Posts Tagged ‘Brian Redman’

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Siffert, Pedro chillin’, Redman and Kinnunen- JW squad 1970 (Schlegelmilch)

The JW Gulf boys relax before the off, the winning duo were Pedro Rodriguez and Leo Kinnunen…

There was only one Porsche 917 amongst the first nine cars home at the duration of the Monza endurance classic on 25 April but the German flat-12 was first, Pedro Rodriguez and Leo Kinnunen were happy winners.

Three Ferrari 512S followed them home, the Ignazio Giunti/Nino Vaccarella/Chris Amon Spyder 1.5 minutes adrift of the John Wyer Porsche.

It wasn’t a happy season for Ferrari in sportscars. Supremely competitive in F1 with the first of its flat-12 engined cars, the 312B, the 5 litre V12 512S really didn’t receive the development it needed to knock off the Porsches.

The German cars mainly raced at 4.5 litres in capacity that year but it was still more than enough. A win at Sebring in the second round of the Manufacturers Championship was Ferrari’s best result, and the flat-8 3 litre, nimble, light Porsche 908/3 mopped up on the tight, twisty circuits unsuited to the 917. The dudes from Stuttgart had the game well covered.

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Seppi in conversation, and for the horologists he is sporting a nice Heuer Autavia chronograph  (Schlegelmilch)

The speed of Ferrari’s evolved 512S, the 512M was clear at the Osterreichring 1000 Km in October, so 1971 looked to be a great battle of two amazing 5 litre cars but effectively the Scuderia waved a white surrender flag before the seasons commencement.

They chose to race a new 3 litre flat-12 engined prototype, the 312P in 1971 with an eye to the rule change to cars of that capacity in 1972, rather than the factory race the 512M.

The Ferrari privateers did their best against the Panzers but it was ineffective, the speed of the beautifully prepared and superbly Mark Donohue driven Penske 512M duly noted. The 1971 endurance season could have been the greatest ever had Scuderia Ferrari raced those cars!

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Pedro drives, Leo and the boys ride

Back to Monza 1970. The other ‘works’ Porsches were well back- the JW 917K of Jo Siffert and Brian Redman finished 12th, the Porsche Salzburg 917K’s of Vic Elford/Kurt Ahrens DNF with puncture damage after 92 laps and the 1970 Le Mans winning combo of Hans Hermann and Richard Attwood were out with engine failure on lap 63.

Still there was strength in numbers, Pedro and Leo were there at the end, in front…

Credits…

Rainer Schlegelmich

Tailpiece: Tifosi @ Monza, not as many as if a 512S won…

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(Schlegelmilch)

 

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‘yer don’t tend to think of Rodriguez as a Can-Am driver but he contested many races over the years without ever doing a full season’s program. A pity, as his fearless, blinding speed aboard big hairy V8’s would have been worth travelling a mile or three to see…

Here Pedro is with the 7.4 litre BRM P154 Chev during the Monterey Grand Prix weekend at Laguna Seca on 18 October 1970.

BRM built the P154 Chev to contest the 1970 Can-Am with George Eaton as its driver, the car was one of two brand new cars by Bourne’s just joined designer, Tony Southgate.

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The immensely talented BRM Chief Engineer, team manager and designer Tony Rudd fettling his nemesis, the complicated, heavy and recalcitrant! BRM P83 ‘H16’, Monza, Italian GP practice in 1966 (GP Library)

BRM had two terrible years by their lofty standards in 1968 and into 1969. The BRM H16 engine was finally made reliable-ish in 1967 but it’s corpulence, it was well over 300 pounds in excess of it’s designed weight made the cars power to weight ratio poor whatever the chassis designers did to take weight out of the rest of the bolide.

The replacement P101 2 valve 3 litre V12, first raced by Bruce McLaren in his McLaren M5B at the Canadian GP  in late 1967 was concepted as a sports car engine. Whilst light it wasn’t a match for the Ford Cosworth DFV’s power, torque, fuel efficiency or reliability, the same problems being confronted by Ferrari and Matra with their own V12’s.  Into 1968 the DFV was being raced in numbers; by Lotus, McLaren, and Ken Tyrrell’s Matra International team.

As the Bourne engineers focussed on engines they lost their way with chassis direction, a strength prior to this. As a consequence Tony Rudd, who had masterminded BRM’s rise and consistency for over a decade left in mid-1969 to join Colin Chapman at Lotus.

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British GP practice, Silverstone 1969 with Surtees telling the boss just how shite things really are! Sir Alfred Owen, the immensely successful industrialist listens carefully and acts, with ‘generational change’ at Bourne. Allan Challis is the BRM mech in orange (Rainer Schlegelmilch)

’69 BRM driver, John Surtees was having a shocker of a season on both sides of the Atlantic, Jim Hall’s conceptually brilliant but flawed Chaparral 2H CanAm car was an even bigger ‘sheissen-box’ than his BRM F1 P139 BRM. Time was ticking in terms of his own driving career, he was 35 and had managed to land in the wrong team at the wrong time, twice in the same year when time was very much a precious commodity!

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Surtees in the BRM P138 in Monaco 1969 practice. The cars all raced raced sans wings due to a CSI  overnight safety decree severely limiting them. Surtees Q6 and DNF after Jack Brabham ran up his clacker when his gearbox failed, no injury to either driver (Rainer Schlegelmilch)

With BRM owner Sir Alfred Owen’s consent Surtees approached Tony Southgate, with whom he had worked at Lola on the T70 Can Am and T100 F2 cars and more recently designed competitive cars for Dan Gurneys ‘All American Racers’ in Santa Anna, California.

Southgate’s Eagle 210 Offy won the 500 in Bobby Unsers hands in 1968, he also designed a successful Formula A car and a stillborn ’68 F1 car design, elements of which were picked up in the Indy and ‘A Car’.

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George Eaton at Monaco in 1970 in Tony Southgate’s brand new, BRG BRM P153 V12. Compare the ‘old and new’ P138 Monaco ’69 with P153 Monaco ’70  (The GP Library)

Southgate’s brief when he joined BRM was twofold; ‘do what you can now to get the P139 competitive and design a new car for 1970’…

The Brit quickly decided their was little he could do with the P139 so pressed on with the design of the P153, it and the evolved for ’71 P160 were front running, GP winning (4 wins) cars.

Whilst in the middle of the P153 design the chaotic BRM ‘decision making process’ determined that a Can Am challenger for 1970 was a good idea. It was a good earn after all. In a way it was a good decision as Southgate had Can Am experience at Lola and AAR but at the time focus on the ‘main F1 game’ would have been the more prudent course, but racers to the core the BRM outfit were!

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Tony Southgate’s quarter-scale layout drawing of the BRM P154 (Tony Southgate)

Given the designation P154, the car was very much a wedge-shaped device, developed at quarter scale in the Imperial College wind tunnel, then in MIRA’s full-size tunnel when it was completed.

Southgate recalled testing the car at MIRA (Motor Industry Research Association test facility); ‘MIRA has a large test track, with high banked corners to enable high average speeds to be maintained…the one and only Jaguar XJ13 was there for a filming run…an hour or two later whilst in the wind tunnel we heard a load bang. The XJ13 crashed violently at 125mph when a rear wheel collapsed, it rolled four times, I’m glad to say Norman Dewis, Jag’s legendary test driver was only bruised’.

‘By comparison with the 1965 prototype Le Mans car, certainly pretty but what then seemed like old technology, basically it looked like an E Type with an engine in the middle, very round in section with low drag the clear priority. By comparison the P154 was very aggressive looking, wedge-shaped with square sections and downforce was written all over it.’

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‘The P154 model in the Imperial College wind tunnel. There was no moving floor in those days so the wheels were fixed with a small 1mm gap between them and the floor. The model was covered in chalk and paraffin so that when it dried the chalk left a surface air flow pattern for studying.’ (Tony Southgate)

The P154 had a neat lightweight monocoque chassis, the front suspension was similar to the P153 with a single upper link, lower wishbones, coil spring/Koni shocks and an adjustable roll bar. But the rear suspension was quite different as Southgate sought to run the exhaust low down, locating the exhaust primaries below the rear suspension lower wishbones, the aim was to lower the CG. ‘The end result looked good’. The suspension itself was conventional, single upper link, lower wishbones, twin radius rods for forward and lateral location and coil spring/Koni shocks and adjustable roll bar.

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‘The prototype BRM P154/01 being assembled at Bourne. I am showing (TS left) the Castrol USA representative (sponsor) around whilst Tim Parnell (team manager at right) looks on. The monocoque was quite neat and full-length, finishing at the gearbox. The engine is a Chevy developed by BRM, the gearbox a Hewland LG500.’ (Tony Southgate)

Designed for super wide 19inch wide Firestones which never appeared, the car always looked ‘over bodied’ with the 17’s the car raced with. This contributed to the handling dramas attributed to the beast.

The engine was built in-house at BRM and seemed competitive; Chev ZL1 aluminium blocked 7.4 litre, Lucas injected, magneto ignited, dry sump V8 developing circa 650 BHP. The gearbox was one of Mike Hewland’s LG500’s.

The car had little testing, ‘it was thrown together and sent to America for the mechanics to sort out on the hoof” Southgate quipped in a MotorSport interview. The poor unfortunates sent to the US with the car were Roger Bailey and Mike Underwood!

The car sorely needed testing as BRM’s first Can Am machine and the cars driver, Canadian George Eaton didn’t have the experience of big sports cars of both other 1970 BRM F1 drivers, Pedro Rodriguez and Jackie Oliver. ‘It was a low budget operation and the results reflected that. For me, it was a distraction at the time from the real thing-Formula One’ said Southgate.

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‘The completed P154 outside the Bourne workshop in 1970. Note the paintwork was not complete when this photo was taken. In this shot you can see the undersized tyres front and rear, which proved a problem on the circuit (Tony Southgate)

Racing the P154: George Eaton 1970…

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George Eaton with the BRM P154 Chev, 11 June 1970 (Dick Darrell)

Eaton was far from devoid of ‘Big Car’ experience, however.

He raced a McLaren M10A Chev Formula A, 5 litre chassis successfully in North America in 1969 and had raced customer McLarens in the Can Am since 1967.

He was a very strong performer in his beautifully prepared McLaren M12 Chev in the 1969 Can Am consistently qualifying in the top 6 in a field with great depth of talent. His best results were in Texas 2nd, Edmonton 3rd, Watkins Glen 4th and Mid Ohio 6th. He was a bright young spark in these, big, demanding cars.

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‘An early race for the P154, George Eaton, Eatons distant 3rd at St Jovite Canada being a rare highlight’ (Tony Southgate)

So George knew what a good, sorted McLaren was all about and how to drive it figuring a bespoke BRM works car would be a very good thing. Which it was not! The lack of development miles told in the early part of the season.

He qualified 7th at Mosport and 3rd at St Jovite for a DNF with oil and transmission problems and a strong 3rd place. At Watkins Glen he had brake failure, Edmonton a wheel bearing failure and at Mid Ohio fuel pressure problems having qualified 13th, 6th and 25th. At Road Atlanta an engine blew having qualified 5th.

Pedro Rodriguez joined the series from Donnybrooke in September where he was 9th, ‘it didn’t go well in Eaton’s hands so we put Pedro in a car’ was Southgate’s quip, it rather implied the problem was George, which it was not.  The Mexican finished 5th at Laguna and 3rd at Riverside but was out qualified at each round by George. Frustrating for Eaton was Pedro’s results given the hard yards he had put in. He had rocker failure at Donnybrooke and crashes at both Laguna and Riverside, in the latter event a practice shunt which prevented him taking the start.

No way did Eaton have Pedro’s speed in a GP BRM but he was certainly mighty quick in a Can Am car. Southgate ‘Pedro wasn’t a technical driver , he’d just get in and drive his heart out’, clearly Eaton was quick, Pedro was Top 5 in the world at the time, Top 7 anyway! One rather suspects the P154 needed testing miles with a development driver to both stress componentry, the role Eaton played in races early in the season and to re-engineer or tweak the package to make it behave. Southgate says the suspension geometry, designed for 19inch wide tyres didn’t work well with 17’s.

Best results for the P154 in a season dominated again by the papaya McLarens, the M8D in 1970, were George’s qualifying performances at Road Atlanta and Donnybrooke, his 3rd place at St Jovite, Pedro’s 3rd at Riverside and 5th at Laguna.

In essence Eaton did a very good job with an under-developed, evil handling car, one of the best in the world also struggled with it…

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Eaton P154/01 Chev, Laguna Seca (The Enthusiast Network)

Development of the P154: Pedro raced the car later in the season and afterwards ‘came to see me in my office in Bourne to talk about the experience and told me in its present form the car was horrible to drive’ said Southgate.

‘I had great admiration for Pedro, so I knew it must be really bad. I was very embarrassed and immediately set about re-engineering it and fixing all the problems. The revised car, the P167 went on to be very good in 1971 but it was still a low budget operation’.

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This is an interesting drawing of mine because it shows the wind tunnel development shapes that were produced to arrive at the distinctive ‘shovel’ nose on both the P154 and P167. The heavy line indicates the final shape.’ (Tony Southgate)

Modifications to make the car competitive comprised a large rear wing, widening the front and rear tracks to get the outsides of the wheels out to the most extreme width which the proposed for 1970 19 inch wheels were supposed to achieve. The front to rear balance was achieved with a shovel-type concave nose section. ‘It was the same design theory I arrived at in the wind-tunnel for the nose of the P160 ’71 F1 car.’

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The 1971 BRM P167 was a P154 extensively modified.’…A new shovel nose section was added, new rear bodywork created and a rear wing fitted. The tracks, front and rear were widened.’ (Tony Southgate)

In fact when Howden Ganley, the talented Kiwi mechanic, engineer, racer and test driver drove the 1971 evolved car, the ‘P167’ at Goodwood the nose ‘grounded’ under brakes as so much downforce was being created. The fix was making the nose mounts more rigid.

Said Tony, ‘This was my first experience of very large aerodynamic loads deflecting the structure. The phenomenon was the visual interpretation to my understanding the sheer power of aerodynamics which could be produced on a modern car’.

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‘The BRM developed Chevy V8 performed well and was quite reliable, the trouble was we had no spare available. The car ran without bodywork between the wheels as shown here.’ 1971 P167 (Tony Southgate)

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‘The rear view of the P167 shows the exhaust system, which was unusual for a US V8 engined car. I liked it because of the lower CofG’ Note the rear suspension; single upper links, lower wishbones, coil spring/Koni alloy body dampers and roll bar. Inboard discs, LG500 Hewland ‘box with oil cooler above and magneto above it again. Note ‘stays’ to locate ‘mudguards’ above lower wishbones and monster wing compared with wingless P154 (Tony Southgate)

In a very limited Group 7 program by BRM in 1971 Pedro first raced the P167 in the European Interserie at Zolder in June, for Q7 and a DNF with a cylinder liner problem. He missed the next couple of rounds and then came the fateful Norisring round at which he lost his life, more of that below.

In September Brian Redman drove the P167 to a win at Imola and then in early October at Hockenheim against good fields, not Can Am quality mind you. The car was entered by Sid Taylor Racing, that year also running Brian in European F5000 events in a McLaren M18 Chev.

Buoyed by those results the Bourne hierarchy shipped the car to North America to contest the last two Can Am rounds in California. The car was raced again by Sid Taylor with his team providing the support. Jerry Entin and engine man George Bolthoff were with the team at both US races.

At Laguna Seca, Brian was Q6 and a strong 4th, and Howden Ganley raced the car at Riverside, Redman stayed in Europe to attend Jo Siffert’s funeral. The poor Swiss perished at the wheel of a BRM P160 at the end of season, 24 October, Brands Hatch ‘Victory Race’ after a tyre failure, the tyre moved on the rim and suddenly deflated, causing him to veer off the track and roll in the dip before Hawthorn Bend. He was almost uninjured but perished in a horrible fire. The plucky Swiss started the race from ‘equal pole’ with Peter Gethin, it demonstrated his competitiveness right to the very end of his career.

The talented Kiwi, Ganley a BRM F1 driver that season qualified 9th and finished 3rd behind the dominant McLaren M8F’s in the P167.

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Howden Ganley at The Times Grand Prix, Riverside, P167/01 in 1971 definitive form, 4th (The Enthusiast Network)

‘Alcan Team BRM’ ran the car as a works entry in the 1972 Interserie with Ganley scoring wins at the Nurburgring and Zeltweg amongst a swag of DNF’s for the P167. Mike Pilbeam engineered the car with Reg Richardson, principally an engine man, the cars mechanic. Once the Porsche 917/10 appeared in Europe the going got much tougher for the V8 brigade, Leo Kinnunen took the title, Porsche mounted in ’72.

In an unfortunate and bizarre sequence of events the P167 led to Pedro’s death, Southgate again; ‘During 1971 when the P167 was showing promise, Pedro decided he wanted to race it in Europe. So the car was entered for the big Interserie race on the Norisring street circuit in Nuremberg’

‘Part of the preparation was to re-run the engine on the Bourne dyno, hoping to find a few more horsepower. Tragically, as it transpired, the engine was damaged and we had no spare so we cancelled our entry’.

Pedro ‘phoned me that evening to see how the cars preparation was going, only to be told as far as we were concerned the race was off. I told him I was sorry for letting him down. ‘Never mind he said, I have been offered a drive in a Ferrari (512M) for good money-£1500′. I wished him luck in the race. Little did I know this would be the last time that I ever spoke to Pedro. He was killed driving that Ferrari’.

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Pedro and P167/01 in still evolving aero form, first race, Zolder, June 1971 (unattributed)

Tony Southgate has very fond memories of the great Mexican; ‘Pedro was extremely popular with everyone and I admired him both as a person and driver. He was a charismatic character with a particular aura about him, always appearing immaculate to the outside world, sleeking back his hair and wiping his brow after driving before he would talk to anyone. Actually he was a very private and quiet man…He never was a balls out qualifier; he preferred to save his efforts for the race. When his grid position was not as near the front as we would have liked, he would tell us that he would simply overtake a few cars on the first lap, which he often did. He was easy to work with, not a technical driver, but naturally talented and brave. Very brave…’

Bibliography…

‘Tony Southgate: From Drawing Board to Chequered Flag’ Tony Southgate, MotorSport interview by Simon Taylor, Jerry Entin on ‘The Nostalgia Forum’, classiccars.com

Credits…

The Enthusiast Network, Southgate biography as above, Getty Images

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Pedro, P154/02 1970, Can Am circuit unknown (unattributed)

Build Numbers…

British racer and former twice national hillclimb champion David Hepworth bought all of the chassis’, patterns, drawings and moulds when BRM dropped the Can Am program, his best Interserie result was 5th at Silverstone in 1972.

It appears there were 5 chassis built: the two P154’s raced by Eaton and Rodriguez in 1970- P154/01 and P154/02. P154/02 was reduced, it’s parts donated to the P167 program, in recent years the car has been rebuilt/reassembled.

There was one P154/167 and two P167’s. The P154/167 ‘bastard car’ combined the P154 short wheelbase with P167 suspension geometry- this car does not appear to have been raced upon perusal of published records.

Rodriguez, Redman and Ganley raced the definitive P167/01 in 1971 in both the Interserie and Can Am.

Ganley raced P167/01 in the 1972 Interserie, Vern Schuppan practiced the same chassis but did not race it at the Nurburgring after engine failure in practice. Hepworth raced P154/01 in 1972 and in the 1973 Interserie, P167/01.

P167/02 was assembled later from spares acquired in the ‘job lot’ acquisition of cars and parts from BRM in 1972- it appears, entered for Hepworth, at the Nurburgring Interserie in 1974.

For many years the Hepworth family owned four of the five cars. I’m not sure of the present status of said racers but wouldn’t P167/01 be a nice thing to have?- ex-Rodriguez, Redman, Ganley, Schuppan and Hepworth…

Tailpiece: Racers Racer…

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Pedro, Laguna Seca and P154/02 1970 (The Enthusiast Network)

 

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Brian Redman looking pretty relaxed  prior to the start of the Monza 1000 Km on 25 April 1972…

It was a happy weekend (and year) for Ferrari, the Ickx/ Regazzoni 312PB won from the Jost/Schuler Porsche 908/3 with the sister SEFAC Fazz of the two great mates Petersen/Schenken third. Brian’s car was out on lap 32, the car was co-driven by Arturo Merzario.

Redman had a good year though, he won at Spa, a supreme test of high speed finesse, with ‘Little Art’ and at the Zeltweg 1000 Km paired with Ickx. Merzario took another win as well, Targa a big challenge, this time of speed and accuracy on the unforgiving, difficult to learn ‘Little Madonie’, in the singleton Ferrari entry he shared with rally ace Sandro Munari.

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Ickx, Peterson and Redman lead away, Ferrari 312PB’s, gloomy Monza 1000Km 1972 (unattributed)

The only race of significance they didn’t win, didn’t enter for that matter was the one which mattered most, Le Mans. Ferrari chose not to enter due to the difficulty the team had in making its 3 litre F1 adapted flat-12 last 24 hours, a problem Matra didn’t have with its far less successful in F1, V12! Graham Hill and Henri Pescarolo won Le Mans in a Matra MS670, Matra breaking through for a long awaited French win at Le Mans. The fact that arch rivals Ferrari were absent made the win no less satisfying…

Credits…

Rainer Schlegelmilch

Tailpiece…

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That Brian Redman had replaced Peter Revson for the Monaco ’72 weekend didn’t seem to make much difference to the presence of the fairer sex in the McLaren Team’s pit…

Revvie was contesting the Indy 500, Redman did a great job in the unfamiliar M19A Ford qualifying it 10th and finishing 5th, Jean-Pierre Beltoise took the win in his BRM in streaming wet conditions.

Revson’s Indy started well, he qualified 2nd but only lasted 23 laps before gearbox failure, Mark Donohue won in Roger Penske’s McLaren M16B Offy, so not an altogether bad weekend for McLaren.

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Redman during dry practice on Saturday. McLaren M19A Ford, rising rate suspension front linkages clear (Brian Watson)

Credits…

Rainer Schlegelmilch, Brian Watson

Tailpiece: ‘I could get used to this F1 caper?!’ In fact its not what BR wanted at all…

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Jackie Oliver’s Shadow DN6 Chev on its way to 2nd place, Road America, 27 July 1975. (Richard Dening Jr)

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Exactly 12 months later Oliver goes one better in the Dodge engined DN6B, winning the Road America race on July 25 1976. (Richard Dening Jr)

Jackie Oliver takes an historic win in his Shadow DN6B Dodge at Road America on 25 July 1976…

Chev engines won every championship F5000 race in the US from Riverside on 25 April 1971 when Frank Matich took a Repco Holden win in his McLaren M10B through until Oliver’s long overdue Shadow victory, the Lola T332 Chevs of Al Unser and Vern Schuppan were second and third.

Whilst the Dodge was more powerful than a Chev it was also heavier making the packaging of the car and its big cast iron V8 a challenge for designer Tony Southgate.

The Lola T332 was their 1974 production F5000 but was continually developed, the subsequent Lola T400 and T430 not quicker cars, a good 332 was as quick as an F1 car on the common circuits upon which both categories raced in North America. ‘Twas a remarkably good, very fast racing car the Shadow was competing against driven by the likes of Brian Redman, Mario Andretti, Alan Jones, Al Unser and others…

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Shadow DN6 Chev. Car based on Tony Southgate’s very quick DN5 1975 F1 contender. Aluminium monocoque chassis. Front suspension lower wishbone and top rocker actuating inboard mounted coil spring/damper. Rear single top link, lower twin parallel links, two radius rods and coil spring/dampers. Adjustable roll bars front and rear. 5 litre cast iron OHV Chev here, Dodge V8 from the Road Atlanta round in August 1975 , Hewlands TL200 gearbox, developed as an endurance racing tranny used rather than the F5000 standard, the ‘brittle’ DG300. Road America July 1975. (Richard Dening Jr)

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5 litre cast iron, mechanical fuel injected, OHV Chev V8 engine developed circa 530bhp@7800rpm. Rocker covers removed here for Road America July 1975 prep, one rocker missing. Magneto, its yellow ignition leads and fuel metering unit all visible. (Richard Dening Jr)

The Shadow DN6 was based on Tony Southgate’s very competitive DN5 F1 design and was first raced in 1975 powered by the ubiquitous Chev V8. Oliver took 4th place in the championship won by Redman’s T332, the car raced well at both Watkins Glen and Road America.

Gordon Kirby in his 1975 season review in Automobile Year said; ‘Almost immediately the Shadow proved to be competitive and in the last part of the season (the last 4 races) it became even more of a threat when after a long development program the team switched to Dodge engines, based on the same powerplant used in NASCAR by Richard Petty’. (in 1975 the Grand National Stockers were compelled by a carburetion ruling to use 355 cubic inch or 5.8 litre engines). The Dodge developed some 30 bhp more than the Chevys’ but was much heavier. The Shadows were not completely tuned and set up and did not win a single race. The whole of the 9 races were taken by the Lola Chevrolets.’

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Jean-Pierre Jarier lines up on the Watkins Glen grid with Brian Redman 13 July 1975. Shadow DN6 Chev and Lola T332 Chev. JPJ DNF with a broken oil line, Brian was 1st, Oliver in the other Shadow also DNF with a blown Chevy. (Gary Gudinkas)

F1 drivers Jean Pierre Jarier, Tom Pryce and Jody Scheckter each raced a second car in three rounds at Watkins Glen, Long Beach and Riverside respectively.

All three qualified in the top 5 but retired with mechanical maladies.

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Business end of the Shadow DN6 Chev. Engine magneto and fuel metering unit, Hewland TL200 gearbox to which the wing is mounted, neat duct for inboard disc and additional oil cooler all visible. Road America July 1975. (Richard Dening Jr)

1976 Season…

The following Shadow press release written by Rob Buller prior to the Mosport round, the second of the 1976 season, reproduced on the My Formula 5000 website outlines changes to the car and program over the 1975/6Winter.

Development work on the DN6 5000 car has continued over the winter under the direction of Chief Mechanic Ed Stone and Engine builder Lee Muir.

Stone joined the 5000 effort late in 1975 and immediately set about making chassis and suspension changes.’Basically the 1975 season progressed with little development, there wasn’t much time.’ Stone said in a recent telephone interview, ‘I was asked to make some suspension changes and the car was more competitive at the last 1975 race at Riverside with Jody Scheckter driving.

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Oliver in the Road America pitlane, July 1976. Shadow DN6B Dodge. (Richard Dening Jr)

‘But the heart of the Shadow development is the new Chrysler power-plant, a joint venture between Shadow and Chrysler’s Plymouth Division. The engine starts life as a 340 cu. in. stock block that is down-stroked to 305 cu. inches. It is fitted with the same injection system that is used on Richard Petty’s NASCAR Dodge.

Chrysler, which is heavily involved in NASCAR and Drag Racing, is new to F5000 racing, a class that has been dominated by the rugged Chevrolet 5 litre engine. As a part of their new kit-car package now under development, Chrysler has contracted with Shadow to do the engine development and sorting.

They supply the engine components to Shadow engine expert Lee Muir, who then hand builds and dyno tests each engine. Chrysler also helps with technical information and advice to Muir, who came to Shadow from McLaren’s engine department.

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Race debut of the Dodge engined Shadow DN6 chassis ‘2A’ at Road Atlanta 31 August 1975. Oliver 4 th, race won by Al Unser’s Lola T332 Chev. Specs; Dodge 340cid V8 taken back to 305cid by reducing the engines stroke. 5 litre cast iron, OHV, mechanical fuel injected V8. Bore/stroke 4.04 inches/2.96 inches, power circa 550bhp@7800rpm. Hewland TL200 ‘box. (unattributed)

‘The first outing in 1976 for the Shadow Dodge DN6 was at Pocono, Pennsylvania for the Series opener. Although they weren’t quite ready for the Pocono race, they were very encouraged with the results. Oliver was lying third in his qualifying heat when a connecting rod developed terminal stretch. As they only had one dyno’d engine a spare practice unit was installed for the feature. However, a fuel pump seal split on the grid and  it took 5 laps to change. By the time he joined the fray Oliver was hopelessly behind but by charging hard he was able to run with the leaders.

With that encouraging performance Stone and Muir returned to Phoenix Racing headquarters in Chicago and started preparation of the Shadow for the Mosport race. Further chassis mods have been made utilizing new springs, roll bars and revised suspension settings. To help weight distribution, the water rads have been moved forward a la McLaren Indy car. Muir will have three completely dyno’d engines ready for Mosport’.

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‘Sponsorship for the F5000 effort is a problem for Shadow. Since the departure of UOP, Nichols has been unable to get the full 5000 program underwritten. Various sponsors are now supporting the Formula One effort on a per race basis while only Goodyear, Valvoline and, of course, Chrysler are behind the 5000 effort. Thus Shadow must watch their budget closely and this, the team feels, will restrict the amount of development they can attempt. Nonetheless the 5000 effort has Don Nichols full support and he won’t field cars unless he can be competitive. And with the driver, new engine and chassis changes he plans to be competitive’.

Oliver lead at Mosport but was held up by a backmarker, Alan Jones snaffling the win, inevitably in a Lola T332 Chev.

Three weeks later he lead at Watkins Glen but a cracked sump ended his race, the Shadow finally won at Road America, Elkhart lake, Wisconsin. It was a good win as Ollie had to overcome diff and flat tyre problems in his heat which meant he started 14th on the grid of the final.

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Oliver on the way to victory, Road America July 1976. Shadow DN6B Dodge. Behind is Al Unser’s 2nd placed Lola T332 Chev. (Richard Dening Jr)

After 16 laps he was 3rd, within 3 laps he was past the Lolas of Al Unser and Brian Redman and took a strong win for the team.

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Oliver took 2nd place at Mid Ohio on 8 August 1976, Shadow DN6B Dodge. 1976 champ Brian Redman won in a Lola T332C Chev. (Richard Dening Jr)

Two second places at Mid Ohio and Watkins Glen secured third place in the championship again won by Redman’s Haas/Hall Lola T332.

With the demise of F5000 in the US at the end of 1976 and its evolution into 5 litre central seat Can Am from 1977 the Shadow’s raced on into 1977 and 1978 but without success, Lola’s T332/T333 the dominant cars in the early years of the class.

oliver and helmet

Jack Oliver ready to go Road America 1975. CanAm Champ for Shadow in 1974. (Richard Dening Jr)

road am vista

Road America pitlane on a beautiful July 1975, Wisconsin day. Redmans Lola T332 at front. (Richard Dening Jr)

Etcetera…

comparo

Comparison of the specs of the F1 Shadow DN5/7 and F5000 DN6 from the 1975 Long Beach GP race program. (Fred Bernius)

Tailpiece…

popsie

Jackie Oliver Fan Club President? Road America July 1975. (Richard Dening Jr)

Photo and other Credits…Richard Dening Jr, Gary Gudinkas, Fred Bernius, My Formula 5000 website,   http://www.myf5000.com/index.html, Peter Brennan and Glenn Snyder for research assistance

Other F5000 Articles…

Elfin MR8 Chev & James Hunt.

https://primotipo.com/2014/10/15/james-hunt-rose-city-10000-winton-raceway-australia1978-elfin-mr8-chev/

Frank Matich and his F5000 cars.

https://primotipo.com/2015/09/11/frank-matich-matich-f5000-cars-etcetera/

Finito…

Le Mans start 1969

#14 Stommelen/Ahrens Porsche 917LH, #20 Siffert/Redman Porsche 908/2, #22 Lins/Kauhsen Porsche 908LH, #23 Schutz/Mitter Porsche 908LH, #2 Bonnier/Gregory LolaT70 Mk3b Chev, #7Hobbs/Hailwood Ford GT40…and the rest (unattributed)

Spectacular start of the tragic Le Mans 24 Hour Race June 1969, the last with the traditonal driver sprint to the cars…

The Porsche 917 was a tricky, somewhat under-developed beast in its original specification even for experienced professionals, British privateer John Woolfe lost control of his on the first lap of the ’69 race perishing in the subsequent accident.

Despite that, a 917 took pole and lead Le Mans for 20 Hours, maybe its been somewhat maligned in its formative year?

Groups 5 and 6…

917 homologation CSI

By 1967 the Commission Sportive Internationale (CSI) were concerned about the growing speeds of the unlimited ‘pushrod production’ 7 litre Ford GT Mk4 and Chaparral 2F and 4 litre ‘racing engine’ Ferrari P4 and banned them by increasing the homologation numbers and the lowering engine capacity limits for homologation, or admission of cars into both classes.

For 1969 there were no minimum limits to qualify in Group 6 ‘3 litre Prototypes’ and a minimum of 25 cars built for homologation into Group 5 ‘5 litre Sports Cars’. Effectively this allowed the existing Mark 1 Ford GT40 and LolaT70 Mk3b cars eligible to keep grid sizes up but with the hope or intent that 3 litre prototypes would be built in large numbers, Formula 1 having the same capacity limit at the time.

Porsche would not have had the 908 ready to race in 1968 had they not anticipated the rule changes for 1968 which were only announced by the CSI in October 1967.

50 cars were required to be built to qualify in Group 5 in 1968, but that was reduced, as stated above for 1969, which left the door ajar for Porsche…

The FIA, as the governing body then was, had another crack at rewriting the rules to encourage 3 Litre prototypes with effect 1 January 1972 given the speed of the 5 litre Porsche 917 and Ferrari 512S in 1970 and 1971 but that is another story…lets not get ahead of ourselves.

Porsche had come close to Le Mans victory with their ‘class cars’ and wanted to win outright, to do so they audaciously built 25 4.5 litre air-cooled Flat 12 engined cars, the 917 in 1969.

Having thrown down the gauntlet, Ferrari, with his coffers full of Fiat money, having sold his road car division to them in 1969, built 25 5 litre V12 512S to go head to head with Porsche in perhaps the two best years of sports car racing ever; 1970 and 1971.

On 12 March 1969 a 917 was displayed at the Geneva Motor show with a price tag of DM140,000 a fraction of the cars development costs. The cars above were displayed for inspection at the factory to the CSI on 20 April, Ferdinand Piech cheekily offering the CSI inspectors the opportunity to drive any of the cars to prove they were complete and running, the offer was declined.

917 at Geneva Show

917 homologation

25 917’s lined up at Zuffenhausen awaiting the CSI chassis count for homologation into Group 5…22 April 1969. (Porsche AG)

Design and Construction…

917 brochure

Sales brochure for the 917, a snip at DM140,000 in 1969

Eng Ferry Piech said that Porsche would not have built the 3 litre 908 had they known the CSI intent in relation to the 5 litre Group. At the time they built the 908, a Group 6 car, the minimum production number for homologation into Group 5 was 50 cars not 25, so he can be somewhat forgiven for not being able to read the minds of the rule-makers, then as now unpredictable.

The regime of rules was not about encouraging 5 litre cars with ‘racing’ as against ‘production’ based engines.

Porsche surprised everyone, until then they had built class contenders rather than outright cars, and even then it was not thought possible to build a 5 litre air-cooled engine, to that time a Porsche specialty. Water cooled Porsches’ were not to appear for nearly a decade.

Work started on the design of the 917 in July 1968, Porsche convinced they could build a car down to the class minimum weight limit of 800Kg based on the 908 which was 300lbs lighter than their Alfa, Matra and Ferrari 3 litre rivals.

917 engine cutaway

Cutaway shot by Vic Berris of the aircooled, flat-12, SOHC 2 valve, fuel injected engine. Capacities/power  1969 4494cc/580bhp@8400rpm, 1970 4907cc/600bhp@8400rpm, 1971 4998cc/630bhp@8300rpm. Torque 376/415/425 lb ft. More than enough to see off the 512S/M Ferraris’…cooling fan absorbed around 17bhp@ maximum revs, far less than that absorbed by a water radiator @ equivalent speeds.(Vic Berris)

To speed up the development of the 917 engine the same reciprocating parts, bore, stroke, valve and port sizes of the 908 engine were usedgiving a cubic capacity of 4494cc with a bore and stroke of 85X66mm. Porsche belived initially at least it wouldn’t be necessary to build a car to the full allowable 5 litre limit to dominate.

All the fuel injection and valve timing settings were taken over albeit the valve angle differed to allow cooling air passages between the valves. Four valves per cylinder was never an option for this reason.

Apart from the above the flat 12 is an entirely different engine to the 3 litre flat 8.

A long crankshaft did not allow anything other than a central power take off to avoid catastrophic torsional vibrations. The long crank hence became effectively two shorter cranks joined together at their flywheels, which were just a gear in mesh with another on the output shaft running parallel to and under the crankshaft which ran on 8 main bearings.

image

917 engine on the dyno in 1969 (GP Library)

The power output shaft drives the triple gear type oil pump with 4 additional small oil pumps driven by the exhaust camshafts.

Another shaft running symmetrically with the crank drives the 2 distributors of the electronic ignition, the Bosch fuel injection pump being driven off the left hand exhaust camshaft.

The engine had few steel or iron parts; the crankcase, cam covers and timing gear case were magnesium. The heads and cylinders were aluminium and titanium was used for conrods, auxiliary drive shafts, the main output shaft and later in the engines development valves and valve springs.

The cooling blower and most of the air ducts were plastic.

The 4.5 litre engine weighed 528lb in original form and developed 542bhp on its first dyno run, this rose to 580bhp@8400 by the time the car arrived at Le Mans in 1969.

A new gearbox was built to take 376lb ft of torque, the case was magnesium, used Porsche synchromesh, a wet sump and incorporated a ZF ‘slippery diff’ with 75% locking factor.

917 engine cross section

Cross section of the incredibly complex 917 engine, 200 hours to assemble. Magnesium crankcase split along its centreline. Power takeoff by pinion between the 2 middle main bearings, 8 main bearings. DOHC per bank, 2 VPC sodium filled. 2 plugs per cylinder. Not winning was not an option! (Porsche AG)

917 assembly

All hands on deck…homologation and timeline pressures created surely one of the most amazing production lines ever!? (Porsche AG)

The chassis was largely that of the 908…suitably reinforced, the spaceframe was welded aluminium tube. Note that later in the program three chassis’ were built of magnesium.

The wheelbase was 90 inches and track in 1969 58.8 inches front and 60.4 inches rear with 15 inch wide rear wheels.

As with all Porsche racing cars the frame had to withstand 600 miles of hard driving on the Weissach ‘Destruction Course’ but even so a tyre valve was incorporated into the 103lb frame to allow it to be ‘inflated’, a loss of pressure indicative of chassis cracks…sub-optimal in a car of this performance!

Again, magnesium, aluminium and titanium parts were widely used for the running gear; titanium for spherical joints, hubs, springs, gear lever and steering column. Magnesium for uprights and wheels and aluminium for the steering rack, this obsessive approach to weight ensured the car tipped the scales at less than 800kg.

917 spaceframe

Porsches’ obsession with weight extended to the chassis which was welded aluminium tube. Total weight 103lbs. The one on the right is unfinished. Strong and light…both 917 and 512S Ferrari were spaceframe chassis’, hardly state of the art in 1969/70 but effective all the same. Porsche did not build an aluminium monocoque racing car till the 956 in 1983. (Porsche AG)

The suspension geometry was the same as the 908but incorporated anti dive geometry by angling the upper and lower wishbone pivots to each other.

Wishbones were used at the front with coil spring/damper units and an adjustable sway bar. At the rear a single top link and lower inverted wishbone was used. Radius rods provided fore and aft location, and again coil spring/damper units were used and an adjustable sway bar. Bilstein provided the shock absorbers.

Initially 9×15 front, and 12×15 inch magnesium alloy wheels were used, with a single centre aluminium lock nut, the same as the 908.

The suspension was largely set up at the Nurburgring, long suspension travel, plenty of camber change and tyres of a rounded tread section necessary for performance there. This did not translate at other circuits where the car was ‘under-tyred’ and the geometry unsuitable as well. More of this later in the article.

Brakes in 1969 were ATE aluminium calipers operating on cast iron ventilated rotors/discs.

917 rear suspension drawing

Factory rear suspension drawing. Upper top link, inverted lower wishbone & progressive rate coil spring & damper unit. Titanium driveshafts with ‘rubber donut’. Magnesium uprights, titanium hubs. ATE aluminium brake calipers clamped ventilated iron discs. Wheels in mag alloy with aluminium lock nut. (Porsche AG)

The bodies were developed in the wind tunnel…

917 cutway 1969 LH

Both short and long tails and were interchangeable, with the latter 236mph on the Mulsanne Straight was reached in 1969. The ’69 bodies were fibreglass which was bonded to the chassis and incorporated two seats and doors.

Stability of the cars were critical, front spoilers were fitted and a ingenious setup of mobile rear flaps connected with the rear suspension in such a way that if the suspension was compressed the flaps would create an aerodynamic force to raise the tail whilst if the suspension was extended, the flaps would angle up to push the tail down.

In 1969 these appendages caused major dramas as only two weeks before Le Mans the FIA banned movable aerodynamic devices on all racing cars, a consequence of many wing failures in F1.

As the 917 was almost undrivable without the flaps, with which it was designed and homologated, the cars were allowed to race at Le Mans but the devices had to removed thereafter. 25 sets had been made to comply with homologation requirements but only 2 or 3 used!

917 Wing flaps

Porsche factory drawing showing how suspension deflections actuated the rear wing flaps, from full to no downforce. Movable aero devices banned by the FIA from the end of Le Mans ’69. Changes to bodywork design obviated the need for the flaps in both short and longtailed forms in 1970/71. (Porsche AG)

porsche 917 tail

’69 spec long and short tail comparisons. (Porsche AG)

Racing the 917…

The traditional Le Mans test weekend took place on the weekend of April 4, the 917 making its public circuit debut. Rolf Stommelen drove the car and achieved a speed quicker then the 908LH,(LH is ‘Langheck’ or Long Tail) on paper the car had potential but the handling and levels of stability were frightening.

917 Le Mans test weekend

The first public on circuit appearnace of the 917 was at the Le Mans test weekend in early April 1969. (unattributed)

Le Mans test weekend 917 in Paddock

Fettling the 917 at Le Mans test weekend. No amount of ‘at the track fettling’ would deal with the high speed instability the drivers were experiencing at the time. Body is fibre glass, bonded to aluminium chassis. (unattributed)

Spa 1969 917

First race apperance for the 917, Spa 1969. Gerhard Mitter and Udo Schutz shared the car but an engine failure early in the race meant only Mitter got a race drive. (unattributed)

After little testing testing two cars were entered for the Spa 1000Km in May. Jo Siffert and Brian Redman tested their 917 but chose to race a 908 and won the event from Pedro Rodriguez/Chri Amon in a Ferrari 312P and Vic Elford/Kurt Ahrens in another 908.

Gerhard Mitter started his 917, having qualified 8th but retired with engine failure on lap 1 having possibly over-revving the engine at the start. The 917’s were experiencing high speed instability, the reason Siffert electing to race a 908LH.

917 Spa 1969

Mitter wrestles his 917 around Spas’ La Source hairpin, early aero with adjustable wings at rear and no winglets at front…compare front of the 917 at the Osterreichring below. ’69 cars exhausts exited from both the rear and aft of the doors. (unattributed)

Mitter and Udo Schutz won the next event, Targa in a 908, their were no 917’s entered on a circuit totally unsuited to them.

Frank Gardner 917 Nurburgring 1969

Frank Gardner and David Piper brought the 917 home for its first race finish at the Nurburgring 1000Km .(unattributed)

For Porsches’ home event, the Nurburgring 1000Km on 1 June they hired two hardened sports car professionals in Frank Gardner and David Piper to ‘bring the thing home, that they did in 8th place having wrestled the unruly beast around 44 laps of the ‘Green Hell’ Nurburgring.

Gardner was a noted test and development driver, Porsche were keen to get his views on changes to make the car competitive. The race was won by Siffert/Redman in a 908 ahead of two other 908’s.

image

Gardner/Piper 917 ahead of the Hobbs/Hailwood Mirage M2/300 BRM DNF and Ortner/van Lennep Abarth 2000SP NC (Schelgelmilch)

 

Le mans start 1969 Siffert in lead

’69 LeMans start. Jo Siffert #20 908/2, Elford #12 917LH, Schutz 908LH, #7 Hobbs Ford GT40, #2 Bonnier Lola T70Mk3b Chev, #64 Hermann 908LH, #22 Lins 908LH…and the rest. (Porsche AG)

Le Mans 1969…

Other than more power, 580bhp and with the anti-dive geometry of the suspension reduced from 50% to 5% the 917 arrived at Le Mans as designed, fortunately, as described above the cars were able to race with their adjustable rear wings. Commonsense prevailed from a safety perspective.

At Le Mans Porsche famously, narrowly lost the race, the Herrmann/Larrouse 908LH being just beaten by the Ford GT40 of the ‘two Jackys’, Ickx and Oliver, winning in chassis ‘1075’ the same JW Automotive GT40 which was victorious the year before.

Elford retires 1969

The pole winning Stommelen/Ahrens 917LH retires on lap 148 with an oil leak, the car was hard driven, the teams hare. (unattributed)

Rolf Stommelen put his 917 on pole, outlining the cars potential but the car failed on lap 148 with an oil leak. Vic Elford qualified his car second, co-driven by Richard Attwood, the car lead the race for 20 hours and did 327 laps, enough for 9th place the car was not running at the finish having withdrawn with a cracked bellhousing.

John Woolfes’ car was destroyed in his fatal lap 1 accident, the car having qualified 9th in factory driver Herbert Linges’ hands. Car owner Woolfe started the race rather than the far better credentialled Linge…

elford 917 le mans 1969

Vic Elford in the car he qualified 2nd. He shared the car with Richard Attwood, they lead the race for 20 hours, DNF after 327 laps with a cracked gearbox bellhousing.(unattributed)

Le Mans finish 1969

Ickx wins from Hermann…the GT40 margin from the 908LH, 2 seconds after 24 hours despite losing 20 minutes in a long pitstop for the 908 to replace a front wheel bearing. (unattributed)

The First Win, Osterreichring 1000Km 1969..

Porsche did not take the 917 to Watkins Glen but were victorious again, Siffert and Redman winning in a 908 from another 2 908’s.

Osterreichring start 1969

Starting grid Osterreichring 1000Km 1969. #29 Siffert/Ahrens winning 917, #33 Bonnier/Muller Lola T70 Mk3b Chev (2nd) #9Ickx/Oliver MirageM3 Ford (DNF). The 3rd placed Attwood/Redman 917 in white is behind Siffert. #42 Matra is Servoz-Gavin/Rodriguez (DNF)…and the rest. (unattributed)

The Osterreichring was the last round of the Manufacturers Championship in 1969 and a fast track, 130 mph average, well suited to the 917’s qualities, and so it was that a factory 917 driven by Siffert/Ahrens beat Jo Bonnier/Herbie Muller in a Lola T70Mk3b Chev from Richard Attwood and Brian Redman in David Pipers 917K with Masten Gregory and Richard Brostrom 4th in the first ofthe 908’s.

It wasn’t the strongest round in terms of depth of entry of the 1969 championship but a win all the same.

Porsche 917 Spa Siffert 1969

1969 Osterreichring 1000Km winning Porsche 917K of Jo Siffert and Kurt Ahrens, the first of many victories for these fabulous cars. 4.5 litre Flat 12 at this stage. Early rear aero treatment clear in this Shell promo shot, in its first 2 races (Spa & Nurburgring) the car raced with a small fixed rear spoiler. Compare with the shot in ‘Etcetera’ below of the 1970 tail. (unattributed)

Siffert and Ickx Austria 1969 1000km

Jo Siffert leads Jacky Ickx, 4.5 litre Porsche 917 ahead of the 3 litre Mirage M3 Ford Cosworth. Osterreichring 1969. JW Engineering, the entrant of the Mirage would be contracted by Porsche to race and develop the 917’s in 1970 and 1971, becoming the dominant team…Le Mans excepted! (Unattributed)

Race Development, Testing and the 917PA…

Jo Siffert Porsche 917PA Bridgehampton 1969

Jo Siffert Porsche 917PA, Bridgehampton CanAm 1969. The race was won by Denny Hulme, McLaren M8B Chev , Jo finished 3rd. (Unattributed)

Whilst a short tail 917K won the Austrian 1000Km race against weak opposition, other than at Le Mans the cars were still uncompetitive, a mix of track, skid pad and wind-tunnel tests improving the car.

The team stayed on in Austria to test improvements to the car after its victory.

The 917 was modified in its aerodynamics by having the waistline of its doors raised and raising the tail to give the car more of a wedge shape, the changes increased drag but critically improved downforce and stability, the rear flaps now long gone. The aero changes were partially attributable to JW Automotive, who were to race the car on behalf of the factory the following year, the aero changes alone improving lap times by 4 seconds per lap at the Osterreichring.

Testing showed that wider wheels and tyres were quicker, as were stiffer springs however the suspension geometry itself was unchanged.

The engine was largely unchanged albeit the exhausts now exited at the rear whereas the front cylinders gasses had exited via the doors. The Fichtel and Sachs clutch was replaced by a triple plate Borg and Beck item and the gearbox and clutch housing was reinforced to avoid the failures experienced at Le Mans.

To further test some of the changes made an open car was built, designated the 917PA (PA ‘Porsche Audi’ the US importer of Porsche) for Jo Siffert to drive in the 1969 CanAm series, late that year.

The 917PA competed in 6 races with best results a second and a third, the car was ‘blown away’ by the 7 and 8 litre Chevs, Bruce McLaren and Denny Hulme dominant in their McLaren M8B Chevs. Valuable experience was gained for the 1970 Manufacturers Championship as well as a tilt at the Can Am series and information which would prove useful for Porsches’ successful assault on the CanAm championship in 1972 and 1973 with the awesome, turbo-charged 917/10 and 917/30.

Porsche had a fantastic season winning all but Le Mans..the Manufacturers’ Championship, the GT Trophy and the Endurance Triple Crown despite not winning the most important race of the three…

For 1970/1971 Porsche changed their approach to racing the cars, the factory continued to develop them but the race organisation was contracted to JW Automotive and Porsche-Salzburg, but those seasons of success are another story…the seeds of dominance were sown in 1969.

Porsche 917PA and 917K late 1969

Porsche media day late in 1969, the Porsche 917PA CanAm car and 917K in shot…Brian Redman, Jo Siffert and Pedro Rodriguez in attendance. You can see the refinements to the rear bodywork of the 917K, reputedly ‘cribbed’ off the Lola T70Mk3b in shot, and also on the #23 1970 Le Mans winning car below…(unattributed)

Etcetera…

Porsche kaleidescope le mans 1969

Porsche kaleidescope of 908 and 917 wings Le Mans 1969. See the text for the operation of these rear wing flaps, 25 sets made for homologation but only 3 or so actually used!. Flaps banned post Le Mans. (unattributed)

Porsche 917 at Le Mans

The original 1969 917 body in all its glory. #15 Linge/Redman/Lins car which tested but did not race at LeMans. Its a 917LH spec note front trim wings but lack of adjustable wing flaps @ rear. (unattributed)

917 cockpit

Porshce racing cockpits have always been about function…Momo steering wheel, lever for 5 speed synchro (sometimes 4) ‘box. Ally tube frames on floor visible. 6 point harness, minimalist instrumentation. (Geoff Goddard)

Jo Siffert Porsche 917PA Laguna Seca 1969

Jo Siffert being chased at Laguna Seca CanAm by Denny Hulmes’ McLaren M8B Chev, the dominant car of 1969. Porsche 917PA. Bruce McLaren won the race from Hulme, Jo 5th.(unattributed)

Hermann 917 1970

Quintessential 917K (short tail) 1970 spec car. Here the Porsche Salzburg Le Mans winning Hermann/Attwood car. Shot included to show the changes made to the cars body work very late in 1969; different door line, no exhaust exits aft of the doors, wedge shape and Lola inspired rear deck. (unattributed)

Larrousse Porsche 917L Le Mans 1970

For the sake of completeness the 917LH evolved into this bodywork in 1970…here the Martini Racing Team ‘Hippy Car’ of Larrousse/Kauhsen, 2nd at Le Mans 1970, compare and contrast the swoopy, curvaceous long tail body with the 1970 917K above. (unattributed)

Le Mans poster 1969

Credits…

Vic Berris cutaway drawing, Porsche AG, ‘Cars in Profile Collection 1’ Paul Frere, Geoff Goddard, Rainer Schlegelmilch

Tailpiece: No time to admire the scenery for Gardner! 917/004 during Nurburgring 1000 Km practice in June…

image

(Schlegelmilch)

Finito…