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A GTL Workshop production

POWER & GLORY
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March 2009 Issue No. One www.gtlw.co.uk
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The Porsche 906,
was Porsche’s

The Porsche 906 response to the
success of the light,
agile Ferrari V6
Dino.

THE VARIATIONS

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 Porsche’s 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

THE LONGTAIL
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 WITH A FLAT 8
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

. These to extensive use of magnesium and nose variations can be seen in conjunction aluminum alloys. creating covered in greater detail in its own section. Porsche’s response to the success of the only by Porsche. THE PORSCHE 906 & 906/E After the construction of the initial fifty The Porsche 906 was designed as a 906 for homologation.” in the rear was covered in Plexiglas to cheat 906 Langheck was the most obvious aero the wind. with and without dive planes. it was performance. control. 220 HP and 155 ft-lbs torque. easier to tune and maintain. Power&Glory brochures are created by the GTLWorkshop mod team | ask@flyingpig. 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.POWER & GLORY ! PAGE 2 1967 906E and a 906: note the revised nose and lack of dive planes on the front of this particular 906E Details. which included short and long 911 flat-6. details. Another innovation for and sheer lbs torque. 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. Because of the construction methodology. steel framed Porsche 904s. agile Ferrari V6 Dino winning over injected 2-liter engine for better throttle equally matched the heavier. the 906 was equally matched with the Dino. and is covered in detail in its own The engine of the 906 was very section. and used a Bosch fuel. The Porsche. Less obvious were the nose similar in overall design to the air-cooled variations. Power is but the reliability the 906 was approximately 250lbs (113kg) virtually unchanged at 225 HP and 155ft- lighter than the 904. 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.gtlw. Sixty-five Porsche 906 with all the different 906 engine variants.. Porsche began street-legal tubular space framed fiberglass producing a series of variants to improve racecar. The carbureted 2-liter engines produced configuration of the car you have selected. and because the Bosch was a bit with the Dino. Even the engine of aerodynamic variants for the 906. but the reliability and sheer number of 906 often resulted in victory for Porsche.co. On the track. variant.info | www. but was substantially lighter due noses. Also called the Carrera 6. A were built in 1966.uk . the 906 was light. The 906E model was raced “On the track.

again with my setup. 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. uneven pavement and camber changes test Laptime is gained by eliminating any both the driver and the car’s suspension. at least relative to some of the a hint of apex understeer that was costing GT40. I spent a fair amount of The adjustability of the 906’s time pondering what I needed to adjust. The 906 is also easy corner. A great track. Light. Against default P&G setup is accurate to the monster-motor cars. which cost me a little laptime. Cobra 427. configuration does make a difference. The base 906 in P&G is a dream to the nose of the 906) drive. 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.” me ~0. I looked back at the eliminating any showroom and saw the white car had dive unnecessary about average for a 1966 car.POWER & GLORY! PAGE 3 Driving the 906. Most drivers will probably find the in the selection of your car because the aero front and rear camber needs adjustment. allowing mid-corner corrections. car details (especially behavior.3sec/lap.. precise line. The 906 is a low HP momentum car setups. agile. this car has a longer nose. You will not forget the engine is cooling. Porsche factory setup. My primary test track for the 906s is relative to its competitors in P&G like the Watkins Glen. and Cobra 427. unnecessary steering/tire scrub and My initial impression of the 906 was executing a precise good.info | www. which is necessary given you must when I remembered I’d 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 906’s brakes are “white” one.gtlw. the base 906 a dream to drive. the focus is on driving. 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. A few days later I was practicing Corvette L88. the 906 offers a ton of setup options to tune the cars handling to the drivers preference. and tire-shredding big-block cars. The line. but now I was getting on the tires. reliable. with very You do need to pay attention to high cornering speeds and near neutral The “office” is minimalist. DETAILS. This is true for all the P&G cars. A couple of wrench turns later and I found DETAILS. This forced me to shift at differently and require slightly different executing a ~8000rpm. but the effect is far less car has a different HP curve. and this behind you in a 906. To my mind this As an example.” Power&Glory brochures are created by the GTLWorkshop mod team | ask@flyingpig. HP momentum than the 911 or even 914. and the Corvette L88.uk . but way too much understeer. and I think Porsche you will have to didn’t 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. gearbox does allow you to tune the gears for the track. but to point out the different 906 varients can drive scrub and 95F (35C).co.. GT40.

VLM Le Mans layout I was using. The track in 1966 was basically even higher top speeds down the nearly everywhere. Le Mans. using laptime over the 906. bunch! consumption. The long tail gives around 10km/h more top speed. 906LH (LangHeck/LongTail) A LONG TAIL VARIATION FOR THE 1966 “CHICANELESS” LE MANS 906LH (LANGHECK / LONGTAIL) DRIVING THE LONGTAIL One thing that Aristotelis For the 1966 Le Mans. On low-speed straight from the Maison Blanche 3. Raising becomes critical. Porsche While the top speed is definitely reminded me was the Le Mans layout created the 906 Langheck (Longtail).. With a under shield was fitted. regardless the fact that the 906. while on high-speed corners The Ford Chicane was added to the fuel-injected 2-liter engine. aero efficiency practice sessions showed the car was never found a perfect one. A side benefit of and setting the braking bias towards money. using less the Longtail in 1966 to decrease after some experimentation Porsche negative camber at the front.info | www. and the front height a bit.. The initial a good setup for the Longtail.. the nose the Longtail was getting aero-lift. Porsche went with very unstable due to rear-end lift. For my satisfactory balance. 906/8’s flat-8 was not considered spoilers on the tail produced lowering the rear rebound damping reliable enough for the 24. improved over the 906.. and because the found the addition of two small more front rebound damping. In addition corners you could feel the weight of past start-finish to the Dunlop Curve.while the rear wings limit aero lift Power&Glory brochures are created by the GTLWorkshop mod team | ask@flyingpig. 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. and I straighter track.uk . but the handling and less chance of a spin. I was always aware of how long drivers must have been a gutsy engine had slightly worse fuel and heavy the tail was.gtlw. by ~12% over the standard cost was the graceful cornering of the Those 1966 Le Mans Porsche factory 906. to the obviously long tail and a Bosch the tail.co. I track in 1968. well. the Longtail in 1966 had fewer corners than the The idea was to further improve the makes this car more than a handful. aerodynamics of the car to enable The rear tries to come around. . I’d 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).POWER & GLORY! PAGE 4 The 1966 LeMans works cars.6mi Mulsanne straight.

2-liter Grand Prix for 24 hours! Although the 906/8 was very engine producing 250 HP and 182ft. Of course. 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. 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. For example. the 906/8 was the 906E 166/267 than the other 906 cars. 1000km Nurburgring race. Porsche considered racing DRIVING THE 906/8 PROTOTYPE test prototype. but decided the In my testing. releasing highly expected.but the engine was difficult to tune. handling of the car is hardly affected. the car the low weight of the engine meant Car Trap Speed mph/kph raced no higher than 8th and retired just past the ¾ mark with no brakes.info | www. lightweight flat-8 2. other 906 cars. If for no 906LH 170/274 other reason.. Glen. While GT40s than the 906. It’s not a muscle car. but it’s pinnacle of the 906 series. At the hear the ripping flat-8. The 906/8 used a the car. POWER & GLORY! PAGE 5 More muscle.uk . at tracks like Targa Florio and the did not have any engine trouble with you must keep the revs high in the Nurburgring. successful. the 906/8 was a better match the 906/8 is a better match for the The 906/8 prototype had big potential. 906 164/264 The 906/8 has better power In many respects. The 906/8 (8 cylinder over 2 liter engine) A TIMID ATTACK TO THE OVER 2 LITER PROTOTYPE CLASS The 906/8 was an attempt by for the GT40s than the 906. the 906/8 has the potential of the team. As a matter engine’s reliability was insufficient.. for Porsche it was only a lbs torque. 908 906/8 of Jochen Rindt and Nino 9000rpm redline.. The flat-8 shrieks to its successful cars like the 910.. Just like in the 906. Power&Glory brochures are created by the GTLWorkshop mod team | ask@flyingpig. the mighty 917. especially Mans due to reliability concerns. At the Glen. overweight American lump! In fact. reminding you that and finally the absolute sportscar Vaccarella qualified 3rd for the 1966 it’s F1 derived and not some legend. while the muscle car. A way to understand the 906/8 in 1966. 907. you need to drive it to 906/8 174/280 certainly not a muscle car.gtlw. significantly better power than the of fact. in the following years. I on the straights. .co. I did not run one 906/8.

setups and time attack competitions. Check our website and official forums over at http://srmz.The Porsche 906 The Porsche 906 or Carrera 6. in any other mod.net/index. at ne t M an ua l cr ea te d by G TL WORK March 2009 Issue No.0 mod. Accurately recreated from the GTL Workshop in the Power&Glory v2. You won’t fine such painstaking attention to detail. the last street- legal racing car from Porsche. One SH O P .php?showforum=141 for more driving tips. W R IT T E N POWER & GLORY BY: PH 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.