911 GT1, Porsche’s Absolute Weapon: Part 2
By Marcel Hundscheid / Speed-O-Graphica
In this second and final part of the Porsche 911 GT1, we take a look at the different versions that were built in very limited numbers.
Porsche only released three variants of the 911 GT1, presented in 1996, 1997, and 1998 respectively. The first version was the GT1/96, two of which were built by Porsche for public use and based on the 993. Due to crash regulations for the road-legal homologation, the body shell of the 993 was adapted, right from the front to the B-pillar. From the B-pillar back, a tubular space frame was fitted. In addition, both the headlights and the taillights were a direct reference to the 993.
Porsche entered the 911 GT1 for the 24 Hours of Le Mans, as well as for the American IMSA championship, the European BPR Global GT Series and the FIA GT Championship. In their first attempt in 1996, Porsche failed to win at the 24 Hours of Le Mans. The factory entered 911 GT1’s finished 2nd and 3rd behind the Joest Racing TWR Porsche WSC95.
Twenty-one examples of the second variant, the GT1/97, were available, easily recognizable by its fried-egg headlights reminiscent of the 996. In 1997, Porsche presented the 911 GT1 Evo, which stood out with its significantly modified bodywork. This variant also featured a new floor pan under the front end, which generated improved downforce.
Although the track width remained the same as the GT1/97, the Evo received a new front axle. Bob Wollek drove the Evo for the first time in Weissach on March 7th, 1997. Between 1997 and 1998, Porsche built a total of 21 Evos, a limited number of which were road-legal and cost 1,550,000 Deutsche Marks at the time.
When Mercedes-Benz arrived on the scene with the CLK GTR, it became clear that the 911 GT1 was no match for this kind of power. Porsche responded with the introduction of the GT1/98. Just a single road-legal version of this car had to be built due to a change in FIA regulations. This version immediately stood out because it was even flatter than the previous 911 GT1 versions. Nevertheless, Porsche had to bow to Mercedes for the entire 1998 FIA GT Championship season.
Porsche also failed to win in 1997. As a result, they decided to radicalize the GT1 even further. They ditched the hybrid chassis and opted for a carbon fiber structure. The tubular frame remained behind the rear bulkhead. All these modifications led to the third version of the 911 GT1, the GT1/98. Porsche has released little technical data about the GT1/98.
However, Porsche had its sights set on the 24 Hours of Le Mans in 1998. Thanks in part to its reliability, Porsche won the world’s most important 24-hour race on its third attempt with the 911 GT1. Laurent Aïello, Allan McNish and Stéphane Ortelli drove the nr. 26 911 GT1 to victory. With just one lap behind Jörg Müller, Uwe Alzen and Bob Wollek gifted Porsche a double victory by finishing second with the nr. 25 911 GT1.
Although the requirement to develop a road-going version for new racing versions was abolished in 1999, the by now aging 911 GT1 stood no chance against cars like the Mercedes CLR, BMW V12 LMR and the Audi R8C and R8R. We have to be realistic, but without racing, there would never have been a 911 GT1, let alone a road-legal version. Yet, that final version was desperately needed to get the 911 GT1 homologated for track use by the FIA.
With the arrival of cars like the Mercedes CLK GTR, it simultaneously became clear that Porsche no longer had an answer and was announcing its departure from the world of endurance racing. Then-project leader Norbert Singer indicated that the departure was partly due to a literal cost explosion in the GT class.
Despite the limited success of the 911 GT1, Porsche had once again proven itself among the greatest in endurance racing. Fortunately, a very limited number of 911 GT1s have been preserved for posterity. During the last editions of the Spa Classic and Le Mans Classic, the public was able to enjoy this unique GT which although short-lived, once again made Porsche history.
