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What's under the hood of the 9X8?
To answer this question, Peugeot Magazine met with Olivier Jansonnie. The Technical Director of Peugeot Sport shares his knowledge of the car's technical specifications, the required driving style, and the integration of drivers into the car's development!
PEUGEOT Magazine: Can you give us an overview of the WEC regulations?
Olivier Jansonnie: The WEC (World Endurance Championship) Hypercar regulations aim to limit costs while allowing room for innovation. They regulate performance through a Balance of Performance (BoP) system, set a weight (minimum 1,030 kg) and power (maximum 500 kW) range, and allow for the use of hybrid systems. The goal is to have technologically advanced cars that are competitive with each other.
PM: How do the various Hypercars on the grid differ technically from each other?
OJ: Despite a common regulatory framework, each manufacturer interprets the rules differently. Some opt for hybrid all-wheel drive (like us), while others stick with rear-wheel drive. Engine architectures vary: V6, V8, V10, turbocharged, or naturally aspirated, depending on each manufacturer's technological choices and experience. Aerodynamics is also a major area of innovation.
PM: How long did it take to develop the 9X8, and how many people are working on the project?
OJ: Development of the 9X8 began in 2020, with a first presentation in 2021. It took more than two years of intensive development before its racing debut. Today, more than 150 people are working on the project, including engineering, production, race strategy, and, of course, the drivers.
What's under the hood of the 9X8?
To answer this question, Peugeot Magazine met with Olivier Jansonnie. The Technical Director of Peugeot Sport shares his knowledge of the car's technical specifications, the required driving style, and the integration of drivers into the car's development!
PEUGEOT Magazine: Can you give us an overview of the WEC regulations?
Olivier Jansonnie: The WEC (World Endurance Championship) Hypercar regulations aim to limit costs while allowing room for innovation. They regulate performance through a Balance of Performance (BoP) system, set a weight (minimum 1,030 kg) and power (maximum 500 kW) range, and allow for the use of hybrid systems. The goal is to have technologically advanced cars that are competitive with each other.
PM: How do the various Hypercars on the grid differ technically from each other?
OJ: Despite a common regulatory framework, each manufacturer interprets the rules differently. Some opt for hybrid all-wheel drive (like us), while others stick with rear-wheel drive. Engine architectures vary: V6, V8, V10, turbocharged, or naturally aspirated, depending on each manufacturer's technological choices and experience. Aerodynamics is also a major area of innovation.
PM: How long did it take to develop the 9X8, and how many people are working on the project?
OJ: Development of the 9X8 began in 2020, with a first presentation in 2021. It took more than two years of intensive development before its racing debut. Today, more than 150 people are working on the project, including engineering, production, race strategy, and, of course, the drivers.
PM: What's under the hood of the 9X8?
OJ: Under the rear hood, there's a 2.6-liter twin-turbo V6 engine developing 520 kW (706 hp), mated to a 7-speed sequential gearbox. Up front, a 200 kW electric motor completes the powertrain, powered by a high-voltage battery designed in partnership with TotalEnergies.
PM: What are the technical specifications and power-to-weight ratio of the 9X8?
OJ: The 9X8 weighs 1,030 kg, in accordance with regulations. The curb weight with driver is 1,140 kg. In terms of pure power, with its combined 520 kW, it has a power-to-weight ratio of approximately 1.6 kg/hp.
PM: How does the combustion engine/electric motor combination work in racing?
OJ: The combustion engine drives the rear wheels, whilst the electric motor takes over from the front axle at speeds above 190 km/h. This allows for temporary all-wheel drive, ideal for acceleration phases and low-grip conditions, while still respecting the total power limit.
PM: Do the technical choices made have an impact on the car's driving style?
OJ: Yes, the all-wheel drive and weight distribution impose a specific driving style. Drivers must manage different load transfers and anticipate the electric motor's intervention. This requires great finesse in approaching corners and constant adaptation.
PM: How are drivers integrated into the car development process?
OJ: Drivers are at the heart of development. From the first simulations to track tests, their feedback is essential. They actively participate in technical choices, cockpit ergonomics, and chassis settings, and they work closely with the engineers to advance the car.
PM: What's under the hood of the 9X8?
OJ: Under the rear hood, there's a 2.6-liter twin-turbo V6 engine developing 520 kW (706 hp), mated to a 7-speed sequential gearbox. Up front, a 200 kW electric motor completes the powertrain, powered by a high-voltage battery designed in partnership with TotalEnergies.
PM: What are the technical specifications and power-to-weight ratio of the 9X8?
OJ: The 9X8 weighs 1,030 kg, in accordance with regulations. The curb weight with driver is 1,140 kg. In terms of pure power, with its combined 520 kW, it has a power-to-weight ratio of approximately 1.6 kg/hp.
PM: How does the combustion engine/electric motor combination work in racing?
OJ: The combustion engine drives the rear wheels, whilst the electric motor takes over from the front axle at speeds above 190 km/h. This allows for temporary all-wheel drive, ideal for acceleration phases and low-grip conditions, while still respecting the total power limit.
PM: Do the technical choices made have an impact on the car's driving style?
OJ: Yes, the all-wheel drive and weight distribution impose a specific driving style. Drivers must manage different load transfers and anticipate the electric motor's intervention. This requires great finesse in approaching corners and constant adaptation.
PM: How are drivers integrated into the car development process?
OJ: Drivers are at the heart of development. From the first simulations to track tests, their feedback is essential. They actively participate in technical choices, cockpit ergonomics, and chassis settings, and they work closely with the engineers to advance the car.
PM: What makes you most proud when you're on the starting grid?
OJ: Seeing the 9X8 lined up among the best Hypercars in the world is the culmination of an immense collective effort. It's a source of technical, human, and emotional pride. The sound of the engine, the livery... All of this symbolises our vision of performance.
PM: When you arrive at a race weekend, does the car arrive complete or is it assembled on site?
OJ: The car is partially assembled in the workshop, then disassembled for transport. At the track, the team reassembles certain components (front/rear axle, bodywork) and conducts technical checks. It's a well-established procedure that optimizes logistics and the start-up process.
PM: How many 9X8s exist today?
OJ: There are currently two main chassis used in competition, plus development and spare chassis, for a total of nearly 15 chassis. This allows for testing, maintenance, and racing to be spread out without interrupting technical preparation.
PM: What makes you most proud when you're on the starting grid?
OJ: Seeing the 9X8 lined up among the best Hypercars in the world is the culmination of an immense collective effort. It's a source of technical, human, and emotional pride. The sound of the engine, the livery... All of this symbolises our vision of performance.
PM: When you arrive at a race weekend, does the car arrive complete or is it assembled on site?
OJ: The car is partially assembled in the workshop, then disassembled for transport. At the track, the team reassembles certain components (front/rear axle, bodywork) and conducts technical checks. It's a well-established procedure that optimizes logistics and the start-up process.
PM: How many 9X8s exist today?
OJ: There are currently two main chassis used in competition, plus development and spare chassis, for a total of nearly 15 chassis. This allows for testing, maintenance, and racing to be spread out without interrupting technical preparation.
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Expérience de conduite