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Thread: Porsche 962 variations

  1. #1

    Porsche 962 variations

    The Porsche 962 needs an exclusive thread because it have had so many variations through the time and events.

    I will try to bring some information about this lovely car, basically, because I like it. I hope everybody can understand my english.


    You could separate the 962 model in three groups. The ones from the factory (chassis number reserved from 00 to 99), the client's cars with the same capabilities as the factory cars, and then, the clients with the old cars from previous years (client's cars with chassis number reserved from 100 to 199).

    Then, you have the european version 962c, and the american 962 for IMSA GTP series. The version for IMSA had a big single turbo in the early years, instead dual turbos for his european brothers. Later at IMSA, the cars were allowed to update to dual turbo too. The other difference was the engine capacity, engine cooling and fuel tank capacity.

    Here, there is a list with the features of the IMSA and Group-C versions
    https://www.stuttcars.com/porsche-models/962/


    Some historical information
    The 1986 Porsche 962 was created as a replacement for the highly successful Porsche 956, a car that dominated everywhere it raced, including major wins at the 24 Hours Le Mans and in the FIA series. The 962 was first released in 1984 with a Porsche 934-derived, air-cooled, Type-935 2.8 liter flat 6 engine. This was fitted with a single Kühnle, Kopp und Kausch AG K36 turbocharger.

    By 1985, the engine options had been improved to include the better-performing, Andial-built 3.2-liter fuel-injected flat 6. In 1986, the engine options were further improved with the addition of the 2.8 liter, 3.0 liter, and 3.2 liter variants of the flat 6 with twin turbochargers.

    The Porsche 962 is remembered for its surprising longevity; the model was raced for over 10 years in highly competitive events around the world, even spawning a mini-industry around itself later in its life when race engineers began building their own carbon-fiber tubs for the car.

    Overall, 91 962s were built between 1984 and 1991. 16 were used by the Porsche factory racing team, while 75 were sold to privateer customers. Interestingly, some 956s were rebuilt as 962s and some 962s that had been crashed were rebuilt.
    The car's shape has changed year by year, as for event or owner's update, but it's easy to recognise. You could see three different specs. The basic one with the high tail. The one for Le Mans with a long and low tail, and finally the cutted or custom made by the team owners. This short version of the car showed three different version too, the early version had a single rear wing that had a metalic double column to reach the bodywork of the car. A second one with two solid "towers" between the wing and the bodywork and finally the ultimate double wing of the 1993 IMSA version from Team Joest.

    Le Mans tail


    Standard tail



    Early IMSA bodywork (with the hump for the single turbo)



    Short Tail



    Joest IMSA short tail (1993) "The ultimate Porsche 962"



    Double solid column (this one wasn't a common shape)
    Last edited by Damian Baldi; 23-08-2014 at 05:11 PM.

  2. #2
    As with the bodywork, the dashboards seems to be very different. It is difficult to find two equal dashboards, but you can find the same elements and separate these in two groups.

    I can't confirm right now but I will later. On the old models (956 and early 962) behind the wheel you could see two gauges, one for the RPMs on the right, and one for the turbo pressure on the left. The other gauges are for engine and cylinder heads temperature as oil pressure, fuel pressure. The reason to use a turbo pressure gauge, I think is because the turbo pressure was handled through a faucet without any indicator of his position. So the only way to know the turbo pressure applied was the gauge.

    The dashboards with the other shape, shows two or three dials. Those are for fuel mixture, display selection, and turbo pressure because it was controlled electronically I presume. There are one or two small digital displays too, but I don't exactly his function right now. The turbo pressure gauge is not present anymore.


    turbo faucet






    dials


    Last edited by Damian Baldi; 23-08-2014 at 11:14 PM.

  3. #3
    This is an interesting graph. It shows the lap time and fuel consumption with different aerodynamic settings


    widerstandsbeiwert = drag coefficient

    Abtriebs beiwert = coefficient downforce




    What this graphic shows is pure endurance. How fast you can go with an amount of fuel, and how much time it will take to fill that fuel again at the pits. Add tire wear and that's all about.
    Last edited by Damian Baldi; 23-08-2014 at 06:42 PM.

  4. #4
    More information about fuel consumption and handling compared in this case to the Jaguar.

    Even so and despite such tribulations, it seemed the Porsche might win because, as the race drew to a close, it started to rain. Rain was literally a present from the heavens to a 962C at Le Mans in the late 1980s. It meant fuel consumption was no longer an issue, removing the car’s single biggest weakness relative to the Jags. What’s more they just happened to have Hans Stuck, the greatest wet weather sports car driver of his era, not only on strength but also atthe wheel as the heavens opened. So while everyone else dived into the pits for wets, Hans stayed out on slicks.


    This site have lot of great pictures and information
    http://www.historicporsche.com/pages...962-collection
    Last edited by Damian Baldi; 23-08-2014 at 08:31 PM.

  5. #5
    The reason why these dashboards are different from car to car is because of driver choice. The cockpits were designed with the driver desired requirements in regards to gauges and warning lights. In fact, during the season when they would change drivers, they would also change parts of the interior if the replacement driver desired some changes. Due to this we picked one and stuck to it. We didn't feel modeling all of them would be wise considering it would take far too much time and would delay the release of the mod. If there is popular demand for a specific dash that is different to the one we made, we may consider doing it, but for now what we have done will have to suffice.

    Also bear in mind that we are doing the 1991 Le Mans version of the car and also included the long wing version from older years to the model. The other updates different 962C running teams had were not done because there were an uncountable amount of different parts through the decade the car was used.

  6. #6
    Yes I agree about the idea to reduce almost everything to just one version, because it would be impossible to recreate an entire season or even a race ! as you said not just the dashboard changed, the shape of the car changed all the time. I think it is the same with the F1, the cars evolve through the year. The 962 evolved through almost ten years ! I saw a speedometer included in the early screenshots of the 962, I think that one was never used. Good news that we could see the beautiful long wing If I have to choice my prefered shape from 1991 I think it would be short wing version from Joest Team.

    I like how the displays were used in the Mazda because that allow to not use the HUD from ISI and get a clean view.

    I know I put lot of images and information, but I don't pretend every version, just one with good physics, I'm a racer not a collector. I like the idea of a "Group-c Classic" like the actual one in real life, with cars from several years racing today, and all with the same tires. I think that is more closer to the simulator.

    Group-C ended at Europe at the end of 1990 (because of the change in the regulations), but it keep evolving until the end of 1993 at IMSA and at Japan.
    Last edited by Damian Baldi; 25-08-2014 at 01:30 PM.

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  8. #8
    Yeah we try to use gauges and displays in the cockpits for things the game outputs. If there is a display the car used for a specific something the game doesn't output data for, we'll put something else there. This makes that display show something in game rather than being dead and provides a little extra info for the player without relying on the HUD. We like to get as close to realism as possible but for things like that, its better to follow game mechanics in most cases so the player can have working displays and gauges of various things the game can output.

    The Porsche 962C in our mod comes with both the Short and Long wing versions on the model. We did this because originally we had references on the short wing version, then when we showed renders the community also asked for the long wing so we added it to the model. It may not be 100% accurate in every area, but as you mentioned yourself, these cars changed so much from race to race let alone from year to year, there is no point wasting time on smaller things. Having the two shapes in game available is the main thing.

    Feel free to post any and all types of images and info you can. This is the type of help we can always use for any car/mod we work on and it is extremely appreciated. Thank you very much for taking the time to do this.

  9. #9

  10. #10
    more information about the engines at this forum. Different versions of the engine



    956 used a 66 mm crank with 92.3 mm piston or 2650cc or referred to as 2.7 liter engine, mechanical injection and was 620HP at 8200rpm with 1.4 bar boost. Later with D-motronic, same top HP, but better throttle response.
    962 used a 70.4 mm crank with 93 mm piston, 2869 or known as 2.8 liter engine with 7.5:1 CR, 650 HP @ 8200
    95mm made it 3.0 liters, some teams did this as did works teams
    the 1988 962c was again 3.0 with either 9.0:1 or 9.5:1 depending upon sprint or endurance configuration build, the piston was double eyebrowed for both intake and exhaust cams
    the 1990 962c or "Group C" was 70.4mm crank x 95, but now you could have either 9.0, 9.5 or even 10.0:1 Compression ratio. The piston was concave "dished" on top in addition to small flycuts (eyebrows).
    There was also a 3.2 version or stroker that was 74.4 mm crank by 95 mm piston for 3164 cc with 700HP @ 7800
    The car I prep for a customer dynos at 850HP @ 8500....it's a 962c

    These motors do not like to be over rev'd either.

    The ECU's need to be service every few years by Porsche Motorsports in Germany. They have diaphrams inside the ECU for the boost controllers on the later models.

    Engines are typically good for 30-40 race hours just about like every other race engine in the "endurance" class racing. High boost, just cuts down the life

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