24 Heures du Mans 13-14 JUN 2015
06-23-2015, 02:39 AM
#73
Thread Starter
Porsche Facts and Figures from Le Mans
The winning team completed 395 laps (5,382,82 kilometres). This year’s race was only two laps short of the longest distance covered in Le Mans back in 2010.
The average speed of the winning 919 Hybrid was 224.2 km/h.
The highest top speed of a 919 Hybrid in the race was 340,2 km/h and done by Mark Webber on Saturday at 16:40 hrs.
The 919 Hybrid recuperated and used 2,22 kWh (8 megajoule) per lap. If it was a power plant, a family home could be supplied with electricity for three months.
The head count for the Porsche Team’s operational crew was 120 people.
The Porsche Team made 90 pit stops, 30 per car.
At 26 of these stops tyres and drivers were also changed.
The longest distance covered with one set of tyres was 54 laps for all three cars. In car number 17 Mark Webber did this ultra long run, in car number 18 it was Neel Jani and in the number 19 prototype it was Nico Hülkenberg.
116 tyres in total were used by all three 919 Hybrids over the race distance.
A tyre on a rim weighs 19,9 kilograms. This means, just in relation to wheels, the mechanics moved 2,308.4 kilograms.
The fastest pit stop, including a tyre and driver change, by the Porsche Team was 1:13.9 minutes.
The fastest stop for refuelling was done in 51,3 seconds.
In total all three 919 Hybrids spent 95 minutes and 36 seconds in the pits. The time for the second best crew entering three cars was over 130 minutes.
1,896 litres of fuel have been pumped into the winning car.
The winning Porsche’s gearbox mastered 25,293 gear changes (up shift and down shift) during the 24 hours.
The longest time behind the wheel of all nine Porsche LMP1 drivers was for Neel Jani with ten hours and ten minutes. In the winning car it was Nico Hülkenberg who drove most (eight hours, 52 minutes).
Mark Webber lost the most weight of all nine drivers. When the race began he weighed 81.2 kilograms (including race gear and helmet), after his final stint the scales stopped at 78.2 kilograms.
The drivers had 0.85 litres of drink on board for each stint. The drink bottle was changed at every refuelling stop.
Almost no parts had to be changed during the race. After going off the track, the number 18 car had a new nose twice. On car number 19 at eight in the morning the team did a precautionary engine cover and rear wing change when it didn’t cost any time during a safety car period.
During the 24 hours each 919 Hybrid had a refill of one litre of oil.
For the best possible visibility each of the three prototypes had four tear-offs on the windscreens, which were removed one after the other.
The highest ambient temperature during the race was 25 degrees Celsius at 16 hrs on Saturday. The coolest part of the race was at night between 3 and 7 hrs with 16 degrees Celsius.
The highest cockpit temperature was 27 degree Celsius.
The night was eight hours long with sunset at 21:59 hrs and sunrise at 5:59 hrs.
13.5 gigabytes of data per car have been transmitted to the pits during the 24 hours.
The safety cars came out four times. Including the so-called slow zones – speed limits at certain parts of the track – the race was neutralized for a total of 195 minutes.
After three rounds of the FIA World Endurance Championship, with double points in Le Mans, Porsche now leads the championship with 140 points, followed by Audi (124) and Toyota (71).
The winning team completed 395 laps (5,382,82 kilometres). This year’s race was only two laps short of the longest distance covered in Le Mans back in 2010.
The average speed of the winning 919 Hybrid was 224.2 km/h.
The highest top speed of a 919 Hybrid in the race was 340,2 km/h and done by Mark Webber on Saturday at 16:40 hrs.
The 919 Hybrid recuperated and used 2,22 kWh (8 megajoule) per lap. If it was a power plant, a family home could be supplied with electricity for three months.
The head count for the Porsche Team’s operational crew was 120 people.
The Porsche Team made 90 pit stops, 30 per car.
At 26 of these stops tyres and drivers were also changed.
The longest distance covered with one set of tyres was 54 laps for all three cars. In car number 17 Mark Webber did this ultra long run, in car number 18 it was Neel Jani and in the number 19 prototype it was Nico Hülkenberg.
116 tyres in total were used by all three 919 Hybrids over the race distance.
A tyre on a rim weighs 19,9 kilograms. This means, just in relation to wheels, the mechanics moved 2,308.4 kilograms.
The fastest pit stop, including a tyre and driver change, by the Porsche Team was 1:13.9 minutes.
The fastest stop for refuelling was done in 51,3 seconds.
In total all three 919 Hybrids spent 95 minutes and 36 seconds in the pits. The time for the second best crew entering three cars was over 130 minutes.
1,896 litres of fuel have been pumped into the winning car.
The winning Porsche’s gearbox mastered 25,293 gear changes (up shift and down shift) during the 24 hours.
The longest time behind the wheel of all nine Porsche LMP1 drivers was for Neel Jani with ten hours and ten minutes. In the winning car it was Nico Hülkenberg who drove most (eight hours, 52 minutes).
Mark Webber lost the most weight of all nine drivers. When the race began he weighed 81.2 kilograms (including race gear and helmet), after his final stint the scales stopped at 78.2 kilograms.
The drivers had 0.85 litres of drink on board for each stint. The drink bottle was changed at every refuelling stop.
Almost no parts had to be changed during the race. After going off the track, the number 18 car had a new nose twice. On car number 19 at eight in the morning the team did a precautionary engine cover and rear wing change when it didn’t cost any time during a safety car period.
During the 24 hours each 919 Hybrid had a refill of one litre of oil.
For the best possible visibility each of the three prototypes had four tear-offs on the windscreens, which were removed one after the other.
The highest ambient temperature during the race was 25 degrees Celsius at 16 hrs on Saturday. The coolest part of the race was at night between 3 and 7 hrs with 16 degrees Celsius.
The highest cockpit temperature was 27 degree Celsius.
The night was eight hours long with sunset at 21:59 hrs and sunrise at 5:59 hrs.
13.5 gigabytes of data per car have been transmitted to the pits during the 24 hours.
The safety cars came out four times. Including the so-called slow zones – speed limits at certain parts of the track – the race was neutralized for a total of 195 minutes.
After three rounds of the FIA World Endurance Championship, with double points in Le Mans, Porsche now leads the championship with 140 points, followed by Audi (124) and Toyota (71).
06-23-2015, 03:27 AM
#74
Thread Starter
Le Mans winner Nico Hulkenberg played a significant part in Roald Goethe’s back-breaking Le Mans accident, the injured Aston Martin driver has told Motorsport.com.
Goethe, who was driving the No.96 Aston Martin Vantage V8 on Sunday morning of the French sportscar classic, left the track between the exit of the Porsche Curves and the Maison Blanche section.
Onboard video evidence suggests Nico Hulkenberg’s race-winning No.19 Porsche 919 Hybrid made contact with the Aston, to spark the huge shunt.
“Though it might appear from the front-on [video] footage taken that I lost control, however, when in reality I was clipped by the LMP1 Porsche [driven by Hulkenberg], ” Goethe told Motorsport.com.
“He made contact [at 6:36 in the video below], sending me on to the marbles leading to the accident head-on in to a concrete wall. The Porsche went for a tiny gap that was closing all the time and wasn’t really there anymore when he made his move.
"Of course contact was not intentional but all the same the result is what it is.”
Goethe, who was committed to the racing line, continued to describe the accident, which ended his race and put him in hospital for several days where he had surgery for multiple fractures to two vertebra.
“He realised it was tight so he used the kerb more and more,” continued Goethe, who also supplied a photo showing the Porsche had its inside-left wheels over the grass, raising a cloud of dust.
“His right-rear clipped my left-front at exactly the point I was committed to the left [hander] – my car would have been slightly light at that time due to the nature of turning in at high speed, immediately pushing me wide on to the marbles where I had no grip, resulting in the crash.”
“Hulkenberg could have waited until after the exit. It would have cost him maybe half a second, max one second, at a time when he had a comfortable lead in the race.
“I have a lot of respect and admiration for a Le Mans winner like Hulkenberg, however, it is unfortunate that his ill-timed overtaking manoeuvre has somewhat dented this admiration.”
Hulkenberg pitted under the resulting safety car shortly after the incident, and was briefly wheeled back in to his pit box for repairs to the rear of his car.
Goethe suggests further safety improvements
Goethe’s accident took place at the exit of the final left-hander at Maison Blanche, where cars accelerate up to the final Ford Chicane.
Goethe impacted the concrete wall heavily (crash data analysis suggest an impact at 66G), and has asked the question as to why there was no tyre barrier position at a section of track where accidents have previously occurred.
“The concrete wall that is at the end of that section comes back towards the track in an angle, and is totally unprotected by a SAFER barrier or tyre barriers in a place where you can go off at high speed,” said Goethe.
“I appreciate a lot has been done to improve safety at Le Mans, but as we have seen now there is room for further improvement in places like these.
“Also let’s not forget that the speed differences between LMP1 and GT cars have become bigger than ever.”
Guillaume Moreau suffered back injuries at approximately the same place as Goethe during an accident at the 2012 test day.
Onboard video evidence suggests Nico Hulkenberg’s race-winning No.19 Porsche 919 Hybrid made contact with the Aston, to spark the huge shunt.
“Though it might appear from the front-on [video] footage taken that I lost control, however, when in reality I was clipped by the LMP1 Porsche [driven by Hulkenberg], ” Goethe told Motorsport.com.
“He made contact [at 6:36 in the video below], sending me on to the marbles leading to the accident head-on in to a concrete wall. The Porsche went for a tiny gap that was closing all the time and wasn’t really there anymore when he made his move.
"Of course contact was not intentional but all the same the result is what it is.”
Goethe, who was committed to the racing line, continued to describe the accident, which ended his race and put him in hospital for several days where he had surgery for multiple fractures to two vertebra.
“He realised it was tight so he used the kerb more and more,” continued Goethe, who also supplied a photo showing the Porsche had its inside-left wheels over the grass, raising a cloud of dust.
“His right-rear clipped my left-front at exactly the point I was committed to the left [hander] – my car would have been slightly light at that time due to the nature of turning in at high speed, immediately pushing me wide on to the marbles where I had no grip, resulting in the crash.”
“Hulkenberg could have waited until after the exit. It would have cost him maybe half a second, max one second, at a time when he had a comfortable lead in the race.
“I have a lot of respect and admiration for a Le Mans winner like Hulkenberg, however, it is unfortunate that his ill-timed overtaking manoeuvre has somewhat dented this admiration.”
Hulkenberg pitted under the resulting safety car shortly after the incident, and was briefly wheeled back in to his pit box for repairs to the rear of his car.
Goethe suggests further safety improvements
Goethe’s accident took place at the exit of the final left-hander at Maison Blanche, where cars accelerate up to the final Ford Chicane.
Goethe impacted the concrete wall heavily (crash data analysis suggest an impact at 66G), and has asked the question as to why there was no tyre barrier position at a section of track where accidents have previously occurred.
“The concrete wall that is at the end of that section comes back towards the track in an angle, and is totally unprotected by a SAFER barrier or tyre barriers in a place where you can go off at high speed,” said Goethe.
“I appreciate a lot has been done to improve safety at Le Mans, but as we have seen now there is room for further improvement in places like these.
“Also let’s not forget that the speed differences between LMP1 and GT cars have become bigger than ever.”
Guillaume Moreau suffered back injuries at approximately the same place as Goethe during an accident at the 2012 test day.
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