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| Mint Fly Collectors Edition Porsche 917 K1000 Km. The model racer has never been tested. It has only been open for photography. It is in other wise, MINT condition and for sale at $179.00. Shipping and Insurance is provided. The Fly Porsche is available exclusively at Enzo's Garage and cam be purchased through PayPal. E-mail enzos.scuderia@gmail.com with your e-mail address and you will be invoiced. When funds are cleared Enzo's garage ships the same business day. Expedited shipping is available, write for details. |
After FIA's CSI banned mid-1967 the over 3-litre prototy-pes from the circuits, Porsche had good hope that it could eventually win the famous Le Mans 24-hours. However, both in 1968 with the 3.0 Porsche 908LH and in 1969 with the 4.5 Porsche 917LH ànd the 908LH, the proud make of Zuffenhausen was beaten by the rejuvilenated Fords GT40 Coupe of John Wyer Automoti-ve Gulf Racing. Under race director Rico Steinemann, the successor of Huschke von Hanstein, a good old strategy was followed: if you can beat them, join them! Indeed, after having won Le Mans 4 times in a row, Ford Motor Company decided to stop endurance racing. So John Wyer at once was free. For Rico Steinemann that was a unique opportunity to make a master deal with John Wyer: if he could maintain his main sponsor (Gulf) Porsche should deliver him 3 cars per race plus its two best factory racers, Jo Siffert (CH) and Brian Redman (GB). Wyer accepted the deal and attracted two own racers: Pedro Rodriguez (MEX), in 1969 still a Ferrari work's driver, and the unknown Leo Kinnunen (SF), who scored some fine results in Formula Vee racing.
Meanwhile the American Audi-Porsche importer, John von Neuman insisted to receive full work's cars for his team from Zuffenhausen. He made a racing joint venture with KG Salzburg and obtained that two other factory cars could be raced - in the 3 American Rounds of FIA's Manufacturer's Championship for "Porsche-Audi USA", in the other rounds for KG Salzburg Austria.
So doing Rico Steinemann & Co installed a kind of intramural competition, in 1966-67 already extremely fruitful at Fords. Later during the season Martini's signor Rossi made a similar deal, allowing him and Martini International Racing a semi-factory car at Le Mans and (off-championship) at the Kyalami 9-hours.
Meanwhile the American Audi-Porsche importer, John von Neuman insisted to receive full work's cars for his team from Zuffenhausen. He made a racing joint venture with KG Salzburg and obtained that two other factory cars could be raced - in the 3 American Rounds of FIA's Manufacturer's Championship for "Porsche-Audi USA", in the other rounds for KG Salzburg Austria.
So doing Rico Steinemann & Co installed a kind of intramural competition, in 1966-67 already extremely fruitful at Fords. Later during the season Martini's signor Rossi made a similar deal, allowing him and Martini International Racing a semi-factory car at Le Mans and (off-championship) at the Kyalami 9-hours.
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| UPC Codes |
Contrary to 1969 nearly all Porsches received a new nose, another emplacement of the exhaust pipes and the short tail rear, inspired by the 917PA, raced by Jo Siffert in the CANAM series. For Le Mans 2 new LH versions were built, going res. to KG Salzburg and Martini International Racing. The story goes that John Wyer invented the short tail version during the October 1969 tests at Zeltweg, but there can be no doubt that Wyer was inspired by the much better road hoalding of the 917PA CANAM spyder.
In the course of the season the 4,494 cc motor, developing 560HP at 8,300 revs/min with a maximum couple of 50kg at 6,800 revs, was replaced by a 4,907cc motor with 600HP at 8,500 revs/min and a maximum couple of 54kg at 6,800 revs. Compression ratio was maintained at 10.5:1. The 4.9-litre motor was used for the first time in competition by the JWA Gulf cars at the 1970 Francorchamps 1,000-kms on May 10. At Le Mans John Wyer used the new motor on his #20 and #21 (not on his #22). KG Salzburg used it at its #25 917LH but not on its #23 917K and not on its T-car.
The organisation of Steineman's racing division was at all points superior to the organisation of Mauro Forghieri at SpA SEFAC. Indeed, at no occasion Ferrari showed with a T-car, whilst JWA Gulf - later also KG Salzburg - had at nearly all races a T-car. Furthermore Porsche's help to the privateers was much etter than Ferrari's.
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| Awesome Porsche By Fly |
The 1971 season missed the thrilling suspense of the previous year. Although it was proven at the Österreich-ring and at Kyalami that the new 5.0 Ferrari 512M was faster than the 4.9 Porsche 917K, Enzo Ferrari believed no longer in the future of the 5-litre sports cars. His 512S cars were transformed in new 512M cars, but raced by privateers, no longer by the factory, thus without the smallest hope on winning. At Porsche KG Salzburg retired from competition after a serious dispute between Ferdi-nand Piech and his uncle Ferry Porsche concerning the 16-cylinder engine, built by Piech without the approaval of uncle Ferry. At once the sharp intramural competition - being the real thrill of the 1970 season - was no longer there. The relation between JWA Gulf and Martini Racing (the successor of KG Salzburg) was one of co-operation, not one of strong competition.
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| View From Top |
Ferrari let build his famous 3.0 312PB, equipped with a flat boxer motor, making the rear of the car much lower than that of the 312P. Whilst in 1970 Ferrari lost at least 3 races from the Porsche 917K by the hopeless structure of its race division under Mauro Forghieri, the new 312PB lost in 1971 several races by pure bad luck. But at the end of the season there was full evidence that lighter 3-litre prototypes were able to defeat the 5-litre Porsche 917.
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| Fly's detail - outstanding |
At the superfast Monza, where the 5-litre cars were estimated to be unbeatable, the lonely 312PB was 2nd on the grid, ahead over all Porsches 917K but one. A stupid collision with a private Porsche made that the 312PB failed to demonstrate its racing abilities. At the still faster Spa circuit a stupid collision made Clay Regazzoni loosing a sure 3rd place. At the Nürburgring Ickx took without problems the pole and team mate Regazzoni was leading all Porsches when a steaming radiator aborted. At the österreichring the 312PB was once more leading all Porsches 917 until the last hour, when the suspension broke and the 312PB crashed into the guard rail.
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| Note the Long Tail which was implemented after trials - see text |
Add to this the 3 times the Porsches 917 were beaten by the Alfa Romeo 3-litre prototype and one understands that the 917 was vulnerable. However, the clear proof of it could not be given, since the 5-litre sports cars were banned by the end of the year from competition by the CSI. In 1972 the 3.0 Ferrari 312PB won all rounds it entered, beating time after time the records set by the 917 on the tables.
Only in its CANAM version - 917/10, 917/20 and 917/30 with nearly 1000HP at its last version - the 917 was a nearly unbeatable machinery, so unbeatable that in 1974 the organisers of the CANAM series found no other way than to refuse it at the start, since it killed all American fan interest. Especially at the CANAM - where Ferrari failed with its 612P and 712P - Porsche gave full evidence that it was able to make faster race cars than could be done by the Prancing Horse.
Only in its CANAM version - 917/10, 917/20 and 917/30 with nearly 1000HP at its last version - the 917 was a nearly unbeatable machinery, so unbeatable that in 1974 the organisers of the CANAM series found no other way than to refuse it at the start, since it killed all American fan interest. Especially at the CANAM - where Ferrari failed with its 612P and 712P - Porsche gave full evidence that it was able to make faster race cars than could be done by the Prancing Horse.
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| Low & Sleek |
In the right line we find the #10 KG Salzburg Porsche 917K - chassis 023 - of Vic Elford/Kurt Ahrens (DNF), the #7 JWA Gulf Porsche 917K - chassis 016 - of Pedro Rodriguez/Leo Kinnenunen (1st at the finish), the #14 Gesipa Porsche 917K - chassis 007 - of Helmut Kelleners/Jürgen Neuhaus (10th), the #12 AAW Shell Porsche 917K of Hans Laine/Gijs van Lennep - chassis 021 - (11th) and the second Alfa Romeo T33/3. PICTURE: Sport Auto (French edition), #101, cover.
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| Front End - Untaped Version |
At the famous Darren Galpin Racing Archives the 004 is erronously mentionned as the 017, despite the fact that the 017 chassis was only used by November 1970, to replace the 004.
The victory of the KG Salzburg Porsche 908-03 at the Nürburgring (round #7 of the Manufacturer's Worlds) gave Ferdinand Piesch and his mom great confidence that they could do what nobody at Porsches earlier could: winning the Le Mans 24 hours, more important than all other rounds together. So KG Salzburg came to Le Mans with 3 cars, 2 917K and 1 917LH. Of them the #24 917K (the blue one with the white stripes) - with chassis 020 - was equipped just as the #25 917LH with the new 4.9-litre engine, whilst the #23 had the old 4.5-litre engine. Since the #24 was at the qualifications hardly faster than the #23 (3'31"5 versus 3'32"6) Ferdinand Piesch decided to withdraw the #24. Before the start - given by uncle Ferry Porsche himself - nobody believed that KG Salzburg had a serious chance against JWA Gulf having won the 2 last editions of Le Mans. In front of uncle Ferry Porsche, who was often not happy with the ambitious plans of his nephew Ferdinand Piech, the young ambitious engineer realised the pole position with his special 4.9 Porsche 917LH http://www.imca-slotracing.com/images25).
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| Nice detail of the 'fan' through rear glass |
However, after 6 hours of racing, Ickx and Schetty, pushing as devils, came into 3rd position, just behind the #20 JWA Gulf 917K and the #25 KG Salzburg 917LH. When, after 7 hours of racing, Elford came in the pits, he complained that the handling of the #25 became peculiar. Finally a slow puncture was found, so that the Ickx/Shetty Ferrari 512S could move up to the second place. Elford dropped into 5th. Piper, now 3rd, however spun his #18 AAW Shell 917K, and damaged seriously the car. So Hermann/Attwood brought their #23 in 3rd position.
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| Front End Details |
Shortly after 2 a.m. Siffert is in at the pit with 9,600 on the rev-counter and oil pouring from practically everywhere. Now the #23 leads, followed by the 2 LHs, Martini's and KG Salzburg's. Storm broke again and the rain bucketed down, when during the night Elford/Ahrens can pass the Martini Porsche for the 2nd place. When uncle Ferry wakes up at 8 a.m. he finds the 2 Porsches of nephew Ferdinand Piech at the 2 first places. The first non-Porsche was the Alfa Romeo T33/3 of Galli/Stommelen on the 5th place, followed by N.A.R.T.'s Ferrari 512S, res. 11 and 12 laps behind the leader. At 8.30 a.m. an inlet valve has broken on the Elford/Ahrens #25, so that KG Salzburg looses its best car. However Hermann/Attwood maintain the lead until the finish and offer Porsche its first and most important win at Le Mans.
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| Rear End Details - Note Treads On Tires and Spare |
The car appeared a first time in the new colour at the Thruxton sprint race of March 30, 1970, where Piper won. Two weeks later at Brands Hatch, having qualified as 31st, Piper decided to withdraw his car before the start (just as was done at the Daytona 24 hours). Four weeks after Thruxton Piper entered the car as #11 at the Monza 1,000-kms. It qualified as low as 17th and was retired after 55 out of 174 laps with a broken gearbox selector shaft. When the Porsche clan, within Porsche AG, made the famous deal with John Wyer Automotive, Ferdinand Piech and mother Louise decided to use their own racing division (Porsche Austria) and to let race full factory cars under the new banner of KG Salzburg. For the American rounds of the Manufacturer's Worlds Louise co-operated with the American importer.
The 011 was only raced at the Daytona 12 hours (where it qualified as 4th, but was retired) and at the Targa Florio (where a mechanic crashed the car before the start and destryed it). It is not 100 per cent sure that the KG Salzburg 917K, having qualified 3rd at the Sebring 12 hours, was the 011, especially since the car (#16) missed the window on the roof.
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| Sealed Booklet Inside Collectors Sleeved and Boxed Set THE 1971 SEASON AND LATER The 1971 season missed the thrilling suspense of the previous year. Although it was proven at the Österreich-ring and at Kyalami that the new 5.0 Ferrari 512M was faster than the 4.9 Porsche 917K, Enzo Ferrari believed no longer in the future of the 5-litre sports cars. His 512S cars were transformed in new 512M cars, but raced by privateers, no longer by the factory, thus without the smallest hope on winning. At Porsche KG Salzburg retired from competition after a serious dispute between Ferdi-nand Piech and his uncle Ferry Porsche concerning the 16-cylinder engine, built by Piech without the approaval of uncle Ferry. At once the sharp intramural competition - being the real thrill of the 1970 season - was no longer there. The relation between JWA Gulf and Martini Racing (the successor of KG Salzburg) was one of co-operation, not one of strong competition. In 1971 Porsche won 8 of the 11 rounds of the Manufac-turer' World Championship: Buenos Aires, Dayona, Monza, Francorchamps, and the Österreichring were won the new 630HP 5.0 Porsche 917 of JWA Gulf. Martini Racing won Sebring, the Nürburgring (with the 908/03), and Le Mans. Alfa Romeo, howeber, won Brands Hatch, the Targa Florio, and Watkins Glen with it's 3-litre prototype. It's true that the Porsche 917K was a fantastic car, but certainly not so unbeatable as often is believed. In one year time Alfa Romeo and Ferrari gave full evidence that the heavy 5-litre sports cars could be beaten by the much lighter prototypes. Indeed, considering that the 3.0 Ferrari 312P, with its V12 engine was no good racing concept, Enzo Ferrari let build his famous 3.0 312PB, equipped with a flat boxer motor, making the rear of the car much lower than that of the 312P. Whilst in 1970 Ferrari lost at least 3 races from the Porsche 917K by the hopeless structure of its race division under Mauro Forghieri, the new 312PB lost in 1971 several races by pure bad luck. But at the end of the season there was full evidence that lighter 3-litre prototypes were able to defeat the 5-litre Porsche 917. At Sebring the new 3-litre Ferrari 312PB - 450HP for 625kg - had after 5 hours already 4 full laps over the fastest Porsche 917, proving that the future belang to light protypes, not to the 5-litre sports cars. A broken transmission, however, let hope that the 3-litre cars were too fragile for winning. At the BOAC the 312PB took the pole. Unfortunately Ickx was forced off the road during the opening laps by a spinning tail ender. He lost 6 laps in the pits on mounting new body sections, taking back 2 laps on the fastest 917K, to finish 2nd at 4 laps. At the superfast Monza, where the 5-litre cars were estimated to be unbeatable, the lonely 312PB was 2nd on the grid, ahead over all Porsches 917K but one. A stupid collision with a private Porsche made that the 312PB failed to demonstrate its racing abilities. At the still faster Spa circuit a stupid collision made Clay Regazzoni loosing a sure 3rd place. At the Nürburgring Ickx took without problems the pole and team mate Regazzoni was leading all Porsches when a steaming radiator aborted. At the österreichring the 312PB was once more leading all Porsches 917 until the last hour, when the suspension broke and the 312PB crashed into the guard rail. Add to this the 3 times the Porsches 917 were beaten by the Alfa Romeo 3-litre prototype and one understands that the 917 was vulnerable. However, the clear proof of it could not be given, since the 5-litre sports cars were banned by the end of the year from competition by the CSI. In 1972 the 3.0 Ferrari 312PB won all rounds it entered, beating time after time the records set by the 917 on the tables. Only in its CANAM version - 917/10, 917/20 and 917/30 with nearly 1000HP at its last version - the 917 was a nearly unbeatable machinery, so unbeatable that in 1974 the organisers of the CANAM series found no other way than to refuse it at the start, since it killed all American fan interest. Especially at the CANAM - where Ferrari failed with its 612P and 712P - Porsche gave full evidence that it was able to make faster race cars than could be done by the Prancing Horse. |
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