So far, the development has focused on increasing the vehicle’s efficiency, which led to a weight reduction from 1,350 to 1,300 kg (2,976 to 2,866 lbs), through targeted optimization. However, the general hybrid layout was adopted from the 2010 model.
In addition, the output of both electric motors in the portal axle increased from 60 to 75 kilowatts each. “For seconds at a time, pilots now have about 200 hp more at their disposal with the 911 GT3 R Hybrid 2.0, which equals ca. 23 kW (32 hp) of additional conventional power per Nordschleife lap,” the company explains.
Depending on the programming, this electrical power is automatically activated through the use of the throttle pedal. Moreover, the drivers can manually call up for this extra power, for instance when overtaking.
The electric flywheel accumulator is now housed with the other hybrid components in a carbon-fibre safety cell on the passenger’s side. Finally, the four-litre, now 465 hp six-cylinder boxer engine, which drives the rear axle, was reduced in power and optimized to deliver a better fuel consumption.
Porsche says another test under race conditions is planned at the fourth VLN round on May 28. At that second race meeting, Holzer and Long join forces with Richard Lietz to drive the Hybrid-911.
“We’ve made huge strides forward with the further-developed 911 GT3 R Hybrid. But testing under race conditions gives us additional information that is not easy to collect during a simulation,” said Hartmut Kristen, Head of Porsche Motorsport. “We’ll use the information gained from the VLN races to make our racing lab even more reliable and economical.”
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