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Pelican Guest Technical Article:

1994 Le Mans Race:
Porsche’s 13th Victory with the
Dauer 962

Bruce Anderson

Figure This article was originally published in MotorBooks' Porsche 911 Performance Handbook: 1963-1998, 3rd Edition, by Bruce Anderson. Now featuring 400 color photographs and a fully updated text, this third edition is the best yet. This book shows anyone with the tools and a modicum of skill how to make this great car even better with performance-enhancing tricks and techniques ranging from subtle to extreme. Author and noted Porsche expert Bruce Anderson goes into questions about buying a 911, custom treatments, and maintenance. Detailed appendices list tune-up specs, conversion charts and handy formulas, and resources. Softbound. 304 pages. Click here to order this book.


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1994 was to be a transition year for the Le Mans 24 Hours race… it was out with the old and in with the new. For 1994 the majority of the field was made up of production GT cars based or their own Le Mans GT rules. There were only 12 sports racing cars that started the race in the Le Mans prototype classes compared to 36 production based cars in the Le Mans GT 1 and GT 2 classes. The ACO, the Le Mans organizers (Automobile Club De L'Ouest) or in English: [The Automobile Club of the West] had been working with IMSA and Japan in an effort to create a future championship based on the rules worked out between them.  

Since the first Le Mans 24-hour race in 1923 there had been sixty-two Le Mans races put on by the ACO. The ACO is an automobile club very much like our AAA, and if you remember they used to put on races as well, sanctioning every Indianapolis 500 from 1911 to 1955. Following the disaster at Le Mans in 1955 the AAA chose to end their auto racing division and concentrate on their membership program aimed at the motoring public.

A few years ago the FIA required the ACO to make a great deal of changes to their facilities in order to comply with their requirements to hold championship sports car races. In 1991 the ACO built an all-new grandstand for the pits, a new pit area, pit garages and a new press area and then made all of the other required changes including many safety changes to the tune of 11 million dollars. The problem was that FIA no longer had a world sports car championship, so the ACO was left holding the bag. As a result the ACO had fallen20on hard times and had to be bailed out by the Sarthe Counseil General, which is roughly the equivalent of a state government here in the USA. The ACO had to give them all of their Le Mans assets in exchange for their support in promoting the race each year. This seems to have been a successful union for both parties and hopefully they will continue to promote the 24 Hours race for an additional sixty-two years.  

For the 1994 running of Le Mans Porsche stretched the rules to the extreme and entered two "Dauer 962 Le Mans Porsches”. Porsche's race engineer, Norbert Singer, was the father of the 935, 956, 962, and the Turbo Le Mans GT car and was also the "God Father" of "Dauer 962 Le Mans Porsche" race cars. Singer studied the race rules and determined that a road going version of the venerable 962 race car could race in the GT 1 class and it probably would have a very good chance of winning the GT 1 class plus a reasonable chance at an overall victory. Porsche was very secretive about their plans initially, but some of us decided that they were up to something, so we felt we had to go to the 1994 Le Mans race to see what they were up to and if Porsche could win.

What got the ball rolling on this GT program was that Porsche wanted to get into the Grand Touring category and they expected the McLaren M1 to be their competition, so they did not feel that their rear-engined 911 based Turbo would beat the M1 and that they would have come up with a new car. They were short of time to build and develop an all new car, but Norbert Singer remembered seeing the Dauer road going version of the 962 at the 1993 Frankfurt show and that Jochen Dauer had asked Porsche for help with homologating the car for the road.

What all of this meant was that in order for Porsche to make their plan of entering the 962s in the GT class work there had to be a homologated road going 962, so Porsche helped Jochen Dauer who was attempting to get his version of the 962 approved for road use by the German TUV. The Porsche entry at Le Mans was a bit confusing because they called the cars "Dauer 962 Le Mans Porsches” and though entered by Porsche Weissach they were run in "cooperation" with Joest Racing.

The cooperation from Reinhold Joest consisted of using the Joest Racing team trucks, pit equipment, hospitality tent and some of their mechanics. The Joest Racing team had been racing Porsches in international racing events for nearly thirty years. Rein hold Joest raced with Porsche and was the entrant and he drove one of the factory 936s at Le Mans the first time they were raced at Le Mans in 1976. For the last few years in the racing career of the 956 and 962C the Joest Racing team acted as the factory supported racing team for that effort, racing them both in Europe and in the IMSA series here in the US.

Porsches entry of the "Dauer 962 Le Mans Porsches” in the GT1 class at Le Mans was a very controversial choice with some of the other entrants, particularly some of the private Porsche teams. The Porsche teams that objected are the Porsche teams that have been supporting the GT 1 class of racing with their 911 based turbo racing cars, such as Brumos, who had planned on running at Le Mans that year, and Franz Konrad who did run his 911 twin Turbo GT 1 car and Larbre competition.  

When Porsche made their decision to work with Jochen Dauer on the 1994 Le Mans entry in the fall of 1993 they expected participation in the GT1 class by super sports cars such as McLaren F1, Venturi LM 600, Bugatti EB 110 S, Ferrari F40/F, and the Jaguar XJ220. The McLaren and Jaguars did not compete, but there were examples of the other makes racing at the 1994 Le Mans race.

The "Dauer 962 Le Mans Porsches” looked very much like the familiar 962C racing sports cars, but in fact the three cars that Porsche brought to Le Mans were freshly designed cars built for the Le Mans GT 1 class. Jochen Dauer originally showed his road-going version of the "962 Le Mans" at the Frankfurt motor show last September 1993. Dauer's 962 Le Mans cars were each made from racing Porsche 962's with a racing history. He completely rebuilt and rebodied the cars in beautiful Carbon-Kevlar bodywork and he told me that he used mostly all new parts in his refurbishing. When he was done all that is left of the original 962 was the chassis and the cars history. His plans were to build fifty examples of his "Dauer 962 Le Mans" road cars. I tried recently to reconnect with him to find out how he had done after fifteen plus years, but was unable to re-establish contact with him.

To make the Dauer 962 Le Mans more suitable for road use Dauer revised the body raising the roof by about two and a quarter inches, making the doors larger and the doorsills smaller. Dauer was in the leather furniture business so the interior of his road version of the "Dauer 962 Le Mans" car was finished in beautiful leather. The interior of t he Porsche racing versions of the "Dauer 962 Le Mans Porsches” was finished in the traditional black cloth of Porsche racing cars, as you would expect.

Porsche helped Dauer with the emissions certification in exchange for being able to enter their own version of the road legal "Dauer 962 Le Mans Porsches” in the Grand Touring class 1 at Le Mans. What the Automobile Club de L'Ouest had intended when they wrote their rather loose rules for this class, which only required proof of a single licensed example by March of 1994, was for cars that were intended for production such as the McLaren F1, Venturi LM 600, Bugatti EB 110 S, Ferrari F40/F, Jaguar XJ220, and even cars like the 911 Turbo S Le Mans type cars like those of Brumos, Larbre Competition and Franz Konrad. They did get the Venturi LM 600, Bugatti EB 110 S, Ferrari F40/F, and Franz Konrad's 911 Turbo, however, what they got instead of the McLaren F1 was three 962s that were built as replicas of the Jochen Dauer 962 Le Mans. The Jochen Dauer 962 Le Mans was really nothing but a thinly disguised version of the original 962C Sports Racing Cars. Porsche built three new cars, two were entered in the race and the third was entered as their reserve car. The new cars were numbered 962 LM -001 through 003 and the 002 car was the Number 35 Shell car, the 003 car was the winning Number 36 FAT International car and the 001 car was saved as the reserve car. They continued to update, test and revise the 001 reserve car right up until the start of the race to help establish their racing set up for the other two team cars and just in case they needed a spare for the race itself.

You may wonder why Porsche would go to these lengths to race cars that were based on someone else's design. Well Porsche felt that the advantage of entering the "Dauer 962 Le Mans Porsches” as GT 1 cars was that the GT 1 cars were permitted 120 liters of fuel as opposed to the 80 liters of fuel allowed for the LMP 1 class where the Group C version of the 962 would have had to run which would mean that they would only be able to go about two thirds the distance between fuel stops that the GT 1 cars would. Also the Le Mans engine air inlet restrictors were aimed at limiting power of the prototypes to 550 hp whereas the GT 1 cars were limited to 650. The disadvantage was that the prototypes could weigh in at 950 kilograms (2094 lbs.)and the GT1 cars would have to weigh 1000 kilograms (2204 lbs.). The wheel and tire size was also limited in width to a maximum of 14" as compared with the 16" wide wheels permitted in the LMP 1 class where the Group C cars would run. The added weight of the cars in the GT 1 class versus the LMP 1 class car s plus the added weight of the extra fuel that the GT 1 cars could carry would mean that the tires would be overloaded and would have to be changed at every pit stop. In contrast the lighter less powerful prototypes would easily be able to run for two stops between tire changes. To put the tires size into perspective the rear wheels and tires allowed on the "Dauer 962 Le Mans Porsches” cars in the GT 1 class were about the same size as the front wheels and tires used for the 962 run in the LMP 1 class.

As usual there were a lot of Porsches entered for the 1994 Le Mans race. There were seventeen, the two Porsche factory entered "Dauer 962 Le Mans Porsches” and fifteen private entries ranging from the three Porsche Powered Courages, one of which took the poll position, one 962 entered by the Japanese, the Gulf Kremer Porsche K8, one 968 and eight 911s or 911 RSRs.

During practice and qualifying the "Dauer 962 Le Mans Porsches” were not quite as quick as the fastest of the Group C cars running in the Le Mans Prototype 1 class. Actually one of the Courage Porsches with Pescarolo, Ferte, and Lagorce driving took the Pole and Derek Bell's Gulf Kremer Porsche K8 wi th Bell, Donovan and Laessig driving took the spot beside it on the front row. The first of the "Dauer 962 Le Mans Porsches” on the grid was the number 35 Shell car driven by Hans Stuck, Danny Sullivan and Thierry Boutsen in fifth place with the number 36 FATurbo Express car with Yannick Dalmas, Hurley Haywood, and Mauro Baldi two places further back in seventh place. The remaining fifteen Porsches were equally distributed through the grid back to the third from the last row.

Wednesday, the first night of practice, I was reminded of my first visit to Le Mans fifteen years earlier, in 1979, when I heard all of the drivers loading down the engines while they were bedding in their brake pads. Practice and qualifying back then followed a similar format to what it is today Wednesday evening from six or seven until midnight and the same thing on Thursday the second and final night. The idea being to permit the road that is used for part of the course to be open to the public for these two days and still offer all of the drivers an opportunity to practice both in the day light and in the dark of night. The drivers actually get more day practice than night practice for it doesn't start to get dark until after ten at night and it isn't really dark until about eleven.

We had four 935s entered for the race in 1979 and I was the Crew Chief on one of those cars. The reason the process of bedding in the brakes reminded me of our experience fifteen years ago was that we had a problem bedding in the brakes on the car that I was responsible for. We made it through Wednesday nights practice without any real drama but on Thursday evening one of the drivers in our car had brain fade while bedding in a set of tires and the brake pads and crashed our car at the Indianapolis Curve, which is about three quarters of the way around the track. To bed in the brakes the driver gets them hot and lets them cool of a couple of times and then they will work properly. What had happened is the brakes were not broken in yet and they were still what they call "green", and when he stopped at the end of the Mulsanne straight he had experienced some brake fade because the pads were not broken in, but he paid no attention to his problem with his brakes and the brakes failed completely at the Indianapolis curve and he crashed through two catch fences and into the guard rail. It took us two hours to get the car out of the catch fences and back to the pits were we found that we needed somebody work, a left front A-arm, four wheels, some body work, some new lights, two front struts, a tie rod, an oil cooler and some more body work.

The crew and I worked late Thursday night and all day Friday and did get the car repaired for the race. The car was fine and we did well in the race. Only one of the team cars failed to finish and the other three placed second, eighth and ninth overall and we were first in the IMSA class and third and fourth in class. I have been back a couple of more times since then to race 935s and then again as a journalist in 1985 after Le Mans had become the domain of the Porsche 956/962s.

This year’s Le Mans race was unlike some years that you hear about  where the winners just cruise through 24 trouble free hours to a victory. This year all of the leaders had some sort of bad racing luck. Derek Bell led past start finish at the start of the race, but led only for the half of the first lap and was then passed in the second Chicane on the Mulsanne straight for the lead by Alain Ferte in the pole winning Courage. Derek Bell and his co-drivers in the Gulf Porsche had their share of bad luck and various niggling problems caused them to continue to drop back in the field finally placing sixth overall and third in the LMP 1 class.

The Le Mans Porsche Teams race was filled with bad luck and suspenseful happenings starting on lap 2 just after Hans Stuck passed Bell for the lead on the entry to the first chicane spinning on the exit of the turn. Though exciting Hans Stuck exited the turn without hitting anything. By the end of the first hour the "Dauer 962 Le Mans Porsches" had worked their way into the lead of the race With Number 35 in first place. Even so the 1994 Le Mans race developed into a battle between the "Dauer 962 Le Mans Porsches” and the Toyotas.

At the end of 28 laps the Number 35 "Dauer 962 Le Mans Porsche" held a clear lead and was the only car to achieve an average speed of better than 200km per hour for the first 28 race laps. Right behind them, in second place, was the second Dauer Porsche Number 36.

The bad luck went on for Porsche, at 5:58 PM Saturday the Number 36 "Dauer 962 Le Mans Porsche" ran out of gas on the way into the pits and had to be helped into its pit by the marshals for refueling. Then while in the lead Danny Sullivan, in the number 35 "Dauer 962 Le Mans Porsche", had a puncture coming into the Ford Chicane at the end of his drivers stint. Because he had the puncture after he had passed the pit entrance he had to go all the way around the 8.43 mile track and because of the flat it took him over eleven minutes to make it around to the pits and dropped them to sixth place.

In spite of their problems at 9:00 PM the Porsches were still hanging in and there were six cars still up front within a lap of each other and with a chance at winning the race: two Toyotas, two Courages and the two "Dauer 962 Le Mans Porsches". Then during the next hour, right after Haywood went into the number 36 "Dauer 962 Le Mans Porsche" he had to come back in to have a rear drive shaft replaced because the CV joint had gone dry and was making a death rattle. The replacement of the drive shaft took almost four laps and seriously slowed the number 36 "Dauer 962 Le Mans Porsche's" progress.

The temperature had been at record highs all day and some drivers were reporting temperatures over 175 degrees recorded in the cockpits. Mauro Baldi actually suffered slight burns on his feet during his first one-hour driving stint. People in the know said that this was the hottest the race had been since 1981. In the evening between 9:00 and 10:00 the temperatures started to fall, the speeds were going up and some teams were starting to think of double stints for their drivers to save the time required to change drivers. On lap 68 Hans Stuck lowered the race lap record to 3:55.04 in the number 35 "Dauer 962 Le Mans Porsche".

The Courage team had started falling behind a little because of handling problems and started to run into their bad luck at 11.32 PM when the Number 3 Courage dropped out with what they thought was a broken suspension. The driver Pascal Fabrae thought that he had a suspension problem because the car was wildly oversteering, but the problem was a broken oil line which sprayed oil onto the rear tires. By the time he got the car back to the pits the engine had blown up. I was out at Arnage Corner about a mile and a half from the pits when he went by and I could tell when he passed that the engine was a cooked goose, it sounded like some big marbles rattling around in an old tin garbage can. Fabrae is either deaf, insensitive to mechanical things or he didn't want to walk back to the pits.

Bad luck struck the Courage team again at 1:59 AM when the poll sitting number 2 Courage also went out with an engine failure and the car was withdrawn. One of the cylinders had split and the engine coolant was getting into the cylinder. This left the battle for the lead to the two Toyotas and the two "Dauer 962 Le Mans Porsches".

At 1:34 AM Hans Stuck had an off course excursion with the Number 35 "Dauer 962 Le Mans Porsche" on the Mulsanne straight into one of the gravel pits and then called on the pits for a four minute clean up before continuing on. Stuck said the problem was caused by oil on the track and that once he hit the slick stuff that he just straightened the car out and drove through the gravel pit so that he would not get stuck in it. The next problem for them was also with the number 35 "Dauer 962 Le Mans Porsche" at 4:22 AM, this time with Thierry Boutsen at the wheel. The problem was that the front body section came off of the car at speed when he hit a bump. With the front body section went the headlights and Boutsen's ability to see the track. He said he waited for a car to come so he could follow it into the pits, but that it went buy so fast that it was gone before he could catch up and follow it. He moved along at a slow speed until finally another car with lights passed him and then he was able to follow it back to the pits. It took three minutes to repair the car and get Boutsen back on his way.

Sensational record laps by ex-Formula 1 driver Thierry Boutsen and Porsche ace Hans Stuck and really no less rapid times by the other Le Mans Porsche Team members kept the two "Dauer 962 Le Mans Porsches" up in contention. For most of the race the number 35 "Dauer 962 Le Mans Porsche” held the lap record set in the fifth hour on the 68th lap with a time of 3:55.04. They lowered it to 3:52.327 on lap 214 during the seventh hour, and again to 3:52.56 on lap 220 during the eighth hour, and finally they got it down to 3:52.54 on lap 243 during the ninth hour, which held until the finish of the race.

The Bugatti EB110S entered by Michel Hommel of France and driven by Alain Cudini, Eric Helary, and Jean-Christophe Boullion was the first Bugatti to race at Le Mans since 1939. The Bugatti actually did much better than most people had expected when it was running but it had a number of reliability problems putting it was down in the standings in the later part of the race. The Bugatti has a 3500 cc V12 engine with four turbochargers and produces 600 hp. The car quite a bit over the minimum weight at 1370 kg (3020 lbs), but has a top speed of 308 km (191 mph). The car looked great on the track and ran fast when it ran, running as high as sixth overall and third in class for much of the race. Unfortunately the Bugatti was a last minute victim of20bad luck when Jean-Christophe Boullion lost the car after passing the number 40 Viper in one of the chicanes and skidded into the guard rail putting the car out of the race.

The bad luck finally caught up with one of the Toyotas at 5:27 AM when The number 4 Nisso Thrust Racing Toyota, driven by Bob Wollek, George Fouche, and Steven Andskar developed problems in the transmission necessitating a change of transmission and running gear which took 54 minutes. This reduced the battle to the leading Sard Toyota driven by Eddie Irvine, Mauro Martini and Jeff Krosnoff and the two "Dauer 962 Le Mans Porsches".

At around 9:00 AM the number 35 "Dauer 962 Le Mans Porsche" with Thierry Boutsen at the wheel, which had improved its lap times on several occasions, suddenly hit trouble again. The Belgian driver went over a curb and broke the left rear hub carrier. He managed to get back to the pits without causing any additional damage to the car where the suspension was repaired and Danny Sullivan set off after an 8.5 minute stop. At 10:00 Am the number 35 "Dauer 962 Le Mans Porsche" was 3 laps behind the leading Sard Toyota and the number 36 "Dauer 962 Le Mans Porsche".

The number 36 "Dauer 962 Le Mans Porsche" of Dalmas, Haywood and Baldi kept the pressure in the leading number 1 Sard Toyota. With only four hours left to go to the end of the race there was only a 3 minute and 30 second gap between the two cars. With a gap that small anything, even a long pit stop could change the outcome of the race.

The Toyota had been in the lead for nearly eight and a half hours with the two Porsches in pursuit when with just a little over one hour and a half left in the race the Sard Toyota had its bad luck. With the American driver Jeff Krosnoff at the wheel a weld on the gear shift selector broke as he was shifting for third gear just as he passed the pit entrance stranding him in neutral. Krosnoff got out of the car ran around to the back and reached in and grabbed the shift lever sticking out of the transmission and jammed the car into any gear he could find, he was lucky it turned out that he got third gear. Actually the team was lucky that Krosnoff knew enough about the car to know what to do in such a case. He struggled around fairly slowly to the pits in third gear. Eddie Irvine replaced him as the driver and it took more that twelve minutes to repair the shifter and in that time Number 36 "Dauer 962 Le Mans Porsche" took the lead and gained a two lap advantage on the Sard Toyota. The number 35 "Dauer 962 Le Mans Porsche" with Boutsen driving also went by three times and unlapped itself putting it ahead of the Sard Toyota but on the same lap.

With little more than an hour and fifteen minutes left Eddie Irvine drove the Toyota like a man possessed and after a half hour took one of the lost laps back from Baldi in the Dunlop chicane. Without something happening to the lead car they could never catch the Porsche, but Irvine set his sights on the second place "Dauer 962 Le Mans Porsche" with Boutsen driving. Both had one more pit stop before the end of the race and Irvine was closing on Boutsen. Neither changed tires at the pit stop, but remember the LMP 1 cars could run for two stops on a set of tires and the GT 1 "Dauer 962 Le Mans Porsche" had been changing tires at every stop. The worn tires on Boutsen's "Dauer 962 Le Mans Porsche" definitely gave the advantage to Irvine in the Toyota and he was reeling the Porsche in a couple of seconds a lap.

On lap 328, Boutsen passed Dalmas to gain back one of their laps, Boutsen was on 327 at the time still one lap back. The gap from Boutsen back to Irvine was getting smaller and smaller until fin ally with one lap remaining they came up on some slower traffic and Irvine slipped past for second place. On the next and last lap Boutsen almost got back by Irvine when Irvine got caught in the final lap confusion approaching the start finish line. After the race Irvine said that he didn't have a clue what was going on There were cars racing, there were cars cruising, there were marshals waving white flags, yellow flags and red flags. As it was the Toyota crossed the finish line about a half a car length ahead of the Porsche in second place.

In the past it has always been the Le Mans tradition to have the car flagged into the pits before the start finish line because of the enthusiastic hordes of spectators storming onto the track. Since I was last at Le Mans they have circled the track with a substantial high wire fence to keep the spectators out and the cars in. Also this past year France had passed a new law that was posted all around the track that told the spectators that if anyone got onto the track and interfered with the event that they could be fined 100,000 Francs and put in prison for up to one year. This seemed to keep the spectators off of the track, but it didn't keep the officials off of the track, perhaps they hadn't gotten the word, but it was a much more orderly finish than I had ever seen at Le Mans. In the past you20always wanted to run for your life after the race there before the spectators and pickpockets mobbed you.

This was Porsche's thirteenth victory at Le Mans and their first in seven years since they won in 1987. Porsche also won the Le Mans GT 2 class. Three of the Porsche Carrera 911 RSRs finished the race and they finished in first through third places in the Le Mans GT 2 class. The Larbre Competition team won the Le Mans GT 2 class for the second year in a row.

Dalmas, who had won in a Peugeot two years before, was paired with American Hurley Haywood, twice a winner with Porsche in 1977 and 1983, and Italian Mauro Baldi, who celebrated his first Le Mans win. Originally Hurley Haywood was supposed to have driven with Hans Stuck and Danny Sullivan, but Max Welti decided to switch the drivers around a little and match them up by size. Hurley Haywood is quite a bit smaller that Stuck and Sullivan and both Dalmas and Baldi are little Formula 1 sized drivers so Haywood was put in with them and the larger Thierry Boutsen was put in with Hans Stuck and Danny Sullivan. This inadvertently moved Hurley Haywood into the winning car giving him his third Le Mans win to go with his five Daytona 24 hour wins and his two Sebring 1220hour wins.

Only eighteen cars were classified as finishers in the 1994 Le Mans race. To be classified as a finisher the cars are required to finish within 70% of the distance that their class leaders completed. There were five additional cars around at the finish of the race, but they were all classified as non-finishers because they had not completed their required distances.

For the future the new rules for Le Mans would continue to feature the GT 1 and GT 2 cars with a little stricter rules to eliminate the possibility of Prototypes like the "Dauer 962 Le Mans Porsches” from slipping into the GT classes again. Le Mans would adopt the IMSA WSC (World Sports Car) class as a replacement for current prototype classes. One area of contention between the various organizations is that IMSA would not allow turbocharged cars in the World Sports Car class and the ACO would allow them for Le Mans. IMSA had said that this would not be a problem for Daytona and Sebring, which would be races counting towards this proposed new championship, but that the Turbocharged WSC cars would not be able to accumulate points in the IMSA WSC series.

Figure 1
1994 winning Dauer 962 (side).
Figure 2
1994 winning Dauer 962 (front).
Figure 3
Dauer 962 hood crest.
Figure 4
Dauer Street car.
Figure 5
Dauer Street car (front).
Figure 6
Dauer Street car interior.
Figure 7
Dauer Winner at Tertre Rouge.
Figure 8:
The flat bottom belly pan required by GT rules... no venturi!
Figure 9
Horst Marchart.
Figure 10
Horst Marchart, Reinhold Joest Herr Wiedeking.
Figure 11
The last pit stop.
Figure 12
Le Mans First turn - winning car.
Figure 13
Norbert and Dalmas.
Figure 14
Norbert Singer & Max Welti.
Figure 15
Paul Hensler had been in charge of engine and drive train development. With Peter Falk - one time racing director and strategist.
Figure 16
Into the curve.
Figure 17
Probably the best team picture.
Figure 18
Rear of the Dauer street car with mufflers.
Figure 19
Reinhold Joest.
Figure 20
Reinhold Joest talks to a crew member.
Figure 21
Shell car on straight between Mulsanne and Indy corners.
Figure 22
Shell pit stop.
Figure 23
Spare body work.
Figure 24
Thierry Boutsen & Danny Sulivan.
Figure 25
Winning Dauer at Le Mans.
Figure 26
Winner exiting Tertre Rouge.
Figure 27
Winner in Ford Chicane.
Figure 28
Winner in Ford Chicane.
Figure 29
Winning car in Arnage corner.
Figure 30
Winning FAT car.
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