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Es una nota que saque de SpeedHunters, me pareció interesante ya que va al grano de lo que fue el auto dando algunos detalles técnicos y antes que salte algún pelotudo a dejar comentarios lamentables, primero que lea todo y después teniendo eso en cuenta que opine. 
Por ejemplo:
No termino de postear toda la información y ya hacen preguntas pelotudas sin haber leído ni dos renglones, parece que hoy desayuno maní porque empezó hacer su gracia desde temprano.
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Please bring the 935," I wrote in my email to the Porsche representative; I very much wanted to see this famous machine up close and personal! "We'll get back to you about that," came the reply. Hmmm, didn't sound like it was going to happen!
Several months ago we started to communicate with Porsche about our plans to do a film and photography shoot at their Leipzig driving center in Germany. We had to choose which Porsches we would be making a set of Speedhunters car features about. The idea I put forward was to look at a cross section of iconic 911s; two production cars and two race cars. For the production cars we asked for the new GT2. It's a great example of modern Porschedesign excellence and we wanted to compare the GT2 against a vintage 911 performance machine; how about an old school Carrera RS?
For the race cars, we wanted to look at the late 90s GT1 race car, probably one of the more interesting design takes on a production based 911 chassis, and compare this against one of the crazy 1970s racing 911s... the 935 of course!
Having spent a good portion of my childhood and adult life looking at the story, stats and lineage of this famous racing machine I really wanted to see one again in the flesh and take the opportunity to point the NFS HD video camera in its direction. As much as I go on about Porsche 935s I haven't actually seen one in person since 1978!
Unfortunately it wasn't possible to get a 935 transported from from the Porsche HQ in Stuttgart to Leipzig. Seems like they are all undergoing a restoration project at the moment... Baaa... Oh well... We received a 1974 911 RSR Turbo instead, which was an honour in itself to shoot... You've seen John Brooks' fantastic article on this car, right?
For now let's have a look at the 935; a car which dominated much of European and American GT racing from 1976 to 1982, and seems to take up a high percentage of my automotive thoughts!
Here is the car that started it all: the first factory 935, referred to as the 935/76. It was built to compete in the then new Group 5 category for the 1976 World Championship of Makes. The CSI organization (the predecessor to the FIA) had created a new class for GT cars which allowed considerable scope for the modifications provided that the basic silhouette of the car remain unchanged when viewed from the front. The new category created considerable interest from several manufacturers but it was Porsche and BMW who stepped up to the plate with newly engineered cars for 1976.
The first 935/76 ran to a swept volume of 2.8 liters, utilizing a single turbo with an adjustable cockpit mounted boost knob. At 1.2 bars the engine produced 550bhp; very good for endurance races like Le Mans. For sprint races such as Watkins Glen or Dijon, the car was run with 1.5 bars of boost, taking power up to over 630 bhp.
---------- Post added at 13:19 ---------- Previous post was at 13:18 ----------
The above picture was taken as the car was first shown to the press in early 1976. You can see it still resembles something like a street 911 at this stage, yes? That would all change very quickly as the boundaries of the Group 5 rules were explored and then pushed.
The look of the car is dominated by the huge rear tires. Group 5 cars were restricted to 15 inch wide rear wheels. To overcome this restriction 19 inch rear wheels were fitted, thus increasing the rubber contact patch with the road. Think about that next time someone tells you that proper performance cars don't run big wheels huh?
You can see that by the time this picture was taken, at the Nurburgring round of the 1976 World Championship, the car has gone through a bit of a visual metamorphosis. Famous Porsche engineer, Norbert Singer exposed a loophole in the rulebook (the first of many) that allowed him to remove the front headlights. In the Group 5 rules it stated that the fender area was free with the intension that teams would modify the bodiwork to fit their mega-wide race tires. Norbert decided that the headlights were part of the front fenders and promptly removed the production headlights and relocated them to the front bumpers. Nice one. The rear fenders were also reworked and extended to develop additional downforce.
The 935/76 had a great debut at Le Mans in 1976 taking 4th overall and top honours in the Group 5 category. It raced among the front runners until a serious tire puncture followed by turbo problems tharted its efforts. In this picture from the formation lap, the sole 935 is starting well among the prototypes, quite far ahead of its other Group 5 rivals.
This picture was taken at the Watkins Glen round of the 1976 World Championship, towards the end of the season. Here, the 935 took the top spot as driven by Strommelen and Schurti with the second chassis, piloted by Ickx and Mass finishing third overall.
Road & Track magazine tested the 935/76 that year and listed the car has having a 0-60 time of 3.3 seconds. It covered the 1/4 mile with an astonding time of 8.9 seconds! The season ended with Porsche winning the World Championship of Makes, defeating their arch rivals BMW and their turbo charged CSLs.
For the 1977 season, Porsche built thirteen single turbo customers cars. These were eagerly snapped up by the privateer racing teams and quickly came to start the 935's domination of GT racing for the next five racing seasons. The cars were almost identical to the factory 935/76, save an improved intercooler system. A new larger 3.0L displacement engine was also offered as an option.
The above car was the first of many 935s run by the German team owner, George Loos. It's seen here on the famous Karossel corner on the Nurburgring Nordeschliefe. For 1977, the car was normally driven by Rolf Stommelen.
Another well known 935 from the original batch of 1977 customer cars was the Jagermeister sponsored machine, driven by ex-works driver Manfred Schurti in the German DRM National GT series. This car was later sold to someone in the USA and ran in the IMSA series for the 1978 season as the red Momo 935.
---------- Post added at 13:21 ---------- Previous post was at 13:19 ----------
For the 1977 World Championship season, Porsche raised the bar considerably when they produced the 935/77. The car featured new high downforce bodywork, which added a second plexiglass rear window above the original item, thus allowing the air to sweep along the raised roofline more efficiently to the rear wing. This new way of thinking pushed the rules of the Group 5 formula, although there was nothing specifially in the regulations which forbade such modifications to the silhouette.
The flipouts you see on the side of the rear fenders served to decrease drag and increase downforce.
Have a look in front of the number 41 - the mirrors have been integrated into the body work. This feature was not particularly popular with the drivers!
One real area of advancement for the 935/77 was the switch to two smaller turbos, from the larger single turbo of the 1976 car. This heavily reduced the amount of turbo lag experienced by the drivers, with improved throttle response. Power increased to 630 bhp at 7900 rpm.
Recognize the famous pale blue guardrails of Watkins Glen in the background?
Nothing could touch the 935/77 during the 1977 championship season. The Porsches were world champions for the second year running.
By the end of the 1977 demand started to rise among Porsche's customers for access to some of the new developments. To this end, Porsche built a run of fifteen twin turbo customer cars, each with the same specification engine as the 935/77. Outwardly they looked very similar to the 1976 spec cars.
The 935 was now THE only privateer car to have in international GT racing, and started to rack up victory after victory across the planet. The development of this car marked one of the first truly successful customer racing programs, a tradition that Porsche continues with today.
It's worth noting that there was one German 935 team that was not content to simply setup and drive the 935s out of the box. Cologne's Kremer brothers had their own ideas about developing the basic 935 DNA and in 1977 produced this variant called the K2.
f note are the fins along the rear fenders which were designed to increase downforce. The car had a great season in 1977, winning many national level races across Germany that year. Keep note of the Kremer team and some of the design details of this car, as they would later lead much of the development of the 935 in the coming years.
For the 1977 season, Porsche had very little in the way of serious competition from other manufacturers, so they sought to find new racing challenges inside the Group 5 category. They came up with the idea of building a car to race in the national German DRM series under 2 liter class - a stomping ground for BMW 320s and Ford Escorts.
Since it ran in an under 2 liter class, a newer, smaller motor needed to be built to keep in line with the rules of the class. With the turbo equivalency formula of 1.4, this meant the car (which was nicknamed "the 935 Baby") needed to be built with a 1.4 liter motor to a target weight of 735kg - far less than the 970 kg of the 935/77. The steel floor and front/rear bulkheads were cut from the car and replaced by an aluminum cage, creating an essentially tube framed chassis. At the time, this was quite a radical bit of race car engineering for a GT.
The car debuted at the Norisring DRM sprint race, but it was too new to make a strong mark, and its driver Jacky Ickx retired from the race, suffering from heat exhaustion. The Baby was then taken back to the factory for a quick development program in preparation for the German GP support race to be held at Hockenheim three weeks later. Fortunately, the hard work paid off and Ickx walked away with a 51 second victory over the competition. Porsche had proved their point over BMW and Ford and the 935 "Baby" was retired to the Porsche Museum.
Por ejemplo:
Originally posted by grossotano
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Please bring the 935," I wrote in my email to the Porsche representative; I very much wanted to see this famous machine up close and personal! "We'll get back to you about that," came the reply. Hmmm, didn't sound like it was going to happen!
Several months ago we started to communicate with Porsche about our plans to do a film and photography shoot at their Leipzig driving center in Germany. We had to choose which Porsches we would be making a set of Speedhunters car features about. The idea I put forward was to look at a cross section of iconic 911s; two production cars and two race cars. For the production cars we asked for the new GT2. It's a great example of modern Porschedesign excellence and we wanted to compare the GT2 against a vintage 911 performance machine; how about an old school Carrera RS?
For the race cars, we wanted to look at the late 90s GT1 race car, probably one of the more interesting design takes on a production based 911 chassis, and compare this against one of the crazy 1970s racing 911s... the 935 of course!
Having spent a good portion of my childhood and adult life looking at the story, stats and lineage of this famous racing machine I really wanted to see one again in the flesh and take the opportunity to point the NFS HD video camera in its direction. As much as I go on about Porsche 935s I haven't actually seen one in person since 1978!
Unfortunately it wasn't possible to get a 935 transported from from the Porsche HQ in Stuttgart to Leipzig. Seems like they are all undergoing a restoration project at the moment... Baaa... Oh well... We received a 1974 911 RSR Turbo instead, which was an honour in itself to shoot... You've seen John Brooks' fantastic article on this car, right?
For now let's have a look at the 935; a car which dominated much of European and American GT racing from 1976 to 1982, and seems to take up a high percentage of my automotive thoughts!
Here is the car that started it all: the first factory 935, referred to as the 935/76. It was built to compete in the then new Group 5 category for the 1976 World Championship of Makes. The CSI organization (the predecessor to the FIA) had created a new class for GT cars which allowed considerable scope for the modifications provided that the basic silhouette of the car remain unchanged when viewed from the front. The new category created considerable interest from several manufacturers but it was Porsche and BMW who stepped up to the plate with newly engineered cars for 1976.
The first 935/76 ran to a swept volume of 2.8 liters, utilizing a single turbo with an adjustable cockpit mounted boost knob. At 1.2 bars the engine produced 550bhp; very good for endurance races like Le Mans. For sprint races such as Watkins Glen or Dijon, the car was run with 1.5 bars of boost, taking power up to over 630 bhp.
---------- Post added at 13:19 ---------- Previous post was at 13:18 ----------
The above picture was taken as the car was first shown to the press in early 1976. You can see it still resembles something like a street 911 at this stage, yes? That would all change very quickly as the boundaries of the Group 5 rules were explored and then pushed.
The look of the car is dominated by the huge rear tires. Group 5 cars were restricted to 15 inch wide rear wheels. To overcome this restriction 19 inch rear wheels were fitted, thus increasing the rubber contact patch with the road. Think about that next time someone tells you that proper performance cars don't run big wheels huh?
You can see that by the time this picture was taken, at the Nurburgring round of the 1976 World Championship, the car has gone through a bit of a visual metamorphosis. Famous Porsche engineer, Norbert Singer exposed a loophole in the rulebook (the first of many) that allowed him to remove the front headlights. In the Group 5 rules it stated that the fender area was free with the intension that teams would modify the bodiwork to fit their mega-wide race tires. Norbert decided that the headlights were part of the front fenders and promptly removed the production headlights and relocated them to the front bumpers. Nice one. The rear fenders were also reworked and extended to develop additional downforce.
The 935/76 had a great debut at Le Mans in 1976 taking 4th overall and top honours in the Group 5 category. It raced among the front runners until a serious tire puncture followed by turbo problems tharted its efforts. In this picture from the formation lap, the sole 935 is starting well among the prototypes, quite far ahead of its other Group 5 rivals.
This picture was taken at the Watkins Glen round of the 1976 World Championship, towards the end of the season. Here, the 935 took the top spot as driven by Strommelen and Schurti with the second chassis, piloted by Ickx and Mass finishing third overall.
Road & Track magazine tested the 935/76 that year and listed the car has having a 0-60 time of 3.3 seconds. It covered the 1/4 mile with an astonding time of 8.9 seconds! The season ended with Porsche winning the World Championship of Makes, defeating their arch rivals BMW and their turbo charged CSLs.
For the 1977 season, Porsche built thirteen single turbo customers cars. These were eagerly snapped up by the privateer racing teams and quickly came to start the 935's domination of GT racing for the next five racing seasons. The cars were almost identical to the factory 935/76, save an improved intercooler system. A new larger 3.0L displacement engine was also offered as an option.
The above car was the first of many 935s run by the German team owner, George Loos. It's seen here on the famous Karossel corner on the Nurburgring Nordeschliefe. For 1977, the car was normally driven by Rolf Stommelen.
Another well known 935 from the original batch of 1977 customer cars was the Jagermeister sponsored machine, driven by ex-works driver Manfred Schurti in the German DRM National GT series. This car was later sold to someone in the USA and ran in the IMSA series for the 1978 season as the red Momo 935.
---------- Post added at 13:21 ---------- Previous post was at 13:19 ----------
For the 1977 World Championship season, Porsche raised the bar considerably when they produced the 935/77. The car featured new high downforce bodywork, which added a second plexiglass rear window above the original item, thus allowing the air to sweep along the raised roofline more efficiently to the rear wing. This new way of thinking pushed the rules of the Group 5 formula, although there was nothing specifially in the regulations which forbade such modifications to the silhouette.
The flipouts you see on the side of the rear fenders served to decrease drag and increase downforce.
Have a look in front of the number 41 - the mirrors have been integrated into the body work. This feature was not particularly popular with the drivers!
One real area of advancement for the 935/77 was the switch to two smaller turbos, from the larger single turbo of the 1976 car. This heavily reduced the amount of turbo lag experienced by the drivers, with improved throttle response. Power increased to 630 bhp at 7900 rpm.
Recognize the famous pale blue guardrails of Watkins Glen in the background?
Nothing could touch the 935/77 during the 1977 championship season. The Porsches were world champions for the second year running.
By the end of the 1977 demand started to rise among Porsche's customers for access to some of the new developments. To this end, Porsche built a run of fifteen twin turbo customer cars, each with the same specification engine as the 935/77. Outwardly they looked very similar to the 1976 spec cars.
The 935 was now THE only privateer car to have in international GT racing, and started to rack up victory after victory across the planet. The development of this car marked one of the first truly successful customer racing programs, a tradition that Porsche continues with today.
It's worth noting that there was one German 935 team that was not content to simply setup and drive the 935s out of the box. Cologne's Kremer brothers had their own ideas about developing the basic 935 DNA and in 1977 produced this variant called the K2.
f note are the fins along the rear fenders which were designed to increase downforce. The car had a great season in 1977, winning many national level races across Germany that year. Keep note of the Kremer team and some of the design details of this car, as they would later lead much of the development of the 935 in the coming years.
For the 1977 season, Porsche had very little in the way of serious competition from other manufacturers, so they sought to find new racing challenges inside the Group 5 category. They came up with the idea of building a car to race in the national German DRM series under 2 liter class - a stomping ground for BMW 320s and Ford Escorts.
Since it ran in an under 2 liter class, a newer, smaller motor needed to be built to keep in line with the rules of the class. With the turbo equivalency formula of 1.4, this meant the car (which was nicknamed "the 935 Baby") needed to be built with a 1.4 liter motor to a target weight of 735kg - far less than the 970 kg of the 935/77. The steel floor and front/rear bulkheads were cut from the car and replaced by an aluminum cage, creating an essentially tube framed chassis. At the time, this was quite a radical bit of race car engineering for a GT.
The car debuted at the Norisring DRM sprint race, but it was too new to make a strong mark, and its driver Jacky Ickx retired from the race, suffering from heat exhaustion. The Baby was then taken back to the factory for a quick development program in preparation for the German GP support race to be held at Hockenheim three weeks later. Fortunately, the hard work paid off and Ickx walked away with a 51 second victory over the competition. Porsche had proved their point over BMW and Ford and the 935 "Baby" was retired to the Porsche Museum.
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