Car Accident Near Sunoco on 5th and Penn in Reading on November 3rd 2017

Race vehicle

Motor vehicle

Porsche 917 Porsche 917 G
Porsche 917K in the distinctive Gulf Oil livery at the 2006 Goodwood Festival of Speed
Overview
Manufacturer	Porsche AG
Production	1969–1970 (917) 25 built 1970–1971 (917 1000) 12 built[one]
Assembly	Stuttgart-Zuffenhausen, West Deutschland
Designer	Hans Mezger
Body and chassis
Class	Racing car
Trunk style	2-door coupé
Layout	Rear mid-engine, rear-wheel-bulldoze
Platform	Porsche 908
Doors	Dihedral doors
Related	Porsche 917 L Porsche 917 LH Porsche 917 Interserie Spyder Porsche 917/10 Porsche 917/twenty Porsche 917/30
Powertrain
Engine	4.five 50 Type 912 Flat-12 four.nine 50 Type 912 Flat-12 5.0 L Type 912 Flat-12
Transmission	4-speed transmission 5-speed manual
Dimensions
Wheelbase	2,300 mm (90.half dozen in)[1]
Length	iv,780 mm (188.2 in)[1] 4,120 mm (162.2 in) (917 Thousand)
Width	2,033 mm (80.0 in)[1] 1,980 mm (78.0 in) (917 K)
Height	920 mm (36.2 in)[i] 940 mm (37.0 in) (917 1000)
Kerb weight	820 kg (1,808 lb)[1]
Chronology
Predecessor	Porsche 908
Successor	Porsche 936 (Spiritual)

The Porsche 917 is a sports prototype race car adult by German manufacturer Porsche. The 917 gave Porsche its offset overall wins at the 24 Hours of Le Mans in 1970 and 1971. Powered by the Type 912 flat-12 engine of 4.5, 4.9, or five liters, the 917/30 Tin-Am variant was capable of 0-62 mph (100 km/h) time of two.iii seconds and 0–124 mph (200 km/h) in 5.3 seconds^{[ citation needed ]}. The long tail Langheck version had a maximum measured pinnacle speed of 386 km/h (240 mph).^[two]

In 1971 the car featured in the Steve McQueen film Le Mans. In 2022 the car driven by McQueen in the moving-picture show was sold at sale for $14m, a tape toll for a Porsche.^[three] For the 40th anniversary of the 917 in 2009 Porsche held a special celebration at the Goodwood Festival of Speed (3–5 July).^[iv]

Origins of the 917 [edit]

The blazon 912 Flat-12 engine

In an effort to reduce the speeds at Le Mans and other fast circuits of the unlimited capacity Group 6 prototypes (such as the seven-litre Ford GT40 Mk.IV and four-litre V12 Ferrari P) the Commission Sportive Internationale (and so the independent competition arm of the FIA) announced that the International Title of Makes would be run for iii-litre Group half dozen prototypes for four years from 1968 through 1971. This capacity reduction would also serve to entice manufacturers who were already building three-litre Formula One engines to adapt them for endurance racing.

Well aware that few manufacturers were prepare to have up the challenge immediately, the CSI too allowed the participation of 5-litre Group iv sports cars, of which a minimum of 50 units had to exist manufactured.^[five] This targeted existing cars like the crumbling Ford GT40 Mk.I and the newer Lola T70 coupe.

In April 1968, facing few entrants in races, the CSI announced that the minimum product figure to compete in the sport category of the International Title of Makes (later on the World Sportscar Championship) was reduced from 50 to 25, starting in 1969 through the planned end of the rules in 1971. With Ferrari absent in 1968, mainly Porsche 908s and Ford P68s were entered there, with the Ford being a total failure. As a result, one-time 2.two-litre Porsche 907s ofttimes won that category, with John Wyer's 4.7-litre Ford GT40 Mk.I taking wins at faster tracks.

Starting in July 1968, Porsche made a surprising and expensive try to take advantage of this dominion. As they were rebuilding race cars with new chassis every race or two anyway, selling the used cars to customers, they decided to conceive, blueprint and build 25 versions of a whole new car with four.five-litre for the sport category with i underlying goal: to win its first overall victory in the 24 Hours of Le Mans on May 14, 1970. In just ten months the Porsche 917 was developed, based on the Porsche 908.

When Porsche was first visited by the CSI inspectors only 3 cars were completed, while 18 were being assembled and seven additional sets of parts were nowadays. Porsche argued that if they assembled the cars they would then have to take them apart again to ready the cars for racing. The inspectors refused the homologation and asked to come across 25 assembled and working cars.

On March 12, 1969, a 917 was displayed at the Geneva Motor Bear witness, painted white with a greenish nose and a black No. 917. Brief literature on the car detailed a cash price of DM 140,000, approximately £16,000 at menses exchange rates, or the price of near ten Porsche 911s. This price did not cover the costs of development.

On April 20 Porsche's head of motorsports Ferdinand Piëch displayed 25 917s parked in forepart of the Porsche factory to the CSI inspectors. Piëch even offered the opportunity to drive whatever of the cars, which was declined.^[6]

Construction [edit]

The car was designed by principal engineer Hans Mezger under the leadership of Ferdinand Piëch and Helmuth Bott. The car was congenital around a very lite spaceframe chassis (42 kg (93 lb)) which was permanently pressurised with gas to detect cracks in the welded structure.^[7] Power came from a new iv.5-litre air-cooled engine designed by Mezger, which was a combination of two of Porsche's ii.25L flat-6 engines used in previous racing cars. The 'Type 912' engine featured a 180° flat-12 cylinder layout, twin overhead camshafts driven from centrally mounted gears and twin spark plugs fed from 2 distributors.^[viii] The large horizontally mounted cooling fan was also driven from centrally mounted gears. The longitudinally mounted gearbox was designed to have a set of four or five gears.

To proceed the car compact despite the large engine, the driving position was so far forward that the feet of the driver were beyond the front wheel beam. The motorcar had remarkable technology. It was Porsche'due south offset 12-cylinder engine and used many components made of titanium, magnesium and exotic alloys that had been developed for lightweight "Bergspider" colina climb racers. Other methods of weight reduction were rather simple, such equally making the gear shift knob out of birch wood, some methods were not uncomplicated, such as using the tubular frame itself as oil piping to the front end oil cooler.

There are at least eleven variants of the 917. The original version had a removable long tail/medium tail with active rear wing flaps, but had considerable handling problems at high speed because of significant rear lift. The handling issues were investigated at a joint exam at the Österreichring by the factory engineers and their new race team partners John Wyer Engineering. After exhaustive experimentation by both groups, a shorter, more upswept tail was found to requite the car more than aerodynamic stability at speed. The changes were chop-chop adopted into the 917K for Kurzheck, or "brusk-tail".^[9]

In 1971, a variant of the 917K appeared with a less upswept tail and vertical fins, and featured the concave rear deck that had proved so effective on the 1970 version of the 917L. The fins kept the clean downforce-inducing air on the top of the tail and allowed the angle of the deck to be reduced, reducing the drag in direct proportion. The effect was a more attractive looking auto that maintained downwardly force for less drag and higher top speed.^[10]

By this time the original 4.5-litre engine, which had produced around 520 bhp in 1969, had been enlarged through 4.9-litres (600 bhp) to 5-litres and produced a maximum of 630 bhp. The 917K models were generally used for the shorter route courses such as Sebring, Brands Hatch, Monza and Spa-Francorchamps. The big prize for Porsche however, was Le Mans. For the French circuit'south long, high speed straights, the manufactory developed special long tail bodywork that was designed for minimum drag and thus highest maximum speed. On the car's debut in 1969, the 917L proved to be nearly uncontrollable as there was then piddling down force. In fact, they generated aerodynamic lift at the highest speeds. For 1970, an improved version was raced past the factory and for 1971, after very significant development in the air current tunnel, the definitive 917L was raced by both factory and JW.

In 1969 Jo Siffert raced an open-acme 917PA Spyder (normally aspirated) in the 1969 CanAm serial.^[11] In that location is also the "Pink Hog" aerodynamic inquiry version (917/twenty), and the turbocharged 917/10 and 917/30 CanAm Spyders. Porsche 917s also raced in the European Interseries in various configurations. In the 1973 Tin can-Am serial, the turbocharged version Porsche 917/xxx developed i,100 bhp (820 kW).^[12]

Racing history [edit]

1969-1971 World Sportscar Championship [edit]

1969 [edit]

In testing, it soon appeared that the Porsche 917 did non work well on the race track. Porsche manufacturing plant driver Brian Redman recalled that "it was incredibly unstable, using all the road at speed." Many thought that the iv.5-litre engine was too much for the frame. The intermission and the stability of the frame were suspected, but modifications did non improve the problem. It was finally determined that the "long tail" body was generating significant lift on the straights, equally the 917 was 30 km/h (19 mph) faster than annihilation previously congenital for Le Mans^{[ citation needed ]}. As with former underpowered Porsches, the 917 aerodynamics had been optimized for depression drag in lodge to exercise well on the fast straights of Le Mans, Spa, Monza and elsewhere. The significance of downforce for racing was not yet fully realized although Can-Am and F1 cars were using wings by that time.

Before its competition debut on 11 May 1969 in the 1000km Spa, the weather weather prevented further improvements in tests. Jo Siffert/Redman managed to clock an unofficial lap fourth dimension of three:41.9 which would have browbeaten the pole of 3:42.v ready by a Lola, but they chose to employ the 908LH long tail with which they won the race and set the fastest lap at iii:37.i. Gerhard Mitter/Udo Schütz actually started the race from eighth, but their already bilious engine failed afterward one lap.

Iii weeks later for the 1000km Nürburgring, all works drivers preferred the 908 over the 917 which was, despite some modifications, not suited for the twisty rails. As it was necessary to promote the car in order to sell the surplus ones, Porsche asked BMW for the services of their factory drivers Hubert Hahne and Dieter Quester. They practised, merely Munich declined permission to have them race, so Englishman David Piper and Australian Frank Gardner were hired on curt terms. They drove the 917 to an eighth-place finish backside a Ford and an Alfa, while the factory's armada of 6 908/02 spyders scored a 1-two-3-4-v win after the merely serious competition, a sole Ferrari 312P, failed.

At the 1969 24 Hours of Le Mans, the 917s were quickest in practice. Soon afterwards the get-go the poor treatment of the 917 and the inexperience of i of the drivers resulted in drama: British admirer-commuter John Woolfe crashed his Porsche 917 at Maison Blanche on lap 1, dying every bit a result. Woolfe was the first privateer to race a 917. The works #14 917 led early, only succumbed to an oil leak, while the #12 dropped out of the lead and the race in the 21st hour with a broken gearbox, despite leading by most 50 miles. At the end, Hans Herrmann'south 908 remained as the only Porsche that could challenge for the win, but Jacky Ickx'southward more powerful Ford won in one case again, past a mere 120 metres (390 ft).

In June 1969, Enzo Ferrari sold one-half of his stock to FIAT, and used some of that money to build 25 cars powered by a 5-litre V12 in order to compete with the Porsche 917: the Ferrari 512 would be introduced for the 1970 season.

At that time, the 917 already had several races under its chugalug, however no success. The commencement win came in the final race of the championship season, the 1000 km Zeltweg. Jo Siffert and Kurt Ahrens succeeded in the privately entered Porsche 917 of German language Freiherr von Wendt. At that time, the factory had started to focus on development, leaving the time-consuming trips to races to client teams.

1970 [edit]

Porsche 917 Chiliad at the Nürburgring

Disappointed by the poor results of the 917 in 1969, and facing new competition, Porsche ended an agreement with John Wyer and his JWA Gulf Team, which became the official Porsche squad, and as well the official development partner. During tests at the Österreichring at Zeltweg, works drivers Redman and Ahrens tested the car, and the car yet performed like it did before. The Österreichring was the circuit where the motorcar had won its only race at that time, Wyer's master engineer John Horsman noticed that the bodywork had a design of dead gnats dashed against it, revealing the airflow. The tail was clean—the lack of dead gnats indicated that the air was not flowing over the tail. A modification to the tail was cobbled-upward on the spot in the pits with aluminium sheets taped together. This new short tail gave the 917 much needed downforce. The plastic engine intake cover had already been removed. Redman and Ahrens were doing simply one lap at a time before, they each did 10 laps and were satisfied with the improved performance.^[13] The new version was called 917K ( Kurzheck , or "brusk tail").

In addition to the heavier and powerful 917, the lightweight and meaty Porsche 908/3 were adult for the slow and twisty tracks of the Nürburgring and the Sicilian mountain roads used in the Targa Florio, providing wins while the factory-backed 917 remained in the garages, every bit these cars were not suitable for these tracks. The 908/3 was built to the FIA'south 3-litre Group six Prototype regulations whereas the 917 was at present officially a Grouping five Sports Car following some other FIA review of its racing classes, applicative from 1970.

Wyer was surprised to discover that another team was carefully preparing for the 1970 24 Hours of Le Mans with close back up from Porsche. Equally in 1969, the Porsche Salzburg team was a de facto works team under control of members of the Porsche family. The Martini Racing team also gained support from Porsche AG; manifestly Porsche made efforts to win the race by supporting more than one squad.

Also, a new depression drag version of the 917 was adult for Le Mans with support from the external consultant Robert Choulet. The 917LH (Langheck) featured a spectacular new long tail body which had very low drag, yet more than rear downforce than the 1969 long tail. A 4.9-litre engine, introduced at 1000km Monza, was available simply these proved to be unreliable for longer distance races.

The 917 did not compete at all the races of the flavour, however. Porsche'south previous competition model, the 908, was redesigned with an all-new chassis and designated 908/03 so information technology would be used at the Targa Florio and Nurburgring 1000 km events- ii twisty, narrow and tedious tracks the 917 was not competitive at. Vic Elford collection a 917 during practice for the 1970 Targa Florio and it proved to be and so physically enervating and difficult to drive around the circuit that he had to be lifted out of the car, although he prepare the 5th fastest fourth dimension^{[ citation needed ]}. The 908/03 was very effective at these two races. Porsche's dedication was such that they were building cars for each type of track- the 908/03 for the slow, twisty tracks, the 917K for the medium and loftier-speed tracks, and the 917L for the fast straights of Le Mans.

The favorite squad to win, Gulf-backed John Wyer Automotive, lined up three 917Ks, two with the iv.ix-litre engine and i with the 4.5-litre unit.

Two 917 LH were entered in Le Mans, i in white and cerise trim by Porsche Salzburg. Driven by Vic Elford and Kurt Ahrens, the pole sitter'southward iv.9-litre engine dropped an inlet valve after 225 laps. Both drivers had also been entered on the team'due south other auto, a red and white 917 Chiliad with the 4.5-litre engine, qualified by Hans Herrmann and Richard Attwood in rather low 15th spot, but they did not bulldoze subsequently their own auto failed.

The other LH was entered by Martini Racing, qualified by Willi Kauhsen and Gérard Larrousse on 12th position. The spectacular livery of this car was elaborate whirls and swoops of calorie-free green on a dark bluish groundwork. The car with the 4.5L engine gained the nickname of the Hippie Car or the Psychedelic Porsche from the squad and media.

Early in the race, most of the works Ferrari 512 entrants eliminated each other in a shunt. The two Porsche manufacturing plant teams, Gulf-Wyer and Porsche Salzburg, connected to battle each other, only all Wyer cars were out after 12 hours. At the end it was the red and white #23 917K of Porsche Salzburg, with the standard 4.5-litre engine, advisedly driven past Stuttgart'south own Hans Herrmann and Englishman Richard Attwood through the pouring rain, that finally scored the first overall win at Le Mans, in a moisture race that saw only 7 ranked finishers. Martini'south 917LH came in 2nd. Both cars were later paraded across Stuttgart. In addition to Porsche'due south triumphant 1, 2 victory, a Porsche 908 came in third overall, a Porsche 914-half dozen came in sixth overall (plus it won the GT class), and a Porsche 911S was seventh. (2 Ferrari 512s took fourth and fifth place overall.)

Towards the end of the 1970 season, Ferrari entered some races with a new version of the 512, the 512M (Modificata). The 512M had a new bodywork built on a similar aerodynamic doctrine equally the Porsche 917K. At the end of 1970 the 512M was equally fast as the 917s, but still lacked in reliability.

During the 1970 season the FIA announced that Group 5 Sports Cars would be limited to a 3-litre engine capacity maximum for the newly renamed Globe Championship of Makes in 1972, and then the large 917s and 512s would accept to retire from the championship at the cease 1971. Surprisingly, Ferrari decided to give up whatever official effort with the 512 in order to set up for the 1972 flavour. A new epitome, the 312 PB, was presented and entered by the manufacturing plant in several races. But many 512s were all the same raced by private teams, most of them converted to M specification.

The Martini Racing bluish and greenish "psychedelic" livery on a 1970 917K. This car raced at Watkins Glen in 1970.

Past the stop of 1970, Porsche had stamped their authorisation on endurance racing by convincingly dominating the championship that year. Of the ten races in the championship (plus some other non-championship events), the works teams (John Wyer Automotive and Porsche Salzburg) had won every race except Sebring (which was won by Ferrari) that year with the ii models of cars they used, the 917K and the 908/03; with the 917K winning seven of 8 events information technology was entered in; and the 908/03 winning at the Targa Florio and the Nürburgring (the 917K was non entered by the works teams at these 2 events). Still having some of their 25 cars remaining unsold, Ferrari offered them to customers at a bargain toll – a movement that had hardly been imaginable less than two years previously. For Porsche, the original production serial of 25 917s could non satisfy demand. Over 50 chassis were congenital in total. An underdog for xx years, Porsche had turned itself into the new leader of sports car racing with the 917.

1971 [edit]

Porsche 917/20 "Pink Hog", in Stuttgart-Zuffenhausen Museum

The domination of Gulf-Wyer and Martini Porsches in 1971 was overwhelming. The only potential challenger to the 917 appeared early in the season: Roger Penske had bought a used 512S chassis that was dismantled and rebuilt beyond 1000 specification. The car was peculiarly tuned for long races, receiving many unique features among which were a larger rear fly and an aviation-inspired quick refueling organization. The engine was tuned by Can-Am V8 specialist Traco and able to evangelize more than than 600 hp (450 kW). Penske's initiative was not backed by Ferrari works. This 512M, painted in a blue and yellowish livery, was sponsored past Sunoco and the Philadelphia Ferrari dealer Kirk F. White. Driven past Penske's lead driver Mark Donohue, it made the pole position for the 24 Hours of Daytona and finished third despite an accident that required nigh an hour in the pits. For the 12 Hours of Sebring the "Sunoco" made the pole simply finished the race at the sixth position later making contact with Pedro Rodríguez'due south 917. Despite existence fastest on runway on a few occasions, the 512M was not a serious contender.

The presence of the 512M "Sunoco", too every bit the Alfa Romeo T33/3 which won Brands Hatch, the Targa Florio and Watkins Glen, forced Porsche to pursue their efforts in enquiry and evolution^{[ citation needed ]}: tails of the 917K and the 908/iii were modified with vertical fins, and the 917 LH aerodynamics received further improvements. New chassis made of magnesium were developed, even though this textile could burn vigorously in the instance of a fire.

A heavily modified R&D car, the 917/20, was built as test-bed for future Tin-Am parts and aerodynamic "depression-drag" concepts. The 917/twenty which had won the test race at Le Mans was painted in pinkish for the 24 hours race, with names of cuts of meat written in German across it in a similar manner to a butcher's carcass diagram, earning it the nickname "Der Trüffeljäger von Zuffenhausen" (The Trufflehunter of Zuffenhausen, pigs being often utilized for locating truffles for harvest) or just plain "Pink Hog". This experimental auto surprisingly qualified 7th for its only race- the 1971 Le Mans 24 Hours and ran as high as 3rd, but during the night Reinhold Joest crashed the automobile at Arnage later on its brakes failed. This was considering the 917/20 was harder on the brakes than the Chiliad, only ran to the same brake change schedule.^{[ citation needed ]}

And at Le Mans, once once again it was not the new machinery that won. The white #22 Martini-entered 917K (chassis number 053) of Helmut Marko and Gijs van Lennep, equipped with a magnesium frame, set an overall distance record that stood until 2010 when the Audi R15 TDI of Romain Dumas, Mike Rockenfeller and Timo Bernhard gear up a distance record of v,335.313 km (3,315.210 mi), an average speed of 220.ii km/h (137.half-dozen mph).^[14]

This Porsche withal holds the fastest lap at the Le Mans racing circuit to this twenty-four hours (3:xiii.6) but of form, at that place take been a number of key changes to the circuit since 1971. Pedro Rodriquez had also gear up a qualifying lap record of three:xiii.9, setting him at pole position in his #18 John Wyer Gulf LH car that unfortunately did not terminate the race.^[15] All in all, four separate Le Mans track records were broken that twelvemonth: Fastest qualifying lap, fastest in-race lap, highest acme speed, and longest altitude covered. All were set by 917s. None of the long tail 917s finished.

1972–1973 Can-Am [edit]

A rear three-quarter view of a 917/xxx

As the new rules for the three-litre prototypes were not favourable to their existing depression-weight, low-power Porsche 908, Porsche decided confronting developing a new loftier ability engine that could keep up with the F1-based engine designs of the contest — at to the lowest degree in naturally aspirated class. In 1976 they would render to sport-epitome racing with the turbocharged Porsche 936 race cars after the engines were tested in Porsche 911 versions.

Afterwards their successes with the 917 mainly in Europe, Porsche instead decided to focus on the North American markets and the Can-Am Challenge. For that series, larger and more powerful engines were needed. Although a 16-cylinder engine with almost 750 hp (560 kW) was tested,^{[ citation needed ]} a turbocharged 12-cylinder engine with comparable ability output was ultimately used. The 917 chassis likewise had to exist lengthened to accept the longer sixteen-cylinder engine, and drivers complained that this longer chassis did not handle equally well.^{[ citation needed ]}

The turbocharged 850 hp (630 kW) 917/10K entered by Penske Racing won the 1972 series with George Follmer, subsequently a testing blow sidelined primary driver Marker Donohue. This bankrupt the v-year stranglehold McLaren had on the serial. The further development of the 917, the 917/30 with revised aerodynamics, a longer wheelbase and an even stronger five.iv-litre engine with effectually 1,100 horsepower (820 kW)^{[ commendation needed ]} in race trim, won the 1973 edition winning all races but two when Charlie Kemp won the Mosport race and George Follmer won Road Atlanta and Mark Donohue won the rest. Almost of the opposition was made of private 917/10K as McLaren, unable to compete against the 917 turbos, had already left the series to concentrate on Formula ane and the Indy 500.^{[ citation needed ]}

The 917'southward domination, the oil crisis, and fiery tragedies similar Roger Williamson'south in Zandvoort pushed the SCCA to innovate a iii miles per U.S. gallon maximum fuel consumption rule for 1974. Due to this change, the Penske 917/30 competed in only one race in 1974, and some customers retrofitted their 917/10K with naturally aspirated engines.

The 917/30 was the about powerful sports auto racer always built and raced. The 5.374-litre 12 cylinder (ninety.0 x seventy.4 mm) twin-turbocharged engine could produce around i,100 bhp (820 kW) at 7,800 rpm in race trim. The 917/thirty dominated the Can-Am series during the 1973 flavor. The 917 was also the just title winning car in Can Am non to exist powered by Chevrolet.

1981 [edit]

In 1981, it appeared that new Le Mans regulations would allow a 917 to race again. The Kremer Racing team entered a homebuilt updated 917, the 917 K-81.

The car raced at Le Mans qualifying in the summit x only retired after seven hours after a collision with a dorsum marking led to a loss of oil and withdrawal.

The concluding chapter though was to be at Brands Hatch where the car ran in the 6 hours at the end of the season. The car was competitive and ran at or near the front, including a spell in the lead until a break failure led to retirement.

Variants [edit]

There were a number of versions of Porsche 917 fabricated over the years; at least xi dissimilar versions have existed.

1969 917:

This was the original Porsche 917 made by Porsche from 1968 to 1969 to comply with the CSI rules about entering a car in the World Sportscar Championship. This car was start run at Le Mans and had considerable treatment problems due to aerodynamic elevator. The original specification of the car included a detachable long-tail (Langheck), that was designed using experience from the previous 907 long-tail coupes for minimum aerodynamic drag (with suspension controlled moving flaps). A short-tail version was run at the 1969 Nurburgring 1000 km, which had no moving flaps and a full-width rear spoiler. Very few of the early specification 917s are known to have survived with this bodywork – almost all being converted at a after phase to the vastly improved 1970-spec Kurzheck or Langheck specifications- one is on display at the Porsche Museum in Stuttgart. One 917 is known to have been destroyed (917L-005 – J. Woolfe) at Le Mans and i or 2 others the location is unknown, although many suspect some were scrapped past the manufactory as being 'tired chassis' with new replacements existence built when needed by customers.

1969 917PA (Porsche-Audi):

This motorcar was an open up topped and short-tailed version of the original 917 and was fabricated to be raced in the Can-Am championship. It was raced past Swiss Jo Siffert without much success. The 917PA's gently upswept tail was i of the catalysts that led to the later aerodynamic breakthrough with the aerodynamics of the 917 coupe.

1970 917K (Kurzheck, German for "short tail"):

The 917K was an evolution of the original 1969 car. Afterward the first 917s were run in 1969, it was clear the motorcar's aerodynamics fabricated it nearly undriveable at higher speeds. After the 1969 championship season had finished, John Wyer requested a 3-day test session at the Austrian Österreichring (Zeltweg) grade. The Porsche technical team turned out ready to practice some serious panelwork on the coupe and in gild to make a comparison, brought along the Can-Am 917PA Spyder. The drivers nowadays instantly preferred the PA and together, the JW and Porsche engineers came upward with the idea of a more upswept tail (as on the 917PA). The JW team had had like high speed handling problems with the early Ford GT40 models. With gaffer tape and aluminium sheet, a completely new short tail was evolved at the racetrack. This was quickly converted into a 'product' design dorsum at Porsche and the 917K (Kurzheck) made its public debut at the 1970 season opening Daytona 24 Hours. Such was the comeback in the stability of the car at loftier speed, the 917K became the standard configuration for all races except Le Mans, the Nürburgring 1000km and the Targa Florio. This car was raced at every upshot by the ii factory-supported teams (John Wyer Automotive and Porsche Salzburg) in the 1970 flavor except the Targa Florio and the Nürburgring 1000 km. The smaller, more than nimble and generally better suited 908/03s were used for those races, merely privateers used the 917K at the Nürburgring yard km and Vic Elford drove a lap of the 44-mile Targa Florio grade in the 917K at Piech'south request. The 917K won vii out of x races; all the races information technology competed in. Afterwards on in the 1970 season, the four.5 liter apartment-12 was bored out to 4.9 liters, then v liters.

1970 917L (Langheck, High german for "long tail"):

This longtail, low elevate version of the 1969 917L was purpose-built for the 1970 Le Mans 24 Hours. Le Mans in 1970 was nigh entirely made up of long straights and this version was designed to maximise the speed capability resulting from the increased power developed by the flat-12 engine over the previous Porsche types. The 1970 917L was largely based on the initial 1969 car. Even so, manufacturing plant commuter Vic Elford had found the car's ultimate speed an advantage enough over its nonetheless questionable handling in the braking and cornering sections of Le Mans. It was 25 mph faster down the straights than the 917K and the Ferrari 512Ss.^{[16] [ better source needed ]} Two were raced in the 1970 Le Mans race, ane was entered by Porsche Salzburg (SER#917L 042) (White/Red Shell livery) and some other was entered by Martini International, (SER#917L 043) painted in psychedelic colors. The Porsche Salzburg 917L was qualified in pole position past Vic Elford, but this machine retired with engine failure afterward 18 hours and the Martini 917L finished 2nd, 5 laps behind the winning Salzburg 917K of Hans Herrmann and Richard Attwood. Le Mans was the only race in which the 917Ls competed in that year. Of the 2, simply the Martini car (917L-043) is known to exist exterior the manufacturing plant collection: it is on display at the Simeone museum in Philadelphia. In that location was a major longtail crash during testing in 1970 at the VW test rails near Wolfsburg, involving Kurt Ahrens in chassis 917L-006/040. A total of six 917L models were congenital and used between the 1970 and 1971 season (040-041-042-043-044*-045). *Unused spare chassis reportedly swapped for 043's. (No documentation)

1971 917 16 Cylinder:

In an effort to increase power and keep up with other more powerful cars in the Tin can-Am title, a six.six-liter, 750PS (551kW, 739 bhp) flat-16 engined prototype was adult. Information technology was 80 kg heavier than the existing 12-cylinder engine and had a 270mm longer wheelbase. Information technology was never raced.

1971 917K:

The 917K was further developed for the 1971 season, and the car had vertical fins and 2 airboxes on the tail section for amend aerodynamics and cooling. The fins retained the airflow over the rear role of the bodywork, allowing the deck height to exist reduced for a given level of downforce. Every bit a result, the 'finned' 1971 917Ks were faster than the 1970 versions. This version proved as successful every bit the preceding 1970 version. A version of this model won Le Mans in 1971, but it had a peculiarly-built lighter magnesium tube-frame chassis, whereas all the other 917Ks had an aluminum tube-frame chassis.

1971 917LH* (Langheck, German for "long tail"):

The 1971 model was a further evolution of the 1970 917L and was also made specifically to compete in only 1 race: the 1971 Le Mans 24 Hours. The motorcar was also more stable than its 1970 predecessor considering of new bodywork and revised suspension set ups and partially enclosed rear wheels covers. The front department was also redesigned. The iii LHs were run at Le Mans in 1971: 2 were run by John Wyer's team (SER#917L-043 and 917L-045) (Both Gulf livery) and one was run by the Martini International team, (SER#917L-042) (Silverish Martini Racing livery). Although Jackie Oliver qualified one of the Wyer 917LHs on pole position, none of the three cars finished the race. This was the terminal race in which the 917LHs were run in. Only three 917Ls survive and each is on display in a museum: 917L-042 is on display at the Porsche museum in Stuttgart, 917L-043 is on brandish at the Simeone Foundation Automotive Museum in Philadelphia, Pennsylvania, and 917L-045 displayed at the Le Mans museum. 045 was repainted like 042 and they are now both painted in identical 1971 Martini colours. Chassis 043 ( 044 ), which is now in the Simeone Foundation Automotive Museum, was restored to its 1970 Martini 'hippie' colours prior to its sale in the 1998 Christie's Pebble Beach auction.^[17] * LH is non-factory term used hither but is mostly accepted past most to describe the 'rework' for the 1971 flavour of the previous 1970 L models.

1971 917 Interserie Spyder:

Of the three Porsche 917 Interserie built for apply in the German Interserie title, two were converted over from two Porsche 917PAs and 1 was rebuilt from a 917K that was crashed past motorbike ace Mike Hailwood during Le Mans in 1970. These cars were very successful in that serial of racing, winning the 1971 championship.

1971 917/10:

This evolution of the 917PA was run in the North American Can-Am title and was driven by Jo Siffert. It was moderately successful; Siffert was close out of the top 3 points positions for that season.

1971 917/20:

Porsche 917/20 "Pink Squealer"

This variant was a i-off experimental research and development (R&D) car. It was fabricated every bit an intermediate car to combine the low drag of the LH and the stability of the K, and was besides a test-bed for future Tin-Am parts and aerodynamic low-drag concepts. It was only raced once, at Le Mans in 1971 where it was entered past the Martini International team and driven by Germans Reinhold Joest and Willi Kauhsen. This variant was known every bit "Pink Pig" for its broad proportions and pink livery with meat cuts running over the bodywork. Although it qualified 7th and ran as high equally tertiary, information technology retired from the race after an accident caused past brake failure at Arnage while Joest was driving. The automobile withal exists and later being restored, it is on display at the Porsche Museum in Stuttgart.

1972 917/10:

This car was Porsche's get-go full-hearted attempt at Tin-Am in 1972; new WSC regulations only allowing prototypes with engines up to 3 liters rendered the 917'due south obsolete for that serial. This car ran the 5-liter Apartment-12 and was modified to accommodate additional pinch; two turbochargers were added to give the car tremendous horsepower. George Follmer won the Tin-Am title that yr. Twelve of these cars still be.

1973 917/30:

This variant, the last official iteration of the 917, is maybe the most powerful sports racing machine to have ever existed. The car had all new bodywork, and the twin turbocharged engine was bored out to 5.four liters giving it 1100–1580 horsepower,^{[18] [19]} depending on the land of tune. These cars dominated Can-Am racing so easily that the series lost popularity in the U.s.. A total of six chassis were built.^[20]

Other uses [edit]

On 9 Baronial 1975, Porsche and Penske would give the Tin-Am car its concluding send off in way, when they took their 917/xxx to Talladega to break the FIA speed record on a closed circuit. With Marker Donohue driving, the boilerplate speed reached was 221.160 mph (355.923 km/h).^[21] As well every bit beingness the last official outing for the 917, it was the terminal major achievement for Donohue earlier his fatal accident in practice for the Austrian Thou Prix a week later. The record would stand up until 1980.

Several 917 coupés as well as 917/10s (powered by turbos or NA engines) were run in Europe'southward Interserie until the mid-1970s.

Many 917 leftover parts, particularly chassis, suspension and restriction components, would be used to build the Porsche 936 in 1976.

Despite the car'south impracticality, at least three 917s were road-registered:

The Porsche 917K Chassis no. 30, registered for road use

• Count Gregorio Rossi de Montelera of the Martini company, bought chassis 030 from Porsche. He raced it once under the Martini Racing Squad Flag at the Zeltweg 1000 km Globe Title race on 27 June 1971. After the race, it was returned to the factory, where it was modified with bones road equipment (exterior mirrors, turn signals, exhaust system and comfort modifications) and painted silver. None of the European government would certify the car for road apply and Rossi obtained the Alabama plate 61-27737 to circumvent the problems.^[22]

• The second, for Joachim Grossmann, was painted white and given the German registration CW-K 917. The Danish machine magazine Bilen in a 1977 article details how Grossmann bought the frame and other components in 1975 for twenty,000 DM, rebuilt it and so modified it (examples: turn signals, hand brake, Safety glass windows and some modifications to the exhaust system) to satisfy German prophylactic inspectors leading to the registration.

• Claudio Roddaro was able to annals another original 917 that was modified for the road, in Monaco in 2016. Chassis number 037 was accustomed based upon the precedent of Count Rossi'south road registered example.^[23]

Several high terminate replicas that use the flat-half-dozen from the 911 have been also be made. One is built in Australia by Kraftwerkz,^{[24] [25]} another in the United states by Race-Car Replicas.^[26]

In improver, a grass roots "replica," the Laser 917,^[27] which is essentially a rebodied VW Beetle, was featured in the picture Herbie Goes to Monte Carlo.

The Gulf Oil liveried 917 Kurzheckdue south are besides prominently featured in the Steve McQueen film Le Mans competing against Ferrari's 512 Coda Lunga.

Aurora slot cars released some of these Porsche 917's in their AFX line-up, replicated to their original colors and markings. They were widely available in the early to mid-seventy's and were raced completely stock.

A replica of a 917/10 was used in the 1981 moving picture 'The Last Chase'.

Production numbers [edit]

In 1969–71 production consisted of 43 naturally aspirated cars (36 K, five LH and ii Spyders) and 16 Turbo (13 917/10 and three 917/30). Chassis 037, 038, 039, 046 – 050 weren't congenital, for a total of 59 917s built:

Chassis Numbers

Chassis Number	Blazon/Bodywork	Livery	History	Fate
917-001	Test car	Painted equally 1970 Le Mans winner		Now in Porsche Museum
917-002	Test chassis			Scrapped
917-003	Exam chassis, then T-car at Spa 1969			Scrapped after accident
917-004	Kurz	Gulf Racing	John Wyer then rebuilt after crashed by Redman at Brands Hatch 1970 using 017. Restored by a dealer in 2011. 917-004 went on sale on JamesEdition in 2022 for an speculative corporeality north of US$10 million.[28] [29]	Owned by a private owner
917-005	Le Mans 1969			Destroyed
917-006	Roller endurance test			Scrapped
917-007	spyder			Rebuilt as spyder in 1971
917-008	Kurz	1969 24h Le Mans, due north.12		( Elford / Attwood ); 02/1970 modified to K; April 1970 Le Mans preparation, north.22 ( Redman ); 06/1971 dismantled by the factory, 12/1971 sold to Freisinger; 1972 sold to Claude Haldi; 1988 : complete restoration; 1990
917-009				Scrapped later Sebring 1971
917-010				Sold to David Piper 1969
917-011				Written off while testing at Targa Florio 1970.
917-012				1969 scrapped afterwards tests or allegedly used as a spare frame for 917-021.
917-013				Used for Le Mans motion-picture show and crashed past David Piper. Rebuilt with 034 parts, but kept number 013 (co-ordinate to the owner, who bought the car from the Porsche factory at the terminate of the 1973 season).
917-014				Rebuilt in 1971 using chassis 029.
917-015	Spyder			A new chassis 035 became 015 in 1971 and information technology has been rebuilt as a Spyder for Interserie 1971 with chassis 917-01-021. In 2000 auto was restored in its original Daytona 1970 configuration and Gulf colors by Gunnar Racing. But 917-01-021 was re-created using the original roll bar and rear department of the chassis while about 80% of the Spyder chassis was new.
917-016				Sold to Chris McAllister of Indianapolis, Indiana in 1996 and currently competes in historic racing.
917-017				Rebuild of 004, carrying number 004. Used in 1970-71 and was restored past Gunnar Racing in 2022 past its owner, Kevin Jeanette.
917-018				Sold to Chuck Stoddard in 1975
917-019				Sold to Miles Collier in 1998 and currently on display at the Revs Institute for Automotive Research in Naples, FL.
917-020		Martini		In 2000 restored in its Martini 1971 colors.
917-021				Crashed at Le Mans past Mike Hailwood. Allegedly rebuilt using chassis 917-012 (reissued every bit 917-021 so this can be considered a 917-012/021), old 021 damaged frame was probably sold in 1973 with bodywork only no engine to Manfred Freisinger (Porsche spares dealer), then sold to Joachim Grossmann in 1975 and restored/converted equally a route legal vehicle (plate CW-One thousand 917) in 1977, sold to Don Marsh in 1983 and converted dorsum to race spec (maintaining some road legal features like indicators), sold to Bobby Rahal in 2002, sold to Juan Barzi in 2003.
917-01-021	Spyder			Congenital using chassis 015. Gunnar Racing restored 917-015 from 917-01-021 in 1999-2000, simply re-created 917-01-021 using the original curlicue bar and rear section of the chassis. All of the original break, engine, gearbox and bodywork from the spyder have been used though.
917-022				Le Mans film car, Automobile Usdau 1971. Originally purchased by Steve McQueen's Solar Productions for the movie "Le Mans." After filming the car ran a couple of races and was briefly owned by Brian Redman, who then sold it to Richard Attwood. Frank Gallogly purchased in 2000 via RM Auction, Monterey who and so sold to Jerry Seinfeld in 2002. Limited apply in competition.	Last known to be owned by Jerry Seinfeld unknown if Jerry Seinfeld still owns information technology or if it was sold
917-023	Kurz	Red & White "Salzburg"	1970 24H Le Mans 1st no.23 (Hermann/Attwood) Wearing incorrect paint and secluded in Nihon'south famous Matsuda Collection since the early-1980s, this car has been returned to its proper Salzburg ruddy and white livery (2000).	Collection Monteverde (2014)
917-024-2				Was originally sold to Jo Siffert in 1970 from Porsche AG. Was leased to Solar Productions and used for Le Mans film nether the #22. No race history. Sold in 2002 to Audemars Piguet and stored in Germany at RWTH Aachen University. Sold at the 2022 Gooding & Company auction in Monterey, California on August 18, 2022 for $14,080,000.[30]
917-025			Was formerly 917-024, merely was inverse to 025 after a restoration by Kevin Jeanette in 2004. Was sold to Peter Vögele of Switzerland in 2005	competes in celebrated racing
917-026	Spyder		Crashed past Hailwood at Le Mans. Rebuilt using chassis 031. Original crashed chassis repaired and rebuild as Spyder for Uschi Heckersbruch driven by Neuhaus in 1971.
917-027	917 PA Prototype 917PA. Examination chassis.
917-028	917 PA Given 917/x body for CanAm 1973.
917-029	Spare frame			used to rebuild 014.
917-030			Sold to Count Gregorio Rossi de Montelera as a road car (American plate 61-27737)	Currently (2014) registered to Manfredo Rossi di Montelera (Gregorio'due south son)
917-031	Spare frame			used to rebuild 026, used by John Wyer 1970-71. Maybe converted to spider for Ernst Kraus.
917-032	Spare frame			scrapped after tests
917-033	Sold in Germany			Never used
917-034	Spare frame			used to repair 013.
917-035	Spare frame			used for 917-015
917-036	Car sold without engine			Never raced
917-040	LH Coupe test car using parts of 917-006.			Scrapped after bad accident, completely destroyed.
917-041	LH Coupe		Le Mans tests 1970 with Linge, car northward°21. Hockenheim examination run with Kauhsen, damaged by Kauhsen at Ehra track test. Dismantled for inspection. 1972 Freisinger Motorsport. 1980 sold to Guy Chasseuil, Sonauto. 1992 sold to Olivier Boyadjian, Paris, France.
917-042	LH Coupe			now in Porsche Museum.
917-043	LH Coupe			June 1970 Hockenheim Test (Elford/Kauhsen) and 24H Le Mans (Larousse/Kauhsen no.three "Hippie". Crashed by Siffert at Hockenheim in November. Chassis scrapped, December 1970. Components used for 917/10-002 and 917-044.
917-044	LH Coupe			Apr 1970 reserve tubular frame and long tail trunk. 1971 components 043 used for 044. Chassis 044 renumbered equally 043 (for Carnet de Passage reason), 1971 Le Mans Examination (Oliver/Van Lennep/Siffert) and 24H Le Mans in June no. eighteen GULF-racing (Rodriguez/Oliver), after Le Mans chassis renumbered as 044; motorcar disassembled, chassis 044, an original long tail torso and an engine sold to Vasek Polak, now in Simeone Foundation Automotive Museum in Philadelphia (in Martini Psychedelic livery).
917-045	LH Coupe	Argent Martini		now in Le Mans museum, painted equally 041, previously in Gulf livery
917-051	Magnesium chassis			scrapped after tests
917-052	Magnesium chassis			scrapped after tests
917-053	Magnesium chassis - LH Body	Silverish Martini		owned by Porsche AG and on brandish at Porsche Museum. 1971 24H Le Mans 1st no.22 (Marko/Van Lennep)
917/ten
917/ten-001	Prototype, development car			. Sold to Willi Kauhsen in 1972, sold in 2008 to Ulrich Schumacher, 2012 sold to Claudio Roddaro
917/10-002	1st client Spyder			evangelize new to Jo SIFFERT, sold in 1972 to W. Kauhsen, sold in 1999 to John McCaw Collection, 2008 sold to Dr. Ulrich Schumacher, 2012 sold to Claudio Roddaro
917/10-003	Tin-Am Spyder			Originally function of the Vasek Polak drove since 1974. Sold in 1998 to John McCaw and was used in celebrated racing in the United states. Later on sold again in 2012 for $five.five one thousand thousand to an unknown buyer (peradventure Bruce Canepa).
917/10-004	Tin can-Am Spyder			Was raced at Zolder and at the Nürburgring in the 1980s. In 1985 driver Hans-Dieter Blatzheim was killed in an accident during individual testing for the Supersports race at the Nürburgring. In 1992 the car was sold to Jobst Heemeyer of Bremen, Germany.
917/x-005	Can-Am Spyder			Owned past Porsche AG and has been displayed in museums for its entire life. Permanently exhibited in Leipzig Porsche Museum.
917/x-006	Can-Am Spyder			Originally function of the Vasek Polak collection since 1974. Sold in 1991 to Jobst Heemeyer in Germany.
917/10-007	Can-Am Spyder			Purchased past Brumos Racing/Peter Gregg in 1974 and was raced off and on until 1991 when it was sold to Vasek Polak. It was sold dorsum to Brumos in 1997 where it has remained ever since. Since then information technology has competed in numerous celebrated sports car races.
917/ten-008	Can-Am Spyder			Was once endemic past Carl Thompson but was then sold in 2006 to Manfred Freisinger of Freising Motorsport where it received a complete restoration. Was raced a few times in 2008 in Europe.
917/10-010	Test magnesium chassis			Scrapped
917/x-011	Can-Am Spyder			Scrapped after Donohue's accident during test.
917/10-015	Tin can-Am Spyder	Bosch		Has been in the hands of individual collectors since 1977. Currently endemic past William "Flake" Connor since 2006. It appears the car was then restored. Most recently it was showcased at Pebble Embankment in 2010 in Bosch livery.
917/10-016				Ernst Kraus purchased this car new in 1973. In 1976 information technology was purchased by Vasek Polak and brought to the U.s.. Vasek would later sell the car to Ottokar Jacobs in 1998, where it has been campaigned heavily in historic racing e'er since.
917/ten-017				George Loos originally purchased and raced this car from 1973-76. It then remained in storage until 1991 when it was purchased past Group Convector of Sweden. It was and then sold to Bruce Canepa in 1998 where it has been involved in celebrated sports car racing at various tracks in the USA.
917/10-018				Vasek Polak was the first owner of this automobile and was raced in Can-AM. Hurley Haywood and George Follmer would later on race this auto in 1982 at the Monterey Historics. The car was afterwards sold by RM Auctions in 1999 to Jody Scheckter.
917/20
917/twenty-001	Aero exam motorcar	Pink Pig	Le Mans 1971	Now in Porsche Museum
917/30
917/xxx-001	Original Can-Am test chassis with adjustable frame and wheelbase – built to '73 "Spyder" spec.	Can-Am	Spyder Periodicals depict this motorcar equally a type "917/20TC" dubbed so because of the use of a 917/30 front section mated to a 917/10 rear department. Was tested with Mark Donohue from 72-73 and later raced by Herbert Müller in 1974-75 Interserie in Martini colours. In 1975 it was rebuilt & painted green for Vaillant Racing. In 1976 this car was retired.	Information technology is now with Porsche AG where information technology has been most exclusively stored at the Porsche Museum ever since.
917/30-002	Can-Am Spyder "LangHeck"	Sunoco/Penske	This was the get-go T automobile and was raced for office of the 73 flavour in Can-Am competition by Mark Donohue until information technology was badly damaged in an incident with Mark behind the bike at the Watkins Glen event. Penske rebuilt the car where it served equally a spare car for the residue of the season.	In 1974, it was retired back to Porsche AG. Since so it has resided at the Porsche Museum and has been raced at Goodwood by Derek Bong and Jochen Mass several times. The car has also had several appearances at historic events all over Europe.
917/30-003	Can-Am Spyder "LangHeck"	Sunoco/Penske	Mark Donohue saw much success in this car-winning the 1973 Tin can-Am Championship. In 1974, Brian Redman raced this auto at Mid-Ohio where he would end in 2d place. Donohue would later pilot the 003 at Talladega Super-speedway where he would set a closed-class globe record at 221.160 mph. Porsche AG would later on sell this car to Otis Chandler of the LA Times in 1976. A few years later in 1983 it was sold to Jack Setton.	It would later exist restored in 2002 where it remains in the Jack Setton Collection.
917/30-004	Spare Chassis congenital in to car from spares		Build started in 1973 as a 1974 Penske squad chassis, and the main motorcar for Mark Donohue. However the build was suspended considering of rule changes, but completed past Porsche before beingness sold in 1978 to Alan Hamilton of Australia. The car was white. Then it was offered up for sale in 1983 then again in 1991 where it was purchased past Porsche AG for $ii.25 1000000. Later it was painted in the Sunoco livery and and so sold in 1994 to David Morse where it was raced in several historic races in the U.s.a.. It was sold over again in 2001 to Matthew Drendel where it continued to compete in historic events around the country. After Drendel'due south death in 2010, the car would afterwards exist auctioned at the 2012 Gooding Auction in Republic of iceland for 4.iv million dollars to Jerry Seinfeld.	Owned by Jerry Seinfeld every bit of 2012
917/30-005	Spare Chassis built in to automobile from spares		Build started in 1973 equally a 1974 Penske squad chassis, but was also suspended because of dominion changes. Porsche AG sold the machine to Gerry Sutterfield in 1979 who built the chassis into a complete motorcar. Then in the late 1980s the motorcar was sold to Hans Thulin and was stored in his personal car museum, near Malmo in southern Sweden. In 1991 the auto was sold to the Meitec Corporation in Nihon before being sold again anonymously in 2005. Then in September 2011 John Collins of Talacrest purchases the car before selling again shortly thereafter to Peter Harburg.	The car was recently offered at RM Auctions in 2022 but failed to sell.
917/xxx-006	Spare Chassis congenital in to motorcar from spares		Build started in 1973 as a 1974 Penske team chassis, but was over again suspended considering of rule changes. Was sold as a kit gear up to Vasek Polak in 1982. Later in 1995, Polak would brand a copy of the torso panels needed to compete the auto. The motorcar was completed and sold in 1998 to Chris & Lorraine Gruys, where it was painted in the yellow and red Bosch livery. It was raced in historic events in the US until its sale in 2007 to Jim Torres. Car would be sold again in 2008 to Cavallo Motorsports of California and raced in historic events for a year.	Sold in 2009 to Freising Motorsports of Deutschland where information technology currently resides in different livery.
Kremer
917K81	1981 Kremer based on 917K	Yellow Kremer	Built from a mix of Porsche-sourced spares and a new Kremer-built spaceframe with extra stiffening. Off the stride at Le Mans, qualifying 18th and retiring afterward seven hours with an oil leak caused by an off-route excursion	Kremer factory museum

References [edit]

Notes [edit]

1. ^ ^{a b c d e f} "Porsche 917, specifications". Retrieved 23 January 2018.
2. ^ "Mulsanne'due south Corner: Maximum Speeds at le Mans, 1961-1989".
3. ^ Roadandtrack.com: Steve McQueen'southward Le Mans-Starring Porsche 917 Sells for $xiv 1000000 at Auction
4. ^ "Porsche 917 celebrates 40th birthday". AUSmotive.com. Retrieved 2010-11-28 .
5. ^ Appendix J 1969, Art. 251, Art. 252 Archived 2005-03-02 at the Wayback Machine via fia.com
6. ^ Porsche 917 History - 1969 Season (Part one) on world wide web.porsche917.com.ar
7. ^ Simanaitis, Dennis (November 2012). "1972 Porsche L&M 917/10 Spyder". Sports Car Market place. 24 (11): 52.
8. ^ Wouter Melissen (9 September 2009). "Porsche 917". ultimatecarpage.com . Retrieved Feb 28, 2011.
9. ^ Morgan, Peter (1999). Porsche 917 The Winning Formula. Sparkford, Somerset, BA22 7JJ, UK: Haynes Publishing Ltd. p. 67. ISBNane-8596-0633-four. {{cite book}}: CS1 maint: location (link)
10. ^ Wingrove, Gordon (2006). Porsche 917 The Undercover Story. PO Box 2561, Marlborough, Wiltshire, SN8 1YD, Uk: Peter Morgan Media Ltd. p. 79. ISBN0-9549-9902-nine. {{cite volume}}: CS1 maint: location (link)
11. ^ Melissen, Woulter. "Porsche 917 PA Spyder". world wide web.ultimatecarpage.com . Retrieved 26 December 2012.
12. ^ Lyons, Pete (1995). Can-Am. Osceola, Wisconsin: Motorbooks International. p. 223. ISBN0-7603-0017-viii.
13. ^ Ed Foster (2010-02-xix). "Feb's audio podcast (function two) with Brian Redman – F1 History". Motor Sport Magazine. Retrieved 2012-06-06 .
14. ^ "Porsche Celebrates 40 Years of Its Ground-Breaking 917 Race Car – Wide Open up Throttle – Motor Trend Magazine". Wot.motortrend.com. Retrieved 2010-xi-28 .
15. ^ "18 April 1971 : double record for the Porsche 917". world wide web.lemans.org. Retrieved 2019-03-01 .
16. ^ Morgan, Peter (1999). Porsche 917 The Winning Formula. Sparkford, Somerset, BA22 7JJ, UK: Haynes Publishing Ltd. p. 93. ISBN1-8596-0633-iv. {{cite book}}: CS1 maint: location (link)
17. ^ Carey, Rick. "1970 Porsche 917L". RickCarey.com. R.Southward. Carey. Archived from the original on 6 May 2016. Retrieved xiv November 2016.
18. ^ "Technically Interesting: Porsche Blazon 912 Flat-Twelve". 23 February 2020.
19. ^ Nevison, Robert (managing director) (2008). CAN-AM: The Speed Odyssey (documentary).
20. ^ David Due south. Wallens. "The Zeitgeist of Domination: Marking Donohue and the Porsche 917/30". Classic Motorsports . Retrieved 24 Apr 2019.
21. ^ Fastest races and laps always on 8w.forix.com
22. ^ "Street legal Porsche 917". Archived from the original on 2007-08-12. Retrieved 2007-08-12 .
23. ^ Petrany, Mate (2019-07-25). "The Sketchiest Function on the First Street-Legal Porsche 917". R&T. Retrieved 2019-08-01 .
24. ^ "Original "Project 917" Web Page". Project917.com. Retrieved 2012-06-06 .
25. ^ "Kraftwerkz presents The LMK917 Porsche 917 Replica". Kraftwerkz.net. Retrieved 2010-11-28 .
26. ^ "Race-Car Replicas 917". Race-motorcar-replicas.com. Archived from the original on 2011-06-23. Retrieved 2010-eleven-28 .
27. ^ "Home of Elite Enterprises, Inc Vehicles". Laser917.net. 2005-08-25. Archived from the original on January 24, 2009. Retrieved 2010-xi-28 .
28. ^ "Pristine Porsche 917 K Gulf is for auction at Jamesedition". 20 February 2017. Retrieved 2017-02-24 .
29. ^ "1969 Porsche 917 K Gulf due south for sale". Retrieved 2017-02-24 .
30. ^ Thorson, Thor (November 2017). "1970 Porsche 917 K". Sports Motorcar Market: 102–103.

Bibliography [edit]

• Födisch, Jörg-Thomas; Klein, Reinhard (2008). Porsche 917: The Heroes, the Victories, the Myth [Porsche 917 dice Helden, die Siege, der Mythos] (in English and High german) (2nd ed.). Köln: McKlein Publishing. ISBN9783927458383.
• Morgan, Peter (1999). Porsche 917: The winning formula. Sparkford, Nr Yeovil, Somerset, UK: Haynes Publishing. ISBN1859606334.

Further reading [edit]

• 1972 – The Making of a Winner: The Porsche 917 by Larry Pihera (ISBN 0-397-00807-4)
• 1976 – The Fabulous Porsche 917 (1st edition) by Peter Hinsdale (ISBN 0-87799-052-ii)
• 1986 – Porsche 917 (Super Profile) by John Allen (ISBN 0-85429-605-0)
• 1987 – Porsche 917: The Ultimate Weapon past Ian Bamsey (ISBN 0-85429-605-0)
• 1987 – Porsche 917 (Kimberleys Racing Sportscar Guide) Guide by Michael Cotton (ISBN 0-946132-91-seven)
• 1999 – Porsche 917, the Winning Formula by Peter Morgan (ISBN 1-85960-633-four)
• 2000 – Porsche 917, Unique Motor Books (ISBN 1-84155-297-6)
• 2006 – Porsche 917, The Undercover Story past Gordon Wingrove (ISBN 0-95499-902-9)
• 2008 – Porsche 917: Esquisses d'un succès by Reynald Hezard (ISBN 9782951873742)
• 2008 – Porsche 917: The Heroes, The Victories, The Myth past Thomas Födisch, Jost Neßhöver, Rainer Roßbach, Harold Schwarz (ISBN 978-3927458383)
• 2009 – Porsche 917: The Complete Photographic History past Glen Smale (ISBN 9781844254262)
• 2014 – Porsche 917: Archive and Works Catalogue past Walter Näher (ISBN 9783768838375)
• 2015 – Porsche 917: Owners' Workshop Manual ,1969 onwards (all models) by Ian Wagstaff (ISBN 9780857337658)
• 2015 – Porsche 917 – the autobiography of 917-023 past Ian Wagstaff (ISBN 9781907085215)
• 2018 – Gulf 917 by Jay Gillotti, Published by Dalton Watson Fine Books (ISBN 9781854432995)

External links [edit]

• 1970 Porsche Kurzheck Coupe (Official Porsche Website)
• 1971 Porsche Kurzheck Coupe (Official Porsche Website)
• 1973 Porsche 917/30 Spyder (Official Porsche Website)
• Video of Porsche 917
• FIA Celebrated Racing Regulations
• Historic Appendix J Regulations

crockettcomenis.blogspot.com

Source: https://en.wikipedia.org/wiki/Porsche_917

Share this post