‘It feels like a bathtub with a bomb stuck to the back of it!’ Those were the words of a shocked F1 driver, Mark Webber, after a turn at the wheel of the Porsche 917 racecar. It’s an extreme description but apt for one of the most fearsome machines ever to grace a race circuit.
The 917 was a beast of a different breed, an automotive monster built with an uncompromising focus on extreme performance, even at the expense of safety features. Its 12-cylinder engine was a sonic boom on wheels, capable of producing upwards of 600 horsepower (in the initial variants), a very healthy high-performance output in the ’60s and ’70s. The car’s slippery aerodynamics enabled it to slice through the air with minimum drag. The Porsche 917 could hit speeds well north of 200 mph, but its handling was unpredictable, particularly at high speeds. It was a machine that demanded respect and often tested the limits of its drivers.
A Snapshot of the Porsche 917 History
The Porsche 917’s story began in 1968 when the FIA raised the engine displacement limit from three to five litres for the World Sportscar Championship. This requirement effectively curbed the competitiveness of Porsche’s racing car at the time, the 908.
Porsche’s response was to build a brand-new race car. Development was intense and fast-paced. In just ten months, the Porsche 917 was ready for its public debut at the 1969 Geneva Auto Show. Twenty-five units were initially built to homologate the car, and eventually, Porsche would go on to make 65 917 race cars. There were several variants, including the Porsche 917K, 917LH, 917/10 and the 917/30.
Perhaps the most glaring example of the Porsche 917’s ruthless dominance occurred at the 1970 World Sportscar Championship season. The 917 racing cars operated by the JW Automotive and Porsche Salzburg teams would go on to win nine out of ten races, including a sensational 1-2 finish at the Daytona opener and a debut Porsche overall victory at the 24 Hours of Le Mans.
A Look at the Competition
The Porsche 917’s dominance was even more remarkable when considering its competition. The racing landscape at the time was populated by highly capable rivals, many of whom had already tasted success in one form or another. These were not mere also-rans but proven contenders, making the 917’s consistent success all the more impressive.
Ford GT40 Mk I
The Ford GT40 MK I was a pioneering race car that was initially introduced in 1964. With a height of approximately 40 inches, the ground-hugging design helped with aerodynamics and stability, making it well-suited for endurance racing. At its heart was a 4.9-litre V8 that made almost 400 hp.
One of the most memorable outings for the GT40 MK I was in 1969 when it went up against the legendary Porsche 917 at the 24 Hours of Le Mans.
By that time, the GT40s were mostly run by Ford privateer John Wyer. FIA rule changes outlawed the 7.0-litre GT40 MK II that triumphed in 1966. As a result, only the outdated MK I was used for the race in 1969. It was still a force to be reckoned with almost 400 hp on tap, but few believed it stood any chance against the mighty 917, a car that had already set a track record during the practice sessions.
The 917s locked out the first two positions on the grid and looked set for victory, having led for most of the race. Unfortunately, reliability gremlins struck. One 917 retired with an oil leak, while another damaged its gearbox with barely three hours left in a gruelling 24-hour race. The Ford GT40 MK I, driven by Jackie Ickx and Jackie Oliver, eventually emerged victorious in the race, closely followed by another Porsche, a 908LH. It was one of the few times the 917 was bested by any rival in its dominant era.
Ferrari 512 S
The 512 S was a prototype race car developed by Ferrari from 1969 to 1970, with 25 units built. The sleek racer was built around a new 60-degree V12 that cranked out 550 hp at 8,500 rpm, an output that put it closer to the 917. In contrast to Porsche’s air-cooled flat-12, the Ferrari required a complex cooling system with numerous pipes and a heavy radiator. Moreover, its steel chassis, reinforced with aluminum, meant the car was at least 220 lbs (100 kg) than the Porsche 917.
The 512 S hit the competitive track for the first time at the 1970 24 Hours of Daytona. It was better balanced than the Porsche 917, and its top speed of about 211 mph meant it was no pushover. Unfortunately, the 917s were just too fast, and the 512 S was unsuccessful in troubling Porsche’s dominance. It did manage to notch its first win during the ’70 season, though, at the 12 Hours of Sebring. The only issue was that the Porsche 917 won the remaining nine races.
Ferrari 512 M
It did not take long for Ferrari to realize that the 512 S, in its current state, could not quite match the Porsche 917 for outright overall performance. The engineers returned to the drawing board, and the 512 M was born.
The 512 M had an aluminum body instead of fibreglass used for the 512 S. That allowed for weight savings of about 110 lbs (50 kg), improving the race car’s handling. A longer wheelbase also meant the 512 M was also more stable at sustained high speeds. The 512 M was powered by a 550 hp V12, similar to the one in the 512 S.
In the 1971 racing season, the 512 M raced hard against the Porsche 917 but ultimately fell short like the 512 S. The Porsche 917 took top honours in seven of eight races that races while the 512 M was unable to win any.
Matra-Simca MS650
The Matra MS650 is a Group 6 prototype race car produced from 1969 to 1970. A replacement for the MS630, the MS650 was mid-engined with an open body similar to that fitted on the Porsche 908/2. At its heart was a V12 that made about 400 hp and propelled the MS650 to speeds of about 190 mph (305.7 km/h).
The MS650’s agile handling and lightweight design made it a strong competitor in various racing series, especially the 24 Hours of Le Mans. The Matra-Simca MS650 had its debut race at the 1969 24 Hours of Le Mans, where its reliability shone through. The French car completed 368 laps of the gruelling race and finished in fourth position. This is more than could be said of the two Porsche 917s in the same race, both of which retired before the end for different reasons. However, the MS650 could not beat the Porsche 917 in any race the latter completed.
Alfa Romeo T33/3
Alfa Romeo started work on the Tipo 33 sports racing prototype in the early 1960s. The Tipo 33/3 was a direct evolution of the Tipo 33/2 that raced in the 1968 World Sportscar Championship season. Its V8 engine was enlarged to 2998 cc with about 400 hp and 332 lb-ft of torque. In 1969, the Tipo 33/3 scored a few victories in small competitions but finished seventh at the end of the 1969 World Championship season.
The Tipo 33/3 enjoyed a better outing in 1970. The Porsche 917 proved too tough a nut to crack overall, but the Tipo 33/3 finished third at the 12 Hours of Sebring. It repeated the feat in 1971, but more impressive was the outright victory secured at the 1,000km Brands Hatch race, finally getting one up on the seemingly invincible Porsche 917s for once.
McLaren M20
The M20 was a sports prototype built by McLaren to compete in the 1972 edition of the Canadian-American Challenge Cup. It was a replacement for the McLaren M8F that raced in the previous season. The MC20 was powered by a Chevrolet engine, a V8 unit that made around 750 hp. Other tweaks included the addition of an adjustable airfoil between the front wheel fenders for increased downforce and better grip.
The McLaren M20 was up against the Porsche 917/10, an open-top version of the 917 with over a thousand horsepower. The McLaren M20, driven by Danny Hulme, did get the better of the turbocharged Porsche 917 initially, winning two of the first three races. Then, the Porsche roared back and stormed to Championship victory, eventually winning a total of six out of nine races that season. After an initially strong showing, the McLaren M20’s challenge quickly faded, partly due to several mechanical issues with the engine.
