The road titanium is the Porsche 917

Numerous names in road races have a great deal of passion; names such as Ferrari, Jaguar and Porsche, some of the iconic names that the world of motor sports has ever seen. Porsche, however, is a name that, in fact, extends to generations of competitors and fans, and symbolizes a dominant situation in the world of road racing. Starting in the early 1950s, with the small 550 Spyder, Porsche continued to gain momentum and strength in the early 1960s with cars such as the 904 and 908 in a number of racing games around the world. By the end of the 1960s, Porsche would not build a car that became a real world hunter; a car that will be a legend at its own time, just like 40 years later. This car was the Porsche 917.

The FIA ​​created the stage for its 917 birth, changed the rules for sports carnival in the 1968 season to take over the dominant Ford system that acquired the 24-hour Le Mans fence . Matra was the growth, and the FIA ​​was heavily influenced by the necessary rules to help the new French brand into ever-challenging rows in the world's sports car market. While the prototypes were locked to a 3.0-liter motorcycle, the rules for the 5th and 6th sports cars were also changed by the homologation requirement of 25 units that had to be allowed to use these sports.

According to the FIA, the manufacturer would not be costing to build 25 five-liter prototypes. It was very bad. Porsche has produced 25 examples to meet homologation requirements. Under the guidance of the Porsche race director, Rico Steinemann, the 917 program gained momentum. Helmut Flegl came early to see aerodynamics. Initially, aerodynamics would be a problem in 917, but Porsche quickly brought Peter Falk, John Horseman and Tony Lapine to help Flegl in this section.

When creating a body, the Porsche light tubular space is made of aluminum frame. The body is made of light fiber glass with two tail configurations. The 917L, "L" to "Langheck", was the longer brake version for longer runs, requiring the highest speed aerodynamic assistance; and 917K, "K" indicates the short tail version. Flegel's comments: "The 917 has been designed as a long tail since the beginning, the tail of which can be removed, but the short tail was never really tested in the wind tunnel … aerodynamics was incorrect. There was a huge rear lift!"

The 917 true center of the tail, regardless of whether the tail configuration was in use at the time, was the incredibly robust, flat, 12, of course, tough engine. It was the largest massive motor that Porsche has built up to date. The engine has two types: Type 912/00 and Type 912/10. Type 912/00 4.5 liter displacement and 10.5: 1 compression and Bosch mechanical fuel injection at 580 horsepower at 8400 RPM and 6800 lb. The Type 912/10 was a bit larger than the 4.9-liter displacement, delivering 600 horsepower, with a huge 405 pound foot at 6400 RPM.

The 917 leadership was an experience best known about another world. "The car was a monster," wrote Vic Elford; one of Porsche's best riders. "No one built a car that would be far from the speed," Elford added. To make things even more complicated, Porsche's accounting department found out that the company did not have the resources available to maintain a full factory program from 1970 onwards. Thus Rico Steinemann recruited J.W. Automobile organization as a "customer" team who puts the new 917 in the 1970s. Jo Siffert and Brian Redman have kept Porsche as their factory manager, but 917 as a "borrowed" pilot for John Wyer's cage team. JW Automotive has maintained the driving services of Pedro Rodriguez and Leo Kinnunen. JW Automotive as their "customer" team, despite JW Automotive's independent state of affairs, received virtually total factory support, and Porsche Konstruktionen Salzburg was selected for the 1970s season in the 917 season. full factory support, including factory mechanics.

Rolf Stommelen tested the new animal from Stuttgart in the 1969 Le Mans test. At this point in the 917 suspension-activated wings could help in handling the car, Stommelen was supposedly full of hands, especially in the long Mulsanne Straight. Despite Rolf's test reports, the Porsche two 191 69 The French classic and John Woolfe Racing entered a 917 customer effort. Many have seen this last entry as a Porsche error, because in the 917 program many people felt that the car was not ready to go into the hands of customers in 1969. These people were right because the John Woolfe Racing entry ended a tragedy with a fatal accident that took over the life of the team's owner in the opening round of the 1969 race.

The new 917 of Porsche was not such a glorious start in the most prestigious motorcycle race around the world. Disturbances followed the Porsche 917L, which resulted in a retreat for both cars during the summer weekend. Attending Vic Elford and Richard Attwood would interfere with the clutch and transmission problems while driving the 21st. The number 14 led by Rolf Stommelen and Kurt Ahrens was enrolled a little earlier in the race with oiling. One thing was very definite, and there was no doubt that the 917 was fast, and Vic Elford at the Mulsanne Straight 220 miles. Compared to the Porsche 908, which came to second place in the year, the highest speed at 917 reached 20 km / h. But in 1969 there was only one development year, 1970s and 1971s were the years when the program was aimed at dominating the world of sports cars in the world.

In the 1970s, customer groups with different levels of factory support were the Porsche banner since Porsche could not maintain the finances to make full efforts and build and develop new racing cars. W. The automotive industry in England and Porsche Salzburg was the main team of the factory and in the next two seasons there were more teams and the Porsche 917 was considered a weapon. Ferrari did not allow this challenge to be odd, and launched the Ferrari 512S, a new V-12 which certainly wanted a prototype that provided the Stuttgart and the selected teams with a light ride.

The 917 and the seasoned JW The automotive team started in the 1970s with 1-2 victories in Daytona's 24-hour race in Florida. John Wyer called himself in the racing that the best-prepared cars were always at his disposal. Wyer was also a master racing strategy after winning the Le Mans in 1959 with Aston Martin and in 1969 with the GT40 again. Wyer had the best talent in the cockpit, in 1970 Jo Siffert, Brian Redman, Pedro Rodriguez and Leo Kinnunen. Rodriguez and Kinnunen's Dayton win 2 cars were just the tip of the iceberg in the 1970s. Porsche engineers spent a lot of time on the 917 models in the 1970s, and Daytona's 1-2 finals proved to be a good result for the engineering team in Stuttgart.

Monza is the world's sports category championship at the end of April 1970. No less than seven 917 entries have been added to the event. While the car of J. W. Siffert / Redman The automotive industry had a pole position for the event, they came home to 12th place. Gesipa Racing and AAW 917 finished at 10th and 11th places, while Rodriguez / Kinnunen Bay Wyer 917K eventually won the race. On the Monza entry list was David Piper Racing 917K, led by David Piper and American Tony Adamowicz. Adamowicz is the only US car driver to drive both the 917K and its rival to the Ferrari 512S and 512M engines. Tony notes: "The 917K was a different kind of racing car than the Ferrari 512S or M. Ferrari was much more flexible than Ferrari, with far greater torque and performance at the turn of the year, had good performance and was at a higher speed, More than 917K. "

Le Mans 1970 was an incredible race when the Porsche 917 defeated the Ferrari 512S. The prize of the Attwood / Herrman Porsche Salzburg 917K overall won the event, second in the Martini Racing 917L Larrouse / Kauhsen. Vic Elford snooped a 917L at Porsche Salzburg for the 1970s, and although the race retired due to engine failures at the end of the race, Vic was still able to show off some incredible speeds with the 91st long tail. Vic remembers: "I went by night and in the rain at 245 km / h The Wulf Bay and Porsche Salzburg dominated Porsche at the World Championship for the 1970s in the 1970's racing season

The 1971 The next round was on Daytona and the battle was fought by Ferrari's Luigi Chinetti's North American racing driver ( NART) introduced Ferrari's new Ferrari 512M and Roger Penske's 512M at the end of the 1970's as the Maranello's response to the 512S questions. Ferrari's 512 series was much better M ("Modified" or "Modified"), 330, 512S and 612 Can Am in a model. The result was 512, and it was the only car that had the zi races could prevailing Porsche 917 competitor.

Daytona's 1971 24-hour event hosted an epic battle between the world's two largest sports car manufacturers. The 512M NART 512M jumped at the event, so Marks Donohue Penske 512M and David Hobbs are fighting for Jackie Oliver and Pedro Rodriguez Gulf Wyer 917K, while the older Ferrari 512S is Ronnie Bucknum and Tony Adamowicz. The victory eventually ended in a 24-hour race with Gulf Wyer's team moved to 917, second place was Bucknum and Adamowicz NART 512S and the third went to Donhue and Hobbs Penske 512M.

Sebring will see the Martini Racing 917K wins the win, and another 917K 1-2 has been eliminated at Monza and Spa by the Gulf Wyer organization. Le Mans was born in 1971 with the repetition of the Daytona event with seven Ferrari 512S and M models in the qualifiers to fight the huge 917 in Stuttgart. Eight 917 levels of long tail and short tail variants will rise to meet the most beautiful challenge in Italy, which will be the last major shot before the FIA ​​rules entered into in the 1972 season, 5L thunderous festivals the world's largest racing circuits, with a 3.0-liter slide in all prototype grades. When the dust settled in the famous Le Sarthe district, two 917K two stairs on the podium came out, followed by two Ferrari 512Ms in 30 laps. The victory led to Helmut Marko and Gijs van Lennep, led the 917K model of the Martini Racing team. Second place and one downside at Gulf Wyer's entrance was Attwood and Muller pilot, and the third one to the 512M NART, Sam Posey and Tony Adamowicz, all American pilots.

In 917, another victory at the international stage In 1971, in Zeltweg, Austria. There is a J.W. The 917K motorcycle motorcycle led by Pedro Rodriguez and Richard Attwood holds a final run in the FIA ​​sanctioned race. The next and last round of the series was the Watkins Glen 6-hour event in the colorful New York area, which also held the United States Grand Prix. This event will see that the Orange and Blue Gulf cars have defeated Autodelta Alfa Romeo T33 / 3 de Adamich and Peterson. Despite the results of Watkins Glen, Porsche again won the International Championship in 1971.

In 1968, the FIA ​​converted the Porsche 917 with an absolute accident. The 917 is not only to win but to dominate the world's sports car race in its short three-year career, with the most famous name of the German crew in motor sports. In many ways, if not many of these drivers took advantage of the Porsche 917 wheel, their career would have been very different. Tony Adamowicz again tested a 917K in a non-point race in South Africa at the end of 1971. In the Kyalami weekend, David Piper Racing 917k finished fourth, and the Lucky Strike-sponsored car also set the fastest race. Tony notes: "I think Porsche has won the World Endurance Championship for two reasons … more available cars and the 917K was suspended in all forms of bumps and weather. Ferrari, which was stiffer, so if under dry conditions, Ferrari was set up and the rain started to drive hard, as the 917K frame was aluminum and in one case it was magnesium, the frame even straight was greater than 917K. "

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