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A GTL Workshop production


March 2009 Issue No. One www.gtlw.co.uk
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The Porsche 906,
was Porsches

The Porsche 906 response to the

success of the light,
agile Ferrari V6


THE PORSCHE 906 & 906/E

The Porsche 906 was designed as a street-legal
tubular space framed fiberglass racecar. Also
called the Carrera 6, it was Porsches response
to the success of the light, agile Ferrari V6
Dino winning over the heavier, steel framed
Porsche 904s.
Continued on Page 2
The classic Porsche 906 also known as Carrera 6

For the 1966 Le Mans, Porsche created the
906 Langheck (Longtail). The idea was to
further improve the aerodynamics of the car
to enable even higher top speeds down the
3.6mi Mulsanne straight.
Continued on Page 4

Light, agile reliable. A perfect Porsche. Aircooled tradition


The 906/8 was an attempt by Porsche to The base 906 in
gather some outright wins over the V8/V12 P&G is a dream to
Ferraris, especially at tracks like Targa Floria
drive. You will not
and the Nurburgring.
Continued on Page 5 forget the engine is
behind you, but the
effect is far less than
the 911 or even 914.

Power&Glory brochures are created by the GTLWorkshop mod team | ask@flyingpig.info | www.gtlw.co.uk

1967 906E and a 906: note the revised nose and lack of dive planes on the front of this particular 906E Details, details...

THE PORSCHE 906 & 906/E After the construction of the initial fifty
The Porsche 906 was designed as a 906 for homologation, Porsche began
street-legal tubular space framed fiberglass producing a series of variants to improve
racecar. Also called the Carrera 6, it was performance. The 906E model was raced On the track,
Porsches response to the success of the only by Porsche, and used a Bosch fuel- the 906 was
light, agile Ferrari V6 Dino winning over injected 2-liter engine for better throttle equally matched
the heavier, steel framed Porsche 904s. control, and because the Bosch was a bit with the Dino,
Because of the construction methodology, easier to tune and maintain. Power is but the reliability
the 906 was approximately 250lbs (113kg) virtually unchanged at 225 HP and 155ft-
lighter than the 904. Another innovation for
and sheer
lbs torque.
the 906 was the wind tunnel testing Porsche The 906/8 was another engine variant
number of 906
used to refine the shape of the car, creating covered in greater detail in its own section. often resulted in
a very slippery shape that allowed very high Porsche also experimented with a number victory for
top speeds for a 2-liter car. Even the engine of aerodynamic variants for the 906. The Porsche.
in the rear was covered in Plexiglas to cheat 906 Langheck was the most obvious aero
the wind. variant, and is covered in detail in its own
The engine of the 906 was very section. Less obvious were the nose
similar in overall design to the air-cooled variations, which included short and long
911 flat-6, but was substantially lighter due noses, with and without dive planes. These
to extensive use of magnesium and nose variations can be seen in conjunction
aluminum alloys. Sixty-five Porsche 906 with all the different 906 engine variants. A
were built in 1966, and the sale of 50 to quick look at the car in the vehicle selection
privateers allowed the homologation to Gr showroom will show you the exact
4. The carbureted 2-liter engines produced configuration of the car you have selected.
220 HP and 155 ft-lbs torque. On the track,
the 906 was equally matched with the Dino,
but the reliability and sheer number of 906
often resulted in victory for Porsche.

Power&Glory brochures are created by the GTLWorkshop mod team | ask@flyingpig.info | www.gtlw.co.uk

Driving the 906.

Light, agile, reliable.
My primary test track for the 906s is relative to its competitors in P&G like the
Watkins Glen. A great track, and the Corvette L88, GT40, and Cobra 427.
uneven pavement and camber changes test Laptime is gained by eliminating any
both the driver and the cars suspension. unnecessary steering/tire scrub and
My initial impression of the 906 was executing a precise
good, but way too much understeer. The line. Against
default P&G setup is accurate to the monster-motor cars,
Porsche factory setup, and I think Porsche you will have to
didnt want those gentleman drivers drive very creatively
buying the privateer cars to immediately to not get bottled up
spin and wreck the cars! The good news is in the corners.
the 906 offers a ton of setup options to tune
the cars handling to the drivers preference.
A couple of wrench turns later and I found DETAILS, DETAILS...
the base 906 a dream to drive, with very You do need
to pay attention to
high cornering speeds and near neutral The office is minimalist, the focus is on driving.
car details (especially
The base 906 in P&G is a dream to the nose of the 906)
drive. Most drivers will probably find the in the selection of your car because the aero
front and rear camber needs adjustment, configuration does make a difference. This
is true for all the P&G cars, as the
but with this small change the car exhibits
showroom will tell you this car has brake
very high cornering speeds and near neutral The 906 is a low
behavior. You will not forget the engine is cooling, this car has a longer nose, and this
behind you in a 906, but the effect is far less car has a different HP curve. HP momentum
than the 911 or even 914. To my mind this As an example, in the course of car relative to its
is actually an advantage as the 906 responds testing the 906s I really dialed in the setup competitors in
to maximize speed on one key high-speed P&G like the
nicely with lift-throttle oversteer, allowing
mid-corner corrections. The 906 is also easy corner. A few days later I was practicing Corvette L88,
again with my setup, but now I was getting
on the tires, at least relative to some of the
a hint of apex understeer that was costing
GT40, and
tire-shredding big-block cars. Cobra 427.
me ~0.3sec/lap. I spent a fair amount of
The adjustability of the 906s
time pondering what I needed to adjust,
gearbox does allow you to tune the gears for
the track, which is necessary given you must when I remembered Id changed cars Laptime is
keep the revs high to maximize what little because I liked the red one more than the gained by
power you have. The 906s brakes are white one. I looked back at the eliminating any
showroom and saw the white car had dive unnecessary
about average for a 1966 car. I did
planes and the red one did not! This is not
experience some overheating in the 906 steering/tire
when the ambient temperature the Glen at to say either car is superior, but to point out
the different 906 varients can drive
scrub and
95F (35C). This forced me to shift at
differently and require slightly different executing a
~8000rpm, which cost me a little laptime.
The 906 is a low HP momentum car setups. precise line.

Power&Glory brochures are created by the GTLWorkshop mod team | ask@flyingpig.info | www.gtlw.co.uk

The 1966 LeMans works cars.

906LH (LangHeck/LongTail)
For the 1966 Le Mans, Porsche While the top speed is definitely reminded me was the Le Mans layout
created the 906 Langheck (Longtail). improved over the 906, the Longtail in 1966 had fewer corners than the
The idea was to further improve the makes this car more than a handful. VLM Le Mans layout I was using.
aerodynamics of the car to enable The rear tries to come around, well, The track in 1966 was basically
even higher top speeds down the nearly everywhere. On low-speed straight from the Maison Blanche
3.6mi Mulsanne straight. In addition corners you could feel the weight of past start-finish to the Dunlop Curve.
to the obviously long tail and a Bosch the tail, while on high-speed corners The Ford Chicane was added to the
fuel-injected 2-liter engine, the nose the Longtail was getting aero-lift. I track in 1968, and the Porsche
of the car was lengthened and an spent quite a bit of time trying to find Curves were added in 71-72. With a
under shield was fitted. The initial a good setup for the Longtail, and I straighter track, aero efficiency
practice sessions showed the car was never found a perfect one. Raising becomes critical. Porsche went with
very unstable due to rear-end lift, and the front height a bit, using less the Longtail in 1966 to decrease
after some experimentation Porsche negative camber at the front, using laptime over the 906, and because the
found the addition of two small more front rebound damping, 906/8s flat-8 was not considered
spoilers on the tail produced lowering the rear rebound damping reliable enough for the 24. For my
satisfactory balance. A side benefit of and setting the braking bias towards money, Id take a 906E and sacrifice a
this aero tuning on the Longtail was the front was helpful and I could few MPH of top speed for the better
the improvement of fuel mileage at stabilize the rear (eventually), but the handling and less chance of a spin.
Le Mans, by ~12% over the standard cost was the graceful cornering of the Those 1966 Le Mans Porsche factory
906, regardless the fact that the 906. I was always aware of how long drivers must have been a gutsy
engine had slightly worse fuel and heavy the tail was. bunch!

The long tail gives around 10km/h more top speed... ...while the rear wings limit aero lift

Power&Glory brochures are created by the GTLWorkshop mod team | ask@flyingpig.info | www.gtlw.co.uk

More muscle.
The 906/8 (8 cylinder over 2 liter engine)

The 906/8 was an attempt by for the GT40s than the 906. While GT40s than the 906, able to explode
Porsche to gather some outright wins Porsche did not race the 906/8 at Le off the corners and hold on (mostly)
over the V8/V12 Ferraris, especially Mans due to reliability concerns, I on the straights. Just like in the 906,
at tracks like Targa Florio and the did not have any engine trouble with you must keep the revs high in the
Nurburgring. The 906/8 used a the car. Of course, I did not run one 906/8.
lightweight flat-8 2.2-liter Grand Prix for 24 hours! Although the 906/8 was very
engine producing 250 HP and 182ft- successful, for Porsche it was only a
lbs torque. Porsche considered racing DRIVING THE 906/8 PROTOTYPE test prototype. A way to understand
the 906/8 in 1966, but decided the In my testing, the 906/8 has the potential of the team. As a matter
engines reliability was insufficient. significantly better power than the of fact, in the following years,
other 906 cars. Its not a muscle car,
Unfortunately the four 906/8 built Porsche would make a big impact in
and it certainly does not sound like a
did not have the success Porsche closed wheels racing, releasing highly
expected. For example, while the muscle car. The flat-8 shrieks to its successful cars like the 910, 907, 908
906/8 of Jochen Rindt and Nino 9000rpm redline, reminding you that and finally the absolute sportscar
Vaccarella qualified 3rd for the 1966 its F1 derived and not some legend, the mighty 917.
overweight American lump! In fact,
1000km Nurburgring race, the car
the low weight of the engine meant Car Trap Speed mph/kph
raced no higher than 8th and retired
just past the mark with no brakes. handling of the car is hardly affected. 906 164/264
The 906/8 has better power In many respects, the 906/8 was the 906E 166/267
than the other 906 cars, but its pinnacle of the 906 series. If for no 906LH 170/274
other reason, you need to drive it to 906/8 174/280
certainly not a muscle car. At the
hear the ripping flat-8. At the Glen,
Glen, the 906/8 was a better match
the 906/8 is a better match for the

The 906/8 prototype had big potential... ...but the engine was difficult to tune.

Power&Glory brochures are created by the GTLWorkshop mod team | ask@flyingpig.info | www.gtlw.co.uk
The Porsche 906
The Porsche 906 or
Carrera 6, the last street-
legal racing car from

Accurately recreated
from the GTL Workshop
in the
Power&Glory v2.0 mod.

You wont fine such painstaking attention to detail, in any other mod.

Check our website and official forums over at http://srmz.net/index.php?showforum=141 for more
driving tips, setups and time attack competitions.

Y ou ca n ge IL E LM O R E
t in co nt ac
pe lm or e (a t w it h Ph il
t) ve ri zo n. at
ne t
M an ua l cr
ea te d by G
TL WORK March 2009 Issue No. One

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