1988 Porsche 962C

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 Andretti, 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 were impressive, thanks in part to its 900 kg body weight. 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 one 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 its 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 962Cs entered were retired due to mechanical problems. The final Porsche 962C was able to score a 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 Dan Vaughan

Coupe
Chassis number: 962-138
Engine number: FR 001

Chassis number 962-138 was used to contest FIA Group C World Sports Car Championship competition for two seasons, in 1988 and 1989. It is powered by a 3-liter twin-turbo engine and has been restored and rebuilt.

The car contested two WSCC-series qualifying rounds in 1988, at Spa-Francorchamps in Belgium and at Sandown Park, Melbourne in Australia. It was co-driven by Tim Lee-Davey and Tom Dodd-Noble. At Spa, it finished the 1000Kms in eighth position, and then with Colin Crang as co-driver, Lee-Davey ran the car in the Sandown Park event to finish sixth. During the season, the car was rebuilt around a molded carbon-composite monocoque chassis, though it had not been involved in an accident and had suffered no damage. The decision was made to replace the alloy sheet structure with the stiffer carbon-composite replacement for safety purposes. The work was done by Australian former Le Mans-winning Works driver Vern Schuppan's British-based Team Schuppan organization, and was endorsed by Porsche AG. The work was done using drawings provided directly by the factory.

Team Davey used chassis 138 in a minimum of eight World Championship rounds, plus the non-Championship LeMans 24 Hours, during the 1989 race season. The best finish for the car was an 8th at the Silverstone SuperSpint. At LeMans, it finished 19th.

The car was acquired by British enthusiast Jonathan Baker in 1992. The engine had been supplied on a contract basis by Porsche AG, so the car was purchased as a complete rolling chassis, less engine. Mr. Baker restored the car to concours standards and was eventually given a Porsche 3-liter engine number C57. It was acquired by Mike Amalfitano in 1998. The car currently has a 3-liter engine number FR 001.

Brian Redman drove the car at the 2007 Porsche Rennsport Reunion at Daytona. It had an engine failure and was later rebuilt by Klaus Fischer, Amalfi Racing's technical chief.

Between 1984 and 1991, Porsche created 91 Type 962 cars. 16 were used officially by the Works team and 75 sold to customers. Some 956s were rebuilt as 962s - two were previously written off and four others rebuilt. Three badly damaged 962s were rebuilt with fresh chassis numbers.

In 2010, this 962C was offered for sale at the Exceptional Motorcars and Automobilia auction presented by Bonhams. As bidding came to a close, the car had been sold for the sum of $491,000 inclusive of buyer's premium.

by Dan Vaughan

Coupe
Chassis number: 962-010

This Porsche, chassis 962-010 is the last of just 10 Works-built and factory entered 962's. It is also one of the most original in existence. Purpose-built to win the 1988 Le Mans 24 Hour event, '010' was engineered with a number of upgrades. They worked, as the car set lap records in both qualifying and the race. Hans Stuck qualified on the pole, some six seconds ahead of the nearest Jaguar. The car dominated early on, until fuel issues (first running out and then a pump failure). Sunday's rainfall played into the hands of Stuck and '010,' both were without equal that day as they reeled in the leading Jaguar by 12 seconds a lap. Fearful of Stuck's pace Porsche ordered him to maintain position in second, where the car ultimately finished. It was retired to an American private collector that same year, ensuring it as built preservation.

Coupe
Chassis number: HR7

Designated 'HR7', this is the last Holbert Racing Porsche 962, constructed with Chapman CO3 chassis to IMSA specifications for the 1988 season. HR7 was raced in the #14 Miller High Life livery by Derek Bell and Chip Robinson as well as used for testing development. After the passing of Al Holbert, HR7 was sold to Chapman Root. Root loaned HR7 to the Jim Busby Racing team for the 1989 24 Hours of Daytona, where the father and son team of Mario and Michael Andretti raced HR7, again in the Miller High Life livery with the number changed to 68. HR7 then returned to Root who raced it successfully at many historic venues. HR7 was subsequently sold to Larry Schumaker, who after a brief period of ownership, sold HR7 to the current owners before Porsche Rennsport III. Porsche Factory racing driver Patrick Long offered to drive HR7 that weekend and won the Weissach Race for 962s. More recently, the HR7 has been raced at several vintage events (at a much slower pace) by the current owner and Rick Riley.

Coupe
Chassis number: 962-139

This late-production Porsche 962C was built with distinctive bodywork with a short tail section and separate rear wing. It was sold new via Porsche North America to Bruce Leven and his Bayside Disposal Racing Team. Over the course of his career, his team would capture three overall victories at the 12 Hours of Sebring (in 1981, 1987 and 1988) and six victories during the 1987 IMSA GT Championship season.

The first outing for 962-139 was at the IMSA Columbus 300 Km in October 1988, where it was driven during practice sessions by Ludwig. Near the end of the month, it made its official competition debut at the IMSA Del Mar 2 Hours in Southern California, where Ludwig placed 2nd Overall. 962-139 reappeared at Daytona wearing its new Havoline Star livery. Driven by Ludwig, James Weaver, and Sarel van der Merwe, the Porsche finished 4th Overall in the grueling 24-hour race.

This Porsche placed 8th at the IMSA Miami 3 Hours, and placed 3rd overall at the 12 Hours of Sebring, where it was driven by Weaver and Dominic Dobson. Jochen Mass placed 8th overall at the 1989 IMSA Portland 300 Km and a DNF at the IMSA San Antonio 2 Hours.

For the 1990 season, the Porsche wore Texaco livery, with black bodywork and the red Havoline Star emblazoned on the nose and tail sections. It qualified on pole position at the 24 Hours of Daytona, and with Wollek, van der Merwe, and Dobson at the helm, it placed 3rd overall. The car's final outing in period was at the 12 Hours of Sebring in March 1990, where engine troubles forced an early retirement.

The Porsche remained in Mr. Bruce Leven's private collection for over twenty-five years. In 2011 and 2015, he entered the 962C in Rennsport Reunion IV and V at Laguna Seca and raced it in The Stuttgart Cup Race for 956, 962, GT1, WSC, and RS Spyder models.

When Mr. Leven passed away in September 2017, the Porsche was sold to its current caretaker and used sparingly. It raced in 2018 at the Monterey Motorsports Reunion and was used occasionally for track days.

The Porsche is powered by a 2,994cc DOHC water-cooled flat 6-cylinder engine with Bosch Motronic fuel injection, twin KKK turbochargers, and develops an estimated 700 horsepower at 8,200 RPM. There is a five-speed manual transaxle and four-wheel ventilated disc brakes.

by Dan Vaughan

Porsche met Group C regulations introduced by FISA in 1982 with a fresh concept. This new car would be the focal point of factory racing efforts. These new Group C regulations led to the re-birth of the two-seat, special race sports car which no longer had to be declared a prototype for some future production car, but rather was seen as a high-performance vehicle in its own right.

The 956 from which evolved the later 962, developed to comply with American IMSA race regulations but raced around the globe - was the first Porsche race car with a monocoque chassis and an aerodynamically designed underside to generate ground effects to literally suck the car down into firmer contact with the track. The use of advanced fuel injection and ignition systems not only enabled the 2.6-liter engine to develop 630bhp but combined this with low fuel consumption - a crucial advantage given the racing regulations of the time.

The sporting career of the 956 was no less impressive; right off the drawing board and only a few weeks after the first cars were built, the 956 scored an impressive 1-2-3 victory in the 1982 Le Mans 24 Hours endurance classic. That same year brought the World Championship for Makes trophy to Porsche and the World Endurance Drivers' Championship for Porsche factory driver Jacky Ickx, of Belgium.

In 1983, Porsche offered the car to customers to race themselves alongside the factory-supported team. So began an unrivaled run of success in World Endurance Championship racing, and at Le Mans, that continued well into the 1990s.

by Porsche UK

by Porsche

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 led 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 dominant vehicles that 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 motorsports.

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 Dan Vaughan