Do you think the GT programme carries the same weight as LMP1 when it comes to communication and media impact?

“We have separate strategies. LMP is the perfect showcase in which to show off a manufacturer’s technological capabilities, it’s the pinnacle of technology. And that’s why Porsche is so heavily involved in LMP1, to demonstrate that performance and energy efficiency can be achieved simultaneously. GT is the heart of our brand: we have an icon in the Porsche 911, which has been racing for 69 years now. The very first competition version won its first race four weeks after it was built and we’ve been involved in GT racing ever since then. So that’s why we have two programmes, LMP and GT, plus a third with our customer squads. That’s also fundamental to us. The first car to win a race was owned by Porsche but was raced by a relative of Mr Porsche, so it the founding stone of our customer programme!”

Some observers feel that GTE is evolving in the same way as GT1. What do you think?

“I think that GT1 was dangerous because it was an attempt to put prototype technology in a road car, or at least a car that looked like a road car. Then you overstretch because you have the homologation basis but not the freedom of technology. Then the guys show up with their homologation cars and that’s where it all blows up. With a prototype, you can take a clean sheet of paper and attract manufacturers who don’t have a sportscar in their programme so they can show the capabilities of their company. But there is always a risk in GT racing.

In GTE, there’s a good mindset and a high level of performance, but things are not too fancy. There are no over-the-top aerodynamics, not too much freedom. It gives all the competitors a playing field yet stay within the regulations. If you look at the cars, they look like the cars we can see on our roads – they are instantly recognisable. That wasn’t the case in the GT1 days.”

It is almost time for the 24 Hours of Le Mans. How do you think the race will pan out in LMGTE Pro?

"It will be a close-run thing. All the teams are performing at a high level, which is a good thing. No one knows who is going to win!”

What are your Le Mans rivals’ strengths and weaknesses?

“At Porsche, because our engine was in the rear overhang, we weren’t able to benefit from the freedom offered by the regulations. So we’ve moved the engine this year, placing it in the centre of the new car we have built. It’s much better and we’ve closed the gap on our rivals. Everything is new: the programme, the car and the team. We’re still on a learning curve. Ford, with its carbon-fibre chassis, has a very well-designed car backed by a professional team. They’ve certainly the strongest package on the grid. Ferrari has its mid-engine V8. The car has been very competitive from the outset. I think that Ferrari is like us – closer to the GT spirit. They also have a significant customer racing department. Aston Martin’s concept is different but they have a long history in GT. At Le Mans, they draw a large British crowd and it’s always emotional to see your fans in the grandstands opposite the pitlane. Finally, there’s Corvette and its massic Chevrolet V8, the classic American car. They too have always been competitive at Le Mans and, as a team, I have to say that they’ve got a great attitude. Whatever happens, the Corvette guys smile and try their best. They have a fantastic relationship with the other teams in the paddock.”

How is it going with sales of the new Porsche 911 RSR to private teams?

“We are gearing up to sell cars to customers, but now waiting for the go-ahead from the management committee. I hope we’ll be able to announce more at Le Mans. We’ve been selling the RSR since 1964 and I think that we will continue to do so.” 

Photo (Pascal Saivet / VSA): Frank-Steffen Walliser at the 2017 6 Hours of Spa-Francorchamps WEC.