1995
RB26DETT Straight 6 - Front, longitudinally mounted - 2.795 liter / 170.6 cu in Turbo
6-speed manual
Rear wheel drive
900 kilo / 1984.2 lbs
double wishbones
Japan
The GT-R's history of racetrack dominance began with its 50 victories scored from 1968–1972, including 49 consecutive wins in the Japanese race circuit. Nissan pulled out of racing shortly after the release of the KPGC110.
The Skyline GT-R soon earned the name "Godzilla", for its "monster" track performance and country of origin. The R32 GT-R dominated JTCC, winning all 29 races it entered in the series, as well as taking the series title every year from 1989-1993.
It took 50 races from 50 starts from 1991-1997 (latterly R33) in the N1 Super Taikyu. The GT-R's success sounded the death knell of Group A Touring Car racing; with the formula being scrapped soon after. JTCC was similarly blighted by the R32 GT-R, and splintered soon after, leading to the switch to the Supertouring category and also indirectly to the GT500 category of today.
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The WR LM94 was the successor of the WR LM93 . Like its predecessors, the LM94 has been following the rule element of the LMP2 Le Mans prototypes designed and built. The car had a Spyder chassis and drive than the 2-liter V6 - Turbo engine from Peugeot .
The connection between Welter Racing and the French carmaker was already to be the 1970s. Team boss Gérard Welter had best as Peugeot designers relations with the corporate board. The car was for a LMP prototypes extremely flat. The rear wing was pulled over the entire width of the vehicle and mounted very low.
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Audi R8C Le Mans Prototype
1999
90º V 8 Mid, longitudinally mounted 3.596 liter / 219.4 cu in Twin Turbo.
Ricardo 6 speed Sequential
Rear wheel drive
900 kilo / 1984.2 lbs
Germany
Unlike the R8R, which performed the bulk of the testing due to being completed first, the R8C had very little time to test prior to the initial group test for the 24 Hours of Le Mans in May. At this group test, the cars unfortunately suffered numerous setbacks and lacked the pace of the open-cockpit brothers. Although they were capable of hitting speeds upwards of 350 km/h (217 mph) on the Mulsanne straight, they lacked the handling ability and overall speed for a full lap.
While the R8Rs managed the 8th and 11th fastest times, the R8Cs could only muster 22nd and 28th fastest. The R8Cs mostly suffered from aerodynamic problems, especially in the build-up of air underneath the engine cover. This caused the R8Cs to lose their rear engine covers while at speed on several occasions.
For the race itself, the R8Cs were unable to find much improvement over the month off. Qualifying was more of the same, as the R8Cs managed a mere 20th and 23rd places, while the R8Rs were still 9th and 11th. Unfortunately during the race, both the R8R and R8C suffered numerous gearbox difficulties. One R8C was forced to drop out of the race after just 55 laps, while the second R8C would succumb to gearbox failure after the midpoint of the race. Even though the R8Rs suffered gearbox difficulties, both cars managed to finish the race, taking an impressive third and fourth place.
Following Le Mans, Audi decided that they would concentrate on only one of the two types of cars for the future of their program. The dismal performance of the R8C, along with the exodus from the LMGTP class by most major manufacturers, lead to Audi to develop an open-cockpit car - the R8.
Audi returned to the LMGTP class in 2001 in the form of the Bentley EXP Speed 8. Although similar to the R8C, the EXP Speed 8 shared nothing with the previous LMGTP except for its Audi turbocharged V8. Aerodynamic lessons from the R8C would however be carried over for the Bentley.
Only two R8Cs were ever built, chassis #101 and #102, both raced by Richard Lloyd's Audi Sport UK. The 1999 24 Hours of Le Mans would be their only competition.
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