Porsche 917K - Test Run of Red Bull Ring Sรผdschleife National Circuit - Real Racing 3 Gameplay ๐๐๐ฎ๐ฒ
2Porsche is now an integral part of the motorsport scene, but it has particularly demonstrated its strength in endurance racing.
In recent years, Porsche's success in the 24 Hours of Le Mans, the pinnacle of endurance racing, has been seen on many occasions, but the road to its first victory was by no means a smooth one.
It was in 1970 that Porsche won the coveted 24 Hours of Le Mans.
The car that brought the glory was the 917, which is regarded as one of Porsche's most famous racing machines.
A 1969 917 owned by the Porsche Museum, chassis number 001.
The car was displayed at the Geneva Show in 1969 and was never used in actual competition.
The Porsche 917 was a 5.0-litre Group 4 car developed in 1969.
In the 1970 season, it was developed into the 917K with mainly aerodynamic improvements, which won the coveted overall victory at the 24 Hours of Le Mans.
From 1968, the Sports Car Manufacturers' Championship was to be contested by two types of cars: Group 6, prototypes of 3.0 litres or less (regardless of production volume), and Group 4, sports cars of 5.0 litres or less with an annual production volume of 50 cars.
However, following requests that the rules were too strict, the FIA decided to reduce the number of Group 4 cars produced per year to 25 from 1969.
In response, Ferdinand Piech, head of Porsche's racing department, decided to develop a 5.0-litre Group 4.
The new car was built in just ten short months.
However, it was a scaled-up version of the previous 908.
The aluminium alloy spaceframe chassis was based on the 908, modified and reinforced, with the same 2300 mm wheelbase (in fact, the wheelbase of previous racing Porsches had remained 2300 mm since the 718 RS61 in 1961) and almost identical treads front and rear. The reason for this was that the front and rear treads were also almost identical.
The 917 brought Porsche many laurels, including the cherished Le Mans victory.
This particular car had been modified to 917K specifications, but was returned to the original in 2018.
The engine, developed mainly by Hans Metzger, was also a four-cylinder addition to the 908's air-cooled 3.0-litre eight-cylinder, but was significantly improved by switching from the horizontally opposed type to take account of crankshaft vibration and strength, and by taking output from the centre gear in the middle of the engine instead of the crankshaft end. The engine was converted to a 180-degree V12 with major improvements, such as taking the power output out of the centre gear in the centre of the engine instead of the crankshaft end, etc.
The 912/45 V12 DOHC unit thus born produced 580 hp, which was comparable to Ferrari's 5.0-litre V12, despite being 4.5-litre.
To cope with its high output, a new high-capacity five-speed manual transmission gearbox was also developed.
The body was designed in-house and the cockpit was moved forward significantly to balance the long V12, but the basic philosophy was transferred to the 908.
Two versions were available: a long tail for Le Mans and a standard short tail.
Each is fitted with a variable rear spoiler that works in conjunction with the rear suspension.
To gain straight speed, the body of the 917LH was designed by SERA, led by former Renรฉ Bonnet driver Charles Doucet.
This was the 917-042 that took pole position at Le Mans in 1970.
It now looks as it did at Le Mans in 1971.
However, the 917, which combined a large-displacement engine with an old-fashioned chassis, showed amazing speed, but was labelled a 'jerk' due to the poor balance of the chassis.
In its debut race, the 1000 km Spa-Francorchamps in May 1969, the Joe Siffert/Brian Redman team took pole position but switched to a 908 for the race, complaining of poor handling.
The other team of Gerhard Mitter and Udo Schรผtz retired after one lap with engine trouble.
Three 917s were entered for Le Mans that year, with car 14 beating the previous year's time by more than 12 seconds and taking pole position.
In the final, car 12 led the race until the 20th hour, when it retired.
The privateer No. 10 driven by John Wolff also suffered tragedy when it crashed and caught fire on the opening lap, killing Wolff.
JW Automotive's 917K had been a part of Porsche's works activities since 1970.
This was the 917-029 that won the Spa 1000 km in 1970, and also fought the 71 season and won the Buenos Aires 1000 km.
The two fins on the rear cowl are a feature of the 71 model.
The 917 also competed in the Japanese Grand Prix in October 1969 in a semi-works configuration, but was trounced by a Nissan R382.
It was unable to realise its full potential.
At the end of the 1969 season, Porsche's business situation was not good and the company announced it was scaling back its works activities.
Although Porsche continued to develop and build cars, its works racing activities were outsourced to JW Automotive, led by John Wyer, who had a proven track record with the Ford GT40.
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