page_title: Porsche 919 Hybrid
section_title: Design
hierarchical_section_title: Porsche 919 Hybrid / Development / Design
caption_attribution_description: 500px provided description: Taken at the 2014 Concours d'Elegance in Cincinnatti, OH. [#Cars ,#Automobiles ,#Motorsports ,#Autos ,#Concours]
context_page_description: The Porsche 919 Hybrid is a Le Mans Prototype 1 racing car built and used by Porsche in the 2014, 2015, 2016 and 2017 seasons of the FIA World Endurance Championship. It has a two-litre 90-degree V4 mid-mounted mono-turbocharged petrol engine that produces 500 hp and acts as a chassis load-bearing member - and two separate energy-recovery hybrid systems to recover thermal energy from exhaust gases and convert kinetic energy into electrical energy under braking for storage into lithium-ion battery packs. In accordance with the 2014 regulations, the vehicle was placed in the 6 MJ class.
  On 4 March 2014, the 919 Hybrid was shown to the press for the first time during the Geneva Motor Show. Porsche supplied two cars, driven by six drivers, for the season. Romain Dumas, Neel Jani and Marc Lieb won three pole positions and the season-ending 6 Hours of São Paulo as Timo Bernhard, Brendon Hartley and Mark Webber helped the team to finish third in the World Manufacturers' Championship.
  In 2015, the car was further developed and was categorized into the 8 MJ category.
context_section_description: At the end of 2012, the monocoque was finalised to comply with a request from Porsche, which wanted it to be ready for testing in June 2013. It was designed for maximum efficiency while meeting the 2014 LMP1 regulations on driver visibility with a raised cockpit. The car's developers were inexperienced in the LMP1 category, but they drew upon the 911 GT3 R Hybrid and the 918 Spyder hybrid-powered sports car. The 2014 LMP1 regulations mandated that the car be no longer than 4,650 mm (183 in), be around 1,800 mm (71 in) to 1,900 mm (75 in) wide and 1,050 mm (41 in) tall. Aerodynamic fine-tuning of the carbon fibre with honeycomb aluminum core chassis began in February 2012, with 2,000 hours spent in wind tunnels at Porsche's Weissach facilities and the University of Stuttgart. It combined the car's low weight with a high amount of torsional rigidity and safety, allowing for the foundation of a precise wheel location via its independent multi-link suspension with pushrods and adjustable shock absorbers to exploit its 360 mm (14 in) Michelin tyres. The regulations reduced the car's maximum weight to 870 kg (1,920 lb).
  The compact and lightweight engine was a two-litre (120 cu in) 90-degree V4 cylinder bank mid-mounted mono-turbocharged petrol engine. It ran at 9,000 rpm, with performance coming from a direct fuel-injection system and a single Garrett-designed turbocharger with a dual overhead camshaft. It produced approximately 500 hp (370 kW) and acted as a chassis load-bearing member. Due to the small size of the engine, the transmission casing was fitted to the rear suspension and was almost a third of the car's length. Engine cooling was achieved through a carbon-fibre-and-gold thermal airbox in its centre. Front airflow was enabled by louvres along its flank, and a single curved roll-hoop intake was mounted on its roof to allow air cooling. The car had traction control and a hydraulically-operated paddle-shift seven-speed sequential gearbox with rear-lock differential mounted inside a carbon-fibre casing with titanium inserts around its high-stress sections. The brake discs were made from internally ventilated light-alloy carbon ceramic materials, and the car has power steering. For night driving, Porsche designed two four-point LED headlights at both sides of the vehicle for better visibility.
  The 919 Hybrid had two separate energy-recovery hybrid systems. The rear exhaust system used a two-turbine electric generator to recover thermal energy from exhaust gasses, which exited from an off-central outlet on one side of the engine cover's dorsal fin. The front system utilised a 185 kW (248 hp) motor–generator (MGU) on the front axle; when braking, kinetic energy was converted into electrical energy, which was stored in water-cooled A123 Systems lithium-ion battery packs installed centrally in the passenger side, giving the front axle better electrical energy regeneration and traction under braking, and eliminating turbo lag. Under acceleration, the front generator operated as a single electric motor to run the front wheels via a differential with electricity upfront and petrol at the rear. It temporarily made the car four-wheel drive as the electric motor directed an extra 400 hp (300 kW) to the front wheels for a total of 1,000 hp (750 kW). The 2014 regulations divided the MGU hierarchy into 2 MJ (0.56 kWh) increments, from 2 to 8 MJ (0.56 to 2.22 kWh). Porsche chose the 6 MJ (1.7 kWh) category, allowing the 919 Hybrid to use 4.78 l (1.05 imp gal; 1.26 US gal) per lap at Le Mans, although Porsche designed it to operate in the 8 MJ (2.2 kWh) class due to incompatibility.
caption: The front view of the Porsche 919 Hybrid on display at the 2014 Concours d'Elegance
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