The sport´s governing concil in Paris formulates the Group C regulations for sports prototype racing. These sportscar regulations remain valid until 1992. International motorsport is divided into three sub-categories: Group A (near-standard), Group B (major modifications) and Group C (few restrictions, prototypes).

At this time, the Group C era will be a time of Porsche´s greatest successes in motorsport. With the models 956 (1982-1984) and 962 (1985-1989) – all created under the direction of project leader Norbert Singer – Porsche wins five team, manufacturers‘, and drivers‘ world championships. These sportscars secure six Le Mans victories.

Initially 1982 is anticipated as a trial year for the 956. However, in the hands of Jacky Ickx and Jochen Mass as well as Derek Bell and Vern Schuppan the sportscar turns into a winner. Porsche immediately conquers the world championship for manufacturers and Ickx secures his first sportscar drivers‘ world championship title. Unforgettable is Ickx´s final spurt to victory and world champion status at Brands Hatch, where in the last hour he reels in Riccardo Patrese who leads by almost one lap.

At the Le Mans 24 Hours the 956 drives to a triple victory. Ickx/Bell (chassis 002) win ahead of Mass/Schuppan (chassis 003) and Haywood/Holbert (chassis 004). On the way to their Le Mans success Ickx/Bell break their own distance record from the previous year, despite regulations limiting fuel capacity, and complete 4,899.086 kilometres. The 956 with starting number one averages a speed of 205 kph and consumes 47.79 litres every 100 kilometres. By winning all categories, Porsche customers make the success perfect.
Bob Wollek collects the Deutsche Rennsportmeisterschaft (German Racing Championship) in a Porsche 936C of the Joest team with three wins ahead in Rolf Stommelen, who – like his French rival – initially competes in a 936, but switches to a Group C sportscar during the season.

It‘s June 1981 when Weissach received the green light to create a two-seater racing sportscar complying with Group C regulations. In August Norbert Singer works with the first 1:5 model in the wind tunnel. On 27 March 1982 Jürgen Barth takes the car with chassis 001 through its paces on the Weissach circuit for the first time.
The rules limit the fuel consumption, at the same time downforce is a decisive factor, which increases the importance of aerodynamics more than ever. Thanks to the layout of the underbody, the 956 generates an “aerodynamic ground effect“. Although sliding skirts like in F1 are prohibited in Group C, the new Porsche reaches corning speeds not seen in sportscars by now. On the Mulsanne straight Porsche calculates a top speed of 350 kph.

The regulations stipulate the proportion of overall length to the wheel base, to avoid excessive long tail constructions. Hence, Porsche decides on a wheel base measuring 265 cm for the 956 ( 917: 230 cm) – the longest wheel base of all racing Porsches to now.
The 956 features a monocoque chassis made of aluminium. It is the first time that this style of construction is used at Porsche. All suspension components – of which only the lower wishbones are in the air flow – are designed to withstand the high stresses of the strong downforce. The fully synchromesh five-speed gearbox is completely new. For the engine, Porsche at first sticks with a proven solution. The previous year, the 2.65-litre six-cylinder boxer with a twin-turbo brought the 936 victory in Le Mans. At around 635 hp (8,000 rpm) and a regulation weight of ca. 800 kilograms, the power to weight ratio is 1.35 kilograms per horsepower.
Porsche will build a total of 28 of the 956 vehicles to 1984.

The potential of the 956 unfolds. Porsche again wins the World Endurance Championship, Jacky Ickx secures his second consecutive world championship title. Twelve 956 vehicles are delivered to private motorsport customers. Bob Wollek not only wins the European Endurance Championship in a Joest Racing Porsche sportscar but also takes overall victory at the Deutschen Rennsport Meisterschaft (German Racing Championship), for which the Frenchman is again rewarded with the Porsche Cup as the most successful private driver. In Japan, Australia´s Vern Schuppan secures the Group C Drivers‘ Championship in a 956. The manufacturers‘ title goes to Porsche.
At the Le Mans 24 Hour race Hurley Haywood, Al Holbert and Vern Schuppan drive the works 956 with starting number three to victory ahead of team mates Jacky Ickx and Derek Bell. Whilst the new works driver Stefan Bellof together with Jochen Mass retire in the third works 956 with engine damage, Porsche customer teams secure eight of the top ten places, with Philippe Alliot, Mario and Michael Andretti carrying off third place in their Kremer Porsche. Only ninth position goes to Peter Sauber´s BMW team.

At the Geneva Motor Salon in April the new Formula 1 engine is presented: the TAG Turbo – made by Porsche (internal code: TTE P01 V6). The V6 with an 80 degree cylinder bank angle, developed by Hans Mezger, is unusually light and compact. With all accessories the vehicle weighs 150 kilos. Bore: 82 mm, stroke 47.3 mm, displacement 1,499 ccm. Porsche states the performance of the engine built for the McLaren team as ca. 600 hp at between 10,000 and 11,500 revolutions per minute. Initial tests in the 956 take place on Porsche’s test circuit in Weissach. On the engine side Porsche pushes ahead with further developments – the FIA, the sport’s governing body, announces: From 1984 only 510 litres are allowed for a 1,000 kilometre race instead of the currently permitted 600 litres of fuel. Porsche introduces an electronic fuel injection, increases the compression to 8.5 and achieves considerably better performances. One of the works cars featuring the new technology grinds to a standstill in Le Mans. But the factory – and hence the customers – are prepared for the following year. At this stage no one can know that FIA will back out in 1984, sparking off a furore.

The 962 is, under the direction of Norbert Singer, initially created for Porsche customers in the USA where it is intended for the IMSA racing series. The 956 serves as the basis. The IMSA regulations stipulate that the drivers‘ feet must not be further forward than the mid-front axle. In response, Singer increases the wheelbase to 2.77 metres, resulting in modifications to the monocoque and downsizing of the front overhang in order not to increase the overall length. The aerodynamics are modified accordingly. A 2,869-litre two-valve unit with just one turbo charger proves to be the best permissable engine option. In this specification the minimum weight is 850 kilograms. Gearbox and clutch as well as suspension can be taken from the 956, though springs and dampers are adjusted to the new vehicle. The capacity of the fuel tank is increased to 120 litres.
For competition in the World Endurance Championship and in Le Mans Porsche prepares a version with a 2.65-litre engine, two turbo-chargers and a water-cooled cylinder head.
The green light for the 962 project is received mid-October 1983. On 17 October the sketches begin for the new monocoque. On 23 December the monocoque is ready, the first test engine is fitted. On 24 January the first 962 is ready to drive, one day later tests begin on the Paul Ricard circuit. In the evening 450 kilometres at racing speed are completed. On 27 January the first 962-001 leaves Stuttgart for Florida where it makes an honorable debut by posting pole position.
In the following years Porsche builds 91 more 962 vehicles. Over the next decade the 962 will become the most successful sportscar in history, which in the IMSA series alone notches up 54 victories, 40 of which are between 1985 and 1987.

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Un des plus beau protos jamais construit!
Written by Delens Luc (2006-06-09)

Que de plaisir (sourtout de nos jours où les protos d'endurance sont devenus si anguleux et plus proche d'une F1) à revoir ces superbes photos des Porsche Rothmans, toujours superbement décorées de ton bleus, blancs et liseret rouge, pilotée de surcroit par notre pilote d'exception (J. Ickx) dont la couleur de son casque s' harmonisait tant dans le cockpit de la 956.
Les protos fermés de cette époque avaient une toute autre allure par rapport aux protos d'aujourd'hui! Je sais les pilotes y crevaient de chaud mais par contre, ils étaient complètement protégés du vent et de la pluie.
J'ai acheté les dessins de Benoit Deliège et de Clovis sur cette voiture, je possède biens entendu des photos et également des reproductions en modèlisme, echelle 1/43è et 1/18è.
Quand je regarde ces reproductions à petite échelle, je me dis souvent que les voitures de courses (F1-Tourisme-Protos-monoplaces....) étaient nettement plus typées en look entre 1970 et 1992. Aujourd'hui une F1 (règlementation oblige) est trop longue et trop peu large, comparez avec les Benetton de Boutsen, la Jordan de B. Gachot, ça c'était des caisses de course belles à regarder!!!!!! Que de nostalgie pour les années 70..................