| OverDrive (May ’09) gets nostalgic on the gone but never forgotten machines that set spirits flying on race tracks… |
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| Porsche 917 |
 Forty years ago in March 1969 Porsche unveiled the 917, at the Geneva International Motor Show. It went on to attain legendary status as one of the fastest and most successful racing cars of all time. It was the Porsche 917 that gave Porsche its first overall win at the 24 Hours of Le Mans in 1970. Apart from winning two Le Mans events and endurance races across the world, nine out of the 10 races in the World Racing series in 1970, the 917 ended the dominance of the Ford GT 40s and the likes of Ferrari.
The 917’s engine configuration was just as unusual as its different car body versions. Behind the driver’s seat extended an air-cooled, 12-cylinder engine with horizontal cylinders banked in a 180-degree ‘V’. The 520bhp engine had an initial cubic capacity of 4.5 litres. At the end of the sixties, the FIA modified the sports category regulations, allowing 5-litre vehicles. Porsche, which until then had been competing with its 904, 907 and 908 models, decided to design and build a new prototype that would make the most of the new regulations. It would be called 917.
The tubular frame was made of aluminum, the car body out of glass fiber reinforced synthetics. Porsche engineers developed different car body models to best meet the different demands of different race tracks. Towards the end, the 917 has evolved in such a way that it had practically annihilated all opposition; it handled well and with power surpassing the 600bhp barrier, it was unbeatable.
In spite of the efforts by Ferrari, Alfa Romeo and Matra among other makes, the 917’s supremacy was so all encompassing that the FIA determined with a new change in regulations that 1971 would be the 917’s final year on the race track. |
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| Jaguar D-Type |
 The Jaguar D-Type like every racing machine was a labor of love. Much of that arises from sheer physical beauty. Seldom has road-racing science blended so perfectly with road-racing art. With three straight victories at Le Mans – in 1955, 1956 and 1957 – the D-type demonstrated Jaguar’s mastery over the race tracks. |
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| Ferrari 250 |
 For many this is still the best sports car of all time. While more modern supercars surpass the GTO in terms of performance, none excel in form or function. The very first 250, the S, won the Mille Miglia in 1952 and did well in Le Mans. Apart from the GTO there was the 250 P, LM, 250 GT Berlinetta Lusso but the GTO is the top dog in the 250 pack.
The tubular frame was made of aluminum, the car body out of glass fiber reinforced synthetics. Porsche engineers developed different car body models to best meet the different demands of different race tracks. Towards the end, the 917 has evolved in such a way that it had practically annihilated all opposition; it handled well and with power surpassing the 600bhp barrier, it was unbeatable.
In spite of the efforts by Ferrari, Alfa Romeo and Matra among other makes, the 917’s supremacy was so all encompassing that the FIA determined with a new change in regulations that 1971 would be the 917’s final year on the race track. |
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| Mazda 787B |
 The 787 was the first and until now the last car that won Le Mans that was powered by a rotary engine. It was also the first Japanese victory at Le Mans. The unique 4-rotor engine produced 700bhp and it outran its competitors, Porsche, Peugeot and Jaguar. With this victory Mazda capped 18 years of effort at Le Mans and added a new page to the Japanese automotive annals. The 787B has to be the best Group C car ever made. Though it was underpowered compared to the Jaguar XJR-9 and the Suaber Mercedes C-12, the 787 had acceleration like no other. This car also had perfect endurance and some well known drivers to boot. |
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| Porsche 956 |
 Porsche has had a phenomenal record in motorsport but the 956 is arguably the most remarkable. The 956 was the first all-new Porsche racer in over a decade and apart from sharing its turbocharged, aluminum flat-six engine, marked a dramatic departure from the 936, parts of which dated back to the late ‘60’s. It wasn’t just the new aluminum monocoque that set the 956 apart – what made the difference was Porsche’s attention to detail, especially in aerodynamics.
In conjunction with the simple but effective Kevlar-reinforced plastic body, the 956 generated over three times more down force than the 917, making it the first true ground-effects Porsche. To improve fuel consumption, its 2649cc flat-six engine ran smaller turbos than in the ’81 936, with the boost set at a relatively modest 1.1 bar, but it still developed 620bhp in race trim. Between 1982 and 1986, the 956 notched up four consecutive outright victories at the Le Mans 24 Hours and dominated international sports car racing. |
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| Matra Simca MS670 |
 After the disappointment of the 1970 Le mans race and with luck favoring it (5-litre Porsche 917 and Ferrari 512 were banned from the 1972 Le Mans race), Matra finally had its chance. The MS660 evolved into the 450bhp MS670 and the barchetta body was further refined with the introduction of a rear wing. Matra finally had its day and took a convincing one-two win at Le Mans with Pescarolo and graham Hill piloting the winning car. |
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| Jaguar XJR-12 |
 With the XJR-12, Jaguar roared for a seventh and final time at Le Mans in 1990. Wearing the Silk Cut war paint, the XJR-12 in 1990 took a ‘U’ turn from 3.5-litre V6 turbo power and reverted to the classic, naturally aspirated V12 last seen in the XJR-9. The rules allowed any capacity, any number of cylinders, a minimum weight of 1000kg, a flat bottom of specified size, 100 litres fuel capacity and gravity refueling.
Early in the race the more powerful turbo Nissans and Porsches fought for the lead with the four Jaguars keeping within striking distance. Over the night the turbocharged cars paid for their early speed and started to retire, in the final hour the last Porsche blew up. This retirement saw the #3 and #2 Jaguars move up to first and second respectively. |
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| Ford GT40 |
 Ford had famously tried to buy Ferrari in the early ‘60s and having been shafted out at the eleventh hour by wily old Enzo, it set about creating a car that would demolish the Italians. The GT40 won Le Man in 1967 (as well as 66, 68 and 69).
Back in 1966, the Ford GT40 endurance racer became the first car to exceed 200mph along the Mulsanne straight at Le Mans. Ford proved that the traditional American V8 possessed all that was necessary to compete at the cutting edge of international endurance racing. |
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| Audi R10 |
 The first diesel car to win the Le Mans, the R10 is a modern classic. After winning five titles in six years with the R8, Audi wanted to promote diesel technology. The move was daring, since the required engineering would be heavier, but that was offset by better economy. Another benefit of diesel was in torque. To deal with internal stress, Mahle made special 2 – piece pistons divided to provide a cooling channel. These had to deal with the pressure provided twin turbos that made over 650bhp. |
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| Alfa Romeo 8C 2300 |
 The 8C 2300 was the most successful Le Mans car in the pre war era, winning four consecutive titles between 1931 and 1935. Collectors consider the 8C 2300 Alfa the quintessential pre – World War II sport / racing car. Its designation refers to its eight – cylinder engine with a displacement of 2300cc. the Monza was the short chassis model built to be light and efficient, thus ideal for grand prix and endurance racing. The 8C sprinted from 0 to 30mph in a neck – snapping 2.5seconds, but quick turns frequently resulted in unscheduled 360 pins. The 8C 2300 was available in a wide variety of body styles including short – and long – wheel based chassis. The long wheelbase was dubbed “Lungo “ while the short – wheel – base were “ Corto “. The Lungo models were suitable for travelling on the open roas at high speeds while the Corto models were smaller, lighter, and more agile, suitable for racing, many being prepared by Scuderia Ferrari. |
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