Despite their early involvement in motorsports being limited to supplying relatively small engines to racing underdogs up until the late 1960s, by the mid-1950s Porsche had already tasted moderate success in the realm of sports car racing, most notably in the Carrera Panamericana and Targa Florio, classic races which were later used in the naming of street cars. The Porsche 917 of 1969 turned them into a power house, winning in 1970 the first of over a dozen 24 Hours of Le Mans, more than any other company. With the 911 Carrera RS and the Porsche 935 Turbo, Porsche dominated the 1970s, and even has beaten sports prototypes, a category in which Porsche entered the successful 936, 956 and 962 models.
Porsche is currently the world's largest race car manufacturer. In 2006, Porsche built 195 race cars for various international motor sports events, and in 2007 Porsche is expected to construct no less than 275 dedicated race cars (7 RS Spyder LMP2 prototypes, 37 GT2 spec 911 GT3-RSRs, and 231 911 GT3 Cup vehicles).
Porsche regards racing as an essential part of ongoing engineering development—it was traditionally very rare for factory-entered Porsche racing cars to appear at consecutive races in the same specification. Some aspect of the car almost invariably, was being developed, whether for the future race programs or as proof of concept for future road cars.
As Porsche only had small capacity road and racing cars in the 1950s and 1960s, they scored many wins in their classes, and occasionally also overall victories against bigger cars, most notably winning the Targa Florio in 1956, 1959, 1960, 1964, and every year from 1966 to 1970 in prototypes that lacked horsepower relative to the competition, but which made up for that, with reliability, low drag, low weight and good handling.
In their September 2003 publication, Excellence magazine identified Lake Underwood as Porsche's quiet giant in the United States  and he is among the four drivers, including Art Bunker, Bob Holbert, and Charlie Wallace who are identified by the Porsche Club of America as having made Porsche a giant-killer in the US during the 1950s and early 1960s. Notable early successes in the US also included an overall win in the 1963 Road America 500 for an under-2-litre RS-60 driven by Bill Wuesthoff and Augie Pabst.
Porsche started racing with lightweight, tuned derivatives of the 356 road car, but rapidly moved on to campaigning dedicated racing cars, with the 550, 718, RS, and RSK models being the backbone of the company's racing programme through to the mid-1960s. The 90x series of cars in the 60s saw Porsche start to expand from class winners that stood a chance of overall wins in tougher races where endurance and handling mattered, to likely overall victors. Engines did not surpass the two litres mark until the rule makers limited the capacity of the prototype class to 3 litres after 1967, as the four-litre Ferrari P series and the seven-litre Ford GT40 became too fast. Porsche first expanded its 8-cyl flat engine to 2.2 litres in the 907, then developed the 908 with full three litres in 1968. Based on this 8-cyl flat engine and a loophole in the rules, the 4.5-litre flat 12 917 was introduced in 1969, eventually expanded to five litres, and later even to 5.4 and turbocharged. Within few years, Porsche with the 917 had grown from underdog to the supplier of the fastest (380 km/h at Le Mans) and most powerful (1580 hp in CanAm) race car in the world.
Due to regulation restraints, the 911 was not used very much in the 1980s, but returned in the 1990s as the Porsche 993, like the GT2 turbo model. The water-cooled Porsche 996 series became a success in racing after the GT3 variant was introduced in 1999.
The Porsche 917 is considered one of the most iconic racing cars of all time and gave Porsche their first 24 Hours of Le Mans win, while open-top versions of it dominated Can-Am racing. After dominating Group 4, 5, and 6 racing in the 1970s with the 911-based 934 and 935 and the prototype 936, Porsche moved on to dominate Group C and IMSA GTP in the 1980s with the Porsche 956/962C, one of the most prolific and successful sports prototype racers ever produced.
Porsche scored a couple of unexpected Le Mans wins in 1996 and 1997. A return to prototype racing in the US was planned for 1995 with a Tom Walkinshaw Racing chassis formerly used as the Jaguar XJR-14 and the Mazda MXR-01 fitted with a Porsche engine. IMSA rule changes struck this car out of the running and the private Joest Racing team raced the cars in Europe for two years, winning back-to-back Le Mans with the same chassis, termed the Porsche WSC-95. This is a feat Porsche had also achieved in the 956 era, contrasting with the 1960s and 1970s where most cars ran only one or two races for the works before being sold on.
Between 1998 (when Porsche won overall with the Porsche 911 GT1-98) and 2014, Porsche did not attempt to score overall wins at Le Mans and similar sports car races, focusing on smaller classes and developing the water-cooled 996 GT3. Nevertheless, the GT3 and the LMP2 RS Spyder won major races overall during the period. Porsche returned to top-tier Le Mans racing in 2014 with the 919, but both cars experienced unknown engine issues with an hour and a half left to go and retired just as the #20 car was chasing down the #1 Audi in first place.
In 2015, a Porsche 919 Hybrid hybrid car driven by Nick Tandy, Earl Bamber and Nico Hülkenberg won the 83rd running of the 24 Hours of Le Mans. The Porsche LMP1 program went on to win the overall victory in the 2015 FIA World Endurance Championship. The 919 program has also gone on to win the 84th running of Le Mans (2016) in a 919 driven by Neel Jani, Romain Dumas, and Marc Lieb, taking the lead with just over 3 minutes left. Porsche completed a hat trick by winning the 2017 24 Hours of Le Mans with drivers Timo Bernhard, Earl Bamber, and Brendon Hartley.
In mid 2017, Porsche announced that they would close their LMP1 program at the end of the year.
In the 1960s, Porsche grew into a major competitor in sports car racing, sometimes entering half a dozen cars which were soon sold to customers. Apart from the factory team, calling itself Porsche AG or Porsche System Engineering since 1961, Austrian-based Porsche Salzburg was set up in 1969 as a second works team to share the work load, providing the much sought first overall win at Le Mans, in 1970. Martini Racing and John Wyer's Gulf Racing were other teams receiving factory support, allowing Zuffenhausen to focus on development, while the teams provided the sponsorship funds and manpower to be present and successful at many international races. In CanAm, Porsche cooperated with Penske, while in Deutsche Rennsportmeisterschaft, customers like Kremer Racing, Georg Loos and Joest Racing enjoyed various degrees of factory support. After appearing as Martini Porsche in the mid-1970s, the factory entered as Rothmans Porsche in the mid-1980s.
Many Porsche race cars are run successfully by customer teams, financed and run without any factory support; often they have beaten the factory itself.
Recently, 996-generation 911 GT3s have dominated their class at Le Mans and similar endurance and GT races. The late 1990s saw the rise of racing success for Porsche with The Racer's Group, a team owned by Kevin Buckler in Northern California. In 2002, Buckler won the 24 Hours of Daytona GT Class and the 24 Hours of Le Mans GT Class. In 2003, a 911 run by The Racers Group (TRG) became the first GT Class vehicle since 1977 to take the overall 24 Hours of Daytona victory. At the 24h Nürburgring, factory-backed Manthey Racing GT3 won since 2006. The team of Olaf Manthey, based at the Nürburgring, had entered the semi-works GT3-R in 1999.
The various versions of the Porsche 911 proved to be a serious competitor in rallies. The Porsche works team was occasionally present in rallying from the 1960s to late 1970s. In 1967 the Polish driver Sobiesław Zasada drove a 912 to capture the European Rally Championship for Group 1 series touring cars. Porsche took three double wins in a row in the Monte Carlo Rally; in 1968 with Vic Elford and Pauli Toivonen, and in 1969 and 1970 with Björn Waldegård and Gérard Larrousse. In 1970, Porsche also edged Alpine-Renault to win the International Championship for Manufacturers (IMC), the predecessor to the World Rally Championship (WRC). Porsche's first podium finish in the WRC was Leo Kinnunen's third place at the 1973 1000 Lakes Rally.
Although the Porsche factory team withdrew from the WRC with no wins to their name, the best private 911s were often close to other brands' works cars. Jack Tordoff was the first privateer to win an International Rally using a 911 2.7 Carrera RS Sport (Lightweight) on the Circuit of Ireland in 1973 (a round of the European Rally Championship). This success was followed by Cathal Curley who won the 1973 Donegal International Rally in a 911 2.7 RS Touring. Cathal Curley followed this with the greatest run of International Rally wins ever recorded in a Porsche Carrera RS when in 1974 he won the Circuit of Ireland, Donegal and Manx International Rallies in AUI 1500, the last Rhd 911 2.7 Carrera RS Sport produced by Porsche. In 1975 Cathal Curley upgraded to the new 3.0 Carrera RS in 1975 and won the Cork 20 which became an International Rally in 1977. Cathal Curley won four International Rallies in a 2.7 Carrera RS, multiple wins in mechanically standard cars straight off the showroom floor. These wins were all the more impressive as Ireland was the hot bed of International Rallying for the Porsche 911 RS in the 1970s. Jack Tordoff's victory was steady and deserved as he stalked the leading works backed Escort that failed on the penultimate stage beating this car and two other entered 911s but by 1974 Cathal Curley's wins came against no less than fourteen other 911 RSs beating the great Roger Clark in a works backed Escort in the 1974 Manx International Rally too. Over half of the UK allocation of 17 2.7 RS Sport (Lightweights) were rallied at any one time in Ireland in the 1970s.
Jean-Pierre Nicolas managed to win the 1978 Monte Carlo Rally with a private 911 SC, and Porsche's second, and so far last, WRC win came at the 1980 Tour de Corse in the hands of Jean-Luc Thérier. In the European Rally Championship, the 911 was driven to five titles, and as late as 1984, Henri Toivonen took his Prodrive-built and Rothmans-sponsored 911 SC RS to second place behind Carlo Capone and the Lancia Rally 037. In 1984 and 1986, the Porsche factory team won the Paris Dakar Rally, also using the 911 derived Porsche 959 Group B supercar.
|1970||Porsche 911 S||Björn Waldegård||MON
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|Porsche 914/6||Åke Andersson||MON
|Porsche 911 S||SWE
Despite Ferdinand Porsche having designed Grand Prix cars in the 1920s and 1930s for Mercedes and Auto Union, the Porsche AG never felt at home in single seater series.
In the late 1950s the Porsche 718 RSK, a two-seater sports car, was entered in Formula Two races, as rules permitted this, and lap times were promising. The 718 was first modified by moving the seat into the center of the car, and subsequently proper open wheelers were built. These 1500 cc cars enjoyed some success. The former F2 cars were moved up to Formula One in 1961, where Porsche's outdated design was not competitive. For 1962, a newly developed flat-eight powered and sleek Porsche 804 produced Porsche's only win as a constructor in a championship race, claimed by Dan Gurney at the 1962 French Grand Prix. One week later, he repeated the success in front of Porsche's home crowd on Stuttgart's Solitude in a non-championship race. At the end of the season, Porsche withdrew from F1 due to the high costs, just having acquired the Reutter factory. Volkswagen and German branches of suppliers had no interest in an F1 commitment as this series was too far away from road cars. Privateers continued to enter the out-dated Porsche 718 in F1 until 1964.
Having been very successful with turbocharged cars in the 1970s, Porsche returned to Formula One in 1983 after nearly two decades away, supplying water-cooled V6 turbo engines badged as TAG units for the McLaren Team. For aerodynamic reasons, the Porsche-typical flat engine was out of the question for being too wide. With turbo power being the way to go in F1 at the time a 90° V6 turbo engine was produced. The TAG engine was designed to very tight requirements issued by McLaren's chief designer John Barnard. He specified the physical layout of the engine to match the design of his proposed car. The engine was funded by TAG who retained the naming rights to it, although the engines bore "made by Porsche" identification. Initially, Porsche were reluctant to have their name on the engines, fearing bad publicity if they failed. However, within a few races of the 1984 season when it became evident that the engines were the ones to have, the "Made by Porsche" badges began to appear. TAG-Porsche-powered cars took two constructor championships in 1984 and 1985, and three driver crowns in 1984, 1985 and 1986. The engines powered McLaren to 25 victories between 1984 and 1987, with 19 for 1985 and 1986 World Champion Alain Prost, and 6 for 1984 Champion Niki Lauda.
Despite its overwhelming success, the TAG-Porsche engines were never the most powerful in Formula One as they did not have the ability to hold higher turbo boost like the rival BMW, Renault, Ferrari and Honda engines. The McLaren drivers who regularly raced with the engine (Lauda, Prost, Keke Rosberg and Stefan Johansson) continually asked Porsche to develop a special qualifying engine like their rivals. However, both Porsche and TAG owner Mansour Ojjeh baulked at the requests due to the extra costs involved, reasoning that the proven race engines already had equal power and better fuel economy than all bar the Hondas, thus qualifying engines were never built. Though the lack of horsepower did not stop McLaren from claiming 7 pole positions (6 for Prost, 1 for Rosberg) and 21 front row starts.
Porsche returned to F1 again in 1991 as an engine supplier, however, this time with disastrous results: The Footwork Arrows cars powered with the overweight Porsche 3512 double-V6 which weighed 400 pounds (180 kg), (according to various reports, including from McLaren designer Alan Jenkins, the engine was in fact 2 combined TAG V6 engines used by McLaren from 1983 to 1987 minus the turbochargers) failed to score a single point, and failed even to qualify for over half the races that year. After the Porsche engines was sacked by Footwork in favor of Cosworth DFRs, Porsche has not participated in Formula One since. According to reports from Arrows, the 3512's major problem, other than a lack of horsepower, was severe oil starvation problems which often led to engine failure.
During the 2010 Paris Motor Show, Porsche chairman Matthias Mueller made a statement hinting to a possible Porsche return to Formula 1. Specifically, Mueller stated that either Porsche or Audi would compete in Le Mans while the other would turn to Formula 1. Previously, Audi's motorsport boss Wolfgang Ulrich had already stated that Audi and Formula 1 "do not fit".
Porsche first attempted to compete in the 1980 Indianapolis 500 with an engine initially based on the 935 sports car flat 6 with Interscope Racing as the entrant and Danny Ongais as driver. The engine would be fitted to Interscopes's new Interscope IR01, which featured a tubular rear subframe, as the Porsche motor could not be used as a stressed member as the Cosworth engines were. USAC had more favorable rules for stock-block engines at the Indy 500 than CART allowed at their races. Porsche applied to and received approval from USAC for their engine to be allowed the stock block boost pressure of 55 inches. After setting an unofficial lap record in private testing at the now-defunct Ontario Motor Speedway, a clone of the Indiana track, rumors circulated regarding the performance of the engine and top-level teams pressured officials to alter their initial ruling and now categorize the Porsche a race motor, dropping boost pressure to 48" thus losing its boost and horsepower advantage. Porsche withdrew and Interscope entered a Parnelli VPJ6C-Cosworth DFX at Indianapolis that year. The Indianapolis engine became in the basis of the highly-successful 956/962 motor.
Porsche return to CART in its 1987 season fielding Al Unser in the #6 Quaker State Porsche, with the chassis and engine both being Porsche only competing at the Champion Spark Plug 300K at Laguna Seca Raceway. Unser would qualify 21st out of 24 cars and would retire in 24th place after only seven laps due to a water pump failure. For 1988 Teo Fabi would drive the #8 Quaker State March 88C-Porsche getting a best finish of 4th at the Bosch Spark Plugs Grand Prix at Pennsylvania International Raceway, Fabi would finish tenth in points. For 1989 Fabi would drive the #8 Quaker State March 89P-Porsche qualifying on the pole position at both the Budweiser / G.I. Joe's 200 at Portland International Raceway and the Red Roof Inns 200 at Mid-Ohio Sports Car Course getting the win at the latter. Fabi would also give Porsche their best finish on an IndyCar oval by finishing 2nd at the Marlboro 500 at Michigan International Speedway.
In 1990 Porsche attempted to race a new car with carbon-fiber chassis, but CART banned it. The team expanded to two cars, fielding Fabi in the #4 Foster's/Quaker State March 90P-Porsche and John Andretti in the #41 Foster's March 90P-Porsche. Fabi would qualify on the pole position at the Texaco/Havoline Grand Prix of Denver at the Streets of Denver and would finish 3rd at the Marlboro Grand Prix at the Meadowlands at the Meadowlands Sports Complex but would drop to 14th in points. While Andretti would get a best finish of 5th at the Budweiser Grand Prix of Cleveland at Burke Lakefront Airport and at the Molson Indy Vancouver at the Streets of Vancouver and would finish tenth in points.
Porsche has always been a popular marque for amateur racing GT and Production Sports Car racing in Europe, America and Asia, particularly the Porsche 911. Stock and lightly modified Porsches are raced in many competitions around the world; many of these are primarily amateur classes for enthusiasts.
Porsche has and continues to build models based on road cars but optimised for competition, most famously the Porsche 911 GT3 Cup. Porsche has established and supported several motor racing series, many of them single-model series for Porsches, or specific models of Porsche. Porsche Carrera Cup has featured in several countries and today variations of Carrera Cup have been held in Asia, Australia, Canada, France, Germany, Britain, Italy, Japan, the Middle East, the Netherlands, New Zealand, Scandinavia as well as originating IROC in the United States. A professional series evolved from these, the European-based Porsche Supercup.
Porsche dropped its factory motorsports program after winning the 1998 24 Hours of Le Mans with the Porsche 911 GT1 for financial reasons, facing factory competition from Audi, BMW, Mercedes-Benz, Toyota and others. An LMP1 prototype with a V10 engine, intended to be entered in 2000, was abandoned unraced due to an agreement with Audi, a related company led by Porsche co-owner Ferdinand Piech. The V10 was used in the Porsche Carrera GT instead, while Audi dominated Le Mans after BMW, Mercedes and Toyota moved to F1.
Porsche made a comeback in the LMP2 category in 2005 with the new RS Spyder prototype, although this was run by closely associated customer teams rather than by the works. This was not welcomed very much, as rule makers intend the LMP1 category for factory entries, while the LMP2 should be reserved for privateers. Based on LMP2 regulations, the RS Spyder made its debut for Roger Penske's team at Mazda Raceway Laguna Seca during the final race of the 2005 American Le Mans Series season, and immediately garnered a class win in the LMP2 class and finishing 5th overall. The nimble albeit less powerful (due to the regulations) RS Spyder clearly possessed the pace to challenge Audi and Lola LMP1 cars in the ALMS. Penske Racing won the LMP2 championship on its first full season in 2006 and against Acura in 2007 and 2008. 2007 was the most successful year for the RS Spyder, winning 8 overall races and 11 class wins while the Audi R10 from the larger LMP1 class won only 4 overall victories. The car debuted on European circuits in 2008 and dominated the Le Mans Series; Van Merksteijn Motorsport, Team Essex and Horag Racing taking the first three places in the LMP2 championship. Van Merksteijn Motorsport took a class victory at the 2008 24 Hours of Le Mans and Team Essex won the LMP2 class at the 2009 24 Hours of Le Mans.
The Daytona Prototype Action Express Racing Riley-Porsche won the 2010 24 Hours of Daytona. This was unusual since the Riley-Porsche was powered by a Porsche Cayenne SUV based 5.0-litre V8. Porsche refused to develop the V8 for Grand-Am competition and was, instead, built by the Texas-based Lozano Brothers. Since it was not officially sanctioned by Porsche, the company will not technically claim the win.
The 944 Cup is a grassroots motorsports road racing series dedicated to the front-engine water-cooled Porsche 944. The race series was created as a standalone series and continues to be operated as such within numerous sanctioning bodies. The series was founded by the current National Director, Dave Derecola, and his son Chris Derecola, who continue to own and operate the series. The series currently races primarily within the Porsche Club of America, under the direction of the National Director.Martini Racing
Martini Racing is the name under which various motor racing teams race when sponsored by the Italian company Martini & Rossi, a distillery that produces Martini vermouth in Turin. Martini's sponsorship program began in 1958 as Martini International Club, founded by Count Metello Rossi di Montelera of Martini & Rossi. The race cars are marked with the distinctive dark blue, light blue and red stripes on white, red or silver background body cars. The car model which has won the most titles for Martini Racing is the Lancia Delta HF Integrale.Porsche 3512
The Porsche 3512 was a motor racing engine designed by Porsche for use in Formula One in the early 1990s.
Porsche had left Formula One at the end of 1987 after four years supplying TAG-badged turbo engines to the McLaren team, but decided to return two years later with a view to creating a V12 engine for the newly introduced 3.5-litre normally-aspirated regulations (hence this engine's designation of 3512). After a partnership with the small Onyx team was suggested, in early 1990 the company signed a four-year deal with Footwork Arrows, to commence in 1991.The 3512 was designed by Porsche veteran Hans Mezger, and had an 80-degree V-angle and a power take-off from the centre of the engine. The latter had been a feature of the flat-12 Type 912 engine (also designed by Mezger) in the Porsche 917 sports car of the early 1970s, but was unusual for Formula One.Problems beset the 3512 almost immediately, as it was completed later than scheduled, and its layout meant that it was large and heavy. When ancillaries like the clutch and flywheel were installed, the engine weighed 418 lb - compared to the V12s of Honda and Ferrari at 352 lb and 308 lb respectively. All this meant that it could not be properly installed in Footwork's car for the 1991 season, the FA12, and so the team had to redesign this car while starting the season with a modified version of their 1989/1990 car, designated the A11C.Further difficulties were encountered when the engine started to be used: power output was said to be only around 670 hp (500 kW) at around 13,000 rpm, while the novel method of drawing power from the centre of the engine led to oil pressure problems.When the season got underway at the Phoenix street circuit in the United States, Alex Caffi failed to qualify his A11C, while teammate Michele Alboreto qualified 25th but retired from the race at half-distance with a gearbox failure. At the faster Interlagos circuit for the next round in Brazil, both drivers failed to make the grid. The redesigned FA12 was introduced at the San Marino Grand Prix at Imola, another fast circuit, but Alboreto destroyed his car during practice and was forced to use the A11C, and again both drivers failed to qualify. Then at Monaco, Caffi suffered a crash of his own and once again failed to make the grid, while Alboreto again qualified 25th before his 3512 failed at half-distance.
By this stage, Footwork had already given up hope in the Porsche engine, and had decided to go back to the Ford Cosworth DFR V8 that had been used in 1989 and 1990. However, the team had to make do with the 3512 for the North American rounds in Canada and Mexico, for which Stefan Johansson took the place of Caffi, who had sustained injuries in a road accident. Both drivers managed to qualify at Montreal, Alboreto 21st and Johansson 25th, but retired with throttle and engine problems. Then in Mexico, after four of the team's seven engines for the weekend had failed on the Friday, Johansson failed to qualify, while Alboreto qualified 26th and last, only for his 3512 to fail again before half-distance.
Footwork finally reverted to the DFR in time for the French Grand Prix, installed in a modification of the FA12, designated the FA12C. Porsche formally terminated its deal with the team shortly before the Japanese Grand Prix in October, and has not appeared in Formula One since.
A V10 replacement for the 3512 was in development at the time of Porsche's withdrawal from Formula One. This engine would not be completed until several years later, when it was modified for use in the stillborn Porsche LMP project in 2000. The engine eventually became mass-produced when a further variant was chosen as the powerplant of the Porsche Carrera GT supercar.Porsche 718
The Porsche 718 is a series of one- or two-seat sports-racing cars built by Porsche from 1957 to 1962. An open-wheel single-seat model was developed for Formula racing.Porsche Formula E Team
The Porsche Formula E Team is a German racing team that is scheduled to compete in Formula E, which is organized by the Fédération Internationale de l'Automobile (FIA). The team will make its debut in the category in the 2019 Ad Diriyah ePrix, in the 2019-20 season.Porsche Grand Prix results
These are the complete results achieved by Porsche cars and engines in Formula One, including Formula Two races that were held concurrently.Porsche Holding
Porsche Holding (formal name: Porsche Holding GmbH, also known as Porsche Holding Salzburg) is the largest car distributor in Europe. In 2011, the company was sold by the Porsche family and Porsche SE to Volkswagen AG who are majority stakeholders in the company.Porsche Junioren
The Porsche Junioren (German: Porsche Junioren) are a team of young racing drivers, employed by Porsche and driving for various private teams, as Porsche officially retired from factory racing after winning the 1998 24 Hours of Le Mans overall with the Porsche 911 GT1. The current Porsche Junioren are Sven Muller of Germany, Matteo Cairoli of Italy, Mathieu Jaminet of the France, and Dennis Olsen of Norway.
Porsche supports its customer teams not only with race cars, but also voluntarily with talented young race drivers, who drive in many race series worldwide and furthermore support the advancement of the race cars.
Porsche gives its works drivers room for improvement and advancement with contracts lasting for several years. To be a Porsche works driver means to have a full-time job, participating in up to 25 races a year, among them many endurance races, and often in different race car models. Former Porsche Junior drivers include Dirk Muller, Thierry Boutsen, Randy Pobst, Johnny Mowlem, Romain Dumas, Timo Bernhard, Joerg Bergmeister, Patrick Long, and the late Bob Wollek.Porsche RS Spyder
The RS Spyder (Type 9R6) is a racing car designed by Porsche in conjunction with Penske to compete in Le Mans Prototype Class 2 (LMP2) racing. The car takes its name from the legendary 550 Spyder of the 1950s (combined with Porsche's common "RennSport" (lit.: racing sports) designation). The car marked Porsche's first return to the top level of sports prototype racing since the firm abandoned its Porsche LMP in 1999.
The RS Spyder made its debut in the final event of the 2005 American Le Mans Series (ALMS) at Laguna Seca winning its class. Since then the RS Spyder has won the ALMS LMP2 Championship in 2006, 2007 and 2008 and took class honours at Le Mans in 2008 and 2009. The outright victory at the 2008 12 Hours of Sebring was the first major victory for Porsche in endurance racing for five years and it was also the first time in 24 years that the non-premier class won the 12 Hours of Sebring overall. Regulation changes for the 2011 season rendered the RS Spyder obsolete but the car has left a legacy in the Porsche 918, which uses a development of the Spyder's engine and the 919 which carried Porsche's racing program on into the LMP 1 category starting in 2014.Queanbeyan
Queanbeyan is a city in south-eastern region of the Australian state of New South Wales, located adjacent to the Australian Capital Territory in the Southern Tablelands region. Located on the Queanbeyan River, the city is the council seat of the Queanbeyan-Palerang Regional Council. At the 2016 census, the Queanbeyan part of the Canberra–Queanbeyan built-up area had a population of 36,348.Queanbeyan's economy is based on light construction, manufacturing, service, retail and agriculture. Canberra, Australia's capital, is located just 15 kilometres (9 miles) to the west, and Queanbeyan has to some extent become a commuter town. The word Queanbeyan is the anglicised form of Quinbean, an Aboriginal word meaning "clear waters".Udo Schütz
Udo Schütz (born January 1937) is a German entrepreneur, who was competing successfully with racing cars in the 1960s, and with yachts in the 1990s.
His career began in the early 1960s. With Anton Fischhaber and his #72 Porsche 904 he in 1965 won the GT 2.0 class at the 1000 km Nürburgring, finishing 11th overall, and soon was hired by the factory to represent Porsche in motorsport.
The 1967 World Sportscar Championship season began with two DNF in the USA, followed by an 8th at Monza, and he did not even start at Spa with his Porsche 906 being entered by a Portuguese team while other factory drivers already had the improved Porsche 910. Rather heavy and tall, dubbed the „Bull from Selters“ (his home town), Schütz was not well suited for the low race cars, especially when fitted with closed tops. For other tall drivers like Dan Gurney and Mike Parkes, special bubble roof extensions were added to Ford and Ferrari cars. Driving around Sicily for the 1967 Targa in regular traffic, with the street-legal 910 #184 and without a helmet, Schütz' head did not fit behind the wind screen. Paired with former Targa winner Umberto Maglioli, Schütz suffered yet another DNF, but two weeks later in Germany, Schütz won the 1000 km Nürburgring outright in 1967, paired with Joe Buzzetta on the #17 Porsche 910. Le Mans was yet another DNF, followed by his second world championship win, paired with Gerhard Mitter in a 910 at Mugello, then a Targa-like road race in Italy with eight laps of 66 km each. In Brands Hatch, he shared a 910 with Jochen Rindt, finishing 11th. Zeltweg was another DNF, in a 906 entered by Scuderia Lufthansa, and the penultimate round in Switzerland, the Hill Climb at Ollon-Villars, saw him finishing with a tiny Fiat-Abarth 1000cc at the lower end of the field.
For the 1968 World Sportscar Championship season, Schütz joined the Italian Alfa Romeo Tipo 33 factory team, scoring 5th place at the 24 Hours of Daytona, with the rest of the season being rather disappointing.
Schütz returned to Porsche for the 1969 World Sportscar Championship season and was paired there with Gerhard Mitter, mostly on a Porsche 908/02, fitted with spyder or long tail body. The season began at Daytona with a 24th place following camshaft trouble, and a 5th place at Sebring. In the third round at Brands Hatch they scored their first podium finish, beaten by two sister cars. The first Italian race, the 1000km Monza, ended with an engine failure, but the second one, in Sicily, with a triumph. They won the Targa Florio on the Porsche 908/2 #266 ahead of three sister cars. For the 1969 1000km Spa, a fast track like Monza and Le Mans, they opted to drive the powerful new Porsche 917 for the first time ever in a race, even though they had qualified it only at 8th, slower than their 908. The flat-12-cylinder engine failed in lap 1 before Schütz could take over from Mitter. At the Ring, Mitter/Schütz qualified 3rd in their 908/02, but due to suspension problems ended up 31st while the other 908s occupied the first five places. At the 1969 24 Hours of Le Mans, Mitter and Schütz were back in the 908. After 14 hours, in lap 199, Schütz at high speed crashed his #23 Langheck badly after a collision with the #64 sister car driven by Gérard Larrousse, getting ejected from the car when it rolled, surviving without severe injuries. Having already secured the championship, the Porsche System Engineering factory team did not participate in the penultimate round at Watkins Glen in mid July. Only three 908/02 cars were shipped overseas and entered by other teams, and Schütz was not among the drivers.
After his driving partner Gerhard Mitter died two weeks later in practice for the 1969 German Grand Prix, Schütz skipped the ultimate round in Zeltweg and retired, sticking to his decision even when Ferrari looked for experienced drivers for their Ferrari 512S multi-car effort in 1970. In total he won 50 races, three of them counting towards the world championship. He has won the German Sports car championship in 1966, scored 2nd with and for Porsche in the 1967 World Sportscar Championship season, finished 3rd with Alfa in 1968, and helped Porsche to finally secure the World Sportscar Championship in 1969.
He focused on his company Schütz Werke in his home town of Selters (Westerwald), which offers also containers. Thus, „Container“ was the name of his yacht with which he in 1993, together with Pinta and Rubin XII, won the Admiral's Cup for Germany. In 2008, Schütz had a new „Container“ built, with modern materials.
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|Carrera Cup Germany|
|Carrera Cup Great Britain|
|Carrera Cup Australia|
|Carrera Cup Italy|
|GT3 Cup Brasil|
Although World Championship races held in 1952 and 1953 were run to Formula Two regulations, constructors who only participated during this period are included herein to maintain Championship continuity.
Constructors whose only participation in the World Championship was in the Indianapolis 500 races between 1950 and 1960 are not listed.