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In 1978, the works team fields two 911 SC at the East African Safari Rally. The name of game is to survive 5,000 kilometres of the toughest tracks in sweltering heat and torrential rain. The conditions take their toll: of the 72 starters, 13 reach the finish line. Martini Racing Porsche System Engineering signs on two specialists to drive: Sweden’s Björn Waldegård (Start No. 5) and Kenyan Vic Preston Jnr (Start No. 14).
Three factory race cars were fitted with a flat eight-cylinder power plant derived from the 1962 804 F1 car, the 225 hp (168 kW) 1,962 cc (119.7 cu in) Type 771, which used 42 mm (1.7 in)-throat downdraft Weber carburetors.  The Type 771s, however, suffered a "disturbing habit" of making their flywheels explode. The 904/8 cars had a short and relatively unlucky racing career.
The third-generation 919 Hybrid (2016 MY) is powered by a turbocharged four-cylinder, two-litre petrol engine delivering almost 500 hp that drives the rear axle. The V4 engine, which is fully load-bearing, is turbocharged and features 4-valves per cylinder, DOHC, a Garrett turbocharger, direct fuel injection and an aluminium cylinder crankcase. In addition, the electric motor delivering more than 400 hp to the front axle. The latter is fed by two energy recovery systems.
The 1972 917/10 was similar in its design to the 908/03, but, of course, had the 12-cylinder engine instead of the 3-litre flat-8. The 917/10-72 was first seen at the Interserie Nürburgring race on April 3. It was the chassis 004 car of Leo Kinnunen and Keimola Racing Team AAW. Kinnunen scored 4th in the first race, but would win the championship by the end of the season. The second Interserie race was at Monza on May 1st and that race was won by chassis 917/10-002 and Willy Kauhsen.
The Porsche Mobil 1 Supercup features the Porsche 911 GT3 Cup, the world’s best-selling race car. For this season, it’s the new generation. 510 hp, optimised intake manifold, electronic gearshift and power steering, fully digital cockpit, larger rear wing, and a double-wishbone front axle. This is a meaningfully upgraded race car. The new 911 GT3 Cup is taking on a great legacy. And it has already proven itself!
For the 1969 racing season an absolutely new Porsche 917 with 4.5-litre 12-cylinder engine was created. Ferdinand Piëch relied on the skilfulness of Hans Mezger, who was responsible for the overall construction of the vehicle and its engine. The aim was to create the fastest racing car ever. Short and long tail versions were developed, called as the 917 K ("Kurz" = short in German) and the 917 LH ("Langheck" = long tail). The first car was assembled in December 1968.
Towards the end of the 1996 season, Porsche made revisions to the 911 GT1 in preparation for the 1997 season. The front end of the car was revised including new bodywork which featured headlamps that previewed the all-new generation of the (996) Porsche 911 which would be unveiled in 1997. It had the same engine as the previous version, but new aerodynamic elements allowed the 1997 version to be considerably faster than the 1996 version. At Le Mans the works cars led the race but did not last the full distance; a privately entered 1996 specification GT1 managed 5th overall and third in its class.
During the Geneva Motor Show, a Porsche 911 GT3 R with innovative hybrid drive is making its debut. The innovative hybrid technology featured in the car has been developed especially for racing, standing out significantly in its configuration and components from conventional hybrid systems. In this case, electrical front axle drive with two electric motors developing 60 kW each supplements the 480-bhp four-litre flat-six at the rear of the 911 GT3 R Hybrid. Instead of batteries, an electrical flywheel power generator delivers energy to the electric motors.
The final evolution of the 917 was created after Ferdinand Piëch had left the Porsche company in 1972. Two complete 917/30 Can-Am cars with 2500 mm (98.4") wheelbase were made for Roger Penske Enterprises racing team. They were chassis 917/30-002 and 003. The 001 car was not a real 917/30 and was raced in Europe at the Interserie. The Can-Am 917/30 had a 5.4-litre flat 12-cylinder twin-turbo engine which produced so much power that nobody really knew how much.
The “shark fins” on the tail gave the Porsche 917 KH 1971 greater directional stability and reduced wind resistance by 11 percent. In 1971 a veritable armada of six Porsche 917s started at Le Mans. The car with start number 22 was special. The white race car with the characteristic Martini stripes had the new “shark fins” on the tail that Porsche had first used in pretraining in April. This 917 was also the first Porsche with a magnesium tubular frame to be used in a race.
Image credit: Tim Scott / Fluid Images
To homologate the 1968 911 for competition purposes, Porsche began with the Spartan 911 T which were a full 54 kg (118 pounds) lighter than their 'S' siblings. Porsche offered clients the opportunity to buy a 911 T outfitted with competition equipment directly from the factory, and the resulting cars have become known as the 911 T/R. They were built in low quantities to a range of specifications depending on their intended competition purposes.
This car was officially called as the 911 GT2 RS Clubsport, but the name is rather misleading. The car was not built for the GT2 racing class which is long extinct and club sport has stood for Porsche club track days while this non-streel-legal car is a real racing car. Finally, the car was based on the 991 GT2 RS, which already had the Clubsport version. So, in order to understand what is what, we call it "991 GT2 RS Clubsport racing version". The 991 GT2 RS engine with 515 kW was powerful enough, so it was not tuned.
Based on the 911 GT3 RS production sports car, Porsche has designed a customer sport race car for GT3 series around the world: The 911 GT3 R. In developing the more than 368 kW (500 hp) racing nine-eleven, special attention was paid to lightweight design, better aerodynamic efficiency, reducing consumption, improved handling and optimised safety. The 911 GT3 R features the distinctive double-bubble roof, and the wheelbase which had been lengthened compared to the prior generation.
Jo Siffert was the first to take the 917 to Can-Am championship. The car he used in 1969, was the 917 PA Spyder. Although he participated in one Can-Am race in 1970 with a 917 K, that season he skipped. He was back from mid-season 1971 and now with the 917/10. Only two 917/10 were created in 1971. The chassis 001 was used for testing and the 002 by Siffert. He took part in six races out of ten, managed podium finishes three times and scored 4th in the season, like in 1969.
The Group 4 racer based on the 911 Turbo (930) was called 934 and the Group 5 Porsche was called 935. The first version of the 935 looked similar to the 911 Carrera RSR. The first customers for 935 were Martini Racing and Kremer Racing. The Martini car was a full factory development, while Kremer made its own enhancements already before the first race. By 1977, the 935 was sold as a customer car for these series to race against cars like the BMW CSL.
Following a development year with Penske Motorsports in ALMS, Porsche revealed the final version of their LMP2 contender for the 2007 season. Known as the 'EVO' model, it had a host of upgrades that made it suitable for customer-funded teams to successfully compete. This model dominated the P2 class at events like Le Mans and Sebring. It raced from 2007 till 2010 with strong results across the board.
The 1998 GT1 car was a totally rethink and vast upgrade versus the prior year car. 1998 Le Mans 24-hour race In the 1998 jubilee year, the Porsche team celebrated its 16th overall victory in Le Mans with a double win for the 911 GT1 98. On 6th/7th June, the winning car was driven by Laurent Aiello, Allan McNish and Stéphane Ortelli. It was almost 50 years to the day on which the first Porsche sports car saw the light of day.
2001 Porsche 911 GT3 RS Race Car (996) (2001 - 2004)
In the 2000 FIA GT Championship, the 996 GT3 R was the dominant racer in the new N-GT class and won every run. In the same year, the factory-supported Phoenix Racing won the 24-hour race at the Nürburgring. In 2001, the modified version, now called the 996 GT3 RS, was used. The vehicle was not only very successful in its class, it also achieved overall victories. Modelled on the 911 GT3 R, the GT3 RS race cars offered a number of technical improvements, which combine to ensure a racing car with optimal competitiveness. 50 racing cars were produced.
Successful VW Dealer and racer Walter Glöckler built several specials for the German Car Championship including this roadster. It was built with assistance from Porsche in Zuffenhausen and raced without its optional hardtop in the 1952 champion before being shipped overseas for SCCA racing. Weidenhausen created the body from aluminum with a nose that bore close resemblance to the 356 Porsche but had semi-skirted rear wheels and cutaway rear corners similar to Glockler-Porsche 1 and 2.
To a large extent, the 3.6-litre boxer engine is identical to the power unit used in the Porsche Mobil1 Supercup and the international Carrera Cup championships. Power output has increased by 20 horsepower to now 440 hp (324 kW) at 8,000 rpm. Maximum torque is up by ten Nm to 430 at 7,250 revs per minute. The power increase results from optimised engine electronics and a modified exhaust system. In contrast to the GT3 Cup, the body of the Cup S is not based on the road-going GT3 but on the GT3 RS.
GTP cars were produced in 1980, three of which were special LeMans race cars. The cars had the 2.0L turbocharged 924 engine with a huge front-mounted intercooler and increased boost to increase output to 320 HP and 285 lbs/ft of torque. The engine used Bosch mechanical fuel injection and with a weight of 2050 pounds had a top speed of 180 mph. It was third in the GTP class, with an 6th place finish overall, and another finished fifth in class and 12th overall.
The Porsche 956 was a Group C sports-prototype racing car designed by Norbert Singer and built by Porsche in 1982 for the FIA World Sportscar Championship. It was later upgraded to the 956B in 1984. In 1983, driven by Stefan Bellof, this car established a record that would stand for 35 years, lapping the famed 20.832 km (12.93 mi) Nürburgring Nordschleife in 6:11.13 during qualifying for the 1000 km Sports Car race.
Following the Pre-A prototypes and a run of quad-cams with the 1500cc engine, the 1600 Carrera GT was a performance 356 that used a larger version of the Porsche 550 Spyder's potent engine. As early as 1958, some Carreras were fitted with a larger engine known as the Type 692. The new unit featured a larger displacement which was better suited for the 1600cc class. Furthermore, it was improved considerably adopting plain bearings and new ignition system.
With the aerodynamic instability of the 917 in the 1969, two separate configurations were used in 1970. These were the short-tail Kurzheck version and the less common Langheck or long-tail. Most of the 917's accolades were achieved by the 917 Kurzheck, leaving the Langheck a less popular, but ultimately just as potent contender.
The 718 was a development of the successful Porsche 550A with improvements made to the body work and suspension. The car's full name is 718 RSK, where "RS" stands for RennSport (sports-racing) and the "K" reflects the shape of the car's revised torsion-bar suspension. It had a mid-engined layout and used the 142 horsepower (106 kW) 1.5-litre Type 547/3 quad-cam engine introduced in the 550A. There were several variations, including the RSK Mittellenker.
Like the 917 LH of 1969 and 1970, the 1971 version was also made for one race only - the 24 hours of Le Mans. The 917 LH-70 had already proved that the body was excellent for Le Mans, so the aerodynamical modifications for 1971 were mild. The front was modified and the rear wheels were covered. The 917 LH-70 that scored 2nd at the 1970 Le Mans 24H (chassis 917-043) was modified for the Le Mans 1971.
The 917 Kurzheck Coupé (917K) first appeared in 1970 and contributed more to the Porsche 917 story than any other variant. It was a high-down force version that featured a cut-off tail for increased downforce. This reduced the cars top speed, as much as 30 mph. Le Mans winner 1970, Interserie winner 1970 and Manufacturers' World Championship for Porsche in 1970.
The 996 GT3 Cup served as the basis for the 996 GT3 road car, featuring a 3.6 litre engine with 355 hp. For the 1999 season the engine output was increased to 365 hp. For the 2001 season the GT3 Cup received modified aerodynamics including an enlarged rear wing and improved cooling. For 2002, the GT3 Cup received several changes, adopting facelift 996.2 features such as Turbo-style headlights. The new body significantly improves aerodynamics and cooling. Engine output was increased to 380 hp. For 20003 onward, the power was hiked once again, with the engine now pumping out 385 bhp @ 7250 rpm and of torque 288 ft lbs @ 6500 rpm.
Porsche 924 Carrera GTR
The Carrera GTR was the ultimate 924 Street/Race Car in 1981. The GTR had larger flares, larger wheels and tires, improved brakes and a whopping 375 horsepower from the 2.0L turbocharged dry-sump engine. At $75,000, the GTR would have cost over $200,000 in today’s money, but what you got was a 180 mph screamer for the street, but in full race trim.
The 935/78 was the ultimate expression of the 911 factory race car before Porsche officially withdrew from motor sport. Raced under the Group 5 silhouette series, great liberties were taken with the design and the result was nicknamed ‘Moby Dick’ for its large size and huge overhangs. The 935/78 was built under Porsche's Chief Racing by Norbert Singer for high speeds at Le Mans. Due to the advanced shape of the car 227 mph or 366 km/h was possible.
Built so that the factory Rothmans Porsche Rally Team could hit the international stage, the SC RS used the Turbo’s body with fibreglass bumpers and aluminium doors. In Autumn 1983, Porsche presents the 911 SC/RS for motor racing. The engine originates from the 911 SC, with improved performance achieved by the mechanical ball fuel injection, increased compression, the cylinder heads from the 935 and forged pistons. Racing seats are fitted in place of the standard seats.
Porsche 718 RS 60
For the 1960 season the FIA made changes to the regulation regarding the windscreen and cockpit size. These rules changes together with a larger (1.6-litre) Type 547/3 engine, developing 160 horsepower (120 kW) and a new double wishbone rear suspension brought about the RS 60 model. The RS 60 brought Porsche victory at the 1960 12 Hours of Sebring with a car driven by Hans Herrmann and Olivier Gendebien. 1960 also saw Porsche win the Targa Florio with Hans Herrmann being joined on the winner podium by Jo Bonnier and Graham Hill. z
Because the traditional pre-test is cancelled in 1981, Porsche is forced to start at Le Mans without testing. None the less, the race ends successfully: Jacky Ickx and Derek Bell win almost an hour ahead of the second placed competitor – right in time for the 50th anniversary of Dr. Ing. h.c. F. Porsche AG, and 30 years after Porsche’s first start at Le Mans.
The Porsche LMP1-H (Le Mans Prototype Class 1, Hybrid) race car featured a hybrid system that consisted of a turbocharged 2.0V4 petrol engine at the rear axle and an electric motor at the front axle. The electric motor/generator unit (MGU) collected the energy from the front axle under braking and the AER exhaust energy recovery system operated on the exhaust gas - a separate turbocharger ran an alternator.
In 1984 Porsche offered a full works-specification car known as the 956B. This provided the New-Man Joest Racing team with a winning formula and they dominated the 1985 24 Hours of Le Mans with a resounding victory. One of the main differences between the customer 956 and the 956B was the Bosch Motronic engine management. This allowed more precise ignition and injection which in turn provided better economy and more power.
This was the fourth version of the 991 RSR - the first two came with the rear engine, then the first mid-engine version was launched (all 4.0-litre) and finally the mid-engined RSR 4.2 with the largest 911 engine ever made. The increase in the engine capacity is a question mark as on production models the capacities are decreased and turbochargers are used. The 991 RSR 4.2 didn't have anything in common with the production cars anymore. No change in terms of power-to-weight ratio.
The 993 Carrera RSR takes the 993 Carrera RS formula and makes it even more track-ready by adding a roll-cage and removing carpet, power windows, and a/c. There were just thirty Porsche 911 Cup 3.8 RSR (Type 993) race cars produced for the 1997 season. This model was the last of the breed of air-cooled, naturally-aspirated 911 race cars to come from the Weissach race department before the introduction of the Type 996 water-cooled cars. To find a 993 3.8 RSR that participated in some of the world’s toughest endurance races in period, and survived unscathed and unmolested, is quite rare.
Porsche 928 Pikes Peak Special
In 2007, 2008 and 2009 American racing driver Carl Fausett took his specially prepared and supercharged 1978 Porsche 928 to the Pikes Peak International Hill Climb and competed in the Open Division. Fausett placed third in the Open Division in both 2007 and again in 2009, where he was also the fastest 2WD car. At that time, much of the race course was gravel.
Around 20 Super 90 Coupes were ordered with the lightweight GT package for racing. They used aluminum panels, a lightweight interior and plexiglas windows to shed over 200 lbs off the standard production coupe. Inside the car came equipped with a roll bar, leather-strap window lifts and speedster seats. Aluminum exterior panels included the doors, hood, rear deck lid.
By 1969, Porsche develops the 917 Spyder with a view to competing in the extremely popular North American racing series, the Canadian American Challenge Cup (Can-Am). Three units featuring 4.5-litre twelve-cylinder naturally aspirated engines are constructed in Zuffenhausen, and Jo Siffert takes one to the US to compete in the Can-Am races, ultimately placing fourth overall. The car becomes known as the 917 PA Spyder, with “PA” standing for “Porsche + Audi” as they are the two sales organisations in the US at the time.
The Group 6 Porsche 936 was the successor to the 908/03 and the turbocharged 917. While the 917 had a 5.4-litre flat-12 biturbo engine, the 936 got a 2.1-litre flat-6 single turbo engine. The reason for the 2.1-litre displacement was to fit inside the 3-litre class (turbocharged cars had a coefficient of 1.4). Despite the small capacity, the engine developed more than five hundred horsepower. Imagine such power in a ~700 kg/1540 lb car!
Porsche 910
Porsche 910 was the evolution of the 906 with Ferdinand Piëch as its main driving force and Hans Mezger as the head engineer. It came before 907, 908 and 909. Compared to the 906, the 910 had 13" Formula 1 wheels with central locking (906 had 15" 5-bolt wheels), more rounded design everywhere and the roof panel was removable. Because of the targa roof, the cool-looking gullwing doors of the 906 had to be forgotten.
The pinnacle for hillclimb racing was the mid-1960s and perhaps the most extreme machine of the era was the Porsche 909 Bergspyder. It took weight saving to the extreme. The 909 Bergspyder did not win a major event. It ended up being an awesome laboratory of ideas (not all worked). The 909 Bergspyder was based on the 910, but Piëch had tasked his team of engineers, including the legendary Peter Falk, to remove weight on every component.
Porsche 906
Developed for endurance sports car racing, the 906 was a street-legal racing car that raced in the FIA's Group 4 class against cars like the Ferrari Dino 206 P. They often won their class behind the much larger prototypes such as the Ford GT40 Mk II and Ferrari 330 P3/4. Based off the same principles as the 904, the 906 used a boxed steel chassis with a fiberglass body that added rigidity to the design. The greatest success of the Porsche Carrera 6 "Standard" was undoubtedly the victory at the Targa Florio 1966.
Porsche 935/77 (1977)
The 935/77 was a result of relaxed rules and the car got a completely new suspension. The mirrors were incorporated into the front fenders and the rear window had a new angle. The 935/77 was visually very pleasing. While the 935/76 had a single turbocharger, the 2.85-litre engine of the 935/77 had two turbochargers. There was also a "baby" 935/77 built with a smaller 1.4-litre turbocharged engine to compete in the national German DRM series under 2 liter class.
Porsche 917/10 Turbo
The first turbo-Porsche, Can-Am winner 1972, Interserie winner 1972, 1973. The first ever publically seen turbocharged Porsche was the 917/10 Turbo with chassis number 917/10-011. It was entered for the June 11, 1972 Can-Am Mosport race. Mark Donohue was fastest in the qualification with it, but scored second in the 80 laps race after the 8.1-litre McLaren. The Porsche Turbo era had begun. Eight 917/10 were racing in 1972 in Can-Am and in Interserie.
Porsche 906 Ollon-Villars (Spyder)
A spider body was fitted, and its inaugural appearance was at the Swiss Ollon-Villars hillclimb where it was met with disappointing results that were clearly to-do with poor testing and rushed development. The Ferrari's easily dominated the event and sent Porsche and their ''Ollon Villars Spyder' back to the drawing-board.
The Porsche WSC-95 (sometimes referred to as the TWR WSC-95) was a Le Mans Prototype originally built by Tom Walkinshaw Racing. It was modified by Porsche from the original Group C Jaguar XJR-14 from which it derived,[1] and run by Joest Racing. The WSC-95 saw very little race action even though it won the 24 Hours of Le Mans in both 1996 and 1997 without being acknowledged as a factory supported project. Later upgraded to the Porsche LMP1-98 before being retired. Only two cars were ever built.
As a top-secret project, the Porsche Museum workshop and the Porsche Heritage department worked on a special front-engined sports car from 1981. 40 years ago, starting on May 15, this car competed in the Deutsche Rallye-Meisterschaft (German Rally Championship). Behind the wheel was non other than Walter Röhrl, with Christian Geistdörfer next to him.
The technology in racing during the mid 60s was shifting from carburetors to fuel injection. Porsche began experimenting and the Bosch injection system proved to be the most reliable. Though the performance did not increase, it did provide superior throttle response over the Weber carburetors, and it was easier to tune. To compliment the new engine, a new body was created which reduced drag levels. Porsche dubbed the resulting car, with its new engine and body work, the 906E, with the 'E' representing 'Einspritzung, or injection.
In 1967 Porsche prepared a small number of 934 Porsches with 935 Group 5 parts for the Trans-Am and IMSA GTO series. In the end, the 934/5 dominated the Trans-Am series by taking to top five positions in the championship. Ludwig Heimrath became the 1977 Trans-Am champion in his 934/5 by protesting Peter Gregg's highly modified car. Together they humbled the Corvette C3s and the Group 44 Jaguar XJS.
In spite of its 911 moniker, the car actually had very little in common with the 911 of the time, only sharing the front and rear headlamps with the production sports car. Designed and developed to compete in the GT1 class of sportscar racing, which also required a street-legal version for homologation purposes. It was powered by a twin-turbo flat 6 that was good for 600 bhp. The 1996 911 GT1 clocked at a top speed of exactly 330 km/h (205 mph) on the legendary Mulsanne Straight.
The 906 LH was capable of achieving 174 mph/280 km/h with its 2-litre engine (906 K: 165 mph/265 km/h). At high speed the long tail started to create lift (opposite to downforce), which made the car go fast on the straight, but was dangerous to drive. At Le Mans, the 906 LHs with their experimental bodies competed in the 2-litre prototype class.
Based on the road-going 996 911 GT3 RS, the GT3 RSR features improvements to its predecessor in all key areas. The vehicle is available in an ACO (Automobile Club de l'Ouest) version for competing in Le Mans and in the American Le Mans Series as well as in a FIA specification. The 911 GT3 RSR features a modified front which improves downforce at the front axle. The 3.6-litre, six-cylinder boxer engine delivers 445 hp at 8,250 revs. Maximum torque is now 405 Nm at 7,200 rpm, with top revs reached at 8,500 (for the FIA specification with two 30.8 mm air restrictors). Race cars never got more exciting than this.
A handful of push-rod 356As were delivered from the factory with a lightweight package that was usually reserved for the Carrera race cars. Called GTs, these got the stripped out interior, aluminum doors, a large fuel tank and Porsche ATE disc brakes. As few as four Speedsters came equipped this way. Since the four-cam was only a marginal improvement in power, the regular 1600 Super was more than enough for the small car.
The Cisitalia Grand Prix is a single-seater car for the postwar 1.5-litre supercharged Grand Prix class, built by Italian sports car manufacturer Cisitalia and introduced in 1949. It was designed on behalf of Cisitalia by Porsche between 1946–47, and is therefore also known by its Porsche project number, Typ 360. An extremely advanced design, it proved too complex to build for the small Italian firm (and lead to the financial downfall of the company).
Based on the 911S, the 911 R was produced by Porsche to compete in the FIA’s GT 2.0 category. To make it competitive, the 911R was powered by a flat-six engine, Type 901/22 from the Porsche 906, capable of 210 hp. It went on a diet too, with weight savings coming from everywhere, getting the 911 R down to just 1,800 pounds dry. Four prototypes were constructed after which Porsche had coachbuilder Karl Baur build another 20 customer cars. In the end, because of the modifications to the 911R, the FIA refused to homologate the car.