World debut for the new 919 Hybrid

03/23/2016

Ready for title defence: Two days before the official Prologue for the FIA World Endurance Championship (WEC) at Paul Ricard, France, Porsche is presenting its race car for this season.


Strong development characterises the new 919 Hybrid’ technology. The powertrain became even more efficient, the aerodynamics were even more specific for the various race tracks and the weight of single components was even more reduced. “The over 900 hp strong Le Mans Prototype is ready for the title defence,” said Fritz Enzinger, Vice President LMP1.

Even the livery of the Porsche 919 Hybrid’s third generation represents an evolution: In its debut year, 2014, the 919 was white and sported the claim “Porsche Intelligent Performance”. The first letters of this slogan were also on the 2015 racing cars with their background colours of white, red and black. In 2016, all three colours melt together into a new design.

Also new are the car numbers: In 2015 a one-two result at the Le Mans 24-hour race was achieved. Porsche won the manufacturers’ World Championship title. Timo Bernhard (DE), Brendon Hartley (NZ) and Mark Webber (AU) became the Drivers’ World Champions and will now race with the number 1 on their car. The sister car of Romain Dumas (FR), Neel Jani (CH) and Marc Lieb (DE) will carry the number 2.

The most important features of the new 919 Hybrid at a glance

For the first time Porsche fully exploits the WEC regulations by deploying three different aerodynamic packages to make the car best suit to the respective race tracks. Three aerodynamic specifications are the maximum allowed. The weight of the four-cylinder turbo engine, as well as its fuel consumption, could be further reduced. The two energy recovery systems of the hybrid drive have been improved in terms of efficiency.

For 2016, also the components of the electric drive have become even more powerful and efficient. That applies for the optimised electric motor at the front axle, the power electronics and the new generation of lithium-ion battery cells in the in-house developed battery. A new front axle allows for more set-up options, while the intense tyre development with partner Michelin made a refined overall set-up for the new 919 Hybrid possible.


The new 919 Hybrid

For the 2016 Porsche 919, the basis of the chassis structure remains unchanged, as does the hybrid drive concept with its two-litre V4 turbocharged petrol engine and the two different energy recovery systems (braking energy from the front axle and exhaust energy). Right from the start, for the 2014 season, Porsche had this courageous and spot on concept in place. But the first car showed exceptional potential, especially in terms of weight, and is why a new car for 2015 was built. For 2016, there is less need to change and Porsche is benefitting now from stability for the concept.

The WEC regulations back the hybrid

The regulations for the LMP1 category require manufacturers to use hybrid drive systems and establish a direct link between performance and energy efficiency. This means that a large amount of energy from recovery systems may be used, but entails a proportional reduction in the permitted amount of fuel per lap. The quantity of fuel consumed in each lap is counted.

The WEC allows engineers a great degree of freedom in terms of the hybrid drive concepts. The teams can choose between diesel and petrol engines, naturally aspirated or turbocharged engines, various displacements, and one or two energy recovery systems. This formula puts the focus on innovations with high relevance for future production sports cars – and this was the main reason why Porsche decided to return to the world of top level motor racing.

V4-turbo with direct injection

The combustion efficiency and mixture preparation of the 2-litre V4 turbocharged petrol engine, driving the rear axle, was further increased in close work with the engineers from production development in Weissach. Also the 90-degree V-engine shed some more weight. Last season, the output of the combustion engine was well above 500 hp. But the 2016 regulations stipulate a lower amount of energy from fuel per lap and reduce the maximum fuel flow for prototypes.

In this way, the regulations prevent the LMP1 cars from becoming increasingly faster, yet at the same time fuel the engineers’ efforts to generate more power from increasingly less fuel. For the 919, this means around eight per cent less fuel and power. In other words: ten megajoules less energy per Le Mans lap from the fuel. That costs about four seconds for every 13.629-kilometre Le Mans lap. Through the new restrictions, the combustion engine has dropped to below 500 hp.

Two energy recuperation systems

The kinetic energy produced at the front axle when braking is converted into electrical energy. The second recuperation system is installed in the exhaust tract, where the exhaust-gas stream drives a second turbine in parallel with the turbocharger. It uses excess energy from the exhaust pressure that would otherwise escape into the environment. The VTG technology used here – that is, the variable adaptation of the turbine geometry to the level of exhaust pressure – drives the turbines, even at low engine revs and low pressure.

The additional turbine is connected to an electric generator. The electricity produced – along with that generated by the KERS at the front axle – is temporarily stored in lithium-ion battery cells. When the driver calls up the full-boost, additional power output of more than 400 hp will thrust him back into his seat. This power is applied to the front axle by the electric motor, and it temporarily transforms the 919 into an all-wheel drive car with system power of around 900 hp. For each circuit, the team works on developing the strategies for when and to what extent energy is recuperated and called up.

Lithium-ion battery for energy storage

The WEC regulations allow engineers plenty of scope with regard to the energy storage medium: Initially, the competition used flywheels and ultracaps (electrochemical supercapacitors). For 2016, they are all following Porsche’s lead of lithium-ion batteries. Another important fundamental decision with the 919 Hybrid was the high voltage of 800-Volt – a technology that series developers are adopting in the Mission E concept car.

Energy classes in the WEC

The regulations distinguish between four levels ranging from two to eight megajoules (MJ) of deployable energy. The calculation is based on the 13.629-kilometre lap in Le Mans, and is adjusted for the other eight racing circuits. The high level of efficiency of the combustion engine, the recovery systems and the energy storage enabled Porsche in 2015 to become the first and only manufacturer to choose the 8 MJ class.

In this highest recuperation category, an FIA flowmeter device will limit the permitted amount of fuel per lap to 4.31 litres. Engineers also have to take into account the fact that the more powerful the energy recovery and storage systems are, the bigger and heavier they tend to be.

Proven chassis with high safety margins

Like in Formula 1, the Porsche 919 Hybrid monocoque is a carbon-fibre sandwich construction that is manufactured as a single unit. The monocoque, combustion engine and transmission as one unit ensure optimal rigidity. While the V4 engine fulfils a load-bearing function within the chassis, the hydraulically operated sequential 7-speed racing gearbox made of aluminium is mounted in a carbon structure. For 2016, the gearbox and gearbox mounting remain structurally identical. The focus for development on the gearbox was on weight reduction.

For even better driving dynamics, balance, traction, grip and set-up options, the Porsche 919 Hybrid received a new front axle and an optimised rear axle for 2016. After intense testing in February, an increase in performance on the part of the Michelin tyres is expected.

Efficient aerodynamics for every race track

Porsche took a three-pronged approach to aerodynamic improvements for the first time in 2016. Until now, Porsche settled on a compromise for the season-opening round of the World Championship and campaigned the 919 with lower downforce than would have been ideal for the Silverstone circuit. This compromise was for the sake of the season highlight at Le Mans.

The French racetrack with its long straights requires very low drag, which means downforce must be limited to what is absolutely necessary. In 2016 the 919 will start the season running a high downforce package. It will be tackling Le Mans with an extremely low downforce configuration and will have another high downforce package for the following six WEC races. The regulations prohibit more than three aerodynamic configurations per year.

The changes to the aerodynamics were driven by further improvements in efficiency and more stable handling in different driving situations. Influences such as side winds, changes in balance under cornering as well as yaw and roll angles were further reduced.


2 megajoules recovered energy = 4.70 litres petrol = 3.70 litres diesel

4 megajoules recovered energy = 4.54 litres petrol = 3.58 litres diesel

6 megajoules recovered energy = 4.38 litres petrol = 3.47 litres diesel

8 megajoules recovered energy = 4.31 litres petrol = 3.33 litres diesel

*valid from 01.01.2016 up to and including Le Mans 2016

From midnight the duel between Porsche and Toyota for the 24 hour Le Mans race win had intensified but no-one would have expected such an ending. Before the final lap, Toyota seemed to be coming out on top but then the prototype stopped on track. One lap later it was the number 2 Porsche 919 Hybrid of Romain Dumas (FR), Neel Jani (CH) and Marc Lieb (DE) that took the chequered flag first in front of some of the 263,000 spectators that attended the event. It was the same trio that had achieved the maiden win for the 662 kW (900 PS) prototype in 2014 in Brazil.

The success is the 18th overall victory for Porsche at the world’s hardest car race. One of the most eligible trophies on the globe will be homed for the second consecutive year at Porsche’s head quarters because the company came as record holder and title defender. In 2015 drivers Earl Bamber (NZ), Nico Hülkenberg (DE) and Nick Tandy (GB) won with a Porsche 919 Hybrid. The first ever overall Le Mans victory for Porsche dates back to June 14th, 1970 and was achieved by Hans Herrmann and Richard Attwood in a 917 KH Coupé.

The second Porsche 919 Hybrid with car number 1, shared by reigning endurance world champions Timo Bernhard (DE), Brendon Hartley (NZ) and Mark Webber (AU), had a long stop for repairs at night, fought back and finished 13th overall. In the LMP1 class it came fifth. Porsche was rewarded in Le Mans with a total of 71 points for the manufacturers’ standings of the FIA World Endurance Championship (WEC). For the Le Mans 24-Hours twice as many points are awarded as for the other eight six-hours races of the championship. Porsche leads the manufacturers’ standings with 127 points ahead of Audi (95) and Toyota (79). In the drivers’ standings, Dumas, Jani and Lieb have now 94 points in total and lead by 39 points.

How the race went for Porsche after Sunday noon:
Marc Lieb had a strong quadruple stint, occasionally leading in the number 2 Porsche 919 Hybrid before he handed the car over to Neel Jani at 11:50 hrs after 331 laps. The Swiss refuelled after 345, 359 and 373 laps. After 381 laps he had to pit because of a slow puncture and then, in the last moments of the race, a P2 finish appeared the best possible result. But then the leading Toyota stopped on track just before the final lap.

The number 1 sister car, that was leading earlier in the race but dropped back by 39 laps after a water pump failure and consequential damage at 23:13 hrs, was in the hands of Mark Webber at 11:20 hrs after it had done 285 laps. Webber refuelled after 298 and 311 laps. After 324 laps Webber handed over to Timo Bernhard, who had his final splash and dash after 337 laps and brought the car home in 13th place overall after it had covered a distance of 346 laps.

Quotes after the race:
Fritz Enzinger, Vice President LMP1: “First of all I would like to express my respect for the sensational performance which Toyota gave in this race. It was a great fight with them. Shortly before the finish we had settled for second place until we suddenly claimed our second Le Mans victory in a row. I would like to thank our great team in Weissach, our team here in Le Mans and all Porsche employees and fans which have supported us here.”

Andreas Seidl, Team Principal: “First of all we certainly feel for our colleagues and friends from Cologne. To give away such a great race this way on the last lap is something you wouldn’t wish on your worst enemy. But this is the sport with all its highs and lows and that’s also why we love it for. It was a strong fought victory. We had to put Toyota under pressure and went flat out for the entire race. Also our drivers were on the edge. The frequency with which the leader changed was extreme. Since we have started development and preparation for the 919 Hybrid we have delivered a strong performance. This goes for our colleagues at home in Weissach as well as for the race team. As happy as I am for the number 2 crew, I feel sorry for the guys from the number 1 car. Without the failure and the long repair they would have been able to fight for the win as well. To win Le Mans is the highlight of the season and it is difficult to believe we have managed it twice now in what is only our third year. Now we look forward. We take a lot of points from here and now we want to defend both world championship titles as well.“

Drivers Porsche 919 Hybrid car number 1:
Timo Bernhard (35, Germany):
(9 races: overall victory 2010, overall second 2015, class victory GT 2002)
“Congratulations to our sister car and the Porsche Team, it is a well deserved win. They fought for the lead for 24 hours and were very close in the end. Of course I feel sorry for everybody at the Toyota Team. To lose a race this way is brutal. We were not lucky either and I also feel sorry for Mark, Brendon and our crew. The guys were relentless and did an excellent job to fix the 919 Hybrid and get it up and running again. We had quite a bit of misfortune this year but have to be able to handle that. Our car was really fast, we easily could go at the speed of the leaders and at least we have won more points for the manufacturers’ championship for Porsche. Next year we come back. I don’t give up and want to win here with Porsche.”

Brendon Hartley (26, New Zealand):
(4 races: overall second 2015)
“On the final stints in our car it was important to get the driving time in for all drivers to collect some points. Our Porsche was feeling very good. We are all a bit upset that we had problems earlier on. But everyone in the team showed fighting spirit and then we kept our fingers crossed for the sister car.”

Mark Webber (39, Australia):
(4 participations: overall second in 2015, not racing in 1998 and 1999)
“I am very proud of the team, proud of the mechanics who worked so hard. It’s an honour to drive for Porsche in Le Mans again. It wasn’t our day, we were unlucky with the water pump. That was the big problem for us, we lost a lot of time. But Timo’s and Brendon’s drives were awesome. In the end we all prayed for car 2 and of course I’m happy for our team mates and Porsche. But what has happened to Toyota today, is really hard to take and you have to feel for them.”

Drivers Porsche 919 Hybrid car number 2:
Romain Dumas (35, France):
(15 races: overall victory 2010, 3rd place overall 2007, 5th place overall 2015, class victory GTE 2013)
“For sure we feel sorry for Toyota. It was a great race. But of course if you get the chance to win Le Mans, you won’t say no thank you. It’s impossible to realize right now what just happened. This year, the lap times were a bit slower due to the regulation changes.”

Neel Jani (32, Switzerland):
(7 races: qualifying record lap and 5th place overall 2015)
“I feel heartbroken for the Toyota drivers. I think every racing driver knows how this feels like. I still have no words to describe winning the 24 hours of Le Mans. This is really surreal. Still we drove a very good race with very few mistakes and pushed the car to the maximum. This win is really, really special.”

Marc Lieb (35, Germany):
(10 races: 5th place overall 2015, class victories GTE 2013, GT2 2010, GT 2005)
“It was not at all an easy race with regards to traffic and slow zones. The last quadruple stint I did was really on the edge. Even the first three stints were quite difficult with overtaking in the traffic and taking risks. In the last one I then also had to save fuel, and especially the front tyres that began to lose performance. I gave everything I had – and now I think I have to digest what all has happened today.”

The Porsche 919 Evo Just Lapped Spa Quicker Than an F1 Car

Running a 1:41.770 around the Belgian circuit, Porsche's prototype beat Lewis Hamilton's record by 0.783 seconds.

By Chris Perkins
Apr 9, 2018

To send off its three-time Le Mans-winning LMP1 car, Porsche has built the 919 Hybrid Evo, a high-downforce machine designed to break lap records. And it's already broken its first. With factory driver Neel Jani at the wheel, the 919 Evo ran a 1:41.7 around Spa Francorchamps this morning, breaking Lewis Hamilton's pole-setting 1:42.553 lap record from last year.

The 919 Evo started off as the car that won Le Mans last year, but it's been freed from the technical regulations of the World Endurance Championship in which it competed. Its turbocharged V4 gas engine now makes 720 hp, up from 500 before, and its electric boost has been upped from 400 hp to 440. Aero was upgraded significantly too, with the 919 Evo making 53 percent more downforce than before. That's more downforce than an F1 car, by the way.

Weight was reduced by 86 pounds, so the 919 Evo weighs just under a ton with Jani on board. The suspension was upgraded to handle all the extra downforce, and Michelin provided a new tire too.

On the track, Jani hit a top speed of 216.8 mph and averaged 152.6 mph. His time of 1:41.7 was an astonishing 12 seconds faster than the 919's pole-setting lap at the circuit last year.

And the best part? Porsche isn't done. It's going to do a demo lap on the Nürburgring Nordshliefe next month. We don't know what Porsche has planned, but perhaps it has a certain 6:11.13 lap set in 1983 in its sights.

Porsche 919 Evo Demolishes Nordschleife Record

The Porsche 919 Hybrid Evo has broken the outright lap record at the Nurburgring Nordschleife with a time of 5:19.546.

Timo Bernhard’s run in the highly modified version of the manufacturer’s Le Mans-winning LMP1 racer obliterated the previous best of 6:11.13, set by Stefan Bellof in qualifying for the 1983 Nurburgring 1000km.

Bernhard: Breaking Bellof Record a “Great Moment”

Timo Bernhard says breaking racing hero Stefan Bellof’s Nurburgring record was a “great moment”…

Valkyrie could beat Porsche’s Nurburgring Nordschleife record – Horner

Red Bull team principal Christian Horner says Porsche’s record Nurburgring Nordschleife lap time is unlikely to be beaten by a Formula 1 car.

However he told RaceFans the track version of the Valkyrie hypercar it is developing in conjunction with Aston Martin will be “a contender” for the outright record.