsche Engineering Magazine 01/2007 Tracking down drive noises Engine

ence of the phenomenon: Depend- Engine speed range of the phenomenon ing on the torque applied in trac- Structure-borne tion, the output is perceived as sound 0.002 degrees vibrating in-phase. Depending on

0.2 g the torque applied in traction, the output vibrates in-phase. In overrun, le, peak g however, the unlocked differential Acceleration allows antiphase vibration. Transmission output – Transmission output Torsion an Torsion Right wheel left – Transmission output The measuring technology right described here can also be used

500 rpm Engine speed [rpm] without modification under operat- ing conditions, to study the mesh-

Torsion angle analyses are compared with vibration measurements to better understand the ing quality in a single-flank test. phenomenon. Porsche Engineering uses this method successfully for customer used to study non-continuous vibra- for clarifying the “axle whining” projects. I tions result from combustion irregu- noise phenomenon. Using a differ- larities. ence analysis of the different engine speed measuring locations, Angular acceleration and the relative angle of the torsion in a torsion angle are criteria for vibrating system can be deter- the analysis. mined.

The sample diagram (see Fig. on By studying the angular accelera- p. 6) shows the angular accelera- tion at suitable measuring points, it tions at different engine speeds and is also possible to obtain proof of different measuring points. Com- the correlation with structure-borne pared with the structure-borne sound measurements. It can be sound signal, angular acceleration ensured that the “whining” phenom- can be used to accurately localize enon correlates with the torsional transmission whining, since the sig- vibration measurement. Further- nal has a unique identifiable global more, the torsional vibration meas- maximum. Besides analyzing the urement creates an understanding different measuring points with of the vibration system, which in angular acceleration, the amplitude contrast to the acceleration meas- of the torsion angle can be observed urement provides an explanation for (see Fig. above), a further criterion the engine speed/load interdepend-

Porsche Engineering Magazine 01/2007 7 Drivetrain Measurements with running engine

Valve drive measurements with running engine

With valve drive measurements on the running engine, Porsche Engineering is using a new measuring method for engine development purposes, with the goal of optimizing the dynamic behavior of valve drives.

High performance is one thing, effi- Sensors cient fuel use another. Both require a perfectly tuned engine. Of pri- mary importance within a long chain of components is the valve drive. Especially in sports car engines, it holds great potential for improvement, since the compo- nents are subjected to very high wear. To achieve optimum aspira- tion of the cylinders, large opening cross-sections with the shortest possible open period and high engine speeds are necessary. The optimization of the dynamic proper- ties of valve drive and timing gear are at the top of the improvement list of the engineers.

A small sensor stands for great progress

A sensitive measuring method is imperative for improving the valve field. Thanks to their ideas, all installed in the smallest of spaces. drive. While some years ago laser measurements can be performed Although the sensor is very small, vibrometry, an optical measuring independently on a running engine. its measuring capabilities are exten- method using a laser beam on a sive. It logs valve lift, speed, accel- dummy test stand, brought with it A small sensor is the important eration and overlap, intake and out- great progress (Porsche Engineer- component; it can be attached to let media and seating speed. ing Magazine, edition 1/2005), the the valve stem. This non-contact, engineers of Porsche Engineering non-reactive measuring technology For the first time, it is possible to now made a quantum leap in this is so compact that it can be record the significant parameters

8 Porsche Engineering Magazine 01/2007 Measurements with running engine Drivetrain

that affect the engine characteris- tics over the entire engine speed range. For example, a certain amount of noise is associated with the speed at which the valve con- tacts its seat. However, if the noise generated by the valve drive is reduced, performance is affected. While acoustics play a minor role in Lift [mm] the eight-cylinder engine of the suc- cessful Porsche RS Spyder ALMS race car, performance was the Engine speed *CA* [rpm] highest priority in the technical Angle *CA* [degrees] Lift [mm] specification. In an emergency power unit, on the other hand, a low noise level during operation is The diagram shows the valve lift curve in partial load operation. desirable. The common goal in all cases is to simultaneously shorter development get as close to the optimum as times, valve drive analysis is gain- possible in an early phase of devel- ing importance. With the measuring opment. The effects of different techniques used at Porsche Engi- cam contours, valve drive weights, neering – laser vibrometry and Sensor Valve guide or spring stiffnesses or progres- valve lift measurements on the run- sions can be studied this way. But ning engine – the effects of differ- this new measuring method can ent parameters on the valve drive also be used to obtain additional can be studied in an early develop- Valve findings. ment phase with regard to kinemat- ics, dynamics and loads in the It is currently not yet known desired engine speed range. Ulti- whether and how different ignition mately, this also guarantees high Valve movement pressures deform the valve. In light performance and efficient fuel con- of more complex valve drives and sumption. I

The sensor is suited for the smallest installa- tion spaces.

Porsche Engineering Magazine 01/2007 9 Drivetrain Calculation of Chain Forces

Integrated simulations from Porsche Engineering make calculating chain forces possible

A wholistic approach is required when it comes to engine development. If individual components are not properly matched, the harmonious interaction of different components is easily disrupted.

A major goal of the development work of Porsche Engineering is the elimination of undesirable interac- tions between the different sys- tems. Especially in timing gears, preventing mutual excitation has been the object of numerous tests, since they are an important link between different engine assem- blies. The timing gear and the tim- ing chain in particular, drive the camshafts. These, in turn, are part of the valve drive, which in itself is a dynamic system. Thus, mutual interactions occur.

Integrated simulation models

The engineers at Porsche Engineer- ing are working intensively on the phenomenon of mutual interactions. They rely in particular on a simula- tion model that can plot several systems and their interactions. The the timing chain, it is possible not experts were successful in realizing While in the past it took several only to simulate excitation with a such a simulation of the dynamic separate calculations – with many flexible crankshaft, but also to plot behavior of the chain drive and the associated error sources – all cal- the complete valve drive. In an iso- valve drive. This way, the different culations can now be performed on lated view of the systems, mutual effects of the chain drive can be a single simulation model. In the excitations were not taken into con- taken into consideration. calculations for the dimensions of sideration. Conseqently, excessive

10 Porsche Engineering Magazine 01/2007 Calculation of Chain Forces Drivetrain

System optimization through crankshaft, the dynamics of the integrated simulation valve drive, fuel pump torques, moments of inertia of the chain Thanks to the integrated simula- sprockets and transmission gears, tions performed at Porsche Engi- the dynamic behavior of the chain neering, extensive improvement tensioner, dynamic chain rigidity, work can be prevented early on in circumferential backlash of gears the development. It is thus possible and much more. In addition to other to determine the loads on the tim- parameters, the natural frequencies ing gear and – by optimizing the of the chain drive can be deter- dynamic behavior of the valve drive mined and the chain vibrations cal- – improve the entire system. In culated. This is the basis for target-

The timing chain of the valve drive as an their new simulation models, the ed measures to reduce the arising important link between engine parts. Porsche experts can take into con- forces and optimize the systems sideration excitations from the involved. I forces in the valve drive went unde- tected; yet, they are a major cause of damage to engine components.

Timing chains in diesel engines

Another area of application for the new simulation models is the dimensioning of the timing chain in diesel engines. In these engines, the fuel pump is often activated by the chain drive. In order to improve emission and consumption values, The natural frequencies of the chain drive and the chain vibrations can be calculated. the injection pressure is continuous- ly increased. The result is higher drive torques and thus higher chain forces. The new simulation models also introduce the dynamic increase of chain forces into the layout phase, thereby ensuring greater safety at the concept phase.

Porsche Engineering Magazine 01/2007 11 Body & Safety Aluminum – A special material

Aluminum – a weighty decision made easy

It is hard to conceive vehicle design erties combined with high strength have been using their expertise without aluminum. Although this are just a few of its benefits. Spe- regarding aluminum for years to material is competing against mate- cial alloys can further improve its optimize vehicles, as well as other rials such as carbon and magne- already very good corrosion proper- areas. sium, it plays a significant role in ties. They enable a long service life development and production due to of components and parts that can Engineers use their knowledge not its unbeatable price-performance withstand even extreme conditions. just for the doors of the new 911 ratios and outstanding material Turbo convertible. As a simple solar properties. Thanks to its light Mainly because of its light weight, module for BP shows, the material weight, the material creates seem- aluminum still plays an important is also used successfully in order ingly endless design possibilities. role in the automotive sector. The developments for customers from Good forming and tensioning prop- developers at Porsche Engineering other industries.

Intelligent lightweight construction for the 911 Turbo

The striking silhouette of the 911 is one of the major characteristics of this classic sports car. Since its debut in 1963, it has barely changed. Moreover, the basic data of the flat-six engine have remained constant over the years. For exam- ple, the distance between two com- bustion chambers is still 118 milli- meters. Displacement and power, however, have increased continu- ously. The unique dynamics and the associated emotion and driving pleasure never fall by the wayside. Yet, the Porsche engineers did not

foster this increase in power just Aluminum door of the 911 Turbo

12 Porsche Engineering Magazine 01/2007 Aluminum – A special material Body & Safety

high material costs. Only by inte- grating reinforcement parts into a complex die cast large-area door interior part could the costs be low- ered significantly. Considerable cost advantages were achieved through determination of the load paths with simultaneous optimiza- tion of topology and wall thickness- es, combined with savings in tool- ing expenditure, production and assembly times. Depending on the production volumes, they can even over-compensate for the additional

The aluminum door of the 911 Turbo convertible is 7 kilograms lighter than the steel door. casting process and material costs. At the same time, it was ensured for its own sake. Over time, the fuel consumption and thus CO2 that if necessary, both steel and 911 has gained weight due to the emissions. In the eyes of the aluminum doors could be installed improved safety equipment, such Porsche developers, the future will on the same assembly line. There- as airbags and stability systems, as be intelligent lightweight construc- fore, it was necessary that the join- well as the enhanced comfort pack- tion with new materials. While the ing geometry for the doors from ages, for example with A/C sys- raw material steel, which has been both materials be identical. tems and power windows. While the used for many decades, has first version weighed 1080 kilo- reached its limits, the cost of new, Another specification for the layout grams, the current 997 model tips lighter alloys have increased drasti- of the aluminum doors was that all the scales at 1395 kilograms. How- cally. Aluminum, however, will play assembly parts such as door mir- ever, this moderate gain is not an important role in the future, rors and handles could be accepted something the sports car needs to thanks to its convincing cost-benefit without changes. This was achieved be ashamed of. Vehicles in the ratio. This advantage can be by designing the frame as a die same class have put on much more demonstrated using the doors of cast part. In the body, it was even weight in a shorter time. the Porsche 911 as an example, possible to drastically reduce the where the material was changed number of components. Instead of Against the background of exhaust from steel to aluminum. 15 sheet metal parts, five bolted emissions discussions, however, connections and 85 welding spots, the days when “extra pounds” went The obvious, simple approach of which are required for the steel unpunished are gone forever. After material substitution in a shell con- door, the aluminum counterpart all, each additional pound increases struction was unsuitable due to the only needs five aluminum parts and

Porsche Engineering Magazine 01/2007 13 Body & Safety Aluminum – A special material

ten bolted connections. The length load paths guide the impact forces demands of the customers. An of the bonded raised edging seam via channel and safety reinforce- acoustic measurement with an arti- and the adhesive beads between ment to the rear section. At the ficial head on the driver’s seat door channel and safety reinforce- same time, they stabilize the door shows that the metal also meets all ment closely matches the length of aperture, which is subjected to the acoustic requirements. the welding spot connections. The load from the engine mass being success on the scales was also pushed forward during an accident. In the end, 14 kilograms were enormous: 17.5 kilograms of steel Thus the passengers remain pro- saved by switching from steel to door on the body structure versus tected in the passenger compart- aluminum doors – 14 kilograms 10.3 kilograms of the aluminum ment. It also passed the require- that significantly reduce fuel con- part. ments of the side crash test with sumption and exhaust emissions. flying colors. Applying these findings to other The aluminum door achieves the vehicle parts could result in further same crash characteristics as the Door acoustics improvements. The Porsche engi- steel version. This was made possi- neers know that lightweight con- ble by using extruded profiles for Another important aspect for the struction still holds a lot of poten- the three-dimensionally bent chan- Porsche developers was the tial. They are already using their nel reinforcement and the crimped- acoustics when closing the door. A expertise successfully in the devel- on safety reinforcement. In an off- solid sound and low vibration are a opment of new models and cus- set crash at 64 km/h, the middle must to satisfy the high comfort tomer development projects. I

Built for eternity and equipped for extreme situations. In the new solar mod- ule generation, everything stays within the frame.

With the development of the modu- increased loads despite its low uations. The tested load bearing lar frame of the new solar module module weight. capacity under snow and wind is generation of BP Solar, the engi- beyond all standards and reaches neers at Porsche Engineering have The unusually light and extremely over 600 kg/m2. This is the equiva- proven that they are immensely torsionally rigid aluminum frame, lent of six meters of new snowfall knowledgeable in the area of indus- which was developed in collabora- on the solar module – even with the trial development. They were able tion with Porsche Engineering, so-called insertion system and to build the frame so that it can equips the modules of “Generation bracket on the front side. In combi- even withstand significantly Endura” sustainably for extreme sit- nation with modern clamped or bolt-

14 Porsche Engineering Magazine 01/2007 Aluminum – A special material Body & Safety

The aluminum frame of the module – equipped for extremes. ed brackets, this value may even be exceeded. Thanks to these out- standing properties, the module has easily passed standard IEC 61215. From now on, impact-damping corners protect the module even in the event of rugged handling. The frame is made of silver anodized aluminum, which allowed weight optimization. The new module is not only technically state-of-the-art, but the new properties also reduce assembly times on the roof. Besides Porsche Engineering, Porsche Design contributed consid- erably to the appearance. Thus, the new frame looks good from any angle. I

The solar module from BP. Stable even under very high loads.

Porsche Engineering Magazine 01/2007 15 Electrics & Electronics Driving pleasure with electric propulsion

Even on the water, Porsche Engineering ensures environmentally friendly driving pleasure

Agile and maneuverable like a fish in water, on the surface or deep down – a ride on the SEABOB makes it possible.

This unusual, sporty watercraft is electric jet drive, can reach speeds these batteries are also used in easy to steer by simply shifting of 15 to 20 kilometers per hour space technology. Each cell weights your body weight. The speed is reg- and could dive up to 40 meters approx. 1 kg and has a volume of 1 ulated at the control grip. But it’s deep. For safety reasons, however, /2 liters. Since lithium ion batter- not all driving pleasure and good the standard presetting only allows ies can be very sensitive, special looks with the SEABOB from Roti- a diving depth of 2.5 meters. electronics were developed for nor. Thanks to the development monitoring each cell voltage sepa- work that went into it, its technolo- With a PIN entry, it can be set to a rately. The battery manager also gy is quite impressive, too. The lower value. It receives its propul- controls the current monitoring and engineers gladly accepted the chal- sion by means of the jet stream shut-off for charging and discharg- lenge and developed three electron- principle. The powerful, rotating ing the battery. ic components for the patented impeller suctions in water and push- sports watercraft: the battery man- es it at a high pressure through the In addition, several sensors monitor ager, the motor control system and jet duct to the outside. This thrust the operating temperature. Through the control panel with graphic dis- propels the SEABOB forward. active cell balancing, each cell is play. loaded to the point that all cell volt- The battery manager monitors ages are the same. This prevents With the electronics, Porsche the installed lithium ion batteries the series-connected battery volt- Engineering developed the heart ages from drifting apart. of the SEABOB With a capacity of 42Ah per 4V cell, the battery manager monitors The SEABOB, which weighs approx. the functionality of the lithium ion 60 kg and has a 5 HP (3.7 kW) batteries installed in the craft;

16 Porsche Engineering Magazine 01/2007 Driving pleasure with electric propulsion Electrics & Electronics

The electric high-performance Keeping your perspective under of production processes. Aided by drive mechanism is an exempla- water – with the illuminated the experts, the first step was to ry innovation LCD display stabilize the output volume. By identifying outsourcing potentials The SEABOB’s motor is emission- The illuminated LCD display shows and improvement measures during free and almost silent. Its control all important technical data on work preparation, it was possible to system works with a digital signal motor electronics in an easy-to-read significantly increase both unit vol- processor (DSP) and generates format. This includes the current umes and quality. Among other 3-phase sinusoidal current from the driving performance, remaining things, potential production time battery voltage. The intermediate operating time and the charge sta- improvements were identified and circuit voltage of up to 60 V gener- tus of the battery. In addition, the implemented on the basis of a time ates phase currents of up to 200 driver receives information about study according to the REFA (Ger- amps. Its high-power phase is even the diving depth and water temper- man Association for Work Studies) designed for 250 A. The rated ature via the display. The integrated standard. By optimizing the com- power of the motor is up to 7.5 kW infrared interface can also read in missioning concept and material and can be overloaded to twice software updates and read out provision, transport times could be that value. The rotor position is diagnostic data. Likewise, neces- reduced by up to 50 percent. sensed by three hall sensors. The sary programming functions are mechanism used is a high-torque easy to control via the LCD display. Parallel to production optimization, synchronized drive unit. Using cut- All control units are networked in a innovations were made in terms of ting-edge technology, this motor bus system and exchange informa- supplier management: One of the develops the ideal amount of torque tion. first measures was the introduction with an extraordinary efficiency of of an inquiry system that includes 96 percent. And all this in a com- Optimized processes and the requirements for development, pact overall design. During an assured quality standards production, purchasing, quality and endurance test over 10,000 hours logistics. Production optimization of operation at full load, the drive Besides developing the electronic was simultaneous with improve- mechanism demonstrated absolute- system, the experts from Porsche ments in supplier and quality man- ly no breakdowns or reduction in Engineering also supported manu- agement. Experts from Porsche performance. facturer Rotinor in the optimization Engineering also supported Rotinor in the development of the successor model. Here, a wholistic approach was also taken in order to assure maintenance of performance, cost and quality objectives early on in the development phase. I

The Seabob – a next generation sports watercraft.

Porsche Engineering Magazine 01/2007 17 Insights RS Spyder

The RS Spyder conquers the American Le Mans Series

Seldom before has a racing vehicle dominated a championship the way the Porsche RS Spyder dominated the American Le Mans Series (ALMS).

The RS Spyder, which was devel- Successful conclusion of the The second place of Sascha Maassen oped and built in Weissach, sets new first racing season 2006 and Lucas Luhr completed this suc- AMLS standards. In twelve races, cess. the sports prototypes achieved 11 Already in the first full racing season class victories in the LMP2 catego- of the first generation RS Spyder in RS Spyder model year 2007 – ry (Le Mans Prototype 2). Eight 2006, Porsche won the LMP2 title improvement through fine-tuning times, a RS Spyder secured the in the engineering class. The RS overall victory. The Porsche factory Spyder team Penske Motorsports Despite outstanding successes dur- drivers Timo Bernhard and Romain secured the team championship. ing the first racing year, technical Dumas won the driver title with con- In addition, Porsche factory drivers preparations for 2007 started fidence. Likewise, the titles for Sascha Maassen and Lucas Luhr shortly after the last 2006 race. engine and chassis went to Porsche. won the driver title in the LMP2 Here, the extremely light and rigid Proof of the outstanding technology class. In the race in Mid-Ohio, their body was completely overhauled by of the RS Spyder, which had been teammates Timo Bernhard and Porsche Engineering, especially overhauled considerably for the Romain Dumas earned the first with regard to improved ease of 2007 season. overall win for the RS Spyder. maintenance and assembly. In addi-

18 Porsche Engineering Magazine 01/2007 RS Spyder Insights

Almost unstoppable: the RS Spyder 2007 with powerful 478 HP output tion, the aerodynamics were opti- In weight optimization, too, the vehicles with more powerful mized and improved tuning was engineers of Porsche Engineering engines in the LMP1 class, the implemented for the different race and Porsche Motorsport demon- engine power was limited further tracks. strated their expertise by reaching after the 6th race, due to a change the minimum permissible weight of in rules, to 478 HP at 9,800 rpm. The sequential six-speed constant- 775 kg. Likewise, the heat balance The torque is now 370 Nm at mesh countershaft transmission is of the vehicle was thermodynami- 7,500 rpm. actuated using gearshift paddles at cally optimized by a new design of the steering wheel. The electro- the air inlet and outlet ducts. Victory in series pneumatic shifting actuator system allows the driver to shift under full The driving force After the initial 2006 success, the load – that is, without using the objective for 2007 was clear: to clutch or taking his foot off the At the beginning of the 2007 sea- continue the success of the first accelerator. Furthermore, the RS son, the 90-degree, V8 long-dis- season and to build on it. The two Spyder features traction control tance racing engine, limited by an Porsche RS Spyders of the Penske and a mechanical locking differen- air volume restrictor, had a power Motorsports team got support from tial, which is optionally assisted by output of 503 HP at 10,300 rpm. two other vehicle types, which a viscous coupling. After the overall wins in four of the started under the flag of Dyson first six races and the triumph over Racing. With the additional partici-

Porsche Engineering Magazine 01/2007 19 Insights RS Spyder

pation of Acura and the Mazda and Racing Calendar of the American Le Mans Series 2007 Lola vehicles, the LMP2 class is Racing track LMP2 Total RS Spyder driver teams 1. Sebring 3rd 5th Dumas, Bernhard/ Penske Motorsports now the ALMS category with the (12 hours) 5th 9th Leitzinger, Wallace/ Dyson Racing toughest competition. 36 starters - 6th 10th Dyson, Smith/ Dyson Racing 10 in LMP2 class 8th 23rd Maassen, Briscoe/ Penske Motorsports Already at the start of the 2007 2. St. Petersburg 1st 3rd Maassen, Briscoe/ Penske Motorsports

3 nd th season, the RS Spyder continued (2 /4 hours) 2 4 Dumas, Bernhard/ Penske Motorsports 25 starters - 5th 11th Leitzinger, Wallace/ Dyson Racing its previous year’s success with a 8 in LMP2 class 6th 18th Dyson, Smith/ Dyson Racing double win in the LMP2 class in the 3. Long Beach 1st 1st Dumas, Bernhard/ Penske Motorsports

2 nd nd St. Petersburg, Florida, race. The (1 /3 hours) 2 2 Maassen, Briscoe/ Penske Motorsports Porsche factory drivers Sascha 26 starters - 3rd 3rd Leitzinger, Wallace/ Dyson Racing

th th Maassen and Ryan Briscoe were 8 in LMP2 class 5 5 Dyson, Smith/ Dyson Racing 4. Houston 1st 1st Dumas, Bernhard/ Penske Motorsports not only class winners, but were 3 rd th (2 /4 hours) 3 4 Maassen, Briscoe/ Penske Motorsports also placed third in the overall 24 starters - 5th 6th Dyson, Smith/ Dyson Racing result. 8 in LMP2 class 6th 7th Leitzinger, Wallace/ Dyson Racing 5. Salt Lake City 1st 1st Maassen, Briscoe/ Penske Motorsports

3 nd rd Triple victory – the greatest (2 /4 hours) 2 3 Dumas, Bernhard/ Penske Motorsports 26 starters - 3rd 4th Leitzinger, Wallace/ Dyson Racing success for Porsche in the 8 in LMP2 class 4th 5th Dyson, Smith/ Dyson Racing ALMS 6. Lime Rock 1st 1st Maassen, Briscoe/ Penske Motorsports

3 nd nd (2 /4 hours) 2 2 Dumas, Bernhard/ Penske Motorsports In the following race in Long Beach, 26 starters - 4th 4th Dyson, Smith/ Dyson Racing 9 in LMP2 class 5th 6th Leitzinger, Wallace/ Dyson Racing California, the RS Spyder made 7. Mid-Ohio 1st 1st Dumas, Bernhard/ Penske Motorsports

motorsports history: Against LMP1 3 nd nd (2 /4 hours) 2 2 Maassen, Briscoe/ Penske Motorsports vehicles with 200 HP more and 28 starters - 4th 6th Leitzinger, Wallace/ Dyson Racing were clearly superior based on per- 9 in LMP2 class 5th 7th Dyson, Smith/ Dyson Racing formance weight, Timo Bernhard 8. Road America 1st 1st Dumas, Bernhard/ Penske Motorsports (4 hours) 2nd 4th Maassen, Briscoe/ Penske Motorsports and Romain Dumas earned the first 27 starters - 4th 6th Dyson, Smith/ Dyson Racing overall victory in 2007. Sascha 8 in LMP2 class 5th 7th Leitzinger, Wallace/ Dyson Racing Maassen and Ryan Briscoe won the 9. Mosport 1st 1st Dumas, Bernhard/ Penske Motorsports

3 nd rd second overall victory. With their (2 /4 hours) 2 3 Maassen, Briscoe/ Penske Motorsports

th th third place, Andy Wallace and Butch 26 starters - 5 7 Dyson, Smith/ Dyson Racing 9 in LMP2 class 7th 9th Leitzinger, Wallace/ Dyson Racing Leitzinger of the Dyson Racing 10. Detroit 1st 1st Dumas, Bernhard/ Penske Motorsports

team ensured a historical event. 3 nd th (2 /4 hours) 2 4 Leitzinger, Wallace/ Dyson Racing 27 starters - 5th 7th Dyson, Smith/ Dyson Racing Despite fast racing tracks, which 8 in LMP2 class 7th 9th Maassen, Briscoe/ Penske Motorsports

st nd should be an advantage for vehicles 11. Road Atlanta 1 2 Dumas, Bernhard/ Penske Motorsports (10 hours) 2nd 3rd Dyson, Smith/ Dyson Racing of the LMP1 class, the winning 32 starters - 4th 5th Leitzinger, Wallace/ Dyson Racing streak continued. The Porsche driv- 9 in LMP2 class 5th 7th Maassen, Briscoe/ Penske Motorsports ers stood atop the victory podium a 12. Laguna Seca 1st 2nd Dumas, Bernhard/ Penske Motorsports total of eight times. For the double (4 hours) 2nd 4th Maassen, Briscoe/ Penske Motorsports

th th wins in Lime Rock and Mid-Ohio, the 32 starters - 5 7 Dyson, Smith/ Dyson Racing 9 in LMP2 class 6th 8th Leitzinger, Wallace/ Dyson Racing 20 Porsche Engineering Magazine 01/2007 RS Spyder Insights

driver duos Sascha Maassen/Ryan Briscoe and Timo Bernhard/Romain Dumas took turns atop the podium.

At the 12-hour race of Road Atlanta, two of the four RS Spyders finished among the top three in the overall rankings. With a double victory at the season finale in Laguna Seca, Porsche crowned its most success- ful AMLS season. The team around Timo Bernhard/ Romain Dumas could once again secure a spot on the podium, thereby confirming its The carbon fiber monocoque of the RS Spyder is cutting edge technology and provides the highest level of safety. continuous first-class performance in the 2007 season. And team- mates Sascha Maassen/ Ryan ishes in the overall ranking and sec- was able to secure the team cham- Briscoe ended the racing year by ond and third places in the class, pionship early on. At the race in finishing second in the LMP2 class. as well as permanent places in the Detroit, Porsche won the engineer- top 10, resulted in second position ing championship for chassis and The driver pairings of the Dyson for Dyson Racing in the LMP2-class engine, also ahead of time. In the Racing team Butch Leitzinger/ Andy team rankings. The RS Spyder was driver class, Timo Bernhard and Wallace and Chris Dyson/ Guy Smith unstoppable in the AMLS 2007. Romain Dumas triumphed ahead of also achieved good results with the their teammates Sascha Maassen Porsche RS Spyder in their first Already after the eighth race in and Ryan Briscoe in the next-to-last season. The two second-place fin- Elkhart Lake, Penske Motorsport race.

Professionalism and strength down to the smallest detail – Porsche proved it impressively with its two teams in the ALMS 2007 season. The consistent overall victories of the RS Spyder against the clearly more powerful LMP1 race cars have shown one thing very clearly: the competence of Porsche and Porsche Engineering in vehicle development. I

The body of the RS Spyder is made of carbon fiber – well thought out down to the smallest detail. Porsche Engineering Magazine 01/2007 21 Special Hybrid

The first hybrid car in the world – a Porsche

because the wheel, which acted as the rotor of the DC motor, revolved around a stator, which was permanently fastened to the wheel suspension. The drive thus worked without mechanical friction losses and a fantastic efficiency of 83 percent.

In the same year, a prototype of the Lohner Porsche “Mixte” fol- lowed; besides a combustion engine, it also had an electric motor and could temporarily store energy in a battery.

The vehicle was driven by a four- As early as 1900, Ferdinand Porsche developed cylinder engine, which was cou- a hybrid gasoline-electric drive. pled directly to an 80-volt dynamo. The generator supplied power to the wheel hub motors installed in More than 100 years ago, when the world trade fair in Paris on the front wheels. This vehicle was – climate discussions were not yet April 14, 1900. The front wheels so to speak – the first series pro- on the agenda, the young inventor of this electric vehicle were driven duction car with a hybrid drive. Ferdinand Porsche developed by so-called wheel hub motors, vehicles at k.u.k.-Hofwagen-Fabrik which the then 24-year-old In addition to a prototype, a racing Jakob Lohner & Co., Vienna- Ferdinand Porsche had developed version of the Lohner Porsche was Floridsdorf, which had a hybrid as the chief engineer at k.u.k.- also built. gasoline-electric drive – the first Hofwagen-Fabrik Jakob Lohner & hybrid automobiles in the world. Co., Vienna-Floridsdorf. Incidentally: The idea of the elec- tric wheel hub motor was later This was preceded by the introduc- The wheel hub motor worked with- used by NASA to get their moon tion of the first Lohner-Porsche at out a transmission or drive shafts vehicle rolling. I

22 Porsche Engineering Magazine 01/2007 Complete Vehicle · Styling · Body & Safety · Engine · Drivetrain · Chassis · Electrics & Electronics · Testing · Industrial Engineering · Production Engineering

Effective power transmission always starts with the power of imagination.

For more information:

Phone +49 711 911 - 88 888, Fax +49 711 911 - 88 999

Internet www.porsche-engineering.com, e-mail: [email protected]

Porsche Engineering driving identities Imprint

Publisher Porsche Engineering Group GmbH

Address Porschestraße D-71287 Weissach Germany

Tel. +49 711 911-88888 Fax +49 711 911-88999

Email: [email protected] Internet: www.porsche-engineering.com

Editor Nicole Möller

Production Werking Werbekonzeption & Realisation, Bad Sobernheim, Germany

Porsche Engineering driving identities