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Group c chascomus porsche slot slot 917/30






Porsche 917 / 30

The history of Porsche


in the series

CanAm was not really intended. Rather it was a fluke in the calendar car. Beginning 1969, Watkins Glen Porsche participated in dual competition, running on the World Championship Endurance (endurance competition) and CanAm. Should participate in a race Endurance 6 hours on Saturday and race on Sunday CanAm. The prototypes of the series Endurance could participate in the CanAm (although perhaps a little lacking in power.) Therefore, if you were the Endurance on the same track that CanAm , why not participate? After the money was there to be claimed. Jo Siffert drove a Porsche 908 Spyder

and placed sixth. Another 908 Porsche Spyder private, managed by Tony Dean, became a series regular CanAm. Almost ending year, Siffert returned with a 917 PA

a Spyder version

(no ceiling) of 917 , recently developed self series Endurance . The 917 had a complex and aluminum tube chassis and was powered by a flat 4.5-liter 12-valve. It was heavy and there was no power in comparison with the prevailing 7 liters of Chevy. Siffert finished third place at its best, but took fourth place overall, running only two-thirds of the season. In 1970, a writ of

Porsche entered

Watkins Glen driven by Siffert . This time it came to an incredible second spot with a 917K . ( See more about this competition ). However, the only Porsche regular was 908 of Dean

with a small 3 liter engine. May not be fast, but it was reliable. This was demonstrated Dean in Road Atlanta when he brought his Porsche the first victory for the brand in this category. This race broke the record of 19 races unbeaten team McLaren . Dean finished sixth in the championship. 1971 and began Porsche began to take hold very quickly. This year we signed three Porsche

to participate regularly: the 908

of Frank Matich , the PA 917 (the old car Siffert ) that came with Milt Minter , and 917/10 of Jo Siffert . The Porsche of Endurance also appeared in Watkins Glen (last time), but only got a ninth place with Gijs van Lennep . The 917/10 of Siffert had the same wheelbase of 917

PA But the body was shorter and had smaller wings at the end of each side of the body. The engine grew to 5 liters when the season began, but was increased to 5.4 liters to complete missing a few valid. Just before his first race, Siffert signed with STP. Not agreed with the colors and logos classic used STP, but found a way to cover this with the appropriate color to fill the car. Siffert accumulated several places among the top 5, including two second places to finish fourth in the championship. Unfortunately, he died in an accident Formula 1 before the season ended.

Minter finished sixth in the championship. The face of the CanAm

changed with the introduction of the new

Porsche 917/10 K motor that came equipped with 12-plane valves, five-liter twin turbo charger. Had the support of the factory, sponsored by L & M. Roger Penske prepared the 917/10 K to Mark Donohue and George Follmer , and won six of nine races. Donohue lost four races for the wounds he had in practice, so Follmer came as a substitute driver. After Donohue returned Penske's two cars entered the competition. Follmer accumulated the maximum number of points for Porsche in five of the six races won by the brand and was rewarded the championship. Many other drivers ran with 917 PA or 917/10, but after the Penske team and without settings. Not content Porsche

with 5 liter flat 12-valve, it was decided by a flat engine normally aspirated, 7.2 liter, 16 valves. We tested a lot, but never ran. Did not even need to run them, as 1000 showed turbocharged hp

in the laboratory and 900 hp

on the track. The body of 917/10 K was inclined to side with a wing mounted to the rear of the body. This was convex at the tip (rather than the traditional concave shape) between the front wheels, to help produce a good downforce . K The 917/10 could go from 0-60 mph in 2.1 seconds, 0-100 mph in 3.9 seconds and 0-200 mph

in 13.4 seconds. A really awesome time. His performance career was so impressive that they were called the Porsche "Panzer " . In 1973, Porsche and Penske

updated the file again. The 917/30 of Donohue was a fine line carocería and a new 5.4-liter flat engine with 12 valves twin turbocharger. produced a torque of 810 lb / ft and 1100 hp on the race track (it showed hp 1500 in the laboratory). This was the most powerful race car until the arrival of F1 turbocharged mid 80's. Donohue said this car was "a monument to my career as an engineer and a pilot . Porsche won eight

powers in 1973.
Charlie Kemp and George Follmer won the first two races in two 917/10 K , before Donohue enter with 917/30 and won six races and online step championship. It was the first time anyone has won six races in the series online CanAm. 1974, the SCCA , partly because of the crisis of OPEC

and partly by the dominance of turbocharged engines

Porsche , introduced a maximum of consumption of three miles per gallon, which brought Porsche of CanAm . The only Porsche regular season with five races were a couple of old 908. The 917/30 made an appearance in 1974 in the race
CanAm

of

Mid Ohio . The reasons vary from the official story, saying it was at this track where the car had the best fuel to a rumor that the race promoters were not very rigid consumer rules, to try to increase interest in the dying series. Brian Redman started first but finished second. 917/30 The ran a race last August 9, 1975, before retiring necessarily the museum and occasionally a historic race. Donohue drove his car in

Talladega Superspeedway to put a record closed track speed of 221,120 mph . ran at 250 mph on the straights . porsche 917/30 Carrera slot This is a model of the mythical

German mark, a rare model, one of those who do not see every day the porsche 917 / 30 ste in case the chosen decoration is one of the most famous oil company Sunoco
in blue and yellow.
the nose of the model is really impressive with ventilation grille
and where to go Deveria lights were removed because they are not necessary.

Gradually going backwards we have air vents above the front wheels, these are not only simulates real, then the inside and not too detailed nor too coarse really good, going back a little turbine engine cooling and detailed enough bars stabilizing and demases.

model weight is not an ally, its 92.8grms it tough when d look good times but that is deve to make the chassis rigid and tough race cars, but the circuitry and brass parts add up.
model measures are:
Length: 145.9 width: 67.05 High: 26.9
Battle: 78.21




Due to the modification of the new guidance system can not mount this full shaft which is fixed with brass axle shafts with little vertical game, calsico mabuchi of 18.000rpm motor 9 tooth pinion and crown of all plastics and bushings 27 bronze again to the rear, other than to mention the tremendous rubber mounting the model but at the time were so great.






remove the magnets of the model (the race brought 2) and change the Guide that comes to tracks 1 / 24 by bringing the manufacturer of parts for tracks 1 / 32, also in the box each car always brings extra two mirrors which is appreciated.




I think it's the first car I put career on track and I have to do anything, the guide works perfect no locks on any side (race is reputed to be very broad, almost always have to tune a little some file) but this is not the case the car turns very well almost noiselessly, the gears mesh perfectly.



little by little we are giving a little more pace in the car and this is carried away, the grip is just allowed to slide back and at the same time pulls well, unfortunately for us is very complicated to find a replacement for the same width.



we said the car is going really well every so often but controlled skidding, pulling well, but what's missing is almost sung, the brake, the brake is really poor for the poor motor mabuchi and 90-odd grams in the car which luckily most are in the lower 75 grm car engine and chassis etc.



thus providing stability but complicate things when looking for time and trouble under braking. I believe that to improve a bit to change the engine with a higher rpm would be ideal and place an 8-tooth sprocket to see if it retains some brake.
the car on the track via BC in the quiet turns yellow 17.500 times per second with a best lap of 17.100 to 13.5 V with a push parma of 25ohm, brake failure is shout out the times, ramp turning a motor group c with orange and pulled us the advantage when braking.



for now we have to say it's a great car, the reproduction is very good as a race we have come, flawless mechanics, without noise or bad gear a car to enjoy the tracks and not encouraged to prepare one to run a little run of classics.



not think it's a winning car on the market since it came out really gnarly car but is a nice car and looking to enjoy something different on the track. While
race cars are no winners in sections (especially for its high motorization or weight), I do not think you need to discriminate as many magazines say they are "home", there would be a fantastic race with these models of housing or without magnet, since they have a really beautiful ride and without too many problems.
not be the king of the timesheets but do not stop being funny and tough. a hug friends see you in the following note


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