To view other parts of our Porsche Racing collection take these links to the Porsche Sports Racing & Prototype Cars of the 1950's & 60's, 1970's, 1980's, 1990 to Current
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| 1969 Porsche 917 PA: The 917 PA was the Group 7 version of the 917, which was recently introduced to Group 5. Vasek Polak has convinced Porsche to build a car to compete in the Can Am series and the 917 PA was the catalyst for development into the word beating 917/10 and 917/30. Using a spyder body much like the 908, Porsche retained the quad-cam 4.5L flat-12 cylider engine of the 917, which produced 580 bhp. Jo Siffert was hired to drive the late rounds of the Can Am Championship in 1969. While the 917 PA could not match the McLarens horsepower and torque, it had great relaibility. Siffert gained one podium and fourth place in the Championship despoite missing the first four races. Porsche turned it attention on the 917 and Le Mans in 1970, the car was sold and campaigned by Polak, with Milt Minter driving. Two examples were built. Model by SPARK 1/43 |
1970 Porsche 917K: Powered by the Type 912 flat-12 engine of 4.5, 4.9, or 5 litres, the long-tailed version of the 917 was capable of a top speed of over 254 mph. Porsche hired John Wyer and his JWA Gulf Team, which became the official Porsche team, and also the official development partner. Pedro Rodriguez and Leo Kinnunen drove this car to first place at the Monza 1000 Km in 1970. Model by BRUMM 1/43 |
1970 Porsche 917K (LE MANS WINNER): The Porsche Salzburg team was a de facto second works team under control of members of the Porsche family. In 1970 they won the Le Mans 24 hours with the standard 4.5 litre engined car (620 hp) driven by Hans Herrmann and Richard Attwood. This was Porsche's first victory at Le Mans, a race they would come to dominate up until the late 80's. The 917 has often been acclaimed as the the greatest racing car of all time. Model by AUTOART 1/43 |
1970 Porsche 917K: The Martini Racing team also had Porsche support; obviously Porsche made efforts to win races by supporting more than one team. This car driven by Jo Siffert and Kurt Ahrens finished 16th at Kyalami at a non-championship event. The 917 in its first season in '69 proved to be a real handful, or as Brian Redman said "it was incredibly unstable, using all the road at speed." Increasing downforce at the expense of drag, a new short tail was molded which gave the 917 much needed stability. Model by MINICHAMPS 1/43 |
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| 1970 Porsche 917K: The sale of 917's to customers, was a key strategy in being able to build the 25 cars required to homologate the car. Chassis #021 was sold to AAW Racing Team and the Finnish team employed David Piper and Gijs van Lennep to drive in the 1973 Le Mans 24 hour. They retired at 11 hours due to accident damage from a tire puncture. Model by BRUMM 1/43 |
1970 Porsche 914/6 GT: Peter Gregg and Hurley Haywood drove this 914/6 (Ch. #914 043 0705) to 14th place overall and 4th in GT2.5 at Sebring in 1971, after a DNF at Daytona. Raced in the 1970 season in SCCA races, it was campaigned by Gregg in the 1971 IMSA series, where it won four races and Gregg claimed the IMSA GTU Championship. The 2.0L 6-cyl. engine produced 220 bhp, for a top speed of 150 mph. The car was later painted red. Model by Schuco (modified) 1/43 |
1970 Porsche 908/2 : Andre de Cortanze, Rudi Lins and Dieter Spoerry were the drivers for this Martini Racing entry at Le Mans in 1970. In Thursday practice, Spoerry crashed heavily avoiding Jack Brabham's Matra and the car was beyond repair for the race. Spoerry was relatively unhurt, but suffered a concusion and was not medically able to race. Lins co-drove the other Martini 908/2 LH to 3rd place and a class victory that year at Le Mans, de Cortanze was unfortunately out of a ride.. Model by BEST (modified) 1/43 |
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| 1970 Porsche 917K: The Daytona 24 Hours in 1970 was the first major win for the 917. John Wyer and his JWA Gulf Team came to dominate prototype sports car racing, winning not only Daytona, but Le Mans as well to become the champion of endurance racing in the early 70's. This car was driven at Daytona by Brian Redman and Jo Siffert (who would become one of the 917's most successful pilot duos) to 2nd place. Model by MINICHAMPS 1/43 |
1970 Porsche 917K (DAYTONA WINNER): Pedro Rodriguez and Leo Kinnunen finished 1st at Daytona in 1970. They finished 45 laps ahead of their sister car, which set the fastest lap (Siffert) trying to catch this duo. It was the first major Porsche win for JWA and its Gulf sponsor. These distinctive cars in their orange and blue livery are some of the most iconic racing cars of all time. Model by MINICHAMPS 1/43 |
1970 Porsche 917K: The Salzburg Porsche team entered this car (Chassis 011) at Daytona in 1970 and was driven by Vic Elford and Kurt Ahrens, Jr. It was one of the 917's equipped with the extra window above the cockpit for better vision around the Daytona banking. Elford qualified the car 4th, but it retired due to a fuel tank rupture. This was the only known race for this chassis, having been crashed in practice for the Targa Florio. Model by BRUMM 1/43 |
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| 1970 Porsche 917K: Vic Elford and Kurt Ahrens drove this Porsche Salzburg entered 917K in the 100km race at Monza in 1970. A tire puncture cost them a win. Elford would drive this car (Ch. 023) to 2nd at Brands Hatch, 3rd at Spa and 4th at Watkins Glen and Zeltwig. This car would also win Le Mans in 1970 (Herrmann/Attwood), a very successful 917K. Model by BRUMM 1/43 |
1970 Porsche 917LH: A new low drag version of the 917 was developed for Le Mans. The 917LH (Langheck) featured a spectacular new "Long Tail" body including partially covered rear wheel arches which had very low drag, yet better stability than the 1969 version. Two 917 LH were entered for Le Mans in 1970, this 4.5L LH was entered by Martini Racing, and driven to 2nd place by Willy Kauhsen and Gérard Larrousse. The spectacular livery of this car which became a hallmark of the Martini cars, gained the nickname of the "Psychedelic Porsche" from the team and media. Model by IXO 1/43 |
1970 Porsche 917LH: The other 917LH entered at Le Mans in 1970, was entered by Porsche Salzburg and driven by Vic Elford and Kurt Ahrens, Elford put the car on the pole. The 4.9 litre engine failed after 225 laps (18 hours) while leading. Both drivers had also been entered on the team's other car, a red and white 917 K with the standard 4.5 litre engine, but they did not drive after their own car failed. Porsche had a triumphant 1-2-3 finish at Le Mans, the third spot being taken by a Martini entered 908. Model by IXO 1/43 |
1970 Porsche 917L: Martini Racing International entered three 917's at Le Mans in 1971, including this one (Chassis #042) driven by Vic Elford and Gérard Larrousse. It was the same 917 LH driven by Elford at Le Mans the year before, again failing to finish due to an engine overheating. Martini bought the Salburg team cars from 1970 and reworked the body of the 917L along with suspension improvements. The ned result was a faster, better handling car than from the year before. Elford was able to qualify 2nd fastest splitting the JW Gulf team. Model by MINICHAMPS 1/43 |
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| 1970 Porsche 917K: Finishing 3rd in a 1-2-3 sweep by the Porsche 917's at the Brands Hatch 1000 km in '70, driven by Hans Herrmann and Richard Attwood, this 917 finished behind its sister Porsche Salzberg car driven by Elford and Hulme and the JW Automotive car of Rodriguez and Kinnunen. Model by MINICHAMPS 1/43 |
1970 Porsche 917K: Brian Redman and Jo Siffert drove this car at Le Mans in 1970, retiring in the 12th hour due to engine problems. This car was later used as the feature car in the movie Le Mans with Steve McQueen. These cars with their 5.0L flat-12 engines are one of my all-time favorote race cars! Model by AUTOART 1/18 |
1970 Porsche 917K: At the end of the 1971 season, Porsche announced that it would no longer continue in Group 5 racing. They had successfully vanquished Ferrari and the 512M, conquered Le Mans and had won the World Sports Car Championship for three years running. While they would be back in a couple of years, their immediate attentions were focussed on the Can Am. This car ran at the 1970 Watkins Glen 6-Hour and Can Am, with both races being held the same weekend. Gerard Larousse and Marko Van-Lennep drove the car in the 6-Hour race finishing 9th overall. The next day, Lennep drove the car to 6th place in the Can Am race. A cool paint job by the Martini team, it was painted yellow with red stripes for the remainder of the 1970 season. Model by BBR 1/43 |
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| 1970 Porsche 917K (Le Mans 1970): J.W. Automotive Engineering/Gulf entered three cars at Le Mans in 1970. Disappointed by the poor results of the 917 in 1969 and facing stiff competition from Ferrari, Porsche contracted John Wyer and the Gulf Team to become the official Porsche team. This car was piloted by Jo Siffert and Brian Redman, who retired mid-way after Siefert missed a shift while passing slower cars and blew the engine. Model by BRUMM 1/43 |
1970 Porsche 917K (Le Mans 1970): During tests in Zeltweg, Wyer's team shortened the tail on the 917 to increase downforce. This worked well as the new short tail gave the 917 better stability and the new version was called 917K. Pedro Rodriquez & Leo Kinnunen were teamed up to drive this car, but it lasted 4 hrs. before cooling fan problems forced retirement. The pair would drive this car to 3 victories over the 1970 season. Model by BRUMM 1/43 |
1970 Porsche 917K (Le Mans 1970): Le Mans was not a success for Wyer and Gulf, however the rest of the season was, with wins in 7 of 10 races to give Porsche the Manufactures Championship in the 1970 International Championship for Makes. David Hobbs and Mike Hailwood were paired for Le Mans in this car. Unfortunately, Hailwood crashed at the Dunlop curve in the rain and eliminated the car in the 5th hour. Model by BRUMM 1/43 |
1970 Porsche 917K (Le Mans 1970: Another version of the Redman/Siffert 917K. Model by SPARK 1/43 |
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| 1970 Porsche 917K (LE MANS WINNER - 1970): The Salzburg Porsche 917K driven by Hans Herrmann and Richard Attwood to victory at Le Mans in 1970. Model by LE MANS MINIATURES 1/24 |
Salzburg Porsche Team: (LE MANS WINNING TEAM 1970) 1970 |
1970 Porsche 917K: Dieter Spoerry and Rico Steineman were entered as the drivers of the third Salzburg team entry at Le Mans in 1970. The team was forced to withdraw the car from the race when Spoerry was not cleared medically to race following his acident in Thursday practice in the Martini 908/2, leaving Steineman, manager of Porsche racing, without a co-driver. This 917, (Chassis #20) was raced extensively by Porsche in 1970, sold to Martini in 1971 and won at Sebring that year in the hands of Vic Elford and Gérard Larrousse. Model by MINICHAMPS (modified) 1/43 |
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| The 1970 Le Mans Winner: I was extremely proud that I won The Porsche class and was the second place runner-up in Best of Show at The Isolation Island Concours d' Elegance in 2020. It was a great honor for such a relatively simple diorama which contains a great model. Model by LE MANS MINIATURES 1/24 |
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| Le Mans movie set diorama: I wish my dioramas were this good! I came across this 1/43 scale diorama of the Le Mans movie set while surfing the Internet. The builder is M. Jean-Claude Baudier of Chrono 43 and the photos are from AutoModelisme magazine. This is a fantastic piece centered around Steve McQueen and his film company's set during the filming of this classic racing movie. I wish I had this skill! A side note: McQueen's character Michael Delaney wore a blue helmet and Gulf team driving suit. McQueen in real life wore a white helmet with red stripes and white coveralls with blue stripes. |
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| 1970 Porsche 908/2 LH (Le Mans 1970): Rudi Lins and Helmut Marko finished 3rd overall behind two Porsche 917's at the 1970 version of Le Mans, finishing first in class. This is my favorite version and livery configuration of all the 908 variants. The 3.0L 908/02 won the World Sportscar Championship of Makes for Porsche and helped the marque remain on the podium while the 917 was being developed. Model by SPARK 1/43 |
1970 Porsche 908/2 (Spa 24 Hours 1970): Gérard Larrousse and Rudi Lins drove this 908/2 (Chassis #009) to 9th place over all and 1st i class at the Spa 24 hour race leading up to Le Mans. Martini campaigned this 908/2 in Europen endurance races during the 1970 season and in the USA at the Watkins Glen 6 Hour with Helmut Marko and Lins taking another 3.0L class win. It was also entered in the Can Am at Watkins Glen and finished 10th with Gérard Larrousse behind the wheel. Model by BEST 1/43 |
1970 Porsche 908/2 : Gérard Larrousse was teamed up with Richard Atwood through much of the 1970 World Championship Sports Car Championship races. However for the Nurburgring 1000 Km race he was paired with Helmut Marko and the pair finished 5th overall and third in class. Porsches 908/3'sfinished 1-2 in this race, in front of two Ferrari 512S. A couple weeks later at Le Mans, Larousse would finish in 2nd place and Marko in 3rd driving their respective 908/2's.Gérard Larrousse Model by BEST 1/43 |
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| 1970 Porsche 908/3: (Targa Florio 1970) The FIA announced in 1967 a change in the rules for the World Championship by limiting the displacement of prototypes to 3000cc. Porsche designed the new 908 with a new 3.0L Flat-8 engine which produced 350 hp. The 908/3 was intended to complement the heavy Porsche 917 on twisty tracks tracks that favored nimble cars, like the Targa Florio. This car was driven by Richard Attwood and Björn Waldegaard to 5th place at the 1970 Targa. The three Gulf 908/3's finished 1-2-5. Model by BEST 1/43 |
1970 Porsche 908/3: (Targa Florio Winner - 1970) Porsche introduced their new car, the light and nimble 908/03 at the Targa Florio in 1970. The 908/3 was better suited to the twisty and demanding 44.6 mi. circuit made of public roads in Sicily, than the big and powerful 917. The team of Jo Siffert and Brian Redman made it a 1-2 finish for Porsche (its 10th outright Targa win.) Leading from the pole, they fought off the Ferrari 512S of Vaccarella and Giunti in the early stages and managed to stay ahead of their sister car to finish first. Model by BEST 1/43 |
1970 Porsche 908/3: (Targa Florio 1970) Powered by a eight-cylinder engine of 3.0L, the 908/3 was designed to be a well handling, light-weight race car for twisty circuits such as the Nurburgring and Targa Florio, where the 917 was designed for high speed circuits such as Le Mans. Its aluminum space frame chassis gave strength while saving valauble weight and provided central weight distribution. Pedro Rodriguez and Leo Kinnunen finished second overall on the Taga Florio in 1970, Kinnunen set fastest lap!. Model by BEST 1/43 |
1970 Porsche 908/3 (Targa Florio 1970): Perhaps the most successful of all Porsche drivers of the early 70's, was Vic Elford. While he did not always win, he was truly a master of both the 908 and 917, consistently being one of the fastest drivers. An accident early in the '70 Targa took he and Hans Herrmann out of contention in the Porsche Salzburg entry. Here Vic inspects the 908/3 before the race. Model by BEST 1/43 |
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| 1970 Porsche 908/3: (Targa Florio Winner - 1970) Redman/Siffert Model by SPARK 1/43 |
1970 Porsche 908/3: (Targa Florio 1970) - 5th - Attwood/Waldegaard Model by SPARK 1/43 |
1970 Porsche 908/3: (Targa Florio 1970) - 2nd - Rodriguez/Kinnunen Model by SPARK 1/43 |
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| 1970 Porsche 908/3: (Targa Florio 1970) | 1970 Porsche 908/3 (ADAC 1000 Km Nurgurgring, 1971 - WINNER): Vic Elford and Gérard Larrousse continued their success in endurance racing, teaming to win the 1971 ADAC 1000 Km at the Nürburgring. Porsche scored a 1-2-3 finish at this race with the 908/3. This car (Chassis 008) is one of thirteen 908/3's built and also won the Targa Florio in 1970. Like many Porsche racing car designs, the 908/3 did what it was designed for; win. Compared to the much more powerful, but ill-mannered 917, the 908/3 was a much completer package and a lot easier to drive. Signed by Vic Elford. Model by BEST 1/43 |
1970 Porsche 908/3: (Targa Florio 1971) The 908/3 was developed for and perfectly suited to the twisty 45-mile long Targa Florio circuit through the Sicilian countryside. Its 3.0L flat-eight provided enough horsepower (386) to hit 180 mph on the straights and its mid-engine configuration on a 90" wheelbase made it nimble on twisty circuits like the Targa. Porsche hoped to capitalize on their previous year's success on the Targa Florio and for 1971, fielded a fully backed factory effort using the 908/3's of JW and Martini Racing. The lone Martini entry was driven by Vic Elford and Gerard Larrusse. Model by BEST 1/43 |
1970 Porsche 908/3: (Targa Florio 1971) Elford started the race and set the fastest race lap , leading at the end of the first lap. The JWA cars both crashed out of the race on the opening lap. The Martini car led most of the first six laps. On lap seven of the eleven lap race, Larrusse suffered a punctured rear tire and limped to the nearest service depot to get it replaced. Trying to make up for lost time and to regain the lead, Larrousse missed the pits to switch with Elford and continued on; driving like he was on fire. His efforts to make up ground came to a halt however when he hit a kerb and badly damaged the suspension. With the three Porsches out, Alfa Romeo was able to capitalize on their rivals misfortune and captured the first two places at the finish. Model by BEST 1/43 |
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| 1970 Porsche 908/2 Flunder (Sebring 12 Hour, 1970): Steve McQueen entered this car at Sebring, co-driving with Peter Revson. Revson did the majority of the driving due to McQueen having a cast on his broken foot and Revson drove a masterful race. They finished 1st in class and 2nd overall, barely losing to a more powerful Ferrari 512. McQueen also drove this car in SCCA races, leading the A class points championship before the car and McQueen headed for Le Mans. Model by BEST 1/43 |
1970 Porsche 908/2 Flunder (Le Mans, 1970 - Camera Car): For the making of the movie Le Mans, Steve McQueen's production company used the same car he raced at Sebring as a film car during the Le Man 24 hour race for much of the movies racing footage. Driven by Herbert Linge and Jonathan Williams, the car actually finished a respectable 9th overall, 2nd in class, but was unclassified due to spending so much time in the pits changing camera, film and batteries. Model by BEST 1/43 |
1970 Porsche 908/2 Flunder (SCCA Phoenix, 1970 - WINNER): As a tune-up to Sebring (and later Le Mans), Steve McQueen raced his 908 in SCCA events in early 1970 winning the ASR class at both Holtville and Phoenix. This is the McQueen 908 as it appeared at Phoenix, just before McQueen broke his arm and courageously drove at Sebring. He certainly proved he was an accomplished racecar driver! Model by BEST 1/43 |
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| 1970 Porsche 914/6 GT: (Le Mans 1970) Claude Ballot-Lena and Guy Chasseuil drove the Sonauto (the French Porsche distributor) entry to 6th place overall and first in class at Le Mans in 1970. The flat-six 2.0L engine produced 100bhp and was almost 100lb. lighter than the 911's in its class. Besides the class win, it also took 2nd in the Index of Thermal Efficiency and 4th in the Index of Performance. It ran the entire 24 hours on the same set of tires and brake pads. Model by SCHUCO 1/43 |
1970 Le Mans paddock built by Old Irish Racing: A diorama of what the racing paddock at Le Mans in 1970 might have looked like on the Thursday practice. Featuring the Martini and Salzberg Porsche teams. |
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| 1970 Porsche 911 S (MONTE CARLO RALLY WINNER - 1970): Swedes Bjorn Waldegand and Lars Helmer drove one of the 911S prototypes from the starting point in Oslo, Norway to victory on the 1970 Rally Monte Carlo. This was the third consecutive Monte Carlo victory for Porsche and the second consecutive win for Waldegand. Waldegand was a successful rally driver and would become the first World Rally Champion in 1979. Model by ALTAYA 1/43 |
1970 Porsche 911 ST (Monte Carlo Rallye, 1971): Bjorn Waldegard could not repeat his previous two wins on the Rally Monte Carlo in 1971. Waldegard drove with co-driver Hans Thorzelius. An accident took the Swedish team out of the 41st running of the Monte Carlo Rally. The rare 911 ST had a larger 2.2L flat-six engine which produced 240hp compared to the 2.0L and 180hp for the 911 S model The 911 ST replaced the 911 S as the competition model. Model by UNIVERSAL 1/43 |
1971 Porsche 911 ST (Sebring 12-HR, 1972: Peter Gregg and Hurley Haywood teamed up to drive this Brumos entry at Sebring in 1972. They finished 5th overall and 1st in the 2.5L class. The 911 ST was produced in limited numbers, lightened for racing. Its 2.5L engine produced 266 hp and as at Sebring, its reliability helped it outlast the competition in endurance racing. Brumos continued to campaign this car in the 1972 IMSA and Trans Am seasons. The next competiton car based on the 911 would be the Carrera RSR. Model by SCHUCO 1/43 |
1970 Porsche 911 S (Danville SCCA, 1972 - WINNER): Peter Gregg and Hurley Haywood won the 1972 Danville 250 round of the IMSA series at Virginia International Raceway in this Brumos 911S. For this race, the car was sponsored by new Virginia Porsche dealer, Cavalier rather than Gregg's Brumos Porsche dealership. The 911 ran in the GTU class and regularly beat the more powerful competition in the GTO class. Gregg & Haywood were a formidable racing duo in the 70's. Model by EBBRO (modified) |
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| 1968 Porsche 911 T (Le Mans, 1970): The 911T was designed as Porches entry level 911 model and as a result, the 911T with fewer additions and luxuries was the lightest of the 911 models. This made it perfect as the basis for a GT race car. Like all Porsche 911s in 1968, this car had a 2.0L flat six-cylinder engine with Weber carburators, which in stock trim produced 110 BHP in stock trim. This car, a part of the Wicky Racing Team stable undoubtedly had been tuned for maximum performance in the GT2.0 class at Le Mans in 1970. Model by TROFEU 1/43 |
1968 Porsche 911 T (Le Mans, 1970): In 1968, the 911T was a Europe only model and was used by the Swiss Wicky Racing Team as a companion entry to their Porsche prototypes at events throughout the continent with some success. It was entered at Le Mans in 1969 (DNF) and again in 1970, where it was driven by accomplished French drivers Sylvain Garant and Guy Verrier. Starting 49th on the grid, the pair had worked themselves up to 12th place at the end of the race. Unfortunately, they did not cover the required distance and were not classified. Model by TROFEU 1/43 |
1970 Porsche 911 S (Le Mans, 1970): In 1970, Porsche modified its flat six-cylinder engine to an increased the engine capacity of the 911 to 2.2L, and new camshaft and higher compression increased the stock engine output to 180 BHP. The car also benefitted from having bigger brakes and a modified chassis, giving it better handling and stability. Now running in the GT2.5L class at Le Mans, private entries saw no less than ten 911s entered in the GT classes at Le Mans in 1970. Model by PARTSWORKS (Modified) 1/43 |
1970 Porsche 911 S (Le Mans, 1970): Jean-Piere Gaban was a dedicated Porsche racer in his career which spanned from 1962-1977. He was also a noted mechanic and tuner. His greatest racing success was winning the Spa 24 Hours in a 911 in 1967, as well as the GT class at Le Mans in 1969. At Le Mans in 1970, he entered a new 911S, undoubtedly well-tuned and drove with Willy Braillard under the Belgian Gabans entry. Unfortunately, their gearbox packed it up in the 11th hour after 109 laps. Not the best Le Mans for the four time entrant. Model by PARTSWORKS (Modified) 1/43 |
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| 1969 Porsche 911 S (Le Mans, 1970): Jacques 'Jacky' Dechaumel was a three-time entrant at Le Mans in 1969 (14th) and in this car in 1970 and again in 1971 (DNF). In 1970 he paired with fellow Frenchman Jean-Claude Parot for the 24 Hours. They started 47th on the grid and would finish the race in an unclassified 13th place. Heavy rains severely impacted the Porsche's ability to race at speed and they would finish 72 laps down to the winners, failing to cover the required distance for their class. Model by DSN/TROFEU 1/43 |
1969 Porsche 911 S (Le Mans, 1970): The 911 of Dechaumel was a 1969 S model, with a 2.0L flat-six-cylinder engine. In 1971, he would raise the engine size to 2.2L. Dechaumel was like many of the gentlemen Porsche 911S entrants at Le Mans in 1970. He had an active racing career driving Porsches from 1967-1972, having raced at Spa along with his three Le Mans starts. Parot had a career like Dechaumel, racing mostly in French events from 1966-1971 and mainly behind the wheel of a Porsche. His career included two Le Mans starts, and races at the Nuremburgring, Tour de France and Pris 1000 Km. Model by DSN/TROFEU 1/43 |
1970 Porsche 911 S (Le Mans, 1970): Privately entered under Nicholas Koob's Ecurie Luxemburg, this Porsche 911 S (Ch. #911 030 1010) Koob co-drove with car owner Erwin Kremmer finishing 7th at Le Mans in 1970, taking the GT2500 class win. It was also the last classified car finishing the race which saw heavy attrition and numerous cars unclassified that did not cover the required distance due to the very heavy rain during the race. The pair had qualified the car in 43rd position for the race start. The 2.2L car was raced again at Le Mans in 1971, finishing 10th. Model by ALTAYA/IXO (modified)1/43 |
1970 Porsche 911 S (Le Mans, 1970): Erwin Kremmer and his brother Manfred started their Porsche race tuning shop, running 911s initially and eventually becoming a factory assisted race team which won Le Mans in 1979. Kremmer raced this car at the Spa and Nurburgring 1000 Km races in 1970 and 1971, taking class wins at both races in 1971. The cars final race was at Sebring in 1972 (12th). Luxemburg native Nicholas Koob started racing internationally in the mid 1960s and ran cars entered cars at Le Mans four times, as well as the Spa 24 Hours and Nuremburg 1000 Km up until 1990. Model by ALTAYA/IXO (modified) 1/43 |
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1970 Porsche 911 ST (Le Mans, 1970): The ST was a very limited production of race prepared versions of the 911S, sold between 1970 and 1971. The cars had a 2.4L flat-six engine, which produced 270HP and weight was reduced to just over 2,000 pounds. The cars were successful in the GT classes of Sebring, Daytona, Targa Florio and Nurburgring. They were also a natural for Le Mans, with this car (CH#119 300 932) being entered by French race and rally driver Rene Mazzia in 1970. Model by DSN43/TROFEU 1/43 |
1970 Porsche 911 ST (Le Mans, 1970): Renen Mazzia drove at Le Mans six times between 1969 and 1974 driving Porsches. His best finish was 8th and 2nd in class in 1971. He was also a regular participant on the Tour de France. This car was sold after Le Mans and was raced again in 1971 and 72 by other privateers, failing to finish both times. Mazzia was joined in 1970 by fellow Frenchman and accomplished GT racer Pierre Mauroy. They finished unclassified (11th) in 1970, due to weather and not meeting the required distance. Model by DSN43/TROFEU 1/43 |
1970 Porsche 911 S (Le Mans, 1970): Another one of the private Porsche 911 entries at Le Mans in 1970, this car driven and entered by Claude Laurent and co-driven by Jacques Marche finished the race completing 262 laps in the heavy rains. Like most of the Porsche 911 entries at Le Mans that year, the weather prevented them from completing the required number of laps to be classified. They started at the back of the grid as the 51st starter on the grid. They had managed to avoid the many accidents and incidents that plagued faster cars, having run as high as 15th and would have finished 14th had they been classified as finishers. Model by DSN43/TROFEU 1/43 |
1970 Porsche 911 S (Le Mans, 1970): Laurent and Marche were old hands at Le Mans and both had driven there several times beginning in the early 1960's. Most of their entries were in Laurent's privately owned Lotus Elan's or Porsche 911's. Laurent did drive one of the SEC Automobiles Peugeot powered prototypes in 1966. The French pair of drivers also drove regularly on the Tour de France Auto and a couple of years on the Targa Florio, including 1971 in this 2.2L 911S (DNF). Never high in the finishing order when they completed a race, they are great examples of the privateer sportsmen that competed in these great races. Model by DSN43/TROFEU 1/43 |
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| 1966 Porsche 911 S (Le Mans, 1970): Like the majority of the 911's in its class, this car driven by Jean Sage and Piere Greub was not classified at the finish due to not covering the required distance in the race, attributed to the torrential rains at Le Mans in 1970. The car (Ch. #303 076) was built as the prototype 911 S in 1966 and was raced in 1966 with factory support on the Monte Carlo Rallye (4th in class), Le mans (1st in class) and Tour de Corse (3rd). It was also campaigned by various owners and the car was re-shelled in 1969 or 1970. Model by SPARK 1/43 |
1966 Porsche 911 S (Le Mans, 1970): Owned and entered by Swiss entrant Claude Haldi and sponsored by Hart Ski Racing, Sage and Greub brought the car home in what would have been 15th place at Le Mans in 1970, had they required sufficient distance to be classified. They were the next to last car still running at race end, having covered 252 laps and just over 2,108 miles (3,394 km). This compared with the winning Porsche 917 of 2,863 miles (4,608 km) and 343 laps, shows the huge performance differential of the cars at Le Mans. Model by SPARK 1/43 |
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| 1971 Porsche 917LH (Le Mans 1971): The second Gulf/Porsche Team 917LH at Le Mans in 1971 was driven by Jo Siffert and Derek Bell. Like the other Gulf 917LK entry, they failed to finish, retiring due to a split crank case in the 18th hour. Siffert qualified 3rd on the grid and were contesting for the lead with the other team car in the 4th hour. Avoiding a near tragic accident, Siffert spun the car multiple times and hit a barrier which may have been what caused the usually stout and dependable 917 to eventually retire. Model by MARSH 1/43 |
1971 Porsche 917K (Le Mans - 1971): Richard Attwood and Herbert Mueller drove the John Wyer Automotive/Gulf entry to 2nd place behine the Martini 917K at Le Mans in 1971. While the 917LH cars were faster, they proved to be less reliable than the older 917K design cars. This car was driven bu Siffert/Bell to 5th at Sebring earlier in 1971 and then sold off to a privateer who converted it to a spyder body before writing it off in an accident. Model by MINICHAMPS 1/43 |
1971 Porsche 917LH (Le Mans - 1971): Pedro Rodriguez and Jackie Oliver drove this car at the 1971 Le Mans, with Oliver setting both the pole and fastest lap during the race. The car with a 4.9L engine and the latest aerodynamic LH bodywork failed to finish due to a cracked oil,pipe. Le Mans was ultimately won by an older 917K which was part of the Martini entry. As the season wore on, the 917 would continue to feel the pressure not only from Ferrari, but also from Alfa Romeo. Models by MARSH & MININICHAMPS 1/43 |
1971 Porsche 917LH: The Gulf/Porsche Le Mans Team 1971 Models by SPARK 1/43 |
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| 1971 Porsche 917K (SEBRING WINNER): Vic Elford and Gérard Larrousse won the 12 hr Sebring race with this car in 1971. Elford and Larrousse were paired several times during the '71 season driving for the Martini International team. They won the 1000 km at Nürburgring together, but the season was filled with many disappointing DNF's during a year of 917 & 908 domination. Porsche succeeded by sheer numbers and the fact that one of their cars would stay together long enough to finish. Signed by Vic Elford. Model by AUTOART 1/43 |
1971 Porsche 917K (SEBRING WINNER): An original piece of art done by James Sommerin in Great Britain of the Sebring winning Porsche 917. Model by AUTOART 1/43 |
1971 Porsche 917/20: A heavily modified car, the 917/20, was built as test-bed for future Can-Am parts and aerodynamic "low-drag" concepts. The 917/20 which had won the test race at Le Mans was painted in pink for the 24 hours race, with names of cuts of meat written in German across it in a similar fashion to a butcher's carcass diagram, earning it the nickname "Der Truffeljäger von Zuffenhausen" (The Truffelhunter of Zuffenhausen) or just plain "Pink Pig". The car did not finish due to fuel injection problems at the 12th hour. It was driven by Reinhold Jöst and Willi Kauhsen. Model by SCHUCO 1/43 |
1971 Porsche 917K (LE MANS WINNER- 1971): It was a 1-2 finish for Porsche at Le Mans in 1971. Helmut Marko and Gijs van Lennep drove the Martini team car to 1st place ahead of the Wyer-Gulf 917K entry. The Porsche 917's dominated the Ferrari 512M's, with the third place Ferrari down 31 laps to the winner. The 1971 917's had the newly developed magnesium chassis and had a top speed 40 mph faster than Ferrari. The 239.8 mph top speed that Vic Elford in the other Martini 917 LH set, was the highest recorded speed at Le Mans until 1988. Model by SPARK 1/43 |
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| 1971 Porsche 914/6 GT: Raced by Jagermeister Racing during the 1974 season in Group 4 (GT 2.0 class) races and driven by Dieter Bohnhorst, this 914/6 (Chassis 914 043 1034) started racing in 1971. It was campaigned early on by Kremer Racing, before being purchased by Bohnhorst under Jagermeister sponsorship. Powered by a 2.0L flat six-cylinder engine,which produced 225 bhp among other extensive modifications, this is one of eleven 914/6 GT's distributed by the factory to select racing teams. Model by SCHUCO 1/43 |
1971 Porsche 908/3: Escuderia Montjuich entered this 908/3 at Le Mans in 1973, where it was driven to 5th place in class and 5th overall by Juan Fernandez, Francesco Torredemer and Bernard Cheneviére. It was raced again at Le Mans in 1974, but did not finish. The car (Chassis #013) was given a turbo engine in 1975 and raced until 1981, a full decade, having started out as a J.W. Automotive/Gulf team car in 1971.It placed second in at the Nurburgring 1000 Km 1971, with Pedro Rodriguez and Jo Siffert driving. Model by SPARK 1/43 |
1971 Porsche 917K (DAYTONA WINNER - 1971): Pedro Rodriguez and Jackie Oliver drove one of the two JWA Gulf entries to victory at Daytona in 1971, giving Rodriguez back to back victories at Daytona. Driving the new 5.0L 917K's, after an accident took out the rival Martini 917 and severly damaged Mark Donohue's Penske Ferrari 512, it looked like it would be an easy victory. However, gearbox problems almost cost the race, winning a close contest at the end, as the Ferrari's began to fade due to their own problems. Model by SPARK 1/43 |
1971 Porsche 917K: At Sebring in 1971, Pedro Rodriguez and Jackie Oliver finished 4th in the J. W. Automotive Engineering entry. The finished the hard fought race behind the Martini 917K entry and two Alfa T33/3's. The car was damaged after Rodriguez collided with Donohue's Ferrari 512M in the seventh hour. Penske later filed a protest against allowing the 917 to continue running with no right wing, but was over ruled. The Vic Elford 917 took first place after a struggle with problems of its own. However, the 3.0L cars were showing their strength and competitiveness in WSCC. Model by ALTAYA 1/43 |
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| 1972 Porsche 917/10K: Porsche ended McLaren's dominance of the Can-Am series and started their own. After their successes with the 917 mainly in Europe, Porsche instead decided to focus on the North American markets and the Can-Am Challenge. For that series, a larger and more powerful engine was developed, a turbocharged 12-cyl. developing 850hp! Model by SOLIDO 1/43 |
1972 Porsche 917/10K: Penske Racing, won the 1972 series with George Follmer, after a testing accident sidelined primary driver Mark Donohue. The 917/10K was preceeded in Can Am by the 917PA in 1971, which showed Porsche engineers the car was durable, if under-powered. Folmer had proven in Donohue's absense that the 917/10 was a McLaren beater and won the well deserved Drivers Championship! Model by CMA 1/43 |
1972 Porsche 917/10K: This 917/10 (chassis #015) was campaigned successfully by Willi Kauhsen's racing team, with Willy at the helm in the Interserie races in early 1973. It was also raced in one Can-Am at Mid-Ohio. For the Interserie race at Hockenheim, it appeared in this livery with Wilson Fittipaldi driving. It retired in the first heat due to ending problems. It was raced again by Kaushen in the series in 1974 with notable success. Model by SOLIDO 1/43 |
1972 Porsche 917/10K: Before his early season accident, Mark Donohue proved to be the faster of the two Penske prepared 917's in the Can Am series. Using his engineering knowledge and background, Donohue had been the chief tester of the 917/10 for Penske, which gave him a slight edge over his team mate, George Folmer. During testing at Road Atlanta, revisions to the brake ducting caused the rear body work to fly off the car, causing the car to become unstable and roll multiple times. Donohue survived, but with a badly broken leg. He came back to win at Edmonton and finished fourth in the Drivers Championship. Model by TSM 1/43 |
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| 1972 Porsche 917/10K: Peter Gregg drove this car in 5.0L turbocharged and 5.4L non-turbo variations in rounds of the Can Am in 1972, finishing 5th at Riverside and Road Atlanta. Hurley Haywood took over the driving duties for the 1973 season, but the Can Am was dominated by Penske and the new 917/30. Still he managed 3rd at Laguna Seca and 2nd at Riverside. The car was raced during the 1974 season in the 5.4L non-turbocharged version, finishing 3rd before the Can Am season ended abruptly after two races. Model by SOLIDO (modified) 1/43 |
1972 Porsche 917/10K: George Follmer took his 5th Can Am victory of the 1972 season for Penske Racing and Porsvche at Riverside. The Can Am Drivers Championship already in the bag, the win at Riverside was icing on the cake and continued the Porsche/Penske Can Am dominance. It was also the begiining of the end of the original Can Am series. One marque dominance because of money and the ability to outspend opponents to win, unravelled the competitive early nature of the series where anyone could win on Sunday. Model by TSM MODEL 1/43 |
1973 Porsche 917/30: The prototype 917/30,Chassis #001, featured an adjustable chassis which allowed for different wheelbase configurations. Porsche tested this chassis extensively before constructing two cars for Penske. This car was raced three times in 1973 and won the Interserie race at Hockenheim with Vic Elford. It was raced in the 1974 season under Martini colors and was successful in European races that season. This is the cars livery at the Hockenheim race. Model signed by Vic Elford Model by MINICHAMPS 1/43 |
1973 Porsche 917/30: Porsche won all but one Can Am race in 1973, the Penske team again dominating the series with their new fire breathing 917/30 driven by Mark Donohue. The 917/30 was the most powerful race car ever built and raced! It was the final development of the 917, the 917/30 with improved aerodynamics and a twin-turbo 5.4L engine producing 1,580 hp!, it ate the competition. Regulations for the next year made the 1973 series championship the final one for Porsche. Mark Donohue won the 1973 Can Am Championship, winning 6 of the 8 series races.. Model by STARTER 1/43 |
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| 1972 Porsche 917/10 (Watkins Glen, 1972): When one hears of the 1972 Can-Am series and the Porsche 917/10 mentioned, one instinctively thinks of the red and black striped, turbo-charged white cars of the factory backed team owned by Roger Penske. The cars which dominated the Can-Am in 1972 & 1973, producing Championships for George Follmer and Mark Donohue each of those years. However, Porsche also sold 917/10s to privateer customers in either normally aspirated, or turbo-charged versions. Peter Gregg was one of those customers and purchased a 917/10 (Ch. #917.10-007) from the Porsche factory. His car was a normally aspirated 4.5L Flat-12 engined car which produced 500 HP, clad in light blue early 1972 bodywork. Gregg finished 9th in the Can-Am Championship in 1972, despite not finishing three races. Model by SPARK 1/43 |
1972 Porsche 917/10 (Watkins Glen, 1972): Sponsored by Greggs Brumos Porsche dealership and bearing his familiar number 59, Gregg first entered the car at Road Atlanta and finished 5th. At the next race at Watkins Glen, the car had received a 4.5L turbo charged engine like the Penske cars, but only managed to finish 11th due to engine problems. Gregg had also been struggling with the 1100 HP now being generated by the 917/10. Again, engine gremlins forced him to retire, but he was back in the unblown car for Road America and finished 3rd. Accidents in practice at Donnybrook and Laguna Seca caused the car to be rebodied and at the season finale at Riverside, it had the latest bodywork like the Penske cars and for the first time, the famous Brumos colors appeared. Gregg called the car a "monster" and sold the car to Hurley Haywood, who campaigned it with some success in the 1973 Can-Am in Brumos colors. This model is in its Watkins Glen livery. Model by SPARK 1/43 |
1972 Porsche 917/10 TC (Laguna Seca, 1973): At the end of the 1972 Can Am season, Roger Penske sold his two 917/10s which won the Championship to Bobby Rinzler, whose Rinzler Motorracing ran the two cars in the 1973 Championship with sponsorship from Royal Crown Cola. Rinzlers drivers for 1973 were Charlie Kemp and back to defend his drivers Championship from 1972 was George Follmer driving his ex-Penske car from the season before. Refurbished and upgraded for the 1973 season by the Porsche factory, with Follmer finishing a distant second to Mark Donohue in the Drivers Championship. Rinzlers mechanics were unfamiliar with the 917/10 and its reliability and handling suffered, resulting in several retirements. Model by SPARK 1/43 |
1972 Porsche 917/10 TC (Laguna Seca, 1973): Porsche 917/30 owned by Roger Penske and driven by Mark Donohue was the fastest car on the Can Am grid in 1973, the 917/10 TC with factory upgrades was a close second. They didn't have direct factory support or all the upgrades Penske had but could be counted on to bolster Porsches standing in the Manufactures Championship. Follmer won at Road Atlanta in this car (Ch. #003), finished 2nd at Edmonton and 3rd at Road America. Qualifying 3rd in what would be the last Can Am race at Laguna Seca, Follmer led Donohue for most of the race, but exited the race with a blown turbo. The car would not finish any of the remaining races of the eight race season. Model by SPARK 1/43 |
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| 1972 Porsche 917/10K: Mark Donohue's 2nd place car at Mosport in 1972, first race of the 1972 season. Model by MINICHAMPS 1/18 |
1972 Porsche 917/10K |
1973 Porsche 917/10: Hurley Haywood drove this Brumos Racing 917/10 during the 1973 Can Am season. Model by MINICHAMPS 1/18 |
1972 Porsche 917/10K: Hurley Haywood signed the base for me to make this display for the 917/10. Model by OLD IRISH RACING 1/43 |
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| 1974 Porsche 917/30 TC: While Porsche 917's dominated the Can Am series on one side of the Atlantic, on the other side in the European Interserie Championship, the result was the same. The Interserie Championship run to Group 7 regulations gave European's a taste of what North American's had been experiencing since 1972. Sponsored by Martini Racing, this 917 dominated the Interserie races in 1974 with Herbert Muller at the wheel. Muller won each race he entered that season with the 917 and was crowned the series Champion in 1974, 75 & 76. Model by MARSH MODELS 1/43 |
1974 Porsche 917/30 TC: Herbert Muller was an accomplished driver, primarily of Porsches, although he did have a brief go in F1 in 1971 for the Villiger Team driving a Lotus 72. The Swiss born Muller was an accomplished sports car driver. He drove primarily for Scuderia Filipnetti in both Porsches and Ferrari in the 1960's. He then drove for Martini Racing in the early 70's as one of their principal drivers. He made numerous runs at Le Mans and had two Targa Florio wins in 1966 and 1973 in his resume. Tragically he was killed while racing his Porsche 908 at the Nurburgring in 1981. He crashed trying to avoid another car that had spun in front of him in what was to have been his last race before retirement from racing. Model by MARSH MODELS 1/43 |
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| 1973 Porsche 911 Carrera RSR 2.8 (Trans-Am 1973): In the 1973 Trans-Am series (his last year as an 'amateur' racer) Holbert finished on the podium three of the six series races. He learned from his father, racing great Bob Holbert, as well as when he worked for Roger Penske and Mark Donohue. He demonstrated the talent that would take him to five IMSA titles, three wins at Le Mans and two wins at both Daytona and Sebring, Al Holbert was inducted into the International Motorsports Hall of Fame. Model by MINICHAMPS 1/43 |
1973 Porsche 911 Carrera RSR 2.8 (SEBRING WINNER 1973): Dr. Dave Helmick entered this car at Sebring in 1973, co-driving with Peter Gregg and Hurley Haywood. The trio would finish first in a strong field of Porsche's Corvettes, Mustangs and Camaro's. Sebring had been dropped from the World Sportscar Championship because of the trqacks overall condition. This did not deter IMSA however and a field of 72 cars in four classes fought it out in the annual 12 hour classic in Florida. Model by MINICHAMPS 1/43 |
1973 Porsche 911 Carrera RSR 3.0 (DAYTONA WINNER - 1973): Peter Gregg and Hurley Haywood drove this car to victory at Daytona in 1973. The Brumos Porsche driven by Gregg would go on to win the both the IMSA and the Trans-Am championship in 1973. I remember these cars well running in both series. Hurley Haywood is one of the most successful drivers at Daytona with 5 wins, 1973 his first. He has also driven and won with Porsches at Le Mans and Sebring. Gregg won Daytona 4 times and had six IMSA titles before his death in 1980. Model by ROBUSTELLI 1/43 |
1973 Porsche 911 Carrera RSR 3.0 (Watkins Glen 1973) : In 1973, Watkins Glen hosted two big back-to-back races on the same weekend. The Saturday saw a round in the World Championship of Makes and then a round of the Can-Am on Sunday. Peter Gregg and Hurley Haywood raced this RSR (#911 360 0686) in the Watkins Glen 6-Hours, finishing 7th overall and 7th in class. In the Can-Am race, Gregg raced this car and Haywood raced the 917/10. Gregg finished 9th overall behind the Porsche 917's and McLaren's, while Haywood failed to finish. This RSR started out as a Martini/Porsche team car, which finished 4th at Le Mans and 5th at the Nurburgring 1000 Km in 1973 . Model by SPARK 1/43 |
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| 1973 Porsche 911 Carrera RSR 'IROC': The International Race of Champions (IROC) was an all-star drivers race series in identically prepared cars from 1973-1978. Mark Donohue won the first IROC race in this car. The Carrera 911 RSR was also used in the first full season (1974) and Donohue took the championship that year. Using the 2.8L engine which produced over 300 bhp, the cars were capable of high speeds and close racing on the predominantly oval tracks the IROC series used. Donohue proved he was adept at winning on both road courses and on ovals. Model by MINICHAMPS 1/43 |
1973 Porsche 911 Carrera RSR 2.8 (Daytona 1973): Roger Penske entered this car at Daytona for the 24 Hour race with Mark Donohue and George Follmer driving. Daytona was part of the World Championship of Makes and a win would be a big benefit to Porsche. Penske sponsored the Porsche 917/10 Can-Am cars so the stint at Daytona in the Carrera RSR was a natural. Unfortunately after 405 laps and a shot qt the lead, the engine blew and the car retired. It was sold to Al Holbert after the race and he ran the car in the 1973 Trans-Am season. Model by MINICHAMPS 1/43 |
1973 Porsche 911 Carrera RSR 2.8 (Daytona 1973): | 1973 Porsche 911 Carrera RSR 2.8 (Le Mans 1973): This car started life as a Martini Racing Team car in 1973, winning the Le Mans 4 Hours and placing 3rd on the Targa Florio in 1973. Porsche prepared this car for Le Mans in 1973 with sponsorship by parts firm Sonauto. Peter Gregg co-drove with Guy Chasseuil and finished 14th overall and 2nd in the GTS 3.0L class behind the Kremer entered 911 RSR. The 99's proved to be fast and contested the overall GTS class win with the larger 5.0L Ferrari Daytona's. Gregg had his car in 8th position when a tire blew on the Mulsanne Straight, dropping the car back due to time to repair a broken brake disc. Model by SPARK 1/43 |
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| 1973 Porsche 911 Carrera RSR 2.8 (Le Mans 4hr 1973): Rule changes made the Porsche 917 obsolete at the end of 1972. Developing a new prototype race car was not an option for Porsche, so instead they concentrated on Group 4 and the new European GT chamionship. Using the 911 as the basis, the Carrera RSR 2.8 was developed for the '73 season. The cars were successful from the beginning, proving to be quick with their 308 bhp and 175 mph top speed. This car was driven by Herbert Muller and Gijs van Lennep winning the 1973 Le Mans 4 Hr. and 5th at the Le Mans test. Model by SOLIDO 1/43 |
1973 Porsche 911 Carrera RSR 2.8 (Vallelunga 1973): Gijs van Lennep and Herbert Muller finished 8th at the Vallelunga 6 Hours, Round 2 of the World Championship for Makes in 1973. It was the maiden race for this car (Chassis# 911 760 0576 R5), which was raced by the pair at Dijon 1000K (9th OA, 5th GT) and Spa 1000K (5th). It was subsequently raced by the Martini Team at the Nurburgring 1000K by George Follmer and Willy Kauhsen, but failed to finish. It also retired at the Imola 1000K in 1974. Model by SCHUCO 1/43 |
1973 Porsche 911 Carrera RSR 3.0 (Vallelunga 1973): George Follmer and Willy Kauhsen finished in 7th position and 1st in class, just ahead of their teammates at the Vallelunga 6 Hours. This Martini sponsored car (#911 360 0588 R6) had the larger 3.0L engine, which was under development and became available to Porsche customers with the 1974 model year cars. . It was raced to victory later in the 1973 season by Herbert Muller and Gijs van Lennep, as well as Le Mans where a faulty fuel pump ended its race. Model by MINICHAMPS 1/43 |
1974 Porsche 911 Carrera RSR Turbo (Le Mans 1974): Porsche started experimenting with turbo power for the 911 Carrera RSR in 1974. Brutish in its appearance, the RSR Turbo was intended for racing in Europe. Powered by a flat-six turbo-charged engine of 2.1L, the car produced 500 bhp. Manfred Schurti and Helmuth Koinigg drove this car at Le Mans in 1974, retiring in the 8th hour due to a failed engine. Only four of these cars were built and all were campaigned by Martini racing. Its sister car took second place at Le Mans in 1974. Model by STARTER 1/43 |
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| 1973 Porsche 911 Carerra RSR (Targa Florio, 1973 - WINNER): The 57th running of the Targa Florio over the Sicilian road circuit was the final running of the traditional Targa with World Championship status. The course 72 Km (45 mi.) had become too dangerous at the speeds the cars could now travel and the spectators that lined the circuit, too unruly to avoid a potential catastrophe. Martini Porsche, Alfa Romeo and Ferrari fielded factory efforts. One of three Carrera RSR prototypes entered, this car driven by Gijs van Lennep and Herbert Muller won the 492 Mi. (792 Km) race. Models by ALTAYA 1/43 |
1973 Porsche 911 Carerra RSR (Targa Florio, 1973 - WINNER): The Targa Florio in 1973 was hotly contested with Ferrari favored to win with their 312PB, one being driven by local favorite Nino Vaccarela. From the start, Ferrari, Alfa Romeo and Lancia set a fast pace. However, by the end of the third of eleven laps, the Ferraris, Alfa and Lancia were gone. Porsche inherited the lead and this car had a trouble free run, finishing six minutes ahead of the second place Lancia Stratos. It was the 11th Targa Florio victory for Porsche. Models by ALTAYA 1/43 |
1973 Porsche 911 Carerra RSR (Chassis #911 360 0588 R6): This car (Ch.# 911 360 0588 R6) is one of the early Carrera RSR prototypes. Campaigned in World Sports Car Competition in 1973, The car won the GT class at the Vallelunga 6 Hrs. in its inaugural outing. Winning its class at the Le Mans 4 Hrs., it failed to finish the 24-Hour race. The Targa Florio win was its highlight of the season, with top ten finishes at Spa and Zeltwig among its racing honors. It was then sold to Roger Penske, with Mark Donohue and George Follmer driving it at the Watkins Glen 6-Hr. where they finished 6th overall. | 1973 Porsche 911 Carerra RSR (Watkins Glen, 1973): Roger Penske purchased this 911 (CH. # 911 360 0588 R6) from Porsche after it had appeared at Spa, Le Mans and the Targa Florio (won) under Martini Racing Team sponsorship in the 1973 season. Penske entered the car in the Watkins Glen 6 Hour, which was a FIA World Championship of Makes race along with the SCCA Can Am race at the Glen that same weekend. Mark Donohue and George Follmer finished 6th behind Matra, Ferrari and Mirage and were the highest placed GT finishers. Donohue entered the Can Am the next day, racing Penske's 917/30 to another victory and on his way to the Can Am title. Model by SPARK 1/43 |
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| 1973 Porsche 911 Carrera RSR 2.8 (Le Mans 1973): Porsche Kremer Racing entered this Carrera RSR at Le Mans in 1973. With Paul Keller, Erwin Kremer and Clementz Schickenthanz teaming together to finish in 8th place overall and first in the GTS 3000 class. This car (Chassis 911 360 0610) was raced extensively by Kremer during the 1973 season with great success, including an outright win at the Monza 6 Hour race. Model by MINICHAMPS 1/43 |
1974 Porsche 911 Carrera RSR 2.7 (Road America 1974): Campaigned by the private team of Canadian Harry Bytzek, who ran the car in rounds of the 1974 IMSA series and the SCCA Trans Am. Bytzek finished 6th at the Road America round of the Trans Am series. He and brother Klaus drove the car for their Ontario based team in Trans Am and IMSA competiton through 1979, with runs at both Daytona and Sebring. A Porsche purist, Bytzek later bought an ex-factory 911 GT1 for participation in the Canada GT Challenge Cup. Model by KDW (modified) 1/43 |
1974 Porsche 911 Carrera RSR 3.0 (Le Mans 1975): Powered by the 3.0L variant of the flat-six, producing 280 bhp, the Carerra RSR 3.0 was the factory purpose built race car for privateer customers. This car was entered by Jean Blanton for Le Mans in 1975, where driven by Blanton (Jean Beurlys), Nick Faure and John Cooper, it finished 6th overall and 2nd in class. Its interesting to note that the car was sponsored by Harley Davidson at a time when that company was trying to rebuild its image. Model by HIGH SPEED 1/43 |
1974 Porsche 911 Carrera RSR (Watkins Glen 1974): The energy/oil crisis of 1974 had its impact on racing, as events were either cancelled, or in the case of the Trans Am series, shortened. The Trans Am Series in 1974 was shortened to just three races at Lime Rock, Watkins Glen and Road America. Peter Gregg by virtue of a 3rd place finish at the Watkins Glen 6 Hour race and a win at Road America, was able to overcome an accident that took him out of the Lime Rock race and to win his second consecutive Trans Am Series Championship and the Manufactures title for Porsche. Model by SPARK 1/43 |
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| 1974 Porsche 911 Carrera RSR 3.0 (Trans-Am 1974): The Carrera RSR 3.0 prototype was sold to select racing teams, and scored outright wins in several major sports car races of the mid 1970s. A great rival of Gregg's, Al Holbert was later the head of the Porsche North America's Motorsports Division and also ran his own racing team. These cars used the 2993 cc 911/75 engines, which developed 330bhp, weighed significantly less than the 2.8 RSR and are fantastically quick. Eight cars were built. Holbert drove this car in the 1974 Trans-Am championship. Model by MINICHAMPS 1/43 |
1974 Porsche 911 Carrera RSR (DAYTONA WINNER - 1974): Peter Gregg and Hurley Haywood won the 1975 Daytona 24 Hours in this Brumos Racing entry. This car (Chassis #911 460 9054) was raced in the 1974 IMSA season and into 1975 with either Gregg or Haywood at the helm. It racing career stretched into 1980 after the car was purchased by Diego Febles in 1976. This shows the duarbility as well as the fact that these cars were still competitive for a number of years past their prime. One thinks that the lesson here for racing is more longevity, less obsolescence would result in larger grids. Model by SPARK 1/43 |
1975 Porsche 911 Carrera RSR (DAYTONA WINNER - 1977)): Hurley Haywood ended up driving for Ecurie Escargot in their two year old RSR instead of a factory supported Porsche team at Daytona in 1977; because he was concerned about the reliability of the new turbo cars. Instead, he joined John Graves and Dave Helmick in their low budget effort to win at Daytona and win they did! Graves and Helmick had campaigned their RSR (Car #911 560 9112) previously at Sebring in 1975, finishing 3rd, and again in 1976 (DNF), along with some other IMSA races. They showed that the normally aspirated RSR was still a competitive endurance car, yet the glorious days of the 935/935 was just on the horizon. Model by SPARK - PORSCHE DEALER 1/43 |
1975 Porsche 911 Carrera RSR 3.0 (Le Mans 1975): John Fitzpatrick and Gijs van Lennep were the principal drivers of this car, one of three entries by Georg Loos at Le Mans in 1975. Of the three cars entered by Loos at Le Mans that year, this was the only car to finish. During the second half of the race, their cars withdrawn, Toine Hezemans, Georg Loos and Manfred Schurti helped drive the 934 to a 5th place overall finish and 1st in the GTS (Group 4) class. There were 27 Posches entered at Le Mans in 1975, of which 24 were Carrera's. Only ten 911 Carrera RSR 3.0L cars were produced by Porsche in 1975, with select private teams supported by the factory receiving the 330 bhp cars. Gelo Racing was one of those customers and a dominant force in GT racing in 1975. Fitzpatrick, Hezemans and Schurti were some of the fastest and best GT drivers at the time. Model by SPARK |
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| 1976 Porsche 934 (Le Mans 1982): The 934 was the racing version of the 911 Turbo Type 930, built to meet FIA Group 4 regulations and 400 were reportedly built between 1976 and 1977. The styling for the 934 incorporated the body of the original 911 , with glass fiber panels and used the 3.0L turbo-charged flat-six engine of the 930. The engine produced 480bhp, but was later developed to a 3.3L producing 550bhp. This car started its racing life in 1976 where it was entered in the Sports Car World Championship by Egon Evertz and co-driven by Leo Kinnunen and Toine Hezemans; with podium finishes at Silverstone and Watkins Glen. It was raced by other owners until purchased by Richard Cleare in 1980 and campaigned in European events with AutoFarm sponsorship, often paired with Tony Dron. Seen here in its Le Mans livery from 1982, Cleare, Dron and Richard Jones achieved 13th place overall and 1st in the Gr. 4 class. Our friend Peter Twitchen was the team manager for RC Racing, which gives this model added meaning to us. Model by SCHUCO (modified) 1/43 |
1976 Porsche 934 RSR (Daytona 1977): The Daytona 24 Hours was a FIA event counting towards the World Championship of Makes. Porsche brough a strong contingent of new 935 Turbos, with customers such as Brumos Racing to campaign the older 934's. Peter Gregg and Jim Busby were the only non-935 Turbo cars to lead the race and held the first position for several hours before gearbox trouble required a 3-hour stop. The delay cost them the lead and they ultimately they finished 10th overall, with Porsche taking the top four spots. This car was campaigned by GELO Racing in 1976, sold to Gregg and was then sold after Daytona to a Brumos customer and run in the 1977 IMSA season in 935/5 configuration, finishing 6th at Daytona in 1978 with Belcher, Bundy and Holbert driving. Model by SOLIDO (modified) 1/43 |
1976 Porsche 934 (Nurburgring 1976): Georg Loos' Gelo Racing Team took delivery of one of the first customer 934's and the 3.0L flat-six turbo powered car ran in the 4.5L GT Class. Turbo boost pressure could be raised to increase power output to 480 bhp. Gelo employed Toine Hezemans to drive in the 1976 European championship, with the 934 taking over from the Carrera RSR in dominating races. Hezemans won eight races in the car in 1976 and took the Drivers Championship. The car is in its Nurburgring 300 Km race livery where it finished 2nd overall and 1st in the GT class with Hezemans at the Wheel. He was joined by Tim Schenken at Le Mans in 1976 where the pair finished 16th overall and 2nd in class; a lengthy stop for a transmission rebuild cost them a higher finish and class win. Model by MINICHAMPS 1/43 |
1976 Porsche 911 RSR (SEBRING WINNER - 1976): Al Holbert and Michael Keyser co-drove this Holbert Dickenson Racing 911 RSR to victory at the Sebring 12 Hours in 1976. A month before, Holbert, paired with Claude Ballot-Lena finished in 2nd place at Daytona behind the BMW 3.0CSL, driven by Peter Gregg a usual force behind the wheel of his 911 RSR. For both Sebring and Daytona, the 911 RSR was powered by the flat-six of 3.0L, which produced 280 bhp nad a top speed of almost 180 mph. After Sebring, Holbert sod the 911 and concentrated on the Chevy Monza for IMSA eacing, taking the 1976 Championship. The car was campaigned by Tom Frank through the 1978 season. Model by SPARK 1/43 |
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| 1976 Porsche 935/76 (Le Mans 1976): Rolf Stommelen and Manfred Schurti drove this Martini Racing entry to 4th place overall and first in class (Grp. 5) at Le Mans in 1976. Porsche won Le Mans that year with Ickx and van Lennep in a 936. This car finished just ahead of Derek Bell driving the Mirage GR8 that won the previous year. The 935/76 ran under Group 5 rules, also known as "silhouette rules". Body modifications were allowed (including large wings and water cooling), provided that the basic silhouette of the car remain unchanged when viewed from the front Model by EBBRO 1/43 |
1976 Porsche 935/76 (Watkins Glen 1976): The Group 5 935/76 was powerd by a twin-turbo 3.0L six cylinder engine, producing 560hp and was one of the most formidible cars in the World Championship of Makes in 1976. Rolf Stommelen and Manfred Schurti won the Watkins Glen 6 Hour race in this Martini sponsored car, with teammates Mass and Ickx finishing third. The car would later race in IMSA and Hurley Haywood had podium finishes driving for Vasek Polak, including a second at Portland in 1979. Model by MINICHAMPS 1/43 |
1976 Porsche 936 (LE MANS WINNER - 1976): Jacky Ickx and Gijs van Lennep won Le Mans in this car (Chassis #002) in 1976. The regulations for Le Mans were changed removing fuel consumption limits and Group 5 cars were allowed to compete with Group 6 cars. Porsche entered two 936s and one 935, A 936 would win Le Mans again in 1977 and 1981, both times with Ickx at the wheel. The 936 would continue to dominate the season and won every one of the remaining six rounds of the World Sports Car Championship. Model by IXO 1/43 |
1977 Porsche 934/5 (Sebring 1977): The Porsche 934/5 was conceived to make the aging 934 competitive against competition in the IMSA and Trans-Am series. Peter Gregg and Brumos racing were instrumental in bringing the chassis and engine from the 934, together with the wheels, tires and tail spoiler of the 935. This car, driven by Gregg and Jim Busby at Sebring in 1977 saw the 3.0L turbo-charged flat-six engined car take pole position and they finished the race in 3rd. Banned by IMSA, the car was run by Busby in the '77 Trans-Am season. It was then sold to Northwest racing legend Monte Shelton, who campaigned the car in the 1978 Trans-Am season, including Portland where he started 3rd, but retired due to a blown turbo. Model by TSM Model 1/43 |
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| 1977 Porsche 934 RSR Kremer (Le Mans 1977): The Porsche 934 was a racing version of the Porsche 911 Turbo, prepared to FIA Group 4 specifications. Its 3.0L 5-cyl. Engine produces 550 bhp and a top speed in excess of 190 mph. This car driven by Bob Wollek and Philippe Gurdjian placed 7th overall and 1st in class at Le Mans in 1977. Model by SPARK 1/43 |
1977 Porsche 935/77A (Le Mans 1979): Dick Barbour entered this car, which he co-drove with Paul Newman and Rolf Strommelen to 2nd place and first in the IMSA class at Le Mans in 1979. The 935/77A was a further development of the 935 for 1977, the single turbo was replaced by two KKK units, and the body was changed. This car would also win the 1981 24 Hours of Daytona with Bobby Rahal and Brian Redman at the wheel with owner Bob Garretson, and would also win the 12 Hours of Sebring in 1983. All told, this 935 logged over 70,000 miles racing. Model by IXO 1/43 |
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| 1977 Porsche 936/77 (LE MANS WINNER - 1977): Jürgen Barth, Hurley Haywood and Jacky Ickx finished 1st at Le Mans in 1977. From 1976 to 1981, the factory entered Porsche 936 won the 24 Hours of Le Mans three times with Jacky Ickx ('76, '77, '81). Unlike the later 956, Porsche did not intend to sell the 936 to customers, wanting them instead to use the 935 (which occupied the first four places at Le Mans in 1979), and the old 908 which were still around, updated to turbo engines and new 936-like aerodynamics. Le Mans in 1977 was a Group 6 battle between Porsche, Renault and Mirage. Attrition took its toll, leaving this car in the lead with 45 minutes left when it lost a piston. Half an hour in the pits, its turbocharger disconnected, Barth circulated the car around Le Sarthe twice more to limp home a winner on five cylinders. Model by SPARK 1/43 |
1977 Porsche 936/77 (Le Mans 1977): Jacky Ickx qualified this 936/77 third on the grid at Le Mans in 1977, right behind two of the Renault-Alpine A442's. Ickx joined in hot pursuit from the start and when one of the Renault's faltered early, he took second place and held onto it for the first two hours. During the fourth hour while co-driver Henri Pescarolo was driving, disaster struck. A broken con rod ended the car's run at Le Mans. It later turned out that the titanium rod was not polished properly, causing the failure. Ickx was transferred to the remaining team 936 and told to "go for broke", as Porsche was desperate for the win. He did and his epic night drive to bring the other car into contention and position for the outright win is stuff of legend! At Le Mans anyway! Model by SPARK 1/43 |
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1977 Porsche 936/76 (Nurburgring 1977): Built to compete in the World Sportscar Championship as well as the 24 Hours of Le Mans under the Group 6 formula of 3.0L. Powered by an air-cooled, two-valve 540 hp single-turbocharger, flat-6 engine of 2140cc (the equivalent of 3.0L with the 1.4 handicap factor.) The spaceframe chassis was based on the 917, with many of the parts also coming from that car. Driven by Rolf Stommelen to 3rd place at Nurburgring. Model by TROFEAU 1/43 |
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| 1977 Porsche 934/5 (Trans-Am 1977): Peter Gregg drove this 934/5 (Ch. #930 770 0952) in the 1977 SCCA Trans-Am. Gregg won the rounds at Westwood, Brainerd, Hallett, Mid-Ohio, Road America and Mont Tremblant to win the Trans-Am championship, which was later taken away after a protest was filed by another competitor. Most still consider Gregg the true champion. One of ten 934/5's built, this car powered by its 590 bhp turbo-charged 3.0L engine wore various 935 body configurations in 1977-78. Model by Kyosho (modified) 1/43 |
1977 Porsche 935/77 (Le Mans 1977): Porsche focused on Le Mans in 1977, having won the World Sportscar Championship and World Championship for Makes the prior year. They continued to enter one of two cars in the WCM, but unlike its predecessor the 935/76, the 935/77 was not as reliable and they won only four of the nine WCM events, which did not include Le Mans. Despite that fact, Porsche's customers were not happy having to race their older cars against the new 935/77. Something that led Porsche to develop the 935/77A for the following year. The car was given new, more aerodynamic bodywork and improved suspension in 1977, with the biggest change being the change to two turbochargers to reduce turbo lag. This increased the power of the 2.8L six up to 680 bhp. One car was entered at Le Mans in 1977, this one driven by Rolf Stommelen and Manfred Schurti, which qualified 6th. During the race while in 2nd place, their raced ended after an oil leak caused a 40 minute pit stop and then engine blew (head gasket) shortly thereafter. Model by TROFEU 1/43 |
1978 Porsche 935/77A (Le Mans 1978): Porsche sold fifteen 935/77A to customers in 1978, with these cars slightly modified from the previous year and to meet both Group 5 and IMSA regulations; with IMSA allowing the 935 for the first time. This car (#930 890 0016) was sold new to Reinhold Jost, who Campaigned the car in the DRM series before Le Mans in 1978. Entering the car at Le Mans, the Jost car was sponsored by Bill and Don Whittington who 'rented' a ride for the race, teamed along with Franz Konrad. It was the first Le Mans for the relatively inexperienced Whittington brothers. Qualifying 17th, mechanical problems (which seemed to plague most of the 935's) dropped them back, eventually retiring the car in the 9th hour due to an accident. The 3.0L flat-six, twin-turbocharged car (675 bhp) went back to Jost for the remainder of the 1978 season and Jost had a huge shunt in the car in the final race. The Whittington's would buy a 935 K3 in 1979 and win Le Mans, along with buying Road Atlanta, where they used it as a private practice facility as well as a landing strip for their drug-smuggling operation. But that's another story. Model by SPARK 1/43 |
1978 Porsche 935/77A (DAYTONA WINNER - 1978): Winner of the 1978 Daytona 24 Hours, entered by Brumos Racing and driven by Peter Gregg, Rolf Stommelen and Toine Hezemans. Later sold to Gelo Racing to compete in Group 5 racing in Europe, its principal drivers were Hezemans and John Fitzpatrick. Peter Gregg joined them for the Watkins Glen 6-Hour race in 1978 and the trio won in this very successful car (#930 890 011) being raced up until 1980. Model by SPARK 1/43 |
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| 1978 Porsche 935 (Portland 1978): This 935 (#930 770 0905) has a long successful racing history, beginning in 1977 in the DRM German Racing Championship campaigned by the Max Moritz Jägermeister team and driven by Manfred Schurti to 7th in the championship. It was then sold to the USA to Electrodyne, an importer of performance parts, including Momo for racing in the 1978 IMSA series set to Group 5 specifications (3.0L turbo-charged engine producing 650 bhp and 917 brakes ). Momo founder Max Moretti made his debut in the IMSA series in 1978 driving the Electrodyne car, taking several podium finishes, including 2nd at Portland in this livery. The car was sold to Jean-Pierre Jarrier at the end of the season, who ran it at Le Mans in 1979 (DNF) who sold it to Andial Racing for the 1979 IMSA series. Andial was to became one of the premier suppliers of Porsche racing engines. Model by SPARK 1/43 |
1978 Porsche 935/78 Moby Dick (Le Mans 1978): Manfred Schurti and Rolf Stommelen drove to 8th place at the 1978 Le Mans and 1st place at the Silverstone 6 hr. Because of its shape, with a long front and rear optimised for low drag, the 935/78 was often nicknamed Moby-Dick. The engine was enlarged to 3.2L and equipped with two turbochargers, increasing its output to 950 hp and good for 223 mph at Le Mans, faster than the Group 6 cars with smaller engines. Model by MINICHAMPS 1/43 |
1978 Porsche 935/77A (Nurburgring 1978): Manfred Schurti campaigned this 935 in the World Sports Car Championship for Max Moritz in 1978 and finished 2nd at the Nurburgring 1000 km with co-driver Jacky Ickx. The 935/77 finished in the top five places at that races, showing its dominance over other Group 5 competition. Jagermeifter often sponsored the Max Moritz entered Porsche's, with Moritz being one of the "semi-works" teams. Model by EBBRO 1/43 |
1979 Porsche 935/79 (Portland 1979): Peter Gregg won the 1979 IMSA GTX (Group 5) title in this car, winning eight of 15 races, including Portland where I watched Peter dominate races for many years. When Gregg wasn't winning, it was usually another Porsche, and the 935 became the winningest car in IMSA history. To counter regulation changes banning the twin turbo cars, Porsche made a larger six of 3.2 L with a single turbo, good for 680 bhp. Just seven cars would be the final 935s constructed by the Works and all were sold to the United States. Model by EBBRO 1/43 |
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| 1977 Porsche 936/77 (Le Mans 1978): Porsche brought three 936's to Le Mans in 1978, hoping for their third straight victory. They brought a brand car upgraded with the latest bodywork and the new quad-cam 2.1L flat-six turbo, one chassis with the new engine and this car (Ch. #002) which ran in prior year's Le Mans configuration. This chassis which won at Le Mans in 1976, was driven in 1977 by Hurley Haywood, Peter Gregg and Reinhold Joest, Haywood qualified the car sixth on the grid behind the other 936's and Renault-Alpine A443's. What was to be a battle between Porsche and Renault was somewhat lackluster as the Porsches were into the pits early to correct a variety of maladies. This car had turbo problems early, eventually having to have the turbo replaced. Attrition of the Renault's allowed Porsche back in the hunt for podium spots, with a second place and a third place for the Haywood/Gregg/Joest team. It was the last race for the 936, or was it? Model by SPARK 1/43 |
1978 Porsche 936/78 (Le Mans 1978): Bob Wollek, Jürgen Barth and Jacky Ickx drove the Martini Racing Porsche System entry at Le Mans in 1978 to 2nd place behind the Renault-Alpine A442. Ickx had qualified the car on pole position but was unable to best the Renault. Both Porsche and Renault had brought four cars to Le Mans and shared the first four rows, showing the parity between the French and German cars at Le Mans that year. Model by TROFEU 1/43 |
1978 Porsche 936/78 (Le Mans 1979): Using a rebuilt 936 chassis, a two-car effort was entered by Porsche and Essex Petroleum sponsored both of the factory 936/78 entriesat Le Mans in 1979. Despite qualifying 2nd on the grid and setting fastest race lap, Brian Redman and Jacky Ickx lost the lead due to a blown rear tire and dropped back to 35th position. Fighting through the grid, they were in 7th place when a tire blew again. They were later disqualified after Ickx received outside assistance to repair an injection drive belt he had replaced incorrectly. A mechanic tried to discreetly toss a new belt to him across the track, but was caught and their race over. This chassis (#003) was entered again at Le Mans in 1981 and won! Model by TROFEU 1/43 |
1978 Porsche 936/78 (Le Mans 1979): The car that won Le Mans in 1977 and finished second in 1978 (Ch. #001), was pulled from retirement at the Porsche Museum for Le Mans in 1979. Porsche saw another opportunity to dominate the race and the two Porsche 936/78 entries were the two fastest cars on the grid. Driven by Bob Wolleck and Hurley Haywood, Wolleck put the car on pole and lead the race the first five hours until a engine misfire required a lengthy stop, dropping them back to 24th position. Like its sister car, it too had been rebuilt after a bad crash and Porsche over confident in the cars abilities based on past performance, failed to test the cars properly before Le Mans. This resulted in tire problems and in the case of this car, persistent electrical problems from rain water, which caused this car to be withdrawn in the 20th hour while in 3rd place. Neither of the 936's would finish, denying a repeat of prior years Le Mans wins. Model by SPARK 1/43 |
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| 1974 Porsche 911 Carrera RS 3.0 (Monte Carlo Rally, 1978 - Winner): Beating the favored Fiat Abarth 131's and Renault 5's on the Monte Carlo Rally in 1978 by two minutes, showed that the 911 could still dominate the Night of the Long Knives! Experienced French rally driver Jean-Pierre Nicolas, with co-driver Vincent Laverne drove a very difficult Monte that year with plenty of mud, snow and ice; which made the right selection of tires on each stage critical. Nicolas rented this car from the Almeras Brothers as a private entry, only getting backing from Gitanes days before the rally. The car was prepared with a Group 4 chassis and a 250hp Group 3 engine to prevent putting too much power down at the wrong time. This would be Porsche's last out right win on the Monte Carlo Rally. Model by SPARK 1/43 |
1978 Porsche 935/77A (Portland 1978): Interscope Racing was a team owned by Ted Field and formed in the mid-70's to contest the GTO division of IMSA. Field hired drag racer Danny Ongais to drive with him, along with seasoned racer Milt Minter and the team proved to be fast and always a threat for a podium spot. In 1978, the team bought this car upgrading it from their 934 and used it to great effect, their best season finish being 2nd at Road Atlanta and the Daytona Finale. For 1979, the team continued to campaign this car alongside a newer 935/79, which won at Daytona with Hurley Haywood added to the team. The best finish for this car in 1979 was 4th at the Mid-Ohio 250, with Field and Minter driving. Model by EBBRO 1/43 |
1979 Porsche 935 K3 (LE MANS WINNER - 1979): Thirteen K3's were built by Kremer between 1979-81. Porsche Kremer Racing felt they could improve the factory built racing cars and succeded in developing a car which produced 800 bhp from its 3.2L twin-turbo engine. Klaus Ludwig, Don and Bill Whitington drove this one to victory at Le Mans in 1979. The Whittington's sponsored the car for seat time at Le Mans. Unhappy they were going to be relegated to a back-up role for Ludwig, they purchased the car from Kremer with cash they had brought with them, for more than what Kremer had the car lisyted for sale. Only later would it come to light that the bags of money they carried around with them came from their drug-smuggling operation. Model by SPARK 1/43 |
1979 Porsche 935/79 (DAYTONA WINNER - 1979): Ted Field, Danny Ongais and Hurley Haywood drove the interscope racing 935/79 to victory at the Daytona 24 Hours in 1979. Porsche 935's occupied three of the top five spots at Daytona that year. IMSA had impossed a weight penalty on twin turb cars in 1979, so Porsche's answer was the 935/79. It featured a 3.2L single turbo-charged six-cylindre engine, which pumped out 680bhp, allowing Porsche to again dominate the IMSA series. Only seven 935/79 cars were built, all sold to customers like interscope in the USA. interscope used this car alongside an older 935 in the IMSA series in 1979. This car was used in the longer distance events. Its best finish outside Daytona was Portland where Field placed 6th. Model by TSM MODEL 1/43 |
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| 1979 Porsche 911SC: The Criterium des Cevennes is part of the Championship of France series of rallies and has been run since 1956. It attracts some of the best French and European drives. In 1979, a record number of entries participated and Bernard Bequin and Jeam-Jacques Lenne won in this 911SC. Model by ALTAYA/IXO 1/43 |
1979 Porsche 911 Carrera RS 3.0 (Monte Carlo Rally 1979): In 1975, Jacques Almeras along with his brother Jean-Marie, started the Porsche tuning and conversion company Almeras Freres. Jacques drove cars entered by the brothers race team in world rally competitions, as well as being a regular at Le Mans from 1980-1994. The team entered this car for the 1979 Monte Carlo Rally in 1979, with Maurice Gelin as co-driver. The team finished 9th overall amid stiff competition from Fiat , Lancia and Ford. Jacques finished in the top ten in both 1979 and 1980. Almeres Freres leased their rally cars and one customer Jean-Pierre Nicholas won the Monte Carlo in 1978 in a Almeras car. Notable drivers for Almeras who won rallies and championships outright were Jean-Luc Therier (1980 Tour de Corse), Antonio Zannini (1980 Spanish & European Rally Champion) and Michele Mouton (1977 European Rally Champion). Model by ALTAYA 1/43 |
1979 Porsche 935/77A (Daytona 1979): Dick Barbour and his small team have literally won every major race and award in sports car endurance racing through the years. Barbour himself has been the Porsche Cup, European and American Le Mans series champions, three time winner at Sebring and three time overall or class winner at Le Mans. His small California based team, Dick Barbour Racing gained most of their success driving Porsches in the late 70's and 80's and employed some of the best drivers in the business. This car, which was delivered to Barbour new by Porsche at Le Mans in 1978 (5th overall and 1st in class) and has run multiple times at Le Mans, Daytona, Sebring, Watkins Glen and Riverside; among other IMSA endurance races. At Daytona in 1979, Barbour was teamed with Paul Newman and Brian Redman, both regular Barbour drivers. After qualifying 7th and doing well in the 3.0L twin-turbo 935, their race ended on lap 410 with a dropped engine valve. The team would bounce back with a win at the next race at Sebring. Model by SOLIDO (W/G. Robustelli Trans-kit) 1/43 |
1979 Porsche 935 K3 (Le Mans 1982): Charles Ivey Racing entered this car for John Cooper, Paul Smith and Claude Bourgoignie for Le Mans in 1982. An early K3 (Chassis #009 0002) it was raced in the DRM series early in its racing career with great success, as well as in other Grp. 5 events, including IMSA. At Le Mans in '82, the team finished 8th overall and 1st in class. Model by QUARTZO 1/43 |
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