Such was the improvement in the stability of the car at high speed, the 917K became the standard configuration for all races except Le Mans. The fins retained the airflow over the rear part of the bodywork, allowing the deck height to be reduced for a given level of downforce.

One 917L is known to have been destroyed (917L-005 – J. Woolfe) at Le Mans and one or two others simply location unknown although many suspect some were scrapped by the factory as being 'tired chassis' with new replacements being built when needed by customers. 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 high-speed tracks, and the 917L for the fast straights of Le Mans.

Still having some of their 25 cars remaining unsold, Ferrari offered them to customers at a bargain price – a move that had hardly been imaginable less than two years previously. None of the early specification 917s are known to have survived with this bodywork – all being converted at a later stage to the vastly improved 1970-spec Kurzheck or Langheck specifications. An underdog for 20 years, Porsche had turned itself into the new leader of The domination of Gulf-Wyer and Martini Porsches in 1971 was overwhelming. Over 50 chassis were built in total. It was 25 mph faster down the straights than the 917K and the Ferrari 512Ss.In an effort to increase power and keep up with other more powerful cars in the Can-Am championship, a 6.6-liter, 750PS (551kW, 739 bhp) The 917K was further developed for the 1971 season, and the car had vertical fins and 2 airboxes on the tail section for better aerodynamics and cooling. The JW team had had similar high speed handling problems with the early Ford GT40 models. The drivers present instantly preferred the PA and together, the JW and Porsche engineers came up with the idea of a more upswept tail (as on the 917PA).
The favorite team to win, Gulf-backed John Wyer Automotive, lined up three 917Ks, two with the 4.9-litre engine and one with the 4.5-litre unit. Juni 2015 eingestellt. Mit seiner blau-gelben Erscheinung und dem unverkennbaren „Die Hard“ Schriftzug hat er nicht nur die Fans der CanAm Rennserie für sich gewonnen, sondern sich auch als einer der begehrtesten Sportwagen am Markt platziert. Scriva un’e-mail copiando il seguente testo e la invii a Hier finden Sie Ihr neues Auto zum günstigen Preis und können das Fahrzeugangebot leicht und schnell miteinander vergleichen. Ebenso können Sie Ihren PORSCHE 918 hier zum Verkauf anbieten. Kopieren Sie folgenden Zeilen in eine E-Mail und senden Sie diese an It was raced by Swiss The 917K was an evolution of the original 1969 car. After the first 917s were run in 1969, it was clear the car's aerodynamics made it nearly undriveable at higher speeds.

The handling problems were investigated at a joint test at the 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 917/20 which had won the test race at Le Mans was painted in pink for the 24 hours race, with names of cuts of meat written in German across it in a similar fashion to a butcher's carcass diagram, earning it the nickname "Der Trüffeljäger von Zuffenhausen" (The And at Le Mans, once again it was not the new machinery that won. The 908/03 was very effective at these two races. Vic Elford drove a 917 during practice for the 1970 Targa Florio and it proved to be so physically demanding and difficult to drive around the circuit that he had to be lifted out of the car, although he set the 5th fastest time.

Copiez les lignes suivantes dans un e-mail et envoyez-le à Nous vous enverrons un e-mail dès que vous pourrez utiliser autoscout24.ch. The 917/30 dominated the In 1981, it appeared that new Le Mans regulations would allow a 917 to race again.
The final chapter though was to be at Brands Hatch where the car ran in the 6 hours at the end of the season. A Porsche 917 Can-Am Spyder Stars in the Nuttiest Car Movie Ever Made. [1] Der 91… For 1970, an improved version was raced by the factory and for 1971, after very significant development in the wind tunnel, the definitive 917L was raced by both factory and JW. With gaffer tape and aluminium sheet a completely new short tail was evolved at the racetrack. Er wurde am 1. The white #22 Martini-entered 917K (chassis number 053) of As the new rules for the 3-litre prototypes were not favourable to their existing low-weight, low-power After their successes with the 917 mainly in Europe, Porsche instead decided to focus on the North American markets and the The turbocharged 850 hp (630 kW) 917/10K entered by The 917's domination, the oil crisis, and fiery tragedies like The 917/30 was the most powerful sports car racer ever built and raced.

The only potential challenger to the 917 appeared early in the season: A heavily modified car, the 917/20, was built as test-bed for future Can-Am parts and aerodynamic "low-drag" concepts.

The car raced at Le Mans qualifying in the top 10 but retired after seven hours after a collision with a back marker led to a loss of oil and withdrawal. Request: c6cbc2ad-c078-405b-9e11-e0c82e231952 For Porsche, the original production series of 25 917s could not satisfy demand. The three LHs were run at Le Mans in 1971: two 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) (Silver Martini Racing livery).


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