 1990 962C |
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The Porsche 962 was designed for the International Motor Sports Association GTP racing and as a replacement for the Porsche 956. The 956 had been a highly successful race car and had captured many triumphs including the 24 Hours Le Mans and the FIA series.
American John Bishop, the founder of the International Motor Sports Association, was responsible for the longer wheelbase on the 956. When the 956 was introduced, Bishop refused to accept the vehicle partly because of safety concerns. The pedals were mounted in front of the front axle line. To comply with safety concerns and new regulations, the 956 was stretched to make room for the pedal box. A roll cage was later added.
The Porsche 962 was first raced by the factory in the 1984 season which opened at the Daytona 24 Hours. Driven by Mario and Michael Anderti, it was retired due to engine and gearbox problems. A total of five Porsche 962 models had been constructed for the 1984 season and all were powered by a 2.8-liter water-cooled power plant. Part-way through the season, a 3.2-liter Type 935 six-cylinder engine with mechanically injected turbo was placed into one of the 962 models. A short-tail improved the aerodynamics and the Porsche 962 was poised to conquer the racing circuit. Which it did, capturing victories at the Daytona 24 Hours race five times.
The Porsche 962C, introduced in 1985 for the World Endurance Championship, had a twin-turbocharged 3000 cc water-cooled engine producing 750 horsepower. The engines were built to last 26 hours. This included two hours for testing and then racing for 24 hours straight. The acceleration, braking, and road handling was impressive, thanks in-part to its 900 kg bodyweight. The aerodynamics was effective at holding the car on the road. During a qualification run at LeMans during the 1985 season, it proved to be the quickest vehicle. However, at the end of the 24 hour race it was in second place to a Porsche 956, the 956 having scored its fourth consecutive victory. The Porsche 956 chassis number 117 became on of the few in history to achieve back-to-back first place trophies at LeMans, winning in 1984 and 1985. The vehicle had been entered by Privateer Reinhold Joest.
The World Endurance Championship, WEC, changed the name to World Sports Prototype Championship, WSPC, in 1986. The Porsche 962 had another successful season, similar to 1985. At LeMans, two of the three Porsche 962C's entered were retired due to mechanical problems. The final Porsche 962C was able to score victory.
In 1987, the FIA adopted the IMSA regulation requiring the pedal-box to be installed behind the front-axle, making the Porsche 956 obsolete. The Porsche 962 was showing its age as the Jaguars and Mercedes were beginning to outpace the vehicle at most of the World Championship races. For LeMans however, the 962 captured its sixth consecutive victory after most of the field had been forced to retire. It was the last LeMans victory for the Porsche 962 until 1994 when enough examples had been produced making it eligible for the newly created GT1 class.
For over ten years, the Porsche 962 dominated the racing circuit to include the 24 Hours of LeMans, Daytona, FIA and IMSA racing. The Porsche 962 was so popular and so competitive that even their 1,000,000 price tag could not keep up with demand. Nearly 150 were sold and because of such a large customer program, every component was available off the shelf direct from Porsche.
By Daniel Vaughan | Aug 2005
American John Bishop, the founder of the International Motor Sports Association, was responsible for the longer wheelbase on the 956. When the 956 was introduced, Bishop refused to accept the vehicle partly because of safety concerns. The pedals were mounted in front of the front axle line. To comply with safety concerns and new regulations, the 956 was stretched to make room for the pedal box. A roll cage was later added.
The Porsche 962 was first raced by the factory in the 1984 season which opened at the Daytona 24 Hours. Driven by Mario and Michael Anderti, it was retired due to engine and gearbox problems. A total of five Porsche 962 models had been constructed for the 1984 season and all were powered by a 2.8-liter water-cooled power plant. Part-way through the season, a 3.2-liter Type 935 six-cylinder engine with mechanically injected turbo was placed into one of the 962 models. A short-tail improved the aerodynamics and the Porsche 962 was poised to conquer the racing circuit. Which it did, capturing victories at the Daytona 24 Hours race five times.
The Porsche 962C, introduced in 1985 for the World Endurance Championship, had a twin-turbocharged 3000 cc water-cooled engine producing 750 horsepower. The engines were built to last 26 hours. This included two hours for testing and then racing for 24 hours straight. The acceleration, braking, and road handling was impressive, thanks in-part to its 900 kg bodyweight. The aerodynamics was effective at holding the car on the road. During a qualification run at LeMans during the 1985 season, it proved to be the quickest vehicle. However, at the end of the 24 hour race it was in second place to a Porsche 956, the 956 having scored its fourth consecutive victory. The Porsche 956 chassis number 117 became on of the few in history to achieve back-to-back first place trophies at LeMans, winning in 1984 and 1985. The vehicle had been entered by Privateer Reinhold Joest.
The World Endurance Championship, WEC, changed the name to World Sports Prototype Championship, WSPC, in 1986. The Porsche 962 had another successful season, similar to 1985. At LeMans, two of the three Porsche 962C's entered were retired due to mechanical problems. The final Porsche 962C was able to score victory.
In 1987, the FIA adopted the IMSA regulation requiring the pedal-box to be installed behind the front-axle, making the Porsche 956 obsolete. The Porsche 962 was showing its age as the Jaguars and Mercedes were beginning to outpace the vehicle at most of the World Championship races. For LeMans however, the 962 captured its sixth consecutive victory after most of the field had been forced to retire. It was the last LeMans victory for the Porsche 962 until 1994 when enough examples had been produced making it eligible for the newly created GT1 class.
For over ten years, the Porsche 962 dominated the racing circuit to include the 24 Hours of LeMans, Daytona, FIA and IMSA racing. The Porsche 962 was so popular and so competitive that even their 1,000,000 price tag could not keep up with demand. Nearly 150 were sold and because of such a large customer program, every component was available off the shelf direct from Porsche.
By Daniel Vaughan | Aug 2005
Porsche created the 956 during the early 1980s for FIA Group C competition. The design and components of the vehicle would further evolve over the years and become known as the 962. The 956 project was lead by a very determined and experienced project manager named Norbert Singer, who had his sights set on winning the 24 Hours of LeMans race. With Derek Bell and Jacky Ixckx, the factory team drivers, the cars easily dominated the season and won the championship for the team.
The 956 was an evolution of the 935 and 936 cars which had proven to be very competitive racers. Porsche chose to stick with the tried-and-true, reliable flat-six engine which had powered the Porsche 936 to a LeMans victory. It was fitted with an electronic engine management system to help reduce fuel consumption. The FIA had imposed a limit of 100 liters per fuel tank size and allowed only 25 refuelings. The idea was to add an extra level of difficulty for teams and to inspire creativity and innovation. By doing so, they were hopeful that new technology would be born that could trickle down to production vehicles.
Porsche chose to stick with the smaller engine and adapt a turbocharger, another attempt at combating the fuel restriction rules.
The body was very modern, aerodynamic, and elegant. Extensive use of exotic materials, and ground effects were employed that included a venturi positioned between the front wheels, rear wing, and rear venturi. The chassis was comprised of a very rigid monocoque comprised of aluminum and a composite body.
The Porsche 956 made its inaugural debut in 1982 at the Silverstone 6 Hour race, the second round of the World Championship for Makes. The car was piloted by the factory drivers, Jacky Ickx and Derek Bell. They missed the second round at the Nurburgring 1000km but returned for the running of the 25 Hours of LeMans. The cars led the entire race and captured the checkered flag. The three factory Porsche's finished in the top three positions.
After proving the potential of the 956, Porsche began selling them to privateers such as Kremer Racing, John Fitzpatrick, Richard Lloyd, Brumm Motorsports, and more. Porsche continued to make improvements to the vehicles such as reducing the overall weight by incorporating even lighter aluminum chassis. The aerodynamics were improved which made the car quicker and more fuel efficient. Additional safety features were added such as a tire pressure warning system. At the 1983 LeMans, the cars bearing the Porsche badge took nine out of the top ten positions.
The Porsche 962 was based on the 956 and intended for IMSA GTP class competition. To prepare the car for competition, the vehicle required changes to bring it into alignment with ever-changing rules and regulations. For 1984, rules stated that the pedal box had to be mounted behind the front axle. To comply, the wheelbase of the 956 was extended to accommodate additional space. A steel roll cage was also integrated into the car at the time.
The factory began work on a larger engine. In the meantime, Porsche had to find a replacement for the twin K27 turbochargers since twin-turbo's did not comply with GTP class racing regulations at the time. In its place, a single Kühnle, Kopp und Kausch AG K36 turbocharger was fitted.
Porsche named this updated version of the 956, the 962. Five examples were debuted at the 24 Hours of Daytona. One was driven by factory drivers, Mario and Michael Andretti, while the other four were privateer entrants. The factory car led most of the race and appeared that it would go on to claim overall victory, but it was side-lined due to engine and gearbox problems after 127 laps.
For the following season, Porsche created the 962C, which featured a 3.2-liter engine and twin-turbochargers. It was entered in the World Endurance Championship where it was beaten by a 956. For 1987, another new engine was introduced. Though it was in 3-liter form, it was more powerful and durable than the unit it was replacing. The engine carried Porsche to its seventh consecutive victory at the 24 Hours of LeMans.
The Porsche 956 and 962 were very dominate vehicles which lasted for nearly ten years. From 1985 through 1987 they won the IMSA GTP. They were World Sportscar Champions from 1982 through 1986 and are considered the most successful prototype race car in the history of motor sports.
During the early 1990s, Jochen Dauger was able to get the 962 reclassified as a GT1 road-legal car. They were raced at the 1994 24 Hours of LeMans and captured its final overall victory.
By Daniel Vaughan | Mar 2007
For more information and related vehicles, click hereThe 956 was an evolution of the 935 and 936 cars which had proven to be very competitive racers. Porsche chose to stick with the tried-and-true, reliable flat-six engine which had powered the Porsche 936 to a LeMans victory. It was fitted with an electronic engine management system to help reduce fuel consumption. The FIA had imposed a limit of 100 liters per fuel tank size and allowed only 25 refuelings. The idea was to add an extra level of difficulty for teams and to inspire creativity and innovation. By doing so, they were hopeful that new technology would be born that could trickle down to production vehicles.
Porsche chose to stick with the smaller engine and adapt a turbocharger, another attempt at combating the fuel restriction rules.
The body was very modern, aerodynamic, and elegant. Extensive use of exotic materials, and ground effects were employed that included a venturi positioned between the front wheels, rear wing, and rear venturi. The chassis was comprised of a very rigid monocoque comprised of aluminum and a composite body.
The Porsche 956 made its inaugural debut in 1982 at the Silverstone 6 Hour race, the second round of the World Championship for Makes. The car was piloted by the factory drivers, Jacky Ickx and Derek Bell. They missed the second round at the Nurburgring 1000km but returned for the running of the 25 Hours of LeMans. The cars led the entire race and captured the checkered flag. The three factory Porsche's finished in the top three positions.
After proving the potential of the 956, Porsche began selling them to privateers such as Kremer Racing, John Fitzpatrick, Richard Lloyd, Brumm Motorsports, and more. Porsche continued to make improvements to the vehicles such as reducing the overall weight by incorporating even lighter aluminum chassis. The aerodynamics were improved which made the car quicker and more fuel efficient. Additional safety features were added such as a tire pressure warning system. At the 1983 LeMans, the cars bearing the Porsche badge took nine out of the top ten positions.
The Porsche 962 was based on the 956 and intended for IMSA GTP class competition. To prepare the car for competition, the vehicle required changes to bring it into alignment with ever-changing rules and regulations. For 1984, rules stated that the pedal box had to be mounted behind the front axle. To comply, the wheelbase of the 956 was extended to accommodate additional space. A steel roll cage was also integrated into the car at the time.
The factory began work on a larger engine. In the meantime, Porsche had to find a replacement for the twin K27 turbochargers since twin-turbo's did not comply with GTP class racing regulations at the time. In its place, a single Kühnle, Kopp und Kausch AG K36 turbocharger was fitted.
Porsche named this updated version of the 956, the 962. Five examples were debuted at the 24 Hours of Daytona. One was driven by factory drivers, Mario and Michael Andretti, while the other four were privateer entrants. The factory car led most of the race and appeared that it would go on to claim overall victory, but it was side-lined due to engine and gearbox problems after 127 laps.
For the following season, Porsche created the 962C, which featured a 3.2-liter engine and twin-turbochargers. It was entered in the World Endurance Championship where it was beaten by a 956. For 1987, another new engine was introduced. Though it was in 3-liter form, it was more powerful and durable than the unit it was replacing. The engine carried Porsche to its seventh consecutive victory at the 24 Hours of LeMans.
The Porsche 956 and 962 were very dominate vehicles which lasted for nearly ten years. From 1985 through 1987 they won the IMSA GTP. They were World Sportscar Champions from 1982 through 1986 and are considered the most successful prototype race car in the history of motor sports.
During the early 1990s, Jochen Dauger was able to get the 962 reclassified as a GT1 road-legal car. They were raced at the 1994 24 Hours of LeMans and captured its final overall victory.
By Daniel Vaughan | Mar 2007
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| 1990 962C |
