https://safirsoft.com From state-of-the-art electronic control units to dual-clutch gearboxes, this racing car has proven it all

From 1982 to 1991, the Porsche 956 and 962 were virtually unrivaled.

Attempting to crown the world's largest racing car is futile, as everyone has a different definition of the word "biggest". But if you are shortlisted for such an award, the Porsche 956 and 962 will have to do so.

When the 956 was first introduced in 1982 with the introduction of Group C racing, it was a distance from Le Mans-winning Porsche models. From the 917 (which was Porsche's first overall victory in 1970) to the 936 (which won in 1976, 1977 and 1981), all Porsche cars used a relatively fragile tubular chassis coated with a fiberglass body. But the 956 changed this old method with a more modern style. This time the chassis was an aluminum monocoque with greater rigidity and better driver safety.

One of the reasons for the change from the 956 to the 962 at the end of 1984 was to put the driver's foot behind the driver. The front axle, according to the International Motor Sports Association (IMSA), which believed it could create what appeared to be an unreasonable demand for a redesign of the car, prevented Porsche from dominating racing in the United States. Porsche named IMSA Bluff. (Other changes from the 956 to the 962 include a 3.0-liter flat-six with an IMSA turbocharger and steel cage roll.) The 2.65-liter is from a failed IndyCar app. The cylinders used water coolers (the barrels were still cold) and a pair of turbochargers for power.

Engine and gearbox are positioned at a 5 degree angle rather than flat to create more room space. Underground ventilation caused floor traces dragging cars onto the track. At first, these were mechanical systems, but in the 1982 season, Porsche began testing some electronic Bosch cars that controlled the engine and fuel system. From the racetrack to the road

The Motronic system was unreliable, allowing the driver to manually mix fuel and engine time within a safe range set by Porsche engineers. Slowly in the late 1980s and version 1.7 of Motronic, 962 engineers were able to program and replace engine management chips - a preview of modern, software-defined engine modes so ubiquitous today. Modern Engine Management This wasn't the only experimental technology tested in the Storm. Dual-clutch gearboxes (Porsche-Doppelkupplungsgetriebe or PDK in Porsche-talk), so common today, were first seen in 1983, decades before the Porsche PDK prepared its first road installation in 2009.. For years, the PDK can be trusted enough in racing, a fact that costs at least the driver's championship.)

These innovations don't just come from Porsche. The company exists to sell cars and this includes racing cars. In my opinion, 160 956 and 962 chassis were built between 1982 and 1991, some by third parties like Fabcar and racing teams like Richard Lloyd. These cars have improved chassis rigidity, and some are made of carbon fiber instead of aluminum. As you can see in the gallery above, the teams also tested aerodynamics and a number of engine types. Advertising

Success achieved quickly and repeatedly. The factory team won the world championship for the sport every year from 1982 to 1985, and won Le Mans in 1982, 1983, 1986 and 1987. The Porsche 956 also won in 1984 and 1985, but those two years were set by Team Just. Of the 19 wins for Porsche at Le Mans, seven were for these cars. Oh, and that record at the Nürburgring Nordschleife that we all thought was unbreakable? Modified by the Porsche 956 in 1983 by Stephen Bluff Ferlis. The introduction of the 962 in 1984 added to the car's success. IMSA's fear of dominating the Porsche was entirely reasonable. Between 1984 and 1993, the 962s won 58 in the U.S., including five producing championships, six at the 24-hour Daytona, and four at the 12-hour Sabering.

Despite finishing Group C in 1992, the 962 still had another championship at Le Mans. In 1994 a pair of 962s converted to road cars by Dower were converted back into race cars and put into the GT class, one of which, despite its lack of ground-based aerodynamics, gave the 956's 962s. That year, the German racing team Kremer also introduced an open-top prototype called the K8, based on the 962. (The car didn't perform well at Le Mans but won the 1995 Daytona 24 Hours race.)

If you're in Los Los Angeles, you can check out the cars in the gallery above at the Peterson Museum from November 19 Take a closer look.

Catalog of the Peterson Museum

From state-of-the-art electronic control units to dual-clutch gearboxes, this racing car has proven it all
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