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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.

Dimensions: 

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.

Side: 

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.

Inside: 

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:

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

Weight/dimensions
• 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

Engine
• 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.

Transmission
• 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.

Body
• 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.

Suspension
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.

Brakes
• 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.

Electrics
• 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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Just Listen To Porsche’s Shouty 1962 Formula One Racer

Back in the early 1960s, Porsche was still a tiny sports car manufacturer punching way above its weight in international racing. With an astonishingly small 1.5-liter flat eight motor stuffed into a bespoke chassis just barely large enough to contain the lanky Dan Gurney, the 804 was a beast from day one. While it’s difficult to call it a serious contender in 1962 Grand Prix racing, it did score a pole at the German Grand Prix, and a victory at Rouen in France (as well as a non-points race Solituderennen) against the mighty Jim Clark and Graham Hill who raced for Lotus and BRM respectively.

The Porsche 804 is a bit of a footnote in Porsche history these days as they are infrequently seen, and even less often heard. Only four 804s were built for the 1962 season, and one of those was never raced. Allegedly only two examples of the 804 remain in existence, one in a private collection. The example seen in the video below [by 19Bozzy92 on YouTube] was restored by the Porsche Museum in 2016. Since then it has only been run in a pair of vintage events, the Monaco Historique in 2016, and the Goodwood Festival of Speed last year (where this video comes from). I’ve been a Porsche fanatic for decades, and I’ve never heard this car shout its mighty growl before now.

The Type 753 flat eight makes about 177 horsepower, which is pretty impressive compared to what Porsche road cars were producing in 1962. More importantly, it weighs under 1000 pounds, and goes like stink. For such a diminutive displacement, I did not expect the engine to be quite so throaty. In fairness, the Type 753 can rev to nearly 10,000 RPM and the driver in these clips is surely not giving it the full beans. Considering how many millions something like this must be worth, I can’t say I blame them.

Even if that driver is the famed Le Mans victor Richard Attwood.

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Mark Webber Lends His Two Cents on What It’s Like To Drive The First Porsche 917

As part of the grand celebration of the 917’s 50th birthday, several major names were given the chance to parade some of the most iconic variants of the car at Goodwood’s 77th Members’ Meeting last month. One of those names was the affable and straight-talking Aussie who’s done quite well at the top of the racing ladder for the last two decades: Mr. Mark Webber.

Barely fitting his lanky frame inside the cramped cabin of chassis #001, Webber explains how ergonomics weren’t the top priority for the 917’s engineers. An awkwardly placed wheel at a canted angle and a roof that forces the 6’2″ Webber into the seat don’t make for a comfortable jaunt around Goodwood, but he’s pleased nonetheless.

Webber livened up Goodwood’s 77th Members’ Meeting with his famously cheeky sense of humor.

Getting to sample a car with so much history is worth a little discomfort—even a few compressed discs. Prior to the event, 917-001 underwent a full restoration to the exact specification in which it left Zuffenhausen in 1969, bound for its international debut at the Geneva Motor Show. Having been thoroughly reworked, we can only imagine what it was like to campaign one of these cars at Le Mans; what it was like to drive one in the lashing rain for hours on end.

917-001 is finished in Porsche’s traditional racing white with the green nose that adorned all 25 of the 1969 homologation cars.

When asked if he’d liked to have raced one in its heyday, we get an answer that seems quite diplomatic from the typically blunt wisecracker. While he admits to wanting to, he implies the danger inherent in driving such a car—a car with the driver’s feet well ahead of the front axle. Webber’s seen some wild accidents in his 30 years of racing, and sensibly, he feels some trepidation at the thought of racing such a wild animal. It’s hard to blame him.

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Porsche réunit quatre 917 spéciales pour ses 50 ans à Goodwood

A l’occasion de la 77e assemblée des membres de Goodwood en Grande-Bretagne, Porsche présente pour la première fois quatre exemplaires de 917 autour du circuit difficile de Goodwood – dont la première 917, châssis 001, qui a été restaurée juste à temps pour le jubilé de cette année. En outre, la 917/30-001 fête ses débuts …

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A Pair of Jaw-Dropping 917Ks Snarl at the Goodwood Festival of Speed

If you’re considering cutting back on caffeine, the blaring exhaust notes of these two Le Mans titans might provide that pep needed to begin the day. Truly, the sound these two big 12-cylinder engines shoved in tiny 917s get the hairs on the back of your neck standing up and your heart beating a bit faster.

There aren’t many motors as musical as the famous flat-twelve, the Type 912, which burbles and cracks with a delightful combination of roughness at low revs and a sonorous bark as the engine nears redline. That, combined with the very mechanical gearshift, make these powerplants almost frightening to listen to.

They’re also a feast for the eyes. Whether you prefer the iconic Gulf-liveried car, which really needs no introduction, or the green car, you made the right choice. The latter—a car doused in a classic shade of grass green—was once run by David Piper, a well-heeled British privateer who campaigned several 917s in the early 1970s, and even lost part of a leg after crashing one.

Doused in brilliant green, the David Piper 917K is just as striking as the recognizable Gulf car.

As beautiful as they were dangerous—small wonder these cars became icons of racing’s romantic past.

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