Rally
PRESS | From Moscow to Ulaanbaatar
Porsche competes with improved Cayenne S Transsyberia
Stuttgart. Dr. Ing. h.c. F. Porsche AG, Stuttgart, will again contest the Transsyberia Rally this year. Already at its debut in 2007, the Porsche Cayenne S Transsyberia proved its speed and excellent offroad qualities on the way from Moscow to the Mongolian capital of Ulaanbaatar. Three Cayenne S Transsyberia finished in the top three positions. For this year’s edition of the Transsyberia Rally from 11th to 25th July, Porsche optimised the small series in several areas. The modified components are offered to customer teams around the world as a conversion kit.
In the modifications to the Cayenne S Transsyberia, primary importance was given to further improving the offroad capabilities and optimising the suspension set-up. The 2008-spec of the successful long distance racer features a stronger and newly-formed sump-guard. The front and rear panels were modified to allow a larger angle of driving slope. An all-terrain offroad tyre from BFGoodrich in the 265/65 R18 R dimension increases the ground clearance by 30 millimetres. Compared to last year, the higher and stronger side walls offer better protection against tyre damage. The air suspension was retuned based on the experiences of the 2007 Transsyberia Rally. The standard shock absorbers were replaced with special rally shocks. Particularly on the fast, bumpy sections, the vehicle’s handling is substantially smoother than the 2007 version. Porsche Dynamic Chassis Control (PDCC), which features two active anti-roll bars to almost completely eliminate body sway in bends, was adapted to withstand the special demands of a marathon rally.
The Porsche Cayenne S Transsyberia is equipped with a massive safety cage, with two bucket seats and six-point harnesses for driver and co-driver. The standard 4.8-litre normally-aspirated engine with direct fuel injection delivers 385 hp (283 kW). The weight-reduced sports exhaust system gives the Cayenne S Transsyberia a particularly powerful sound. For optimal acceleration, the six-speed automatic gearbox of the Cayenne S was combined with shorter final drive ratio of the Cayenne GTS. The transmission management was taken from the standard model and optimised for all-terrain purposes.
Like all other models in the Cayenne range, the Cayenne S Transsyberia features the permanent all-wheel-drive Porsche Traction Management (PTM), which feeds 62 percent of the engine’s torque to the rear wheels and 38 percent to the front. The multiple-plate clutch, operated by an electric motor and controlled electronically, varies the distribution of power as a function of driving conditions, if necessary feeding as much as 100 percent of the engine’s power completely to the front or rear. The map-controlled longitudinal lock and the differential lock on the rear axle respond not only to lack of traction on the front or rear wheels, but also benefit from sensors measuring the speed of the vehicle, its lateral acceleration, the steering angle and the position of the accelerator pedal. In this way, PTM is able to consistently calculate the degree of lock required on the two axles and distribute the power required to the axles. The PTM software underwent optimisation compared to its 2007 predecessor. A fitted transverse lock further enhances the offroad capabilities of the Cayenne S Transsyberia and is also available in the standard model as part of the optional Offroad Technology Package.
All Cayenne S Transsyberia are fitted, as standard equipment, with a navigation system that also enables teams to plan their route offroad and is controlled by the co-driver. Additionally, the glove compartment is replaced with a Tripmaster computer enabling the co-pilot to exactly scrutinize the route between navigation points. All of the control units are positioned within the water-tight interior, and all electric lines and wires have been installed in new positions. To prevent water from entering the car, the body and doors have been sealed up to the height of the side windows. The maximum depth when crossing rivers and streams is approximately 78 centimetres or almost 31″.
The air intake for the engine is positioned above the hood. With a snorkel the air intake can be moved to roof height, ensuring that the front wave generated when crossing water is not able to enter the intake manifold. The regular foot-operated parking brake is replaced by a handbrake enabling the driver to intentionally oversteer the vehicle in a tight bend. Four additional headlights are mounted on the roof. For particularly difficult terrain and to assist in salvaging other vehicles, the Cayenne S Transsyberia comes with a winch easy to fit when needed and stored in the luggage compartment.
As standard equipment, the vehicle includes two fire extinguishers, two sandbags, two full-size spare wheels, and two transport boxes for tools. Also included are two two-man tents, two heat-insulated blankets, four lashing belts, a nine-metre long salvage belt complete with tackle, a folding spade, a folding saw, an axe, a manually operated and adjustable headlamp, four towing bar openings and a Hazet toolkit.
PRESS RELEASE (Source: Porsche via Autoblog)
PRESS | Debut for new endurance racer
Stuttgart. Dr. Ing. h. c. F. Porsche AG, Stuttgart, adds another member of the 911 family to its range of products. The new GT3 Cup S, based on the road-going GT3 RS sportscar, is created exclusively for racing purposes. The Weissach-developed and built vehicle will race in international championships which run in accordance with FIA GT3 regulations.
To a large extent, the 3.6-litre boxer engine is identical to the power unit used in the Porsche Mobil1 Supercup and the international Carrera Cup championships. Power output has in-creased by 20 horsepower to now 440 hp (324 kW) at 8,000 rpm. Maximum torque is up by ten Nm to 430 at 7,250 revs per minute. The power increase results from optimised engine electronics and a modified exhaust system.
In contrast to the GT3 Cup, the body of the Cup S is not based on the road-going GT3 but on the GT3 RS. In the wider wheel arches, considerably larger wheels can now be mounted. At the front, the rims measure 10.5 inches in width with 12 inch wheels fitted at the rear. The front section and flares are significantly different to the GT3 Cup components. An adjustable front-splitter generates more downforce at the front axle. The rear-wing is wider and positioned higher than the Cup version and provides more downforce at the rear axle.
Several suspension components for the GT3 Cup S have been taken from the more powerful GT3 RSR which races in the GT2 class at international long-distance championships. The braking system of the GT3 Cup S was adjusted to the increased power compared to the GT3 Cup. At the rear the diameter of the brake discs has grown by five millimetres to now measure 355mm.
The new GT3 Cup S costs 250,000 Euro plus national VAT and is scheduled for delivery to customer teams from April. Additionally, Porsche offers a kit to upgrade the 2007 Cup models to the GT3 Cup S standard.
PRESS RELEASE (Source: Porsche)
PRESS | WRC Season starts with safety upgrade
The teams in the FIA World Rally Championship have incorporated the FIA Institute’s new side impact safety system in time for the start of the 2008 season, beginning with Rallye Automobile Monte-Carlo. The Advanced Side Impact System, developed by the FIA Institute’s Closed Car Research Group, is designed to help save rally drivers and co-drivers from serious injury in the event of a high speed side-on crash with a solid object.
FIA President Max Mosley said:
“The Advanced Side Impact System is another excellent example of the FIA Institute’s partnership approach to improving motor sport safety. I’m delighted with the support given by the WRC teams in developing the system and all of those involved in the project should be congratulated on what they have achieved.”
FIA Institute President Sid Watkins added:
“After three years of research and testing I am delighted to see these important safety measures incorporated into the rally cars. The teams and drivers have been highly supportive throughout and I look forward to further collaborations as we continue to strive for ever higher levels of safety in our sport.”
The teams have been busy over the winter incorporating the crucial components of the system, which include more survival space and side impact energy absorbers.
The creation of a 200mm space between the door and the seat provides the critical survival space that will be used to help minimise the energy and forces on the body of the occupant in the event of a collision. The 200mm space will be filled with high efficiency energy absorbing material, to enable the crash forces to be attenuated.
Further side impact measures, including a stronger supporting seat, stronger seat rails, safety nets and optimised belt anchorage positions will be phased in during the summer break. In 2009, it is planned to introduce a new load spreading door cage system.
Petter Solberg, Subaru World Rally Team driver and 2003 FIA World Rally Champion, said:
“The FIA Institute is taking steps forward all the time with developments like the side impact protection system and safety in motorsport in general. I am pleased that the Subaru World Rally Team has been a major supporter in developing the system with the FIA. I think that the FIA has a lot of good ideas for the future and I hope we all see the sport get even safer.”
Mikko Hirvonen, BP Ford Abu Dhabi World Rally Team driver, said:
“Crew safety is the top priority for everyone in rallying. As a driver I obviously appreciate the need to focus on safety, and it is hugely encouraging to see how closely the teams have been working with the FIA Institute and the importance that has been placed on making rally cars as strong as possible. I’m also pleased to see that research will continue in the future with a view to taking improved safety even further.”
The FIA Institute began work on the side impact project in March 2005, in partnership with the Subaru and Peugeot teams. One of the major challenges was designing a system which could be integrated by all teams in the current rally cars.
With this in mind, the project group arrived at a formula which breaks down the individual safety components into steps that the teams could easily incorporate into their cars.
The first target was to minimise the energy forces on the occupants of the car during a collision. This is achieved through greater survival space as well as energy absorbing material and a load spreading door cage.
The next priority was strengthening the driver’s seat to improve head, shoulder and pelvic support. The seat is important because it is the main connection between the driver’s body and the car. It also provides the last line of protection should an accident occur.
The safety nets, still under development with the teams, will be placed along the centre-line of the car, between the driver and co driver, in order to limit the excursion of the occupants, and prevent them impacting each other during a violent impact or roll.
The belt positions have been specified to create optimised belt strap geometry and angles which ensure the torso is efficiently and equally restrained by each of the straps of the safety harness.
The load spreading door system will increase the strength of the car in the region of the front doors, and will reduce the intrusion during a side impact accident.
By introducing these measures in stages, the rally teams are able to incorporate them more easily into the designs of their car.
Much of the research was conducted in co-operation with Peugeot and Prodrive, with engineering design by the Subaru World Rally Team. A high-g sled at DEKRA was commissioned for development testing where it was demonstrated that a high velocity 70g side impact could be survived without serious injury.
PRESS RELEASE (Source: FIA)
