Motor

Porsche 959 facing a severe long-distance rally | Engine, body structure?

This articlePorsche 959, legendary in Paris-Dakar │ journey to development]Is continued.

The bot intended to build a four-wheel drive coupe with a new engine with excellent performance. The car had not yet been given a codename at this point, but will be 959 later. In his head, a 2.8-litre, horizontally opposed six-cylinder engine with a four-valve water-cooled cylinder head per cylinder was already depicted. It was sufficient to introduce the common water cooling method used in 944 and 928 for the multi-valve.

The engine had already been decided to have titanium connecting rods, two OHCs per cylinder bank, and two sequential turbochargers. According to the FIA's regulation that all cars with superchargers must calculate the displacement by multiplying by a supercharging factor of 1.4, this car is treated as a 4-liter engine, You could choose your favorite output from 400bhp to 500bhp, depending on whether you use or competition use.

In addition to the engine, an interesting design plan was that the PDK transmission mounted on the front differential and rear [strictly mid] was rigidly connected by a torque tube. The PDK was very similar to the one developed in the Group C Car 962. The car was undoubtedly the culmination of new technology, as well as a suspension with self-leveling and height adjustment and a variable damper system adjustable from the cockpit. The latter is still being developed and has been passed down to today's one-button sports and comfort vehicles.

The bot anticipated that the minimum weight requirement required by the FIA's Group B regulations would not exceed 1100 kg, and proceeded with development to the limit allowed by regulation. Needless to say, it's a all-wheel drive system, an elaborate suspension, and a complex twin-turbo engine. Attempting to load them all will never be a light car. Therefore, in order to keep the vehicle weight as low as possible, all parts where the body can be used are made of aluminum or composite material.

An integral part of talking about the system is a clutch control system called PSK [Porsche Steuer Kupplung]. Drive to the front wheels is transmitted from the front end of the rear transaxle to the front differential unit via a small diameter shaft passing through the torque tube, and inside this is the PSK unit. PSK, in other words, is a multi-plate clutch system that changes the front and rear torque distribution according to road conditions and driver preferences. The previous system was noisy, but the operating noise was mild. PSK analyzes four parameters: throttle position, lateral G force, turbo boost pressure, and steering angle to determine the optimal torque distribution.

PSK was a revolutionary system at the time, automatically selecting the following four different settings depending on the situation. Normally, the front 40: rear 60 torque distribution, when the driver increased the acceleration, the rear distribution was increased to 80%, and when the road surface became bad due to heavy rain etc., it changed to 50:50. In the worst conditions, the front differential was completely locked and the spool was controlled.

Information from the speed sensor, throttle position sensor, and information from the management system that checks the turbo pressure for each of the four wheels are sent to the computer, and the computer receives information on both the road surface condition and driving style Based on this, the suspension and driveline settings have been optimized. By the mid-1980s, a system that was almost foolproof was already in place.

Finally to the rally … continue to the next time


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