Done and done...
Le Mans 24 Hours
This project is all about the Le Mans 24 Hours. I will cover the early history, and then skip ahead to modern rules, classifications, and most importantly, the stand out cars from between 1995 2002 cars.
PORSCHE 911 GT1
For quite a few decades prior to this car, Porsche had been experimenting with its most successful car, the 911. They, kept the engine in the back, but they made the wings and guards enormous, and put on some fantastic turbochargers. It has just been looking better and better each year. From all this experimenting they gave us the 935 turbo, and the infamous 959. But they decided to go further, and create the car known as the GT1.
In the mid 1990s, the new Endurance racing rules for GT cars had made an interesting challenge. To enter the GT series, the car manufacturer had to have a completely road legal version. They didnt have to build a lot, just one. This suited Porsche very well. The endurance races were so easily won because with all the experimenting, Porsche were easily able to make road-legal versions of their 911 to meet any rules in the world. Well, the 911s ended up winning that year.
But then came the Mclaren F1. With a massive BMW V12 and Gordon Murray behind them, these new British cars became the new dominators, winning the 24-hour race, thus sending the Porsche mechanics back to Weissach, Germany (Home of Porsche Engineering Centre).
The result was the GT1, which was first revealed in March 1996, built as a race and road car. In an amazing event, the street GT1 was actually developed from the racecar! Both of these versions kept lots of the standard 911 body from the front and the back, to the passenger seating, although naturally beefed up and tuned. Also, to the back of the car they attached a flat six, but turned it around, making it the first ever mid-engine 911.
This Porsche also had one of the most amazing bodies ever designed at the time. It still looked like a 911, but the carbon fibre body seemed to extend into the next country! There was also a roof-mounted scoop, much like the one used by the rally cars. The aerodynamic shape and flat body were of a pure racer though. Racing regulations kept the displacement at 3.2 litres (3200cc), but turbos were allowed, and Porsche took full advantage of this by putting a pair in that work simultaneously to put as much as 14.7 psi of charge in the water-cooled six cylinder.
For the street GT1, this combo takes this 3200cc engine to a massive 544 bhp @ 7000 rpms, with 442 lb-ft of torque at 4250 rpms. When tuned for racing, this six cylinder growls, with 600 bhp @ 7200 rpms, and 480 lb-ft of torque at 3950 rpms. The latter was very successful when put with a six speed sequential gearbox, while the road-version had a regular six-speed. Whilst both versions of the cars had power steering, but the street had heavier brake discs than the race-version. The street version also had a higher ride height and slightly softer suspension
911 GT1 EVO
Engine Location: Mid, in-line
Configuration: V-6
Capacity: 3200cc
Horsepower: 600 bhp
Transmission: Six Speed
Drive: Rear
Top Speed: Just below 300 km/h
Acceleration: 0-96km/h @ 3.4 seconds
RELATION TO LE MANS
In 1996, they entered into Le Mans and they finished second and third. In 1997, the GT1 was entered again, and finished 5th, which was a great position. In 1998, a new and changed Porsche was entered into the Le Mans, and it finished 1st and 2nd, which was simply amazing! After that the Porsche GT1s stopped competing, and the GT2s and GT3s took over.
NISSAN R390 GT1
The Nissan R390 GT1 is one of a few exotic cars with a difference: It wasnt really meant to be sold to the public!
In the late 1990s, the Le Mans 24 hours had the GT1 class. They only had to build one street version that could be sold, and it had to be street-legal. Was Le Mans enough of a draw to make this company build a specialized car? Nissan asked its main customers that very question. Whilst some put The Formula 1 at the top of the list, generally they all considered the Le Mans 24 Hours to be the most important race in the world.
So Nissan decided to put their attack on this race with a car called the R390 GT1. This was in late 1996, and they wanted to be ready for the next year in June when the race would be held. It would be hard to develop a car in such a short time, and then they had to also develop a road car, even meeting crash standards. They desperately needed help.
Englands TWR had lots of experience at the 24 hour race, where they had won with Jaguar and Mazda Teams, and at producing street-legal exotic cars. Thus, Nissan went to TWR for help with their R390.
The plan was that Nissans team, NISMO would provide the engine, whilst TWR would provide the car. From its previous experience, TWR drew up a lightweight carbon-fibre body with lots of experience put into it. Ian Callum, who had also designed the Aston Martin DB7, and had also then gone on to Jaguars head designing studios, provided the bodywork.
Back in Japan, NISMO designed and developed a 3.5 litre twin-turbo V-8 for the R390. The R390 had 550bhp, which was designed to last for the entire 24-hour race. This had a six-speed sequential gearbox. The customer price of the car was at a gruelling 1 million US Dollars. In reality, Nissan would have probably never sold any of these cars. This turbo V-8 had the potential of a jaw-dropping 1000 bhp! Besides, TWR and Nissan were extremely busy preparing the car for the Le Mans race, very successfully too. This combination took the R390s took excellent place finishes in the 1997
a race where one car in the top ten would have been impressive.
Then the GT1 rules changed, and the next year Nissan ran full prototype cars. This made a lot more sense, but it is amazing to consider the place of the R390 and other GT1 cars, and that brief time in which car manufactures created some of the most exotic cars ever built
Nissan R390 GT1
Engine Location: Mid, in-line
Configuration: V-8
Capacity: 3500cc
Horsepower: 550 bhp
Transmission: Six Speed
Drive: Rear
Top Speed: 300 km/h +
Acceleration: 0-96 km/h @ 4 secs
RELATION TO LE MANS
In 1998 the R390s finished 3rd, 5th and 6th, which was a fantastic debut. Then GT1 rules changed, and Nissan did not enter any more cars into Le Mans.
DODGE VIPER GTS
This outlandish, and rather rugged two-seated roadster made its first appearance at the 1989 Detroit Motor Show. Not only did it claim to have a back-to-basics approach, it also made the commitment to the usual grunt of an American muscle. The power unit in question was an 8 litre, V-10, which was intended to power the new range of Chrysler trucks and Utes. This was mounted in a steel chassis with an independent suspension.
These unconventional mechanicals were hidden beneath an unusually styled body, recalling Ferrari and Jaguar styling. One person involved in this project was the head of AC Cobra, Carroll Shelby. He was recruited by Chrysler to help the development of this concept. The Viper name depended on him.
The public loved this new two-seater so much that Chrysler put the first Viper into production and the first few reached owners during 1992.
Although they were similar to the 1989 car, some changes had been made beneath the bonnet. Of these, the engine was changed the most. It had been almost totally re-worked by the then in-house Lamborghini. Now with an aluminium block, these produced a massive leap of power, from 300bhp to 400bhp. As of this Chrysler claimed a top speed of 266km/h with 97km/h arriving at a respectable 4.5 seconds.
One more of the concepts themes, (the no-frills approach) was carried through to production. The model thus didnt have many of the gizmos in the cars at that age and therefore they waved anti-lock brakes and 4WD. The bare cockpit almost had this approach. There was a fixed rear window with a rollover bar, similar to the Porsche Targa, although a soft-top and side-screens were options.
This open model was followed up, at the 1993 Detroit Motor Show, by the coupe, named the Viper GTS. It entered production in 1996. This was a lot more conventional than the roadster, with the V-10 boosted further to 450bhp and the performance helped by the front spoiler and rear aerofoil.
Despite the fact that it had a hard top, the GTS weighed less than the roadster thanks to the lighter body and mechanicals. This, along with the better aerodynamics, made the top speed 290 km/h.
Some more improvements on the V-10 resulted in the Viper having 550bhp on tap, which paved the way for the Venom 600 of 1997 with the engine power at 635bhp!
Dodge Viper GTS-R
BASIC SPECIFICATIONS
Engine Location: Front, in-line
Configuration: V-10
Capacity: 7990cc
Horsepower: 450 bhp @ 5200 rpm
Transmission: Six-speed
Drive: Rear
Top Speed: 290 km/h
Acceleration: 0-97km/h @ 4.2 secs
RELATION TO LE MANS
The Vipers have been in Le Mans since 1996, where in their debut, the top finisher came 10th. In 1997, they failed to finish in the top positions, all of them finished almost last. In 1998, the higher-class cars were still dominating the Vipers, although the winner of their class was a Viper, it finished in 11th position! 1999 was more promising, with the Vipers finishing first in their class again, this time coming 10th. 2000 was their best year, the first Viper and first of the class finished up in 7th position, beating many faster cars. In 2001 only one Viper finished, and it was last in the field. This year it was evident the Vipers time was over, finishing 14th, 9 laps behind the leader of the class.
FERRARI 360 MODENA
Tradition is at the heart and soul of every Ferrari. This famous Italian company has over 50 years of experience and has a sainted founder, Enzo Ferrari.
Their 360 Modena is the evidence of this forward thinking. For one, it doesnt look like the other Ferraris. Pinanfarina (Ferraris designers) has designed most street Ferraris since mid 1950, and you can see the fine, traditional hand in the rear ¾ view of the car. However, the front of the car has changed dramatically. Gone' s the egg-cate grille and it was replaced by smaller grilles at the ends of the nose.
But why mess with its traditional success? Modern Aerodynamics. Ferrari engineers have put in more than 5,000 wind tunnel hours fine-tuning each elaborate detail on the 360 Modena. By diving the grille in half, they had created a channel for air going under the car. This channel, combined the smooth underside of the car, produced a coefficient drag of 0.355, but also gives the 360 natural down force that gives it more speed. Now, the car had excellent stability at high speeds, and without the need for spoilers or aerofoils
Like the Mclaren F1, but with a smaller price tag.
Ferrari also did not follow tradition for the frame. Productions cars from Modena usually have had steel tubular frames, but this marked the transfer from steel to aluminium for the company. Despite being slightly bigger than the predecessor, F355, the Modenas chassis is 28 percent lighter than the F355 and a lot stiffer.
Ferrari also made changes to the brakes, and more significantly, the engine. They started with the F355s 40 valve V-8, but increased the displacement to 3.6 litres and added refinements. Horsepower went up by 20 to 395 bhp @ 8,500 rpm, but the biggest different was torque. Though only made higher by 7lb/ft, this torque is at a different curve. At 4,750 rpm, the torque is already at its peak and stays there until 7,500 rpm.
Ferrari matches that V-8 by offering two different six-speed gearboxes, the traditional manual or the F1 style paddle shifter. The majority of buyers opted for the paddle shifter, mostly because of the fun.
Although there is a good argument to opt for the manual. No one has ever made production car shift gates, as good as Ferrari.
Creating a Ferrari that can drive down a twisty road about, as fast as any car in the world is one tradition of this company that will never change.
Ferrari 360 GT
BASIC SPECIFICATIONS
Engine Location: Mid, longitudinal
Configuration: V-8
Capacity: 3584cc
Horsepower: 395 bhp @ 8,500 rpm
Transmission: Six-speed
Drive: Rear
Top Speed: 300km/h
Acceleration: 0-96 km/h @ 4.3 secs
Le Mans 24 Hours:
Ferrari has made a prototype 360 GT, but it is unsure when they will enter it into Le Mans. Recent press releases indicate that they will be switching instead to their other GT Class competitor, the 550 Maranello for next season.
Chevrolet Corvette C5
There have been great Corvettes, such as the original Sting Rays, but the fourth generation was not among those. But the fifth is. Why? Dave Hill and the Corvette development team took just about every complaint and fixed it, to create this Corvette.
In creating the C5, Chevrolet put itself back on the super-car map. It might not be as exotic or expensive as Lamborghini or Ferrari, but it provides almost all of that performance, at a very small fraction of the price
like an exotic car for the average person. Chevy started this development by stiffening the chassis of the Corvette with a new steel frame, and lighter braces. Not only did this stiffen the car, but also it gave the engineers better bases for the suspension.
To power the C5, engineers created a totally new engine, but created with the old philosophy. They kept the same things that are in the V-8 The two-valve push-rod design, 5.7 litres displacement and putting them into a new aluminium power station. Its a typical General Motors small-block engine with 345 bhp and 350 lb/ft of torque and a redline of 6,000 rpm.
Designers in the C5 studio had the chance to clothe the car in a new shape. These attempts took a lot of criticism from the media, which thought that these designs looked too bland, and they were looking for something new and shocking. Like the other good designs though, the C5 quickly joined the attractive sports car ranks. It also had good aerodynamics performance, producing a drag of 0.29.
These impressive changes appear in three C5 models, beginning with the Targa (coupe with a detachable roof) version. The second is the regular coupe. The third and final is the convertible, where the most progression is noticeable. Simply, the C4 was horrible and the C5 is not.
But theres more than great acceleration for price, the vette holds its own with other exotic cars on the road. There may be a little bit of understeer, but a good driver can use the throttle to balance the car with the pedal.
So, theres the proof that you dont have to spend a million to have a good time in a two-seater sports car.
Chevrolet Corvette C5-R
BASIC SPECIFICATIONS
Engine Location: Front, in-line
Configuration: V-8
Capacity: 5666cc
Horsepower: 345 bhp @ 5400 rpm
Transmission: Six-speed
Drive: Rear
Top Speed: 277km/h
Acceleration: 0-96km/h @ 4.7 secs
Relation To Le Mans:
The first modern Corvette was entered by Callaway (a tuner) in 1995 finishing 9th, which was a very good result, considering most of the field was in a different class. Chevrolet only then entered the C5-R in the 2000 race, where it was overpowered by Chrysler Vipers finishing 10th. The team then entered the 2001 race, but this time they were out beaten by the Porsches, finishing 8th. This year, they entered and came 11th, beating their main rivals (Vipers and Porsches). Next year should be a very good year, as this year they managed to beat the faster cars in other classes.
SALEEN S7
Steve Saleen has joined the ranks of Enzo Ferrari and Ferruccio Lamborghini with his mid-engine, $375,000 S7.
Unlike Ferrari, Lamborghini, Pagani, and Maserati, Saleen doesnt build his super car in Modena, Italy, rather in Irvine, California.
Located a short distance south of Los Angeles, Irvine is an international auto-car centre, boasting the designing studios for Mazda, Mercedes Benz, and Italdesign, plus offices of many suppliers. Its also the site for many Ford luxury companies, like: Land Rover, Jaguar, Aston Martin and Lincoln
This car, dramatically styled with a world-record gill count on its long-tailed body, the Saleen S7s design splits the difference between a road and race car, and has front-hinged swing-up doors similar to the other Italian exotics.
Designer Phil Frank did the main design on the S7, with these aerodynamics tuned and confirmed in the wind tunnel of Glasgow, Scotland. But why use a tunnel so far away from America? The S7 got some engineering assistance from Ray Mallocks race firm in England. Mallock assembles the S7s for the Middle East and Europe, with the rest of the world getting theirs from Irvine.
The S in the name stands for Saleen, the 7 stands for the number of litres in the V-8. Although the engine is mainly Ford, there is a lot of Saleen in it too. The aluminium block is from Fords catalogue, but it has been reworked to be a little bit shorter, because of some extra custom-parts, like a side-mounted water pump. Behind the dry-sumpy V-8 is a six-speed manual trans-axle.
This car also competes as a racecar, against some highly successful dominating Vipers and Corvettes.
In the exotic car market, it isnt all that unusual to see a new car waste away due to bad funding and no buyers. But, by contrast, the Saleen appeared on the market late 2000, ready for sale.
The Saleens speed to the market was due to a lot of advanced computer marketing that helped to advance the project from paper to production in 18 months.
Saleen S7R
BASIC SPECIFICATIONS
Engine Location: Front, in line
Configuration: V-8
Capacity: 7000cc
Horsepower: 550 bhp @ 6,400 rpm
Transmission: Six speed
Drive: Rear
Top Speed: Over 320 km/h
Acceleration: 0-96 km/h under 4 secs
Relation to Le Mans
The Saleen S7-R was entered in the 2001 Le Mans race, but finished 3rd last after a very disappointing race. This year they entered again with two cars, but again after a very disappointing run, their top car finished 23rd.
JAGUAR XJ220
There are very few production cars that can claim to be born out of a spare-time project, but the Jaguar XJ220 is the most famous of all. Jaguars chief engineer, Jim Randle, dreamt up the idea of creating the ultimate super car one Christmas and fired up enough enthusiasm with the colleagues to start a Saturday Club to work on the project.
At first not even the Jaguar board knew about the secret tinkering going at its Engineering Department at Whitley in the West Midlands of Britain. When it did find out, the enthusiasm bubbled over, and the new XJ220 was wheeled out at the 1988 Birmingham Motor Show as an official Jaguar concept car. The prototype XJ220 was an immense beast, mainly because it had to be accommodated around TWR racing components and Jaguars massive V-12 engine mounted in a central position. Still, Keith Helfets aluminium bodywork design was a sublime piece of sculpture.
The response at the 1988 show was rapturous, and the affluence of the times persuaded Jaguar to embark on a production run. Because of production practicalities the design was substantially modified. It was decided that the V-12 engine was too bulky so a race-derived 3.5 litre V-6 engine installed instead. Its state-of-the-art specification included twin turbocharger and 4 valves per cylinder, capable of pumping out 500 bhp.
The smaller engine meant that overall length could be trimmed down by a sizeable 25 cm, but there was no escaping the massive girth of this sports car: at nearly 2 metres wide, this was the broadest British car ever made.
The specs sheet of the XJ220 read like a sports car drivers dream. Its bodywork was aluminium honeycomb with Group C racing inspired aerodynamics, the five-speed transaxle mated to an AP racing clutch, there were centre-lock alloy wheels, massive brakes with 4 piston callipers and racing-derived suspension.
Jaguars performance claims were equally exciting. Its top speed of 352 km/h and a 0-96 km/h time of 3.5 secs made it easily the fastest ever road car on Earth at the time. In-gear acceleration was absolutely brutal. To match the explosive power, the racing suspension made the XJ220 probably the best-handling super-car ever.
A joint Jaguar-TWR venture called JaguarSport set up a brand new production facility in Oxfordshire, to make a strictly limited run of 350 cars, each priced at just over 1 million dollars. At first, the order book was populated by speculators but, when it became obvious that the market for super cars had collapsed, legal proceedings ensued as buyers tried to pull out an unfortunate end to an amazing story.
JAGUAR XJ220 GROUP C
BASIC SPECIFICATIONS
Engine Location: Mid, in-line
Configuration: Twin-turbocharged V6
Capacity: 3498cc
Horsepower: 500 bhp @ 6500 rpm
Transmission: Five speed
Drive: Rear
Top Speed: 352 km/h
Acceleration: 0-96 km/h @ 3.5 secs
RELATION TO LE MANS
The Jaguar XJ220 was entered in Le Mans in 1993, but it didnt do that well in the race, finishing in 15th but later being disqualified on technicality. It didnt enter any other Le Mans races.
MERCEDES-BENZ CLK-GTR
With a price tag of about 3 million dollars, the CLK-GTR of 1998 is not only one of the most expensive super cars, it is the companys fastest road car in its history, with a top speed of 320 km/h.
It is a spiritual successor to the 300SL of 1954, although it does not have the same gull wings, rather the scissor doors. It is thought to be the road going version of the racing car, which won the 1997 and 1998 GT championships. Homologation required that only one road car be made, but Mercedes, which approved the car in March 1997, decided to build a small amount of cars for private customers. The first of these two seaters was delivered in November 1998, with the last of the 25 cars finished in the summer of 1999. Built in groups of three, each taking about four to six weeks to finish, this work was taken by AMG in Stuttgart.
Since 1998 AMG had been Mercedes in-house performance car arm. This car only differed in detail to the racing versions of a track GTR. The body shell was more reinforced, and suspension was made higher, and 18-inch wheels were fitted. There were also some visual reminders, like the grille and traditional four headlamps.
The cars occupants could be in little doubt this car was a racer tamed for the road. The 6.8 litre unit was based on the 5.9 litre V-12 engine used in the S600 passenger models but developed with the help of a UK company. With 612 horses under the bonnet, and 572 lb/ft of torque, this was an amazing production car. It drove the rear wheels through a six-speed manual operated by F1 style paddles behind the wheel. Unlike the unit used by the Ferrari, the GTR used a clutch. Acceleration was 100 km/h @ 3.8 secs.
Interestingly though, the Mercedes was opposed in the concept of the Mclaren F1 which had racing technology in a car that was specifically for road usage. This Mercedes though, was a racer tamed for the highway. Thus, it was fitted with power steering, power brakes, and traction control, all refinements not in the F1.
Mercedes-Benz CLK-GTR
BASIC SPECIFICATIONS
Engine Location: Mid, in-line
Configuration: V-12
Capacity: 6898cc
Horsepower: 612 bhp @ 6800 rpm
Transmission: Six Speed
Drive: Rear
Top Speed: 320 km/h
Acceleration: 0-100 km/h @ 3.8 secs
RELATION TO LE MANS
The Mercedes CLK-GTRs were unable to finish the 24 hours of Le Mans, so Mercedes had decided to turn back to touring cars, where they are quite successful. They competed in the LM-GTP along with the Toyotas, which also failed to finish. The GTRs are most famous for that day where their car flipped. It made global news, and luckily, the driver survived.
MCLAREN F1
Its not every designer or engineer who has the chance to build the ultimate car, with absolutely no expense spared. Perhaps Bugatti did it with the extravagant Royale in the 1930s, but few in the industry could argue that Gordon Murrays McLaren F1 was anything but the ultimate road-going car. A former chief Formula 1 designer at Brabham, Murray had a burning but unfulfilled passion to build a machine that qualified as the fastest, most involving road car yet made and, of course, the most expensive. Yet it would have to be a car you could happily drive into town.
Ideas at McLaren began crystallizing during 1988, and in March 1989 Murray announced his plans to the public. Murray was in charge of design and development, whilst Lotus stylist Peter Stevens would pen the cars shape, and BMWs Motorsport division had agreed to design an all-new V-12 engine from scratch. Everything revolved around Murrays ideal precepts, such as the innovative three-seater cabin with the driver sitting in the middle ahead of the two passengers.
Another crucial factor was the target weight: an unbelievable 1000kg (The F40 weighed 1235kg and the XJ220 weighed 1470 kg). Every detail was under scrutiny to see if it could be made lighter. With no less than 627 bhp on tap from the 6064cc BMW V-12 engine, the truly explosive performance, which Murray had been aiming for, became reality. Ex-Formula 1 driver Jonathan Palmer flew to the Nardo Test Track in Italy in August 1993 and, in the searing heat, he drove the F1 at an incredible 372 km/h. Tests betrayed even more amazing figures; 0-96 km/h in 3.2 secs. Such incredible performance made the F1 almost invincible on the track: an F1 GTR came first in virtually every GT Endurance race it entered, and the F1 won the Le Mans of 1995.
Then, there was the cost. $2,000,000 reflecting the huge development budget, ultra-high technology and the fact that, initially, each one took 6,000 man hours to build. Then there were all the little touches that made the F1 special, like the gold insulated engine bay, the unbelievably complex sound system, and total leeway for colour choice and tailored luggage. If you had car problems, McLaren would jet out a mechanic on the next available flight.
The first customer car was finished on Christmas Eve 1993, and the last one of a total of 100 cars well short of the initial target of 300 was completed in 1997. There could hardly be a more exclusive car than this.
McLaren F1 GTR
BASIC STATISTICS
Engine Location: Mid, in-line
Configuration: V-12
Capacity: 6064cc
Horsepower: 627 bhp @ 7400 rpm
Transmission: Six Speed
Drive: Rear
Top Speed: 386 km/h
Acceleration: 0-96 km/h @ 3.2 secs
RELATION TO LE MANS
The McLaren F1s were entered into the race in 1995. They were extremely successful coming first in 1995, and the years that followed they managed to take 4th, 2nd, and finally, 4th again. They were then stopped competing
but it is amazing to looks at the results to see about 10 McLarens on the list of entrants from 1996.
PORSCHE GT2
Capable of 315 km/h, Porsches twin-turbocharged GT2 is the fastest road car in the companys history. Production has been restricted to just 300 examples. Launched at the 2001 Detroit Motor Show, it boasts a higher flat-out speed than its 4WD Turbo stalemate. Drawing on two variations on the 911 theme, its lightweight rear-wheel drive chassis came courtesy of Porsches no-frills competition-honed limited edition GT3 road car of 1999. The power unit was the latest water-cooled 3.6 litre version of the 911 Turbo engine, which was boosted by 36 bhp.
At 1440kg, the GT2 weighed a significant 220kg less than the current Turbo. While the absence of 4WD accounted for some of this weight saving, it also reflected the lack of rear seats, the electric activation of the front ones and an air conditioning system. This figure included a 16kg saving from an unexpected quarter because the GT2 is the first production car to be fitted with race-bred carbon brakes. They had the virtue of not only improving the coupes stopping power, but also its steering.
Outwardly the GT2 was modified only to improve brake cooling and engine ventilation. It is instantly identifiable by the substantial air intakes incorporated in the front spoiler to cool the 35cm discs the ducts mounted ahead of each rear wheel arch for the same effect. The fixed rear spoiler provides better down-force. It also sits 2cm lower than the standard cars and uses wider tires on larger 18 inch alloy rims.
Although designed with competition in mind, the GT2 is a practical road car, although, as one overtakes you, any doubts about its identity will be banished by the name modestly adorning the back of the engine cover.
Beneath the horizontally opposed 6-cylinder lay a GT3-based power unit with 4 valves per cylinder. It develops 456 bhp rather than the Turbos 420. This power increase was principally achieved by upping the pressure on the turbochargers. In addition, titanium rods were fitted to permit the engines revs to soar to an impressive 7900rpm.
However, while a GT2 can reach 100 km/h in an eye-blinking 4.1 secs, the Turbo, on account of its 4WD, is even more rapid and attains the same speed in four seconds. However it forfeits 10 km/h top-speed to the lightweight Porsche, production of which ceased in 2001.
PORSCHE GT2
BASIC STATISTICS
Engine Location: Rear, in-line
Configuration: 6-cylinder
Capacity: 3600cc
Horsepower: 456 bhp @ 5700 rpm
Transmission: Six-speed
Drive: Rear
Top Speed: 315 km/h
Acceleration: 0-96 km/h @ 4.1secs
RELATION TO LE MANS
The Porsches were entered as GT3 cars, and they were successful in their class in 2000, where they came 13th. The following year they improved coming first in their class (6th). 2002 saw them finish quite low in the standings, down at 16th.
MAZDA 787B
Throughout the whole history of Mazda Motorsports, their success on the track was often a showcase for the reliability, durability, and performance of the rotary engine. Naturally, beginning in the late 60's, the goal of winning the world's most esteemed and traditional endurance race at Le Mans 24 became an obvious and inspiring objective for the Mazda Motorsports team.
The technology of their world famous rotary engine design competed in Le Mans for the first time in 1970. Twenty-one years later, the Mazda team found itself in the thick of competition for the ultimate reward, powerfully challenging in 1991 with two strengthened 787Bs and a 787. The pursuit of victory became more than a competitive objective for the team that year, as the organizer of the historic event made it an imperative--it was announced that the following year, only machines powered by a 3.5-liter reciprocating engines would qualify to run.
Here was the last chance for the four-rotor 787B's and the 787 to show what they could do.
That day, a triumvirate of Mazda cars competed tenaciously from the very beginning. And at the 12th hour, the 787B, car number 55, officially took over 3rd place and aggressively battled against the titans of Mercedes-Benz, Jaguar and countless formidable contenders for the top spot. After 21 hours, while Mercedes-Benz pulled-in for a needed pit stop, the 787B took over first place and never looked back.
At 4 pm on June 23, 1991, that historic 787B roared across the finish line at Le Mans, achieving Mazda's long-awaited goal as 250,000 spectators cheered a truly legendary performance. It was a first for a Japanese car manufacturer and a first for the rotary engine. The 787B prototype sports car had gone head-to-head with the world's best for 24 gruelling hours, and when the chequered flag fell, all three Mazda cars had found their glory in the top 10, finishing in 1st, 6th and 8th positions.
The Mazda 787B had won overall the 59th 24 Hours of Le Mans on June 22-23, 1991, at the Sarthe circuit, Le Mans, France. Mazda has been the only Japanese winner of the race, and the only winner with a rotary engine. The winners (Johnny Herbert, Bertrand Gachot, and Volker Weidler) drove 362 laps and 4923.2 km (3059.1 miles), 27.2 km ahead of the second place car. The average speed was 205 kph. They lead from lap 320 to the end (the last three hours).
In 1990, FISA decided that starting in 1992 no RCE engines would be allowed, though this has been relaxed since then.
The R 26B engine that won was normally aspirated and had four rotors and three sequential spark plugs per rotor. The capacity is rated by FIA formula at 4708 cc. It produced 700 bhp. Fuel was electronically injected and consumption was 51 litres per 100 km at an average speed of 213 kph (excluding pit stops). The transmission had 5 speeds (full synchromesh) from a Porsche design gearbox.
The Mazda 787B car weighed 830 kg. Nigel Stroud designed the chassis and the body was carbon fibre. It had 18 inch wheels. The Mazda 787B can be said as the pinnacle of the rotary engines. Mazda still produce rotary engines today, with their RX-8 soon to be released (around a year).
MAZDA 787B
BASIC SPECIFICATIONS
Engine Location: Mid, in-line
Configuration: R-4
Capacity: 4708cc
Horsepower: 700 bhp @ 9000 rpm
Transmission: Five Speed
Drive: Rear
Top Speed: Unknown
Acceleration: N/A
MG LOLA EX257
Following MG's return to the Le Mans 24 Hours in 2001, MG was back at the classic event this year with high expectations. Having qualified sixth and twelfth overall on the grid - first and second in the LMP675 class - they performed in the race at the highest level, challenging the more powerful LMP900 category favourites.
From the very beginning of the race, the two MGs displayed significant pace, consistently leading their class and competing with the fastest cars on the circuit for a significant period of the race. The first disappointment came after midnight on lap 129 when the car #26 (driven by Anthony Reid, Warren Hughes and Jonny Kane) retired with transmission failure, when running strongly in 4th overall.
MG car No. 27 carried on relentlessly through the night gaining positions and by early morning having completed two thirds of the race period suffered an engine problem on lap 219 - with no warning. ''At 7.37am local time a sudden plume of smoke from the rear of the car as Kevin took it through the second chicane on the Mulsanne signalled that the car had a problem, and the car slowed and pulled off on the right hand side of the track. Despite all the efforts of the driver and the team the dream was over. The car was 11th overall at the time, and leading the LMP675 category.
Commenting on MG's return Rob Oldaker, managing director, MG Sport & Racing, said: ''Our ultimate aim when coming to Le Mans this year was to complete the race. We clearly made improvements over last year and have shown that the MG Lola EX257 is capable of performing with the fastest cars in the race.
''We are bitterly disappointed that we've not made enough progress in durability and reliability sufficient to complete 24 hours of hard racing. The drivers have done tremendously well to keep the cars in such good shape during the race and to keep the pressure on. A true team spirit with MG, CMS, Lola and AER pulling together was incredible and with the enthusiasm from fans and our sponsors was phenomenal.''
Mark Blundell, MG motorsport ambassador and driver team leader said: ''It's a huge disappointment". We lost car 26 last night when it had been showing tremendous potential - mixing it with the big boys. The squad with car 27 felt very optimistic that they could reach the end of this very special race and win the LMP675 class. It wasn't to be despite the huge efforts made by the MG team and all its
partners.''
MG Lola EX257
BASIC SPECIFICATIONS
Engine Location: Mid, in line
Configuration: B4
Capacity: 2000cc
Horsepower: 500 bhp
Transmission: Six Speed
Drive: Rear
Top Speed: 346 km/h
Acceleration: N/A
Post your report here when you've completed it, so we can read it!
) So if you have any sites that aren't too technical but still tell the 787b's story, tell me
