Porsche Racing History... (heavy)

[Mr.WhiTe]

Un poco de historia para el que le interese


Los numeros..

Mayores Victorias:

Makes and Team World Championship 14
Long Distance World Championship 8
IMSA Supercar-Series 3
German Racing Championship 6
European Hill Climbing Championship 20
Formula 1 Driver-World Championship (McLaren with the engine designed and built by Porsche for TAG) 3
Formula 1 victories (McLaren with the engine designed and built by Porsche for TAG) 25
Formula 1 victories (together with the victory in Rouen in 1962) 26
Daytona (24 Hour Race) 20
IMSA Supercar-Race (USA) 15
Le Mans (24 Hour Race) 16
Sebring (12 Hour Race) 18
Targa Florio 11
Rallye Monte Carlo 4
Paris-Dakar Rallye 2


Los autos..

Porsche 356 Light Metal Coupe 1951





When Ferry Porsche developed the first Roadster prototype to create an alloy coupé in 1948, it was a successful move. In contrast to the Porsche Number 1, the engine was now moved behind the rear axle, as with the VW, to create space for two small emergency seats. Around 50 examples of the 356 aluminium coupé were produced between 1949 and 1951 in the Austrian town of Gmünd, and then provisional production lines were set up in Stuttgart-Zuffenhausen. In 1951 the aluminium coupés manufactured in Gmünd became the basis for Porsche's entry into the world of automotive racing.

Naturally, it was specially modified. The tank capacity was increased to 78 litres by moving it further forward and shaping it to fit around the spare tyre. In order to accelerate refuelling, the filler neck protruded in the centre through the front lid. On its very first outing, at the Le Mans 24 Hour race, the Porsche importer in France at the time Auguste Veuillet, with Edmonde Mouche as co-pilot,drove the aluminium coupé straight to a class victory at an average speed of 140 km/h.

The speed and reliability of the Porsche Coupé was demonstrated during a record-breaking drive lasting 72 hours in 1951 in Monthéry. During this race an aluminium coupé from Gmünd with the new 1.5 litre engine with over 70 bhp covered almost 11,000 kilometres, which corresponds to an overall average of 152.35 km/h. By the mid 1950s, the aluminium coupé with a 1,500 cc engine and now also, as was already a feature of the series 356, with the single-piece windscreen, was successful all over Europe, predominantly at rally events. This was the case in 1952 with a class win in Monza, in 1953 at the Sestriere rally, at the Belgrade Grand Prix and the Alpine Rally, in 1954 at the long-distance Liège-Rome-Liège rally and in 1955 at the ice race in Zell am See.

Technical Specifications
Engine: Four-cylinder twin-valve induction engine as mid-engine, central camshaft with push rods, air-cooled
Power: 70 HP at 5.000 RPM
Displacement: 1.488 cc
Fuel system: Two downdraft carburettors
Transmission: Four-speed gearbox
Chassis: Self-supporting steel body with aluminium outer panelling, independent wheel suspension, torsion-bar suspension, hydraulic drum brakes
Dimensions and weight: Wheel base 2.100 mm
length 3.860 mm
weight 640 kg
Performance: Top speed 162 km/h




Porsche 550 RS spyder 1954





The Porsche 550 Spyder, which was first exhibited at the 1953 Paris Salon and featured the four-camshaft-engine developed by Dr. Ernst Fuhrmann, a four-speed transmission and a differential lock, was not only an immediate success but was also admired for its harmonious shape. Its light-alloy monocoque body, a so-called integral body-frame with floor frame, flowed smoothly from the front end, over the wings and to the rear. The flat frame consisted of welded tubing. Internally designated Type 547, the air-cooled 1,500-ccm four-cylinder engine was equipped with four overhead camshafts and had a power output of 110 bhp at 7,800 rpm. Thanks to ongoing further development, it represented the greatest trump card held by Porsche in motor racing until 1961.

This was demonstrated in the early 50s during the Carrera Panamericana in Mexico, a 3,000-km long-distance race across the country. This is where Porsche wrote a chapter in racing history — unintentionally at first. The main aim in 1954 was to prove the performance capability of the new 117-bhp engine with four camshafts in the 500 Spyder. Sponsor logos from Fletcher and Telefunken, the companies supporting racing director Huschke von Hanstein for the event in Mexico, also appeared for the first time on a Porsche factory car. With the passenger seat covered, the Spyder achieved sustained speeds of more than 200 km/h (124 mph) on the long straightaways of the Carrera Panamericana. The vehicle‘s low weight made it superior to most of its large-displacement rivals. Hans Hermann came in third and Jaroslav Juhan came in fourth overall behind the two Ferrari factory cars, which was an impressive double victory in the sports-car class up to 1,500 ccm.

Technical Specifications
Model: Porsche 550-1500 RS Spyder
Year: 1954-1955
Engine: Air-cooled flat-four engine
Valves: Two-valve engine, two overhead camshafts per cylinder bank, vertical shaft drive
Displacement: 1,498 ccm
Bore x stroke: 85 x 66 mm
Max. power: 110 bhp (81 kW) at 6,200 rpm
Mixture formation: Two Solex 40 PJJ double-downdraft carburettors
Transmission: 4 F, 1 R; ZF locking differential
Brakes, f/r: Hydraulic drum brakes
Top speed: 220 km/h (137 mph)
Weight empty: 590 kg
Tyres, f/r: 5.00-16 / 5.25-16; 5.50-16
Wheelbase: 2100 mm
Track width, f/r: 1290 / 1250 mm
L x W x H: 3600 x 1550 x 1015 mm
Model: Porsche 550-1500 RS Spyder "Carrera Panamericana”
Year: 1954-1955
Engine: Air-cooled flat-four engine
Valves: Two-valve engine, two overhead camshafts per cylinder bank, vertical shaft drive
Displacement: 1,498 ccm
Bore x stroke: 85 x 66 mm
Max. power: 117 bhp (86 kW) at 7,800 rpm
Torque 129 Nm (95 ftlb.) at 5,300 rpm
Mixture formation: Two Solex 40 PJJ double-downdraft carburettors
Transmission: 4 F, 1 R; ZF locking differential
Brakes, f/r: Hydraulic drum brakes
Top speed: 220 km/h (137 mph)
Weight empty: 550 kg
Tyres, f/r: 5.00-16 / 5.25-16; 5.50-16
Wheelbase: 2100 mm
Track width, f/r: 1290 / 1250 mm
L x W x H: 3600 x 1550 x 1015 mm



Porsche 356 Roadster nr°1 1948



Work recommenced in the Porsche design office as early as 1946 under head designer Karl Rabe. The Stuttgart-based company had been temporarily domiciled in Gmünd/Austria since 1945. Inspired by Cisitalia activities, the idea of his own sports car increasingly dominated the thoughts of Porsche, particularly as in the meantime, despite the deep depression suffered by the German economy, the Volkswagen went into series production in Wolfsburg. Former Porsche employees were involved, and activities at Gmünd and Wolfsburg remained closely related. Thus, a project which Ferry Porsche had had in mind for some time started to take shape on the drawing-boards in the design office in Gmünd from 17th July 1947.

It became reality on 8th June 1948: A two-seater sports car based on VW parts, the first automobile bearing the Porsche name. It ranked as Type 356 according to the tradition of consecutive numbering of all designs. Ferry Porsche had set himself the goal of building a sports car of modest proportions, which on account of its ideal power-to-weight ratio and its low air resistance, could achieve high acceleration values and top speeds, optimal cornering behaviour and shorter braking distances than was possible with heavier cars. The 356 was to be shaped to hold the road well and enable a safe driving feeling at speeds which were already relatively high. The very first Porsche was a mid-engine car, whose engine - a modified VW unit - was mounted ahead of the rear axle. With 35 bhp and a ready for driving weight of 585 kg, the Porsche "Number 1" ran at a good 135 km/h.

Technical Specifications
Engine: Four-cylinder twin-valve induction engine as mid-engine, central camshaft with push rods, air-cooled
Power: 35 HP at 4.000 RPM
Displacement: 1.131 cc
Fuel system: Downdraft carburettor
Transmission: Rear drive, four-speed gearbox
Chassis: Steel tubular space frame with aluminium body, independent wheel suspension, mechanical drum brakes, tyres: 5.00 x 16
Dimensions and weight: Wheel base 2.150 mm
front track 1.290 mm
rear track 1.250 mm
weight 585 kg
Performance: Top speed 135 km/h




Porsche 718 RS 60 spyder 1959/60



Automobile sport was part of the picture for the fledgling Porsche sports car firm from the first. The 356 quickly became popular around the world, in the hands of private drivers with sporting ambitions. New racesports cars were developed in Zuffenhausen at the beginning of the fifties: the1.5 liter 550 Spyder proved a shark in the goldfish bowl against larger-displacement competitors in major races. This Spyder used the first engine developed by Porsche for Porsche: the Type 547 with 1.5 liter displacement and four, shaft-driven, overhead camshafts.

Porsche had made the change from a floor pan to tubular space frame for racesport construction, established the five-speed gearbox, continued to increase performance and fitted larger drum brakes. These improvements, along with countless other modifications, kept the Spyder at the head of the " small sports car class " (up to 1500 cc) throughout the fifties.

But 1960 brought new regulations for racesports cars, leading to the Spyder RS 60 with displacement increased to 1600 cc, larger windshield, a "functional" top and a regulation trunk in the tail, behind a four-cam engine which now produced 160 HP. This RS 60 brought Porsche its finest results up to that time, particularly in long-distance events. While an overall victory in the 44th Targa Florio in 1960 by Bonnier/Herrmann, with a lead of more than 6 minutes over a 3 liter Ferrari, was within the range of previous achievements - sports cars from Zuffenhausen had already captured overall Targa Florio victories in l956 and 1959 - a new Porsche chapter opened with the first appearance of the RS 60 at the 12 hours of Sebring in the USA. Olivier Gendebien and Hans Herrmann won outright while Holbert/Scheckter/Fowler drove a second factory RS 60 into second, ahead of Nethercutt/Lovely in a 3 liter Ferrari Dino. Swiss driver Heini Walter, at the wheel of an RS 60, secured Porsche's third and fourth European Hillclimb Championships in 1960 and 1961, following those from 1958 by Count Berghe von Trips and 1959 by Edgar Barth.

Technical Specifications
Engine: Four-cylinder, unblown, air-cooled, two-valve, opposed-piston engine, four shaft-driven overhead camshafts
Power: 160 HP at 7.800 RPM
Displacement: 1.587 cc
Fuel system: Two dual-downdraft carburetors
Transmission: Five-speed gearbox, limited-slip differential
Chassis: Steel-tube space frame, independent suspension, torsion bars in front, coil springs in the rear, drum brakes
Dimensions and weight: Wheelbase 2.200 mm
length 3.700 mm
weight 550 kg
Performance: Top speed approx. 225 km/h



Porsche 804 Formula 1 1962



In 1961, when capacity was restricted to 1.5 litres for Formula 1 racing, this change in the rules helped Porsche to enter the Grand Prix arena. The new ruling did not differ significantly from the previous Formula 2 where, since 1958, Porsche had established itself with a high-speed four-cylinder single-seater. They almost managed it in the premiere year in 1961: Porsche driver Dan Gurney was second in Reims as well as at the Italian and US Grand Prix, but the first Grand Prix win remained elusive. In 1962 Porsche sent an eight-cylinder Grand-Prix racing car into the fray. With regard to design and chassis, the Type 804 corresponded with modern mid-engine racing cars. It featured an interesting disc brake design and a fan positioned horizontally on the air-cooled eight-cylinder engine.

In July 1962 they were ready: After a succès de estime in Monaco, Dan Gurney won the French Grand Prix in Rouen a lap ahead of the South African Tony Maggs for Cooper. A week later Gurney won again in front of 300,000 enthusiastic spectators at the Stuttgart Solitude ahead of the Lotus driven by Jim Clark. Towards the end of 1962, Porsche concluded its excursion into Formula 1. Formula 1 technology, which could only be transferred to the production car to a limited extent, required a high level of financial investment. As Porsche always regarded motorsport as the starting point for new developments and improvements for the production sports car, it therefore returned its attentions predominantly to the GT cars and long-distance sport - Porsche's true domain.

Technical Specifications
Engine: Eight-cylinder twin-valve induction engine (Boxer), air-cooled, four overhead camshafts with vertical shaft drive
Power: 180 HP at 9.200 RPM
Displacement: 1.494 cc
Fuel system: Four dual-barrel downdraft carburettors
Transmission: Six-speed gearbox, locking differential
Chassis: Steel tubular space frame, independent wheel suspension, torsion bar suspension, Porsche disc brakes, tyres: front 5.00 x 15 R, rear 6.50 x 15 R
Dimensions and weight: Wheel base 2.300 mm
length 3.600 mm
weight 452 kg
Performance: Top speed 270 km/h


Porsche 904 carrera gts coupe



Although it was officially named Carrera GTS, it opened a new chapter in Porsche's sporting history under the internal designation 904. The 904, designed by Ferdinand Alexander Porsche (known as "Butzi"), anticipated, from a technical point of view, much that did not become the norm in racing car manufacturing until later: mixed steel/plastic construction, low weight, small frontal area. It was the first Porsche with a plastic body and 100 examples had to be built in order to qualify for the GT class. This was followed by a further 20 vehicles, of which 16 were assembled. The rest provided the parts for the spare parts store.

The 904 GTS displayed in the Porsche museum had, as a works car, an eight-cylinder two-litre engine and joined the line-up at Le Mans in 1964 and in 1965 driven by Mitter/Davis.

Exactly five months after it was presented, Porsche achieved its fifth victory in this classic race on 26 April 1964 with the production 904 at the Targa Florio. Antonio Pucci and Colin Davis snatched victory ahead of Linge/Balzarini in an identical 904. Further victories followed: at the Tour de France, at the 1,000 kilometre race around the Nürburgring, in the Le Mans 24 hour race and in the following Reims 24 hour race. The 904 proved its roadworthiness at the Monte Carlo rally in 1965, where Eugen Böhringer still came in second despite a totally snow-covered course. The 904 fitted with four, six and eight-cylinder engines was not only a very successful racing car of the early 1960s, to this day it is still regarded as one of the most attractive.

Technical Specifications
Engine: Four-cylinder twin-valve induction engine (Boxer), air-cooled, four overhead camshafts
Power: 180 HP at 7.800 RPM
Displacement: 1.966 cc
Fuel system: Two Weber downdraft carburettors, 110 litre fuel tank
Transmission: Five-speed gearbox, locking differential
Chassis: Sheet-steel box-type chassis with plastic body, coil springs, disc brakes
Dimensions and weight: Wheel base 2.300 mm
length 4.090 mm
height 1.065 mm
weight 530 kg
Performance: Top speed approx. 263 km/h


Porsche 908 langheck coupe 1969



When FIA reduced the capacity limits to 3 litres for prototypes in the World Constructors' Championships at the end of 1967 (but homologated sports cars built in quantities of at least 25 examples were allowed to have 5 litres), a prototype emerged in the form of the 908, which put Porsche on an even footing with its rivals in the competition for the title. Its new 3 litre eight-cylinder engine was tailor-made to the large capacity class for the first time in the long motorsport history of Porsche. A 350 bhp engine was used in the eight-cylinder racing car in the long-tailed and short-tailed versions.

A tail unit with two tail fins and a transverse airfoil, whose flaps moved with the compression of the rear wheels, ensured, in the case of the long-tail version, that full advantage was taken of the power of the eight-cylinder engine. The 908 premiered in Le Mans in 1968. After initial "teething troubles", the 908, now fitted with an aluminium tubular space frame, did not prove its reliability and stamina until the 1969 season. At PR exercises on the Nürburgring or on the Porsche test track in Weissach, the 908 long-tailed coupé still proves from time to time that it has lost none of its flair over the years.

Technical Specifications
Engine: Eight-cylinder twin-valve induction engine (Boxer), air-cooled, four overhead camshafts with chain drive
Power: 350 HP at 8.400 RPM
Displacement: 2.997 cc
Fuel system: Mechanical fuel-injection system, 120 litre fuel tank
Transmission: Five-speed gearbox, locking differential
Chassis: Aluminium tubular space frame with plastic body, independent wheel suspension, coil springs, disc brakes
Dimensions and weight: Wheel base 2.300 mm
length 4.839 mm
weight 650 kg
Performance: Top speed 320 km/h



Porsche 911 Carrera 2 Cup 1990



Porsche starts the year with a diversified motorsport programme. Focus of the works activities is planned to be on the American CART series. In sports prototypes, where Porsche customer teams make up half of the world championship starting grid, Porsche is represented by a pilot-team (Joest Racing). In the USA, the 962s still have a strong presence. In Tokyo, the following announcement is made on February 5: together with the Japanese Footwork-concern, that has bought the British Arrows racing team, Porsche will be involved in Formula 1 from 1991. The cooperation has been laid out for three years. Club racing gets a new boost with the Carrera Cup Germany, which celebrates its debut in Zolder on April 1 as the successor to the 944 Turbo Cup.

CART-driver Teo Fabi receives back-up from John Andretti, the nephew of former F1-world champion Mario.

Porsche has completely remodified the CART race car that is now referred to as the 90P.

A more compact gearbox, the location of the turbo-charger in front of the engine and the new position of the tank optimise the weight distribution and the aerodynamic efficiency. The 2.65-litre V8-engine features modified cylinder heads, single throttle valves, a newly adjusted injection system and a new oil tank. Besides a power increase of some 20 hp, the engine also displays better torque characteristics and reduced fuel consumption.

A carbon fibre chassis, developed in collaboration with March, is banned by CART just before the start of the season. As a result, Porsche covers the carbon fibre chassis with an aluminium body to meet CART’s requirements. The car from the previous year is used for the first two races. The 90P makes its debut at the 500 mile race at Indianapolis. In spite of a lack of testing and several compromises, Andretti sets the tenth fastest time in qualifying. In the race, the American retires while running ninth following contact with the wall. On lap 162, the clutch of Fabi’s car goes. During the 16 races of the season, the team doesn’t succeed in making up for the lack of development, especially in the area of aerodynamics. Third place at Meadowlands is the best result in the first half of the year. At the end of the season, Porsche’s involvement in CART comes to an end.

On September 6, 1990 at 17.07 h in Weissach, Professor Ferry Porsche starts, with the push of a button, the new twelve-cylinder engine with 3.5-litre capacity for the Porsche-Footwork Formula 1 project. Under the direction of Hans Mezger, the power unit was constructed in record time and is now running on the test bed for the very first time. Track testing starts already mid-October in Weissach: the 80-degree V-engine with central power take-off has been built into an Arrows-chassis from the previous year. German driver Bernd Schneider is behind the wheel. Tests with Footwork-drivers Michele Alboreto and Alex Caffi are planned for the winter.

Some 20 orders from all over the world are received by Porsche for a modified 962 C, that amongst others stands out for its 20 % increased downforce. Several customer teams receive this 962 C with a 3,164 cc engine. In race trim, this engine already delivers approx. 7000 hp and has a much improved throttle response.

At Le Mans, Porsche customers are racing at a track on which two chicanes now interrupt the six kilometre long straight. They face competition from 13 works cars from Japan (Mazda, Nissan, Toyota), as well as the Jaguar works team. Nevertheless, the Brun-962 C with Walter Brun, Oscar Larrauri and Jesus Pareja remains within striking distance to the front runners until 14 minutes before the end of the race – and then, the car retires with a blown engine. Two Jaguars win ahead of the Porsche 962 C of the Alpha Racing-Team, whose drivers Tiff Needell, Anthony Reid and David Sears climb the podium in third place.

Porsche recommends not to run the 962 C in the world championship from the end of the season onwards. The handicaps that the FISA, motorsport’s governing body, has imposed on turbo-charged sportscars, have become too harsh. For instance, a 962 C must have an empty weight of 1,000 kg from 1991, while the first ten positions on the grid will be reserved for sports prototypes with atmospheric engines. Eventually, the FISA will reduce the weight to 950 kg. In the IMSA, the Japanese sportscar championship and the Interseries, the 962 remains competitive.

With the Carrera Cup, Porsche switches to the 911 for one-make racing. After ten rounds with the 265 bhp Carrera 2, Olaf Manthey becomes the first overall winner.

In his first season with Porsche, Bernd Schneider wins the Porsche Cup as the most successful privateer driver. Amongst others, he claims the title in the FIA Interseries with Joest Racing on his way to success.


In 1989, the first Cup-Carrera is built by Porsche Motorsport based on the Carrera 2. For the 1990 racing season, this 911 Carrera 2 Cup features an air-cooled six-cylinder boxer engine with double ignition, deriving 265 bhp (195 kW) from a capacity of 3.6 litres at 6,100 revs. Maximum revs are 6,800. At 15 hp, the power increase compared to the production version is rather moderate. Like all subsequent Cup-Carreras, the engine requires regular commercial fuel and has been equipped with catalytic converters for the exhaust gas.

Power is distributed to the rear wheels by means of a five-speed gearbox with reduced third, fourth and fifth gear and a self-locking differential.

Modified suspension kinematics, stiffer and shorter springs and adjustable anti-roll bar ensure racing-like precision. Compared to its road-going sibling, the Cup-Carrera has been lowered by 55 millimetres.

The steering is more direct and, like all predecessors up to the 911 Cup 3.8, does without power assistance.

Large-sized, self-ventilating and perforated brake discs, together with a production ABS that has been adapted for competition purposes, ensure Porsche-typical braking power.

An aluminium safety cell, replaced by a welded steel cage for 1992, protects the driver and, together with a front strut bar, increases the car’s stiffness. Porsche states the weight of the first Cup-Carrera as 1,120 kg.

Technical Specifications
Engine: Air-cooled six-cylinder boxer with dual ignition, 2 valves per cylinder, dry sump lubrication, catalytic converters
Power: 265 hp (195 kW) at 6.100 rpm
Displacement: 3.600 cc
Fuel system: 77-litre fuel tank
Transmission: Five-speed manual gearbox, 3rd, 4th and 5th gear shortened ratio, limited slip differential
Chassis: Carrera 2 (964) basis, weight optimized, aluminium safety cage
Altered kinematics: harder/ shorter springs, ca. 55 mm lower than standard
Front: McPherson, gas pressure damper, coil springs, adjustable anti roll-bar five positions
Rear: subframe, double wishbones, gas pressure damper, adjustalbe anti-roll bar two positions
Steering more direct, no power steering , internally ventilated, perforated brake discs, four-piston brake calipers, standard ABS, modified for racing
Dimensions and weight: Wheelbase 2.272 mm
length 4.245 mm
width 1.735 mm
weight 1.120 kg (without fuel)
Performance: Approx. 210 km/h




Porsche 911 Carrera 2 Cup 1992




Regulations of the Le Mans 24 Hours allow the Group C cars with turbo-charged engines (class C1) a minimum weight of 900 kg. Meanwhile, the maximum amount of fuel permitted for the race is reduced from 2,550 to 2,140 litres. Thus, the Porsche 962 Cs are no longer capable of running for victory. Giovanni Lavaggi, John Nielsen and Manuel Reuter bring the Kremer-Porsche 962 C home in seventh place overall. Otto Altenbach, Jürgen Lässig and Pierre Yver finish tenth with the 962 C of the Obermaier team.

On the same weekend as Le Mans, the 24-hour race at the Nürburgring takes place in atrocious weather conditions. Twice, the safety car leads the field for several hours with the organisers stopping the race from one to four o’clock in the morning. In fog and rain, the marathon initially becomes a demonstration of Walter Röhrl’s ability, who takes up to one minute per lap from much more powerful cars, driving an almost standard 911. His team mate Hans-Joachim Stuck also surprises his adversaries with incredible lap times. Eventually, Röhrl/Stuck/Jelinksi finish third overall, eleven Porsche sportscars finish in the top 15.

In the USA, the American Brumos team claims the manufacturers’ title in the IMSA Supercar Championship for Porsche, racing a 911 Turbo. It is only at the final round in Del Mar, California, that Hans-Joachim Stuck secures the title with a fastest time in practice and a lights-to-flag victory, after having prepared it throughout the season together with Walter Röhrl and Hurley Haywood. The Firestone Firehawk series for production-based sportscars also goes to Porsche, American Nick Ham claims the drivers’ title with a 944 S2.

Driving a Porsche Spyder-K7 owned by Kremer Racing, Manuel Reuter wins the European Interseries championship with victories at Mugello, the Nürburgring, Brands Hatch, Zolder, Most and at the airfield circuit of Siegerland.

In the tenth and final round of the year at the Hockenheimring, Uwe Alzen secures overall victory in the German Carrera Cup. Swiss Bruno Eichmann, who had looked like the Cup winner until his retirement from the penultimate round at Spa-Francorchamps, ends the season in second place ahead of Jürgen von Gartzen. In the French Carrera Cup, Dominique Dupuy is the winner once again, while Saloshi Ikezawa claims the coveted cup in Japan.

On loose surface, Frenchman Jean-Louis Schlesser takes the overall win in the Pharaoh’s and the Baja rallies, driving a buggy with a Carrera production engine.

Driving his Joest-Porsche 962 C in the European Interseries championship and the IMSA-GTP championship (USA), Argentine Oscar Larrauri scores more points for the Porsche Cup than any other privateer driver, with the former F1 driver claiming it from Manuel Reuter and “John Winter”.


After the first two years in competition, the racing department updates the 911 Carrera 2 Cup, which in 1992 features the bodywork of the RS. The engine now delivers 275 hp (previously 265 hp) and requires Super plus-fuel with 98 octane. Light-weight glass in the doors and the rear add to reduced body weight. The front wheel hubs are made of aluminium while three-part magnesium-aluminium racing wheels replace the aluminium wheels of its predecessor. For the first time, 18 inch wheels are used.

Technical Specifications
Engine: Air-cooled six-cylinder boxer with dual ignition, 2 valves per cylinder, dry sump lubrication, catalytic converters
Power: 275 hp (202 kW) at 6.700 rpm
Displacement: 3.600 cc
Fuel system: 77-litre fuel tank
Transmission: Five-speed manual gearbox, 3rd, 4th and 5th gear shortened ratio, limited slip differential, steel synchronizing rings
Chassis: Carrera RS basis, aluminium safety cage, welded-in steel safety cage, air jack Altered kinematics: harder/shorter springs Steering more direct, no power steering, internally ventilated, perforated brake discs, four-piston brake calipers, standard ABS, modified for racing, ABS emergency cut off switch
Dimensions and weight: Wheelbase 2.272 mm
weight 1.120 kg (without fuel)



Porsche 911 carrera 4x4 1984





The 911 body is modified for rallying purposes: strengthened mounting points for suspension, shock absorbers and the engine mounting. Luggage compartment hood and doors, engine hood and rear spoiler are made of composite material and carbon fibre, the windscreen is standard, the rear plastic window can be removed like a lid. The side windows are made of plastic, two reserve wheels are stowed inside. Ten millimetre thick Kevlar form an underbody protection. A steel safety cage is welded in.

A standard 911 engine with reduced compression supplies 225 hp. Over the entire route, project leader Roland Kussmaul calculates a fuel consumption of 18 litres per 100 km.

The desert-911 features a five speed gearbox, the rear spoiler houses the gearbox oil-cooler. The power train: racing clutch with a sinter metal coating. All-wheel drive with a fully lockable differential. Front axle: double wishbones each with two shock absorbers, differential without locking action. Rear axle: standard turbo, coated with plastic, rear spring-damper unit, differential with a direct drive axle. Standard 911 Carrera braking system, the discs are axially drilled, ground clearance of the 911 measures 27 cm.

A fuel tank with a 120 litre capacity is housed in the boot, with another fuel tank holding 150 litres behind the seats. In order to optimise the balance the fuel can be pumped back and forth between the tanks.

Additional equipment for the Paris-Dakar are mandatory to comply with organiser’s requirements: two extra wheels (each 24 kg), a hydraulic jack, an air-pressure compressor, special tools, ten litres of drinking water, signalling mirrors, compass, survival blankets, turbans, signal rockets, smoke bombs, sleeping bags, emergency transmitter, radio, first-aid box, medication, snake and scorpian serum, towing rope, shovel.

Including this equipment the Porsche weighs 1,210 kilograms. The climbing ability is ca. 45 degrees.

Technical Specifications
Engine: Six-cylinder horizontally opposed air-cooled two-valve engine, overhead camshaft on each valve, chain drive
Power: 225 bhp (166 kW) at 5.800 rpm
Displacement: 3.164 cc
Fuel system: Electronic fuel injection
Transmission: Five-speed transmission, differential lock
Chassis: 911 body; reinforced articulation points for wheel suspension, shock absorbers and engine suspension; front wings, doors, luggage compartment lid, engine lid and rear spoiler in glass-fibre reinforced plastic and carbon fibre; plastic side windows, windscreen as in standard model; steel safety cage
Dimensions and weight: Wheelbase 2.271 mm
length 4.270 mm
width 1.630 mm
weight 1.210 kg
Performance: Approx. 210 km/h (113 mph)



Porsche 911 carrera RSR 3.8 1993





With its 3,746 cc rear engine the new 911 Carrera RSR 3.8 delivers 350 hp. Weighing just 1,120 kilograms is thanks to the radical reduction of interior fittings and the use of composite materials – for instance for the adjustable rear wing. A stronger five-speed gearbox allows a top speed of 265 kp/h. The racing suspension with unibal joints, adjustable rollbars and the impressive brake system of the 911 Turbo S make this 911 a winner. Depending on the race duration, the safety tanks are available with a fuel capacity of either 43 or 120 litres. For the German ADAC GT Cup the power output is reduced to around 325 hp, however the weight is increased to 1,300 kgs.

Technical Specifications
Engine: Six-cylinder boxer engine, air-cooled, two valve heads, dual ignition
Power: 325 hp (239 kW) at 6.900 rpm
Displacement: 3.746 ccm
Fuel system: 120 litre tank (FT3-safety tank)
Transmission: Five-speed, manual gearbox with ratios for 265 km/h, racing clutch, 40/40 % limited-slip differential
Chassis: Two-seat coupe, adjustable plastic rear wing, air intakes in nose, front spoiler, six-point harness, roll cage, hood latches, racing chassis, Bilstein shock absorbers, larger brakes with ABS, racing pads, adjustable stabilizers, three-piece, light-alloy rims
Dimensions and weight: Wheelbase 2.272 mm
length 4.275 mm
weight 1.300 kg
Performance: Approx. 280 km/h


Porsce 911 cup 3.8 1994




In May 1993, Weissach begins development work on the Porsche 911 Cup 3.8, a near-standard racing version of the new 993 model. The 911 Cup 3.8 makes its debut in the Porsche Pirelli Supercup in 1994, and the Porsche Carrera Cup in 1995.

From a capacity of 3.8 litres the engine delivers 310 hp at 6,100 rpm, with maximal torque of 360 Nm at 5,500 revs.

Weighing 1,100 kilograms, this racing sportscar is 20 kilos lighter than its predecessor. Rear and side windows behind the centre post are made of plastic, an aluminium luggage compartment hood, and the sacrificing of insulation materials, a heating system, power steering as well as keeping cockpit extras to a minimum all contribute to the weight-loss programme. The steel safety cage includes sidebars in the doors. Like its standard cousin the Cup 3.8 features a rear spoiler that rises out of its resting position, depending on the speed, in order to optimise engine cooling and downforce.

The new multi-link rear suspension optimises the handling. The Cup 3.8 sits 70 mm lower than its street cousin. The springs are twice as hard as the 1993 Cup Porsche. Internally ventilated, perforated disc brakes with standard ABS modified for racing ensure impressive braking.

From 1994 a three-point air jack replaces the external lifting jack used to date.

Technical Specifications
Engine: Air-cooled six-cylinder boxer with dual ignition, 2 valves per cylinder, dry sump lubrication, catalytic converters
Power: 310 hp (228 kW) at 6.100 rpm
Displacement: 3.800 cc
Fuel system: 74-litre fuel tank
Transmission: Six-speed manual gearbox, gear shift linkage rod, limited slip differential
Chassis: 993 basis, moveable rear spoiler, welded-in steel safety cage with steel pipe crosses in the door openings, 3-point air jack, ca. 70 mm lower than standard, more direct steering, no power steering, light-alloy rims with central locking, internally ventilated, perforated brake discs, four-piston brake calipers, standard ABS, modified for racing
Dimensions and weight: Wheelbase 2.272 mm
length 4.245 mm
width 1.855 mm
weight 1.100 kg
Performance: Approx. 280 km/h




Porsche 911 cup 3.8 1995




After the 911 Cup 3.8 celebrated its premiere in 1994, the near-standard sportscar rolls to the start of the 1995 season featuring completely revised aerodynamics. From the new 911 Carrera RS Clubsport come the huge, fixed rear wing, the front spoiler and the side sills.

On the front axle a minimized bump toe-in and optimised camber change to the front axle guarantee very high stability and precise reactions to steering on bumpy circuits.

The reinforced gearbox (steel synchronizer rings) features a shortened ratio for the sixth gear.

Technical Specifications
Engine: Air-cooled six-cylinder boxer with dual ignition, 2 valves per cylinder, dry sump lubrication, catalytic converters
Power: 310 hp (228 kW) at 6.200 rpm
Displacement: 3.800 cc
Fuel system: 74-litre fuel tank
Transmission: Six-speed manual gearbox, gear shift linkage rod, limited slip differential, shortened 6th gear
Chassis: 911-basis, moveable rear spoiler, welded-in steel safety cage with steel pipe crosses in the door openings, 3-point air jack, fixed rear wing, new side sills and front section from RS, ca. 70 mm lower than standard, bump steer minimized, more direct steering, no power steering, light-alloy rims with central locking, internally ventilated, perforated brake discs, four-piston brake calipers, standard ABS, modified for racing
Dimensions and weight: Wheelbase 2.272 mm
length 4.245 mm
width 1.735 mm
weight 1.100 kg
Performance: Approx. 275 km/h


Porsche 911 Gt1 1996




Just nine months lay between the decision to build a near-standard yet competitive racing vehicle for the Le Mans GT1 class and the pre-qualification for the race, which the two new 911 GT1s with Thierry Boutsen, Hans-Joachim Stuck, Bob Wollek, as well as Yannick Dalmas, Scott Goodyear and Karl Wendlinger manage without a problem.

The technology of the new 911 GT1 comply in deed and in spirit to the regulations. The front section and the body platform closely resemble the road-going model. The body consists of carbon-fibre Kevlar. A subframe houses the engine, gearbox and rear suspension. For time and cost reasons, Porsche forgoes a carbon-fibre body. Total weight: 1,050 kilos.

The 3.2-litre six-cylinder power unit with two turbo-chargers and two ACO-regulation air restrictors delivers around 600 hp. The boxer mid-engine lies just in front of the rear axle. Apart from a good weight distribution this also makes a promising aerodynamic layout possible, for instance a diffusor under the rear of the vehicle. The strengthened six-speed gearbox with its oil circuit is housed behind the engine. 380 millimetre, internally ventilated carbon brake discs combined with Brembo fixed calipers – eight pistons at the front and four at the rear – in conjunction with an ABS, provide an excellent deceleration of the ca. 320 kph 911 GT1.

In the race the GT1 indeed proves to be a candidate for the overall win. After Stuck avoids an opponent and drives through the gravel, the underbody of his GT1 and front hood must be changed. At the finish line the Bavarian together with Boutsen and Wollek lie one lap behind the victorious Joest WSC. Dalmas, Goodyear and Wendlinger take third, after the Frenchman took a trip into the gravel damaging a brake caliper, Wendlinger needed repairs to the front after a spin, and Goodyear came into the pits with damage to the body.

After the Le Mans success the new GT1 went on to secure victory in the BPR GT series in Brands Hatch (England), Spa Francorchamps (Belgium) and Zhuhai (China).

Technical Specifications
Engine: 6 cylinder boxer, aluminium-engine block and cylinder heads, water cooled block and head, 2 intake and 2 discharge valves per cylinder, 2 exhaust gas turbo chargers, rigid bucket tappet with valve play compensation, dry sump lubrication, electronic engine management (TAG 3.8)
Power: 600 hp (440 kW) at 7.200 rpm
Displacement: 3.200 cc
Fuel system: 100 litre safety tank with integrated catchtank, rapid tank valves and reserve switch fuel injection (Multipoint, sequential)
Transmission: 6-speed, fully synchronised gearbox, mid enginge, rear wheel drive, single-disc sinter metal racing clutch, additional lubrication with oil pump and oil-to-water heat exchanger, locking differential
Chassis:: Front section basis 993, adjustable plastic rear wing, air inlet to turbo chargers on the roof, rollcage as supporting chassis member, air jack, double wishbones front, double wishbones with pushrods rear, adjustable shock absorbers front and rear, power steering, anti roll bar front and rear
Dimensions and weight: Length 4.683 mm
width 1.946 mm
weight approx. 1.000 kg
Performance: Approx. 320 km/h



Porsche 911 Gt1 1998




This 911 GT1 ´98 sportscar represents the third generation of the Gran Turismo concept which began in 1996. On 23 February 1998 Bob Wollek rolls out with the new six-cylinder twin-turbo Porsche for the first time in Weissach.

The GT1 ´98 is the first racing sportscar from Porsche to feature a carbon fibre chassis as a monocoque, which reduces the weight by 100 kgs to 950 kilograms. More rigidity and the possibility of an optimized aerodynamic layout are further advantages of the new materials. The GT1 is 20 centimeters (4.89 metres) longer and five centimetres (1.99 metres) wider, whilst the height is lowered by three centimetres to 1.14 metres. The 100-litre fuel tank is now centrally located between the drivers‘ compartment and engine.

With two KKK turbo-chargers and 33.9 mm air restrictors, the 3.2-litre power unit delivers 550 hp (7,200 rpm). The power is transmitted to the rear axle via a sequential six-speed gearbox.

The suspension functions with double wishbones front and rear. The braking system features eight piston brake calipers at the front and six at the rear axle and 380 mm carbon fibre brake discs.

Technical Specifications
Engine: 6-cylinder boxer, water-cooled, aluminium engine block and cylinder heads, 2 intake and 2 discharge valves per cylinder, 2 exhaust gas turbo chargers with air restrictors, 2 charce air intercoolers, dry sump lubrication, electronic engine management (TAG 3.8), fuel injection with Lambda control, cylinder selective knock control
Power: Approx. 550 hp (400 kW) at 7.200 rpm
Displacement: 3.220 cc
Fuel system: 100-litre FT3 safety tank with integrated catchtank, rapid tank valve and reserve switch
Transmission: 6-speed gearbox, sequential gear change, rear wheel drive, triple disc clutch, additional lubrication with oil pump and oil-to-water heat exchanger, self-locking differential
Chassis: Carbon fibre monocoque, adjustable plastic rear wing, air inlet to turbo chargers on the roof, rollcage as supporting chassis member, air jack, double wishbones with pushrod front and rear, Bilstein shock absorbers front and rear, brakes, balance adjustable by driver, carbon brake discs front and rear
Dimensions and weight: Length 4.890 mm
width 1.990 mm
weight 950 kg



Porsche 911 Gt1 Evo 1997






Will the Le Mans Prototypes or the Gran Turismo 1 racing vehicles dominate the 65th running of the 24 hour classic? Either way it’s a Porsche.

At first the two factory 911 GT1 Evos control the high speed race. For 1997 the 911 features improved aerodynamics, a new front axle with wider track, an optimised suspension and a modified engine management. Thierry Boutsen/Hans-Joachim Stuck and Bob Wollek lead ahead of Emmanuel Collard/Yannick Dalmas and Ralf Kelleners. The dominating drive of the Porsche with starting number 25 ends dramatically in the early morning hours when, during Bob Wollek´s stint, the rear spins out on a damp kerb and the car touches a wall. The number 26 Porsche takes over the lead until an oil heat exchanger breaks at 1.36 pm. Ralf Kelleners flees the burning vehicle unhurt.

Now the hour of the Joest WSC Spyder has come. Team boss Reinhold Joest has entered his 1996-spec open sportscar, further modified together with Porsche. Michele Alboreto, Stefan Johansson as well as Tom Kristensen together with Joest´s first-class team prove to be extremely fast and reliable. They win.

Porsche customers also win the GT2 class against strong works opposition. This time it´s Jean-Claude Lagniez, Guy Martinolle and Michel Neugarten who bring their 911 GT2 entered by the Swiss Haberthur team first over the finish line.

The endurance season had begun well for Porsche customers at Porsche, with the 911 GT2 Evo of the Rohr Racing team driven by Harald Grohs, Arndt Meyer, Andy Pilgrim and Jochen Rohr taking tenth overall and GT1 victory. The 911 GT2 of Roock Racing with André Ahrlé, Patrice Goueslard, Claudia Hürtgen and Ralf Kelleners posted pole position in their GT2 and netted fourth overall after 24 hours.

Sebring: Robert Nearn, Andy Pilgrim and Jochen Rohr in a 911 GT2 Evo repeat their success from Daytona with another GT1 victory, whilst Franz Konrad, W. Roessler and Bob Wollek pocket the GT2 class honours.

Under the rules of the governing body FIA, the BPR GT Series becomes the international FIA GT Championship. For the first time since 1988 Porsche works team returns to a championship. The extensively liberalized regulations open the door for prototype-similar sportscars. At the same time the 911 GT1 is at first reined in by air restrictors.

From the third round in Helsinki the restrictors are again back to the 1996 measurements. Whilst the works team is absent due to an accident during testing with Yannick Dalmas, the Roock Racing GT1 with Kelleners/ Ortelli takes second, with Ni Amorim, Bruno Eichmann and Claudia Hürtgen collecting their first victory in the GT2 class. At the following round on the Nürburgring and again in Spielberg the trio increase their class lead with another victory, only to lose it at the penultimate round on a wet Sebring circuit.

In Belgium´s Spa Boutsen, Dalmas and Wollek take third at the wheel of a works 911 GT1. In Suzuka Yannick Dalmas, Pedro Lamy and Allan McNish race with a sequential gearbox developed by Porsche. Dalmas takes second place. In the race a broken gearshift lever costs them a top placing. On the fast circuit of Mugello, Dalmas and Wollek again secure a podium placing in third. The eleventh and final round in Laguna Seca yields second position for Dalmas and Wollek. Trailing the French duo come McNish and Kelleners in third. The Porsche works team finishes the year sitting fourth in the manufacturers‘ championship.

In the fiercely contested American GT Championship the Rohr team with Andy Pilgrim secures the GTS 1 drivers´ and manufacturers´ titles. Initially, team boss cum driver Jochen Rohr competes with a 911 GT2 but swaps it for a 911 GT1 in the final third of the season. The GTS 2 class goes to the consistently competitive Larry Schumacher in a 911 Turbo.

In Britain Steven O´Rourke and Tim Sugden win the BRDC GT Championship in their 911 GT2. With five wins Patrice Goueslard convincingly dominates the inaugural running of the French GT Sprint Series driving a 911 GT2 for Larbre Compétition and takes home the drivers´ title.

Patrick Huisman wins the Porsche Pirelli Supercup trophy, with seasoned veteran Wolfgang Land repeating his 1993 victory in the German Carrera Cup.

Austria´s Franz Konrad receives the Porsche Cup as the most successful private driver.


he 911 GT1 Evo for the year 1997 rolls out with a totally modified body as well as a new undercarriage under the front of the car. These measures result in improved downforce. The front axle is also new and features a wider track. Many details are improved with a view to becoming more service-friendly. On March 7,1997 the GT1 Evo rolls out of the workshop and with Bob Wollek at the wheel laps Porsche’s own proving circuit in Weissach for the first time.

Technical Specifications
Engine: Water-cooled six-cylinder four-stroke horizontally opposed engine, two turbochargers, two controlled metal-substrate catalytic converters, dual ignition, four valves per cylinder, mechanical valve adjustment, dry sump lubrication
Power: 544 bhp (400 kW) at 7.200 rpm
Displacement: 3.163 cc
Fuel system: No details
Transmission: Six-speed manual transmission, drive on rear wheels, 40/60 % locking differential
Chassis: Two-door body, composite steel plate and carbon fibre plastic design, double-wishbone suspension at front and rear, adjustable coil springs, single-pipe gas-pressure shock absorbers, adjustable stabilisers, eight-piston fixed-caliper brakes at front, four-piston fixed-caliper brakes at rear, internally vented discs front and rear, Bosch anti-lock braking system
Dimensions and weight: Length 4.710 mm
width 1.980 mm
weight 1.250 kg
Performance: Approx. 310 km/h (193 mph)



Porsche 911 gt2 Evo 1995



For competition in the Le Mans GT1 category Porsche creates the 911 GT2 Evo, with a minimum weight of 1,100 kilograms.

Its 3.6-litre engine delivers around 600 hp at 7,000 revs - thanks to its larger turbo-charger (KKK27 with 40.4 mm restrictors).

For the Evo, which features the modified body of the 911 GT2, the regulations allow wider tyres.

Technical Specifications
Engine: Flat six-cylinder (Boxer), aluminium crankcase and cylinder heads, air cooling, 1 inlet valve, 1 outlet vlave per cylinder, 2 turbo chargers, 1 wastegate per turbocharger, 2 intercoolers, non adjustable rocker arms, valve clearance adjustable by valve caps, dry sump lubrication system, electronic engine management
Power: 600 hp (442 kW) at 7.000 rpm
Displacement: 3.600 cc
Fuel system: 100 Liter Sicherheitstank mit Schnelltankventil und Reserveschaltung, Kraftstoffeinspritzung mit Lambda Regelung
Transmission: 6-Gang Schaltgetrieb, Hinterradantrieb, Einscheiben-Sintermetall-Rennkupplung, Sperrdifferential 50 / 65 %, Zusatzschmierung mit Ölpumpe und -kühler
Chassis: Basis 911 GT2 mit gewichtsoptimierter Rohkarosserie, eingeschweißter Überrollkäffig, Haubenschnellverschlüsse, Luftheberanlage, seitliche Lufteinlässe für Turbolader-Ansaugung, optimierter Bugspoiler mit zusätzlichen Lufteinlässen zur Bremsen- und Ölkühlerbelüftung, innenbelüftete und gelochte Bremsscheiben, ABS5, fußbetätigte Hilfskraftbremse mit elektro-hydraulischer Verstärkung
Dimensions and weight: Wheelbase 2.271 mm
length 4.245 mmwidth 1.855 mm
weight approx. 1.100 kg
Performance: Approx. 310 km/h



Porsche 911 gt2 1995




The sheer, inexhaustible potential of the 911 concept proves to be, in the GT2 and GT2 Evo vehicles entered by customer teams, a consistent winner at long distance competitions.

The GT2 rolls to the start sporting a modified 911 Turbo body. The racing sportscar is prepared by Porsche following the Le Mans GT2 regulations for the over 1,150 kg weight classification.

It features a 3.6-litre engine with two turbo-chargers (KKK 24 with 33.8 mm restrictors), which delivers around 450 hp at 5,750 rpm.

Even this racing vehicle, with its suspension featuring a McPherson front axle and Porsche multi-link rear axle with LSA system, closely resembles its production relative.

Technical Specifications
Engine: Flat six-cylinder
Power: 450 hp (330 kW) at 5.750 rpm
Displacement: 3.600 cc
Fuel system: 100 litre safety fuel tank (FT3) with quick-refuelling system
Transmission: Six-speed manual transmission, rear wheel drive, single disc racing clutch, supplementary lubrication system with oil pump and oil cooler, limites slip differential 40/65 %
Chassis: As 911 Turbo (993), adjustable rear plastic spoiler with elevated wing section and air inlets on both sides for turbo charger air supply, optimized fiber glass front spoiler with air inlets for oil coolers and brake cooling, welded-in roll cage and crossmember strut, hood latches, multi-link rear axle with LSA-system, adjustable shock absorbers, adjustable spring system, front and rear axle control arms fitted with Unibal joints, cross bar between front strut towers, fixed-caliper disc brake system with electrohydraulic power assistance internally vented, ABS
Dimensions and weight: Wheelbase 2.271 mm
length 4.245 mm
width 1.855 mm
weight approx. 1.150 kg
Performance: Approx. 300 km/h




Porsche 911 gt3 Cup 1998





In 1998 the 911 GT3 Cup is the first Porsche racing vehicle based on the new Carrera (996 model). At the season-opening Supercup round as support to the San Marino Grand Prix (I) from 24-26 April this racing sportscar made its debut. In the Carrera Cup Germany the GT3 Cup first competes in 1999.

For 1998 the vehicle initially delivers 360 hp (265 kW) and a torque of 360 Nm, with the engine performance increasing to 370 hp (272 kW) the following season. The water-cooled 3.6-litre boxer engine in the rear is a short-stroke unit (bore x stroke 100 x 76.4 mm), reaching top performance at 7,200 revs per minute. Maximum torque is 370 Nm at 6,250 rpm. The normally aspirated engine features titanium con rods, oil cooling with a water to oil heat exchanger as well as dry sump lubrication with an external oil tank. Two catalytic converters are fitted to the car´s exhaust.

The six-speed manual gearbox is principally identical to the gearbox of the significantly more powerful 911 GT2.

The McPherson struts in the front and the multi-link rear axle feature adjustable anti-roll bars and height adjustable spring and damper units. Track and camber can be adjusted to suit the characteristic of each circuit. Inner ventilated discs measuring 330 mm in diameter front and rear are introduced. The standard ABS is modified for racing purposes.

The rear lid with an adjustable wing, the rear window and the doors are made of composite material. The adjustable rear wing generates up to 100 kilos of downforce.

The 911 GT3 Cup accelerates from standstill to 100 kph in less than four seconds, with the gearing allowing a top speed of 286 kph.

The 911 GT3, which corresponds to its standard relative by 90 percent, weighs in at 1,120 kilograms.

Technical Specifications
Engine: Six-cylinder boxer, four valves per cylinder, max. revs 8,000, dry sump lubrication, sequential multi-point fuel injection, catalytic converters, exhaust system with centrally mounted dual endpipes, 98 ROZ Super Plus unleaded
Power: 360 hp (265 kW) at 7.250 rpm
Displacement: 3.598 cc
Fuel system: 64-litre fuel tank, sequential multi-point fuel injection
Transmission: Six-speed manual gearbox with gearshift rod, single disc racing clutch, limited slip differential 40/60 %, rear wheel drive
Chassis: 911 GT3 basis, welded-in steel safety cage Racing bucket seat, 6-point safety belt, air jack Approx. 30 mm lower than GT3 road version
Front: McPherson, dual coil spring; adjustable camber, ride height, toe, anti roll bar (five positions)
Rear: subframe, multi link, dual coil spring, adjustable camber, ride height, toe; anti roll bar (four positions)
3 piece light alloy wheels with central locking, power steering, Internally ventilated, perforated brake discs, four piston alu-calipers, 4 channel standard ABS, modified for racing
Dimensions and weight: Wheelbase 2.350 mm
length 4.430 mm
width 1,765 mm
weight 1.140 kgs (incl. fuel)
Performance: Approx. 290 km/h


Porsche 911 Gt3 cup 2000





For the first time, the Porsche 911 GT3 R is raced by customers on a large scale. During the winter, 60 units of the production-based GT car are built at Weissach.

At the season-opener in Daytona, the Swiss Haberthur Racing team with its Italian drivers Gabrio Rosa, Fabio Rosa, Luca Drudi and Fabio Babini takes the lead in its class with 90 minutes to go and, with its 911 GT3 R, claims a class victory in the 38th edition of the 24-hour race.

Japanese team Taisan Advan claims the GT class of the Le Mans 24 Hours with its drivers Atsushi Yogo, Hideo Fukuyama and Bruno Lambert. The Taisan-Porsche 911 GT3 R had started 45th on the grid and completed 310 laps securing the class victory ahead of David Murry, Johnny Mowlem and Sascha Maassen with the Skea Racing Porsche (304 laps) and Seikel Team Avia’s Michel Neugarten, Tony Burgess and Max Cohen-Olivar (MA) (302 laps).

With the German driver line-up of Uwe Alzen/Michael Bartels/Altfrid Heger/Bernd Mayländer, the team Phoenix-Porsche Zentrum Koblenz wins the 24-hour race at the Nürburgring-Nordschleife. The privately-entered Porsche 911 GT3 R completes 145 laps, establishing a new record distance. Harald Becker/Meinhard Rittenmeier and Harald Grohs drive their 911 GT3 Cup to third place overall. The giant event sees an entry of 210 cars, among them 19 Porsche sportscars, eleven of which make it to the finish.

With their 911 GT3 RS, numerous Porsche customer teams dominate the production-based Class N of the international FIA GT championship. After ten rounds, French drivers Christophe Bouchut and Patrice Goueslard of the Larbre Compétition team are first equal in the drivers’ standings. They are followed by Luca Riccitelli (I) and Michel Neugarten (B). The entire top ten of the drivers’ standings is the exclusive domain of Porsche drivers.

Porsche customers win all the GT titles in the American Le Mans Series and bring the GT manufacturers’ championship home with ten victories. In the teams’ classification, Dick Barbour Racing, based in Atlanta/Georgia, is the most successful with eight victories from eleven rounds. Dirk Müller claims the GT drivers’ title.

With their 911 GT3 R, Mike Fitzgerald and Darren Law win the drivers’ title in the Grand American Road Racing series. Their G & W Motorsport team claims the teams’ title. Because of the successes achieved by the customer squads, Porsche also carries off the manufacturers’ title.

Three rounds before the end of the season, Briton Mark Sumpter already secures victory in the GTO-class of the BRDC GT championship with a 911 GT3 R. After seven wins from the first nine rounds, Sumpter is the first driver in 2000 to win a championship title with a 911 GT3 R.

In France, Luc Alphand and Louis Marques win the GT championship of their country running their 911 GT3 R.

With a 911 GT3 R, the Team Taisan wins the GT300 category of the JAF GT championship. The drivers’ title goes to Taisan driver Hideo Fukuyama.

For the fourth consecutive time, Dutch driver Patrick Huisman wins the Porsche Pirelli Supercup. In Germany, Jörg Bergmeister from Langenfeld in the Rhineland is crowned the overall Carrera Cup winner after nine rounds. In one of his strongest Porsche years, Christophe Bouchut wins the Carrera Cup France for the fourth time after 1994, 1995 and 1996.

For the second time in a row, the Porsche Cup goes to the United States, where Mike Fitzgerald is delighted with the accolade for the most successful privateer driver of the year.


On September 23, 2000, the Porsche 911 GT3 Cup writes motorsport history, when the Supercup is run as the first ever race on the new Grand Prix track of Indianapolis/ USA.

Technical Specifications
Engine: Six-cylinder boxer, four valves per cylinder, dry sump lubrication, catalytic converters, exhaust system with centrally mounted dual endpipes
Power: 370 hp (272 kW) at 7.200 rpm
Displacement: 3.598 cc
Fuel system: 64-litre fuel tank, sequential multi-point fuel injection
Transmission: Six-speed manual gearbox with gearshift rod, single disc racing clutch, limited slip differential 40/60 %, rear wheel drive
Chassis: 911 GT3 basis, welded-in steel safety cage, racing bucket seat, 6-point safety belt, air jack, internally ventilated, perforated brake discs, 4 channel standard ABS, modified for racing, approx. 30 mm lower than GT3 road version, 3 piece light alloy wheels with central locking, power steering
Dimensions and weight: Wheelbase 2.350 mm
weight 1.140 kgs (incl. fuel)




Porsche 911 Gt3 cup 2001





The 911 GT3 Cup of the year 2001 features numerous improvements to the details. New for the 2001 season is a larger rear wing, adjustable in seven positions, which more than doubles downforce at the rear axle. A gearbox cowling, adopted from the 911 Turbo, improves the cooling of the ´box substantially.

The modified front section ensures aerodynamic balance and further reduces the lift effect at the front. Hot air from the enlarged central radiator is channeled upwards. Thanks to this modification, the hot air no longer flows under the car to the engine.

The increased downforce reduces skidding of the vehicle when racing, which results in less tyre wear compared to its predecessor.

The adoption of the hydraulic valve-play compensation (HVA) from the production model, which replaces the racing component used to date, produces two effects: The performance range of this racing car´s 370 hp, 3.6-litre boxer engine – to date three percent – is further reduced. Moreover, with the adjustment of valves no longer necessary, the use of HVA reduces costs.

With 114 units built over the 2000/ 2001 winter, the 911 GT3 Cup reaches another record in annual production of racing cars in Weissach. Except for one GT3 Cup, which is retained in the motorsport department for tests, all cars are sold.

Technical Specifications
Engine: Six-cylinder boxer, four valves per cylinder with hydraulic valve play compensation (HVA), Bosch Motronic 3.1, dry sump lubrication, catalytic converters, exhaust system with centrally mounted dual endpipes
Power: 370 hp (272 kW) at 7.000 rpm
Displacement: 3.598 cc
Fuel system: 64-litre fuel tank, sequential multi-point fuel injection
Transmission: Six-speed manual gearbox with cable control, gearbox cooling: splash-oil with oil-to-water heat exchanger, single disc racing clutch, limited slip differential 40/60 %, rear wheel drive
Chassis: 911 GT3 basis, welded-in steel safety cage, air jack, large rear wing adjustable in seven positions, new front section and turbo gearbox housing, enlarged mid radiator in front, front section in turbo design, front wheel-house air extraction optimized, smaller alternator, lighter exhaust system, approx. 30 mm lower than GT3 road version, power steering, internally ventilated, perforated brake discs, 4 channel standard ABS, modified for racing
Dimensions and weight: Weight approx. 1.140 kg


Porsche 911 Gt3 Cup 2002





The GT3 Cup for 2002 features with the latest improved 911 body from 2001. The air intake opening at the front has been remodified and enhances the cooling airflow by 15 percent. The ventilation of the front wheel arches has been optimized.

The power has increased by ten horsepower to 380 hp (279 kW), the maximum torque now measures 380 Nm. The new racing exhaust system saves weight behind the rear axle. The two-pipe exhaust ends in the middle of the rear bumper.

The cooling of the power unit via an injection cooler with oil-water heat exchanger is new as well.

For the first time six-piston fixed brake calipers, on brake discs with a diameter of 350 millimeters (2001: 330 mm), are used at the front axle. The rear brake discs’ diameter of 330 millimeters remains unchanged.

To create space for the larger brakes, 9-inch rims replace the formerly-used wheels measuring 8.5 inches at the front. Correspondingly, the dimension of the rear axle is now eleven inches (2001: 10.5 inch).

The use of the two-part steering link of the GT3 RS at the rear axle enables the teams to adjust the track more precisely and in a shorter time span.

Porsche’s motorsport department produces 131 units of the 911 GT3 Cup for 2002.

Technical Specifications
Engine: Flat six-cylinder boxer engine, four-valve technology, water-cooled, dry-sump lubrication, two-staged resonance intake manifold, central inlet air duct, electronic engine management system MS 3.1, race exhaust system with lambda-probe-equipped catalytic converter, rear silencer with twin-branch centre tailpipe
Power: 380 bhp (279 kW) at 7.250 rpm
Displacement: 3.598 cc
Fuel system: Sequential multi-point fuel injection, 64 litre fuel tank
Transmission: Six-speed manual transmission, oil-water heat exchanger, single-mass flywheel with single-disc race clutch, limited slip differential 40/60 per cent, real-wheel drive
Chassis: 911 facelift chassis, welded-in roll cage, adjustable rear wing, removable steering wheel (with quick-connect coupling), McPherson front axle with special spring and damper setting for 911 GT3 Cup, camber adjustable axle struts, front roll bar, adjustable in five different position, multilink rear suspension with solidly suspended axle brackets and special spring and damper setting for 911 GT3 Cup, reinforced, continuously variable adjustable rear axle track rods, rear roll bar, adjustable in four different positions, double coil springs with race setup, adjustable in front and rear, front and rear struts with Bilstein shock absorbers, adjustable ride height, suspension continuously variable adjustable (heights, camber, track), vacuum reinforced brake system
Dimensions and weight: Weight approx. 1.140 kg



Porsche 911 Gt3 Cup 2003






Decades of experience of customer sport of the Porsche AG flow into the development of the near standard racing sportscar, the new 911 GT3 Cup.

This vehicle represents the new basis of the GT generation and has been developed in accordance with the 2003 Porsche Carrera Cup regulations. It is possible to enter this car in numerous races of the Porsche Club Sport scene as well as in the Porsche Michelin Supercup and the Porsche Carrera Cup.

With 390HP (287kW) the 911 GT3 Cup is the strongest racing car in the history of Porsche´s single marque series.

Technical Specifications
Concept: single-seated, near-standard race vehicle in accordance with the 2003 Porsche Manufacturer´s Cup Regulations basis: 911 GT3
Bodywork: 911 facelift chassis, carbon fibre rear lid with adjustable rear wing, carbon fibre doors with window frame and new rearview mirrors, welded-in roll cage, three-point air jack system aerodynamically optimized front nose and front spoiler edge new rear bumper (carbon fibre, similar to 911 GT3 RS), aerodynamically optimized side sills, adjustable rear wing, racing bucket seat (driver side only) with fire retardant upholstery, six-point seat belt, removable steering wheel (with quick-connect coupling), fire extinguishing system
Engine: flat six-cylinder boxer engine, four-valve technology, water-cooled, dry-sump lubrication, two-stage resonance intake manifold, central inlet air duct, race exhaust system with lambda-probe-equipped catalytic converter, rear silencer with twin-branch centre tailpipe
Power: max. power: 287 kW (390 BHP) at 7.300 rpm
max. torque: 390 Nm at 6.300 rpm
max. rpm: 8.000 rpm
Displacement: 3.598 cc, stroke 76,4 mm, bore 100 mm dia.
Fuel system: electronic engine management system MS 3., sequential multi-point fuel injection, required fuel quality: 98 octane ROZ, unleaded, 89 litre fuel tank
Transmission: six-speed manual transmission
gear ratios (as delivered):
ring & pinion gear 8/32
1st gear 13/41
2nd gear 20/40
3rd gear 25/39
4th gear 26/34
5th gear 32/35
6th gear 34/31
oil-water heat exchanger (analogous to 911 GT3 RS), single-mass flywheel with single-disc race clutch, limited slip differential 40/60 per cent, rear-wheel drive
Chassis: McPherson front axle with special spring and damper setting for 911 GT3 Cup camber adjustable axle struts front roll bar, adjustable in five different positions power steering multilink rear suspension with solidly supended axle brackets and special spring and damper setting for 911 GT3 Cup reinforced, continuously variable adjustable rear axle track rods rear roll bar, adjustable in four different positions double coil springs with race setup, adjustable in front and rear front and rear struts with adjustable Sachs shock absorbers, adjustable ride height and revised bump stops suspension continuously variable adjustable (heights, camber, track)
Front axle:
three-piece BBS light aluminium rims (9J x 18), rim offset 46 with central locking wheel nuts, Michelin rain tyres (24/64-18)
Rear axle:
three-piece BBS light aluminium rims (11J x 18), rim offset 59 with central locking wheel nuts, Michelin rain tyres (27/68-18)
vacuum reinforced brake system ABS, modified to race conditions six-piston fixed brake caliper with internally vented discs in the front brake disc diameter: 350 mm, race brake pads four-piston fixed brake caliper with internally vented discs in the rear brake disc diameter: 330 mm, race brake pads
Dimensions and weight: approx. 1.150 kg



Porsche 911 Gt3 R 1999





At the Daytona 24 hour race, 29 Porsche sportscars in the GT2 and GT3 categories make up the lion’s share of the total of 78 competitors. Record temperatures and torrential rain require utmost skill from teams and drivers.

The fierce battle for honours in the GT2 category between the Porsche of American Larry Schumacher and Roock Racing Team’s 911 with André Ahrlé, Hubert Haupt, Raffaele Sanguiolo and Dave Warnock ends in favour of the latter team. Alex Job Racing Team’s RSR comes home one place ahead of the Schumacher-Porsche. Americans Kelly Collins, Darryl Havens, Anthony Lazzaro and Cort Wagner secure victory in GT3 class.

At the 12 hour race at Sebring, Supercup winner Patrick Huisman demonstrates his skill, finishing ninth overall with Martin Snow and his wife Melanie in a 600 hp 911 GT2, winning the GTS category. For the first time in the history of Sebring, a married couple scores a win in one and the same car. Kelly Collins, Darryl Havens and Cort Wagner take their 911 RSR to victory in the GT3 category.

A regulation change for the Le Mans 24 Hours means that the 911 GT1 ‘98, the previous year’s winner, remains without a chance for 1999.

Although a ban on turbo-charged engines prevents Porsche from being a contender for victory in the 24-hour race at the Nürburgring-Nordschleife, it doesn’t stop Jürgen Alzen, Jürgen von Gartzen, Ulrich Richter and Markus Östreich from achieving a victory in the A6 category and finishing second overall.

American Don Panoz initiates and organises the American Le Mans Series as a sportcar race series, which enters its first full season following a test run at Atlanta (1998). Porsche customers are represented in the GTS and GT categories. Although Martin Snow loses the points lead in GTS in the penultimate round at Laguna Seca to the works-supported Chrysler, the manufacturers’ title goes to Porsche, courtesy of the efforts made by teams like Freisinger Motorsport, Konrad Motorsport, Snow Racing and Schumacher Racing. With Cort Wagner and the 911 GT3 R, the Alex Job Racing Team wins the drivers’ title in the GT category, with Porsche claiming the manufacturers’ title as well.

Driving an RSR, Wagner also secures the drivers’ title in the GT3 category of the USRRC, with the teams’ title going to Reiser-Callas. Porsche customers win the manufacturers’ title for the company from Stuttgart, as well as the GT2 category.

Jean-Pierre Jarier claims the French GT championship (GT2), while Dominique Dupuy wins the GT3 title with a 911 GT3 Cup.

In the Porsche Pirelli Supercup, Patrick Huisman achieves the title-hattrick, while on German race tracks, Lucas Luhr underlines his prowess by winning the Carrera Cup. In the French Carrera Cup, Dominique Dupuy completes his collection of titles.

The Porsche Cup for the most successful privateer driver goes to the USA, with Cort Wagner receiving the trophy.


The Gran Turismo car was designed on the basis of the current Porsche 911 Carrera (996). Its 3.6-litre six-cylinder boxer engine in the rear delivers a top performance of some 410 hp with the air restrictor required by the Le Mans regulations (43.1 mm) at 8,200 rpm.

The Porsche 911 GT3 R features a synchronised six-speed gearbox that is also used in the more powerful 911 GT2.

The racing suspension with McPherson struts at the front and the Porsche multilink-beam at the rear is principally the same as in the road-going version. Thanks to adjustable springs, shock absorbers and stabilisers, as well as unibal-joints, it allows for exact adjustment to different tracks. The 18 inch wheels allow the use of brake discs with a diameter of 380 millimetres on the front axle. At the rear axle, discs with a diameter of 355 millimetres are used. Power steering makes the work of the drivers easier. Regulations prohibit the use of ABS.

The bodywork of the GT3 R follows the silhouette of the Porsche 911 Carrera. The front section with spoiler, the boot lid, the front fenders, the doors including windows, the rear part, the rear fender extenders and the rear lid with wing are made of weight-saving composite material. The Porsche 911 GT3 R weighs in at 1,110 kg.

Between the start of work on the new race car under the direction of engineer Roland Kussmaul in November 1998 and the first public appearance in pre-qualifying at Le Mans in May 1999, thousands of testing kilometres have been racked up. In set-up and tyre tests, the 911 GT3 R covered some 7,000 kilometres. Mid-April, as a dress rehearsal for pre-qualifying at the Sarthe, Porsche test drivers drove the GT3 R around the “Paul Ricard” race circuit in the south of France for 30 non-stop hours at an average speed of some 180 km/h.

Technical Specifications
Engine: Six-cylinder horizontally opposed engine, water-cooled, four valves each with two overhead camshafts
Power: 415 bhp (305 kW) at 8.200 rpm
Displacement: 3.598 cc
Fuel system: Sequential fuel injection (MPI), 100-litre FT3 safety tank with fast fill fuelling system
Transmission: Six-speed transmission, locking differential
Chassis: Revised 996 chassis with front and rear plastic fender flares, plastic front end, front wings, front/rear bonnet, doors, rear section and rear lid, welded-in roll cage, pneumatic lifting system, fire extinguisher system, power steering, McPherson strut suspension at front, multi-link rear axle with Unibal joints, internally vented brake discs, no ABS, twin-pedal system with two brake master cylinders and balance bar
Dimensions and weight: Wheelbase 2.355 mm
length 4.430 mm
width 1.765 mm
weight 1.100 kg
Performance: Approx. 305 km/h (190 mph)



Porsche 911 Gt3 Rs 2001




Based on the successful 911 GT3 R, the GT3 RS features numerous improvements in detail. The racing department produces 50 cars.

Whilst its predecessor featured only one air-inlet with a restrictor, the 3.6-litre six-cylinder boxer engine of the 911 GT3 RS takes in combustion air via two air-inlets with restrictors. Numerous other improvements to the details result in a better driveability and realiability of the power unit which delivers around 415 hp at 8,200 rpm.

In order to provide better durability, the highly-stressed components of the fully sychronised six-speed gearbox stem from the stronger 911 GT2 (993). A more efficient water heat exchanger replaces the air-coolers that were used to date. A welcome side effect: With the older model, the radiators become jammed with debris during unintentional excursions off the racetrack, sometimes resulting in further problems. Now, such consequences can be avoided.

The racing suspension with a McPherson strut at the front and the Porsche multilink rear axle is principally equivalent to the standard vehicle. Various springs as well as variable and multiply adjustable shock absorbers and stabilizers as well as Unibal joints allow for fine-tuning.

At 1,100 kilograms the 911 GT3 RS is at the lower limit.

Technical Specifications
Engine: Six-cylinder boxer engine, water-cooled with oil heat exchanger, dry-sump lubrication, intake system with six individual throttle valves, exhaust system: multiple pipe manifold, open exhaust, no catalytic converter
Power: 420 hp (300 kW) at 8.200 rpm
Displacement: 3.600 cc
Fuel system: 100 litre FT3 safety fuel tank with quick refuelling system, Bosch MS 3.1 fuel injection with detonation control (with data recording)
Transmission: Six-speed manual transmission type G 96/91 with oil heat exchanger, cable controlled gear-shift mechanism, rear wheel drive, single mass flywheel with racing clutch, limited slip differential 40/65 per cent
Chassis: Revised 996 chassis with front and rear plastic fender flares aerodynamically optimised front nose and rear tail, welded-in roll cage, quick lock steering wheel, fire extinguishing system, air jack, power steering with electric drive, McPherson front axle with ball joints, multilink rear axle with ball joints, coil springs, adjustable in four positions, adjustable Sachs shock absorbers, drive shafts with CV joints, no ABS, twin-pedal system with brake master cylinders and balance bar, internally vented brake discs
Dimensions and weight: Weight approx. 1.110 kg




Porsche 911 Gt3 Rs 2002






For the 2002 season, the motorsport department delivers the 911 GT3 RS with numerous improvements in detail. The body and the front track of the latest Porsche Gran-Turismo is wider at the front section. For the ALMS version a front section with increased downforce is available. In the interior, new instruments allow for a faster overview of important information.

The 3.6-litre six-cylinder boxer engine of the 911 GT3 RS delivers 420 hp (310 kW) and provides a slightly higher torque of 390 Nm at 7,000 r/min. A new three-plate clutch (2001: two-plate clutch) reduces the rotating masses.

The version built in compliance with ACO rules features a changed geometry, which allows for a more spontaneous steering response and further reduced tyre wear.

At 1,110 kilograms, the 911 GT3 RS is at the lower limit.

Technical Specifications
Engine: Flat six-cylinder boxer engine, water-cooled, four-valve technology, oil-cooler (oil-water heat exchanger), dry-sump lubrication, under pressure oil and cooling water refilling system, intake manifold with single throttle valve; race exhaust: multiple pipe manifold, open exhaust, no catalytic converter
Power: 420 bhp (310 kW) at 8.200 rpm
Displacement: 3.598 cc
Fuel system: 100 litre FT3 safety fuel tank with quick refuelling system, Bosch MS 3.1 fuel injection with ignition control
Transmission: Six-speed manual transmission, oil-water heat exchanger, single-mass flywheel with tripple-disc race clutch, limited slip differential 40/60 per cent, real-wheel drive
Chassis: Revised 911 chassis, welded-in roll cage, three-point air jack system, adjustable rear wing, removable steering wheel (quick-connect coupling), fire extinguishing system, McPherson front axle with ball joints and corresponding changes of kinematics, front roll bar, adjustable lever arm system, multilink rear suspension with ball joints and corresponding, changes of kinematics, rear roll bar, adjustable lever arm system, double coil springs in front and rear, adjustable in four different positions, front and rear struts with adjustable Sachs shock absorbers , suspension continuously variable adjustable (heights, camber, track), brake force balance adjustable by brake balance bar, without ABS
Dimensions and weight: Approx. 1.110 kg



Porsche 911 Gt3 Rs 2003





Near standard racing sportscars and its entry into the international Motorsport has been in the past and is in the present the centre of interest of Porsche´s activities. The latest racing version of the 911 – the 911 GT3 R – has been worldwide successful in 2000. Further developed, this vehicle will be back in the grid in 2003.

The 911 GT3 RS represents the new GT generation and has been developed in accordance with the 2002 Le Mans GT regulations. It is possible to enter this car in numerous international races and championships as for instance the 24 hour races of Daytona and Le Mans, as well as the American Le Mans Series and national GT championships e.g. in France, England and Japan.

Technical Specifications
Concept: single-seated, near-standard race vehicle, in accordance with ACO-Regulations or the 2001 FIA-Regulations, basis: 911 GT3
Bodywork: weight optimized and widened 911 chassis with fiberglass rear fender flares (front end, front lid, front fenders, doors, rear lid, rear window anddade and rear end made out of carbon/cevlar fibre), welded-in roll cage, three-point air jack system, aerodynamically optimized front and rear part, aerodynamically optimized side sills, adjustable rear wing, racing bucket seat (driver side only) with fire retardant upholstery, six-point seat belt, removable steering wheel (quick-connect coupling), fire extinguishing system
Engine: lat six-cylinder boxer engine, water-cooled, four-valve technology, oil-cooler (oil-water heat exchanger), dry-sump lubrication, under pressure oil and cooling water refilling system, intake manifold with single throttle valve, with 2 x 30.8 mm dia. restrictor, race exhaust: multiple pipe manifold, open exhaust, no catalytic converter (rear exhaust muffler retrofit)
Power: max. power: 320 kW (435 BHP) at 8.250 rpm with 2 x 30.8 mm dia. restrictors in FIA version (power ratings in ACO version: at request)
max. rpm: 8.500 rpm
max. torque: 395 Nm at 7.200 rpm
Displacement: 3.598 cc, stroke 76,4 mm, bore 99,99 mm dia
Fuel sytem: electronic engine management system MS 3.1, Bosch MS 3.1 fuel injection with ignition control, required fuel quality: 98 octane ROZ, unleaded, 100 litre FT3 safety fuel tank with quick refuelling system
Transmission: six-speed manual transmission
gear ratios (as delivered):
ring & pinion gear 7/35
1st gear 13/41
2nd gear 20/40
3rd gear 25/39
4th gear 29/36
5th gear 32/33
6th gear 35/30
oil-water heat exchanger, single-mass flywheel with douple-disc race clutch, limited slip differential 40/60 per cent, rear-wheel drive
Chassis: McPherson front axle with ball joints and corresponding changes of kinematics (according to ACO or FIA-Regulations) front roll bar, adjustable lever arm system power steering multilink rear suspension with ball joints and corresponding changes of kinematics (according to ACO or FIA-Regulations) rear roll bar, adjustable lever arm system double coil springs in front and rear adjustable in four different positions front and rear struts with adjustable Sachs shock absorbers suspension continuously variable adjustable (heights, camber, track)
Front axle:
three-piece BBS light alloy rims (10J x 18 ET 1,5) with central, self-locking wheel nuts, Michelin rain tyres 24/64-18
Rear axle:
three-piece BBS light alloy rims (11J x 18 ET 16) with central, self-locking wheel nuts, Michelin rain tyres 27/68-18
Brake System without ABS, brake force balance adjustable by brake balance bar
four-piston fixed brake caliper in the front, internally vented discs, brake disc diameter: 380 mm, race brake pads
four-piston fixed brake caliper in the rear, internally vented discs, brake disc diameter: 355 mm, race brake pad
Dimensions and weight: weight approx.. 1,100 kg




Porsche 911 Carrera RSR 1973






The new car with a name rich in tradition was Porsche's hit during the 1973 racing season. The Carrera RS, a 900 kg lightweight Porsche 911, initially delivered 300 bhp from 2.8 litre capacity in the racing version of the RSR, later 310 bhp from 3 litre. It won three international and seven national championships in its first season.

The Carrera RSR began its career at the 24 hours race in Daytona/Florida, and it started very convincingly. The RSR entrusted to the American private team Gregg/Haywood for this endurance test won unchallenged ahead of the prototypes, which were superior with regards to general performance, from Ferrari, Matra and Mirage-Ford.

The Porsche Carrera RSR soon dominated in its own category, the Grand Tourisme class. The races surrounding the GT European Championships turned into a Porsche festival in 1973. These "Elevens" wrote sporting history: Anything that was for the taking in 1973 and later still in the GT class was won by the RS and RSR. Whether on the racing circuit or on the rally track, it was always the "Elevens" with their characteristic tail, which were the ones to beat.

Technical Specifications
Engine: Six-cylinder twin-valve induction engine (Boxer), air-cooled, two overhead camshafts with chain drive
Power: 330 HP at 8.000 RPM
Displacement: 2.992 cc
Fuel system: Mechanical Bosch injection pump, 110 litre fuel tank
Transmission: Five-speed gearbox, fully synchronised, single-plate dry clutch, locking differential
Chassis: Self-supporting all-steel body with various plastic add-on parts, independent wheel suspension, ventilated disc brakes
Dimensions and weight: Wheel base 2.271 mm
length 4.235 mm
weight 900 kg
Performance: Acceleration 0-100 km/h in 4.0 seconds, top speed approx. 280 km/h




Porsche 911 Turbo S-LeMans Gt 1993






This model, modified for Gran Turismo racing from the 911 Turbo S, makes its debut with a class win at the Sebring 12 Hour race. Its air-cooled, 3.16-litre two-valve twin-turbo engine delivers 475 hp with two 34 mm air restrictors. The sportscar, weighing 1,000 kg, features a five-speed gearbox. For long distance races the fuel tank in the luggage compartment holds 120 litres, with the oil tank also housed in the front. Bosch delivers an ABS developed specifically for motorsport. The Le Mans regulations restrict the width of the rear tyres to 12 inches, which considering the high performance and the still relatively abrupt power surge of the twin-turbo, make the handling a challenge. Walter Röhrl: “You have to know what you´re doing in this beast, otherwise you don´t get very far.“

Technical Specifications
Engine: Twin turbos, air-cooled
Power: 475 hp (349 kW) at 6.000 rpm
Displacement: 3.164 cc
Fuel system: 120 litre fuel tank
Transmission: Five-speed gearbox with oil pump, cooler and spray lubrication
Chassis: Based on 911 Turbo S, doors with plastic windows, new sill spoilers, nose with quick-change front spoilers, plastic rear side windows, rear lid with wing, welded-in roll cage, 2 oil coolers, air jacks, oil tank in front luggage compartment, steering mounts in Unibal, respectively pivot bearings, center-lock wheesl, front stabilizer adjustable from cockpit, brakes with Bosch ABS, additional brake cooling front and rear
Dimensions and weight: Wheelbase 2.272 mm
length 4.275 mm
weight 1.000 kg
Performance: Approx. 306 km/h




Porsche kurzheck coupe 1970






At the end of the 1960s, when the ruling regarding sports cars was extended to 5 litre capacity, Porsche decided to build large-calibre racing cars. The 917 model series emerged with a twelve-cylinder engine, of which 25 identical examples were presented for homologation in April 1969. On 13th June 1970 they were ready. Seven 917s were on the starting line of the toughest endurance race in the world, the Le Mans 24 hour race. A total of 51 cars embarked on the long journey. Twenty-four of them came under the Porsche banner. The victor in this race, which few vehicles were even able to finish, was the short-tailed car raced by the Salzburg team. The drivers Hans Herrmann and Dick Attwood worked their way forward slowly but surely from ninth position to the head of the pack.

After eleven hours they were in the lead and held on to it until the end of the race. So far the four, six and eight-cylinder engines from Porsche belonging to the lower capacity classes were never predestined for overall victory in Le Mans. With the 917, Porsche had finally achieved this goal. After a further six international victories, the twelve-cylinder engine also earned Porsche the World Constructors' Championship in 1970.

Technical Specifications
Engine: Twelve-cylinder twin-valve induction engine (Boxer), air-cooled, four overhead camshafts with timing gear
Power: 580 HP at 8.400 RPM
Displacement: 4.494 cc
Fuel system: Mechanical Bosch 12 piston twin-row pump, 120 litre fuel tank
Transmission: Five-speed gearbox, locking differential
Chassis: Aluminium tubular space frame with plastic body, independent wheel suspension, coil springs, internally ventilated disc brakes
Dimensions and weight: Wheel base 2.300 mm
length 4.140 mm
height 920 mm
weight 800 kg
Performance: Top speed approx. 340 km/h



Porsche 917 kurzheck coupe 1971





In 1970, the 917 not only earned Porsche its first overall victory at the Le Mans 24 hours race, but also the World Constructors' Championships. 1971 saw the first "rolling" start in Le Mans and the level of Porsche participation in the race was greater than ever before. Of a total of 49 vehicles at the start, 33 came from Porsche. The technology first tested in Monza was now to lead to success for the short-tailed 917 entered in Le Mans, complete with "shark fins" on the rear. However, one of these short-tailed 917s with fins concealed an additional secret under its white plastic panelling. In place of the tried and tested aluminium tubular space frame, the number 22 had a frame made of magnesium, which is a third lighter than aluminium.

Lightened to such an extent, the magnesium Porsche amazed everyone with its astonishing driving performance and advanced to a personal favourite. Even if it looked like a victory for the long-tailed 917 from the outset, the initial restraint exercised by the driving team of van Lennep/Dr. Marko in the ultra-light 917-053 bearing the number 22 was relinquished fully in the second half of the race. In the thirteenth hour the team took over the lead. When it crossed the finishing line on Sunday afternoon at 16.00, it had increased its lead to two laps ahead of the next Porsche 917 and 31 laps ahead of the first Ferrari in 3rd place. Over 24 hours it drove a total of 5,335.16 kilometres - the absolute course record for Le Mans at that time. The average speed was 222.30 km/h.

Technical Specifications
Engine: Twelve-cylinder twin-valve induction engine (Boxer), air-cooled, four overhead camshafts with timing gear
Power: 600 PS at 8.400 RPM
Displacement: 4.907 cc
Fuel system: Mechanical fuel-injection system
Transmission: Five-speed gearbox, locking differential
Chassis: Magnesium-tubular space frame with plastic body, independent wheel suspension, coil springs, internally ventilated disc brakes
Dimensions and weight: Wheel base 2.300 mm
width 1.975 mm
weight 885 kg
Performance: Top speed approx. 360 km/h



Porsche 917/30 Spyder 1973





At the beginning of the Seventies the 5 liter engine car was dismissed from the constructors world championship. The regulations only allowed 3 liter displacement engines. Therefore the 917 couldn’t participate anymore. As a result of this Porsche entered races of the “Canadian-American Championships” series known as CanAm championships. The races were running over a distance of 200 miles and were hold ten to eleven times in the USA and Canada. In the beginning the beefy McLaren Lola and Chapparal were dominating the series. In this after group 7 specified racecars almost everything was possible, including engine volume and the use of superchargers.

Porsche was further developing the 917 coupe into an open CanAm-Spyder. The twelve cylinder engine was charged from Porsche with two exhaust turbochargers for the first time, which increased the power to 850 hp.This further development stage brought immediate success. In 1972 George Follmer became CanAm champion on a 917/10 with a 5 liter turbo engine.

In 1973 the popular series was dominated from 917 Porsche racecars in a very special way. Mark Donohue was starting as well in the 917/30, the strongest racecar ever raced in a round-circuit race event. The further evolved twelve cylinder was putting out 1100 hp with 5,4 liter engine displacement. In the final ranking the Porsche team took first, second, third and sixth place.

Technical Specifications
Engine: Twelve-cylinder twin-valve induction engine (Boxer), air-cooled, four overhead camshafts with timing gear
Power: 1100 HP at 7.800 RPM
Displacement: 5.374 cc
Fuel system: Mechanical injection pump, 400 litre fuel tank
Transmission: Five-speed gearbox, locking differential
Chassis: Aluminium tubular space frame with plastic body, independent wheel suspension, coil springs, internally ventilated disc brakes
Dimensions and weight: Wheel base 2.500 mm
length 4.562 mm
weight 800 kg
Performance: 0-200 km/h in 5,3 seconds, Top speed approx. 385 km/h




Porsche 935 coupe 1976





From 1976 onwards, the long-distance races for the World Constructors' Championships were raced with so-called production racing sports cars, according to the new Group 5 ruling. This was the signal for Porsche to develop the 911 Turbo (internal designation 930) and create the 935. The experience accumulated with the 911 RSR Turbo could be used to the full in 1974. Compared with the turbo RSR with its spectacular rear airfoil, the shape and size of the rear airfoil on the 935 were limited. They were also not permitted to project from the contours of the car, viewed from the front. The 935 was fitted with an adjustable, horizontal airfoil pivoted between two vertical fins. The design of the spoiler, which had to be modified again later on account of an FIA resolution, was well-suited to accommodate the charge-air intercooling in addition to the air intake and induction air opening.

As no restrictions were placed on the configuration of the front fender, the upper edge was simply cut off, the headlights were also removed and the surfaces were provided instead with a series of narrow slots, by means of which a higher output shaft to the front axle was achieved. The 600 bhp 935 from Porsche was entered in the long-distance races for the World Constructors' Championships in 1976. The premiere was a success: In Mugello as at the next race in Vallelunga, Ickx/Mass drove straight to overall victory and thus, after a five-year break, they were able to bring back a World Constructors' Championship title for Porsche. The 935 numbers among the most successful vehicles in the era of racing sports cars approximated to the production version.

Technical Specifications
Engine: Six-cylinder twin-valve turbo engine (Boxer), air-cooled, two overhead camshafts with chain drive
Power: 590 PS bei 7.900/min
Displacement: 2.857 cc
Fuel system: Mechanical Bosch injection pump, 200 litre fuel tank
Transmission: Four-speed gearbox with rigid drive-through
Chassis: Self-supporting steel body with plastic parts, independent wheel suspension, coil springs, internally ventilated disc brakes
Dimensions and weight: Wheel base 2.271 mm
length 4.680 mm
weight 970 kg
Performance: Top speed 340 km/h



Porsche 935/78 coupe "moby dick" 1978




Between 1976 and 1981 the Porsche 935 became the dominant vehicle in endurance races of the World Championship for Makes. Zuffenhausen factory cars won this championship twice, in 1976 and 1977, before Porsche made an important decision: as of 1978 they would leave the battle for this World Endurance Championship for Makes to their private tuners and customers. With one exception: the works 935 would be entered once more in the 1978 24 hours of Le Mans.

Compared to their previous year's model, a consequent application of Group 5 regulations now gave the 935 bodywork more favorable aerodynamics for lower wind resistance, as well as a nickname, "Moby Dick", because of its shape. The most powerful version of their classic six up to then used water-cooled cylinder heads for the first time in Porsche history, with four valves for each cylinder. The cylinders themselves were still cooled by air. The 3.2 liter, water/air-cooled, four-valve, six-cylinder engine with two overhead camshafts on each bank produced 750 HP, taking "Moby Dick" to a top speed of 350 km/h. Despite this peak figure, Porsche was unable to repeat its Le Mans success of the previous year. Stommelen/Schurti drove the Coupé to eighth place in the overall standings.

Before Le Mans they had already race-tested this 935/78 in the 6 hour event at Silverstone, which Ickx/Mass managed to win. Following a somewhat less successful Le Mans effort, the 935/78 Coupé named "Moby Dick" was retired to the museum in 1978. However, 935 cars in private hands and without the super-powerful, four-valve six, continued to capture countless national and international victories and championships into the early 80s, proving their efficiency and durability. This helped Porsche win every World Championship for Makes up to 1981. Thereafter the Porsche 956, built to new motor racing regulations, continued this successful racing tradition in the endurance championship.

Technical Specifications
Engine: Six-cylinder, four-valve, water/air-cooled opposed-piston, turbo engine, four cogweel-driven overhead camshafts
Power: 750 HP at 8.200 RPM
Displacement: 3.211 cc
Fuel system: Bosch mechanical injection pump, 120 liter fuel tank
Transmission: Four-speed gearbox, no differential
Chassis: Light-metal, tubular space frame, plastic body, independent suspension, coil springs, vented disc brakes
Dimensions and weight: Wheelbase 2.279 mm
length 4.890 mm
weight 1025 kg
Performance: Top speed 365 km/h


Porsche 936/77 Spyder 1977





Developed specifically for the 1976 World Sports Car Championships, the Porsche 936 advanced as proof of the high standards in the manufacturing of thoroughbred racing cars. Alongside the 935 in the World Constructors' Championships for Group 5 vehicles, Porsche was striving for another World Championship with the 936. Typical features of the two-seater turbo racing car included the large air inlet opening above the cockpit and the high tail fin.

The premiere was a success. After only four of a total of seven races Porsche had secured victory in the World Sports Car Championships. The 936 won all races against the Renault Alpine works cars and in Le Mans claimed the first win for a turbo-charged Porsche: The 936 driven by Jacky Ickx and Gijs van Lennep. Single-minded technical enterprise, dedicated driving and professional race management were put into practice by the Porsche team. The reward: Porsche became "double world champion" in 1976 with the 935 and 936.

Technical Specifications
Engine: Six-cylinder twin-valve turbo engine (Boxer), air-cooled, two overhead camshafts with chain drive
Power: 540 HP at 8.000 RPM
Displacement: 2.142 cc
Fuel system: Mechanical Bosch injection, 2 x 160 litre petrol tank
Transmission: Five-speed gearbox, differential lock
Chassis: Aluminium tubular space frame with plastic body, independent wheel suspension, spring coils, internally ventilated disc brakes
Dimensions and weight: Wheel base 2.400 mm
length 4.250 mm
weight 700 kg
Performance: Top speed approx. 330 km/h



Porsche 936/81 Spyder 1981



The people at Porsche had taken on a lot for the Le Mans 24 hour race. Originally designed for the planned Porsche entry in Indianapolis, the 936's 800 bhp alcohol-fuelled power unit was further developed to a long-distance drive unit with 620 bhp. The six-cylinder Boxer engine was partially air and partially water-cooled, had four valves per cylinder and incorporated two exhaust-gas turbo chargers. Together with the aerodynamic body, the 936/81 reached speeds of 360 km/h during the course of the Mulsanne straight, which is more than 5 kilometres long, making it the fastest car in the field.

For Porsche the race developed almost according to plan: The 936/81 driven by Ickx and Bell was in front from the start and had no problems. It only appeared at the pits for normal maintenance and refuelling, its longest pit stop being no longer than four minutes. With a lead of 14 laps over a Rondeau-Ford, Ickx and Bell won the race. The Porsche victory in Le Mans 1981 also marked an anniversary: Thirty years previously Porsche had joined the line-up of the most famous long-distance race in the world for the first time. At this time the 1.1 litre aluminium coupé Type 356 picked up the first class victory for Porsche.

Technische Daten
Engine: Six-cylinder four-valve turbo engine (Boxer), water/air-cooled, four overhead camshafts with timing gear
Power: 620 HP at 8.000 RPM
Displacement: 2.650 cc
Fuel system: Mechanical Bosch fuel injection, 160 litre fuel tank
Transmission: Four-speed gearbox
Chassis: Aluminium tubular space frame with plastic body, independent wheel suspension, coil springs, internally ventilated disc brakes
Dimensions and weight: Wheel base 2.400 mm
length 4.950 mm
weight 750 kg
Performance: Top speed approx. 360 km/h



Porsche 944 Turbo Cup 1986





With the 944 Turbo Cup Porsche starts the tradition of the single-marque trophies with near-standard cars. The racing car features a four-cylinder engine with a turbo charger and intercooler, which delivers 162 kW at 5,800 rpm from 2,479 cc. (Since 1987: 184 kW (250 hp) at 6,000 rpm). The maximum torque is 330 Nm at 3,500 rpm (since 1987: 350 Nm at 4,000 rpm). A magnesium oil sump (standard: aluminium), a smaller generator, a modified turbo charger and reinforced engine bearings are concessions for racing. As a novelty in motorsport the engine features a three way catalytic converter. The gearbox bearing of the fully synchromesh five-speed gearbox is reinforced. The harder, height adjustable suspension with larger anti-roll bars (front 27 mm, rear 21 mm), an additional spring at the rear axle and bigger perforated brake discs, as well as a larger brake calliper at the front, allow numerous possibilities for adjustment and racing precision. A standard ABS adjusted for racing purposes comes into operation. In the 944 Turbo Cup 245/45 VR 16 inch tyres are fitted to the front axle, with rear tyres measuring 255/40 VR 16 inches.

Technical Specifications
Engine: Four-cylinder bank water-cooled four-valve engine, two overhead camshafts, toothed belt
Power: 220 bhp (162 kW) at 5.800 rpm
Displacement: 2.479 cc
Fuel system: Bosch Motronic, KKK turbocharger, intercooler, 80-litre tank
Transmission: Five-speed manual transmission with differential in a housing and external oil cooler, single-plate dry clutch
Chassis: Two-door Coupé body, two-plus-two seater, tailboard at rear, integral steel body
Front wheel suspension: independent wheel suspension on aluminium wishbones and spring struts with stabilisers
Rear wheel suspension: independent wheel suspension on aluminium semi-trailing arm and horizontal anti-roll bar with stabilisers
Hydraulic dual-circuit brake system, front/rear axle distribution, brake booster, four-piston aluminium test brake caliper pliers front and rear with internally vented brake discs
Dimensions and weight: Wheelbase 2.400 mm
length 4.230 mm
width 1.735 mm
weight 1.280 kg
Performance: Approx. 245 km/h (152 mph)




Porsche 956 C Coupe 1982




The sport´s governing body in Paris formulates the Group C regulations for sports prototype racing. These sportscar regulations remain valid until 1992. International motorsport is divided into three sub-categories: Group A (near-standard), Group B (major modifications) and Group C (few restrictions, prototypes).

At this time, the Group C era will be a time of Porsche´s greatest successes in motorsport. With the models 956 (1982-1984) and 962 (1985-1989) – all created under the direction of project leader Norbert Singer – Porsche wins five team, manufacturers‘, and drivers‘ world championships. These sportscars secure six Le Mans victories.

Initially 1982 is anticipated as a trial year for the 956. However, in the hands of Jacky Ickx and Jochen Mass as well as Derek Bell and Vern Schuppan the sportscar turns into a winner. Porsche immediately conquers the world championship for manufacturers and Ickx secures his first sportscar drivers‘ world championship title. Unforgettable is Ickx´s final spurt to victory and world champion status at Brands Hatch, where in the last hour he reels in Riccardo Patrese who leads by almost one lap.

At the Le Mans 24 Hours the 956 drives to a triple victory. Ickx/Bell (chassis 002) win ahead of Mass/Schuppan (chassis 003) and Haywood/Holbert (chassis 004). On the way to their Le Mans success Ickx/Bell break their own distance record from the previous year, despite regulations limiting fuel capacity, and complete 4,899.086 kilometres. The 956 with starting number one averages a speed of 205 kph and consumes 47.79 litres every 100 kilometres. By winning all categories, Porsche customers make the success perfect.

Bob Wollek collects the Deutsche Rennsportmeisterschaft (German Racing Championship) in a Porsche 936C of the Joest team with three wins ahead in Rolf Stommelen, who – like his French rival – initially competes in a 936, but switches to a Group C sportscar during the season.

In the USA, Porsche pilot John Paul jr. wins the IMSA Championship with nine victories and two second places from twelve rounds. His success, secured at the wheel of a 935, gives Porsche the manufacturers‘ trophy. Likewise, John Paul sr. also places his trust in the 935 – and brings home the IMSA Endurance Championship.

Ex-Formula 1 world champion Alan Jones competes in the Sport Sedan Championship of his homeland Australia with a 935, wins nine out of nine races and the championship. In Belgium Marc Duez claims the national rally championship in a 911 SC. The 911 Turbo of the German private driver duo, Georg Meminger and Fritz Müller, proves to be unbeatable in the FIA Cup races for Group B production vehicles, and in France Jacques Guillot, also driving a Turbo, carries off the FIA European Hill Climbing Championship.

On 18 December the 1.5-litre six-cylinder twin-turbo engine with the internal code TTE-P01 takes the test bed for the first time. The following year this vehicle will contest Formula 1 as a TAG Turbo – made by Porsche.

After his success in the German Rennsportmeisterschaft (German Racing Championship), the manufacturers‘ world championship, at IMSA and the Interseries, Bob Wollek takes home the 1982 Porsche Cup.


It‘s June 1981 when Weissach received the green light to create a two-seater racing sportscar complying with Group C regulations. In August Norbert Singer works with the first 1:5 model in the wind tunnel. On 27 March 1982 Jürgen Barth takes the car with chassis 001 through its paces on the Weissach circuit for the first time.

The rules limit the fuel consumption, at the same time downforce is a decisive factor, which increases the importance of aerodynamics more than ever. Thanks to the layout of the underbody, the 956 generates an “aerodynamic ground effect“. Although sliding skirts like in F1 are prohibited in Group C, the new Porsche reaches corning speeds not seen in sportscars by now. On the Mulsanne straight Porsche calculates a top speed of 350 kph.

The regulations stipulate the proportion of overall length to the wheel base, to avoid excessive long tail constructions. Hence, Porsche decides on a wheel base measuring 265 cm for the 956 ( 917: 230 cm) – the longest wheel base of all racing Porsches to now.

The 956 features a monocoque chassis made of aluminium. It is the first time that this style of construction is used at Porsche. All suspension components – of which only the lower wishbones are in the air flow – are designed to withstand the high stresses of the strong downforce.

The fully synchromesh five-speed gearbox is completely new.

For the engine, Porsche at first sticks with a proven solution. The previous year, the 2.65-litre six-cylinder boxer with a twin-turbo brought the 936 victory in Le Mans. At around 635 hp (8,000 rpm) and a regulation weight of ca. 800 kilograms, the power to weight ratio is 1.35 kilograms per horsepower.

Porsche will build a total of 28 of the 956 vehicles to 1984.

Technical Specifications
Engine: Six-cylinder four-valve turbo engine (Boxer), air-cooled cylinder, water-cooled cylinder heads, four overhead camshafts with timing gear
Power: 620 hp at 8.200 rpm
Displacement: 2.649 cc
Fuel system: Fully electronic optimum performance Bosch fuel injection system, 99 litre safety fuel tank
Transmission: Five-speed gearbox, single-plate dry clutch
Chassis: Aluminium monocoque with plastic body, independent wheel suspension, coil springs with two brake callipers per wheel, internally ventilated dual-circuit disc brakes
Dimensions and weight: Wheelbase 2.650 mm
length 4.800 mm
width 2.000 mm
weight 820 kg
Performance: Top speed in excess of 350 km/h



Porsche 956 C Coupe 1983





The potential of the 956 unfolds. Porsche again wins the World Endurance Championship, Jacky Ickx secures his second consecutive world championship title. Twelve 956 vehicles are delivered to private motorsport customers. Bob Wollek not only wins the European Endurance Championship in a Joest Racing Porsche sportscar but also takes overall victory at the Deutschen Rennsport Meisterschaft (German Racing Championship), for which the Frenchman is again rewarded with the Porsche Cup as the most successful private driver. In Japan, Australia´s Vern Schuppan secures the Group C Drivers‘ Championship in a 956. The manufacturers‘ title goes to Porsche.

In the United States Wayne Baker claims the IMSA GTO Championship in a Porsche 934, whilst Porsche’s US sports boss Al Holbert collects the GTP category title driving a March Porsche featuring 956 technology.

At the Le Mans 24 Hour race Hurley Haywood, Al Holbert and Vern Schuppan drive the works 956 with starting number three to victory ahead of team mates Jacky Ickx and Derek Bell. Whilst the new works driver Stefan Bellof together with Jochen Mass retire in the third works 956 with engine damage, Porsche customer teams secure eight of the top ten places, with Philippe Alliot, Mario and Michael Andretti carrying off third place in their Kremer Porsche. Only ninth position goes to Peter Sauber´s BMW team.

At the Geneva Motor Salon in April the new Formula 1 engine is presented: the TAG Turbo – made by Porsche (internal code: TTE P01 V6). The V6 with an 80 degree cylinder bank angle, developed by Hans Mezger, is unusually light and compact. With all accessories the vehicle weighs 150 kilos. Bore: 82 mm, stroke 47.3 mm, displacement 1,499 ccm. Porsche states the performance of the engine built for the McLaren team as ca. 600 hp at between 10,000 and 11,500 revolutions per minute. Initial tests in the 956 take place on Porsche’s test circuit in Weissach – shortly afterwards the new six cylinder is implanted into a McLaren chassis for the first laps in Weissach – at the wheel sits Porsche engineer Roland Kussmaul.

On 28 August McLaren pilot Niki Lauda races the new engine in Zandvoort (NL) for the first time. At just the fourth race – at the South African Grand Prix in Kyalami – Lauda is swift enough in his MP4 1/E to hunt the leading Patrese from second place, only to be stopped by a problem with the electronics. The engine now delivers 700 hp. Over winter Porsche continues developing at high speed.


On the engine side Porsche pushes ahead with further developments – the FIA, the sport’s governing body, announces: From 1984 only 510 litres are allowed for a 1,000 kilometre race instead of the currently permitted 600 litres of fuel. Porsche introduces an electronic fuel injection, increases the compression to 8.5 and achieves considerably better performances. One of the works cars featuring the new technology grinds to a standstill in Le Mans. But the factory – and hence the customers – are prepared for the following year. At this stage no one can know that FIA will back out in 1984, sparking off a furore.

Technical Specifications
Engine: Six-cylinder four-stroke, horizontally opposed engine, dry sump lubrication
Power: 640 bhp (470 kW) at 8.200 rpm
Displacement: 2.649 cc
Fuel system: Electronic fuel injection (Motronic Sport), 99-litre safety fuel tank
Transmission: Five-speed fully synchronised transmission with oil cooling, transmission ratios can be specified, single-plate dry clutch
Chassis: Aluminium monocoque, riveted with integrated safety bar, Kevlar body reinforced with carbon fibre
Front axle: double wishbone with titanium springs, Bilstein shock absorbers fitted externally
Rear axle: double wishbone with titanium springs, Bilstein shock absorbers fitted internally
Hydraulic dual-circuit disc brake with twin pliers and ventilated by wheel carriers
Dimensions and weight: Wheelbase 2.650 mm
length 4.800 mm
width 2.000 mm
weight 820 kg
Performance: Top speed in excess of 350 km/h (217.5 mph)




Pörsche 959 Paris Dakar 1986





With a distance of 13,000 kilometres, the Paris-Dakar marathon is one of the toughest in history. Porsche sends three 959s to compete. The 959 features a six-cylinder boxer engine with a 2,849 cc capacity and two-turbo chargers in register alignment. The power output is stated at around 400 bhp. Via a six speed transmission and a revolutionary electro-hydraulic regulated mid-differential, the power is distributed to all four wheels. The fuel tank of the 959 holds 330 litres. Similar to the triumphant Paris-Dakar 911 from 1984, the suspension has become much lighter by the use of plastic. The 959 weighs 1,260 kilograms. Shortly after the start, two of three service cars are already lost. Thus the project leader Roland Kussmaul and his co-pilot Hendrick Unger, who race a 959 through the desert as a "mobile workshop", now encounter the apparently unresolvable task of bringing all three high-tech vehicles through the desert. René Metge arrives in Dakar first, followed by Jacky Ickx - double victory Porsche. Kussmaul brings his 959 to West Africa in sixth position. On the way through the Sahara the Porsches reach up to 242 kph.

Technical Specifications
Engine: Six-cylinder horizontally opposed engine, water-cooled cylinder head, air-cooled cylinders, four valves each with two overhead camshafts
Power: 400 bhp (294 kW) at 6.500 rpm
Displacement: 2.847 cc
Fuel system: Electronic fuel injection, two turbochargers, intercooler, 330-litre fuel tank
Transmission: Six-speed transmission, differential lock, electronically controlled all-wheel drive
Chassis: Body for the most part identical to the 959 road model, 29 cm ground clearance, long-stroke and adjustable Bilstein shock absorbers, front wheel suspension with wishbones, rear axle with modified control arms and wheel carriers, vented disc brakes
Dimensions and weight: Wheelbase 2.300 mm
length 4.260 mm
width 1.840 mm
weight 1.260 kg
Performance: Approx. 210 km/h (130.5 mph)




Porsche Dauer 962 Le Mans 1994





Porsche homologates the Dauer 962 Le Mans for the newly-formulated ACO GT1 class. It is based on the model built by Jochen Dauer from Nuernberg, with the “Dauer 962“ receiving road-homologation on 14 March 1994.

The 2,994 cc, water-cooled twin-turbo engine delivers around 600 hp at 7,700 revs to the rear axle via a five-speed gearbox. Fully tanked the Dauer 962 Le Mans weighs 1,000 kilograms, the fuel tank holds 120 litres. On the long straight of Le Mans the Porsche reaches top speed at around 365 kph.

Compared to Group C vehicles permitted to date, the flat underbody and the narrower tyres (14 inches instead of 16) are major disadvantages. However, clear advantages are a larger fuel tank (120 instead of 80 litres) and more power (ca. 600 hp instead of 550).

Running the show is the experienced Joest team together with Porsche personnel.

Mauro Baldi, Yannick Dalmas and Hurley Haywood lap the Le Mans circuit exactly 344 times in a 962 LM GT003 and collect the 13th overall victory for Porsche. The Dauer 962 with chassis number 962 LM GT002 secures third overall driven by Thierry Boutsen, Hans-Joachim Stuck and Danny Sullivan.

Technical Specifications
Engine: Cylinders: 6 B biturbo, watercooled, mounted lengthwise ahead of the rear axle, 4 valves
Power: 600 hp (441 kW) at 7.700 rpm
Displacement: 2.994 cc
Fuel system: 120 litre tank capacity
Transmission: Rear-wheel, singleplate, sintered-metal clutch, 5 gears
Chassis: Front: dual wishbones, gaspressure shock absorbers, titanium coil springs, driver-adjustable stabilizer
Rear: twin control arms, adjustable satbilizer, vented brakediscs, fixed, four piston saddles
Dimensions and weight: Length 4.995 mm
width 2.000 mm
weight 1.000 kg
Performance: Approx. 365 km/h




Porsche 962 1984





The 962 is, under the direction of Norbert Singer, initially created for Porsche customers in the USA where it is intended for the IMSA racing series. The 956 serves as the basis. The IMSA regulations stipulate that the drivers‘ feet must not be further forward than the mid-front axle. In response, Singer increases the wheelbase to 2.77 metres, resulting in modifications to the monocoque and downsizing of the front overhang in order not to increase the overall length. The aerodynamics are modified accordingly. A 2,869-litre two-valve unit with just one turbo charger proves to be the best permissable engine option. In this specification the minimum weight is 850 kilograms. Gearbox and clutch as well as suspension can be taken from the 956, though springs and dampers are adjusted to the new vehicle. The capacity of the fuel tank is increased to 120 litres.

For competition in the World Endurance Championship and in Le Mans Porsche prepares a version with a 2.65-litre engine, two turbo-chargers and a water-cooled cylinder head.

The green light for the 962 project is received mid-October 1983. On 17 October the sketches begin for the new monocoque. On 23 December the monocoque is ready, the first test engine is fitted. On 24 January the first 962 is ready to drive, one day later tests begin on the Paul Ricard circuit. In the evening 450 kilometres at racing speed are completed. On 27 January the first 962-001 leaves Stuttgart for Florida where it makes an honorable debut by posting pole position.

In the following years Porsche builds 91 more 962 vehicles. Over the next decade the 962 will become the most successful sportscar in history, which in the IMSA series alone notches up 54 victories, 40 of which are between 1985 and 1987.

Technical Specifications
Engine: Six-cylinder horizontally opposed engine, air-cooled, overhead camshaft on each cylinder bank, dry sump lubrication
Power: 680 bhp (500 kW) at 8.200 rpm
Displacement: 2.869 cc
Fuel system: Fully electronic fuel injection, two turbochargers, intercooler, 120-litre safety fuel tank
Transmission: Five-speed transmission, rigid drive-through plus additional lubrication with oil filter and radiator
Chassis: Aluminium monocoque, riveted, with integrated roll cage, seven-piece GRP Kevlar integrated aluminium shell, hydraulic dual-circuit disc brakes with internally vented, cross-drilled brake discs
Front axle: double wishbone with titanium springs and Bilstein shock absorbers fitted externally
Rear axle: double wishbone with titanium springs and Bilstein shock absorbers fitted internally
Dimensions and weight: Wheelbase 2.770 mm
length 4.770 mm
width 1.990 mm
weight 850 kg
Performance: Approx. 350 km/h (217.5 mph)




Porsche 962 C coupe 1985






Ahead of the FISA standard introduced in 1987, Porsche further developed the 956 into the 962. The Porsche 962 was essentially a type 956 with new pedals, a front axle positioned 12 cm further forward and a steel roll cage. The six-cylinder turbo engine was now water-cooled and generated 700 bhp. A technical innovation came in the form of the semi-automatic Porsche Doppelkupplung (PDK) which was optionally available for the 962 C. The championship had meanwhile also undergone a change: The race series was given a new name and was now known as the World Sportscar Championship. With the 962 C, Porsche continued its series of victories not only in Le Mans, but also in the World Sportscar Championship and the American IMSA, until a new handicap rule finally ended its run in 1990. From 1991, racing cars powered by naturally aspirated engines contended for victory. After 41 wins in the World Sportscar Championship and six triumphs in Le Mans, the Porsche 952/962 C was finally consigned to the museum as the most successful racecar of all time.

Technical data
Model: Porsche 962 Coupé in short and long-tail version
Year: 1985-1990
Engine: 6-cylinder Boxer engine, air-/water-cooled
Four-valve, 2 overhead camshafts per cylinder bank
Displacement: 2.994 ccm
Bore x stroke: 95 x 70,4 mm
Max. power: 700 bhp (514 kW) at 8,200 rpm
Torque: 710 Nm bei 5.400 1/min
Mixture formation: Electronic injection, 2 turbochargers,
2 charge-air coolers
Transmission: 6 forward gears, 1 reverse gear,
rigid drive-through function
Brake system: Disc brakes, internally ventilated
Performance: Top speed approx. 350 km/h
Weight: 820 kg
Tyre size
front/rear:
325/625 x 17 / 350/680 x 19
Wheelbase: 2.795 mm
Track width
front/rear:
1.634 / 1.590 mm
Dimensions: 4.800 x 2.000 x 1030 mm




Porsche 968 Turbo RS 1993



Based on the 968 Turbo S, the 968 Turbo RS is created in a sprint version for the ADAC GT Cup and an endurance model in compliance with Le Mans GT regulations. In the Le Mans-spec, the 2,990 cc straight four delivers around 350 hp with turbo-charger. For the German series 337 hp are permitted with a minimum weight of 1,350 kgs. The trans-axle configuration with the six-speed gearbox in front of the rear axle ensures excellent weight distribution. An adjustable rear spoiler, NACA air inlets in the engine hood, a front spoiler and a large inlet for the charge-air cooling give a clear indication of the purpose of this model.

Technical Specifications
Engine: Four-cylinder, in-line engine, two valves per cylinder, two balance shafts for mass balance, exhaust turbocharger, bypass valve with separate catalytic converter, intercooler, lambda control of three-way, metal catalytic converter
Power: Approx. 350 bhp at 5.400 rpm (GT Version)
Displacement: 2.990 cc
Fuel system: 43 litre FT3 safety tank
Transmission: Transaxle unit of front engine and six-speed gearbox in the rear, bolted into rigd unit by connecting tube, rear wheel drive, rear axle lockup with up to 75 percent locking effect for both forward traction and overrun
Chassis: Unitized, two-door coupe body with rear hatch, no tilting roof, NACA air intakes in the engine lid, nose spoiler, adjustable rear spoiler, large air intake for intercooler, rool cage welded in Racing suspension, control arms with Unibal bushings, adjustable stabilizers, hydraulic dual-circuit brakes with ABS
Dimensions and weight: Wheelbase 2.400 mm
lenght 4.320 mm
width 1.735 mm
weight approx. 1.350 kg
Performance: Approx. 290 km/h



Porsche-March 89 P Cart 1989



The works team contests its second CART season in the United States with the Porsche March 89 P. The third round, the Indianapolis 500 mile race, begins encouragingly: with the racing motor housed in the rear – the qualifying engine remains in the transport crate with lubrication problems – Teo Fabi qualifies on 13th position and is third fastest in the warm-up. Fabi lies twelfth when a broken valve spring ends his charge in lap 23. A week later Fabi takes third in Milwaukee and finishes amongst the top four in eight of the nine following rounds. On the racing circuit in Portland he posts pole position. The next podium placing comes with a second place in Michigan. Victory follows in Mid Ohio with second at Elkhard Lake. By the time the Nazareth race rolls around, Fabi has a good chance to take the title. When the season final is over Teo Fabi ranks fourth in the drivers‘ standings.

For 1990, the intention is to contest the CART series with two Porsches. Joining Teo Fabi in the second Porsche is American John Andretti, nephew of the 1978 Formula 1 world champion and Indy 500 victor, Mario.

The Sports Prototype World Championship experiences a renaissance thanks to the participation of many works outfits. Porsche is represented by customer teams with the 962. Despite its age, the concept of the racing sportscar proves to be astoundingly competitive. Joest Racing receives factory support and wins the world championship round in Dijon with Frank Jelinski and Bob Wollek on Michelins.

In Le Mans Hans-Joachim Stuck and Bob Wollek take third in a Joest 962 C (chassis 145) and with this beat the works Jaguar. Claude Ballot-Lena, Henri Pescarolo and Jean-Louis Ricci secure sixth in another Joest 962 (004). A Brun Motorsport 962 C crosses the finish line after 24 hours in tenth position.

The German Supercup for Group C racing vehicles thrives through the involvement of the Porsche customer teams. Bob Wollek wins the trophy, whilst Joest Racing takes the team championship. Walter Lechner claims overall victory in the European Interseries with Kunimitsu Takahashi and Stanley Dickens carrying off the Japanese Sportscar Championship.

Roland Asch wins the 944 Turbo Cup for the third consecutive time. Second place goes to Jörg van Ommen, Olaf Manthey secures third.

For the seventh time Bob Wollek is honoured with the Porsche Cup as the most successful private driver – an achievement that is unrivaled to date. Wollek collects world championship points in the Joest-modified 962 C, where he eventually becomes vice-champion, as well as with his third place in Le Mans and victory at the 24 Hour race at Daytona driving a Busby Racing 962 C together with John Andretti and Derek Bell.

Additionally, the Frenchman wins the German Super Cup by winning three out of five races.


Over the winter of 1988/89, Porsche and March build a customized chassis for the 2.65-litre V8. The ca. 710 hp (11,500 rpm) Indy-engine receives a new configuration through the air intake, cooler, heat exchanger and exhaust system to optimise the aerodynamics and can be positioned lower with a new gearbox. The underside of the monocoque consists of aluminium. The upper section is made of carbon-fibre composite material. The body is now more compact, the frontal area smaller, with an improved air-flow to the rear wing. Weighing 703 kilos, the Porsche-March 89 P meets the minimum weight requirements.

Technical Specifications
Engine: Eight-cylinder V-shaped engine, water cooling, four-valve technology, two overhead camshafts over gearwheels
Power: 750 bhp (552 kW) at 11,200 rpm
Displacement: 2.649,2 cc
Fuel system: Electronic ignition/ fuel injection, turbocharger, intercooler, 151-litre tank
Transmission: Six-speed transmission, locking differential, transmission ratios customised to specific racing circuit
Chassis: Monocoque chassis in aluminium sandwich/ plastic sandwich composite design, self-supporting drive unit, double-wishbone axle front and rear with internal spring/damper unit, internally vented disc brakes front and rear
Dimensions and weight: Wheelbase 2.800 mm
length 4.660 mm
width 2.010 mm
weight 703 kg
Performance: Approx. 350 km/h (217.5 mph)




Wsc Joest Spyder 1996





n February 1996 the Porsche member of the board for R&D Horst Marchart and Reinhold Joest come to an agreement that two WSC sports prototypes, originally intended for competition in the USA, should contest the Le Mans 24 hour race under the direction of the Joest team. Porsche and Joest push ahead with the development of the WSC – albeit with Joest as a paying customer for the know-how of the Stuttgart manufacturer.

One week prior to the pre-qualifying the WSC Joest Spyder featuring 550 Porsche horsepower and weighing 890 kilos confirms all expectations by passing all decisive tests at the Paul Ricard circuit. The Joest troupe enhanced by Porsche employees manages to leap the pre-qualification hurdle with style.

Chances for the race look good. The regulations allow the sportscar, which competes in the LMP1 class, to feature an 80-litre fuel tank with tyres measuring 16 inches in width. The weight, engine performance, tyre width and fuel capacity give the Porsche a tiny advantage, albeit on paper, compared to the GT1 class in which the Porsche team has entered two new 911 GT1s. As trump card the relatively low fuel consumption of the Porsche engine in the race allows the vehicle to complete twelve laps per tank. Additionally, the suspension is easy on the tyres, allowing up to four stints per set.

In lap seven of the race Davy Jones takes over the lead at the wheel of the WSC Joest Spyder with starting number seven, which apart from a brief moment on Sunday morning, it does not relinquish again. Jones, Manuel Reuter and Alexander Wurz receive the flag at 3pm on Sunday as winners.

In the earlier stage, Michele Alboreto, Pierluigi Martini and Didier Theys with their WSC Joest Spyder with starting number eight maintain the pace with the front pack – until a Martini puts the Porsche into the gravel. Although it can continue, the car eventually retires with a broken driveshaft one hour before the finish.

Technical Specifications
Engine: Six-Cylinder boxer, dual turbos, water-cooled block and head, 2 intake and 2 discharge valves per cylinder, 2 exhaust gas turbo chargers, 2 charge-air intercoolers, dry sump lubrication
Power: Approx. 540 hp at 7.700 rpm
Displacement: 2.994 cc
Fuel system: 80 litre safety tank with integrated catchtank, rapid tank valves and reserve switch
Transmission: Five-speed with Salisbury limited-slip differential, jet lubrication, cooling via heat exchanger in the water circuit, new differential and clutch housing, mid engine, rear wheel drive
Chassis: Open, two-seat sports prototype, flat underbody without diffuser, to regulations, oil cooling via heat exchanger, air jacks, double-wishbones front and rear, pushrod spring actuation front and rear, torsion-bar springs in front, coil springs in the rear, penske shock absorber system, brembo brakes front and rear, four-piston, fixed saddles, brake balance adjustment from the cockpit
Dimensions and weight: 890 kg








Algunos Fondos




























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Respuesta: Porsche Racing History... (heavy)

GRACIAS!!!!me lo guardo a este post!!!!

---------- Post added at 01:09 ---------- Previous post was at 01:07 ----------

agrego como me gusta el 550 carrera panamericana con las lineas rojas atras!!

[rodrygo47]

Respuesta: Porsche Racing History... (heavy)



25 minutos para leermelo toditooo! Me encantoo!

Se necesitan mas post como estos!

[Agustin Vanina]

Respuesta: Porsche Racing History... (heavy)

tan similares, tan diferentes, tan unicos.

[Alan_dragracing]

Respuesta: Porsche Racing History... (heavy)

Esto es lo que le gusta leer a uno, hermoso post! guardado en favoritos para abreviar respuestas en otros posts

[jeresdeford]

Respuesta: Porsche Racing History... (heavy)

Terrible post Mr.!!

[golglmi1.6]

Respuesta: Porsche Racing History... (heavy)

Excelente POst; lo guardo completo.
GRacias por el aporte.

[HKS]

Respuesta: Porsche Racing History... (heavy)

[SICARIO]

Respuesta: Porsche Racing History... (heavy)

Lo unico que critico es que no pusiste tooodooos los campeones de formula 1 que tuvieron.......


Que????.. Como motoristas nomas? Tres veces solamente junto a tag y gracias a ron dennis y el chasis mc laren de jonh barnard? Encima se perdieron despues los derechos sobre publicidad y se los quedo el relojero porque puso la tarasca? .......este bueno...no pongas nada entonces...mejor obviemos el tema formula1..

Lindo post che

[Mr.WhiTe]

Respuesta: Porsche Racing History... (heavy)

Lo unico que critico es que no pusiste tooodooos los campeones de formula 1 que tuvieron.......


Que????.. Como motoristas nomas? Tres veces solamente junto a tag y gracias a ron dennis y el chasis mc laren de jonh barnard? Encima se perdieron despues los derechos sobre publicidad y se los quedo el relojero porque puso la tarasca? .......este bueno...no pongas nada entonces...mejor obviemos el tema formula1..

Lindo post che

jajaja los puse en los numeros

gracias

[Adrian 2.0]

Respuesta: Porsche Racing History... (heavy)

Muy bueno Mr.!!! Te falto algún modelito ganador o me parece nomás, o no querías que se haga super extensivo el tread?

[minardiracing]

Respuesta: Porsche Racing History... (heavy)

que buenos fierros.
Un polvacho malll

[SICARIO]

Respuesta: Porsche Racing History... (heavy)

jajaja los puse en los numeros

gracias

de nada, me encanta porsche

[Orion]

Respuesta: Porsche Racing History... (heavy)

Muy bueno. El post del año va a ser.

[Mr.WhiTe]

Respuesta: Porsche Racing History... (heavy)

Muy bueno Mr.!!! Te falto algún modelito ganador o me parece nomás, o no querías que se haga super extensivo el tread?

puse solamente los modelos Oficiales, sino estoy 1 mes y no termino mas!

mas de 28.000 carreras ganadas te dice algo?