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ATLANTA - July 13 - Using the full resources of the Porsche engineering staff at its Weissach motorsports facility, and combining the racing technology developed over 50 years of motorsports competition, Porsche has announced the introduction of the new 2007 911 GT3 RSR (type 997) for the American Le Mans Series and other world GT racing venues. The latest version of the most successful racing sports car in history is based on the street production model 911 GT3 RS (model year 2007) which will be launched in late 2006.
Featuring the body of the 911 GT3 RS, which is based on the 911 Carrera 4, the 911 GT3 RSR has wider rear fenders and rear track to improve performance capabilities over its predecessor. The car has also been developed to fit into the 1,225 kg class, which allows for two inch-wider rear wheels (14 inches), and part of the added weight has been used to lower the center of gravity. The new 911 GT3 RSR will also improve aerodynamic efficiency by seven percent and body stiffness has been increased by 10%.
The new car is built in accordance with the 2006 ACO LMGT2 Regulations and the 2006 FIA Article 257 (Technical Regulations for Series Grand Touring Cars).
More than 250 of GT3-R family of 911 race cars have been sold around the world since the introduction of the 911 GT3 R in 1999, and the car has won hundreds of professional races and championships including the 24 Hours of Le Mans, the 24 Hours at Daytona, the 12 Hours of Sebring, and 53 class wins in the American Le Mans Series. In ALMS, the Porsche teams using the GT3 R/RS/RSR have won the championship six of the series' seven-year existence.
Employing a 3.8-litre, flat six-cylinder boxer engine, the 911 GT3 RSR delivers 485 hp at 8,400 revs per minute (with two 30.0 mm restrictors). Maximum torque is now 435 Nm at 7,250 rpm.
The 911 GT3 RSR also has many notable changes from its predecessor. The sequential six- speed dog-type transmission gearbox has been redesigned to reduce the drive shaft angle which increases efficiency and improves durability. The brake master-cylinders, clutch master cylinder and pedals have been pre-mounted to a sub-frame, which is then bolted onto the floor to gain stiffness and a lower center of gravity. The re-designed electrical system optimizes serviceability by placing all relevant elements in the immediate vicinity of the driver.
The racing suspension, with McPherson struts in the front and the Porsche multi-link axle at the rear, feature new kinematics and closely corresponds to the configuration of the street- legal 911 GT3 RS. The new ZF-Sachs shock absorbers build up less friction and offer excellent response. The adjustable double coil springs, roll bars and shock absorbers ensure precise tuning to suit each circuit.
The 911 GT3 RSR features a brake system with six-piston fixed brake calipers measuring 380 mm in the front, four-piston fixed calipers measuring 355 mm in the rear.
Over the 2006/07 winter, 35 units of the new racing sportscar will initially be built.Source - Porsche
Featuring the body of the 911 GT3 RS, which is based on the 911 Carrera 4, the 911 GT3 RSR has wider rear fenders and rear track to improve performance capabilities over its predecessor. The car has also been developed to fit into the 1,225 kg class, which allows for two inch-wider rear wheels (14 inches), and part of the added weight has been used to lower the center of gravity. The new 911 GT3 RSR will also improve aerodynamic efficiency by seven percent and body stiffness has been increased by 10%.
The new car is built in accordance with the 2006 ACO LMGT2 Regulations and the 2006 FIA Article 257 (Technical Regulations for Series Grand Touring Cars).
More than 250 of GT3-R family of 911 race cars have been sold around the world since the introduction of the 911 GT3 R in 1999, and the car has won hundreds of professional races and championships including the 24 Hours of Le Mans, the 24 Hours at Daytona, the 12 Hours of Sebring, and 53 class wins in the American Le Mans Series. In ALMS, the Porsche teams using the GT3 R/RS/RSR have won the championship six of the series' seven-year existence.
Employing a 3.8-litre, flat six-cylinder boxer engine, the 911 GT3 RSR delivers 485 hp at 8,400 revs per minute (with two 30.0 mm restrictors). Maximum torque is now 435 Nm at 7,250 rpm.
The 911 GT3 RSR also has many notable changes from its predecessor. The sequential six- speed dog-type transmission gearbox has been redesigned to reduce the drive shaft angle which increases efficiency and improves durability. The brake master-cylinders, clutch master cylinder and pedals have been pre-mounted to a sub-frame, which is then bolted onto the floor to gain stiffness and a lower center of gravity. The re-designed electrical system optimizes serviceability by placing all relevant elements in the immediate vicinity of the driver.
The racing suspension, with McPherson struts in the front and the Porsche multi-link axle at the rear, feature new kinematics and closely corresponds to the configuration of the street- legal 911 GT3 RS. The new ZF-Sachs shock absorbers build up less friction and offer excellent response. The adjustable double coil springs, roll bars and shock absorbers ensure precise tuning to suit each circuit.
The 911 GT3 RSR features a brake system with six-piston fixed brake calipers measuring 380 mm in the front, four-piston fixed calipers measuring 355 mm in the rear.
Over the 2006/07 winter, 35 units of the new racing sportscar will initially be built.Source - Porsche
Based on the current 911 GT3 RS, a particularly light and sporty derivative of the 911 GT3, the new GT3 RSR is designed to comply with the A.C.O (Automobile Club de lOuest), the FIA-GT and IMSA (International Motorsports Association) as well as VLN (Veedol Langstrecke Nuerburgring) regulations. Porsche decided to build the new GT3 RSR after analysing the A.C.O. and FIA regulations in a specification which allows a minimum weight of 1,225 kilograms (predecessor: 1,125 kgs) and permits the tyre width to be increased by two inches to now 14 inches. 35 kilograms of the required additional weight may be placed as ballast in the vehicle, contributing to a lower centre of gravity.
For the normally-aspirated Porsche engine this specification allows a capacity of 3.8-litres with two 30.3 millimetre air restrictors (predecessor: 3.6-litres, two restrictors with 29 mm diameter). The increase in displacement was achieved through the enlargement of the bore to 102.7 millimetres with the unchanged stroke of 76.4 mm. With the mandatory air restrictors, the unit delivers 359 kW/485 hp at 8,500 revs per minute. Maximum torque increased to 435 Nm. Top engine speed is reached at 9,000 rpm. Thanks to the increase in capacity and the corresponding reprogramming of the electronics the top performance as well as the response and driveability have further improved. The efficiency of the mid-front radiator was increased while the radiators flanking the centre unit on each side are the same as in the high performance Carrera GT.
The latest GT3 RSR features the proven sequential six-speed gearbox with ignition cut of its forerunner.
The bodyshell of the GT3 RSR with the welded-in safety cage is ten percent stiffer than its predecessor. Distinctive wheel arches widen the body by 50 millimetres on each side. The track is enlarged correspondingly; wheels and tyres of the maximum allowable dimension can be fitted.
The relocation of the supplementary oil tank (option), the power steering and the battery to the front improve the weight distribution. The front and rear lids, the front mudguards, the wider rear, the doors as well as the front and rear panelling and wing consist of carbon-fibre composite material. The rear and side windows are manufactured from light polycarbonate.
The newly-developed aerodynamic package improves the aerodynamic efficiency compared to the forerunner (type 996 GT3 RSR) by around seven percent. Airflow to and from the radiators, the brakes and the engine were further optimised. In compliance with the FIA and A.C.O. regulations the new GT3 RSR features a flat underbody.
The suspension with Porsche-optimised struts at the front and the Porsche multi-link axle at the rear corresponds to the configuration of the standard car. The modified kinematics are set-up for the wider tyre footprint and for the lowest possible camber change in rebound and compression. The new ZFSachs shock absorbers feature the Through-Rod-System with considerably lower chamber pressure and hence less friction than conventional dampers. As a result they offer a significantly improved response characteristic. The position of the rear axle was optimised. The axle features a new anti-rollbar, an adjustable upper link and an optimised lower link.
The brake system features six-piston aluminium callipers and 35 millimetre thick brake discs measuring 380 mm in diameter at the front and 30 millimetre four-piston aluminium callipers with 355 mm diameter discs at the rear.
Over the 2006/07 winter, 35 units of the new racing sportscar will initially be built.Source - Porsche
For the normally-aspirated Porsche engine this specification allows a capacity of 3.8-litres with two 30.3 millimetre air restrictors (predecessor: 3.6-litres, two restrictors with 29 mm diameter). The increase in displacement was achieved through the enlargement of the bore to 102.7 millimetres with the unchanged stroke of 76.4 mm. With the mandatory air restrictors, the unit delivers 359 kW/485 hp at 8,500 revs per minute. Maximum torque increased to 435 Nm. Top engine speed is reached at 9,000 rpm. Thanks to the increase in capacity and the corresponding reprogramming of the electronics the top performance as well as the response and driveability have further improved. The efficiency of the mid-front radiator was increased while the radiators flanking the centre unit on each side are the same as in the high performance Carrera GT.
The latest GT3 RSR features the proven sequential six-speed gearbox with ignition cut of its forerunner.
The bodyshell of the GT3 RSR with the welded-in safety cage is ten percent stiffer than its predecessor. Distinctive wheel arches widen the body by 50 millimetres on each side. The track is enlarged correspondingly; wheels and tyres of the maximum allowable dimension can be fitted.
The relocation of the supplementary oil tank (option), the power steering and the battery to the front improve the weight distribution. The front and rear lids, the front mudguards, the wider rear, the doors as well as the front and rear panelling and wing consist of carbon-fibre composite material. The rear and side windows are manufactured from light polycarbonate.
The newly-developed aerodynamic package improves the aerodynamic efficiency compared to the forerunner (type 996 GT3 RSR) by around seven percent. Airflow to and from the radiators, the brakes and the engine were further optimised. In compliance with the FIA and A.C.O. regulations the new GT3 RSR features a flat underbody.
The suspension with Porsche-optimised struts at the front and the Porsche multi-link axle at the rear corresponds to the configuration of the standard car. The modified kinematics are set-up for the wider tyre footprint and for the lowest possible camber change in rebound and compression. The new ZFSachs shock absorbers feature the Through-Rod-System with considerably lower chamber pressure and hence less friction than conventional dampers. As a result they offer a significantly improved response characteristic. The position of the rear axle was optimised. The axle features a new anti-rollbar, an adjustable upper link and an optimised lower link.
The brake system features six-piston aluminium callipers and 35 millimetre thick brake discs measuring 380 mm in diameter at the front and 30 millimetre four-piston aluminium callipers with 355 mm diameter discs at the rear.
Over the 2006/07 winter, 35 units of the new racing sportscar will initially be built.Source - Porsche
Number 22 Alegra Motorsports / Fiorano Racing Porsche GT3. This vehicle started 11th at the 2007 Rolex 24 At Daytona and finished in 39th place. It was driven by Scooter Gabel, Jean-Francois Domoulin, Carlos de Quesada & Marc Basseng.
Flying Lizard No. 46 Second, No. 45 Third in GT2 at Mid-Ohio: Full Race ReportThe Flying Lizard No. 46 and No. 45 Porsches were nose to tail when they took the checkered flag to finish second and third, respectively, in GT2 at Saturday's Acura Sports Car Challenge at Mid-Ohio. The No. 44 Porsche had a mechanical failure halfway through the race and was retired.
The first part of the race was fairly uneventful for the Lizards. It was a welcome change from the previous weekend's crash-filled race at Lime Rock Park (see the Lime Rock race report linkto full report). The No. 45 started third on the grid with Wolf Henzler behind the wheel. Patrick Pilet in the No. 46 started fifth and Seth Neiman in the No. 44 started seventh in the 14-car GT2 field. The race started under yellow. (Most ALMS races have a double-file race start in which the cars form two lines on the pace lap in the order of their grid positions. If the field is not properly lined up by race start time, the race may start under yellow to ensure a safe, accurate start.) Over the next 20 minutes, the cars in the GT2 field began to spread out, except the lead GT2 pack which stayed bunched together, led by the No. 62 Risi Competizione Ferrari which started on the pole, the No. 87 Farnbacher Loles Porsche in second, the No. 45 in third, the No. 71 Tafel Racing Ferrari in fourth, and the No. 46 in fifth.
The cars in the front GT2 pack maintained their positions until the 20-minute mark, when the No. 87 Farnbacher Loles Porsche passed the No. 62 Risi Competizione Ferrari to take the lead. In the No. 45, Henzler, still in third, radioed in that the clutch was not functioning consistently and he was able to use it only intermittently, which made managing the turns more challenging. (With the Porsche six-speed sequential transmission, upshifts are performed without the use of the clutch but downshifts require clutching.)
The GT2 pack continued together in the same order until the first yellow of the race at the 50-minute mark. During the yellow most of the GT2 field pitted for tires, fuel, and driver changes. All three Lizard Porsches pitted late in the yellow. By the time the Lizards came into their pit stalls, most of the GT2 field had already pitted, including the No. 87 Farnbacher Loles Porsche, which had a lengthy pit stop, and the No. 62 Risi Ferrari.
The No. 45 and the No. 71 did not pit until late in the yellow and were P1 and P2 before their pit stops, and both on the same lap. (At the wave-by during the first yellow, the front four GT2 cars - No. 87, No. 62, No. 71 & No. 45 had gained a lap on the rest of the GT2 field, including the No. 46, because of their position to the overall leader.) The No. 46, which had pitted just before the No. 45, headed back on track quickly with Johannes van Overbeek at the wheel. Unfortunately, by the time of its pit stop, the No. 45 had completely lost its clutch. As a result, after getting tires and fuel, Joerg Bergmeister had trouble re-starting, and the car lost precious time as the crew bled the clutch, and Joerg worked to jump start the car. Finally, the No. 45 started, but had fallen back to fifth, just behind Johannes in the No. 46 who was now in fourth.
The No. 45 finally left its pit stall, but the No. 44, which had pitted at the same time, was stuck in its stall and going nowhere fast. During his stint, Seth Neiman had also experienced clutch issues. After he pitted and Lonnie Pechnik got behind the wheel, Pechnik had trouble starting and then was unable to engage drive. The crew took the No. 44 behind the wall, but were not able to repair it, and the No. 44 was retired for mechanical failure. It was another major disappointment for the No. 44 crew, who had worked hard since Lime Rock to repair the car when it sustained significant damage after being collected by the No. 16 Dyson prototype early in that race.
After the field reshuffled from the first pit stops, just past the 1-hour mark, the No. 46 was now fourth in GT2 and the No. 45 in fifth. The No. 71 Tafel Racing Ferrari was in the lead, with a one lap lead over the next closest GT2 car, which was now the No. 87 Farnbacher Loles Porsche. The No. 62 Risi Competizione Ferrari was in third. The course was still under yellow. Johannes radioed in that the connection to his water bottle had broken and he had no water. With the extreme heat on race day, this could have affected his performance, so the crew took advantage of the yellow to bring Johannes in to fix the water bottle and add fuel.
When the green flag finally fell again, 90-minutes into the 2 hour and 45 minute race, the No. 71 had taken the lead, the No. 87 was in second, the No. 62 in third, Joerg in the No. 45 was in fourth and Johannes in the No. 46 was in fifth. Just six minutes later, a second yellow flag fell that would last more than 30 minutes with multiple incidents both on track and in pit lane. Because the pits were closed for much of the second yellow, race control waived the maximum driving time limit for drivers because they were not able to get access to the pits for their driver change. (This was not an issue for the Lizard Porsches, which had all had their driver changes earlier during the first yellow.)
At the end of the second yellow, the No. 45 pitted for tires and fuel. The No. 71, No. 87, and No. 62 all also pitted, but the No. 46 stayed out because Johannes had already pitted under the earlier yellow. This allowed the No. 46 to move up the field to second place. During their pit stops, the No. 71 and No. 87 did not take tires, just fuel. After the field reestablished, the No. 71 was in the lead with Johannes now in second, the No. 62 in third, the No. 87 in fourth, the No. 21 in fifth, and Joerg in the No. 45 was in sixth. Joerg was able to quickly pass the No. 21 to move to fifth. The No. 62 was assessed a stop and go penalty and Joerg moved to fourth, just behind the No. 87.
Out of the top four GT2 cars, only the No. 45 now had fresh tires. Joerg was able to put pressure on the No. 87 and passed him with thirty minutes to go in the race to move into third. The No. 71 Tafel Racing Ferrari had maintained its lap lead on the No. 46 in second. On fresh tires, but battling traffic, with no clutch and with the No. 87 holding tight to his bumper, Joerg tried to reel in Johannes in the No. 46. But Johannes held his fast pace until the end, crossing the finish line just ahead of Joerg to take second place. The No. 71 Tafel Racing Ferrari took the win in GT2.
It is the fourth double podium for the Lizards this year in six races. The Lizards hold their lead in both the ALMS team and drivers' (Bergmeister and Henzler) championships. The team is 15 points ahead of Tafel Racing. Bergmeister and Henzler are just 4 points ahead of Dominik Farnbacher and Dirk Mueller of Tafel Racing in second, and 23 points ahead of Johannes van Overbeek and Patrick Pilet in third.
Quotes
Tommy Sadler, Flying Lizard crew chief and co-technical director, said, 'It was unfortunate that the No. 44 had an issue that we unable to resolve in the pits and was very frustrating to have to retire the car. In the No. 45, we first saw the problems on the recon lap. We knew we had a problem but we couldn't repair it on the grid and were forced to race with what we had. It was disappointing that we were unable to stay on the lead lap and race for the win. The crews and drivers did an excellent job dealing with the problems and in the end we achieved a double podium. I'm looking forward to Road America and a strong performance by our team.'
Johannes van Overbeek, driver of the No. 46 Porsche, commented, 'The series continues to get tougher and more competitive with each race. Mid-Ohio was no exception: the GT2 field and the traffic were very tough. We struggled with the No. 46 car setup most of the weekend and just couldn't get to the sweet spot. But we prevailed in the end: the car was consistent thanks to our Chief Engineer Craig Watkins, and we were able to move back up to second because of the right strategy call by our strategist Eric Ingraham and Patrick's strong start. Mid-Ohio marks the halfway point in the season. Although we didn't have the win here, we are very pleased with the result. I hope this marks the end of the No. 46's bad luck and we can carry the momentum through the rest of the season.'
Up next for the Lizards is Road America, August 9, in Elkhart Lake Wisconsin.
About Flying Lizard Motorsports
2008 is the fifth consecutive ALMS season for the Sonoma, California-based GT2 team. Since its first year of competition in 2004, the team has finished in the top three in the ALMS GT2 team and drivers' championships, but has not yet won the GT2 title. In 2007, the team was second in the ALMS GT2 team championship and drivers Johannes van Overbeek and Joerg Bergmeister finished second in the ALMS GT2 drivers' championship.
Flying Lizard is sponsored by ShoreTel, a leading provider of enterprise IP telephony solutions, and eSilicon, a semiconductor company, both based in Sunnyvale, California. Team partners include Porsche and Michelin.Source - Flying Lizard Motorsports
The first part of the race was fairly uneventful for the Lizards. It was a welcome change from the previous weekend's crash-filled race at Lime Rock Park (see the Lime Rock race report linkto full report). The No. 45 started third on the grid with Wolf Henzler behind the wheel. Patrick Pilet in the No. 46 started fifth and Seth Neiman in the No. 44 started seventh in the 14-car GT2 field. The race started under yellow. (Most ALMS races have a double-file race start in which the cars form two lines on the pace lap in the order of their grid positions. If the field is not properly lined up by race start time, the race may start under yellow to ensure a safe, accurate start.) Over the next 20 minutes, the cars in the GT2 field began to spread out, except the lead GT2 pack which stayed bunched together, led by the No. 62 Risi Competizione Ferrari which started on the pole, the No. 87 Farnbacher Loles Porsche in second, the No. 45 in third, the No. 71 Tafel Racing Ferrari in fourth, and the No. 46 in fifth.
The cars in the front GT2 pack maintained their positions until the 20-minute mark, when the No. 87 Farnbacher Loles Porsche passed the No. 62 Risi Competizione Ferrari to take the lead. In the No. 45, Henzler, still in third, radioed in that the clutch was not functioning consistently and he was able to use it only intermittently, which made managing the turns more challenging. (With the Porsche six-speed sequential transmission, upshifts are performed without the use of the clutch but downshifts require clutching.)
The GT2 pack continued together in the same order until the first yellow of the race at the 50-minute mark. During the yellow most of the GT2 field pitted for tires, fuel, and driver changes. All three Lizard Porsches pitted late in the yellow. By the time the Lizards came into their pit stalls, most of the GT2 field had already pitted, including the No. 87 Farnbacher Loles Porsche, which had a lengthy pit stop, and the No. 62 Risi Ferrari.
The No. 45 and the No. 71 did not pit until late in the yellow and were P1 and P2 before their pit stops, and both on the same lap. (At the wave-by during the first yellow, the front four GT2 cars - No. 87, No. 62, No. 71 & No. 45 had gained a lap on the rest of the GT2 field, including the No. 46, because of their position to the overall leader.) The No. 46, which had pitted just before the No. 45, headed back on track quickly with Johannes van Overbeek at the wheel. Unfortunately, by the time of its pit stop, the No. 45 had completely lost its clutch. As a result, after getting tires and fuel, Joerg Bergmeister had trouble re-starting, and the car lost precious time as the crew bled the clutch, and Joerg worked to jump start the car. Finally, the No. 45 started, but had fallen back to fifth, just behind Johannes in the No. 46 who was now in fourth.
The No. 45 finally left its pit stall, but the No. 44, which had pitted at the same time, was stuck in its stall and going nowhere fast. During his stint, Seth Neiman had also experienced clutch issues. After he pitted and Lonnie Pechnik got behind the wheel, Pechnik had trouble starting and then was unable to engage drive. The crew took the No. 44 behind the wall, but were not able to repair it, and the No. 44 was retired for mechanical failure. It was another major disappointment for the No. 44 crew, who had worked hard since Lime Rock to repair the car when it sustained significant damage after being collected by the No. 16 Dyson prototype early in that race.
After the field reshuffled from the first pit stops, just past the 1-hour mark, the No. 46 was now fourth in GT2 and the No. 45 in fifth. The No. 71 Tafel Racing Ferrari was in the lead, with a one lap lead over the next closest GT2 car, which was now the No. 87 Farnbacher Loles Porsche. The No. 62 Risi Competizione Ferrari was in third. The course was still under yellow. Johannes radioed in that the connection to his water bottle had broken and he had no water. With the extreme heat on race day, this could have affected his performance, so the crew took advantage of the yellow to bring Johannes in to fix the water bottle and add fuel.
When the green flag finally fell again, 90-minutes into the 2 hour and 45 minute race, the No. 71 had taken the lead, the No. 87 was in second, the No. 62 in third, Joerg in the No. 45 was in fourth and Johannes in the No. 46 was in fifth. Just six minutes later, a second yellow flag fell that would last more than 30 minutes with multiple incidents both on track and in pit lane. Because the pits were closed for much of the second yellow, race control waived the maximum driving time limit for drivers because they were not able to get access to the pits for their driver change. (This was not an issue for the Lizard Porsches, which had all had their driver changes earlier during the first yellow.)
At the end of the second yellow, the No. 45 pitted for tires and fuel. The No. 71, No. 87, and No. 62 all also pitted, but the No. 46 stayed out because Johannes had already pitted under the earlier yellow. This allowed the No. 46 to move up the field to second place. During their pit stops, the No. 71 and No. 87 did not take tires, just fuel. After the field reestablished, the No. 71 was in the lead with Johannes now in second, the No. 62 in third, the No. 87 in fourth, the No. 21 in fifth, and Joerg in the No. 45 was in sixth. Joerg was able to quickly pass the No. 21 to move to fifth. The No. 62 was assessed a stop and go penalty and Joerg moved to fourth, just behind the No. 87.
Out of the top four GT2 cars, only the No. 45 now had fresh tires. Joerg was able to put pressure on the No. 87 and passed him with thirty minutes to go in the race to move into third. The No. 71 Tafel Racing Ferrari had maintained its lap lead on the No. 46 in second. On fresh tires, but battling traffic, with no clutch and with the No. 87 holding tight to his bumper, Joerg tried to reel in Johannes in the No. 46. But Johannes held his fast pace until the end, crossing the finish line just ahead of Joerg to take second place. The No. 71 Tafel Racing Ferrari took the win in GT2.
It is the fourth double podium for the Lizards this year in six races. The Lizards hold their lead in both the ALMS team and drivers' (Bergmeister and Henzler) championships. The team is 15 points ahead of Tafel Racing. Bergmeister and Henzler are just 4 points ahead of Dominik Farnbacher and Dirk Mueller of Tafel Racing in second, and 23 points ahead of Johannes van Overbeek and Patrick Pilet in third.
Quotes
Tommy Sadler, Flying Lizard crew chief and co-technical director, said, 'It was unfortunate that the No. 44 had an issue that we unable to resolve in the pits and was very frustrating to have to retire the car. In the No. 45, we first saw the problems on the recon lap. We knew we had a problem but we couldn't repair it on the grid and were forced to race with what we had. It was disappointing that we were unable to stay on the lead lap and race for the win. The crews and drivers did an excellent job dealing with the problems and in the end we achieved a double podium. I'm looking forward to Road America and a strong performance by our team.'
Johannes van Overbeek, driver of the No. 46 Porsche, commented, 'The series continues to get tougher and more competitive with each race. Mid-Ohio was no exception: the GT2 field and the traffic were very tough. We struggled with the No. 46 car setup most of the weekend and just couldn't get to the sweet spot. But we prevailed in the end: the car was consistent thanks to our Chief Engineer Craig Watkins, and we were able to move back up to second because of the right strategy call by our strategist Eric Ingraham and Patrick's strong start. Mid-Ohio marks the halfway point in the season. Although we didn't have the win here, we are very pleased with the result. I hope this marks the end of the No. 46's bad luck and we can carry the momentum through the rest of the season.'
Up next for the Lizards is Road America, August 9, in Elkhart Lake Wisconsin.
About Flying Lizard Motorsports
2008 is the fifth consecutive ALMS season for the Sonoma, California-based GT2 team. Since its first year of competition in 2004, the team has finished in the top three in the ALMS GT2 team and drivers' championships, but has not yet won the GT2 title. In 2007, the team was second in the ALMS GT2 team championship and drivers Johannes van Overbeek and Joerg Bergmeister finished second in the ALMS GT2 drivers' championship.
Flying Lizard is sponsored by ShoreTel, a leading provider of enterprise IP telephony solutions, and eSilicon, a semiconductor company, both based in Sunnyvale, California. Team partners include Porsche and Michelin.Source - Flying Lizard Motorsports
Flying Lizard 24 Heures du Mans Race ReportNo. 80 Porsche 6th in GT2, Team Receives Prix ESCRA for Technical Excellence
The Flying Lizard No. 80 Porsche crossed the finish line on Sunday to take sixth in GT2 at the team's fourth consecutive 24 Heures du Mans. It was a tough, long race for the American team in a very competitive GT2 field of three Porsche 911 GT3 RSRs, seven Ferrari F430 GTs, and two Spkyer C8s.
The race started well for the Sonoma-based GT2 team: driver Joerg Bergmeiser started third on the GT2 grid (the No. 80 had qualified fourth, but the No. 76 IMSA Performance Matmut Porsche, who was on the pole, was moved to the back due to an pre-race infraction). Bergmeister had a clean race start, and quickly moved up to first position, with the No. 82 Risi Competizione Ferrari close behind him and the No. 76 Porsche, which had also rapidly moved through the GT2 field, in third.
Bergmeister held the lead until the first pit stop, 45 minutes into the race, when the No. 80 took fuel and tires and made a driver change to Johannes van Overbeek. The No. 82 Risi Ferrari chose to double stint tires, and exited the pits ahead of van Overbeek to take the lead. Shortly after the stop, van Overbeek was able to pass the No. 82 to retake the lead. The No. 82 Risi Ferrari was now second, the No. 76 Porsche third, and the No. 77 Felbermayr Porsche fourth.
An hour and 40 minutes into the race, Seth Neiman took the wheel for his stint. Just ten minutes later, still in the lead, the No. 80 was collected by the No. 76 IMSA Performance Matmut Porsche and both cars flew deep into the gravel. The No. 76 was unable to continue and retired from the race. The No. 80 sustained significant damage, including a broken wheels, broken front radiators, and damaged rear suspension. Yet even with the damage, when the marhsalls pulled the No. 80 out of the gravel, Neiman was able to restart and the car limped slowly back to the pits.
The crew brought the car immediately into the garage and began repairs. More than one hour later, the crew had completely rebuilt the car: replacing nearly every piece of bodywork, incuding the undertray, two front radiators, and both sides of the rear suspension. Just over three hours into the race, the No. 80 headed back out with Joerg Bergmeister behind the wheel. The car had dropped from the lead to tenth, now 20 laps down on the GT2 leader. Over the next 2 hours, Bergmeister hustled to try and make up some of the lost time. Near the end of his double stint, he set the fastest GT2 lap of the race of 3:59:887-- a significant achievement given the damage that the car had sustained earlier in the race.
Five hours into the race, Bergmeister turned the wheel over to Neiman for his second stint. With the GT2 field beginning to thin, the No. 80 was now in ninth, but still significantly behind the leader. The No. 77 Felbermayr Porsche had moved into the lead, and the No. 82 Risi Competizione Ferrari was close behind in second. Halfway through his stint, disaster struck again for the Lizards when Neiman hit oil on track at Arnage, sending him spinning into the tire wall. Luckily, he was able to get quickly back to the pits where the crew again began repairs. After replacement of the two front radiators, substantial bodywork, and the front undertray, Neiman headed out again, but quickly pitted again to have the crew realign the car. After the realignment (and another hour and 20 minutes out of the race), van Overbeek headed out for his second stint of the race.
At 10:00 pm CET, just seven hours into the 24-hour race, the beleaguered No. 80 was now nearly 40 laps down on the GT2 leader and the crew, having rebuilt the car twice in less than four hours, was exhausted. As night fell, over the next two hours, in a double stint, van Overbeek clocked consistently fast times and had an incident-free stint. The No. 82 Risi Ferrari had retaken the lead, with the No. 77 Felbermayr Porsche in second. Attrition continued in the GT2 field: the No. 77 Felbermayr had a lengthy repair in the garage, pushing them down in the field, and the No. 78 AF Corse Ferrari flew into the gravel, where it remained for the rest of the race.
At 11:45 pm, van Overbeek turned the wheel over to Bergmeister. By this time, four GT2 cars had officially retired: the No. 76 IMSA Performance Matmut Porsche, the No. 94 Speedy Racing Spyker, the No. 85 Spyker, and the No 83 Krohn Racing Ferrari. Temperatures began to drop, and even in the dark, Bergmeister stayed focused and was running more than 10 seconds faster than most of the GT2 for his entire stint. But with such a long circuit (more than 8 miles) it would prove nearly impossible to make up the time to close the gap to the next closest car. At 1:20 am, Neiman took over for his third stint, then handed the car back to van Overbeek.
By 3 am, at the halfway point, the Flying Lizard No. 80 Porsche was seventh in GT2 and five of the 12 starting GT2 cars had been retired. The No. 82 Risi Competizione was in the lead, with the No. 96 Virgo Motorsport Ferrari in second and the No. 97 BMS Scuderia Ferrari in third. The No. 80 was 22 laps down from the next closest car (the No. 77 Felbermayr Porsche, which had fallen to sixth after the lengthy repair), and 38 laps down on the No. 82 Risi Ferrari, which was still in the lead. Nearly two hours later, van Overbeek turned the wheel over again to Bergmeister. At the start of Bergmeister's stint, it began to rain heavily, forcing most teams, including the Lizards to move to full wet tires. Exhausted from his fast pace at night in the rain, Bergmeister did not double stint, and van Overbeek took over again just after dawn, driving for another hour then turning the wheel back to Bergmeister.
The rain continued through the early morning - even on wet tires in the rain, Bergmeister continued his fast pace, turning lap times 10 seconds faster than the rest of the GT2 field. But the 20-lap distance between the No. 80 and the next closest car, the No. 77 Felbermayr Porsche and the 37 laps from the GT2 leader, the No. 82 Risi Competizione was too great to make any inroad at this point. The Lizards could only wait and see what would happen in the field. Neiman took over again, then back to van Overbeek. It was still raining and the Lizards were in seventh position, although with the No. 96 Virgo Motorsports Ferrari, which had been in second, now out of the running (motor), if the No. 80 crossed the finish line and the rest of the field remained unchanged, they would move up to sixth. (Under ACO regulations, a car must cross the finish line to finish and must have covered 70 percent of the distance set by the overall race leader.)
Over the next few hours, with intermittently heavy rain, the No. 80 drivers cycled through their stints, working with the crew to find the right tires for the rapidly changing conditions. By 1 pm, with two hours left to go in the race, the No. 80 was in seventh. The No. 82 Risi Competizione Ferrari maintained the lead, with the No. 97 BMS Scuderia Ferrari in second, the No. 90 Farnbacher Racing Ferrari in third, the No. 96 Virgo Motorsport Ferrari (which was no longer running) in fourth, the No. 99 JMB Racing Ferrari in fifth and the No. 77 Felbermayr Porsche in sixth. GT2 positions had not changed effectively in over 12 hours! Neiman took over for the final race hour, driving in heavy rain on full wet tires.Source - Flying Lizard Motorsports
The Flying Lizard No. 80 Porsche crossed the finish line on Sunday to take sixth in GT2 at the team's fourth consecutive 24 Heures du Mans. It was a tough, long race for the American team in a very competitive GT2 field of three Porsche 911 GT3 RSRs, seven Ferrari F430 GTs, and two Spkyer C8s.
The race started well for the Sonoma-based GT2 team: driver Joerg Bergmeiser started third on the GT2 grid (the No. 80 had qualified fourth, but the No. 76 IMSA Performance Matmut Porsche, who was on the pole, was moved to the back due to an pre-race infraction). Bergmeister had a clean race start, and quickly moved up to first position, with the No. 82 Risi Competizione Ferrari close behind him and the No. 76 Porsche, which had also rapidly moved through the GT2 field, in third.
Bergmeister held the lead until the first pit stop, 45 minutes into the race, when the No. 80 took fuel and tires and made a driver change to Johannes van Overbeek. The No. 82 Risi Ferrari chose to double stint tires, and exited the pits ahead of van Overbeek to take the lead. Shortly after the stop, van Overbeek was able to pass the No. 82 to retake the lead. The No. 82 Risi Ferrari was now second, the No. 76 Porsche third, and the No. 77 Felbermayr Porsche fourth.
An hour and 40 minutes into the race, Seth Neiman took the wheel for his stint. Just ten minutes later, still in the lead, the No. 80 was collected by the No. 76 IMSA Performance Matmut Porsche and both cars flew deep into the gravel. The No. 76 was unable to continue and retired from the race. The No. 80 sustained significant damage, including a broken wheels, broken front radiators, and damaged rear suspension. Yet even with the damage, when the marhsalls pulled the No. 80 out of the gravel, Neiman was able to restart and the car limped slowly back to the pits.
The crew brought the car immediately into the garage and began repairs. More than one hour later, the crew had completely rebuilt the car: replacing nearly every piece of bodywork, incuding the undertray, two front radiators, and both sides of the rear suspension. Just over three hours into the race, the No. 80 headed back out with Joerg Bergmeister behind the wheel. The car had dropped from the lead to tenth, now 20 laps down on the GT2 leader. Over the next 2 hours, Bergmeister hustled to try and make up some of the lost time. Near the end of his double stint, he set the fastest GT2 lap of the race of 3:59:887-- a significant achievement given the damage that the car had sustained earlier in the race.
Five hours into the race, Bergmeister turned the wheel over to Neiman for his second stint. With the GT2 field beginning to thin, the No. 80 was now in ninth, but still significantly behind the leader. The No. 77 Felbermayr Porsche had moved into the lead, and the No. 82 Risi Competizione Ferrari was close behind in second. Halfway through his stint, disaster struck again for the Lizards when Neiman hit oil on track at Arnage, sending him spinning into the tire wall. Luckily, he was able to get quickly back to the pits where the crew again began repairs. After replacement of the two front radiators, substantial bodywork, and the front undertray, Neiman headed out again, but quickly pitted again to have the crew realign the car. After the realignment (and another hour and 20 minutes out of the race), van Overbeek headed out for his second stint of the race.
At 10:00 pm CET, just seven hours into the 24-hour race, the beleaguered No. 80 was now nearly 40 laps down on the GT2 leader and the crew, having rebuilt the car twice in less than four hours, was exhausted. As night fell, over the next two hours, in a double stint, van Overbeek clocked consistently fast times and had an incident-free stint. The No. 82 Risi Ferrari had retaken the lead, with the No. 77 Felbermayr Porsche in second. Attrition continued in the GT2 field: the No. 77 Felbermayr had a lengthy repair in the garage, pushing them down in the field, and the No. 78 AF Corse Ferrari flew into the gravel, where it remained for the rest of the race.
At 11:45 pm, van Overbeek turned the wheel over to Bergmeister. By this time, four GT2 cars had officially retired: the No. 76 IMSA Performance Matmut Porsche, the No. 94 Speedy Racing Spyker, the No. 85 Spyker, and the No 83 Krohn Racing Ferrari. Temperatures began to drop, and even in the dark, Bergmeister stayed focused and was running more than 10 seconds faster than most of the GT2 for his entire stint. But with such a long circuit (more than 8 miles) it would prove nearly impossible to make up the time to close the gap to the next closest car. At 1:20 am, Neiman took over for his third stint, then handed the car back to van Overbeek.
By 3 am, at the halfway point, the Flying Lizard No. 80 Porsche was seventh in GT2 and five of the 12 starting GT2 cars had been retired. The No. 82 Risi Competizione was in the lead, with the No. 96 Virgo Motorsport Ferrari in second and the No. 97 BMS Scuderia Ferrari in third. The No. 80 was 22 laps down from the next closest car (the No. 77 Felbermayr Porsche, which had fallen to sixth after the lengthy repair), and 38 laps down on the No. 82 Risi Ferrari, which was still in the lead. Nearly two hours later, van Overbeek turned the wheel over again to Bergmeister. At the start of Bergmeister's stint, it began to rain heavily, forcing most teams, including the Lizards to move to full wet tires. Exhausted from his fast pace at night in the rain, Bergmeister did not double stint, and van Overbeek took over again just after dawn, driving for another hour then turning the wheel back to Bergmeister.
The rain continued through the early morning - even on wet tires in the rain, Bergmeister continued his fast pace, turning lap times 10 seconds faster than the rest of the GT2 field. But the 20-lap distance between the No. 80 and the next closest car, the No. 77 Felbermayr Porsche and the 37 laps from the GT2 leader, the No. 82 Risi Competizione was too great to make any inroad at this point. The Lizards could only wait and see what would happen in the field. Neiman took over again, then back to van Overbeek. It was still raining and the Lizards were in seventh position, although with the No. 96 Virgo Motorsports Ferrari, which had been in second, now out of the running (motor), if the No. 80 crossed the finish line and the rest of the field remained unchanged, they would move up to sixth. (Under ACO regulations, a car must cross the finish line to finish and must have covered 70 percent of the distance set by the overall race leader.)
Over the next few hours, with intermittently heavy rain, the No. 80 drivers cycled through their stints, working with the crew to find the right tires for the rapidly changing conditions. By 1 pm, with two hours left to go in the race, the No. 80 was in seventh. The No. 82 Risi Competizione Ferrari maintained the lead, with the No. 97 BMS Scuderia Ferrari in second, the No. 90 Farnbacher Racing Ferrari in third, the No. 96 Virgo Motorsport Ferrari (which was no longer running) in fourth, the No. 99 JMB Racing Ferrari in fifth and the No. 77 Felbermayr Porsche in sixth. GT2 positions had not changed effectively in over 12 hours! Neiman took over for the final race hour, driving in heavy rain on full wet tires.Source - Flying Lizard Motorsports
2007 Porsche 911 GT3 RSR |
|
| Year | 2007 |
| Make | Porsche |
| Model | 911 GT3 RSR |
| Engine Location | Rear |
| Drive Type | Rear Wheel |
| with Optional Traction Control | |
| Weight | 2700 lbs | 1224.7 kg |
| Combined MPG | 0.00 |
| Engine | |
| Engine Configuration | O |
| Cylinders | 6 |
| Water-Cooled | |
| Aspiration/Induction | Normal |
| Displacement | 3.80 L | 231.9 cu in. | 3800.8 cc. |
| Valves | 24 valves. 4 valves per cylinder. |
| Horsepower | 485.00 BHP (357 KW) @ 8500.00 RPM |
| Torque | 435.00 NM (320.7 Ft-Lbs) @ 7250.00 RPM |
| HP to Weight Ratio | 5.6 LB / HP (Vehicles with similar ratio) |
| HP / Liter | 127.6 BHP / Liter |
| Redline | 9000 |
| Compression Ratio | 14.5:1 |
| Fuel Type | Gasoline - Petrol |
| Fuel Feed | Fuel Injected |
| Sequential Multi-Point Electronic Fuel Injection | |
| Vehicles with similar horsepower and weight | |
| Dimensions | |
| Standard Payload | 0.00 |
| Doors | 2 |
| Exterior | |
| Length | 174.801 in | 4439.9 mm. |
| Width | 77.001 in | 1955.8 mm. |
| Height | 49.201 in | 1249.7 mm. |
| Wheelbase | 93.401 in | 2372.4 mm. |
| Front Track | 61.601 in | 1564.7 mm. |
| Rear Track | 63.801 in | 1620.5 mm. |
| Vehicles with similar dimensions | |
| Suspension | |
| Suspension | Front : MacPherson Struts with ZF-Sachs Gas-Pressure Dampers, Logitudinal Arms, and Transverse Control Arms Rear : Multi-Link suspension with transverse control armsZF-Sachs Gas-Pressure Dampers, dual coil springs |
| Brakes | |
| Front Brake Size | 380.001 mm | 15 in. |
| Rear Brake Size | 355.001 mm | 14 in. |
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Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com
Automobile information, history, and statistics from concept to production. | © 1998-2008 Conceptcarz.com