![]() ![]() Maximum RPM was 7,000 but drivers generally kept to 6,500 during races. ![]() There were no special qualifying engines and on 2.2 bar of boost it was said to be rated at "almost 800 hp (811 PS 597 kW)". It was a semi-stressed part of the chassis and ran a dry sump. It had been progressively lightened with the use of a new crankshaft, higher efficiency KKK turbochargers and a liner-less block. The early engines were again prepared by Swiss engine specialist, Heini Mader, though this is now known to have been a cover for Mercedes back door involvement with the project later on. The sprint circuit configuration had a L/D ratio of 4:1 while the low drag version was around 3:1. In its sprint configuration, it produced 2,222.1 kg (4,899 lb) of downforce at 320 km/h (200 mph) while generating 555.7 kg (1,225 lb) of drag. Aerodynamically, the car had two configurations: one for sprint circuits and a low drag version for the 5.8 kilometre Mulsanne Straight at Le Mans. The rear deck had been considerably re-profiled and the rear wing was now mounted solely on a central support. Commensurate with the repositioning of the radiators, the large NACA ducts were removed from the top of the door sills. ![]() ![]() Aerodynamic changes included the repositioning of the combination of oil/water radiator to the nose of the car, which allowed the use of a modified splitter plate. The rear suspension changed from vertically positioned spring/damper units arranged over the top of the gearbox to a horizontal layout aligned with the longitudinal axis of the car. The C9 was a development of Sauber's previous C8 design, retaining a monocoque that largely consisted of aluminium, although considerably stiffer and with numerous other improvements. The Sauber C9 (later named the Sauber Mercedes C9 or Mercedes-Benz C9) is a Group C prototype race car introduced in 1987 as a continuation of the partnership between Sauber as a constructor and Mercedes-Benz as an engine builder for the World Sportscar Championship. ![]()
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