Access to the transmission requires more disassembly than mechanics would like, but the unit is bulletproof. (Photo: Marshall Pruett) » More Photos

KEY TO PERFORMANCE
The major break from tradition with the RS Spyder is the 3.4-litre V8 engine. The watercooled, fuel-injected, 90-degree engine features four valves per cylinder, a dry sump lubrication system and Bosch’s Motorsport 4.2 engine management system. Limited to 10,300rpm (as per the ACO rules), the Porsche MR6 engine is also forced to sip air through a single 44mm intake restrictor. Power output is affected accordingly, with a quoted 480hp and 273lb.ft of torque being generated. Fuel is fed from a centrally-mounted 90-litre tank. With the air so heavily choked down, torque suffers accordingly, and the highrevving nature of the MR6 has become the RS Spyder’s key to performance. Transmitting that power to the ground are Michelin slicks mounted to centrelock magnesium 12.5 × 18in front and 13 × 18in rear wheels by BBS.

The electro-pneumatically actuated sequential six-speed ‘GR6’ gearbox is a collaborative production between Porsche, Mega-Line (‘paddle-shift’ electronics control system), and Xtrac (limited slip) and is encased with aluminum. Power is transferred between the engine and gearbox with a three-plate, 5.5in carbon clutch from ZF Sachs. The RS Spyder also sports a unique exhaust arrangement, exiting outwards ahead of the rear wheels. Reduced weight from shorter pipes was a design consideration, but questions of the aerodynamic influence were quickly dismissed. ‘There was no big influence on the car’s aero. It is just lighter and simpler. And there is less thermal energy from the exhaust in the engine bay,’ noted Dr Walliser.

Cooling architecture is of the modern trend of feeding the radiator inlet ducting from the floor, behind the splitter. Additional cooling is built into the sidepods with removable external panels, similar to the exit shutters found on F1 cars, but these have rarely been used. Teams have, however, found a secondary benefit of the side radiator apertures: ease of cleaning and removing debris.

Wiring and electronics have been optimised, with a new alternator, a central power control unit from Ole Buhl Racing, new rear lights and a streamlined wiring harness. While no major changes to the Bosch traction control unit have been implemented, two years of experience with the system has helped Porsche engineers to better map its reaction and delivery. With the rule book limiting chassis adjustability within the cockpit, traction control is one of the few tools a driver can manipulate to alter a car’s handling.

MoTeC is also retained as the data provider, with its ADL2 dash utilized, feeding chassis parameters to the pit lane via Bosch’s WinDarab telemetry radios. Bosch’s WinDarab telemetry software is used for monitoring the car and fuel consumption, while Penske uses its own in-house developed fuel and race strategy software.

Chris Dyson races the new Porsche RS Spyder under his team's Dyson Racing banner. (Photo: Porsche) » More Photos

Penske Racing has served as the factory racing effort, but impartiality is maintained when it comes to factory staffing and engineering support at each event. A base set up for each track is sent to each customer prior to each race. How they use, modify or ignore it is at the team’s discretion. Also, as a part of the RS Spyder purchase, a Porsche engineer is embedded within the team with each car, providing a vital link between the factory and customer. Dr Walliser elaborated on the protocols of this support: ‘During each race event, there is a Porsche engineer for the car that supports it, and there is also an engine specialist for Dyson in each race. To get support on the engine and on the gearbox we have a gearbox mechanic there. We have a free team of mechanics and electricians from Weissach to support Penske or Dyson and if there is a problem on the car or a question, the engineers can go to Dyson, Penske, or whoever and we support them fully. In critical situations during the race, like in Atlanta when they had an electrical problem, the crew of the supervisor of the engine program – everybody – went down to Dyson to help solve their misfire.’ As with other manufacturers, Dr Walliser is blunt when confirming his allegiance. ‘We have a big interest in having the four RS Spyders crossing the line. In a perfect world we finish 1, 2, 3, 4. We don’t care if Dyson or Penske wins.’

It’s this fiercely proud focus of honoring the achievements of their predecessors while dominating the competition that inspires all of those at Porsche Motorsport. Blitzing the 2007 American Le Mans Series wasn’t a surprise for Porsche, it was the company’s plan all along.