Cars Of Racing - COR

Here is the 1994 Dauer 962 LM!
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Part 2 of 3 Rules Rewritten
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Not only did the Dauer have a bigger fuel capacity, they had speed. Thierry Boutsen in the No.35 car was able to set a fastest lap with a time of 3:52.54 being able to reach 192mph on the Mulsanne. These times were more then a second faster then the practice times.

Two hours in were the first signs of trouble, the No.35 car had a puncture just after pit lane and had to go all the way around the track at a slow speed which meant a huge loss in time. Nearly 2 laps were lost to the leading car. As well as this, Boutsen had ran out of fuel 50 metres short from the pits meaning the Marshall’s pushed the Dauer into the pits. Into the night, Boutsen struck yet another problem, this time losing the front bumper including the lights in the pitch black. Boutsen quoted “I had to wait for another car to arrive to see where I was. But he was going too fast, so I had to wait for another”

From midnight into the morning the race started to come into the Japanese’s favour. The 94C-V of Eddie Irvine, Jeff Krosnoff and Mauro Martini was well ahead and was in for a Toyota win at Le Mans. Due to the poor welding of the gear linkage with 96 minutes remaining in the race. The car was taken back to the pits after Jeff Krosnoff was able to keep the car in 3rd gear for a slow lap. However when it was finally released from the pits it had already lost 2 positions to the leading Dauer’s. Irvine was able to set some ridiculously quick laps bringing the 94C-V up to 2nd position in the penultimate lap, but it wasn’t enough.

Seven years after the 962’s last win in Group C, it was brought home yet again to a chequered flag as a winner. Overall completing 345 laps, 15 more laps then the NISSO 94C-V and brought home Porsche’s 13th victory at Le Mans. Reliability was key as only 18 out of the 48 entries had classified results.

After the race fans were speechless and people thought Porsche were cheating which is hugely wrong, the holes in the rule book were exploited fairly where after the A.C.O let Porsche and Dauer know this would be the last time the 962 would be accepted. @ 24 Heures du Mans

Here is the 1992 Peugeot 905 Evo 1 Bis LM!
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Part 2 of 2 Peugeot’s Pantheon
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The Peugeot 905 Evo 1B was a complete monster. Packing a naturally aspirated 3.5 litre SA35-A2 V10 twinned to a 6 speed manual gearbox, the 1B was able to achieve 670hp at 12500rpm. 670hp doesn’t sound like much but judging how it was able to reach 218mph (351km/h) on the Mulsanne, it made it one of the fastest cars to compete at the time.

What also made it so fast was down to the weight having a carbon fibre monocoque and double wishbone suspension, it weighed only 750kg.

The 7 905 Chassis’:

EV11 — First completed in 1990 it served mainly as a test and development car Montlhery, Paul Ricard and Le Mans. It as well served as the test car for the final rounds of the 1990 season.

EV12 — The second of the 905’s. Serving as a test car for the 1991 Le Mans 24 Hours. In 1992 it won at Silverstone. In 1993 it was 1 of 3 905 Evo’s competing in the 24 Hours of Le Mans and was victorious.

EV13 — The newest 905 built for the 1991 season and served as a test car for most of its time in the programme. In 1992 however it was driven to pole at the 1992 Le Mans 24 Hours.

EV14 — Debuting at Suzuka in 1991, this 905 was another entry into the World Championship. In 1991 it was able to qualify 3rd at the 24 Hours of Le Mans but wasn’t able to finish due to engine issues. Changed to the Evo 1 Bis configuration in 1992 it only served as a spare car.

EV15 — Another car built and debuted at the Suzuka round in 1991 and was victorious on it’s debut but also at Magny Cours and Mexico rounds. It set the second fastest time at Le Mans and retired during the race. It later served as a test car in 1992.

EV16 — Built for the 1992 season, the car finished 3rd overall at the 24 Hours of Le Mans and won rounds at Donnington and Magny Cours. It later in 1993 the chassis crashed in practice and did not race.

EV17 — The final chassis of the 905 built in 1992 ended up being the chassis that won Peugeot their first victory at the 24 Hours of Le Mans. As well as winning the 1000km of Suzuka. In 1993 it was used during the test and came 2nd overall in the race. @ 24 Heures du Mans

Here is the 1992 Peugeot 905 Evo 1 Bis LM!
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Part 1 of 2 Peugeot’s Pantheon
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Peugeot in previous years had been so invested into the endurance racing scene. In 1991 alone the 905 entered multiple events but wasn’t overly reliable resulting in DNF’s all round at Le Mans. But that did not put them off wanting to win Le Mans. In 1992 they made a car so capable of doing this, the Evo 1 Bis.

The Evo 1B had been racing during the year before with successes in the Sportscar World Championship when it didn’t decide to retire from half the races. The Evo 1B LM was made for Le Mans, with small changes to the aero from the original Evo 1B. The LM first appeared at the 24 Hours of Le Mans in 1992 where it famously won while being driven by Mark Blundell, Derek Warwick and Yannick Dalmas and being the first of 2 Peugeot’s to win the huge event. As well as this the No.2 car was able to finish in a respective 3rd while the the third car retired during the race.

After the huge success for Peugeot in 1992 they decided to return again for 1993. Peugeot came back not only with a brilliant result in the test. They completely dominate me the field more then 1992 and brought a 1,2,3 home for the Peugeot-Talbot Team. The winning No.3 car however driven by Geoff Brabham, Christophe Bouchet and Éric Hélary and were able to cover exactly 5100km being over 300km more then the previous result.

This would be the last time Peugeot would win Le Mans until the more recent 2009 908 HDi FAP win. Could Peugeot possibly bring home another win in the Hypercar Class? We’ll have to see!

Part 2 coming tomorrow.
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arts @ 24 Heures du Mans

Part 1/2

Here is the 1994 Bugatti EB110 SS GT1!

Back in the 1920’s Bugatti was hugely successful in racing. After being run privately for years the last Bugatti racing was seen to be in 1958. However Bugatti’s returned 36 years later in the form of the EB110. It was a legendary moment but one that was fairly unsuccessful. Competing in the GT1 class, it was up against the dominating Dauer 962’s, Venturi’s and Dodge Viper’s.

At the cars debut at the Le Mans Test, hopes were very high for this new competitor after getting the 5th best result on the field. For the qualifying the EB110 started 17th being 5th in class. Driven by Alain Cudini, Jean-Christophe Boullion and Eric Hélary in the 24 Hours, the car was unable to finish due to an accident. That marked the end of this amazing blue EB110, however it was not the last time an EB110 would race.

This big blue beauty ran a 3.5 litre Bugatti V12 engine with power going to all 4 wheels. Being twinned to a 6-speed manual gearbox the EB110 SS was able to produce 600hp after being detuned from 612hp. Even though the stock SS weighed a chunky 1800kg, the weighed was only dropped down to 1600kg which proved a problem for the Bugatti. The Dauer was way out of the EB110’s league being 25 seconds slower lap times as well as being 9-10 seconds slower then the F40’s and the Venturi’s. It was an ambition attempt at something great, but will never live up to the likes of the F1 GTR.
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@ 24 Heures du Mans

A few Chevrolet Beretta photos I found, enjoy!
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Pink 🐷
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Here is the 1994 Dauer 962 LM Test Car!

Article could be coming soon after he 905. Definitely one of my all time favourite race cars
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Here is the 1993 Nissan NPT-90 — Chassis NPT90-04!

Something a little bit different today, I came across this yesterday and thought it was brilliant and would make for a perfect post if I did it with a bit of info. The proper NPT-90 article is coming this evening so stay tuned!

The Cristal Aguardiente Racing NPT-90 had a very short racing history. In fact this car didn’t race for Cristal but was supposedly leased to MOMO Racing for the 1 Hour and 45 Minutes of Miami in 1993 as well as another chassis which MOMO turned out to be very successfull with. This NPT-90 however didn’t last long. Driven by the hands of Massimo Sigala and Victor González, the pair were unable to finish the race due to gearbox problems. This specific NPT-90 is hard to keep track of because a company called Matrix Motors used factory blueprints to make 5-8 more NPT-90’s back in the 1990’s.

*According to some sources (take it with a pinch of salt)*
This NPT-90 was ‘written off’ in 1992 but was apparently re-tubbed by Matrix Motors. It was the first NPT-90 to have a 4 valve head and a 6 speed gearbox, however this may not be correct.

Big thanks to for letting me use the first 2 photos for this post, check him out if you haven’t already!
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@ Miami, Florida

Here is the 1995 Porsche 911 GT1 Test photos!
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The 1991 Mazda RX7 IMSA GTO!
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Here is the 1965 CP Ford Mustang Fastback!

The Mustang is definitely one of the worlds most recognisable vehicles, and one that has stood out to me is this one, the story behind it I have been meaning to an article on for a while now and here it is!

This is an Original Maier Racing sponsored Mustang that has been racing ever since the 70’s. The car is hugely successful, competing in Trans Am in its early days. The car has achieved 8 SCCA National II Championship wins being 4 from CP and 4 from CPL. Over its lifetime after Trans Am it has been an ongoing project. The car is strictly a Solo II car and is also built for American Autocross (even though it did race in Shelby Club races).

The car itself has been fitted with a 4.9 litre Mustang Boss 302 V8 engine which produces 512hp at 7600rpm.

Bit of a shorter article this one, not much to talk about this beast as facts were not clear, hope you enjoyed it anyway!
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Here is the 1998 Porsche 911 GT1 Evo!
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Here is the 1971 Ford Supervan 1!
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Here is the 2002-2009 Vemac RD320R GT300!

This car is definitely fairly interesting and fairly good looking. Today we are focusing more on the Direxiv/R&D Sport Vemac rather then the others shown. Back in 2005 Direxiv debuted in GT300 with the not too new at the time Vemac. Even though this car raced in GT300 it still put on a good look compared to the GT500 cars.

This Vemac first debuted at the 300km of Okayama while being driven by the hands of Syougo Mitsuyama and Yasuo Miyagawa. The pair were able to make 22nd overall and was fairly high in the GT300 pack, not too bad a debut compared with other cars I’ve reviewed. It was next entered into the Fuji 500km where it was able to finish an overall of 26th. The results of this Vemac weren’t bad, but it never achieved anything better then 1 class win at the Okayama 300km in 2006. With Direxiv and R&D the car overall competed in 17 events and finished all but 3. The car also had 3 podiums including the class win. Over the 4 years Vemac’s competed in a ton of races in GT300. After 2009 there were more updated versions of the RD320R called the RD402R and so on. Even though the car never made a huge impact you can definitely say a lot of liveries would fit this. The Direxiv livery was definitely one of the best looking on the pack.

The Vemac used a 3.8 litre Honda C32B V6 (or a Zytek naturally aspirated V8) twinned to a manual 6 speed gearbox which overall produced near 400hp with restrictors. The car was a hybrid with a steel aluminium frame and overall weighed around 1150kg’s.
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Hi guys, just a note. The car was quite hard to find useful pictures and info on specs and career wise so this is what I was able to do. If you know anymore please add in the comments!
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Here are more photos of the amazing 1992 Mazda RX-792P!
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Here is the 2020 Mazda RT24-P!

Sorry guys, got a bit carried away with something meaning the article on the Vemac will come out tomorrow. But for the next few days I was thinking maybe doing some posts and respecting some new race cars for once, lemme know down below what you think!

A little fact, this year this car unofficially broke the Daytona lap record that stood for 26 years, but neither of the teams cars were able to finish.
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Here is the 2003 Porsche-Fabcar FDSC/03!
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Here is the Le Mans winning 1968 Ford GT40!
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Here is the 1984 Ford Supervan 2!

The Supervan like the Espace F1 was a promotional vehicle for Ford. This one had a shorter lifespan then the predecessor the 1974 Supervan which lasted no longer then a couple of years. Like the Espace, the Supervan’s were upgraded massively with huge improvement’s in the chassis and engine. This Supervan lasted less then a year before the Mark 3 transit was released, but is still one of the brightest of the bunch.

Of course like the Espace these are promotional vehicles and are not made for racing, however the Supervan 2 actually competed in the British Truck Racing Grand Prix at Donnington but of course was only there to promote the mighty Transit. Before the race the Supervan 2 had tests at Silverstone where it was able to clock 174mph, a very cool van that currently sits in the Leyland Motors Museum.

There is a lot to say about this Supervan, firstly the chassis was actually from the Ford C100 which I’m doing an article on tomorrow. The body was a fibreglass replica of the Mark 2 Transit, it was lowered and fitted with bigger skirts with large side inlets also having a front air dam. As well as this at points it also had a highly mounted rear wing. The Supervan was fitted with a big Cosworth DFL engine built by Auto Racing Technology of Woolaston which made near 600hp.
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Here is the 2007 Morgan Aero 8 GT3!
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Part 2 of 2
The 1995-2001 VBM 4000 GTC!

There were 2 chassis’ created for the 4000 GTC, one was never raced but chassis 001 was used from 1995-2001 and is the chassis that was reconfigured as a road car for Patrick Bornhauser. Bornhauser and Metz wanted the car ready for Le Mans in 1995 and it only took them 6 months to build it with a 95 day approval by the ACO.

The VBM used a centrally sitting 3 litre V6 engine with 2 K*K turbos and was twinned to a Hewland 5 speed gearbox with a Tilton tri-disc clutch, the VBM made just over 400hp.

The tubular frame was made of a mix of fibreglass and carbon which overall weighed nearly 1050kg. As some may have already spotted, the headlights are in fact from a Fiat Brava.
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Part 1 of 2

Here is the 1999 VBM 4000 GTC!

The story started of this Ford GT lookalike in 994 by 2 men, Patrick Bornhauser and Jean François Metz. The main goal of this machine was to compete with Ferrari F40’s, 911 GT1’s and the F1 GTR’s. The car is 100% French and is not a copy of the earlier GT40, the car was built as it’s own identity.

The cars first appearance was at the Pre-qualifying of Le Mans in 1995 and overall achieved a time that put it in 48th overall driven by Jean François Metz and Patrick Bornhauser themselves while having Marc Pachot also. The car however would not go on to race at the Le Mans 24 Hours that year. Instead it’s first proper race was at the 1000km Paris where qualifying 29th, it was able to make its way up the pack and finish 17th overall while in the GT3 class. The second race it would go on to enter would be its final race for the year at the Le Mans 4 Hours and was able to make a solid finish of 4th on its 3rd appearance.

Later in 1997 the 4000 GTC was entered into the FFSA GT Championship from 1997-2001 and competed in the GT2 class with the car above. Through the 4 years the car had received some good and bad results and only ever finished 1st once at the Nogaro Race 2 later in 2000. In the 4000 GTC’s career it was overall entered into 40 events, finishing 24 races out of known results, not starting once, not arriving once and not finishing quite a few. The car was brilliantly able to finish podium 13 times and came 1st in class a few times, but a lot of results fell just outside of the podium from 4th to 7th. This lookalike Ford GT was a huge win for the French, after 2001 the car was retired but was reconfigured for road car use and is still owned by Patrick Bornhauser.

Part 2 tomorrow will be talking about specifications and the cars development so stay tuned!! @ 24 Heures du Mans

Here is the 1995 VBM 4000 GTC!

Bringing back an old gooden, the Ford GT before the Ford GT.

Article on this tomorrow.
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Here is the 1990 Alfa Romeo SE 048SP!

Group C came around and the Fiat Group was interested in entering something new. The first car that came out from Lancia was the LC2, but that wasn’t too successful. Lancia at the time had its focus on WRC and Ferrari had a full focus on F1. This left Alfa Romeo, which at the time was the newest addition to the group. Alfa Romeo had a lot of success in the past with the Tipo 33 and the Sportscar World Championship in the 1970’s and wanted to return again.

The SE 048SP’s chassis creation was a project for Fiat and it’s lead designer Giuseppe Petrotta, a new designer previously from Osella. His work resulted in an amazing looking prototype, very similar to everything racing at the time. The 1990 change in regulations was very much inspiring to Alfa Romeo and Fiat, but never worked. The car never got through it’s development stage, the car was meant to be raced with MOMO, but the head Gianpiero Moretti made no deal with Alfa so the project was abandoned and the car was never raced. The car is still a mystery and was kept very secret until after it’s denial and not everything is told, but the car sits inside an Alfa Romeo Museum. The budget from the SE 048SP and the Lancia WRC programme combined into the Alfa Romeo 155 Touring car programme which saw numerous wins in DTM and BTCC and was a huge success, sadly the SE 048SP wasn’t.

The SE 048SP was a very secretive project and not much was said until after the project was scrapped. Regulations required a 3.5 litre naturally aspirated engine. Alfa Romeo has a V10 ready to go after the 164 Procar in the 80’s. Not much information provided says it insisted on using the Tipo 1035 V10 claiming to produce 620hp but at Goodwood in 2010 it was seen with a V12 supplied by Ferrari which would most probably make around 680hp at 12,750rpm while being twinned with a 6 speed manual gearbox. Would love to know exactly what went on with this car, one of the best looking Group C specification cars out there in my opinion. @ Group C Racing

Not doing a article tonight, instead enjoy these photos I’ve compiled of the 1999 Mercedes CLR!
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Here is the 1997 Chevrolet Camaro GT500!

IMSA and Super GT and 2 very unlike organization’s. But this car was able to fit into both categories in 1997. One of the coolest but shortest stories starts here with this Camaro. Before entering GT500 in 1997, this Camaro had no time on the track and it only ran 1 race. It was fielded by a team by the name of ‘Suzuki Race Mechanics’ or ‘Advanced Auto’ and the car was driven once off at the Fuji Special GT Cup by the hands of Masato Yamamoto and Katsuhiko Okamoto.

This 4th generation Camaro was no where near successful on its first and only race it qualified 42nd out of 44 entrants having a best time of 1:44.764 which compared to the Supra which managed a 1:28.625 was utterly dreadful. So dreadful in fact that it was getting out qualified by GT300 car’s. Nonetheless it made its way into the race, however it was unable to finish due to troubles in the engine. To be honest I don’t blame them for ending the season after that result, the Camaro was really not meant for the Super GT. But all you can take out of this is they tried, and the car looks amazing while doing so.

I couldn’t find much info specs wise on the car, I’m guessing they are similar to Trans-Am cars. All I know is it used a Chevrolet V8.
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@ SUPER GT