This applies both to the prototypes' aerodynamics and the uncompromising lightweight construction of every element. It applies especially, however, to the ultra-modern energy recovery and drive systems – technologies that have great relevance to use in production models as well. The racing car is thus Porsche's fastest test laboratory.

The WEC's redefined technical rules gave the Porsche engineers a lot of freedom, which they have utilised with great creativity for extraordinary solutions. The amount of fuel available per lap serves as the primary limiting factor for the performance of the works cars in the LMP1-H category. In addition, at least one hybrid system is mandatory. The rule-makers, however, have allowed free choice of system type and of the method of storing the recuperated energy. The engine design and displacement are also not prescribed.

Porsche chose an unusual route and opted for two different recuperation systems for the 919 Hybrid. The first works relatively conventionally and is already being used in similar form in the Porsche 918 Spyder: during phases of braking, a generator linked to the front axle converts kinetic energy into electrical power. The second is even more progressive and is unmatched even in the starting field of the sports car world championship, as it uses the thermodynamic energy of the discharged exhaust gas. An additional turbine generator unit takes on here the task of the so-called waste gate, a control valve that protects turbo systems from overloading by letting pressure peaks escape into the air. This previously lost exhaust gas energy is used by the unit (called a MGU-H: motor generator unit - heat) to generate electricity. That makes the Porsche 919 Hybrid the only racing car in the LMP1-H class that recovers excess energy not only when braking, but when going at full throttle as well.

Using the converted kinetic and thermal energy, both systems feed liquid-cooled lithium-ion batteries – an in-house development, where Porsche is again going its own way. The ultra-modern storage media are based on partner A123 Systems' cell technology and combine relatively large storage capacity with very high power density. In the view of Alexander Hitzinger, LMP1 Technical Director, they thus offer the best compromise between rapid power input and output. During phases of acceleration they direct their energy to the front generator, which then acts like a single electric motor and drives both front wheels via a differential. In this way the Porsche 919 Hybrid has a form of temporary all-wheel drive, as the internal combustion engine's power reaches solely the rear axle.

The amount of electrical energy that is allowed to be recuperated per lap and reused for boosting is restricted for the LMP1-H racing cars. The rules provide for four classes between 2 and 8 megajoules (MJ). The Porsche 919 Hybrid lines up in the 6-megajoule category, a level not being exceeded by anyone this season in the WEC. Translated to the Le Mans' 13.629-kilometre 'Circuit des 24 heures', this means: the prototype is allowed to use exactly 1.67 kilowatt hours (kWh) per lap, the equivalent of 6 MJ (1 MJ = 0.28 kWh). Looked at over a race distance of 360 laps, the new 919 Hybrid uses 601.2 kilowatt hours. With that much electric power a 60-watt light bulb would shine for over 10,000 hours. Or in other words: with the energy that Porsche's LMP1 hybrid recuperates during one Le Mans race, today's most efficient compact electric car, the Volkswagen e-Golf, could travel 4,733 kilometres. That's roughly equivalent to the distance from New York to Los Angeles.

Porsche opted for an unusual concept in the choice of internal combustion engine as well. As a pioneer of the downsizing philosophy, the four-cylinder engine combines a relatively small cubic capacity (just 2 litres) with mono-turbocharging, four-valve technology and petrol direct injection. Thanks to its V-configuration, it provides the ideal intersection between low weight and compact size, plus structural rigidity, high power output and thermodynamic benefits. The permitted fuel consumption is linked by the rules directly to the amount of electrical energy that the driver uses for boosting per lap. In the 6-MJ class it is just 4.79 litres at Le Mans for the Porsche 919 Hybrid's petrol engine with an output of 500+ hp. Despite equal levels of driving performance, the use of energy has thus gone down by a good 30 percent compared to last year.