24 hours is 86,400 seconds. But it’s much more than that. Above all, it’s an infinite number of moments. Little episodes. Big successes. The whole range of human emotions coalesces in the fascination that surrounds Le Mans, year after year. Told by those who have experienced it again and again over the years.
“After three hours we thought we’d lost the race. My 936 was out, and I joined up with Jürgen Barth and Hurley Haywood. But they were having trouble as well. We were in 42nd place. I still can’t get my head around what happened next. It was this euphoric state. I drove the whole night through at top speed, always at the limit. In rain and fog. I just got faster and faster. 42nd, 35th, 28th, 20th, ninth, sixth, fifth. Everyone felt that we could achieve the unimaginable. Jürgen and Hurley drove faster than ever, and the mechanics did an incredible job. I didn’t feel tired at all. Then we took the lead. On Sunday morning I was totally spent. In the end, Jürgen hauled the 936 across the line with only five cylinders. I wouldn’t have been able to.
“There are a lot of great stories about a lot of races. But 1977 stands out. That was a once-in-a-lifetime thing. Races like that have made
“I lost to Jacky Ickx in 1969 after we’d spent the last hour and a half overtaking each other several times each lap. In 1970, Ferdinand Piëch ensured that we had a good chance to go for the win with a more powerful engine. Being able to win just a year after losing by a hair was of course very special. It was also the first overall victory for
“We won under odd circumstances. In February, Helmuth Bott, who was then board member for development, asked me what car I wanted for the 24 Hours of Le Mans. I told him three things: First, I wanted the 4.5-liter twelve-cylinder instead of the 5-liter engine, which I thought was less reliable. Second, I wanted the ‘Kurzheck’ [short-tail] version of the 917 because the long-tail version was so fidgety. Third, I wanted Hans Herrmann as my partner, because he knew how you have to pace yourself with the material to get through the long race. I got everything. And then we qualified in 15th. At that moment I thought I had made the biggest mistake of my life. We wouldn’t stand a chance against the 5-liter engines. We weren’t competitive and could only hope that the cars in front of us would have problems. And that’s exactly what happened.”
The Solitary One
“At Le Mans we wanted to enter three cars, as always, and had built a fourth 962 as a spare. It was customary in those days for the drivers to test-drive all the cars in Weissach before traveling to France. Hans-Joachim Stuck damaged one of the cars irreparably in the process. So there were only three. That’s what we took to Le Mans. In one of the free practice sessions, Price Cobb had a serious accident with his car. So then there were only two. We started the race with those two cars. After just under an hour, Jochen Mass came into the pit. The engine was kaput. I think a piston burned through. So there was only one … There were still 23 hours to go, almost the entire race, and we had just one iron in the fire, the 962 of Stuck, Derek Bell, and Al Holbert. The situation was extremely exhausting and exhilarating for me as the race director and the whole team: What would happen with just one car left? It went well. We won.”
Doing the Homework
“Sweeping the podium is a great moment. I was cautious going into the race. The 956 was a completely new car. You can’t go into every race saying, Hurray, we’re going for the win! You have to see how things go—getting through 24 hours is no easy task. This win was perfect and actually somewhat surprising. We had taken our job very seriously. A few years before that we had made a mistake. In 1979, Ernst Fuhrmann was still with
GIJS VAN LENNEP
The Unforgettable One
“My first overall victory was, of course, unforgettable. Helmut Marko and I were driving a
The Wakeup Call
“The region on the Sarthe is generally characterized by a slow pace of life. And then once a year the fastest cars in the world come to visit. Speed rules the roost, bringing excitement, noise, and danger. The drivers experience a similar study in contrasts. As the race director, I often woke the drivers for their turns. Those were special moments, and there were big differences. The physically strongest driver was definitely Jochen Mass. He was really never tired, hardly needed any sleep, and even found time to tend to the ladies. Jacky Ickx was always immediately present when you woke him. But some could barely handle the demands and had to be shaken out of a deep sleep of exhaustion. They’d only just come to before having to get behind the wheel. And in those days, the cars were incredibly loud. It must have felt like going from the bosom of Abraham into some hellish machine.”
“It was one of my jobs to look after customer teams, and I was responsible for organizational things like accommodations, food, tickets, and stuff like that. At the same time, I was also a reserve driver, and I always hoped for a chance to drive, like in 1982: Hurley Haywood, who was sharing a 956 with Al Holbert, had to pull out with stomach problems. His stomach was his Achilles’ heel. I was notified at around 11 p.m., and hopped right into my racing suit. My colleagues joked that I’d put something in Hurley’s food so that I could drive. It was nonsense, of course. In the car, my enthusiasm dimmed somewhat because I couldn’t help noticing that Hurley and Al both had narrower hips than I did. My hips only fit in the seat sideways; I was constantly shifting from one side to the other. We came in third. At the start, I had no idea that I would take part. Sunday, I was on the podium.”
“I drove three times at Le Mans, but 1970 is the year that has stuck in my memory the most. Together with Helmut Marko, we won the prototype and index classes and came in third overall in the
“My Le Mans moment lasted three minutes and 14.8 seconds. Pole position with the
Memories recorded by Eva-Maria Burkhardt and Heike Hientzsch
Photos by Rafael Krötz
* A megadott adatok a törvény által előírt mérési módszerek alapján kerültek meghatározásra. 2017. szeptember 1-től egyes új típusok esetében már az új, ún. WLTP (Worldwide Harmonized Light Vehicles Test Provedure) norma szerint végezték el a méréseket, ami valószerűbb üzemanyagfogyasztási és CO2-kibocsátási adatokat eredményez. 2018. szeptember 1-től a WLTP kötelezően leváltotta a korábbi NEDC-t (New European Driving Cycle). A realisztikusabb tesztelési körülmények okán a WLTP alapján mért üzemanyagfogyasztási és a CO2-kibocsátási értékek rendszerint magasabbak, mint a korábbi, NEDC ciklusnak megfelelő adatok, ami a gépjárművek adózását tekintve esetlegesen változást eredményezhet 2018. szeptember 1-től. A WLTP és az NEDC közötti különbségekről bővebb információt a www.porsche.com/wltp weboldalon talál.
Jelenleg továbbra is kötelesek vagyunk megadni az NEDC szerinti adatokat, az alkalmazott vizsgálati módszertől függetlenül. A WLTP mérési ciklus szerinti értékek közlése mindaddig fakultatív, ameddig a törvény ezt nem teszi kötelezővé. Azon új típusok esetében, amelyek méréseit már a WLTP alapján végezték el, az NEDC szerinti adatokat a jelenlegi átmeneti időszakban a WLTP-s értékekből kalkulálják. Amennyiben egy-egy típusnál az NEDC szerinti értékek egy bizonyos tartományban kerülnek megadásra, azok nem konkrétan az adott modellhez tartoznak és nem képezik az ajánlat részét, csupán a különböző járművek összehasonlítására szolgálnak. Az opcionális felszereltségek és kiegészítők (különféle tartozékok, a szériától eltérő abroncsok, stb.) megváltoztathatnak bizonyos releváns jármű-paramétereket, mint például a tömeget, a gördülési ellenállást és az aerodinamikát, esetlegesen befolyásolva a gépjármű üzemanyagfogyasztását, áramfogyasztását, CO2-kibocsátását és menetteljesítményeit. Mindezeken felül az egyéni vezetési stílus, az időjárási körülmények, valamint a közlekedési viszonyok egyaránt befolyásolják ezeket a jellemzőket.
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