\n\t\t\t\tRange advantage. Compared to the competition, they only had to pit after 14 laps \n\t\t\t\t<\/figcaption><\/figure>\n\t\t<\/div>\n<\/p>\nCarefully taken<\/h3>\n
There were only six months to go before the vehicle was ready for use and there were a lot of specifications to work through. Although Jochen Dauer had already done the groundwork with his design, road approval was still pending. This had to be done by March 31, 1994, according to the Sports Act. The revised version of the Dauer 962 Le Mans now had to fulfill two requirements at the same time: Road approval and at the same time suitability for racing. Norbert Singer and his team were faced with a mammoth task. The Porsche 962 was developed for the race track in 1984, converted for the road by Jochen Dauer and brought back to the race track in Weissach in 1994 – all on the same basis. Alain Bertraut and the ACO were informed of the plans in parallel with the preparations. The French were only cautiously enthusiastic about the idea because they wanted to see other vehicles in the GT1 class. A Group C racing car in disguise would not be in keeping with the spirit of the regulations. Nevertheless, they were open to this project, as otherwise they feared that the powerful Toyotas would go it alone and the race would be rather monotonous.<\/p>\n
Everything to zero – almost<\/h3>\n
In January, the ACO published an amendment to the regulations to reduce the cornering speeds of the GT1 cars. All cars in that class had to have a flat underbody between the front and rear axles. Only then should the diffuser begin. In the original version of the Porsche 962 from 1984, however, the diffuser started far in the middle between the two axles. It developed a strong negative pressure, was elementary for the handling and guaranteed comprehensive success in many Group C racing series of the 1980s.
\nNorbert Singer and his team almost got a shock during the first wind tunnel test. The Dauer 962 Le Mans had a flat underbody in the area of the front axle and was extremely unstable. The 962 Le Mans was reworked under high pressure. The many parts almost resulted in a new car, as the new regulations affected many areas in detail: the front end was now pulled further forward. The lack of downforce on the “mini diffuser” on the rear axle was compensated for by an additional wing element under the rear wing. The lack of downforce also meant that the braking loads, for example, were significantly higher. For this reason, carbon fiber brakes were now used, which had been tested in other projects.
\nMany accounts claim that the ACO wanted to put obstacles in Porsche’s way by changing the regulations in order to prevent its use. Dramaturgically it may read better, but it does not correspond to reality. Max Welti even strongly disagrees: “These are infamous insinuations against the ACO. We had many constructive discussions beforehand. The ACO took an even closer look at us because the Dauer 962 Le Mans was not the GT car we had hoped it would be.” <\/p>\n
A skewer route<\/h3>\n
It turned out to be a stroke of luck that the complex T\u00dcV approval had not yet been carried out and that it was possible to react accordingly to the change in the regulations. With the T\u00dcV Rhineland, outstanding issues such as noise development, lighting, fuel and exhaust emissions were resolved. The last point was cleverly argued: the design of the Dauer 962 Le Mans dated back to 1982, so the legal basis from that year had to be used as the basis for approval. To everyone’s astonishment, this argument was accepted. After lengthy negotiations, the T\u00dcV sticker was affixed to the license plate on March 15, 1994 – two weeks before the first deadline! The second problem arose on April 21, 1994, when the vehicles had to be presented to the ACO in Le Mans. The fear of unexpected objections was great. But Norbert Singer had prepared well for this eventuality and was able to dispel the last reservations. The six months of preparation were like running a gauntlet. <\/p>\n
No underdogs with the Dauer 962 Le Mans<\/h3>\n
The Dauer 962 Le Mans had its roll-out on the in-house test track in Weissach in mid-April. The test drives on the Goodyear proving ground, in Paul Ricard and at the 24-hour test in Magny Cours all went off without any major problems. Confidence spread.
\nThe two vehicles were officially registered by Jochen Dauer, while Norbert Singer, Max Welti and their engineers from Weissach were responsible for the on-site expertise. The on-site work was effectively carried out by Reinhold J\u00f6st’s team, although his name does not appear anywhere – all in all a professional factory operation. Some of the best sports car drivers of the time were named on both vehicles. Hans-Joachim Stuck, Danny Sullivan and Thierry Boutsen drove the car with the starting number 35 and the striking Shell design. The second car with start number 36, sponsored by FAT-Express International, was driven by Mauro Baldi, Hurley Haywood and Yannick Dalmas. <\/p>\n
During practice, the two Dauer 962 Le Mans cars were still significantly slower than the modified Group C prototypes, the Courage C32 LM, the Kremer-Porsche K8 and the SARD Toyota 94 C-V. The Japanese had been trying to win at Le Mans since the mid-1980s and were considered the heavy favorites. Nevertheless, 5th and 7th place on the grid were reassuring results, because different rules apply at Le Mans. The lead over the other GT1 competitors was enormous. The next best GT1 car was 12 seconds slower. Officially, the only goal was to win the GT1 class. <\/p>\n
The first few hours revealed another opportunity. Both Dauer 962 Le Mans cars were able to match the times of the favored Toyota 94C-V and were significantly more economical. The modified Group C prototypes ran with a weight of 950 kg and an 80-liter tank, while the Porsches ran with 1000 kg and a 120-liter tank. While the Group C prototypes had to pit every 11 laps for refueling, their closest rivals from Stuttgart-Zuffenhausen only had to pit after 14 to 15 laps. Thanks to the larger diffuser, the prototypes from Toyota, Courage and Kremer were able to drive with less tire wear. They only had to change their tires at every second stop, whereas Porsche had to change them at every stop.
\nThe race at the front resembled a sprint race, coupled with tactical games, luck and bad luck. In the first two hours, the two Dauer 962 Le Mans cars led the race to everyone’s dismay. Danny Sullivan had a puncture immediately after entering the pits, forcing him to complete an entire lap on a flat tire. He lost almost two laps to the leader. Shortly afterwards, Thierry Boutsen ran out of fuel 50 meters before entering the pit lane and had to be pushed. At four o’clock, his headlights went out at 300 km\/h in the Tertre-Rouge corner. The Belgian remained level-headed and managed to switch the lights back on during the slow drive. In the pit lane, the front section was changed to be on the safe side. Later, a track bar also had to be replaced. <\/p>\n
On the other hand, the half-shafts on both vehicles caused headaches. An excessive amount of grease was leaking from the bellows. The shaft was replaced on Mauro Baldi’s Porsche, which also cost him three laps. From then on, the half-shafts were checked at every pit stop, but lasted through the race. It was thanks to the professionalism of the drivers that both Dauer 962 Le Mans were able to catch up with the Toyota 94 C-V again and again. However, they also encountered problems from time to time. <\/p>\n
At midnight, everything looked like a clear victory for the Japanese. In the early hours of the morning, the NISSO Trust-To-yota of Steven Andsk\u00e4r, George Fouch\u00e9 and Bob Wollek had major gearbox problems. The second Toyota from SARD, driven by Jeff Krosnoff, Eddie Irvine and Mauro Martini, took the lead until lunchtime, when the “defect devil” struck mercilessly, as so often at Le Mans: one and a half hours before the end, a weld seam on the Toyo-ta tore, leading to a disconnected gearshift linkage. However, Jeff Kros-noff managed to slowly pull the Toyota across the track in third gear. Both Dauer 962 Le Mans cars were now in the lead. Eddie Irvine managed to catch up with the number 35 Porsche in a final spurt on the last lap. However, Mauro Baldi, Yannick Dalmas and Hurley Haywood pulled away and won with just under a lap to spare. <\/p>\n
The 1994 race showed once again that those who can read the regulations have a clear advantage! The courage to exploit the gaps can pay off. <\/p>\n
Never miss an exciting article about historic motorsport again! Get the Curbs Abo ALL pictures <\/em>comfortably at home – directly via our online store<\/a> <\/strong><\/p>\n","protected":false},"excerpt":{"rendered":"A new era began at Le Mans in 1993, after the legendary Group C had become a mere shadow of its former self. The officials of the Automobile Club de l’Ouest (ACO), led by Alain Bertaut, recognized the signs of the times and opened up the 24 Hours of Le Mans to GT racing cars, which were to be the future. <\/p>\n","protected":false},"author":13,"featured_media":21917,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[2341],"tags":[],"photographer":[698],"class_list":["post-21916","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-stories","photographer-archiv-porsche-martin-lee","generate-columns","tablet-grid-50","mobile-grid-100","grid-parent","grid-50"],"yoast_head":"\n
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