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| Slot.It Porsche 956 C "Baby Cresci" Enzo's Garage Storefront At Amazon.com |
At the end of the 1981 season drastic rule changes left Porsches prototype racer obsolete. A new system of Group A, B and C classes were setup for 1982. Group A and B cars required a limited production run to be eligible. Group C cars on the other hand were prototypes and restricted only by a number of set dimensions. Another important aspect of Group C racing was the fact that only a limited amount of fuel was available per car per race, effectively restricting the engines' performance.
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In the original blister pack Two weeks after the 1981 Le Mans victory, Porsche started work on a prototype racer to suit the Group C regulations. It was the first all new racer Porsche constructed in over a decade and was quite a departure from the 936, which shared many components with Porsche's prototypes of the late 1960s. The only proven part of the new '956' was the aluminium flat 6 engine, which had powered the 936. For many years Porsche had relied on a triangular spaceframe structure for their products, but to keep up with the competition a completely new aluminium monocoque chassis was designed for the 956. The monocoque supported the front suspension and a rear subframe. The engine and rear suspension were mounted on the subframe. Suspension was by wishbones all-round with the rear coil-spring / shock absorber unit mounted on top of the gearbox to keep them out of the airflow. |
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To suit the fuel economy regulations best, the engine management of the already efficient flat 6 engine was revised with the help of Bosch. The mechanical Fuel Injection system was replaced by a digital unit, resulting in a similar output as the 936 engine, but with better fuel efficiency and more torque. Bolted onto the engine was a new five speed gearbox with a syncromesh on all gears. It replaced the sturdy four speed unit used on the 936, which was originally designed for the hugely powerful Can-Am cars.
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The only factory team taking Porsche on was Lancia, but they never seemed to get the reliability right. In qualification sessions, the Lancias often proved their pace, but they rarely managed to finish a race. In the three years the Lancia works team took part in the championship, they managed to beat the 956 only once. Key to the success of the 956 was the large fleet of customer entered example, backing up the works entries. A total of 10 works and 17 customer cars were constructed.
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| Baby Crecsi = Topolino, aka Micky Mouse |
Anticipating a pedal-box rule change for Group C after the 1985 season, Porsche developed the 962C as the works Group C racer for 1985. At Le Mans the works 962Cs were beaten by customer 956s. At the end of the season the 956 was left obsolete after the FIA had copied the IMSA's stricter pedal-box regulations. Porsche continued their stronghold in the Group C championship and secured another two Le Mans victories in 1986 and 1987. Eventually they were beaten in 1988 by newer and more advanced Jaguars, prepared by TWR.
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Tail End of the Group C Porsche 956 Despite their age, the Porsches remained competitive throughout the Group C / GTP era. In slightly revised Dauer-Porsche form the 962 took another Le Mans win in 1994; a dozen years after it was first conceived. Needless to say the Porsche 956/962 has gone into history as one of the finest racing cars ever constructed. The very first Porsche 956 made its racing debut at the Silverstone 6 Hour race in May of 1982 and was driven to class victory by Jackie Ickx and Derek Bell. During Le Mans, chassis 001 served as a T-car. Subsequently it was raced only once more, to victory at the Norisring by Jochen Mass. In the Summer of 1986, it was given to Ickx to thank him for many services for Porsches. After a lengthy stay in the United States, it recently ended up in the hands of a great Porsche and Group C racing enthusiast in Great Britain.Derek Bell is seen here back in one of 'his' old 956s during the 2007 Goodwood Festival of Speed, where the 25th anniversary of Group C was celebrated. (Source: Golden Era, the History of Group C & IMSA GTP, Ian Briggs and John Starkey) Scalextric's Gemini Shell Porsche "Made in Gt. Britain"  Main reason for the conception of the 962 was the stricter safety regulations of the IMSA series. The rules dictated that the pedal box had to be mounted behind the front axle line, to which the 956 did not comply. The 956 was a lot of things, but safe it sure wasn't, which is underlined by the fatal crash of one the day's biggest talents, Stefan Bellof. To make the 956 eligible for the IMSA's GTP series, the wheelbase was increased to make room for the pedal box. Further modifications included the addition of a steel rollcage.  Five IMSA 962s were constructed for the 1984 season. Work was under way on a larger engine, but in the meantime the 934 derived 2.8 litre engine was used. In its first season the Holbert and Bell driven 962 scored four IMSA victories, a sign of things to come. For 1985 a 3.2 litre was available and the 962's stronghold on the IMSA GTP series was complete. Up until 1993 the 962 was successful in the IMSA GTP series, the 962's roll of honour includes 5 victorious in the gruelling Daytona 24 Hours race. "Magnetraction" - Scalextric's exterior adjustable magnet, adjacent to the can in-line motor.  For the 1985 WEC (World Endurance Championship) the works team fielded a new car, the 962C. It was similar to the IMSA 962, but it featured the twin Turbo charged engine found in the 956. In the hands of talented drivers like Bell, Ickx and Stuck, the 962C dominated that year's championship. At Le Mans the 962Cs showed blistering pace in qualifying, but in the race they were outrun by the Joest entered 956, which scored the 956's fourth consecutive victory. Scalextric's Porsche Racing - "Made in Gt. Britain"  The 1986 season was a carbon copy of the 1985 one, with the Porsche field now mostly made up of 962s. The name of the championship changed to WSPC (World Sports Prototype Championship), but the winner was the same! This time the works team was more successful at the 24 Hours of Le Mans. Although two of the three entered cars retired, the works was able to score victory with the remaining 962C. Scalextric's Porsche Shell M2000 - "Made in Gt. Britain"  In 1988 the Jaguar team had truely taken over from Porsche, with the Sauber Mercedes team close on their tale. The six Le Mans victories and the many other major victories of the 956/962 were a fitting finale to Porsche's 20 years stronghold of sportscar racing.  The 962 was victorious once more at Le Mans in 1994, with Porsche taking advantage of the large number of 962's produced, making it eligible for the new GT1 class. Scalextric's Porsche Syntron-X - "Made in Great Britain"  Featured is a 962C, fitted with the 3 litre engine. It is pictured on the Spa Franchorchamps where it took part in the Group C revival race, which was part of the 2003 RMU Classic.  Article by Wouter Melissen General specifications: Country of origin - Germany Scalextrics Porsche Texaco Havoline - "MADE IN GT. BRITAIN"  Chassis number 956/001 / 956/007 / 956/114 Numbers built - 27 Produced from - 1982 - 1985 Successor - Porsche 962C  Major wins 1982 24 Hours of Le Mans (Derek Bell / Jacky Ickx in 002) 1983 Nurburgring 1000 km (Jacky Ickx / Jochen Mass in 005) 1983 24 Hours of Le Mans (Al Holbert / Vern Schuppan / Hurley Haywood in 003) 1984 24 Hours of Le Mans (Henri Pescarolo / Klaus Ludwig in 117) 1984 Nurburgring 1000 km (Derek Bell / Stefan Bellof in 009) 1985 24 Hours of Le Mans (Paolo Barilla / Klaus Ludwig / John 'Winter' in 117)  Engine Configuration Type 935/76 B 6 Location Mid, longitudinally mounted Weight 168 kilo / 370.4 lbs Construction aluminium block and head Displacement 2.65 liter / 161.7 cu in  Bore / Stroke 82.3 mm (3.2 in) / 66.0 mm (2.6 in) Compression 8.0:1 Valvetrain 4 valves / cylinder, DOHC Fuel feed Bosch Fuel Injection Aspiration Twin KKK Turbos  Drivetrain Chassis/body aluminium monocoque, rear subframe  Front suspension double wishbones, coil springs over Bilstein gas-pressurized dampers Rear suspension rocker arms, coil springs over dampers  This is the DRIFT car, notice the rotational guide and braids. Steering rack-and-pinion Brakes ventilated and cross drilled discs, all-round Gearbox 5 speed Manual Drive Rear wheel drive |
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