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pa watson slot car The Porsche 917 is a race car developed by German manufacturer.
The 917 gave Porsche its first overall wins at the in and.
Powered by the Type 912 engine of 4.
In 1971 the car featured in the film.
For the 40th anniversary of the 917 in 2009 Porsche held a special celebration at the 3—5 July.
The type 912 Flat-12 engine In an effort to reduce the speeds generated at and other fast circuits of the day by the unlimited capacity such as the seven-litre Mk.
IV and four-litre V12 the then the independent competition arm of the announced that the International Championship of Makes would be run for three-litre Group 6 prototypes for four years from 1968 through 1971.
This capacity reduction would also serve to entice manufacturers who were already building three-litre Formula One engines into endurance racing.
Well aware that few manufacturers were ready to take up the challenge immediately, the CSI also allowed the participation of five-litreof which a minimum of 50 units had to be manufactured.
This targeted existing cars like the aging Mk.
I and the newer coupe.
In April 1968, facing few entrants in races, the CSI announced that the minimum production figure to compete in the sport category of the International Championship of Makes later the was reduced from 50 to 25, starting in 1969 through the planned end of the rules in 1971.
With Ferrari absent in 1968, mainly and were entered there, with the Ford being a total failure.
As a result, old 2.
I taking wins at faster tracks.
Starting in July 1968, Porsche made a surprising and expensive effort to take advantage of this rule.
As they were rebuilding race cars with new chassis every race or two anyway, selling the used cars to customers, they decided to conceive, design and build 25 versions of a whole new car with 4.
In only ten months the Porsche 917 was developed, based on the.
When Porsche was first visited by the CSI inspectors only three cars were completed, while 18 were being assembled and seven additional sets of parts were present.
Porsche argued that if they assembled the cars they would then have to take them apart again to prepare the cars for racing.
The inspectors refused the homologation and asked to see 25 assembled and working cars.
On March 12, 1969, a 917 was displayed at the Motor Show, painted white with a green nose and a black No.
Brief literature on the car detailed a cash price of DM 140,000, approximately £16,000 at period exchange rates, or the price of about ten.
This price did not cover the costs of development.
On April 20 Porsche's head of motorsports displayed 25 917s parked in front of the Porsche factory to the CSI inspectors.
Piëch even offered the opportunity to drive any of the cars, which was declined.
The car was designed by chief engineer Hans Mezger under the leadership of and Helmuth Bott.
The car was built around a very light spaceframe chassis 42 kg 93 lb which was permanently pressurised with gas to detect cracks in the welded structure.
Power came from a please click for source 4.
The 'Type 912' engine featured a 180° cylinder layout, twin overhead camshafts driven from centrally mounted gears and twin fed from two.
The large horizontally mounted cooling fan was also driven from centrally mounted gears.
The longitudinally mounted gearbox was designed to take a set of four or five gears.
To keep the car compact despite the large engine, the driving position was so far forward that the feet of the driver were beyond the front wheel axle.
The car had remarkable technology.
It was Porsche's first 12-cylinder engine and used many components made ofand exotic alloys that had been developed for lightweight "Bergspider" hill climb racers.
Other methods of weight reduction were rather simple, such as making the gear shift knob out of wood, some methods were not simple, such as using the tubular frame itself as oil piping to the front oil cooler.
There are at least eleven variants of the 917.
The handling problems were investigated at a joint test at the by the factory engineers and their new race team partners John Wyer Engineering.
After exhaustive experimentation by both groups, a shorter, more upswept tail was found to give the car more aerodynamic stability at speed.
The changes were quickly adopted into the 917K for Kurzheck, or "short-tail".
In 1971, a variant of the 917K appeared with a less upswept tail and vertical fins, and featured the concave rear deck that had proved so effective on the 1970 version of the 917L.
The fins kept the clean downforce-inducing air on the top of the tail and allowed the angle of the deck to be reduced, reducing the drag in direct proportion.
The result was a more attractive looking car that maintained for less drag and higher top speed.
By this time the original 4.
The 917K models were generally used for the shorter road courses such as Sebring, Brands Hatch, Monza and Spa-Francorchamps.
The big prize for Porsche however, was Le Mans.
For the French circuit's long, high speed straights, the factory developed special long tail bodywork that was designed for minimum drag and thus highest maximum speed.
On the car's debut in 1969, the 917L proved to be nearly uncontrollable as there was so little down force.
In fact, they generated aerodynamic lift at the highest speeds.
For 1970, an improved version was raced by the factory and for 1971, after very significant development in the wind tunnel, the definitive 917L was raced by both factory and JW.
These cars were so stable that the drivers could take their hands off the steering wheel at speeds which reached 246 mph.
In 1971 Jo Siffert raced an open-top 917PA Spyder normally aspirated in the 1971 CanAm series.
Porsche 917s also raced in the European Interseries in various configurations.
Porsche factory driver recalled that "it was incredibly unstable, using all the road at speed.
The suspension and the stability of the frame were suspected, but modifications did not improve the problem.
As with former underpowered Porsches, the 917 aerodynamics had been optimized for low drag in order to do well on the fast straights of Le Mans, Spa, Monza and elsewhere.
The significance of downforce for racing was not yet fully realized although and F1 cars were using wings by that time.
Before its competition debut on 11 May 1969 in thethe weather conditions prevented further improvements in tests.
Porsche 917 in 1000 km Race at the 1969 Three weeks later for theall works drivers preferred the over the 917 which was, despite some modifications, not suited for the twisty track.
As it was necessary to promote the car in order to sell the surplus ones, Porsche asked BMW for the services of their factory drivers and.
They practised, but Munich declined permission to have them race, so Englishman and Australian were hired on short terms.
At thethe 917s were quickest in practice.
Soon after the start the poor handling of the 917 and the inexperience of one of the drivers resulted in drama: British gentleman-driver crashed his Porsche 917 at Maison Blanche on lap 1, dying as a result.
Woolfe was the first privateer to race a 917.
The works 14 917 led early, but succumbed to an oil leak, while the 12 dropped out of the lead and the race in the 21st hour with a broken gearbox, despite leading by nearly 50 miles.
At the end, Hans Herrmann's 908 remained as the only Porsche that could challenge for the win, but 's more powerful Ford won once again, by a mere 120 metres 390 ft.
In June 1969, sold half of his stock toand used some of that money to build 25 cars powered by a 5-litre V12 in order to compete with the Porsche 917: the would be introduced for the 1970 season.
At that time, the 917 already had several races under its belt, yet no success.
The first win came in the last race of the championship season, the.
Jo Siffert and Kurt Ahrens succeeded in the privately entered Porsche 917 of German Freiherr von Wendt.
At that time, the factory had started to focus on development, leaving the time-consuming trips to races to customer teams.
During tests at the atworks drivers Redman and Ahrens tested the car, and the car still performed like it did before.
The Österreichring was the circuit where the car had won its only race at that time, Wyer's chief engineer John Horsman noticed that the bodywork had a pattern of dead gnats dashed against it, revealing the airflow.
The tail was clean—the lack of dead gnats indicated that the air was not flowing over the tail.
A modification to the tail was cobbled-up on the spot in the pits with aluminium sheets taped together.
This new short tail gave the 917 much needed downforce.
The plastic engine intake cover had already been removed.
Redman and Ahrens were doing only one lap at a time before, they each did 10 laps and were satisfied with the improved pa watson slot car />The new version was called 917K Kurzheck, or "short tail".
Porsche 917 and driven by Wyer was surprised to discover that another team was carefully preparing for the with close support from Porsche.
As in 1969, the team was a de facto works team under control of members of the Porsche family.
The team also gained support from Porsche AG; obviously Porsche made efforts to win the race by supporting more than one team.
Also, a new low drag version of the 917 was developed for Le Mans with support from the external consultant.
The 917LH Langheck featured a spectacular new long tail body which had very low drag, yet more rear downforce than the 1969 long tail.
The 917 did not compete at all the races of the season, however.
Vic Elford drove a 917 during practice for the 1970 Targa Florio and it proved to be so physically demanding and difficult to drive around the circuit that he had to be lifted out of the car, although he set the 5th fastest time.
The favorite team to win, Gulf-backed John Wyer Automotive, lined up pa watson slot car 917Ks, two with the 4.
Porsche 917 Kurzheck 4.
Driven by Vic Elford and Kurt Ahrens, the pole sitter's 4.
Both drivers had also been entered on the team's other car, a red and white 917 K with the 4.
The other LH was entered by Martini Racing, qualified by and on 12th position.
The spectacular livery of this car was elaborate whirls and swoops of light green on a dark blue background.
The car with the 4.
Early in the race, most of the works entrants eliminated each other in a shunt.
The two Porsche factory teams, Gulf-Wyer and Porsche Salzburg, continued to battle each other, but all Wyer cars were out after 12 hours.
At the end it was the red and white 23 917K of Porsche Salzburg, with the standard 4.
Martini's 917LH came in 2nd.
Both cars were later paraded across Stuttgart.
In addition to Porsche's triumphant 1, 2 victory, a Porsche 908 came in third overall, a Porsche 914-6 came in sixth overall plus it won the GT classand a Porsche 911S was seventh.
Two Ferrari 512s took fourth and fifth place overall.
Towards the end of the 1970 season, entered some races with a new version of the 512, the 512M Modificata.
The 512M had a new bodywork built on a similar aerodynamic doctrine as the Porsche 917K.
At the end of 1970 the 512M was as fast as the 917s.
During the 1970 season the announced that Group 5 Sports Cars would be limited dozer slot coin a 3-litre engine capacity maximum for the newly renamed World Championship of Makes in 1972, so the big 917s and 512s would have to retire from the championship at the end 1971.
Surprisingly, Ferrari decided to give up any official effort with the 512 in order to prepare for the 1972 season.
A new prototype, thewas presented and entered by the factory in several races.
But many 512s were still raced by private teams, most of them converted to M specification.
The blue and green " psychedelic" livery on a 1970 917K.
This car raced at Watkins Glen in 1970.
By the end of 1970, Porsche had stamped their authority on endurance racing by convincingly dominating the championship that year.
Still having some of their just click for source cars remaining unsold, Ferrari offered them to customers at a bargain price — a move that had hardly been imaginable less than two years previously.
For Porsche, the original production series of 25 917s could not satisfy demand.
Over 50 chassis were built in total.
An underdog for 20 years, Porsche had turned itself into the new leader of with the 917.
The only potential challenger to the 917 appeared early in the season: source bought a used 512S chassis that was dismantled and rebuilt beyond M specification.
The car was specially tuned for long races, receiving many unique features among which were a larger rear wing and an aviation-inspired quick refueling system.
The engine was tuned by V8 specialist Traco and able to deliver more than 600 hp 450 kW.
Penske's initiative was not backed by Ferrari works.
This 512M, painted in a blue and yellow livery, was sponsored by and the Philadelphia Ferrari dealer Kirk F.
Driven by Penske's lead driverit made the pole position for the and finished third despite an accident that required almost an hour in the pits.
For the the "Sunoco" made the pole but finished the race at the sixth position after making contact with 's 917.
Despite being fastest on track on a few occasions, the 512M was not a serious contender.
New chassis made of magnesium were developed, even though this material could burn vigorously in the instance of a fire.
This experimental car surprisingly qualified 7th for its only race- the 1971 Le Mans 24 Hours, but during the night crashed the car after its brakes failed.
And at Le Mans, once again it was not the new machinery that won.
The white 22 Martini-entered 917K chassis number 053 of andequipped with a magnesium frame, set an overall distance record that stood until when the ofand set a distance record of 5,335.
This Porsche still holds the fastest lap at the Le Mans racing circuit to this day 3:13.
Pedro Rodriquez had also set a qualifying lap record of 3:13.
Another LH car from the Martini team set a top speed record of 241mph before retiring due to engine failure.
All in all, 4 separate Le Mans track records were broken that year: Fastest qualifying lap, fastest in-race lap, highest top speed, and click to see more distance covered.
All were set by 917s.
In 1976 they would return to sport-prototype racing with the turbocharged race cars after the engines were tested in versions.
After their successes with the 917 mainly in Europe, Porsche instead decided to focus on the North American markets and the Challenge.
For that series, larger and more powerful engines were needed.
This broke the five-year stranglehold had on the series.
The 917's domination, the oil crisis, and fiery tragedies like 's in Zandvoort pushed the SCCA to introduce a 3 miles per U.
Weighing 1,800 lb 820 kggiving it a power to weight of 1967.
The 917 was also the only championship winning car in Can Am not to be powered by Chevrolet.
The Link Racing team entered a homebuilt updated 917, the 917 K-81.
The car raced at Le Mans qualifying in the top 10 but retired after seven hours after a collision with a back marker led to a loss of oil and withdrawal.
The final chapter though was to be at Brands Hatch where the car ran in the 6 hours at the end of the season.
The car was competitive and ran at or near the front, including a spell in the lead until a suspension failure led to retirement.
There were a number of versions of Porsche 917 made over the years; at least eleven different versions have existed.
This car was first run at Le Mans and had considerable handling problems due to aerodynamic lift.
The original specification of the car included a detachable long-tail Langheckthat was designed using experience from the previous 907 long-tail coupes for minimum aerodynamic drag with suspension controlled moving flaps.
A short-tail version was run at the 1969 Nurburgring 1000 km, which had no moving flaps and a full-width rear spoiler.
None of the early specification 917s are known to have survived with this bodywork — all being converted at a later stage to the vastly improved 1970-spec Kurzheck or Langheck specifications.
One 917L is known to have been destroyed 917L-005 — J.
Woolfe at Le Mans and one or two others simply location unknown although many suspect some were scrapped by the factory as being 'tired chassis' with new replacements being built when needed by customers.
It was raced by Swiss without much success.
The 917PA's gently upswept tail was one of the catalysts that led to the later aerodynamic breakthrough with the aerodynamics of the 917 coupe.
After the first 917s were run in 1969, it was clear the car's aerodynamics made it undriveable at higher speeds.
After the 1969 championship season had finished, John Wyer requested a 3-day test session at the Austrian Österreichring Zeltweg course.
The Porsche technical team turned out ready to do some serious panelwork on the coupe and in order to make a comparison, brought along the Can-Am 917PA Spyder.
The drivers present instantly preferred the PA and together, the JW and Porsche engineers came up with the idea of a more upswept tail as on the 917PA.
The JW team had had similar high speed slot meaning problems with the early Ford GT40 models.
With gaffer tape and aluminium sheet a completely new short tail was evolved at the racetrack.
This was quickly converted into a 'production' design back at Porsche and the 917K Kurzheck made its public debut at the 1970 season opening Daytona 24 Hours.
Such was the improvement in the stability of the car at high speed, the 917K became the standard configuration for all races except Le Mans.
This car was raced at every event by the two factory-supported teams John Wyer Automotive and Porsche Salzburg in the 1970 season except the Targa Florio and the Nürburgring 1000 km.
The smaller, more nimble and generally better suited were used for those races.
The 917K won 7 out of 10 races; all the races it competed in.
Later on in the 1970 season, the 4.
Le Mans in 1970 was almost entirely made up of long straights and this version was designed to maximise the speed capability resulting from the increased power developed by the flat-12 engine over the previous Porsche types.
The 1970 917L was significantly developed from the initial 1969 car.
Nevertheless, factory driver Vic Elford had found the car's ultimate speed an advantage enough over its still questionable handling in the braking and cornering sections of Le Mans.
It was 25 mph faster down the straights than the 917K and the Ferrari 512Ss.
The Porsche Salzburg 917L was qualified in pole position by Vic Elford, but this car retired with engine failure after 18 hours and the Martini 917L finished 2nd, 5 laps behind the winning Salzburg 917K of Hans Herrmann and Richard Attwood.
Le Mans was the only race which the 917Ls competed in that year.
Of the two, only the Martini car 917L-043 is known to exist outside the factory collection: it is on display at the Simeone museum in.
No documentation 1971 917 16 Cylinder: 917 16 Cylinder 1971 In an effort to increase power and keep up with other more powerful cars in the Can-Am championship, a 6.
It was 80 kg heavier than the existing 12-cylinder engine and had a 270mm longer wheelbase.
It was never raced.
The fins retained the airflow over the rear part of the bodywork, allowing the deck height to be reduced for a given level of downforce.
As a result, the 'finned' 1971 917Ks were faster than the 1970 versions.
This version proved as successful as the preceding 1970 version.
TA version of this model won Le Mans in 1971; but it had a specially-built lighter magnesium tube-frame chassis whereas all the other 917Ks had an aluminum tube-frame chassis.
The car was also more stable than its 1970 predecessor because of new bodywork and revised suspension set ups pa watson slot car partially enclosed rear wheels covers.
The front section was also redesigned.
The three LHs were run at Le Mans in 1971: two were run by John Wyer's team SER 917L-043 and 917L-045 Both Gulf livery and one was run by the Martini International team, SER 917L-042 Silver Martini Racing livery.
Although Jackie Oliver qualified one of the Wyer 917LHs on pole position, none of the three cars finished the race.
This was the last race in which the 917LHs were run in.
Only three 917Ls survive and each is on display in a museum: 917L-042 is on display at the Porsche museum in Stuttgart, 917L-043 is on display at the inand 917L-045 displayed at the Le Mans museum.
Chassis 043 044which is now in thewas restored to its 1970 Martini 'hippie' colours prior to its sale in the 1998 Christie's Pebble Beach auction.
These cars were very successful in that series of racing, winning the 1971 championship.
It was moderately successful; Siffert was shut out of the top 3 points positions for that season.
It was made as an intermediate car to combine the low drag of the LH and the stability of the K, and was also a test-bed for future Can-Am parts and aerodynamic low-drag concepts.
It was only raced once, at Le Mans in 1971 where it was entered by the Martini International team and driven by Germans and.
This variant was known as " Pink Pig" for its broad proportions and pink livery with meat cuts running over the bodywork.
Although it qualified seventh, it retired from the race after a heavy accident while Joest was driving.
The car still exists and after being restored, it is on display at the Porsche Museum in Stuttgart.
This car ran the 5-liter Flat-12 and was modified to accommodate additional compression; two turbochargers were added to give the car tremendous horsepower.
Twelve of these cars still exist.
The car had all new bodywork, and the twin turbocharged engine was bored out to 5.
These cars dominated Can-Am racing so easily that the series lost popularity in the United States.
A total of six chassis were built.
With driving, the average speed reached was 221.
As well as being the last official outing for the 917, it was the last major accomplishment for Donohue before his fatal accident in practice for the a week later.
The record would stand until 1980.
Many 917 leftover parts, especially chassis, suspension and brake components, would be used to build the in 1976.
Despite the car's impracticality, at least three 917s were road-registered: The Porsche 917K Chassis no.
He raced it once under the Martini Racing Team Flag at the Zeltweg 1000 km World Championship race on 27 June 1971.
After the race, it was returned to the factory, where it was modified with basic road equipment exterior mirrors, turn signals, exhaust system and comfort modifications and painted silver.
None of the European authorities would certify the car for road use and Rossi obtained the plate 61-27737 to circumvent the problems.
The second, for Joachim Grossmann, was painted white and given the German registration -K 917.
The Danish car magazine Bilen in a 1977 article details how Grossmann bought the frame and other components in 1975 for 20,000 DM, rebuilt it and then modified it examples: turn signals, hand brake, Safety glass windows and some modifications to the exhaust system to satisfy German safety inspectors leading to the registration.
Claudio Roddaro was able to register another original 917 that was modified for the road, in Monaco in 2016.
Chassis number 037 was accepted based upon the precedent of Count Rossi's road registered example.
Recently, high end replicas that use the from the have become available.
One is built in Australia by Kraftwerkz, another in the US by Race-Car Replicas.
In addition, a grass roots "replica," the Laser 917, which is essentially a rebodied VW Beetle, was featured in the film.
The Gulf Oil liveried 917 Kurzhecks are also prominently featured in the film competing against 's.
Aurora slot cars released some of these Porsche 917's in their AFX line-up, replicated to their original colors and markings.
They were widely available in the early to mid-70's and were raced completely stock.
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Restored by a dealer in 2011.
Rebuilt with 034 parts, but kept number 013 according to the owner, who bought the car from the Porsche factory at the end of the 1973 season.
In 2000 car was restored in its original Daytona 1970 configuration and Gulf colors by Gunnar Racing.
But 917-01-021 was re-created using the original roll bar and rear section of the chassis while about 80% of the Spyder chassis was new.
Used in 1970-71 and was restored by Gunnar Racing in 2014 by its owner, Kevin Jeanette.
Gunnar Racing restored 917-015 from 917-01-021 in 1999-2000, but re-created 917-01-021 using the original roll bar and rear section of the chassis.
All of the original suspension, engine, gearbox and bodywork from the spyder have been used though.
Originally purchased by Steve McQueen's Solar Productions for the movie "Le Mans.
Frank Gallogly purchased in 2000 via RM Auction, Monterey who then sold to Jerry Seinfeld in 2002.
Limited use in competition.
Collection Monteverde 2014 917-024-2 Was originally sold to Jo Siffert in 1970 from Porsche AG.
Was leased to Solar Productions and used for Le Mans film under the 22.
Sold in 2002 to Audemars Piguet and stored in Germany at RWTH Aachen University.
Was sold to Peter Vögele of Switzerland in 2005 competes in historic racing 917-026 Spyder Crashed by Hailwood at Le Mans.
Rebuilt using chassis 031.
Original crashed chassis repaired and rebuild as Spyder for Uschi Heckersbruch driven by Neuhaus in 1971.
Possibly converted to spider for Ernst Kraus.
Scrapped after bad accident, completely destroyed.
Hockenheim test run with Kauhsen, damaged by Kauhsen at Ehra track test.
Crashed by Siffert at Hockenheim in November.
Chassis scrapped, December 1970.
Kauhsen, sold in 1999 to John McCaw Collection, 2008 sold to Dr.
Sold in 1998 to John McCaw and was used in historic racing in the US.
In 1985 driver Hans-Dieter Blatzheim was killed in an accident during private testing for the Supersports race at the Nürburgring.
In 1992 the car was sold to Jobst Heemeyer of Bremen, Germany.
Permanently exhibited in Leipzig Porsche Museum.
Sold in 1991 to Jobst Heemeyer in Germany.
It was sold back to Brumos in 1997 where it has remained ever since.
Since then it has competed in numerous historic sports car races.
Was raced a few times in 2008 in Europe.
Currently owned by William "Chip" Green men slots little igt since 2006.
It appears the car was then restored.
Most recently it was showcased at Pebble Beach in 2010 in Bosch livery.
In 1976 it was purchased by Vasek Polak and brought to the US.
Vasek would later sell the car to Ottokar Jacobs in 1998, where it has been campaigned heavily in historic racing ever since.
It then remained in storage until 1991 when it was purchased by Group Convector of Sweden.
It was then sold to Bruce Pa watson slot car in 1998 where it has been involved in historic sports car racing at various tracks in the USA.
Hurley Haywood and George Follmer would later race this car in 1982 at the Monterey Historics.
The car was later sold by RM Auctions in 1999 to Jody Scheckter.
Was tested with Mark Donohue from 72-73 and later raced by Herbert Müller in 1974-75 Interserie in Martini colours.
In 1976 this car was genting slot app />It is now with Porsche AG where it has been almost exclusively stored at the Porsche Museum ever since.
Penske rebuilt the car where it served as a spare car for the remainder of the season.
In 1974, it was retired back to Porsche AG.
Since then it has resided at the Porsche Museum and pa watson slot car been raced at Goodwood by Derek Bell and Jochen Mass several times.
The car has also had several appearances at historic events all over Europe.
In 1974, Brian Redman raced this car at Mid-Ohio where he would finish in 2nd place.
Donohue would later pilot the 003 at Talladega Super-speedway where he would set a closed-course world record at 221.
Porsche AG would later sell this car to Otis Chandler of the LA Times in 1976.
A few years later in 1983 it was sold to Jack Setton.
It would later be restored in 2002 where it remains in the Jack Setton Collection.
However the build was suspended because of rule changes, but completed by Porsche before being sold in 1978 to Alan Hamilton of Australia.
The car was white.
Later it was painted in the Sunoco livery and then sold in 1994 to David Morse where it was raced in several historic races in the US.
It was sold again in 2001 to This web page Drendel where it continued to compete in historic events around the country.
After Drendel's death in 2010, the car would later be auctioned at the 2012 Gooding Auction in Iceland for 4.
Porsche AG sold the car to Gerry Sutterfield in 1979 who built the chassis into a complete car.
Then in the late 1980s the car was sold to Hans Thulin and was stored in his personal car museum, near Malmo in southern Sweden.
In 1991 the car was sold to the Meitec Corporation in Japan before being sold again anonymously in 2005.
Then in September 2011 John Collins of Talacrest purchases the car before selling again shortly thereafter to Peter Harburg.
The car was recently offered at RM Auctions in 2014 but failed to sell.
Was sold as a kit set to Vasek Polak in 1982.
Later in 1995, Polak would make a copy of the body panels needed to compete the car.
It was raced in historic events in the US until its sale in 2007 to Jim Torres.
Car would be sold again in 2008 to Cavallo Motorsports of California and raced in historic events for a year.
Sold in 2009 to Freising Motorsports of Germany where it currently resides in different livery.
Kremer 917K81 1981 Kremer based on 917K Yellow Kremer Built from a mix of Porsche-sourced spares and a new Kremer-built spaceframe with extra stiffening.
Retrieved 23 January 2018.
Osceola, Wisconsin: Motorbooks International.
Retrieved February 28, 2011.
Porsche 917 The Winning Formula.
Sparkford, Somerset, BA22 7JJ, UK: Haynes Publishing Ltd.
Porsche 917 The Undercover Story.
PO Box 2561, Marlborough, Wiltshire, SN8 1YD, UK: Peter Morgan Media Ltd.
Porsche 917 The Winning Formula.
Sparkford, Somerset, BA22 7JJ, UK: Haynes Publishing Ltd.
Retrieved 26 December 2012.
Porsche 917 The Winning Formula.
Sparkford, Somerset, BA22 7JJ, UK: Haynes Publishing Ltd.
Archived from on 6 May 2016.
Retrieved 14 November 2016.
CAN-AM: The Speed Odyssey documentary.
Retrieved 24 April 2019.
Archived from on 2007-08-12.
Archived from on 2011-06-23.
Archived from on January 24, 2009.
full screen slot 917: The winning formula.
Sparkford, Nr Yeovil, Somerset, UK: Haynes Publishing. pa watson slot car pa watson slot car pa watson slot car pa watson slot car pa watson slot car pa watson slot car


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