Tag Archives: lmp1

24 Hours Of Le Mans Recap

By   June 19, 2018

2018 24 Hours of Le Mans

2018 24 Hours of Le Mans

The 24 Hours of Le Mans happened this past weekend and there was drama from the very first moments. Before we start our recap of the legendary 24 hour endurance race, there are spoilers below, so we will give you until the count of 3 if you don’t want to know what happened because you are going to watch the race later.




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All You Need To Know About Nissan And The 24 Hours of Le Mans

By   June 5, 2015



This year the 24 Hours of Le Mans will become a bit more crowded in the top LMP1 class. Next week the Nissan GT-R LM NISMO will take a very different design to compete against Audi, Porsche and Toyota.

It will be very interesting to see how the front-engined front-wheel drive car is able to do against mid-engined hybrids with all-wheel drive. The Japanese automaker has a good history in the race, but they would like to get to the top. Audi and Porsche will likely be the toughest challenges, but in a 24 hour endurance race you never know what might happen.

To find out more about Nissan at Le Mans as well as more from the drivers of the GT-R LM NISMO click past the jump (or scroll down if you came directly to the full article).

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Have Top Level Le Mans Cars Gotten Uglier?

By   May 29, 2015



Nissan has announced that the number 21 Nissan GT-R LM NISMO will compete using a special livery at the 24 Hours of Le Mans. The front-engined racing machine will commemorate one of the greatest endurance cars that the Japanese manufacture has ever produced.

Back in 1990 the number 24 Nissan R90CK managed a 3:27.020 lap of the Le Mans circuit. That was fast enough to put it on the pole position for the legendary 24 hour endurance race. Beyond this it did so looking very good, which may not be something the new GT-R LM NISMO can say.

To find out more about the R90CK and how newer race cars have become uglier, click past the jump (or scroll down if you came directly to the full article).

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Highlights Of Porsche At Bahrain

By   November 27, 2014

Corvette Z06

Porsche at the 6 Hours of Bahrain

The end of the World Endurance Championship (WEC) season is fast approaching. One of the last races of the season is the 6 Hours of Bahrain.

The Middle-Eastern endurance race was a good one of Porsche. As most probably know, the German performance car maker is competing with their new Porsche 919 Hybrid LMP1 car.

The new race car marked the return of Porsche to the top level of competition at Le Mans. The famed 24 hour race is part of the WEC season and in the first year of the car has proven tough competition for Audi.

This video shows highlights from the 6 Hours of Bahrain. In the race Porsche managed to get two on the podium for the overall race.

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This Is The Crazy Porsche 919 LMP1 Car Steering Wheel

By   October 16, 2014

Porsche 919 LMP1 Car Steering Wheel

Porsche 919 LMP1 Car Steering Wheel

When we talk about the Porsche 919 LMP1 race car we usually talk of the technical advancements. These include things such as it’s hybrid system, but we don’t normally talk about the steering wheel.

While it is somewhat similar to what is used on F1 cars, the steering wheel has a computer on it to tell the advanced car exactly what it’s driver wants to do. Although it is called a wheel you’ll notice that it is flat. The reason for this shape is to help make driver changes easier, especially with taller drivers.

The wheel has 24 buttons on it and six paddles. One of the most used buttons is the red button on the top left. It should be labeled “go baby go” as it is what is used to give the car it’s electric motor boost.

The controls were carefully positioned with the help of the drivers. It is very important that a driver know where everything is quickly as it could help them win a race or get out of a tricky situation.

Below is even more information about the wheel.

Although it is called a steering wheel, it is not round but a flat rectangle. The shape is due to the space required during driver changes. Tall drivers such as Mark Webber or Brendon Hartley, in particular, would otherwise have difficulties in accommodating their long legs quickly. There is a large display in the centre, which displays a multitude of information to the driver. This includes the speed, what gear is engaged, the currently selected motor management, and the charge status of the lithium ion battery, i.e. how much electrical energy is available to be called up to drive the front axle. The electric motor on the front axle supplements the turbo charged two litre, four cylinder combustion motor, which drives the rear wheels. The control button at the top left is used to select the displayed information, while the drivers use the control button in the right grip handle to dim down the display brightness at night. The identical control button in the left grip handle is for the volume of the pit radio, and the fourth rotary-type control at the top right varies the interval timing of the windscreen wiper.

The buttons and switches on the steering wheel were carefully positioned in co-operation with the drivers, to facilitate reliable operation at racing pace. The most frequently used buttons are positioned along the top outside edge, so they are easily reached with the thumb. The blue button at the top right which is almost always in use, is the headlamp flasher, used by the fast prototypes to warn the slower vehicles in the WEC field before they are lapped. When pushed once, it causes the headlamps to flash three times. In daylight, the drivers keep their thumb on it almost permanently, as naturally the headlamp signal is more difficult to perceive at that time.

The red button at the top left is also highly frequented. It is used to demand electrical power from the battery, the so-called “boost”. The drivers can boost to pass but must be clever about rationing the power. The amount of energy per lap is specified. The yardstick is one lap in Le Mans, where six megajoules are available. The amounts are converted accordingly for shorter circuits. The amount of energy a driver uses in the middle of a lap to get free of the traffic will not be available at the end in the straightaways.

A bit further inside on the right and left are the plus and minus switches to adjust the front and rear traction control and to distribute the brake balance between the front and rear axle. These (yellow, blue and pink) are not used quite as frequently.

The orange buttons further down operate the drinking system (on left) and put the transmission in neutral (on right). The red button at the bottom left is for the windscreen washer, the red one on the right side activates the cruise control to restrict the speed in the pit lane.

At the top centre, there are the green buttons for radio communication (on the left) as well as the OK button on the right. Drivers use the latter to confirm they have performed a setting change, which was requested from them via the pit radio. For these settings, they use the rotary switches, and usually only in the straightaways as they need to pull one hand out of the steering wheel grip for this purpose.

The two rotary switches called ‘Multi’ correspond with one another. The left one is available for ABC settings, the right one is number-based. Programmes for engine management or fuel management are designated by combinations such as A2 or B3. Three other rotary switches are available to pre-select the brake balance, set the traction control for wet or dry conditions and the hybrid strategy.

To make the switches easier to recognise in the dark, their colours are fluorescent and respond to a black light lamp, which is situated above the driver’s helmet.

The steering wheel is made of carbon, the grip handles are covered in slip-resistant rubber. Thanks to the power steering system, drivers can steer the car without any difficulty, even with the relatively narrow grips. When reaching through the openings, their fingers touch six paddles on the reverse side of the steering wheel. The centre paddles are used for changing gears – pulling the right paddle is for upshifting, and pulling the left paddle is for downshifting. The lowermost paddles operate the clutch and their function is identical on either side. Depending on whether the driver just entered a right or left curve, he can decide which side is easier to operate. The paddle at the top left operates the boost; whether the drivers use this paddle or the button described on the front is purely a matter of preference. The drivers use the paddle at the top right to initiate manual energy recuperation. This feels like a slightly engaged hand brake and supplies the battery reservoir with electric energy gained from kinetic energy.

Porsche 919 LMP1 Hybrid