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1991 PORSCHE 962C —SOLD
Chassis No. RLR 202
Porsche is the greatest supporter of International Sportscar racing - and the most successful, having won Le Mans twelve times since 1970. The 962 is a development of Porsche’s original Group C car, the 956, which was introduced at the inception of the Group C formula. The model has won five World Championships and six Le Mans 24 Hour races. In recent years, specialist Porsche customers, such as Joest, Kremer and Richard Lloyd Racing, have commissioned their own chassis.
This car is one of the last to be built, being constructed specifically for the 1992 Le Mans 24 Hours by A.D.A. Engineering of London. The chassis was the last of Richard Lloyd Racing’s specialist batch of six and was purchased by A.D.A. in February of 1992. The chassis fretured aluminium honeycomb construction with carbon bulkheads. The engine is a type 935/83 — 3 litre water cooled twin KKK turbo.
The A.D.A. Porsche ran at Le Mans with an all British driver line-up of five times winner, Derek Bell, his son Justin, and Tiff Needell. After initial brake problems, the car ran faultlessly, finishing twelfth overall, and third in class C3 completing 284 laps.
The Porsche was then hired by H.R.C for the 1994 Le Mans 24 Hours and sponsored by Cibie with an all Japanese driver line-up of Jun Harada, Tomiko Yoshikawa, and Masahiko Kondo. The car ran well in qualifying and for the first half of the race was placed in the top ten. It then incurred electrical problems and due to translation difficulties took some time to resolve; only to be followed by an off at Arnage which required the gravel to be removed and a replacement nose fitted. The car continued to run well until loss of water into No. 1 cylinder forced the car to stop.
About the 962
The Porsche 962 (also known as the 962C in international competition) was a sports-prototype racing car built by Porsche as a replacement for the 956 and designed to mainly to comply with IMSA’s GTP regulations, although it would later compete in the European Group C formula as the 956 had. The 962 was introduced at the end of 1984, from which it quickly became successful through privateer owners while having a remarkably long-lived career, with some examples still proving competitive into the mid-1990s.
When the Porsche 956 was developed in late 1981, the intention of Porsche was to run the car in both the World Sportscar Championship and the North American IMSA GT Championship. However rule changes in IMSA GT saw the water-cooled engine of the 956 forbidden, as well as the chassis itself due to new safety regulations which required the whole driver to sit behind the front axle. The 956’s chassis had the driver’s legs positioned on top of the chassis, thus making the car ineligible.
To make the 956 eligible under the new rules, Porsche extended the 956’s wheelbase to make room for the pedal box. A steel roll cage was also integrated into the new aluminium chassis. For an engine, the Porsche 934-derived Type-935 2.8L Flat-6 was used with air cooling and a single Kühnle, Kopp und Kausch AG K36 turbocharger instead of the twin K27 turbochargers of the Group C 956, as twin-turbo systems were not allowed in IMSA’s GTP class at the time.
The newer Andial built 3.2L fuel injected Flat-6 would be placed in the 962 by the middle of 1985 for IMSA GT, which made the car more competitive against Jaguar. However it would not be until 1986 that the 2.6L unit from the 956 was replaced in the World Sportscar Championship, using 2.8L, 3.0L, and 3.2L variants with dual turbochargers. The cars run under World Sportscar Championship regulations were designated as 962C to separate them from their IMSA GTP counterparts.. The 3.2L unit, which had been eligible under IMSA’s Group 3 engine rules was banned in IMSA by 1987. In 1988, to counteract against the factory Nissans and the threat of withdrawal from Porsche teams, watercooled twin turbo Porsche engines would be allowed back but with 36mm restrictors.
In total, Porsche would produce only 41 complete 962s between 1984 and 1991.