Press Information. Meet the Heroes of Le Mans Mission Our Return. Porsche at Le Mans

Transcription

1 Press Information Meet the Heroes of Le Mans Mission Our Return. Porsche at Le Mans

2 Meet the Heroes of Le Mans Porsche and the 24 Hours of Le Mans 1 Porsche and the 24 Hours of Le Mans Porsche in the starting line-up for 63 years The 24 Hours of Le Mans is the most famous endurance race in the world. The post-war story of the 24 Heures du Mans begins in the year And already in 1951 the pro - duction of the first sports cars in Stuttgart-Zuffenhausen commenced in March the previous year a small delegation from Porsche KG tackles the high-speed circuit 200 kilometres west of Paris in the Sarthe department. Class victory right at the outset for the 356 SL Aluminium Coupé marks the beginning of one of the most illustrious legends in motor racing: Porsche and Le Mans. Race cars from Porsche have contested Le Mans every year since The reward for this incredible stamina (Porsche is the only marque to have competed for 63 years without a break) is a raft of records, including 16 overall wins and 102 class victories to The sporting competition and success at the top echelon of racing in one of the world s most famous arenas is as much a part of Porsche as the number combination 911. After a number of class wins in the early fifties with the 550, the first time on the podium in the overall classification came in 1958 with the 718 RSK clinching third place. In 1968, Porsche turns the fastest qualifying lap for the first time. It is the 908 driven by Jo Siffert and Hans Herrmann, who go on to clinch third in the race. In 1969, the mighty 917 makes its debut and is running in the lead when clutch failure forces it into retirement. In 1970 the time has come. Hans Herrmann and Richard Attwood win in a 917 short tail. One year later, Gijs van Lennep and Helmut Marko repeat this feat. In 1976 and 1977 the Porsche 936 Spyder is victorious on the Circuit des 24 Heures with a turbo engine, just as all other victories will be achieved with turbo technology. The triumph of the 935 K3 in 1979 marks the first victory for a customer team and the only overall win for a rear-engined car. After the next win of the 936 in 1981, Porsche fields the 956 in It is the first racing sports car from Porsche to feature an aluminium monocoque. The body generates ground effect, known from Formula 1, achieving previously unheard of cornering speeds. The 956 and its 962 C successor win the races from 1982 to 1987 without interruption. In 1994, Porsche wins again with a modified version of the 962, before the Joest TWR-Porsche WSC Spyder

3 Meet the Heroes of Le Mans Porsche and the 24 Hours of Le Mans 2 snatches first in 1996 and Porsche clinches its most recent overall victory in 1998 with the 911 GT1 98. The most successful Porsche race drivers in Le Mans are Jacky Ickx and Derek Bell with four victories apiece. Hurley Haywood and Al Holbert net three overall wins each. More than six decades in Le Mans represent more than six decades of technical change and pioneering achievements. Traditionally, the organising body Automobile Club de l Ouest (ACO) formulates arguably the most innovation regulations at the top level of racing. Porsche never fails to use the chance to put new technologies through a trial by fire that no test drive could offer. The 904 of 1964 showcases the durability of extremely light metal-plastic composite technology. In 1974, the first turbocharged 911 easily passes the endurance test with long periods at full throttle, like on the 5.8 kilometre Hunaudières straight. From 1982 onwards, cutting-edge solutions for the engine electronics and aerodynamics help the 956 to achieve an unparalleled streak of wins. In 1986, Porsche campaigns the racing version of the ground-breaking 959 (Type 961) featuring all-wheel drive, sequential turbo - charging and a standard gearbox. Sophisticated aerodynamics for the long straights and ultra-fast corners, exceptional suspen - sions and brakes, the lightest yet high-strength design as well as superior engine per formance are the ingredients for racing success. In Le Mans and the ACO attaches the greatest importance on this the magic word efficiency is another decisive factor. It belongs to the tradition of the 24 Heures to curtail the amount of fuel used for the marathon sprint yet at the same time leave the door open for alternative power units. The path to victory at Le Mans is, more than at any other race, a question of intelligent performance. Only the cleverly-bundled total package of high, sustainable speed and the lowest possible consump - tion has the chance to succeed. Efficiency wins. The ACO rewards the best efficiency with prestigious accolades like the Index of Performance or the Index of Thermal Efficiency. Here as well, Porsche can be proud of its unmatched success. As early as 1955, the 550 Spyder won the fuel consumption classification. Even the 917 netted the efficiency prizes at its historic victories in 1970 and More recently, from 2007 to 2011, the 911 GT3 proved unbeatable in its class in terms of fuel efficiency and won the Michelin Green X Challenge. In 2014, Porsche again takes up the gauntlet in the fight for overall victory utilising groundbreaking technologies that combine the highest performance on the race track with the highest efficiency.

4 Meet the Heroes of Le Mans Over 100 Porsche victories since Over 100 Porsche victories since 1951 A record: 16 overall victories in the Le Mans race The 24 Hours of Le Mans is the greatest challenge that exists in endurance racing. Porsche race cars have taken up this challenge every year since No other marque has managed to take on the demands of this marathon with such stamina. 102 class wins including six - teen overall victories scored by the works team and international customer squads repre - sent an unparalleled record. The Circuit des 24 Heures this is the arena for the sporting competition at the highest level. Here is the story of Porsche at Le Mans to 1959 From aluminium can to first podium 356 SL : Maiden victories, debut of the Fuhrmann motor, Maglioli s nocturnal rescue operation and the first podium in the overall classification At the third running of the Le Mans 24 Hours after the war in 1951, Porsche is the first and only German manufacturer to compete. In the autumn of 1950, Charles Faroux, one of the inventors and the current race director of the Grand Prix d Endurance les 24 Heures du Mans, teams up with the French Porsche importer Auguste Veuillet to convince Professor Ferdinand Porsche of the idea to field his sports cars in 1951 on the high speed circuit in the Department Sarthe. The small race squad of Porsche KG lease a workshop not far from the circuit in the town of Teloché, where for decades Porsche prepared the race cars and in the village s Café du Sport celebrated their victories and digested the odd defeat. For the race on the circuit 220 kilometres west of Paris, Porsche fields the 356 SL (Sport Light) Gmünd-Coupé with its streamlined aluminium body and covered wheels, lovingly nicknamed the aluminium can by the mechanics. With its 1,086 cc four-cylinder boxer engine delivering 46 hp (34 kw), the coupé achieves an impressive 160 km/h top speed. Already at this point, the basic idea of Porsche s technical philosophy is apparent: systema - tic lightweight design and a sophisticated aerodynamics are at least as important as a healthy engine performance.

5 Meet the Heroes of Le Mans Over 100 Porsche victories since The premiere is a resounding success: Veuillet and his friend Edmond Mouche win the class 751 to 1100 cc and receive the flag as 20 th overall. Their Porsche covers a distance of 2, kilometres without a single technical problem, averaging km/h. Class victory secures a grid spot for the following year. And the success is not just a lucky break: seven subsequent class wins will follow. Porsche returns in 1952 with three 356 SL Coupé. The newly-appointed Head of Press and Motorsport, Huschke von Hanstein, shares the cockpit of one of the rear-engined sports car with Petermax Müller, but has to throw in the towel after six hours with gearbox failure. Up until this point, the starting number 51 silver coupé had been running 25 th in the over - all classification. Equally bad luck also hampers the first customer team. Frenchman Auguste Lachaize enters his own 356 SL and is doing well in the race with teammate Eugène Martin until their disqualification on Sunday morning because they refuelled with the engine running. Veuillet and Mouche save the day: They win their class in the 356 SL with the starting num - ber 50 and set a new distance record: the pair complete 2, kilometres with an average speed of km/h. The Porsche squad returns in 1953 with the S Spyder prototype featuring a coupé hardtop. This first factory-run, thoroughbred race car is at 3.60 metres long, 1.55 metres wide and just on one metre in height even more compact than the 356 SL and weighs in at just 540 kilograms that is almost one hundred kilos less than the aluminium coupés. The location of the engine in front of the rear axle is ground-breaking: the small Porsche is the only rear-mid-engined racer in the field. With the actual power plant, this year the team lives with a compromise. The 1,488 cc four-cylinder, VW-based, pushrod engine de - livers around 78 hp (57 kw). But in Germany, the trendsetting four-cam Carrera engine by Dr. Ernst Fuhrmann (type 547) is already on the test bench. Porsche puts the Spyder with the starting number 44 in the capable hands of Helm Glöckler and the 25-year-old youngster Hans Herrmann. At the wheel of the number 45 vehicle sits the journalist, motorbike racer and founder of the Christophorus, Richard von Frankenberg, as well as the Belgian journalist and race driver Paul Frère. The two lightweight Porsche leave the opposition in the dust, overtake more powerful race cars in other classes, nail a

6 Meet the Heroes of Le Mans Over 100 Porsche victories since new distance record of 3,332 kilometres and, thanks to their massive advantage, even manage to stage the perfect photo finish between the two. Frère/von Frankenberg narrowly win their class to 1500 cc with an average of km/h ahead of their teammates Herrmann and Glöckler. The year 1954 heralds the gripping and ultimately successful debut of the four-cam Fuhrmann engine in Le Mans. Belgium s Johnny Claes and Pierre Stasse win the class to 1,500 cc with the 110 hp (81 kw) four-cylinder unit, after Richard von Frankenberg/ Helm Glöckler and Hans Herrmann/Helmut Polensky are forced to retire with overheated piston tops. A Porsche also wins the class to 1.1 litres: It is the 550 Spyder driven by Frenchman Gustave Olivier and his American teammate Zora Arkus-Duntov. The latter, incidently, will go home, turn General Motors around, and make the Corvette into an American legend. All 550 Spyder entries are under Porsche KG. For the first time, Porsche drivers occupy all three steps of the (class) podium in 1955, after Richard von Frankenberg/Helmut Polensky in the works-550 Spyder, Wolfgang Seidel/Olivier Gendebien and Helm Glöckler/Jaroslav Juhan in this order score the first three places in the class to 1,500 cc. In the class up to 1.1 litres, the Porsche 550 Spyder also prove un - beatable: Double victory for Zora Arkus-Duntov/Auguste Veuillet ahead of Gustave Olivier and Josef Jeser. The success, however, is overshadowed by the horrific accident of a Mercedes Benz 300 SLR in which many spectators lose their lives. The year 1956 marks the Le Mans debut of the 550 A, which had sensationally clinched overall victory at the Targa Florio on 10 June with solo driver Maglioli at the wheel. With the 550 A, Porsche has taken a major technological leap forward. The tubular space frame replaces the flat frame of the predecessor and makes the vehicle considerably stiffer. The weight is reduced by 40 kgs to around 550 kilograms. The 1.5-litre Fuhrmann engine de - livers 135 hp (99 KW), with the suspension having undergone a complete update. With their commanding victory in the class up to 1.5 litres and fifth overall, Wolfgang Graf Berghe von Trips and Richard von Frankenberg underline that the compact 550 A is not just a winner on the winding mountain roads of Sicily, but also on a high speed circuit. Umberto Maglioli and Hans Herrmann park their 550 A after 136 laps with engine failure.

7 Meet the Heroes of Le Mans Over 100 Porsche victories since In the year 1957 a customer team joins the winners list for the first time. Ed Hugus and Carel Godin Graf de Beaufort clinch a class win with their 550 A, and come eighth overall. Race driver Claude Storez demonstrates incredible stamina and determination when his factory-550 A rolls to a standstill with an empty fuel tank. For an hour, Storez pushes the car back to the pits and ultimately sees the flag in seventh, only to be disqualified. The first outing of the new RSK with Umberto Maglioli and Edgar Barth at the wheel ends dramatically. In the night, Tony Brooks crashes with his Aston Martin and is flung from the car. Maglioli sees the Briton lying on the track, swerves and crashes into the barriers. The Italian then runs over the track and carries the unconscious Brooks to the edge of the track to safety. A triumphant year for Porsche: in 1958 the little team achieves the first podium result against strong opposition from major manufacturers in the overall classification. The 718 RSK ex - ceeds all expectations at just its second outing in Le Mans. Jean Behra and Hans Herrmann share driving duties at the wheel of the number 29 Porsche. This 718 RSK is powered by a 1,587 cc rebored Fuhrmann engine with around 150 hp (110 kw). Accordingly, the vehicle contests the class up to two litres. Edgar Barth/Paul Frère as well as Richard von Frankenberg/Claude Storez compete with 1.5-litre power units. Two privately-run 550 A complete the fleet of Stuttgart racers, consisting exclusively of open Spyder. The race is held under catastrophic weather conditions. During the night, Frère even puts in an extra pit stop because he is completely soaked and hypothermic. The Porsche are incredibly quick and even put the three-litre vehicles from Ferrari, Jaguar and Aston Martin under pressure. After 24 hours, the glory is theirs: Behra/Herrmann bring their Porsche home in third place overall followed by Barth/Frère in fourth! This also yields them class victory for 2.0 and 1.5-litre race cars. Netting the team prize rounds of a perfect weekend. After clinching third overall in Sebring and outright victory at the Targa Florio with the 718 RSK, the Porsche works squad travels to Le Mans in 1959 feeling confident. But after eight straight class wins they experience the taste of defeat. The new sprint camshafts lack the necessary durability. All five race cars retire. The one privateer RS 550 A throws in the towel when the clutch fails on Sunday morning.

8 Meet the Heroes of Le Mans Over 100 Porsche victories since to 1968 The magic number 9 appears : Successes with the 718, class wins through muscle power, enter the 911 and breaking the 200 km/h barrier In the lead-up to Le Mans 1960, the new 718 RS 60 Spyder has already proven its worth as a winner, notching up outright wins in Sebring and at the Targa Florio. Compared to its predecessor, the RS 60 has once again received a suspension make-over, features modified aerodynamics, a rear axle with coil springs and the now mandatory luggage compartment behind the engine. Otherwise, the tubular frame made of seamless steel tubing and the proven four-cylinder racing engine remain unchanged. Only one of the three works-entered RS 60 racers sees the flag, albeit with Edgar Barth and Wolfgang Seidel scoring eleventh overall and second in their class. Ahead of the Spyder in tenth place overall, a Porsche decked out in rare bodywork darts over the finish line: it is a 356 B 1600 GS Carrera GTL Abarth. The body of this lightweight version of the 356 B is built in an arrangement with Carlo Abarth at Zagato. The 1600 GS weighs 100 kilos less than the 356 B. Sharing the cockpit are Herbert Linge and Heini Walter, who also win the sports class as the Abarth is not yet homologated to contest the GT category. The 718 RS 61 lines up on the grid in 1961 with the biggest and most powerful engine in the fledgling history of Porsche at Le Mans. Masten Gregory and Bob Holbert win their class with 1,966 cc and around 185 hp (136 kw) ahead of Edgar Barth and Hans Herrmann in the 718 RS 61 Le Mans Coupé, featuring a roof and a 1.6-litre engine. This unit delivers 160 hp (118 kw), which correlates to an impressive per litre power output of 100 hp (74 kw). Also tackling the race is Dan Gurney who Porsche has contracted for Formula 1. The Ame - rican helms an RS 61 with his Formula 1 colleague Jo Bonnier, but drops out with engine failure on Sunday afternoon. The RS 61 is the further modified version of the RS 60 with an extra 100 millimetres added to the wheelbase to now measure 2,200 mm and a new rear axle with double wishbones. Herbert Linge and Ben Pon secure a class win amongst the GT race cars in the 356 B 1600 GS Carrera GTL Abarth.

9 Meet the Heroes of Le Mans Over 100 Porsche victories since Claiming third place at the Targa Florio, the RS 62 or 718/8 featuring the newly-developed eight-cylinder engine from the 771 type, underlines its potential in 1962, but is not sanc - tioned by the organisers Automobile Club de l Ouest (ACO) to start at Le Mans. Fielding three 356 B 1600 GS Carrera GTL Abarth, Porsche still has an iron in the fire of the GT class. Edgar Barth and Hans Herrmann promptly win their category and rank seventh overall. Robert Buchet and Heinz Schiller finish in twelfth place, the third Porsche driven by Ben Pon and Graf de Beaufort retires after 35 laps. The 718 W RS Spyder shines in 1963, scoring eighth in the overall classification and vic - tory in the two-litre class. Sharing the cockpit of the 670 kilogram Spyder, which reaches a top speed of 280 km/h with its 210 hp (154 kw) eight-cylinder power unit, are Edgar Barth and Herbert Linge. This success, however, did not come about without a little persuasion. After sustaining a puncture, Edgar Barth climbs out of the car 200 metres away from the pit lane and uses muscle power to push the car back to the pit lane entrance. Only there are the mechanics permitted to administer first aid. Specially for the new GT World Champion - ship, Porsche has designed the 356 B Carrera GS/GT which will go down in history as the Dreikantschaber. Heinz Schiller and Ben Pon as well as Gerhard Koch and Carel Godin de Beaufort are sidelined with their 180 hp race cars on Saturday evening after engine failures marks the first time Porsche race cars line up on the grid sporting the famed number 9 in its model name. The 904 Carrera GTS launches its career on the Circuit des 24 Heures with a quadruple victory in the two-litre class. Entered by Auguste Veuillet, who had claimed the first class win for Porsche back in 1951, Robert Buchet and Guy Ligier bring home victory ahead of Ben Pon and Henk van Zalinge driving for Racing Team Holland. Herbert Müller, later one of Porsche s most renowned race drivers, tackles Le Mans for the first time in a Porsche and with Claude Sage snatches fourth place in class. The 904 Carrera GTS is the first Porsche to feature a particularly light plastic body that is bonded with a ladder-type frame made of steel a ground-breaking technological solution. The chassis is twice as rigid as the frame of the 718. Following good Porsche tradition, the lightweight 904 Carrera GTS weighs around 650 kilos. Two different engines contest the long distance classic: the four best-placed Porsche feature a two-litre, four-cylinder unit transplanted from the Carrera 2

10 Meet the Heroes of Le Mans Over 100 Porsche victories since that delivers up to 180 hp (132 kw). Edgar Barth/Herbert Linge and Gerhard Mitter/Colin Davis helm the 904/8 cars equipped with 2.0-litre, eight-cylinder engines that are based on the Formula 1 power plant and provide an impressive 260 hp (191 kw). Clutch failure throws both eight-cylinder versions contesting the class for prototypes out of contention. In 1965 Herbert Linge and Peter Nöcker bring a 904/6 home fourth overall and first amongst the two-litre prototypes. Indeed, this is a salute to the 911, as the mid-engine of the number 32 race car is a 901 type, here delivering around 200 hp (147 kw). Following in fifth place overall and winners of the GT class up to two litres are Gerhard Koch and Anton Fischhaber driving a 904 Carrera GTS. In addition, the GTS wins the energy classification as the most efficient race car. The 906 also Carrera 6 in 1966 is the first fruit of the newly-created race car design department. The customer vehicles are powered by a modified 911 engine producing around 220 hp (162 kw). For the factory, the 906 features a type 771 eight-cylinder engine with around 260 hp (191 kw). Initially, the chassis and brakes largely correspond to the 904. Like its predecessor, the weight is somewhere around 650 kilos. Two fuel tanks located left and right of the cockpit replace the tank in the front of the 904 which results in conside - rably better weight distribution. A long-tail version should help to achieve higher top speeds, but in fact creates dangerous lift. According to the news reports of that time, Herbert Linge spoke in the pits of experiencing wheel spin on the long straights due to the tail becoming so light. Two small spoilers at the rear solve the problem. Jo Siffert and Colin Davis bring the newcomer over the finish line in fourth and win the category for vehicles up to two litres as well as the consumption classification. Rolf Stommelen and Günther Klass conquer the sports car class with the 906 short tail. The first outing of a 911 concludes with a victory in the two-litre GT classification and 14 th overall for Jean Kerguen and Franc under the entry of Jacques Dewez. Porsche brings three models to Le Mans in 1967: with the 906, the 910 as its direct much lighter successor, and the 907 as the latest creation from the racing department. The 907 is a perfected 910 whose long tail causes quite a stir and makes drivers break out in a cold sweat the car is virtually uncontrollable at high speeds on the Mulsanne straight. In

11 Meet the Heroes of Le Mans Over 100 Porsche victories since time for the race, the aerodynamics are perfectly sorted. Powered by a six-cylinder unit (type 901) and around 220 horses (162 kw), Jo Siffert and Hans Herrmann sweep to vic - tory in the two-litre class at the wheel of the first Porsche right-hand drive race car. They clinch fifth place in the overall classification and secure the consumption classification as well. Their 907 is the first Porsche that masters the entire distance averaging over 200 km/h ( km/h). Vic Elford and Ben Pon dominate the sports car class in the Carrera 6. The Manufacturers World Championship of 1968 is run for prototypes featuring three-litre engines and sports cars with up to five-litre engines. Specifically for this championship, Porsche develops the 908 equipped with a three-litre eight-cylinder unit. The air-cooled boxer will deliver up to 370 hp (272 kw). The development is done under immense time pressure. Luckily for Porsche, the organisers move the race to September due to student unrest. In the bid for overall honours, one thing is certain: there is no remedy against the Ford GT40 with their large-capacity engines. Still, Jo Siffert and Hans Herrmann stake their claim in qualifying and plant their 908 on pole for Porsche for the first time. And Porsche takes home a bountiful collection of trophies from Le Mans: The factory-run 907 driven by Rico Steinemann and Dieter Spoerry secure second overall and victory in the class up to 2.5 litres. After ten years, Porsche race drivers are back on the podium. Rolf Stommelen and Jochen Neerpasch turn the fastest race lap with the 908 and also se - cure a spot on the podium: Third overall and victory in the class up to three-litre displace - ment. The actor and race driver Jean-Pierre Gaban eventually wins the GT class to 2,000 cc with Roger Vanderschrick in the 911 T. Siffert/Herrmann are forced to retire with gearbox maladies. But the direction has been set: Full speed ahead to , twelve-cylinders and the maiden victory after the Clash of the Titans : A legend is born, photo finish for the 908, the first great victories, the making of a legendary race film, a record is set for four decades, enter the Carrera RSR It is the 15 th of June 1969, with less than four hours to the flag. Vic Elford and Richard Attwood have pulled well clear of their pursuers with the new Porsche 917 long tail. Six laps separate the two Britons from last year s victors Jacky Ickx/Jackie Oliver in the Ford GT40. Regrettably, a faulty clutch puts a halt on their incredible charge with the new race

12 Meet the Heroes of Le Mans Over 100 Porsche victories since car fitted out with a 4.5-litre, twelve-cylinder 180 V-engine. The second pole-setting 917 manned by Rolf Stommelen and Kurt Ahrens has ground to a stop after ten hours with clutch damage. But the Porsche fireworks are by no means over. Hans Herrmann and Gérard Larrousse add a dramatic chapter to the history of the race. A defect wheel bearing early on in the race costs the 908 long tail 35 minutes. In a furious pursuit over 20 hours, the Frenchman and the German plough through the field to lie within striking distance of the leading Ford GT40 of Ickx/Oliver. In a do-or-die finale, the Ford and Porsche swap places in the lead several times. Herrmann is hesitant to use the superior braking performance of his lightweight Porsche because a light in the cockpit warns of worn brake pads. Ickx wins by just 120 metres. Ironically, it turns out that the warning lamp was faulty and the brake pads were in top condition. In 1970, Dr. Ferry Porsche sends the contenders on their way. Porsche achieves its first overall victory in the company s history and locks out the entire podium for the first time. And that against formidable competition! Seven Porsche 917 take up the challenge against eleven Ferrari 512, with the swift prototypes fitted with three-litre Formula 1 engines also waiting for their chance. The race goes down in automotive history as the Clash of the Titans. After 24 dramatic hours of racing, at times in severe weather conditions, Hans Herrmann and Britain s Richard Attwood are flagged off as the winners after 4, kilometres or 343 laps with the 917 short tail fielded by Porsche Salzburg. Their car is propelled by a 4.5-litre, twelve-cylinder, 180 V-engine producing around 580 hp (427 kw). Following in second place is the 917 long tail driven by Gérard Larrousse and Willi Kauhsen decked out in the psychedelic colours of the seventies. This vehicle goes down in history as the Hippie Car. Third place is taken by Rudi Lins and Dr. Helmut Marko in a 908/02. Both Porsche win the two prizes for efficiency that are up for grabs this year. The ratio of lap times and fuel consumption are superior to all other contenders of this marathon sprint. Victory of the first Porsche twelve-cylinder in Le Mans is particularly convincing. The bestplaced Ferrari in fourth is 30 laps adrift of the winning Porsche that s the equivalent of 404 kilometres. The sports cars from Stuttgart-Zuffenhausen have also become a favourite amongst privateers: 24 Porsche line up to compete. In addition to the overall win and vic - tory in the prototype category, the cars from Zuffenhausen also clinch first place in both GT classes, with the 914/6 of Guy Chasseuil and Claude Ballot-Lena making an impressive and widely-acclaimed Le Mans debut by scoring sixth overall. The team boss of this car is none other than Auguste Toto Veuillet.

13 Meet the Heroes of Le Mans Over 100 Porsche victories since During and after the race, footage is shot for the Le Mans film that will open in cinemas a year later on 23 June 1971 and is still regarded today as the most legendary movie of our time. Serving as the camera car is the 908/2, with which lead actor Steve McQueen had claimed second place in Sebring. The number 49 car competes under the entry of Solar Productions with heavy camera equipment onboard. Sharing driving duties are Herbert Linge and Jonathan Williams. The 908/02 covers 282 laps (3,798 km). After the race, spectacular crash scenes are shot with the body parts of the Porsche 917 and the Ferrari 512 mounted on to less expensive Lola chassis. Porsche aficionado Steve McQueen and the US ambassador to France send the contenders on their way in Of the 49 starters, 33 put their faith in the marque from Stuttgart- Zuffenhausen a record that still stands today. Porsche has modified the 917 for Le Mans, particularly in the area of aerodynamics. Their work pays dividends. At the pre-test, Derek Bell is unofficially clocked doing 396 km/h on the long straight in a long-tail 907. The car stands out for its smooth and stable handling. The race turns into a marathon of records. Helmut Marko and Gijs van Lennep drive to victory in the Porsche 917 short tail campaigned by Martini Racing ahead of Herbert Müller and Richard Attwood in the 917 fielded by John Wyer Automotive Engineering the official JW Gulf factory squad. Marko/van Lennep turn 397 laps in the 917 featuring a magnesium space frame, and cover 5, kilometres setting an average speed of km/h. This record will remain unbroken for the next 39 years. For their record-breaking drive, the winners are also awarded the Index of Per - formance for the most efficient use of fuel! Jackie Oliver turns a practice lap with an average speed of km/h and is clocked doing 386 kilometres per hour at the end of the long straight. With the long tail and the modified aerodynamics, the kink a right bend on the long Mulsanne straight can be taken at full throttle. Only after almost a decade and a half does a race car manage to lap the Circuit de la Sarthe quicker and again it will be a Porsche. Both the Martini design of the victors and the light blue and orange livery of the second-placed Gulf Porsche are regarded today as classics of industrial design. Once again, a 911 wins the GT classification: Raymond Tourol and Anselme pocket sixth overall spearheading a further six 911. Since its Le Mans debut in 1966, the 911 remains undefeated in the GT class. Back home in Germany, the race department relocates from Stuttgart-Zuffenhausen to Weissach.

14 Meet the Heroes of Le Mans Over 100 Porsche victories since From 1972, the World Championship and the 24 hour race are contested specifically for prototypes with normally-aspirated three-litre engines. The era of the magnificent 917 in Le Mans if over, but a 908 long tail privately-entered by Reinhold Joest turns heads. Joest, Mario Casoni and Michael Weber share the car owned by Jo Siffert and score third overall behind two factory-run Matra. The 908 benefits mainly from the sophisticated aerodyna mics and its low weight. Despite its substantially lower engine output compared to the works- Matra, the Porsche reaches an identical top speed on the long straight. Michael Keyser, Jürgen Barth and Sylvain Garant drive the 911 S of Ecurie Louis Meznaire to victory in the GT class for up to three litres. At Porsche, the mid-term decision is to concentrate on motor - sport with the 911. In November 1972, development begins on the first race car based on the 911 Carrera RS 2.7. This marks the dawn of the move towards the incomparably success - ful Porsche turbo-powered race car. In 1973, the prototypes with their three-litre Formula 1 engines are the top category at Le Mans. But the future is a World Championship and a 24 hour race for production cars. The factory squad campaigns the 911 Carrera RSR 3.0 in the prototype class. This class allows greater technical freedom in testing innovations for the future. The RSR 3.0 is an impressive 911 with twelve inch rear wheels, the braking system from the 917, and a significantly modified suspension with the auxiliary springs on the rear axle taking over the job previously done by the torsion bars. Dubbed the Mary Stuart collar, the rear spoiler stretches all the way to the fenders. The six-cylinder boxer unit delivers 330 hp. Weighing in at 890 kilograms, the RSR 3.0 have no chance of fighting for overall honours against the 200 kg lighter sports prototypes. Still, Gijs van Lennep and Herbert Müller almost score a podium spot: Fourth place behind two Matra and a Ferrari. A mere three laps behind the third-placed Formula 1 with a body. One small negative in the elation: the second works- RSR driven by Reinhold Joest and Claude Haldi rolls to a halt in the seventh hour with an empty tank. Erwin Kremer, Clemens Schickentanz and Paul Keller win the GT class to three litres in the 2.8-litre Carrera RSR fielded by Porsche Kremer Racing, followed by Georg Loos and Jürgen Barth in the 2.8-litre RSR of Gelo Racing. The first five places in the class go to Porsche. The Kremer-Porsche is the most efficient car in the field and wins the consump tion performance category.

15 Meet the Heroes of Le Mans Over 100 Porsche victories since to 1981 The turbos are coming 911 Carrera RSR Turbo : a two-metre wide 911, victory salvaged for the opposition, first turbo triumph, first win for a boxer engine, Porsche five-cylinder wins after race thriller, the first overall victory for a customer team, turbo turns normally-aspirated to save the day, a record-breaking winning streak begins. Porsche again writes technological and sporting history at Le Mans in The first turbo - charged race car on the Circuit des 24 Heures is the 911 Carrera RSR Turbo 2.1. Porsche prepares to tackle the Makes World Championship for production cars, now scheduled for 1975, with this brute of a 911. Its six-cylinder boxer engine, as stipulated in the regulations, is reduced to 2,142 cc and with an air-charge cooler delivers around 500 hp (368 kw). Porsche has already gained a great deal of know-how through racing the 917/10 through to the 917/30 in America with fledgling turbocharger technology for high-performance petrol engines. During the design phase of the RSR Turbo 2.1, emphasis was placed on re - ducing the weight in order to have at least a chance of success against the sports proto - types with their tubular frames. Hence, the safety cage is aluminium. All hoods, fender flares and doors (each weighing 2.25 kg) are made of plastic. To ensure consistent handling, Porsche takes an unconventional path. The fuel tank is now located in the co-driver s seat. On Sunday morning, Gijs van Lennep and Herbert Müller are running second behind the big favourite Matra-prototype, whilst Helmut Koinigg and Manfred Schurti are forced to park the second works-entry after 87 laps with a damaged connecting rod. The Matra then develops a gearbox problem. Porsche sends two of its best mechanics into the pits of the French. The Porsche lads repair the gearbox of their strong rivals in a record time of 20 minutes. The Matra wins. The background to this rescue operation: the gearbox of the Matra is a Porsche development project. And as they say: the customer is king. Ironically, from Sunday morning on, van Lennep and Müller have to make do with just the fourth gear. A gearbox change would take too long in their production-based RSR. The first turbocharged Porsche 911 brings home a sensational second place. Several weeks after this final acid test, Porsche presents the 911 Turbo (930) with which the 911 will explore new realms of performance.

16 Meet the Heroes of Le Mans Over 100 Porsche victories since With the launch of the World Makes Championship for Production Cars postponed for a year, the works team takes a break in 1975, but provides support to customers contesting Le Mans. Reinhold Joest fields a 908/03 fitted with the long tail of the 917/30 which has been modified specifically for Le Mans. Intermittently, Joest, Mario Casoni and Jürgen Barth are running in second with the three-litre, eight-cylinder boxer. But their dreams of a podium result are dashed when Casoni crashes and has to pit for a 60-minute repair job. Never the - less, the private Porsche finishes fourth. Positions five to eleven are locked out exclusively by 911 Carrera RSR and RS. An RSR campaigned by George Loos team wins the GT cate - gory, an RS fielded by Gerhard Maurer is successful amongst the production-gt cars. In 1976 Porsche treats insiders and fans to two more Le Mans premieres. Jacky Ickx and Gijs van Lennep claim victory in a Porsche 936 featuring the 2.1-litre boxer turbo engine, which had underlined its potential in 1974, now delivering 550 hp (405 kw). With this triumph, the Belgian and the Dutchman achieve two premieres in the Swabian racer: never before had a boxer engine won here. And never before with a turbocharged motor. The 936 is, in compliance with the Group 6 technical regulations for the World Sports Car Championship, a full-blooded race car with a mid-engine and space frame and weighs just 765 kilograms. Like the 936, the Porsche 935 celebrates a debut in Le Mans. The factory successfully deploys the (930) 911 turbo-based race car in the World Championship for Makes (Group 5). This racing-911 weighs in at 970 kilograms. At work in the rear is a 2.8- litre turbo, which Porsche specifies as delivering at least 590 hp (434 kw). Driven by Rolf Stommelen and Manfred Schurti, the 935 also proves unstoppable and, clinching fourth overall, promptly wins the Group 5 classification. With further firsts in Group 4 for nearstandard race cars and in the IMSA GTX class, Porsche nets all winners trophies up for grabs in 1976 at Le Mans. The year 1977 brings with it one of the most gripping races in the history of the 24 Heures. Renault comes with four A 442 Turbo any one of them touted as a favourite for overall victory as well as two works-supported Mirage powered by Renault turbo engines. Porsche lines up with two 936 Spyder. On Saturday evening the situation looks grim. Engine failure in the 936 throws Jacky Ickx and Henri Pescarolo out of contention. The turbo motor in the 935 driven by Rolf Stommelen and Manfred Schurti has also given up the ghost.

17 Meet the Heroes of Le Mans Over 100 Porsche victories since After changing the injection pump in the remaining 936, Jürgen Barth and Hurley Haywood are running in 42nd place, nine laps behind the leading Renault. Ickx joins forces with the two and heads out into the night determined to attack. The Belgian stays in the cockpit for seven and a half hours, turning one record lap after the other. Renault answers by upping the pace and runs into technical problems. By Sunday midday, the last works-renault retires! The duel between Porsche and Renault has blown the competition clear out of the water. After 23 hours, the 936 leads the field with a 250-kilometre gap to the second-placed contender. Then comes the shock: with less than an hour to go, Haywood steers the car into the pits with piston damage. Repairs take 42 minutes. Jürgen Barth takes the wheel and coaxes the 936, running on only five cylinders, over the last two laps and crosses the finish line overall victory number four is saved. Making the triumph perfect for Porsche, a privately-run 935 of JMS Racing wins the Group 5, with Group 4 victory for near-standard race cars going to the 935 of Porsche Kremer. The 935/78 Moby Dick in 1978 is the strongest-ever version of the 911. Built for the first time with water-cooled four-valve cylinder heads, the 3.2-litre twin-turbo driven by Rolf Stommelen and Manfred Schurti produces 750 hp (552 kw) at Le Mans, and even delivers 845 hp (622 kw) for conventional sprint races. Thanks to its massive engine output and a 60mm lowering compared to the Ur-935 as well as an aerodynamically optimised body all round, the vehicle reaches 366 km/h in Le Mans in this regard it matches the pace of the prototypes. However, the Moby Dick is not a contender for overall honours, as the 120-litre fuel tank with a relatively high fuel consumption makes many pit stops necessary. Minor maladies add up to 2 ¾ hours standing in the pits: Position eight for the high-flyer, with Bob Wollek, Jürgen Barth and Jacky Ickx ahead of Hurley Haywood, Peter Gregg and Reinhold Joest in the factory-entered 936 also featuring water-cooled cylinder heads crossing the finish line in second and third respectively behind the victorious Renault A 442. Class wins in the Groups IMSA GTX and 5 for privateer 935 as well as for a 911 Carrera RSR in the production-based class for GT sports cars up the three litres are compensation for Porsche narrowly missing out on overall victory. The first and by now only overall win of a rear-engined race car is achieved in 1979 by Klaus Ludwig with Don and Bill Whittington in a 935 K3 of Kremer Racing, which also marks the first overall victory for a Porsche customer squad in Le Mans. A 935 run by Dick Barbour Racing claims second place and the sister-car of the overall winner on third place round

18 Meet the Heroes of Le Mans Over 100 Porsche victories since off a perfect weekend for Porsche customers. However, lady luck was not on the side of the works-936. Pole-setters Bob Wollek and Hurley Haywood are forced into retirement on Sunday morning with engine failure. Gremlins also plague Jacky Ickx, Brian Redman and Jürgen Barth in the second works-vehicle which had turned the fastest race lap. After a puncture at 240 km/h, Redman manages to limp back to the pits where repairs take over an hour. During the night, Jacky Ickx thrashes out top times only to have his charge halted when a belt rips on the injection pump with the replacement belt not holding up either. One of the pit crew delivers a replacement out on the track which effectively contravenes the rules and results in disqualification of the resolute trio. With Porsche support, Reinhold Joest brings a 908/80 to Le Mans in 1980, which in fact features a 936 chassis from the previous year. It is powered by a factory-bought 2.1-litre turbo engine. The Porsche leads a Rondeau, when again, in a repeat of the previous year, the injection pump belt breaks. The lead is lost, but Ickx mounts another of his legendary charges up the order. He recaptures first place, only to have fifth gear let him down on Sunday morning. After a 25-minute repair job, the 908/80 heads back out and sweeps across the line in second place behind the winning Rondeau. Class victories go to the 935 K3 of Dick Barbour Racing and Vegla Racing s 935. Making its debut for the factory, the 924 Carrera GT a particularly sporty version of the transaxle-924 is the first water-cooled, front-engined Porsche to lap the circuit. The top placed of these racers scores an impressive sixth overall. Thierry Perrier and Roger Carmillet are flagged off in 16 th in their privately-run, ethanol-fuelled 911 SC. In 1981 Porsche initially only plans to test run a 944 prototype. Until the new CEO, Peter W. Schutz, decides to chase another outright victory. The race department fetches the 1977 and 1978-winning 936 Spyder out of the museum. The rules now allow the fitting of a large-capacity turbo engine, and the race department opts for the 2.65-litre twin turbo of the Indy race vehicle. For Le Mans, the six-cylinder motor provides around 620 hp (456 kw), and for assurance, Porsche combines this power unit with the robust four-speed gearbox of the Can-Am 917. Two 936/81 Spyder are campaigned by the factory against strong opposition from Lancia, Ferrari, Peugeot, Rondeau and many private 935. Pole-sitters Jacky Ickx and Derek Bell take control of the race right from the get-go and snatch victory 14 laps ahead of the second-placed Rondeau. This win marks the beginning of a string of seven

19 Meet the Heroes of Le Mans Over 100 Porsche victories since consecutive victories a feat no other manufacturer has managed by now. The second 936 Spyder helmed by Jochen Mass, Hurley Haywood and Vern Schuppan turns the quickest race lap, only to be handicapped by technical gremlins. They finally see the flag in twelfth position. Vern Schuppan, however, is celebrated by the team: out on the track he removes the turbocharger from the engine, converts the car into a normally-aspirated one and makes it to the finish line! Walter Röhrl and Jürgen Barth finish seventh overall in the 924 Carrera. The vehicle is, in fact, the prototype of the coming 944. Its 2.5-litre, four-cylinder turbo is the first Porsche engine to feature a fully electronic fuel injection by Bosch for racing. It passes its last endurance test with flying colours, wins its class and a special accolade for spending the shortest amount of time in the pits to 1987 Winged winning streak C: Triple victory as a career launcher nine Porsche in the top ten the quickest lap in history high-tech with all-wheel-drive put to the test. On March 27 th, 1982, a revolutionary race car turns its first test laps in Weissach. It is the Porsche 956. Designed complying with the technical regulations, this is the first race car from Weissach to feature an aluminium monocoque chassis which is 80% stiffer than the frame of the 936. The body proves revolutionary in the sports car world: inverted wing pro - files in the sidepods and the shape of the underbody generate enormous downforce through the aerodynamic ground effect. After intensive research, Porsche modifies the principle used in Formula 1 and implements it in its sports car. The regulation-complying 800 kilogram 956 is powered with the same 2.65-litre twin-turbo engine as the 1981-winning 936. With the exception of this ca. 620 hp (456 kw) engine, everything else on the vehicle is new. On 20 June, Porsche celebrate a triumphant triple victory at Le Mans with the 956: Jacky Ickx and Derek Bell win from pole after a faultless race in front of Jochen Mass and Vern Schuppan as well Hurley Haywood, Al Holbert and Jürgen Barth. The race analysis shows that, thanks to the sophisticated aerodynamics, the new-comer uses considerably less fuel at higher average speeds than the 936. Success in typical Porsche style: The triumph of a new idea and first places in all classes make this day a very special one in the history of Porsche motor racing.

20 Meet the Heroes of Le Mans Over 100 Porsche victories since Porsche makes the 956 available for customer teams in 1983 and Le Mans turns into a festival of the innovative car from Weissach. Nine of the top ten to reach the finish are 956. Only the ninth spot is occupied by a Sauber-BMW. The superior 956 vehicles provide plenty of race action on the track: After a battle of mammoth proportions with 25 changes at the top in 24 hours, Al Holbert, Hurley Haywood and Vern Schuppan sweep to victory in the works-956, just 64 seconds ahead of fastest qualifiers Jacky Ickx and Derek Bell in the second factory-run 956. Mario and Michael Andretti join forces with Philippe Alliot to bring home third. But on their way their victory, Holbert, Haywood and Schuppan face a nail-biting situation: on Sunday afternoon, the 956 loses a door while out on the track, which disrupts the air flow to one of the radiators and causes the temperature in a cylinder bank to rise to an unhealthy level. In the final phase, the engine intermittently cuts out. Holbert manages to salvage a close victory over Bell who is chasing hard behind. The engineers all agree, his 956 would not have survived another lap. It is true that in 1984 Alessandro Nannini set the fastest race lap in a Lancia LC 2-84, but after 24 hours on the Circuit de la Sarthe the superiority of the wing-cars from Porsche is irrefutable. Klaus Ludwig and Henri Pescarolo win in a 956 of Joest Racing over six other Porsche 956 all campaigned by customer squads. The battle for prestige amongst the customer teams turns the race into a real thriller. The statistics show eight different leaders, with the Lancia matching the high speeds over a long distance, until gearbox failure rele - ga tes the Italians down the field. In protest against a short-notice rule change concerning fuel consumption and weight, the factory does not compete: the world sports federation had announced a 15% reduction in the allowable fuel consumption. Hence, Porsche took great pains in optimising the 2.65-litre engine. Then in mid-march too late to find another workable solution the World Federation FISA rescinded the decision. The works teams from Porsche, Aston Martin, Jaguar, Lancia and Peugeot make up an formidable field in Porsche competes with the 962 C as the successor to the 956. The front axle of the new race car is moved forward by twelve centimetres to comply with the regulations of the American IMSA. The wheelbase, extended to 2.77 metres, changes the front overhang making a revision of the overall aerodynamics necessary. Due to the mandatory narrower tyres, the Venturi channels under the car can now be five centimetres

21 Meet the Heroes of Le Mans Over 100 Porsche victories since wider. In qualifying, Porsche opts for the water-cooled, three-litre turbo giving around 700 hp (515 kw). Hans-Joachim Stuck turns the fastest lap ever in Le Mans. His time of 3:14.80 min. corresponds to an average of km/h. With this, he trounces the standing record of Jackie Oliver, who had achieved km/h in 1971 at the wheel of the mighty 917 long tail. But in the race, Joest Racing s 956 is in a league of its own. Klaus Ludwig, Paolo Barilla and Louis Krages ( John Winter ) churn out a blistering pace, in spite of the further reduction of stipulated fuel consumption. The trio lead for 23 hours and bring home an un - challenged win. Only Richard Lloyd s 956, driven by himself as the owner as well as Jonathan Palmer and James Weaver, initially seems to have an answer to the Joest-Porsche, and eventually finishes second in front of the factory-962 C with Bell, Stuck and Ickx. With their tenth overall victory, Porsche ousts Ferrari from the number one spot on the winners list. Joest Racing catches up with Ford (1968/69) and Bentley (1929/30) with two wins in a row for one chassis (No. 117) heralds another fabulous year for Porsche despite the increasingly tough competition most notably from Jaguar and Sauber-Mercedes. Derek Bell, Hans-Joachim Stuck and Al Holbert clinch overall win number eleven with the works-962 C ahead of the 962 C fielded by Brun Motorsport and a 956 of Joest Racing. Again, nine Porsche finish in the top ten: amongst them, the first and only all-wheel-drive race car to see the flag at Le Mans. It is the 961, the racing version of the ground-breaking 959 with all-wheel drive, a sequential turbocharged system and a raft of other cutting-edge technological features. With René Metge and Claude Ballot-Lena at the helm, the high-tech racer achieves seventh place over - all and wins the IMSA/GTX class. This marks the first time a Porsche has tackled Le Mans featuring the Porsche Doppelkupplung gearbox. Alas, the works-962 C with the starting number 3 retires when a screw loosens on the main shaft between the engine and gearbox. The race is overshadowed by the fatal accident of Austrian Jo Gartner, whose 962 C of Kremer Racing goes off the track during the night. The fight for race honours in 1987 is predicted to be between the Porsche 962 C and the Jaguar XJR-8LM. The British race cars prove virtually unbeatable in the World Championship. But Le Mans is a whole other story. Derek Bell, Hans-Joachim Stuck and Al Holbert win although this success has a somewhat dramatic prequel. It begins with the tests at Weissach