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Porsche Netted A Double Podium In WEC Fuji Round

After two rounds of the FIA World Endurance Championship, Porsche leads the GTE Pro category in points following a win at Silverstone with a podium place at the 6-hour race in Fuji. Michael Christensen paired with Kevin Estre to come home in second position this weekend in their #92 Porsche 911 RSR. With this successful result, the pair have also moved into the lead of the drivers’ championship. Their teammates Gianmaria Bruni and Richard Lietz had the absolute opposite race, starting from pole position and finishing 6th. The #91 car suffered all race with misfiring issues, an untimely tire puncture, and a drive-through penalty. Meanwhile, in the GTE Am category, the Porsche-driving Project 1 team of Jeroen Bleekemolen, Ben Keating, and Felipe Fraga came home in third position to give Porsche two different class podiums in the same race.

Christensen and Estre mounted a comprehensive assault against the GTE Pro competition, starting the race from last place in class and climbing through the field to an impressive 2nd position finish. With quick laps and a smart pit stop strategy (plus a bit of luck) the team worked well through the 6-hour race. The race began, in typical Fuji fashion, under safety car for heavy rain. That weather cleared up for the first couple of hours, but came back with a vengeance in the 3rd and 4th hours of action. With the right tire strategy and impressive Porsche rain driving dynamics, the pair of drivers were in the cat bird seat for the finish, and pitted at exactly the right time during the race’s caution periods.

The GTE Am Project 1 team had a very similar story, starting from dead last on the grid. The trio gave a spirited chase through the entirety of the 6-hours, but ultimately the Aston Martins were better suited to the Fuji track, and won in both classes.

Comments on the race
Fritz Enzinger (Vice President Motorsport): “After the one-two success at Silverstone we’ve now finished on the podium at Fuji with our new Porsche 911 RSR. We’re still at the top of the manufacturers’ championship, and a Porsche duo is also leading the driver’s classification. Our balance sheet looks good. We’re now feeling confident and full of excitement for the upcoming race in China.”

Pascal Zurlinden (Director Factory Motorsport): “The overall result with both vehicles doesn’t really meet our expectations, but we’re pleased about second place for the number 92 car. In the first two races of the season, we’ve secured a one-two at Silverstone as well as a podium result and pole position at Fuji. That’s a great start for our new Porsche 911 RSR. We’re heading to the next races feeling highly motivated.”

Alexander Stehlig (Head of Operations FIA WEC): “Pole position on Saturday, second in the race on Sunday, we can be very pleased with this. Everything went according to plan with our number 92 car, but the number 91 vehicle was plagued with troubles. Damage from a puncture, a drive-through penalty and misfiring – it seems pretty much everything that could go wrong did go wrong. I hope that we’ve used up all the bad luck for the rest of the season. We’ll be back in full force again at Shanghai.”

Richard Lietz (Porsche 911 RSR #91): “After the super pole position on Saturday, we were disappointed with how the race went for us on Sunday. Our pace was good at the beginning but unfortunately the penalty, tyre problem and misfiring relegated us to sixth place. We’ll now take a very good look at this and fix the problem.”

Michael Christensen (Porsche 911 RSR #92): “When you start from the last grid spot and cross the finish line in second, then you’ve definitely done everything right. Our strategy worked perfectly, we got the absolute maximum out of it. Thanks to this podium result, Kévin and I are now leading the world championship. We’re certainly can’t complain about that.”

Race result
GTE-Pro class
1. Sörensen/Thiim (DK/DK), Aston Martin Vantage, 211 laps
2. Christensen/Estre (DK/F), Porsche 911 RSR, 210 laps
3. Lynn/Martin (GB/B), Aston Martin Vantage, 210 laps
6. Lietz/Bruni (A/I), Porsche 911 RSR, 208 laps

GTE-Am class
1. Yoluc/Eastwood/Adam (TR/IRL/GB), Aston Martin Vantage, 208 laps
2. Perrodo/Collard/Nielsen (F/F/DK), Ferrari 488 GTE, 207 laps
3. Keating/Fraga/Bleekemolen (USA/BR/NL), Porsche 911 RSR, 207 laps
5. Campbell/Ried/Pera (AUS/D/I), Porsche 911 RSR, 207 laps
7. Perfetti/Heinemeier Hansson/Cairoli (N/DK/I), Porsche 911 RSR, 206 laps
8. Wainwright/Barker/Watson (GB/GB/GB), Porsche 911 RSR, 204 laps
9. Preining/de Leener/Hoshino (A/B/J), Porsche 911 RSR, 198 laps


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Here’s Everything Porsche Changed About The New 911 RSR

Porsche introduced the world to the mid-engine 911 back in 2017, and it has blown the world away with Porsche’s sports car efforts since. It won Le Mans in 2018, it’s netted more than a couple championships both in the IMSA series here in North America, as well as the FIA WEC international series. The switch to a mid-engine layout was made with aerodynamics in mind, allowing Porsche to engineer a larger and more effective rear diffuser for the car. Ahead of the start of the 2019/2020 FIA WEC season, which runs from September at Silverstone through next June at Le Mans, Porsche has launched a new 911 RSR to combat the updated and ever present threat of Ferrari, Aston Martin, and occasionally Corvette.

Here’s a walk through of everything that Porsche changed from the 2017 RSR to the 2019 RSR.


The 2019 spec 911 RSR has gained about 4 pounds over the outgoing car, which is the base weight as per the regulations. Part of this is due to the car’s increase in exterior dimensions. The 2019 911 RSR is 36mm longer at 4593mm total (less splitter, rear wing, and diffuser). All other dimensions remain the same as the outgoing car, except the rear track width has grown by 2mm, and the wheelbase has shrunk by 3mm. That’s a small enough difference to barely warrant mention.

The biggest difference between the old car and the new one is the brand new 4.2-liter engine, which replaces the existing 4-liter. Total power is rated the same, as the RSR is forced to use a restrictor to keep outright power around 550 horses. The difference here is in the power delivery, as the new engine moves its powerband down the spectrum, allowing for a wider useable throttle map and earlier torque delivery.

The Front: 

2017 RSR

2019 RSR

At the front you will instantly notice a revised front cooling duct with larger and wider openings, plus a new front splitter. The front air relief ducts have also changed, moving further back on the cowl. The fuel filler is now out of the airflow and pushed to one side of the car.

The Rear: 

2017 RSR

2019 RSR

The new car retains much of the same styling at the rear, though the diffuser has been changed around a bit, and the rear bumper fascia extends further down than the existing car’s does. The new tail lights look thinner and more 992-esque.


From the side you can see the major bodywork changes of the 2019 RSR, including a new side exhaust exit on the side of the car just in front of the rear wheel, and the massive new engine air inlets behind the door. The new exhaust outlet will likely allow the diffuser to be even more effective, as the pipes won’t be blocking the airflow.


2017 RSR

2019 RSR

Porsche worked extensively with its factory racers to develop a new cockpit that works better for their racing needs. New active and passive safety systems have been added to keep racers as safe as possible. The new steering wheel moves much of the car’s control systems within a finger’s reach, rather than over on the center console where the driver has to pull a hand off the wheel to adjust. A larger and easier to read screen sits in the middle of the wheel to keep the driver informed. And, of course, the center-mounted collision warning system gives drivers better warning of fast approaching LMP1 or DPi prototypes coming up from behind. Again, as before, the seat is rigidly mounted and the steering wheel/pedal assembly are adjustable toward the driver.

Comments on the new car:

“We never rest on our laurels. We’ve extensively analysed all factory and customer campaigns with the Porsche 911 RSR. Our engineers noticed room for improvement in a number of areas. We have made significant progress in the development of our car for the next three-year homologation period, especially in the complex areas of driveability, efficiency, durability and serviceability. Ninety-five percent of the car is new. The only components that we’ve kept unchanged from the predecessor are the headlights, brake system, clutch, driver’s seat and parts of the suspension. Tests so far have run excellently. We’re already looking forward to the first races of the 2019/2020 FIA WEC season.”

“We’ve been working on the concept of the new Porsche 911 RSR since 2017. The first designs were created using CAD software. In August 2018, the best racing nine-eleven to date completed its first kilometres on the factory’s own test track in Weissach. Another milestone was our long-run in March 2019 at Le Castellet, where we included the works teams from both the WEC and IMSA. We covered more than 6,000 kilometres over 30 hours without any technical hiccups. The drivers and engineers were very satisfied. The car received its racing homologation on 1st of July.” says Pascal Zurlinden, director of GT factory motorsport.

Technical data Porsche 911 RSR model year 2019:

• Single-seater race car for the FIA GTE category (USA: GTLM)

• Base weight: ca. 1,245 kg
• Length: 4,593 mm (without splitter, rear wing, diffuser)
• Width: 2,042 mm (front axle) / 2,050 mm (rear axle)
• Wheelbase: 2,513 mm

• Water-cooled six-cylinder boxer, positions in front of the rear axle; capacity 4,194 cc, stroke 81.5 mm, bore 104.5 mm; ca. 378 kW (515 hp) depending of restrictor; 4-valve technology; direct fuel injection; dry sump lubrication; single mass flywheel; power output limitation via restrictor; electronic throttle; side-exit exhaust system.

• Weight-optimised six-speed sequential constant-mesh gearbox; two-shaft longitudinal layout with bevel gear; shifting via electronic shift actuator; shift paddles on the steering wheel; magnesium gearbox casing; multi-disc self-locking differential with visco unit; three disc carbon race clutch.

• Weight-optimised bodyshell in aluminium-steel composite design; removable roof hatch; FT3 fuel cell in front of the car; welded-in roll cage; seat pursuant to FIA 8862-2009; rigidly mounted to the chassis; six-point safety harness for use with HANS®; longitudinally adjustable pedalry; aerodynamically-optimised and quick-release body components made of CFRP; rear wing with “swan neck” mounts; four-post air jack system with safety pressure valve; electronically activated fire extinguisher system; heated windscreen.

Front axle:
• Double wishbone front axle; four-way vibration damper; with coil spring setup; anti-roll bars, adjustable by blade position; electro-hydraulic power steering.

Rear axle:
• Integrated rear-axle subframe with double wishbone axle; four-way vibration damper; with coil spring setup; anti-roll bars, adjustable by blade positions; electro-hydraulic power steering; tripod drive shafts.

• Two independent brake circuits for front and rear axle, adjustable via balance bar.

Front axle:
• One piece aluminium six-piston racing callipers with quick release coupling; internally ventilated steel brake discs, 390 mm diameter; race brake pads; optimised brake cooling ducts.

Rear axle:
• One piece aluminium four-piston racing callipers with quick release coupling; internally ventilated steel brake discs, 355 mm diameter; race brake pads; optimised brake cooling ducts.

Wheels / Tyres
Front axle:
• One piece forged light alloy wheels, 12.5Jx18 offset 25 with centre lock nut and wheel nuts; Michelin slick 30/68-18.

Rear axle:
• One piece forged light alloy wheels, 13Jx18 offset 37 with centre lock nut and wheel nuts; Michelin slick 31/71-18.

• Cosworth Central Logger Unit; CFRP multi-functional steering wheel with integrated display; shift paddles and quick release; Collision Avoidance System; controlled alternator in connection with LiFePo4 battery; LED headlights; LED taillights plus rain light; illuminated car number and leader light system; black light inside cockpit; electric adjustable wing mirrors with memory function; tyre pressure monitoring system (TPMS); drink system; air conditioning system; membrane switch panel on centre console with fluorescent labelling.


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Porsche Loses Out On Le Mans Glory, But Grabs Both GT Class Championships

While Porsche didn’t quite get the victory that they were hoping for in either GTE Pro or GTE Am, the sports car maker managed to secure all four of the FIA WEC GTE class championships. This season, unlike any before it, held a pair of Le Mans 24 hour events, last June and the weekend past. Porsche won last year, but only managed to take three podium positions from the two classes this event, not the top step mind you, but anyhow. Porsche had a good and bad Le Mans, some minor failures cropped up, but the team persevered to make everything work out in the end. They may have lost this particular battle, but they won the season-long war.

Porsche factory drivers Michael Christensen and Kévin Estre have secured the GTE drivers’ championship, and Porsche as a GTE manufacturer had already won the manufacturer’s championship at the prior round. In fact, their car wore a gold-accented livery to commemorate that crown. In the GTE Am category, Porsche also secured the drivers’ and teams’ championships, but that’s a bit of a longer story that we’ll cover a little later.

Comments on the race
Dr Michael Steiner (Porsche R&D Board Member): “It was a dream season that could not have been more successful. Everyone at Porsche can be very proud of what has been achieved in the Super Season of the FIA WEC. Our successes have shown very clearly that the Porsche 911 is still the measure of all things in the sports car world.”

Fritz Enzinger (Vice President Porsche Motorsport): “To win all titles at the last race of the season and to witness three driver crews on the podium is an incredible story. We’ve concluded the FIA WEC Super Season with the greatest possible success. Now we aim to secure more titles in the North American IMSA series. This is already one of the most successful seasons in the history of Porsche Motorsport. My thanks go to all the team members at the racetrack and to all the employees in Zuffenhausen and Weissach as well as all other locations who’ve made these successes possible.”

Pascal Zurlinden (Director GT Factory Motorsport): “We were determined to win this race. Unfortunately, bad luck and minor mistakes prevented this. Still, we have two cars on the podium in the GTE-Pro class and one in the GTE-Am category. Porsche has won all four GT titles in the FIA WEC Super Season. What more do you want? I can only thank everyone in the team. It was a season I’ll remember for a very long time.”

Porsche in the GTE Pro Class

This, the 87th running of the 24 Hours of Le Mans saw four Porsche 911 RSRs start in the GTE Pro category. The newly crowned world champions Christensen, Estre, and their teammate Laurens Vanthoor, ran quite well in the first half of the race, and ran up at the front until the wee hours of the morning. At exactly 3:47 AM local time, the #92’s exhaust manifold cracked, and the engine was down significantly on power. The team called the car into the pits and rolled it back into the garage to affect repairs. The repairs took exactly 20 minutes, which is impressive in itself, but that 20 minute repair was a lifetime of sitting stationary, costing the leading Porsche 6 laps to the leaders of the class. The car ultimately finished in 10th position in class, just enough to net them the championship they so desperately hoped for.

The #91 of Gianmaria Bruni, Richard Lietz, and Fred Makowiecki ran without flaw to second place in class behind the winning Ferrari of AF Corse. The #93 car of Earl Bamber, Patrick Pilet, and Nick Tandy joined them on the podium to make it a Porsche double. Both of the 911 RSRs on the podium finished about 1 minute and 10 seconds behind the leading Ferrari, which won a decisive lead with some good luck with safety car positioning. It doesn’t do well to dwell on the bad, so we’ll celebrate the double podium in good spirits.

Gianmaria Bruni (Porsche 911 RSR #91): “Like last year, we were very unlucky with the safety car phases. Because of these, we lost more than a minute to the top on two occasions – much more than our gap to the winners at the flag. This shows that we could’ve won. We’ve made the most out of the conditions and achieved second place. Hopefully it’ll be our turn next year to win the race.”

Michael Christensen (Porsche 911 RSR #92): “What a rollercoaster ride! We were on track for victory, everything was perfect, but then we had to pit during the night for repairs to the exhaust. You feel as if the world has fallen out from under your feet. Still, we won the world championship and that’s what counted for us; that was our aim. So we have very good reason to celebrate.”

Earl Bamber (Porsche 911 RSR #93): “We tried everything, but even though we had a very fast car, we couldn’t do more. That’s Le Mans, you simply have to have luck on your side. We’re pleased with the podium finish and now we look ahead. Our focus is now on extending our points’ lead in the IMSA series and to win more titles for Porsche.”

Mathieu Jaminet (Porsche 911 RSR #94): “We delivered a clean and strong performance. There were factors beyond our control that hampered us. That simply belongs to Le Mans. I thoroughly enjoyed my debut at this sensational race and I very much want to return next year.”

Porsche in the GTE Am Class

With Porsche down to 5 bullets in the GTE Am class gun after Tracy Krohn crashed one of them in pre-qualifying practice, the game was on from the drop of the flag. The various Porsche flagged teams knew it would be a tough old fight, and they gave it everything.

The pole-winning number 88 Dempsey Proton entry was retired after just 79 laps when Am driver Satoshi Hoshino had been involved in multiple accidents and allegedly declared he was unwilling to go back out on track. Teammates Porsche driver Matteo Cairoli and Giorgio Roda could do no more. Without Hoshino finishing his minimum drive time, the team saw no purpose in continuing to battle and retired the battered car instead. The other Dempsey Proton car, #77 of Matt Campbell, Julien Andlauer, and Christian Ried ran quite well early on, even leading the class for long stretches, but ultimately fell down the field with a carbon under tray issue that cost them several long minutes in the pits.

Ultimately it was down to the brand new for 2019 Project 1 Racing team of Joerg Bergmeister, Patrick Lindsey, and Egidio Perfetti to bring home the Porsche laurels in second place for the GTE Am field. The team looked good for the win as the class leading Ford of Ben Keating was handed a 30 second stop-and-hold penalty for wheel spin leaving his pit box. Keating came in, served his penalty, and returned to the track just a handful of seconds in front of a hard-charging Joerg Bergmeister. Unfortunately the Ford had the legs on the Porsche and Bergmeister could not close on the bright purple Keating car. The gap at the finish was still well under a minute. Because the Keating car is an American one-off entry for Le Mans, it was not eligible for season long points, and Project 1 was awarded the season points for the victory.

With this Le Mans podium, the Project 1 Racing team clinched both the drivers’ and teams’ championships in GTE Am. Porsche very nearly swept the 8-event super season in GTE Am, grabbing seven class wins, failing only at Spa-Francorchamps some 13 months ago. The Dempsey Proton #77 team actually won five of the races, including Le Mans 2018, Silverstone, Shanghai, Sebring, and Spa 2019, but following an excellent race at Fuji the team was found to have not followed the regulation for minimum fueling time during pit stops. After an investigation, it was found that the data loggers for that car’s fuel rig were found to have been tampered with for the prior three races. The team was disqualified from the Fuji round, and all of its points prior to that were nullified. Even still, the Dempsey Proton team finished second in points on 110 to Team Project 1’s championship winning 151 points.

Jörg Bergmeister (Porsche 911 RSR #56): “We won both titles in our maiden season. You don’t get better than that – sensational. Towards the end, it may have looked from the outside as if we could still win the race, but unfortunately we had to come into the pits once more to refuel. The Ford deserved to win. With our podium result and after winning the title, we have plenty of reason to celebrate.”

Matt Campbell (Porsche 911 RSR #77): “We wanted to win and we came fifth. It’s not ideal, but that’s just the way it is at Le Mans. The competition is intense, the rivals are incredibly strong and the race is very demanding. The effort in making it to the finish under such circumstances definitely deserves high respect.”

Louis Prette (Porsche 911 RSR #78): “We came here as greenhorns. My dad and I and our teammate Vincent tackled this mighty race as rookies. We didn’t care about where we placed, we just wanted to reach the finish line. But in the end we finished on seventh – crazy! One thing is certain: We definitely want to return to Le Mans in 2020, because there’s nothing better!”

Porsche 911 RSR, Team Project 1 (56), Joerg Bergmeister (D), Patrick Lindsey (USA), Egidio Perfetti (N)

Race result
GTE-Pro class
1. Pier Guidi/Calado/Serra (I/GB/BRA), Ferrari 488 GTE, 342 laps
2. Lietz/Bruni/Makowiecki (A/I/F), Porsche 911 RSR, 342 laps
3. Pilet/Bamber/Tandy (F/NZ/GB), Porsche 911 RSR, 342 laps
8. Müller/Jaminet/Olsen (D/F/N), Porsche 911 RSR, 339 laps
10. Christensen/Estre/Vanthoor (DK/F/B), Porsche 911 RSR, 337 laps

GTE-Am class
1. Keating/Bleekemolen/Fraga (USA/NL/BRA), Ford GT, 334 laps
2. Bergmeister/Lindsey/Perfetti (D/USA/N), Porsche 911 RSR, 334 laps
3. Segal/Baptista/Lu (USA/BRA/CAN), Ferrari 488 GTE, 334 laps
5. Campbell/Ried/Andlauer (AUS/D/F), Porsche 911 RSR, 332 laps
7. Prette/Prette/Abril (I/I/F), Porsche 911 RSR, 332 laps
9. Wainwright/Barker/Preining (GB/GB/A), Porsche 911 RSR, 331 laps
DNF. Hoshino/Roda/Cairoli (J/I/I), Porsche 911 RSR, 79 laps


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Since Porsche has been out of the LMP1 game, ending the program at the conclusion of the 2017 season, our favorite German sports car maker has been pushing their GTE programs to the top of the heap. After winning both GTE Pro and GTE Am classes at Le Mans last year, the team is looking to repeat that feat this weekend. They have a very strong group of teams and drivers, but the competition is extremely heavy. So here we stand, at the end of the 2018-19 « Superseason » with Porsche running a quartet of factory-backed GTE Pro cars, hoping to bring the heat.

Porsche in GTE Pro


Porsche’s GTE Pro team has either won or been on the podium at each of the seven FIA WEC rounds this season. Not only does that add up to three victories (including Le Mans) but it secured Porsche the GTE Manufacturers’ championship a few rounds ago. Here in the United States, however, things have been even better, as Porsche has won the last three rounds of the IMSA championship for GTLM cars, the 12 hours of Sebring, Long Beach, and Mid Ohio. Both pairs of cars, the Euro squad run by Manthey Racing and the USA squad run by CORE Autosport, are riding high on a season full of greatness, and hope to carry that momentum through the most important race of their collective seasons.

With all of that said, the GTE Pro grid at Le Mans is about as strong as anyone could ever face. In qualifying this week the top five positions were taken by five different manufacturers. Aston Martin is on Pole, followed by Ford, Corvette, Porsche (4th), and BMW, and they’re all within 1.1 seconds of the Aston’s pole time. There are two Corvettes, two Aston Martins, two BMWs, three Ferraris, and four Ford GTs in this field to battle four Porsches, and every single one of them has a package capable of winning the class. The Porsche’s new exhaust doesn’t sound quite as good as it did last year, but thankfully the GTE Am cars have to run last year’s specs, so they’ll still be roaring up and down the field.

Michael Christensen, driver of the #92 911 RSR, commented after qualifying, “We’re actually better than the qualifying result indicates. On my flying lap I had to let two prototypes pass in the middle sector, and then I had to overtake a GT car. This cost me a lot of time. Of course we would have preferred to start from further up the grid, but our car is really well balanced, which means we’ll be able to make up a lot of ground in the race. I’m heading into the season finale feeling really good.”

Porsche in GTE Am


In GTE Am it’s a slightly different story, one of both ups and downs. Porsche nabbed pole in qualifying with the #88 car of Dempsey-Proton Racing. Not only that, but Porsche locked out 1st, 2nd, and 3rd starting positions on the grid, and are supported by two more P-cars starting 5th and 6th. Even better than that, Porsche has netted 6 of 7 WEC round victories this season, including Le Mans 2018. Even better than that, it was the #77 Dempsey-Proton car that has won five of those 6. Team Project 1 won in Fuji when Dempsey-Proton was disqualified for not meeting minimum fuel filling time during pit stops. In any case, Porsche looks very strong for Le Mans this year with an excellent balance of speed and fuel economy.

Matteo Cairoli, who grabbed the pole, had this to say: “This is my second pole position in a row at Le Mans – I’m blown away! My fastest lap was good, but I still lost a little time in some places. At the end I was nervous because it looked as if some other Porsche 911 RSR might still pose a threat. But it was enough. We’re heading into the big race feeling terrific.”

So that’s all the good news sorted then. Now for the bad news. A sixth 911 RSR was planned to enter the 24 Hour race this weekend in GTE Am, a third Dempsey-Proton entry fielded for Krohn Racing. That car’s am driver, Tracy Krohn, crashed the car in practice and while he was given a clean bill of health by the trackside doctors, the FIA put him on a one-week race ban for potential brain injury due to the g-forces involved in the accident. With Patrick Long and Nic Jonsson ascribed to the car to join him, that car, the #99, has been withdrawn from the proceedings. This will mark the first time in 16 years that Patrick Long has not raced at Le Mans. Bummer.

Race Resources for Porsche Fans

Starting at 8AM eastern on Saturday, the cable channel MotorTrend TV (what used to be Discovery/Velocity), and the MotorTrend On Demand app streaming site will broadcast the full 24 hour race live in high definition. What a time to be alive!


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The 2019 24 Hours of Le Mans on Twitter for Porsche Fans

Just like last year, Porsche has amassed a full grid of ten GTE-classed 911 RSR in an attempt to take on the best comers from Ferrari, Ford, BMW, Corvette, and Aston Martin. Because this is a transition season, this weekend’s Le Mans is technically inside the same « super season » as last year’s Le Mans, and will decide a number of FIA WEC championships. Porsche have again recruited four cars in an attempt to defend its LM GTE Pro class victory in 2018, with four factory-entered mid-engine 911 RSRs. The GTE Am category features six cars from four different teams. Both categories feature heavily stacked lineups and incredibly talented drivers. Both categories are really anyone’s game, and you’ll have to watch to find out if Porsche can do it again. Porsche has won three times in the World Endurance Championship GTE Pro class from seven rounds this season, including Le Mans 2018. Astonishingly, the Dempsey-Proton #77 has blitzed the competition winning five of seven rounds, with Team Project 1 grabbing one.

For long endurance races like this one, Twitter can be an invaluable source of information. Not only can Twitter provide an up-to-the-minute view of what’s happening in the race, it can connect you with intimate details and insight from the drivers and teams themselves.  In fact, we know of no other way to stay as closely and accurately informed about what’s happening in the Porsche world before, during and after the race (even if you were at the event itself) than through the « Twittersphere ». You just need to know who to follow.




The GTE Pro Class

Porsche Motorsport Team Manthey #91 @manthey_racing

Porsche Motorsport Team Manthey #92 @manthey_racing

Porsche Motorsport North America #93 @PorscheNARacing

Porsche Motorsport North America #94 @PorscheNARacing

The GTE Am Class

Team Project 1 @Project1_93

Dempsey-Proton Racing #77 @ProtonRacing

  • Julian Andlauer – Not on Twitter
  • Matt Campbell @mattcampbell22_
  • Christian Ried – Not On Twitter

Proton Competition #78 @ProtonRacing

Gulf Racing #86 @Gulf_Racing

Dempsey-Proton Racing #88 @ProtonRacing

  • Matteo Cairoli @Cairoli96
  • Satoshi Hoshino – Not on Twitter
  • Giorgio Roda – Not on Twitter

Dempsey-Proton Competition #99 @ProtonRacing


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