Given its unrivaled success in sports car racing, it’s no surprise that Porsche was the first manufacturer to commit to the new prototype regulations. Before Acura, BMW or Cadillac unveiled their entries, Porsche had already hit the track with the 963 in 2022 – a year ahead of its competitors.
The 963 GTP made its real-world debut at the 2023 Rolex 24 at Daytona, the season opener for the IMSA SportsCar Championship. Since then, the car has scored impressive results in IMSA and WEC, including the IMSA Michelin Endurance Cup in 2024, WEC driver championships in 2024, and many individual race wins.
This car first appeared in sim racing at the end of 2023 after the season 4 update in iRacing. After that, the 963 GTP was included in Le Mans Ultimate and adapted to WEC regulations.
Car Specifications & Key Features
Before talking about the car, we need to establish some technical foundations. In the WEC, the top class is called Hypercar. In IMSA, it’s called GTP (Grand Touring Prototype). Within both categories, two types of cars are allowed:
- LMDh (Le Mans Daytona Hybrid). Spec chassis, standardised hybrid systems, rear-wheel drive. Porsche 963, BMW M Hybrid V8 and Cadillac V-Series are LMDh cars
- LMH (Le Mans Hypercar). Fully bespoke prototypes, more freedom in design, front-axle hybrid deployment. Ferrari 499P, Toyota GR010 and Peugeot 9X8 are LMH cars
Despite these differences, both must adhere to the same performance targets. The main target is a combined maximum output of 500 kW (670 hp). However, cars have a different balance between the internal combustion engine (ICE) and the hybrid energy recovery system (ERS) power outputs.
LMDh:
- ICE: 470 kW (~630 hp)
- ERS: 50 kW (~67 hp). Launch from pits on electric power
- Total: 520 kW, capped to 500 kW
- Deployment: Constant, via rear axle
LMH:
- ICE: 500 kW (~670 hp)
- ERS: Up to 200 kW (~268 hp). The hybrid power fills gaps in the power curve rather than adding peak power.
- Total: Over 900 hp (uncapped), but capped by regulations to 670 hp.
- Deployment: Front axle only, and only above 190 km/h
So LMH cars effectively become AWD at high speed, while LMDh remain RWD. Energy deployment speeds can be adjusted via Balance of Performance (BoP).
The Porsche 963 is the LMDh car, so you don’t need to deal with complex hybrid systems affecting balance on LMH cars at high speed.
At the core of the Porsche 963 lies a 4.6-litre twin-turbocharged V8 engine, derived from Porsche’s MR6 unit developed in 2005 for the RS Spyder LMP2 car. A naturally aspirated 3.4-litre V8 engine initially produced around 480 horsepower. Nearly a decade later, the same engine has been pulled off the shelf and turbocharged for use in the LMDh platform. It now delivers 610 horsepower and adheres to the BoP requirements set by IMSA.
Porsche’s naturally aspirated engine already approached the regulated power targets. The modestly turbocharged engine maintains high efficiency while requiring minimal boost. This approach increases adaptability to BoP adjustments because adapting to these changes is as simple as tweaking boost pressure. Naturally aspirated competitors have no such luxury.
Although LMDh regulations are tighter than LMH, Porsche’s aero design diverges sharply from Acura, BMW and Cadillac. Those cars mount their headlights high and vertical within tall front fenders, whereas Porsche adopts a horizontal headlight layout integrated low into the nose. This enables a sleeker, more aerodynamically efficient front end.
Handling & Performance on Track
Unlike many Porsche models known for their rear-heavy, oversteer-prone behaviour, the 963 feels balanced, planted and predictable. While you can still induce oversteer if you’re overly aggressive on corner exit, the car behaves neutrally and gives confidence at low and high speeds.
Mechanical grip is good in slower and medium-speed corners. Once you’re at high speed, the aero kicks in and you can commit to fast corners, such as the final sector at Spa.
Another impressive aspect is how well this car handles curbs. You can be aggressive over the curbs without unsettling the car. That gives you more freedom when attacking corners, particularly in tight, technical sections.
To extract maximum pace over long stints, we need to make another technical detour and discuss virtual energy, battery regen and electric motor maps.
Virtual energy in Le Mans Ultimate is not a physical substance like fuel or battery power. Virtual energy is a BoP tool used in real-world endurance racing. Here’s what you need to know:
- Each car is given a limited energy allowance per stint
- Torque sensors measure the energy used, regardless of whether it comes from the ICE or ERS
- Once the virtual tank is empty, the car must pit, even if there’s still fuel and battery left
- Failing to pit in time results in a 100-second stop-and-go penalty, with 100 seconds added for every subsequent offense
- It’s a critical system in endurance strategy, and essential for realism in a sim
The blue horizontal bar on the bottom right of the HUD represents the remaining virtual energy. It depletes as you drive, and a full bar typically lasts 40 to 50 minutes, depending on the circuit. You can refill virtual energy during a pit stop.
Virtual energy and ERS battery are not the same. Battery usage is shown by the battery icon and bar on your HUD:
- When you accelerate, the battery depletes
- When you brake, the battery recharges via regenerative braking
If your battery hits 100%, it stops charging, meaning you lose the extra braking force. This can result in brake bias feeling wrong and the car snapping or spinning during corner entry. If the battery hits 0%, you lose ERS power. You can’t charge the battery in the pits.
There are two settings you can adjust to manage your battery. Both can be adjusted through button bindings or the MFD in-game:
- Regen level. This controls battery regeneration under braking. Set this to maximum during a race for optimal braking and recharge
- Motor map. This controls how quickly your battery drains under throttle. Adjust the motor map to keep the battery around 60-70% in race conditions
Best Tracks for Porsche 963 in Le Mans Ultimate
All LMDh cars are struggling for pace as of April 2025 BoP in Le Mans Ultimate. Future BoP adjustments will likely change the situation, but for now, Ferrari 499P, Toyota GR010 and Peugeot 9X8 2024 are considered the fastest cars in the class.
In real motorsport, the 963 excels at circuits that emphasise aerodynamic efficiency and stable balance, such as Spa-Francorchamps and Sebring. Hertz Team Jota’s Porsche 963 took a historic overall win at Spa in 2024, the first for a privateer in the Hypercar era.
The 963 also has a solid pace at Sebring due to the composure over bumps. Porsche Penske Motorsport achieved a dominant 1-2 finish on this track in the 2025 IMSA Championship and finished third one year earlier.
In addition to these tracks, the 963 scored wins and podium finishes in practically every circuit on the WEC calendar, including Monza, Fuji, Portimao and Bahrain.
Setup Recommendations for Optimal Performance
The Porsche 963 is a capable car with the default setup, but it can be unstable at high speeds. If you need more stability at the rear, try a few changes to the suspension and differential settings:
- Lowering the rear ride height while increasing spring rates helps stability
- A stiffer front anti-roll bar helps with turn-in for high-speed corners
- Rear packers can help with rear-end stability
- More toe-in at the rear supports stability on corner exits
- A more closed front differential can help with rotation
In addition, just bolt on our professionally curated LMU Setups for the Porsche that have been developed in line with the team at Studio 397 as the official setup partner.
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How It Compares to Other Cars in the Class
Le Mans Ultimate includes 12 hypercars. Compared to them, the Porsche 963 is one of the most well-rounded LMDh cars. It’s neutral, accessible and strong across most circuits. While a touch twitchy at high speed, it’s ideal for drivers who want a reliable and versatile car out of the box.
The key alternative among LMH cars is the Toyota GR010. With a 3.5L twin-turbo V6, it’s as planted and predictable as the 963. It offers a safer drive, particularly in low-speed corners, and the most well-rounded LMH in the sim.
Another fast LMH option is the Ferrari 499P. A turbocharged 3.0L V6 offers sharp performance with a unique feel. The Ferrari is quick and generally straightforward to set up, but it can be twitchy on throttle, especially in medium- and low-speed corners.
The LMDh class also includes a few worthy alternatives to the Porsche 963. Going from the easiest to the most difficult to drive, these are:
- BMW M Hybrid V8 is very neutral, stable over bumps and forgiving. An ideal hypercar for those looking for predictability and consistency across all tracks
- Cadillac V-Series with a 5.5L naturally aspirated V8, the Cadillac delivers brutal power but demands a lot in return. It’s hard to set up, and the car will spin easily with a suboptimal setup. However, once dialled in, it can be blisteringly fast
- Lamborghini SC63 is extremely sensitive to bumps and elevation changes. Demands hours of setup work. But when it’s right, it’s potentially the fastest LMDh in the sim
Final Verdict: Is the Porsche 963 the Right Choice for You?
If you want simplicity and predictability, go with the BMW, Porsche or Toyota. If you’re here for the thrill, the Ferrari, Lamborghini or Cadillac will keep you on your toes.
| Pros | Cons |
| One of the most well-rounded LMDh cars | Struggles for pace compared to LMH cars as of April 2025 BoP |
| Neutral and accessible balance out of the box | Twitchy in high-speed corners |
Wrapping Up
Despite LMDh’s tight regulatory constraints, Porsche has crafted a unique and technically sophisticated prototype. From its evolutionary engine architecture to its refined aerodynamics and packaging, the 963 stands apart as a model of engineering efficiency.
Looking for more Le Mans Ultimate car reviews? Check out our LMGT3 reviews to find the perfect GT3 racing machine for your driving style!
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