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Meet the Heroes of Le Mans Mission 2014. Our Return.

Porsche at Le Mans Meet the Heroes of Le Mans • Porsche and the 24 Hours of Le Mans 1

Porsche and the 24 Hours of Le Mans Porsche in the starting line-up for 63 years

The 24 Hours of Le Mans is the most famous endurance race in the world. The post-war story of the 24 Heures du Mans begins in the year 1949. And already in 1951 – the pro - duction of the first sports cars in Stuttgart-Zuffenhausen commenced in March the previous year – a small delegation from Porsche KG tackles the high-speed circuit 200 kilometres west of Paris in the Sarthe department.

Class victory right at the outset for the 356 SL Aluminium Coupé marks the beginning of one of the most illustrious legends in motor racing: Porsche and Le Mans. Race cars from Porsche have contested Le Mans every year since 1951. The reward for this incredible stamina (Porsche is the only marque to have competed for 63 years without a break) is a raft of records, including 16 overall wins and 102 class victories to 2013. The sporting competition and success at the top echelon of racing in one of the world’s most famous arenas is as much a part of Porsche as the number combination 911.

After a number of class wins in the early fifties with the 550, the first time on the podium in the overall classification came in 1958 with the 718 RSK clinching third place. In 1968, Porsche turns the fastest qualifying lap for the first time. It is the 908 driven by Jo Siffert and Hans Herrmann, who go on to clinch third in the race. In 1969, the mighty 917 makes its debut and is running in the lead when clutch failure forces it into retirement. In 1970 the time has come. Hans Herrmann and Richard Attwood win in a 917 short tail. One year later, Gijs van Lennep and Helmut Marko repeat this feat. In 1976 and 1977 the Porsche 936 Spyder is victorious on the Circuit des 24 Heures with a turbo engine, just as all other victories will be achieved with turbo technology. The triumph of the 935 K3 in 1979 marks the first victory for a customer team and the only overall win for a rear-engined car. After the next win of the 936 in 1981, Porsche fields the 956 in 1982. It is the first racing sports car from Porsche to feature an aluminium monocoque. The body generates ground effect, known from Formula 1, achieving previously unheard of cornering speeds. The 956 and its 962 C successor win the races from 1982 to 1987 without interruption. In 1994, Porsche wins again with a modified version of the 962, before the Joest TWR-Porsche WSC Spyder Meet the Heroes of Le Mans • Porsche and the 24 Hours of Le Mans 2

snatches first in 1996 and 1997. Porsche clinches its most recent overall victory in 1998 with the 911 GT1 98. The most successful Porsche race drivers in Le Mans are Jacky Ickx and Derek Bell with four victories apiece. Hurley Haywood and Al Holbert net three overall wins each.

More than six decades in Le Mans represent more than six decades of technical change and pioneering achievements. Traditionally, the organising body Automobile Club de l‘Ouest (ACO) formulates arguably the most innovation regulations at the top level of racing. Porsche never fails to use the chance to put new technologies through a trial by fire that no test drive could offer. The 904 of 1964 showcases the durability of extremely light metal-plastic composite technology. In 1974, the first turbocharged 911 easily passes the endurance test with long periods at full throttle, like on the 5.8 kilometre Hunaudières straight. From 1982 onwards, cutting-edge solutions for the engine electronics and aerodynamics help the 956 to achieve an unparalleled streak of wins. In 1986, Porsche campaigns the racing version of the ground-breaking 959 (Type 961) featuring all-wheel drive, sequential turbo - charging – and a standard gearbox.

Sophisticated aerodynamics for the long straights and ultra-fast corners, exceptional suspen- sions and brakes, the lightest yet high-strength design as well as superior engine per formance are the ingredients for racing success. In Le Mans – and the ACO attaches the greatest importance on this – the magic word “efficiency” is another decisive factor. It belongs to the tradition of the 24 Heures to curtail the amount of fuel used for the marathon sprint yet at the same time leave the door open for alternative power units. The path to victory at Le Mans is, more than at any other race, a question of intelligent performance. Only the cleverly-bundled total package of high, sustainable speed and the lowest possible consump - tion has the chance to succeed. Efficiency wins. The ACO rewards the best efficiency with prestigious accolades like the Index of Performance or the Index of Thermal Efficiency. Here as well, Porsche can be proud of its unmatched success. As early as 1955, the 550 Spyder won the fuel consumption classification. Even the 917 netted the efficiency prizes at its historic victories in 1970 and 1971. More recently, from 2007 to 2011, the 911 GT3 proved unbeatable in its class in terms of fuel efficiency and won the Michelin Green X Challenge. In 2014, Porsche again takes up the gauntlet in the fight for overall victory utilising ground- breaking technologies that combine the highest performance on the race track with the highest efficiency. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 3

Over 100 Porsche victories since 1951 A record: 16 overall victories in the Le Mans race

The 24 Hours of Le Mans is the greatest challenge that exists in endurance racing. Porsche race cars have taken up this challenge every year since 1951. No other marque has managed to take on the demands of this marathon with such stamina. 102 class wins including six - teen overall victories scored by the works team and international customer squads repre - sent an unparalleled record. The Circuit des 24 Heures – this is the arena for the sporting competition at the highest level. Here is the story of Porsche at Le Mans.

1951 to 1959 From “aluminium can” to first podium

356 SL – 550 – 718: Maiden victories, debut of the Fuhrmann motor, Maglioli’s nocturnal rescue operation and the first podium in the overall classification

At the third running of the Le Mans 24 Hours after the war in 1951, Porsche is the first and only German manufacturer to compete. In the autumn of 1950, Charles Faroux, one of the ‘inventors’ and the current race director of the Grand Prix d’Endurance les 24 Heures du Mans, teams up with the French Porsche importer Auguste Veuillet to convince Professor Ferdinand Porsche of the idea to field his sports cars in 1951 on the high speed circuit in the Department Sarthe. The small race squad of Porsche KG lease a workshop not far from the circuit in the town of Teloché, where for decades Porsche prepared the race cars and in the village’s Café du Sport celebrated their victories – and digested the odd defeat.

For the race on the circuit 220 kilometres west of Paris, Porsche fields the 356 SL (Sport Light) “Gmünd-Coupé” with its streamlined aluminium body and covered wheels, lovingly nicknamed the “aluminium can” by the mechanics. With its 1,086 cc four-cylinder boxer engine delivering 46 hp (34 kW), the coupé achieves an impressive 160 km/h top speed. Already at this point, the basic idea of Porsche’s technical philosophy is apparent: systema- tic lightweight design and a sophisticated aerodynamics are at least as important as a healthy engine performance. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 4

The premiere is a resounding success: Veuillet and his friend Edmond Mouche win the class 751 to 1100 cc and receive the flag as 20th overall. Their Porsche covers a distance of 2,840.65 kilometres without a single technical problem, averaging 118.36 km/h. Class victory secures a grid spot for the following year. And the success is not just a lucky break: seven subsequent class wins will follow.

Porsche returns in 1952 with three 356 SL Coupé. The newly-appointed Head of Press and Motorsport, Huschke von Hanstein, shares the cockpit of one of the rear-engined sports car with Petermax Müller, but has to throw in the towel after six hours with gearbox failure. Up until this point, the starting number 51 silver coupé had been running 25th in the over- all classification. Equally bad luck also hampers the first customer team. Frenchman Auguste Lachaize enters his own 356 SL and is doing well in the race with teammate Eugène Martin – until their disqualification on Sunday morning because they refuelled with the engine running. Veuillet and Mouche save the day: They win their class in the 356 SL with the starting num- ber 50 and set a new distance record: the pair complete 2,955.410 kilometres with an average speed of 123.14 km/h.

The Porsche squad returns in 1953 with the 550 1500 S Spyder prototype featuring a coupé hardtop. This first factory-run, thoroughbred race car is – at 3.60 metres long, 1.55 metres wide and just on one metre in height – even more compact than the 356 SL and weighs in at just 540 kilograms – that is almost one hundred kilos less than the aluminium coupés. The location of the engine in front of the rear axle is ground-breaking: the small Porsche is the only rear-mid-engined racer in the field. With the actual power plant, this year the team lives with a compromise. The 1,488 cc four-cylinder, VW-based, pushrod engine de - livers around 78 hp (57 kW). But in Germany, the trendsetting four-cam Carrera engine by Dr. Ernst Fuhrmann (type 547) is already on the test bench.

Porsche puts the Spyder with the starting number 44 in the capable hands of Helm Glöckler and the 25-year-old youngster Hans Herrmann. At the wheel of the number 45 vehicle sits the journalist, motorbike racer and founder of the “Christophorus”, Richard von Frankenberg, as well as the Belgian journalist and race driver Paul Frère. The two lightweight Porsche leave the opposition in the dust, overtake more powerful race cars in other classes, nail a Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 5

new distance record of 3,332 kilometres and, thanks to their massive advantage, even manage to stage the perfect photo finish between the two. Frère/von Frankenberg narrowly win their class to 1500 cc with an average of 138.8 km/h ahead of their teammates Herrmann and Glöckler.

The year 1954 heralds the gripping and ultimately successful debut of the four-cam “Fuhrmann” engine in Le Mans. Belgium’s Johnny Claes and Pierre Stasse win the class to 1,500 cc with the 110 hp (81 kW) four-cylinder unit, after Richard von Frankenberg/ Helm Glöckler and Hans Herrmann/Helmut Polensky are forced to retire with overheated piston tops. A Porsche also wins the class to 1.1 litres: It is the 550 Spyder driven by Frenchman Gustave Olivier and his American teammate Zora Arkus-Duntov. The latter, incidently, will go home, turn General Motors around, and make the Corvette into an American legend. All 550 Spyder entries are under Porsche KG.

For the first time, Porsche drivers occupy all three steps of the (class) podium in 1955, after Richard von Frankenberg/Helmut Polensky in the works-550 Spyder, Wolfgang Seidel/Olivier Gendebien and Helm Glöckler/Jaroslav Juhan in this order score the first three places in the class to 1,500 cc. In the class up to 1.1 litres, the Porsche 550 Spyder also prove un - beatable: Double victory for Zora Arkus-Duntov/Auguste Veuillet ahead of Gustave Olivier and Josef Jeser. The success, however, is overshadowed by the horrific accident of a Mercedes Benz 300 SLR in which many spectators lose their lives.

The year 1956 marks the Le Mans debut of the 550 A, which had sensationally clinched overall victory at the Targa Florio on 10 June with solo driver Maglioli at the wheel. With the 550 A, Porsche has taken a major technological leap forward. The tubular space frame replaces the flat frame of the predecessor and makes the vehicle considerably stiffer. The weight is reduced by 40 kgs to around 550 kilograms. The 1.5-litre Fuhrmann engine de - livers 135 hp (99 KW), with the suspension having undergone a complete update. With their commanding victory in the class up to 1.5 litres and fifth overall, Wolfgang Graf Berghe von Trips and Richard von Frankenberg underline that the compact 550 A is not just a winner on the winding mountain roads of Sicily, but also on a high speed circuit. Umberto Maglioli and Hans Herrmann park their 550 A after 136 laps with engine failure. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 6

In the year 1957 a customer team joins the winners’ list for the first time. Ed Hugus and Carel Godin Graf de Beaufort clinch a class win with their 550 A, and come eighth overall. Race driver Claude Storez demonstrates incredible stamina and determination when his factory-550 A rolls to a standstill with an empty fuel tank. For an hour, Storez pushes the car back to the pits and ultimately sees the flag in seventh, only to be disqualified. The first outing of the new 718 1500 RSK with Umberto Maglioli and Edgar Barth at the wheel ends dramatically. In the night, Tony Brooks crashes with his Aston Martin and is flung from the car. Maglioli sees the Briton lying on the track, swerves and crashes into the barriers. The Italian then runs over the track and carries the unconscious Brooks to the edge of the track to safety.

A triumphant year for Porsche: in 1958 the little team achieves the first podium result against strong opposition from major manufacturers in the overall classification. The 718 RSK ex - ceeds all expectations at just its second outing in Le Mans. Jean Behra and Hans Herrmann share driving duties at the wheel of the number 29 Porsche. This 718 RSK is powered by a 1,587 cc rebored Fuhrmann engine with around 150 hp (110 kW). Accordingly, the vehicle contests the class up to two litres. Edgar Barth/Paul Frère as well as Richard von Frankenberg/Claude Storez compete with 1.5-litre power units. Two privately-run 550 A complete the fleet of Stuttgart racers, consisting exclusively of open Spyder. The race is held under catastrophic weather conditions. During the night, Frère even puts in an extra pit stop because he is completely soaked and hypothermic. The Porsche are incredibly quick and even put the three-litre vehicles from Ferrari, Jaguar and Aston Martin under pressure. After 24 hours, the glory is theirs: Behra/Herrmann bring their Porsche home in third place overall followed by Barth/Frère in fourth! This also yields them class victory for 2.0 and 1.5-litre race cars. Netting the team prize rounds of a perfect weekend.

After clinching third overall in Sebring and outright victory at the Targa Florio with the 718 RSK, the Porsche works squad travels to Le Mans in 1959 feeling confident. But after eight straight class wins they experience the taste of defeat. The new “sprint” camshafts lack the necessary durability. All five race cars retire. The one privateer RS 550 A throws in the towel when the clutch fails on Sunday morning. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 7

1960 to 1968 The magic number 9 appears

718 – 904 – 908: Successes with the 718, class wins through muscle power, enter the 911 – and breaking the 200 km/h barrier

In the lead-up to Le Mans 1960, the new 718 RS 60 Spyder has already proven its worth as a winner, notching up outright wins in Sebring and at the Targa Florio. Compared to its predecessor, the RS 60 has once again received a suspension make-over, features modified aerodynamics, a rear axle with coil springs and the now mandatory luggage compartment behind the engine. Otherwise, the tubular frame made of seamless steel tubing and the proven four-cylinder racing engine remain unchanged. Only one of the three works-entered RS 60 racers sees the flag, albeit with Edgar Barth and Wolfgang Seidel scoring eleventh overall and second in their class. Ahead of the Spyder in tenth place overall, a Porsche decked out in rare bodywork darts over the finish line: it is a 356 B 1600 GS Carrera GTL Abarth. The body of this lightweight version of the 356 B is built in an arrangement with Carlo Abarth at Zagato. The 1600 GS weighs 100 kilos less than the 356 B. Sharing the cockpit are Herbert Linge and Heini Walter, who also win the sports class – as the Abarth is not yet homologated to contest the GT category.

The 718 RS 61 lines up on the grid in 1961 with the biggest and most powerful engine in the fledgling history of Porsche at Le Mans. Masten Gregory and Bob Holbert win their class with 1,966 cc and around 185 hp (136 kW) ahead of Edgar Barth and Hans Herrmann in the 718 RS 61 “Le Mans Coupé”, featuring a roof and a 1.6-litre engine. This unit delivers 160 hp (118 kW), which correlates to an impressive per litre power output of 100 hp (74 kW). Also tackling the race is Dan Gurney who Porsche has contracted for Formula 1. The Ame- rican helms an RS 61 with his Formula 1 colleague Jo Bonnier, but drops out with engine failure on Sunday afternoon. The RS 61 is the further modified version of the RS 60 with an extra 100 millimetres added to the wheelbase to now measure 2,200 mm and a new rear axle with double wishbones. Herbert Linge and Ben Pon secure a class win amongst the GT race cars in the 356 B 1600 GS Carrera GTL Abarth. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 8

Claiming third place at the Targa Florio, the RS 62 or 718/8 featuring the newly-developed eight-cylinder engine from the 771 type, underlines its potential in 1962, but is not sanc - tioned by the organisers Automobile Club de l’Ouest (ACO) to start at Le Mans. Fielding three 356 B 1600 GS Carrera GTL Abarth, Porsche still has an iron in the fire of the GT class. Edgar Barth and Hans Herrmann promptly win their category and rank seventh overall. Robert Buchet and Heinz Schiller finish in twelfth place, the third Porsche driven by Ben Pon and Graf de Beaufort retires after 35 laps.

The 718 W RS Spyder shines in 1963, scoring eighth in the overall classification and vic - tory in the two-litre class. Sharing the cockpit of the 670 kilogram Spyder, which reaches a top speed of 280 km/h with its 210 hp (154 kW) eight-cylinder power unit, are Edgar Barth and Herbert Linge. This success, however, did not come about without a little persuasion. After sustaining a puncture, Edgar Barth climbs out of the car 200 metres away from the pit lane and uses muscle power to push the car back to the pit lane entrance. Only there are the mechanics permitted to administer first aid. Specially for the new GT World Champion- ship, Porsche has designed the 356 B Carrera GS/GT which will go down in history as the ‘Dreikantschaber’. Heinz Schiller and Ben Pon as well as Gerhard Koch and Carel Godin de Beaufort are sidelined with their 180 hp race cars on Saturday evening after engine failures.

1964 marks the first time Porsche race cars line up on the grid sporting the famed number 9 in its model name. The 904 Carrera GTS launches its career on the Circuit des 24 Heures with a quadruple victory in the two-litre class. Entered by Auguste Veuillet, who had claimed the first class win for Porsche back in 1951, Robert Buchet and Guy Ligier bring home victory ahead of Ben Pon and Henk van Zalinge driving for Racing Team Holland. Herbert Müller, later one of Porsche’s most renowned race drivers, tackles Le Mans for the first time in a Porsche and with Claude Sage snatches fourth place in class. The 904 Carrera GTS is the first Porsche to feature a particularly light plastic body that is bonded with a ladder-type frame made of steel – a ground-breaking technological solution. The chassis is twice as rigid as the frame of the 718. Following good Porsche tradition, the lightweight 904 Carrera GTS weighs around 650 kilos. Two different engines contest the long distance classic: the four best-placed Porsche feature a two-litre, four-cylinder unit transplanted from the Carrera 2 Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 9

that delivers up to 180 hp (132 kW). Edgar Barth/Herbert Linge and Gerhard Mitter/Colin Davis helm the 904/8 cars equipped with 2.0-litre, eight-cylinder engines that are based on the Formula 1 power plant and provide an impressive 260 hp (191 kW). Clutch failure throws both eight-cylinder versions contesting the class for prototypes out of contention.

In 1965 Herbert Linge and Peter Nöcker bring a 904/6 home fourth overall and first amongst the two-litre prototypes. Indeed, this is a salute to the 911, as the mid-engine of the number 32 race car is a 901 type, here delivering around 200 hp (147 kW). Following in fifth place overall and winners of the GT class up to two litres are Gerhard Koch and Anton Fischhaber driving a 904 Carrera GTS. In addition, the GTS wins the energy classification as the most efficient race car.

The 906 – also Carrera 6 – in 1966 is the first fruit of the newly-created “race car design” department. The customer vehicles are powered by a modified 911 engine producing around 220 hp (162 kW). For the factory, the 906 features a type 771 eight-cylinder engine with around 260 hp (191 kW). Initially, the chassis and brakes largely correspond to the 904. Like its predecessor, the weight is somewhere around 650 kilos. Two fuel tanks located left and right of the cockpit replace the tank in the front of the 904 which results in conside - rably better weight distribution. A long-tail version should help to achieve higher top speeds, but in fact creates dangerous lift. According to the news reports of that time, Herbert Linge spoke in the pits of experiencing wheel spin on the long straights due to the tail becoming so light. Two small spoilers at the rear solve the problem. Jo Siffert and Colin Davis bring the newcomer over the finish line in fourth and win the category for vehicles up to two litres as well as the consumption classification. Rolf Stommelen and Günther Klass conquer the sports car class with the 906 short tail. The first outing of a 911 concludes with a victory in the two-litre GT classification and 14th overall for Jean Kerguen and “Franc” under the entry of Jacques Dewez.

Porsche brings three models to Le Mans in 1967: with the 906, the 910 as its direct much lighter successor, and the 907 as the latest creation from the racing department. The 907 is a perfected 910 whose long tail causes quite a stir and makes drivers break out in a cold sweat – the car is virtually uncontrollable at high speeds on the Mulsanne straight. In Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 10

time for the race, the aerodynamics are perfectly sorted. Powered by a six-cylinder unit (type 901) and around 220 horses (162 kW), Jo Siffert and Hans Herrmann sweep to vic - tory in the two-litre class at the wheel of the first Porsche right-hand drive race car. They clinch fifth place in the overall classification and secure the consumption classification as well. Their 907 is the first Porsche that masters the entire distance averaging over 200 km/h (201.273 km/h). Vic Elford and Ben Pon dominate the sports car class in the Carrera 6.

The Manufacturers’ World Championship of 1968 is run for prototypes featuring three-litre engines and sports cars with up to five-litre engines. Specifically for this championship, Porsche develops the 908 equipped with a three-litre eight-cylinder unit. The air-cooled boxer will deliver up to 370 hp (272 kW). The development is done under immense time pressure. Luckily for Porsche, the organisers move the race to 28-29 September due to student unrest. In the bid for overall honours, one thing is certain: there is no remedy against the Ford GT40 with their large-capacity engines. Still, Jo Siffert and Hans Herrmann stake their claim in qualifying and plant their 908 on pole for Porsche for the first time. And Porsche takes home a bountiful collection of trophies from Le Mans: The factory-run 907 driven by Rico Steinemann and Dieter Spoerry secure second overall and victory in the class up to 2.5 litres. After ten years, Porsche race drivers are back on the podium. Rolf Stommelen and Jochen Neerpasch turn the fastest race lap with the 908 and also se - cure a spot on the podium: Third overall and victory in the class up to three-litre displace - ment. The actor and race driver Jean-Pierre Gaban eventually wins the GT class to 2,000 cc with Roger Vanderschrick in the 911 T. Siffert/Herrmann are forced to retire with gearbox maladies. But the direction has been set: Full speed ahead.

1969 to 1973 917, twelve-cylinders and the maiden victory after the Clash of the Titans

908 – 917 – 911: A legend is born, photo finish for the 908, the first great victories, the making of a legendary race film, a record is set for four decades, enter the Carrera RSR

It is the 15th of June 1969, with less than four hours to the flag. Vic Elford and Richard Attwood have pulled well clear of their pursuers with the new Porsche 917 long tail. Six laps separate the two Britons from last year’s victors Jacky Ickx/Jackie Oliver in the Ford GT40. Regrettably, a faulty clutch puts a halt on their incredible charge with the new race Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 11

car fitted out with a 4.5-litre, twelve-cylinder 180° V-engine. The second pole-setting 917 manned by Rolf Stommelen and Kurt Ahrens has ground to a stop after ten hours with clutch damage. But the Porsche fireworks are by no means over. Hans Herrmann and Gérard Larrousse add a dramatic chapter to the history of the race. A defect wheel bearing early on in the race costs the 908 long tail 35 minutes. In a furious pursuit over 20 hours, the Frenchman and the German plough through the field to lie within striking distance of the leading Ford GT40 of Ickx/Oliver. In a do-or-die finale, the Ford and Porsche swap places in the lead several times. Herrmann is hesitant to use the superior braking performance of his lightweight Porsche because a light in the cockpit warns of worn brake pads. Ickx wins by just 120 metres. Ironically, it turns out that the warning lamp was faulty and the brake pads were in top condition.

In 1970, Dr. Ferry Porsche sends the contenders on their way. Porsche achieves its first overall victory in the company’s history and locks out the entire podium for the first time. And that against formidable competition! Seven Porsche 917 take up the challenge against eleven Ferrari 512, with the swift prototypes fitted with three-litre Formula 1 engines also waiting for their chance. The race goes down in automotive history as the “Clash of the Titans”. After 24 dramatic hours of racing, at times in severe weather conditions, Hans Herrmann and Britain’s Richard Attwood are flagged off as the winners after 4,607.811 kilometres or 343 laps with the 917 short tail fielded by Porsche Salzburg. Their car is propelled by a 4.5-litre, twelve-cylinder, 180° V-engine producing around 580 hp (427 kW). Following in second place is the 917 long tail driven by Gérard Larrousse and Willi Kauhsen decked out in the psychedelic colours of the seventies. This vehicle goes down in history as the “Hippie Car”. Third place is taken by Rudi Lins and Dr. Helmut Marko in a 908/02. Both Porsche win the two prizes for efficiency that are up for grabs this year. The ratio of lap times and fuel consumption are superior to all other contenders of this marathon sprint. Victory of the first Porsche twelve-cylinder in Le Mans is particularly convincing. The best- placed Ferrari in fourth is 30 laps adrift of the winning Porsche – that’s the equivalent of 404 kilometres. The sports cars from Stuttgart-Zuffenhausen have also become a favourite amongst privateers: 24 Porsche line up to compete. In addition to the overall win and vic - tory in the prototype category, the cars from Zuffenhausen also clinch first place in both GT classes, with the 914/6 of Guy Chasseuil and Claude Ballot-Lena making an impressive and widely-acclaimed Le Mans debut by scoring sixth overall. The team boss of this car is none other than Auguste “Toto” Veuillet. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 12

During and after the race, footage is shot for the “Le Mans” film that will open in cinemas a year later – on 23 June 1971 – and is still regarded today as the most legendary movie of our time. Serving as the camera car is the 908/2, with which lead actor Steve McQueen had claimed second place in Sebring. The number 49 car competes under the entry of Solar Productions with heavy camera equipment onboard. Sharing driving duties are Herbert Linge and Jonathan Williams. The 908/02 covers 282 laps (3,798 km). After the race, spectacular crash scenes are shot with the body parts of the Porsche 917 and the Ferrari 512 mounted on to less expensive Lola chassis.

Porsche aficionado Steve McQueen and the US ambassador to France send the contenders on their way in 1971. Of the 49 starters, 33 put their faith in the marque from Stuttgart- Zuffenhausen – a record that still stands today. Porsche has modified the 917 for Le Mans, particularly in the area of aerodynamics. Their work pays dividends. At the pre-test, Derek Bell is unofficially clocked doing 396 km/h on the long straight in a long-tail 907. The car stands out for its smooth and stable handling. The race turns into a marathon of records. Helmut Marko and Gijs van Lennep drive to victory in the Porsche 917 short tail campaigned by Martini Racing ahead of Herbert Müller and Richard Attwood in the 917 fielded by John Wyer Automotive Engineering – the official JW Gulf factory squad. Marko/van Lennep turn 397 laps in the 917 featuring a magnesium space frame, and cover 5,335.13 kilometres setting an average speed of 222.304 km/h. This record will remain unbroken for the next 39 years. For their record-breaking drive, the winners are also awarded the “Index of Per - formance” for the most efficient use of fuel! Jackie Oliver turns a practice lap with an average speed of 250.475 km/h and is clocked doing 386 kilometres per hour at the end of the long straight. With the long tail and the modified aerodynamics, the “kink” – a right bend on the long Mulsanne straight – can be taken at full throttle. Only after almost a decade and a half does a race car manage to lap the Circuit de la Sarthe quicker – and again it will be a Porsche. Both the Martini design of the victors and the light blue and orange livery of the second-placed “Gulf Porsche” are regarded today as classics of industrial design. Once again, a 911 wins the GT classification: Raymond Tourol and “Anselme” pocket sixth overall – spearheading a further six 911. Since its Le Mans debut in 1966, the 911 remains undefeated in the GT class. Back home in Germany, the race department relocates from Stuttgart-Zuffenhausen to Weissach. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 13

From 1972, the World Championship and the 24 hour race are contested specifically for prototypes with normally-aspirated three-litre engines. The era of the magnificent 917 in Le Mans if over, but a 908 long tail privately-entered by Reinhold Joest turns heads. Joest, Mario Casoni and Michael Weber share the car owned by Jo Siffert and score third overall behind two factory-run Matra. The 908 benefits mainly from the sophisticated aerodynamics and its low weight. Despite its substantially lower engine output compared to the works- Matra, the Porsche reaches an identical top speed on the long straight. Michael Keyser, Jürgen Barth and Sylvain Garant drive the 911 S of Ecurie Louis Meznaire to victory in the GT class for up to three litres. At Porsche, the mid-term decision is to concentrate on motor- sport with the 911. In November 1972, development begins on the first race car based on the 911 Carrera RS 2.7. This marks the dawn of the move towards the incomparably success- ful Porsche turbo-powered race car.

In 1973, the prototypes with their three-litre Formula 1 engines are the top category at Le Mans. But the future is a World Championship – and a 24 hour race – for “production cars”. The factory squad campaigns the 911 Carrera RSR 3.0 in the prototype class. This class allows greater technical freedom in testing innovations for the future. The RSR 3.0 is an impressive 911 with twelve inch rear wheels, the braking system from the 917, and a significantly modified suspension with the “auxiliary” springs on the rear axle taking over the job previously done by the torsion bars. Dubbed the “Mary Stuart collar”, the rear spoiler stretches all the way to the fenders. The six-cylinder boxer unit delivers 330 hp. Weighing in at 890 kilograms, the RSR 3.0 have no chance of fighting for overall honours against the 200 kg lighter sports prototypes. Still, Gijs van Lennep and Herbert Müller almost score a podium spot: Fourth place behind two Matra and a Ferrari. A mere three laps behind the third-placed “Formula 1 with a body”. One small negative in the elation: the second works- RSR driven by Reinhold Joest and Claude Haldi rolls to a halt in the seventh hour with an empty tank. Erwin Kremer, Clemens Schickentanz and Paul Keller win the GT class to three litres in the 2.8-litre Carrera RSR fielded by Porsche Kremer Racing, followed by Georg Loos and Jürgen Barth in the 2.8-litre RSR of Gelo Racing. The first five places in the class go to Porsche. The Kremer-Porsche is the most efficient car in the field and wins the consumption performance category. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 14

1974 to 1981 The turbos are coming

911 Carrera RSR Turbo 2.1 – 935 – 936: a two-metre wide 911, victory salvaged for the opposition, first turbo triumph, first win for a boxer engine, Porsche five-cylinder wins after race thriller, the first overall victory for a customer team, turbo turns normally-aspirated to save the day, a record-breaking winning streak begins.

Porsche again writes technological and sporting history at Le Mans in 1974. The first turbo - charged race car on the Circuit des 24 Heures is the 911 Carrera RSR Turbo 2.1. Porsche prepares to tackle the Makes World Championship for production cars, now scheduled for 1975, with this brute of a 911. Its six-cylinder boxer engine, as stipulated in the regulations, is reduced to 2,142 cc and with an air-charge cooler delivers around 500 hp (368 kW). Porsche has already gained a great deal of know-how through racing the 917/10 through to the 917/30 in America with fledgling turbocharger technology for high-performance petrol engines. During the design phase of the RSR Turbo 2.1, emphasis was placed on re - ducing the weight in order to have at least a chance of success against the sports proto - types with their tubular frames. Hence, the safety cage is aluminium. All hoods, fender flares and doors (each weighing 2.25 kg) are made of plastic. To ensure consistent handling, Porsche takes an unconventional path. The fuel tank is now located in the co-driver’s seat. On Sunday morning, Gijs van Lennep and Herbert Müller are running second behind the big favourite Matra-prototype, whilst Helmut Koinigg and Manfred Schurti are forced to park the second works-entry after 87 laps with a damaged connecting rod. The Matra then develops a gearbox problem. Porsche sends two of its best mechanics into the pits of the French. The Porsche lads repair the gearbox of their strong rivals in a record time of 20 minutes. The Matra wins. The background to this rescue operation: the gearbox of the Matra is a Porsche development project. And as they say: the customer is king. Ironically, from Sunday morning on, van Lennep and Müller have to make do with just the fourth gear. A gearbox change would take too long in their production-based RSR. The first turbocharged Porsche 911 brings home a sensational second place. Several weeks after this final acid test, Porsche presents the 911 Turbo (930) with which the 911 will explore new realms of performance. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 15

With the launch of the World Makes Championship for Production Cars postponed for a year, the works team takes a break in 1975, but provides support to customers contesting Le Mans. Reinhold Joest fields a 908/03 fitted with the long tail of the 917/30 which has been modified specifically for Le Mans. Intermittently, Joest, Mario Casoni and Jürgen Barth are running in second with the three-litre, eight-cylinder boxer. But their dreams of a podium result are dashed when Casoni crashes and has to pit for a 60-minute repair job. Neverthe - less, the private Porsche finishes fourth. Positions five to eleven are locked out exclusively by 911 Carrera RSR and RS. An RSR campaigned by George Loos’ team wins the GT cate - gory, an RS fielded by Gerhard Maurer is successful amongst the production-GT cars.

In 1976 Porsche treats insiders and fans to two more Le Mans premieres. Jacky Ickx and Gijs van Lennep claim victory in a Porsche 936 featuring the 2.1-litre boxer turbo engine, which had underlined its potential in 1974, now delivering 550 hp (405 kW). With this triumph, the Belgian and the Dutchman achieve two premieres in the Swabian racer: never before had a boxer engine won here. And never before with a turbocharged motor. The 936 is, in compliance with the “Group 6” technical regulations for the World Sports Car Championship, a full-blooded race car with a mid-engine and space frame and weighs just 765 kilograms. Like the 936, the Porsche 935 celebrates a debut in Le Mans. The factory successfully deploys the (930) 911 turbo-based race car in the World Championship for Makes (Group 5). This racing-911 weighs in at 970 kilograms. At work in the rear is a 2.8- litre turbo, which Porsche specifies as delivering “at least 590 hp” (434 kW). Driven by Rolf Stommelen and Manfred Schurti, the 935 also proves unstoppable and, clinching fourth overall, promptly wins the “Group 5” classification. With further firsts in “Group 4” for near- standard race cars and in the IMSA GTX class, Porsche nets all winners’ trophies up for grabs in 1976 at Le Mans.

The year 1977 brings with it one of the most gripping races in the history of the 24 Heures. Renault comes with four A 442 Turbo – any one of them touted as a favourite for overall victory – as well as two works-supported “Mirage” powered by Renault turbo engines. Porsche lines up with two 936 Spyder. On Saturday evening the situation looks grim. Engine failure in the 936 throws Jacky Ickx and Henri Pescarolo out of contention. The turbo motor in the 935 driven by Rolf Stommelen and Manfred Schurti has also given up the ghost. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 16

After changing the injection pump in the remaining 936, Jürgen Barth and Hurley Haywood are running in 42nd place, nine laps behind the leading Renault. Ickx joins forces with the two and heads out into the night determined to attack. The Belgian stays in the cockpit for seven and a half hours, turning one record lap after the other. Renault answers by upping the pace – and runs into technical problems. By Sunday midday, the last works-Renault retires! The duel between Porsche and Renault has blown the competition clear out of the water. After 23 hours, the 936 leads the field with a 250-kilometre gap to the second-placed contender. Then comes the shock: with less than an hour to go, Haywood steers the car into the pits with piston damage. Repairs take 42 minutes. Jürgen Barth takes the wheel and coaxes the 936, running on only five cylinders, over the last two laps and crosses the finish line – overall victory number four is saved. Making the triumph perfect for Porsche, a privately-run 935 of JMS Racing wins the “Group 5”, with “Group 4” victory for near-standard race cars going to the 935 of Porsche Kremer.

The 935/78 “Moby Dick” in 1978 is the strongest-ever version of the 911. Built for the first time with water-cooled four-valve cylinder heads, the 3.2-litre twin-turbo driven by Rolf Stommelen and Manfred Schurti produces 750 hp (552 kW) at Le Mans, and even delivers 845 hp (622 kW) for conventional sprint races. Thanks to its massive engine output and a 60mm lowering compared to the Ur-935 as well as an aerodynamically optimised body all round, the vehicle reaches 366 km/h in Le Mans – in this regard it matches the pace of the prototypes. However, the “Moby Dick” is not a contender for overall honours, as the 120-litre fuel tank with a relatively high fuel consumption makes many pit stops necessary. Minor maladies add up to 2 ¾ hours standing in the pits: Position eight for the high-flyer, with Bob Wollek, Jürgen Barth and Jacky Ickx ahead of Hurley Haywood, Peter Gregg and Reinhold Joest in the factory-entered 936 – also featuring water-cooled cylinder heads – crossing the finish line in second and third respectively behind the victorious Renault A 442. Class wins in the Groups IMSA GTX and 5 for privateer 935 as well as for a 911 Carrera RSR in the production-based class for GT sports cars up the three litres are compensation for Porsche narrowly missing out on overall victory.

The first and by now only overall win of a rear-engined race car is achieved in 1979 by Klaus Ludwig with Don and Bill Whittington in a 935 K3 of Kremer Racing, which also marks the first overall victory for a Porsche customer squad in Le Mans. A 935 run by Dick Barbour Racing claims second place and the sister-car of the overall winner on third place round Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 17

off a perfect weekend for Porsche customers. However, “lady luck” was not on the side of the works-936. Pole-setters Bob Wollek and Hurley Haywood are forced into retirement on Sunday morning with engine failure. Gremlins also plague Jacky Ickx, Brian Redman and Jürgen Barth in the second works-vehicle which had turned the fastest race lap. After a puncture at 240 km/h, Redman manages to limp back to the pits where repairs take over an hour. During the night, Jacky Ickx thrashes out top times only to have his charge halted when a belt rips on the injection pump – with the replacement belt not holding up either. One of the pit crew delivers a replacement out on the track – which effectively contravenes the rules – and results in disqualification of the resolute trio.

With Porsche support, Reinhold Joest brings a “908/80” to Le Mans in 1980, which in fact features a 936 chassis from the previous year. It is powered by a factory-bought 2.1-litre turbo engine. The Porsche leads a Rondeau, when again, in a repeat of the previous year, the injection pump belt breaks. The lead is lost, but Ickx mounts another of his legendary charges up the order. He recaptures first place, only to have fifth gear let him down on Sunday morning. After a 25-minute repair job, the 908/80 heads back out and sweeps across the line in second place behind the winning Rondeau. Class victories go to the 935 K3 of Dick Barbour Racing and Vegla Racing’s 935. Making its debut for the factory, the 924 Carrera GT – a particularly sporty version of the transaxle-924 – is the first water-cooled, front-engined Porsche to lap the circuit. The top placed of these racers scores an impressive sixth overall. Thierry Perrier and Roger Carmillet are flagged off in 16th in their privately-run, ethanol-fuelled 911 SC.

In 1981 Porsche initially only plans to test run a 944 prototype. Until the new CEO, Peter W. Schutz, decides to chase another outright victory. The race department fetches the 1977 and 1978-winning 936 Spyder out of the museum. The rules now allow the fitting of a large-capacity turbo engine, and the race department opts for the 2.65-litre twin turbo of the Indy race vehicle. For Le Mans, the six-cylinder motor provides around 620 hp (456 kW), and for assurance, Porsche combines this power unit with the robust four-speed gearbox of the Can-Am 917. Two 936/81 Spyder are campaigned by the factory against strong opposition from Lancia, Ferrari, Peugeot, Rondeau and many private 935. Pole-sitters Jacky Ickx and Derek Bell take control of the race right from the get-go and snatch victory 14 laps ahead of the second-placed Rondeau. This win marks the beginning of a string of seven Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 18

consecutive victories – a feat no other manufacturer has managed by now. The second 936 Spyder helmed by Jochen Mass, Hurley Haywood and Vern Schuppan turns the quickest race lap, only to be handicapped by technical gremlins. They finally see the flag in twelfth position. Vern Schuppan, however, is celebrated by the team: out on the track he removes the turbocharger from the engine, converts the car into a “normally-aspirated” one and makes it to the finish line! Walter Röhrl and Jürgen Barth finish seventh overall in the 924 Carrera. The vehicle is, in fact, the prototype of the coming 944. Its 2.5-litre, four-cylinder turbo is the first Porsche engine to feature a fully electronic fuel injection by Bosch for racing. It passes its last endurance test with flying colours, wins its class and a special accolade for spending the shortest amount of time in the pits.

1982 to 1987 Winged winning streak

956 – 961 – 962 C: Triple victory as a career launcher – nine Porsche in the top ten – the quickest lap in history – high-tech with all-wheel-drive put to the test.

On March 27th, 1982, a revolutionary race car turns its first test laps in Weissach. It is the Porsche 956. Designed complying with the technical regulations, this is the first race car from Weissach to feature an aluminium monocoque chassis which is 80% stiffer than the frame of the 936. The body proves revolutionary in the sports car world: inverted wing pro - files in the sidepods and the shape of the underbody generate enormous downforce through the aerodynamic ground effect. After intensive research, Porsche modifies the principle used in Formula 1 and implements it in its sports car. The regulation-complying 800 kilogram 956 is powered with the same 2.65-litre twin-turbo engine as the 1981-winning 936. With the exception of this ca. 620 hp (456 kW) engine, everything else on the vehicle is new. On 20 June, Porsche celebrate a triumphant triple victory at Le Mans with the 956: Jacky Ickx and Derek Bell win from pole after a faultless race in front of Jochen Mass and Vern Schuppan as well Hurley Haywood, Al Holbert and Jürgen Barth. The race analysis shows that, thanks to the sophisticated aerodynamics, the new-comer uses considerably less fuel at higher average speeds than the 936. Success in typical Porsche style: The triumph of a new idea and first places in all classes make this day a very special one in the history of Porsche motor racing. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 19

Porsche makes the 956 available for customer teams in 1983 and Le Mans turns into a festival of the innovative car from Weissach. Nine of the top ten to reach the finish are 956. Only the ninth spot is occupied by a Sauber-BMW. The superior 956 vehicles provide plenty of race action on the track: After a battle of mammoth proportions with 25 changes at the top in 24 hours, Al Holbert, Hurley Haywood and Vern Schuppan sweep to victory in the works-956, just 64 seconds ahead of fastest qualifiers Jacky Ickx and Derek Bell in the second factory-run 956. Mario and Michael Andretti join forces with Philippe Alliot to bring home third. But on their way their victory, Holbert, Haywood and Schuppan face a nail-biting situation: on Sunday afternoon, the 956 loses a door while out on the track, which disrupts the air flow to one of the radiators and causes the temperature in a cylinder bank to rise to an unhealthy level. In the final phase, the engine intermittently cuts out. Holbert manages to salvage a close victory over Bell who is chasing hard behind. The engineers all agree, his 956 would not have survived another lap.

It is true that in 1984 Alessandro Nannini set the fastest race lap in a Lancia LC 2-84, but after 24 hours on the Circuit de la Sarthe the superiority of the “wing-cars” from Porsche is irrefutable. Klaus Ludwig and Henri Pescarolo win in a 956 of Joest Racing over six other Porsche 956 – all campaigned by customer squads. The battle for prestige amongst the customer teams turns the race into a real thriller. The statistics show eight different leaders, with the Lancia matching the high speeds over a long distance, until gearbox failure rele - gates the Italians down the field. In protest against a short-notice rule change concerning fuel consumption and weight, the factory does not compete: the world sports federation had announced a 15% reduction in the allowable fuel consumption. Hence, Porsche took great pains in optimising the 2.65-litre engine. Then in mid-March – too late to find another workable solution – the World Federation “FISA” rescinded the decision.

The works teams from Porsche, Aston Martin, Jaguar, Lancia and Peugeot make up an formidable field in 1985. Porsche competes with the 962 C as the successor to the 956. The front axle of the new race car is moved forward by twelve centimetres to comply with the regulations of the American IMSA. The wheelbase, extended to 2.77 metres, changes the front overhang making a revision of the overall aerodynamics necessary. Due to the mandatory narrower tyres, the “Venturi” channels under the car can now be five centimetres Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 20

wider. In qualifying, Porsche opts for the water-cooled, three-litre turbo giving around 700 hp (515 kW). Hans-Joachim Stuck turns the fastest lap ever in Le Mans. His time of 3:14.80 min. corresponds to an average of 251.815 km/h. With this, he trounces the standing record of Jackie Oliver, who had achieved 250.475 km/h in 1971 at the wheel of the mighty 917 long tail. But in the race, Joest Racing’s 956 is in a league of its own. Klaus Ludwig, Paolo Barilla and Louis Krages (“John Winter”) churn out a blistering pace, in spite of the further reduction of stipulated fuel consumption. The trio lead for 23 hours and bring home an un- challenged win. Only Richard Lloyd’s 956, driven by himself as the owner as well as Jonathan Palmer and James Weaver, initially seems to have an answer to the Joest-Porsche, and eventually finishes second in front of the factory-962 C with Bell, Stuck and Ickx. With their tenth overall victory, Porsche ousts Ferrari from the number one spot on the winners’ list. Joest Racing catches up with Ford (1968/69) and Bentley (1929/30) with two wins in a row for one chassis (No. 117).

1986 heralds another fabulous year for Porsche – despite the increasingly tough competition most notably from Jaguar and Sauber-Mercedes. Derek Bell, Hans-Joachim Stuck and Al Holbert clinch overall win number eleven with the works-962 C ahead of the 962 C fielded by Brun Motorsport and a 956 of Joest Racing. Again, nine Porsche finish in the top ten: amongst them, the first and only all-wheel-drive race car to see the flag at Le Mans. It is the 961, the racing version of the ground-breaking 959 with all-wheel drive, a sequential turbocharged system and a raft of other cutting-edge technological features. With René Metge and Claude Ballot-Lena at the helm, the high-tech racer achieves seventh place over- all and wins the IMSA/GTX class. This marks the first time a Porsche has tackled Le Mans featuring the Porsche Doppelkupplung gearbox. Alas, the works-962 C with the starting number 3 retires when a screw loosens on the main shaft between the engine and gearbox. The race is overshadowed by the fatal accident of Austrian Jo Gartner, whose 962 C of Kremer Racing goes off the track during the night.

The fight for race honours in 1987 is predicted to be between the Porsche 962 C and the Jaguar XJR-8LM. The British race cars prove virtually unbeatable in the World Championship. But Le Mans is a whole other story. Derek Bell, Hans-Joachim Stuck and Al Holbert win – although this success has a somewhat dramatic prequel. It begins with the tests at Weissach Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 21

when Hans-Joachim Stuck destroys Jochen Mass’s vehicle. Mass then gets Stuck’s car at Le Mans. Price Cobb throws another of the Porsche fleet away in practice when he writes the 962 C off on a barrier. Just 30 minutes after the start, Jochen Mass glides to a halt with engine failure caused by tainted petrol – a fate that would afflict many Porsche customer cars. Stuck/Bell/Holbert continue with recalibrated electronics, but the work has cost them time in the pits. In the night, Stuck cranks out three stints in a row, sets a murderous pace and hands his Porsche to his teammate the next morning leading the field. When a punc - ture results in a crash and a head gasket blows, two Jaguars are out of contention. The third steers into the pits for a new gearbox. The works-run 962 C continues without problems. Victory is safe. Second place also goes to a Porsche – the 962 C fielded by the Obermaier team with Jochen Lässig, Pierre and Bernard de Dryver.

1988 to 1993 Transition years

962 C: Focus on single-seater racing – strong customer performances with the proven “wing” car

The development and racing of an engine and single-seater race car for the American CART Series begins in 1987 and ties up substantial resources again in 1988. But still, a factory contingent is determined to once again launch an assault at Le Mans with the seven-year- old 962 C vehicle concept against the ultra-modern competition the calibre of the Jaguar XJR 9 LM. Three works-run 962 C are sent to Le Mans. Hans-Joachim Stuck clinches pole position and turns the fastest lap in the race. Stuck shares driving duties with Derek Bell and Klaus Ludwig. The Porsche is leading the race when Klaus Ludwig attempts to squeeze in two more laps – with the reserve fuel light on. With the help of the starter motor, he makes it to the pits but loses two laps. Later on, the car is held up by a clogged fuel filter. After 24 hours, a Jaguar wins two minutes and 37 seconds ahead of second-placed Stuck, Bell and Ludwig in Joest Racing’s 962 C. Eight Porsche 962 C finish in the top ten. But vic- tory number 13 has to wait. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 22

In 1989, there is no factory entry at the start, but Porsche is strongly represented by its customer teams fielding 17 of the 962 C. Engineers and mechanics of the works team provide the customer squads with support in their bid against sports car from many other notable manufacturers. Hans-Joachim Stuck and Bob Wollek manage to slip into the lead after several hours with a 962 C of Joest Racing, when the extremely swift Jaguar runs into problems. The Bavarian and the Alsatian are leading by two laps when a water pipe breaks during the night. Their campaign to reel in the now-leading Mercedes is hampered in the early morning hours of Sunday by oil on the clutch. At the flag, Stuck and Wollek pocket third place behind two Mercedes Benz.

While the factory continues to focus on the American CART Series in 1990, Porsche custo- mers bring a strong contingent to Le Mans with 20 of the 962 C. Jaguar fields four works- entries. Nissan, Toyota and Mazda are also well represented bringing works-delegations to the Sarthe department. Right up to the last hour of racing, a Porsche campaigned by Walter Brun’s team, with Oscar Larrauri, Jesus Pareja and the team owner at the wheel, are on track for a podium finish, at times even taking the lead against the works cars, when engine failure sidelines their 962 C after 23 hours and 46 minutes. The 962 C fielded by the Japanese Alpha Racing team with Tiff Needell, David Sears and Anthony Reid, nets third overall ahead of Stuck, Bell and Frank Jelinski in the Joest Racing Porsche.

At Porsche Motorsport, all efforts are focussed on the new Formula 1 project. The customer teams with their 962 C sports cars face a severe handicap: according to the new rules of the World Championship, which also apply at Le Mans, these turbo race cars must now weigh at least 1,000 kilograms. Accordingly, the chance of a top placing is slim. Hans-Joachim Stuck, Derek Bell and Frank Jelinski bring their Joest Racing Porsche over the finish line as the best Porsche team in seventh place. The winner of the marathon is a Mazda with a ro - tary engine – and the gearbox of a 962 C.

Again in 1992 the regulations are changed. The organiser reduces the allowable amount of fuel for Group C race cars by almost 20%. Without the development work of the factory, the customer teams now have only a very slight chance of finishing up the front. The 962 C K6 run by Porsche Kremer with John Nielsen, Giovanni Lavaggi and Manuel Reuter is flagged off as the best Porsche in seventh. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 23

1993 marks the last time the “Group C” race cars compete here with the formula that yielded the 962 C its greatest successes and made it the record-winner in Le Mans. With the 962 C featuring a concept that is now over a decade old, customer squads now com - pete against brand-new World Sports Cars. In seventh, the Obermaier Racing Porsche is the best-placed “classic” this year. The works-run “Le Mans Porsche Team” has prepared a near- standard 911 Turbo S Le Mans GT, with which Hurley Haywood, Hans-Joachim Stuck and Walter Röhrl are fastest in their class until an accident during the night brings their sensa - tional charge to a halt.

1994 to 1998 Three concepts, four overall wins

Dauer 962 LM-GT – Porsche TWR WSC 95 – 911 GT1 – 911 GT1 ‘98: Surprise victory for the clever GT – renovated Spyder proves unbeatable – the first mid-engined 911 – triumph at the 50th anniversary of Porsche

For 1994 there are new technical regulations. Le Mans prototypes, Le Mans GT1 and Le Mans GT2 – these are the new classes in the order of the expected performance. Porsche engineers read the rule book carefully and discover that the 962 C can be modernised and modified to be eligible as a Le Mans GT1 race car, because the required street-legal version already exists: the Dauer 962. At Porsche, the Dauer 962 LM-GT is designed with a flat underbody, the required minimum weight of 1,000 kilograms, and narrower tyres (14 instead of 16 inch). Porsche is setting its sights on the GT1 class victory. But it turns out quite differently: With an hour to go, a Toyota prototype is in the lead – right behind are the two works-run Dauer 962 LM-GT! When the Toyota disappears into the pits for re - pairs to the gearbox – Porsche sweeps to its 13th overall victory. The winning pilots: Yannick Dalmas, Mauro Baldi and Hurley Haywood. At the wheel of the second Porsche, Hans-Joachim Stuck, Thierry Boutsen and Danny Sullivan are flagged off in third behind the Toyota sports prototype. On the way to victory, Thierry Boutsen’s adrenalin level shoots sky high while dri - ving at 300 km/h: in pitch darkness in the Tertre Rouge corner his Xenon lights, used for the first time, suddenly give up the ghost briefly. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 24

In 1995 the factory looks into the possibility of competing with sports cars in the USA and takes a break in Le Mans. Hans-Joachim Stuck, Thierry Boutsen and Christophe Bouchut drive a Kremer K8 Spyder fielded by Kremer Racing as the best Porsche to sixth place over - all. Like the second-placed Courage C23 with Bob Wollek, Eric Hélary and Mario Andretti, the Spyder is powered by a 935 type engine that is also planted in the 962 C.

Porsche and Porsche customers return in 1996 to secure wins in all classes. Reinhold Joest has taken over the two ex-works TWR WSC 95 sports prototypes intended for 1995. At his own cost, he modifies and optimises the aerodynamics with assistance from Weissach. Housed under the carbon-fibre plastic body in the carbon fibre monocoque is an old acqua - intance: the three-litre turbo of the 962. Manuel Reuter, Alexander Wurz and Davy Jones win the overall category with this Porsche. Amongst the LM GT1 as the highest Grand Touring class, the brand new 911 GT1 proves unbeatable with a double victory. Hans-Joachim Stuck, Bob Wollek and Thierry Boutsen win in the first mid-engined 911 followed by Karl Wendlinger, Yannick Dalmas and Scott Goodyear. At the same time, the two 911 score second and third in the overall rankings. The German Roock Racing team win the LM GT2 class with a 911 GT2.

With factory help, Reinhold Joest and his squad again give the 1996-winning Porsche TWR WSC 95 an overhaul for Le Mans 1997. In Weissach, the 911 GT1 – the near-winner of the previous year – also undergoes some fine tuning. The Porsche TWR WSC 95 and the GT1 are clear race favourites. On Sunday morning the 911 GT1 driven by Bob Wollek is in the lead when a drive shaft breaks at 7.45 a.m. and the car hits the barriers. Victory eludes Bob, even at his 30th start. After 22 hours, the second 911 GT1 is running a clear first when the oil pipe breaks and the engine bay catches fire. Ralf Kelleners climbs out unharmed, but the race is over. The Porsche TWR WSC 95 of Joest Racing has battled hard against the two works vehicles over virtually the entire distance. Now the prototype is in the lead and Michele Alboreto, Stefan Johannson and Tom Kristensen win. This marks the fourth victory for Joest – and the 15th for Porsche.

In order to remain competitive in the prototype class, Porsche builds a new race car from scratch in 1998. The 911 GT1 ‘98 is the first vehicle to feature a carbon-fibre body deve - loped by Porsche. The 3.2-litre twin-turbo is housed – like in the 911 GT1 – in front of the rear axle. Porsche faces extremely tough competition from Mercedes and Toyota. Toyota’s Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 25

prototype has been customer-made specifically for Le Mans. BMW, Nissan, Ferrari and McLaren have also brought strong race cars to the Circuit des 24 Heures. The race escalates into a duel between Porsche and Toyota. On Sunday morning it looks like the Japanese challenger will come out on top when a water pipe on Allan McNish’s car breaks. Shortly afterwards, Joerg Mueller takes a romp over a chicane and damages the underbody. Both Porsche stand in the pits for a little over half an hour. The Toyota moves into the lead but is hampered by gearbox troubles. With 90 minutes until the flag, McNish is running 44 seconds behind the Toyota. Five minutes later McNish reports from the cockpit that the Toyota is beached on the side of the track. The do-or-die battle is over after almost 23 hours. Double victory for Porsche with Allan McNish, Laurent Aiello and Stéphane Ortelli ahead of Joerg Mueller, Uwe Alzen and Bob Wollek. It is a welcome and hard-won success to commemorate the 50th anniversary of the sports car make, Porsche.

1999 to 2013 Back to the roots

911 GT3 R – RS – RSR – RS Spyder: Seven class wins in succession – going supersonic with the GT – RS Spyder unbeatable – return of the works outfit

With the 16th overall victory under its belt, Porsche turns its attention from 1999 to the development and deployment of near-standard racing versions of the sports cars, especially the 911, and thus returns to its motorsport roots. Instead of sending a works team to the tracks, Porsche supports customer squads by providing works drivers and expertise from five decades at Le Mans. This collaboration proves to be a successful formula.

In 1999, the 911 GT3 R lines up on the grid for the first time. With the 415 hp (305 kW) water-cooled 3.6-litre boxer engine, Manthey Racing’s Grand Touring entry outpaces the entire competition – even the larger GT class entries and several prototypes. Uwe Alzen, Patrick Huisman and Luca Riccitelli secure a clear LM GT class win ahead of another GT3 R that the American Champion Team also fielded in Le Mans with factory support. What followed is reminiscent of Porsche’s legendary beginnings at Le Mans: to 2005 Porsche customers pocket six more class victories in a row. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 26

Already in 2000 three American and three French teams as well as a squad each from Germany, Switzerland, Belgium, Australia, Japan and Spain put their faith in the 911 GT3 R. The winning outfit is Japan’s Taisan team – although success didn’t come without some jitters. On Thursday, the driver Hideo Fukuyama seriously damages the Porsche with a double flip. With the mechanics putting in an intense 40-hour non-stop shift, the team rebuild the 911 in time for the race. The first seven places in class are occupied by the Porsche 911 GT3 R.

The 911 GT3 R is still totally capable of winning, but for 2001, Porsche Motorsport pre - sents a successor with further developments, particularly in the area of the aerodynamics. The 911 GT3 RS takes up where the R left off: the first seven places in the LM GT are occu- pied by Porsche customers. The winning team is Seikel Motorsport from Germany, whose 911 GT3 RS yields sixth overall.

One year later in 2002, The Racers Group team from America are up front. Team owner Kevin Buckler receives back-up from works pilots Lucas Luhr and Timo Bernhard. The duel for honours of this Porsche against the 911 GT3 RS fielded by Germany’s Freisinger team is one of the highlights of the race weekend. Going into bat for Freisinger, works drivers Joerg Bergmeister, Romain Dumas and Sascha Maassen cross the finish line a minute behind the US-Porsche.

In 2003 victory belongs to the American Alex Job Racing Team with Petersen Motorsports. The two squads compete normally against each other in the American Le Mans Series but have joined forces for the legendary marathon and receive factory-pilot support. Muggy weather makes the race a tough test for man and machine. Of the eight Porsche to start, seven reach the finish, with only three of seven rival vehicles managing to complete the whole distance. By now, the 911 GT3 RS provides 435 hp (320 kW).

In 2004 Porsche Motorsport ignites the next GT-stage. The 911 GT3 now carries the tradi - tional RSR designation. Its 3.6-litre engine delivers now 445 hp (327 kW), the suspension and aerodynamics have undergone further optimisation. For the first time, a sequentially shifted gearbox transfers the engine power. The American White Lightning/Peterson Motor- sports team wins in 2004, one year later it’s Alex Job’s turn. The seventh consecutive class win for a race car based on the 911 GT3 is also the eleventh win in a row for a 911. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 27

Until just before the flag, 2006 looks like another victory for the 911 GT3 RSR of the Seikel Motorsport team, only to have gearbox troubles relegate the Porsche to second place.

Porsche teams lock out the entire GT podium in 2007. Victory belongs to the French squad of IMSA Performance Matmut, which also wins the inaugural environmental Michelin Green X Challenge: the Porsche 911 GT3 RSR is the most efficient car in turning fuel into fast lap times. Porsche becomes the ongoing-winner in this competition with environmentally friendly high-tech and pockets the Green X Challenge accolade uninterrupted until 2011.

In 2008 the American works driver Patrick Long writes history when he turns a qualifying lap in the 911 GT3 RSR of 3:58.152 minutes. The four-minute mark is regarded as the barrier to break for the GT2 class in which the 911 GT3 RSR competes. In the race, the fastest Porsche lie in positions one-two when a collision throws them out. This year, Porsche is also represented by customer teams in the prototype class – and are immediately successful. The RS Spyder is the first sports prototype from Porsche to contest Le Mans since the 911 GT1 ’98 clinched overall victory. Prepared in accordance with the regulations for “Le Mans Prototypes 2”, the RS Spyder is not an aspirant for overall honours, but rather a likely candidate for victory in the “small” prototype class. The open racer with its 3.4-litre eight- cylinder V-engine and ca. 476 hp (350 kW) must start with a weight of 825 kilograms, which is why the technicians in Weissach added ballast. But even with the extra weight, the RS Spyder is unstoppable. The Dutch team Van Merksteijn Motorsport wins the class by seven laps ahead of the RS Spyder fielded by Team Essex from Denmark.

For 2009 the capacity of the 911 GT3 RSR grows to four litres, air intake restrictors limit the output to around 450 hp (331 kW). Factory pilots Joerg Bergmeister and Marc Lieb cause a stir with their battle for the first grid spot in the GT2 class. Bergmeister is three- hundredths of a second faster. In the race, the front-runners from last year retire. Lieb’s Felbermayr-Proton 911 GT3 RSR is sidelined with a defect in the fuel system. Bergmeister has to park the Flying Lizard Motorsports Porsche after a collision with a rival. Amongst the class 2 prototypes, the RS Spyder is again the benchmark. This time the Essex team follows up from last year’s second place with a victory. In both years, the RS Spyder wins the Michelin Green X Challenge in its class. Meet the Heroes of Le Mans • Over 100 Porsche victories since 1951 28

2010 sees the 911 GT3 RSR line up on the grid featuring the most powerful engine. From 3,996 cc, the six-cylinder boxer draws 455 hp (335 kW). Wider front tyres and further revised aerodynamics make the latest 911 GT3 RSR a winning package. The Felbermayr- Proton team wins its class and the Michelin Green X Challenge. A year later in 2011, the 911 GT3 RSR again proves competitive. Works driver Marc Lieb turns the fastest race lap in the Felbermayr-Proton Porsche. But unexpected tyre wear causes the Porsche cars of Felbermay-Proton, IMSA Performance Matmut and Flying Lizard to fall back to positions four, five and six respectively over the distance. 2012 marks the end of the story for the 911 GT3 in Le Mans, with second place in the “GTE Am” class which IMSA Performance Matmut scores with a 911 GT3 RSR from the previous year. The latest Porsche 911 GT3 RSR, now delivering 460 hp (338 kW), experiences less race luck in the GTE Pro class, with an accident and gearbox maladies.

In 2013 the works team returns to Le Mans after a 14-year absence. The Porsche AG Team Manthey field two brand-new 911 RSR against strong GT competition. The 911 RSR is based on the seventh and latest generation of the 911. While the proven and highly-efficient four- litre engine from the predecessor still delivers 460 hp (338 kW), many innovations are hidden under partly carbon-fibre body. The extremely light racing gearbox is a new deve - lopment. The front axle features a wishbone instead of a McPherson strut, the wheelbase has grown by ten centimetres compared to its predecessor. The debut of the newcomer is done in true Porsche style: Double victory in the GT class for professional race drivers. In the amateur class, the last year’s-spec 911 GT3 RSR is flagged off in first. These great statistics now boost the number of wins to a pleasing number: In 2013, Porsche notches up class wins numbers 101 and 102. Meet the Heroes of Le Mans • Observations from Le Mans 29

Notes from the sideline Observations from Le Mans

Porsche with the best stamina: From 1951 to 2013, sports cars from Porsche competed here each year. 63 years, 753 Porsche. An unmatched record – documented in the official statistics of the organising body Automobile Club de l’Ouest (ACO).

First start, first victory, first German manufacturer: 1951 sees class victory go to a Porsche 356 SL Coupé at its very first start. Porsche is the first German manufacturer at Le Mans after the war.

A pit for the press: In 1953, journalists complain to the Porsche press boss Huschke von Hanstein about the bad working conditions and lack of telephone lines in the press room. Without further ado, the Baron makes one of the three Porsche pits available for the writer’s guild – including a telephone. From here, the journalists witness first-hand the commanding victory of the new 550 1500 RS Spyder mid-engined race car.

The first purebred race engine is planted in the 550 Spyder in 1954. The four camshaft “Fuhrmann” engine delivers 110 hp (81 kW) and kicks off its debut with a win in the class up to 1.5 litres.

Formula 1 pilots and rally aces at Le Mans: Wolfgang Graf Berghe von Trips wins the class to 1500 cc with Richard von Frankenberg on 29 July 1956 in the RS 550 A. On 2 September he makes his Formula 1 debut at the British Grand Prix. Later, many Formula 1 and rally aces tackle Le Mans in Porsche race cars. Amongst them Graham Hill (1960), Jochen Rindt (1967), Björn Waldegård (1971), Walter Röhrl (1981, 1993), Alan Jones (1984) and Damon Hill (1989). Mario Andretti achieves the best result. The 1978 Formula 1 world champion scores third in 1983 at the wheel of a 956. Meet the Heroes of Le Mans • Observations from Le Mans 30

With an empty fuel tank Frenchman Claude Storez pushes his 550 A Spyder in the 23rd hour for over 60 minutes to the finish line in 1957, where he receives the flag in seventh. Later he is disqualified. Ed Hugus and Godin Graf de Beaufort win the class to 1.5 litres in their 550 A Spyder and become the first customers to claim victory.

Paul Frère pulls into the pits with hypothermia during the night in 1958 in catastrophic weather. He warms himself up and goes back out to clinch fourth place in a 718 RS-K Spyder. Ahead of him, Jean Behra and Hans Herrmann have reason to celebrate with their first podium result in third overall.

The story of the 9 begins in Le Mans in 1964 with the 904 Carrera GTS. A perfect ope - ning chapter with a quadruple victory in the two-litre class. The 904 is the first Porsche sports car featuring steel-fibreglass composite technology for low weight and high rigidity.

The first race of a 911 concludes in 1966 with victory in the two-litre GT-class.

The first Porsche race car featuring right-hand drive is the 1967 Porsche 907. The rea - son: most race tracks are driven in a clockwise direction and feature more right-hand cor - ners. The driver’s weight is better placed to the inside corner. Jo Siffert and Hans Herrmann win the two-litre class. Their 907 is the first Porsche to conquer the distance with an ave- rage speed of over 200 km/h (201.273 km/h).

For the first time two Porsche teams climb the podium, when Rico Steinemann and Dieter Spoerry finish second in 1968 in a 907 ahead of Rolf Stommelen and Jochen Neerpasch in the 908. Jo Siffert and Hans Herrmann had just set the first pole position for Porsche in a 908. Meet the Heroes of Le Mans • Observations from Le Mans 31

The year 1969 is the last to feature a “Le Mans start” where drivers have sprinted to their cars lined up at the pits since 1925. The battle for victory between Hans Herrmann/ Gérard Larrousse (908) and Jacky Ickx/Jackie Oliver (Ford GT40) becomes legendary, with Ickx winning by a narrow 120-metre margin. Only the 1966 finish was closer, when Amon/ McLaren reached the line first in their Ford GT40, a mere 20 metres ahead of their team mates Miles/Hulme.

After the clash of the titans, the champagne corks are flying at Porsche in 1970. Hans Herrmann and Richard Attwood have scored the first overall victory in the 917 short tail run by Porsche Salzburg followed by Gérard Larrousse and Willi Kauhsen in the 917 long tail of Martini Racing and a 908/02 on third. Seven Porsche 917 face opposition from ele - ven Ferrari 512 and prototypes with three-litre Formula 1 engines. Catastrophic weather, aquaplaning at 300. This deserves a heroic title. Starting the classic was Dr. Ferry Porsche.

The winner hangs up his helmet: Hans Herrmann announces his retirement from active motor racing at the age of 42 after his historic first Le Mans win with Porsche and thereby keeps his promise to his wife: “I’ll stop when I win Le Mans.”

For the filming of the epic race movie “Le Mans”, lead actor and co-producer Steve McQueen fields a 908/02 camera car. Herbert Linge and Jonathan Williams race in the midst of the action with heavy camera equipment onboard, and despite long pit stops to change the film reels they achieve an impressive eighth place overall. Ten kilometres of film with sensational race footage is the harvest. After the race, Derek Bell, Vic Elford, Herbert Linge, Herbert Müller, Jo Siffert and Rolf Stommelen re-enact action scenes in Porsche 917 and Ferrari 512. In the 104-minute motion picture, McQueen writes the script mainly for the engines: during the first 38 minutes not one word is spoken.

A record-smashing year for Porsche in 1971 with the double victory of the 917. On their way to victory, Helmut Marko/Gijs van Lennep cover 5,335.13 kilometres with an average speed of 222.304 km/h. This distance record will stand until 2009. Jackie Oliver turns the fastest race lap in the second-placed 917 averaging 244.387 km/h. It is not until 2008 that a driver will go faster. For the first time, the race takes off with a flying start. Of the 49 competitors, 33 sit in a Porsche. That’s another record. Meet the Heroes of Le Mans • Observations from Le Mans 32

Shaking his head in disbelief, engineer Norbert Singer hears from Derek Bell that the Briton revved the twelve-cylinder of his 917 to 8,100 rpm in the highest gear during the pre-test of 1971 on the Hunaudieres straight. Singer calculates the corresponding speed at 396 km/h.

Complete disbelief amongst photographers that same year with “the pink pig”: a 917/20 with black lines indicating the butcher’s “best cuts”. Porsche Designer Anatole Lapine spon- taneously hit on this idea when he saw the porky one-off.

Unexpectedly and for the first time a Porsche 911 joins the battle for an overall podium spot in 1973. The works-run 911 Carrera RSR 3.0 with Gijs van Lennep and Herbert Müller achieves fourth overall – only two laps adrift of a 200-kilogram lighter Matra sports proto- type with a Formula 1 engine.

The first 911 Turbo is within striking distance of an overall win in 1974, when the big favourite Matra prototype rolls into the pits with gearbox trouble. But Porsche dispatches two mechanics to the French squad who repair the damage within a record time of 20 mi - nutes. The Matra wins, the 911 Carrera RSR Turbo 2.1 comes second. The background to this rescue operation: the gearbox of Matra is a Porsche development contract. And the customer is king. From Sunday 10 am, van Lennep and Müller have only the fourth gear left in their Porsche. A gearbox change would take too long in the production-based car. In October, Porsche launches the first street-legal 911 Turbo (930) at the Paris Motor Show.

Nothing for the faint hearted is the 1977 struggle for victory. Only one of three 936 Spyder is still racing on Saturday evening and it has fallen back to 42nd place after the replace - ment of an injection pump, nine laps behind the leading Renault. In the night, Jacky Ickx mounts a blistering attack in the Porsche, drives for seven and a half hours and hounds the Renaults into trouble. One hour before the finish, the 936 holds a clear lead – and heads to the pits for a 42-minute stop with piston damage. Shortly before the 24 hour mark, Jürgen Barth coaxes the car on five cylinders over two laps – and the seemingly impossible victory is saved. Meet the Heroes of Le Mans • Observations from Le Mans 33

The only victory for a rear-engined race car in Le Mans is achieved in 1979 by Klaus Ludwig, Don and Bill Whittington in the 935 K3 turbo campaigned by Kremer Racing.

Quickest in qualifying, but not pole-sitter. This is the fate of John Fitzpatrick in 1980, who turns the top time in the 935 K3 of Kremer Racing but still has to concede the first grid spot to Henri Pescarolo and Jean Ragnotti in the Rondeau. This is the only year that the qualifying times of the two best drivers of one car are added together.

The victory of a 936/81 in 1981 heralds the start of a series of seven overall wins, which will only stop in 1987 with the win of a 962 C. No other manufacturer has managed to re - peat this winning streak.

A final acid test is passed with flying colours by the 924 Carrera GTR – a camouflaged prototype of the new 944: Seventh place overall. In autumn, Porsche presents the new 944 to the public.

A triple victory marks the beginning of a dream career for the new Porsche 956 in 1982. The type 956 is the first Porsche race car to feature a monocoque chassis and aerodyna - mic ground effect. Until 1987, the 956 and its 962 C successor remain unbeaten.

Nine Porsche 956 in the top ten. Only the ninth spot is occupied by a Sauber BMW in 1983. Never before or since has an automobile manufacturer achieved such a feat in Le Mans.

The tenth overall victory for Porsche comes in 1985. With this, Porsche overtakes Ferrari (nine outright wins) to become the new record holder. In qualifying, Hans-Joachim Stuck turns the fastest lap ever driven in Le Mans in a works-962 C. His record of 251.815 km/h still stands today.

Two wins with the same chassis. Joest Racing celebrates victory in 1985 with the 956 bea- ring the chassis number 117. The same car had won in 1984. Only Ford in 1968/69 and Bentley in 1929/30 have achieved this before in Le Mans. Meet the Heroes of Le Mans • Observations from Le Mans 34

The first and only all-wheel drive race car to reach the finish of the 24 hour race is a Porsche in 1986. The 961, a racing version of the ground-breaking 959, finishes in seventh place overall and wins it class.

Keep your distance! Stuck/Bell/Holbert take this statement literally in the 962 C at their 1987 victory. They win an impressive 259.785 kilometres ahead of Yver/de Dryver/Lässig in another 962 C. The only margin greater recorded in Le Mans was back in 1927 when a Bentley pulled clear of a Salmson by almost 350 kilometres!

The first mid-engined 911 is the 911 GT1 of 1996. The two works cars contest the LM GT1 class and snatch double victory.

The youngest overall winner to date is Alexander Wurz in the TWR Porsche WSC95 in 1996. The Austrian is just 22 years, four months and one day old when he wins in Joest Racing’s Porsche with Manuel Reuter and Davy Jones.

The first carbon-fibre chassis is built at Porsche for the 911 GT1 ‘98. It is 72% stiffer than the aluminium body of the 956. On the occasion of the make’s 50th anniversary in 1998, this race car scores a double victory at its first outing in Le Mans.

With a class victory the near-standard 911 GT3 R launches its Le Mans career in 1999. Six more wins follow one after the other – Porsche returns to its roots in GT racing.

Breaking the sound barrier, American works driver Patrick Long turns a qualifying lap of 3:58.1 minutes in a 911 GT3 RSR. A time under four minutes was thought to be impossible for a GT2 race car until Long’s performance. Meet the Heroes of Le Mans • Observations from Le Mans 35

The Porsche RS Spyder sports prototype scores its second straight class 2 win for proto- types in 2009. Its V8-engine represents a pioneering technical feat. Never before has a di - rect fuel injection motor reached comparable engine speeds. The rev limiter only kicks in at 11,000 rpm. In 2008 and 2009, the RS Spyder wins the Michelin Green X Challenge as the most efficient race car.

Porsche remains the champion in the hunt for quickest times. 16 pole positions go to race cars from Weissach between 1968 (first pole for Porsche with Jo Siffert in the 908) and 1997 (most recent pole by Michele Alboreto in the TWR Porsche). That is twice as many as the second-best qualifier, Audi, with eight (as at 2013). And Porsche also tops the list for fastest race laps with 14 lap records. Jacky Ickx is the best driver with five lap records, all achieved in a Porsche (‘77, ‘79, ‘80, ‘83, ‘85). Second place: Ferrari with ten.

Happy Birthday! The all-new Porsche 911 RSR clinches a double victory in its class at the first outing in Le Mans in 2013. Just in time for the 50th anniversary of the Porsche 911. Meet the Heroes of Le Mans • The Circuit de la Sarthe 1951 to 2013 36

The Circuit de la Sarthe 1951 to 2013 13 kilometres of magic

The Circuit de la Sarthe is situated 200 kilometres west of Paris near the city of Le Mans in the Sarthe department. The current 13.6 kilometre circuit is a combination of country roads that are closed off to traffic for the race, and permanent circuit passages. Le Mans became famous most notably for the unique, 5.8 kilometre Hunaudières (or Mulsanne) straight, on which a Porsche 917 reached 396 km/h 1971. Since 1990, two chicanes along the straight have reined in the race cars. With 16 overall victories, Porsche is by far the most successful automobile manufacturer at Le Mans. Until now, there have been 14 track variations: Porsche has competed on twelve on them.

1932 to 1955 13.492 kilometres On the 1951 version, Porsche opens chapter one of its Le Mans story when a 356 SL Coupé wins its first race in the class to 1,100 cc. New for the third variant of the Circuit de la Sarthe is a fast corner combination called the Esses leading into the famed Tertre Rouge right-hander just before the long Hunaudières straight at the northern end of the track.

1956 to 1967 13.461 kilometres The pit area is completely redesigned after a disastrous accident in 1955. In order not to distract the drivers, pit boards are no longer permitted to be held up along the finish straight. This is now done after the Mulsanne hairpin at the end of the long Hunaudières straight, where the vehicles are still slow. Meet the Heroes of Le Mans • The Circuit de la Sarthe 1951 to 2013 37

1968 to 1971 13.469 kilometres On their charge to victory in 1971, Marko/Van Lennep cover 5,335.313 kilometres avera - ging 222.304 km/h with their 917 K. The speed and the distance record were only broken in 2009. During the pre-test, Jackie Oliver turns a lap in 3:13.6 minutes with a 917 Long- tail averaging 250.457 km/h. During qualifying, Pedro Rodriguez is quickest with 3:13.9 and an average of 250.069 km/h. Only in 1985 will Hans-Joachim Stuck manage to smash the 250 km/h barrier again. Jackie Oliver turns the fastest race lap in the 917 Long tail in 3:18.4 or 244.387 km/h, a record average speed that will only be exceeded in 2008.

New to this track is the Ford chicane (since 1968) just before the finish straight. The in - tention is to reduce the speed between the grandstands and the pitlane at the finish line. Barriers are installed in 1969.

1972 to 1978 13.640 kilometres Jacky Ickx turns the fastest lap in qualifying in 1978 with the Porsche 936 Spyder. His 3:27.6 minute lap equals an average of 236.531 km/h. This record stands forever.

The section between the Arnage right-hander and the Ford corner is revamped in 1972. The very fast Porsche curves are created. The Ford corner gets a second chicane.

1979 to 1985 13.626 kilometres Porsche holds all records on this track version as well. They were all set in 1985. Dis - tance record: Klaus Ludwig, Paolo Barilla, Louis Krages “John Winter”, Porsche 956, with 5,088.507 kilometres and an average speed of 212.021 km/h. The fastest race lap: Jacky Ickx, Hans-Joachim Stuck in the 962 C in 3:25.1 minutes and an average of 239.169 km/h. Fastest qualifier: Hans-Joachim Stuck in 3:14.8 minutes in the 962 C averaging 251.815 km/h. By today, no one has driven faster in Le Mans. Meet the Heroes of Le Mans • The Circuit de la Sarthe 1951 to 2013 38

The Tertre Rouge right-hander is opened from 90° to 50°, increasing the speed heading on to the Hunaudières straight.

1986 13.528 kilometres This track version was only driven once. Porsche sets all records: Derek Bell, Hans-Joachim Stuck and Al Holbert complete 4,972.731 kilometres in the 962 C with an average speed of 207.197 km/h. Jochen Mass is the quickest in qualifying with a 962 C: 3:15.99 minutes or 243.486 km/h. In the race, Klaus Ludwig turns the fastest lap with a 956. 3:23.3 minutes is the equivalent of 239.551 km/h.

The Mulsanne corner at the end of the Hunaudières straight gets a new layout. Because the relevant crossroad is converted to a roundabout, the organisers build a new section with a 90° corner north of the old hairpin.

1987 to 1989 13.535 kilometres For 1987 the Dunlop corner is tamed with a left-right chicane. While cornering speeds of 250 km/h were reached earlier, they are now about 100 km/h lower depending on the vehicle. For 1988 the Hunaudières straight is resurfaced, increasing the top speeds.

1990 to 1996 13.600 kilometres From 1990 two chicanes reduce the speed on the Hunaudières straight. According to the international motorsport federation FISA, no straight must be longer than two kilometres. Meet the Heroes of Le Mans • The Circuit de la Sarthe 1951 to 2013 39

1997 to 2001 13.605 kilometres The Dunlop chicane is tightened to further reduce speed. The famed “hump” on the Hunaudières straight is levelled out.

2002 to 2005 13.650 kilometres The straight between the Dunlop bridge and the Esses before the Tertre Rouge corner is converted into a fast left-right kink. The conversion work heralds the demise of the chapel that once lent its name to the corner Virage de la Chapelle in which for many years a ser - vice was held on race Sunday.

2006 13.650 kilometres The radius of the Dunlop corner after the finish straight is tightened, the run-off zones are enlarged. The chicane after the Dunlop corner is tightened.

Since 2007 13.629 kilometres Porsche works drivers Timo Bernhard and Romain Dumas set a new distance and speed record in 2010 with Audi pilot Mike Rockenfeller during their charge to victory in the Audi R15 TDI, covering 5,405.472 kilometres and setting an average speed of 225.228 km/h. As of 2013 this record still stands.

Featuring extended crash zones, additional fencing and improvements to the track surface, track work is concentrated on increased safety for competitors and spectators.