IT’S May 28, 1983. In the middle of a German forest, a Porsche 956‘s twin-turbo 2.6-litre flat-six engine echoes through the trees.
It’s the sound of practice for that year’s Nurburgring 1000km race, round three of the 1983 FIA World Endurance Championship. Six of Porsche’s 956 Group C race cars are present, but just one will steer to a lap that would go down in history. At the wheel was up and coming Porsche factory driver Stefan Bellof, who for 35 years the fastest man to lap the infamous Nordshleife.
For Bellof’s record to be broken, Porsche needed to disregard all existing rule books and create the unhinged 919 Evo racer.
The young German’s teammate Derek Bell described driving the 956 as a constant struggle against the circuit’s notorious bumps. “With ground effects we had a lot of trouble keeping the car on the road,” he said.
Chassis #007, Bellof’s ride, was slightly different to the other Porsche 956s at the event, running bigger 13-inch front wheels and carrying other small upgrades to improve handling.
During practice, Bellof’s target was Jochen Mass’ 6:16:85 lap, set in a 956 earlier in the weekend. In the end, Bellof – soon to be touted as a Formula 1 world champion in the making – went five seconds quicker, stopping the clocks at a jaw-dropping 6:11.13. If both cars started at the same time, Mass would have needed a head start of more than 275 metres to stay ahead by the end of the lap.
One of Porsche’s other drivers, Keke Rosberg – the infamous lover of cigarettes and the father of 2016 F1 champ Nico Rosberg – was Formula 1’s reigning champion at the time. On the same day, and at the wheel of one of the rival 956s, he was a full half a minute slower than Bellof. “I thought [mine] was a good lap, until I saw the times,” Rosberg told Motor Sport magazine. He would have needed a head start of close to two kilometres to stay ahead of Bellof in a dog fight.
Bellof’s 6:11.13 equates to a staggering average lap speed of 202km/h.
During the race Bellof set a scintillating pace, pulling a 36-second lead on Mass in just six laps – with Rosberg a further two minutes behind Mass. When Bell finished his stint, the pair’s lead had narrowed, and Bellof once again cut loose. In his second stint the German set the Nordshleife race record, a 6:25.91. Shortly after, he would push too hard and crash out at Pfianzgarten at 257km/h.
Bellof’s record stood unbroken for a full 35 years, partly due to the fact that the ’83 Nordschleife layout was used for just a single year of motorsport.
At the time, the current grand prix circuit was being built. The 1983 circuit used an improvised start/finish loop, robbing the track of running space and trimming the Green Hell’s length by roughly two kilometres to 20.81km. By the time the 1984 season rolled around, the combined layout included the GP circuit, making it 25.96 kilometres in length.
Credit also needs to be given to Bellof’s incredible natural talent, and his legendary set of wheels.
A sub-6:11 lap on the new circuit was long thought impossible, with Bellof’s Porsche 956 a dedicated racing car with full ground effects, 474kW, and weighing a trim 800kg. The 956 was also the first car to be fitted with a PDK dual-clutch gearbox.
The ’83 Nurburgring 1000 also holds the distinction of being the last world championship-level race to be held at the Nordschleife until the World Touring Car Championship held a round at the venue in 2015.
Race cars may not run the Nordschliefe on its own anymore, but production cars still take to a similar layout to the ’83 circuit when attempting to claim their ’Ring records – although the laps today are 200 metres shorter.
Bellof’s story came to a tragic end in 1985, when at the 1000km of Spa and while at the wheel of another Porsche 956, he clipped the rear of Jacky Ickx’s newer 962, speared off the track at the infamous Eau Rouge, and died.
His life was one of speed, delivered in brutal and unrelenting terms.
What’s on WhichCar TV this week?
Red Centre Nationals
Does a bunch of burnt rubber laid down in the middle of absolutely nowhere interest you? If so, give this week’s feature on Red Centre Nats a good look!
Cars for young professionals
Excelling in your career but don’t have the car to show it? Fear not, WhichCar helps young professionals decide on which car best suits their go-getting personalities.
Editor’s review – Toyota Prado
Australians absolutely love the Toyota Landcruiser Prado. But just why does it enjoy such success Down Under? Here’s the inside scoop on the Toyota Prado with Wheels editor Alex Inwood.
Continental Car Lab – Air con myths
There’s rumours out there suggesting that having your air conditioning on in the car can significantly sap your engine power. We put this myth under the microscope in the latest instalment of Continental Car Lab.
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WhichCar TV Season Two Episode 15
4:00pm Sunday May 31, Channel 10
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Alpina has taken the wraps off its new XB7, unveiling a monstrous 457kW seven-seater SUV set to tower above BMW X7’s range when it lands early next year.
With no sign of a BMW X7 M arriving soon the high-end luxury performance car brand Alpina has gladly fiddled with the M50i’s 4.4-litre petrol V8. As a result it extracts 800Nm, which is asserted as low as 2000rpm and until 5000rpm.
As for details on what’s changed under the bonnet, press materials say a pair of 54mm twin-scroll turbines help the XB7 out-muscle an M8 Competition (of 750Nm) and X7 M50d (of 760Nm). There is also a special cooling system that is designed to work with the enlarged front air intakes.
When its power and torque are combined with its eight-speed automatic transmission that grips through all-wheel drive it’s claimed the XB7 will roar to 100km/h in 4.2 seconds and 200km/h in 14.9sec.
Roar it will, too, as the XB7 comes with what Alpina calls a “tailored V8 sound” thanks to an active exhaust system we’ve already heard in action.
At over 5.1-metres long and close to 1.8-metres tall the seven-seater wears 2580kg on its bones but Alpina, being the high-end performance luxury brand it is, has verified the XB7 dynamics during development on the Nurburgring and you can watch it storm around a lap yourself in the clip above.
It isn’t exactly balletic, yet high-tech tricks for the heavyweight’s air suspension help – like active roll stabilisation and a ride height that drops 40mm depending on what mode is selected.
Given the company quotes acceleration times to 200km/h from rest, the XB7 sports an aero-optimised styling package with a front apron Alpina claims reduces lift. Astonishingly the car is claimed to hit 290km/h when fitted with 21-inch wheels.
But if these 21-inch wheels don’t offer enough of a statement, Alpina offers 23-inch forged items in the brand’s classic 20-spoke design.
Meanwhile, all three seating rows inside are treated to “Lavalina” leather, or what Alpina calls “amongst the most natural and highest-quality leather available,” while a unique steering wheel and cluster design feature at cabin’s business end.
It’s too early for specific Australian details. Alpina are yet to reveal where it will place the price in relation to the $171,900 BMW X7 M50i however we’re told to expect more detail when we near the car’s launch early next year.
After days of rumours, which then turned into almost-certainty, the official announcements have been made by both brands that Mercedes-AMG CEO Tobias Moers will replace Andy Palmer in the top job at Aston Martin.
While an announcement has been made at AMG as to who will lead the brand going forward, the other end of the shuffle is less certain with no future clear for Palmer – the former Aston Martin CEO has been removed from the Aston Martin executives list on its media-facing website and his Twitter account ‘@AndyAtAston’ has been deactivated.
Palmer has described his time at Aston to have been “a privilege”.
“The launch of many new products including the new DBX demonstrates the dedication and capability of our employees,” Palmer said.
“I would like to thank my management team and all the staff for their hard work and support, particularly during the challenges presented by COVID-19. I am proud of you all and it’s been an honour to work with you.”
At Mercedes-AMG, former Mercedes-Benz Brazil boss Philipp Schiemer will take over Moers’ old CEO role, while the brand also announced Jochen Hermann will return to AMG as chief technical officer after working on Daimler’s electrification program. Hermann was formerly AMG’s head of overall vehicle development.
Schiemer has an incredible role to fill. Moers has been instrumental in AMG’s development since almost as far back as he was part of the brand in the 1990s. In the early 2000s he became the head of development, a role which led to him becoming CEO in 2013.
“I am truly excited to be joining Aston Martin Lagonda at this point of its development,” Moers says about his new job.
“I have always had a passion for performance cars and relish the chance to work for this iconic brand which I was close to on the technical side at the beginning of the partnership between the two companies.”
The replacement of Palmer at the head of Aston comes at a critical time, with the company facing financial woes and having been recently been rescued by new executive chair and Racing Point F1 team owner Lawrence Stroll.
Stroll cited a need for ‘change of leadership to make new plans work’ as reasoning for the board’s decision to bring in Moers for the top job.
“On behalf of the board, I would like to thank Andy for his hard work, personal commitment and dedication to Aston Martin Lagonda since 2014.”
After moving over from Nissan, Palmer became the CEO of Aston where he developed the Second Century Plan in 2015 to stabilise the historically tumultuous brand and expand its offerings.
“In that time the company has successfully renewed its core sports car range,” Stroll says, “with the DB11, Vantage and DBS Superleggera, and has brought the brand’s first SUV, DBX to a point of readiness for deliveries to start in the summer.
“Furthermore, the development of the era-defining Aston Martin Valkyrie hypercar has paved the way for the mid-engined range to come.”
The future of Aston Martin is uncertain, but Moers’ strong development of AMG presents an optimistic outlook for the brand.
He is an exceptionally talented automotive professional and a proven business leader with a strong track record,” Stroll says, noting that Aston intends to continue its technical partnership with AMG.
“Throughout his career he has delivered product expansion, strengthened brand positioning and improved profitability. He is the right leader for Aston Martin Lagonda as we implement our strategy for the business to achieve its full potential. Our ambition for the company is significant, clear and only matched by our determination to succeed.”
Buying a genuine Formula 1 car is an expensive exercise, particularly if you want something with the history of Niki Lauda’s 1977 championship-winning Ferrari 312T2.
However, it turns out buying a half-size replica isn’t cheap either, with a go-kart based replica selling earlier this month on auction site Bring A Trailer (BaT) recently for as much as a current brand-new hot hatch.
The vehicle in question is a 1977 L Ferrarina 77, which is a rare 43-year old replica from a company called Italycar that bears a striking resemblance (if about half the size) to the Ferrari 312T2 that Niki Lauda campaigned during his legendary battle with James Hunt in ’76, and championship victory in ‘77.
The final sale price was US$33,600 (A$51,403 under current conversion rates). That’s almost exactly the same amount as a new Honda Civic Type R.
When the first Italycar replica was shown at the ’77 Bologna motor show it was reported that Lauda was so impressed he ordered one for his son.
To get the look just right, Italycar commissioned many of the replica’s parts from Ferrari suppliers, including the bespoke Goodyear tyres.
Measuring in at 2705mm long, 1295mm wide, and 679mm wide, the La Ferrarina 77 would be a tight fit for a full-size adult.
The specific go-kart that went for sale is chassis #5 from Italycar. The listing claims Italycar’s plan was to build 100 of the miniature racers, but only ever completed 12.
While the listing claims the car is a replica of Lauda’s 1976 ride, it wears the livery and number of his ’77 campaign.
The fibreglass body is draped over a tubular space-frame, with power coming from a Chrysler Marine Power Bee single-cylinder engine two-stroke (replacing the original 60cc unit), which is mated to a two-speed gearbox.
Disc brakes take care of stopping the kart, while Veglia instruments keep the driver informed of vital info. Oh, and the fully-independent suspension has adjustable sway bars and rear coil overs if you want to pretend to be a mini F1 engineer as well as driver.
The car underwent a 71-hour restoration in 2019 costing US$6435 (A$9850), before the current owner/seller acquired it earlier this year.
The winning bidder, who goes by the name Timegrinder, said in the comments of the online auction that he currently owns Italycar chassis #3.
At least you can drive this pint-sized replica. Amalgam makes a 1:8 scale model of the 312T2, which has an incredible level of detail, but also costs a cool US$9495 (A$14,533).
If you are wondering where you would use half-size F1 car this, all you need is a two week lease of a exhibition building with 354,000 square feet of column-free floor space.
We’ll let BaT user Jimmy3sticks – who claims his father once bought chassis #3 and #5 for he and his younger brother in the ‘70s – explain.
“The best place was the IPE Expo building in Tulsa. It is one of the largest freespan buildings in the world covering 10 acres of perfect concrete,” he commented on BaT.
“My family has conducted an annual Collector Car Auction there in June since 1972. It is a three-day sale, but the lease was always for two weeks. So, my brother and I basically had the place to ourselves before setup and after takedown.
“Sometimes our friends with karts would join us. We set up a track and just went at it. The surface was fairly slick so it made for a lot of fun.”
We’ll take your word for it Jimmy3sticks, because that sounds rad as hell.
It had to happen eventually, didn’t it? The Porsche Taycan has earned the true status of supercar after being totalled in just 25 kilometres since delivery.
After meeting its untimely end, this particular Taycan Turbo now sits in a copart.com auction lot in New Jersey in the US, awaiting an optimistic suitor to snap it up.
Chances are, however, that this car crash means it will never see a road under its own power again.
There doesn’t appear to be much damage to the car on initial look, save for a shattered front wheel, collapsed rear suspension and a damaged front valance.
However, the listing does say that most of the issues come from underneath – damage significant enough for the insurance company to write the car off.
It smells like a high-speed understeer moment into something hard and immovable like, say a traffic island.
We’d hazard a guess and say that perhaps the battery cradle or its cooling system has been damaged beyond repair, as the Taycan does store its energy on the underside of the car.
As far as we can see, it’s the first Porsche Taycan that’s been offered up at a salvage auction, and there are suggestions that this car is one of the first batch of 130 to be imported into the US.
We’d love to hear the full story behind the crash, but you can easily imagine what happens when 450kW and 1000Nm meets an inexperienced right foot.
Although it might not look it, the hit was significant enough to trigger the airbags up front, as well as the rear left seatbelt sash bag. Clean up on aisle three…
There’s every chance that this poor Taycan belonged to someone who drives around like this numbskull in his Audi RS6 filming himself doing 320km/h on a UK motorway.
Though they’d have to be pretty brave, maybe someone will pick up this example and swap in a motor with an actual turbo.
Some of the most important features in new cars are those relating to safety and in an ideal world, everyone would be driving around equipped with as much safety tech as possible.
Unfortunately though, sometimes a new car with all the bells and whistles isn’t on the cards for many Australians.
You might be surprised, then, to hear that a lot of safety tech can be retrofitted to older cars.
With this kind of safety technology on the market, you may be able to extend the life of your car for a few years, at a time when money is tight.
With that in mind, here are some of the cost-effective ways to make your car that little bit safer out on the road.
Reverse camera and parking sensors
Perhaps an obvious one that has been around for some time, but there are plenty of manufacturers offering good product when it comes to aftermarket safety cameras.
The most integrated solution is to have the display show up within your car’s current rear-view mirror, but mini displays are available, too.
There is the option to pair the camera with a set of parking sensors as well, which can be cleanly integrated into a car’s front and rear bumpers. Big auto parts retailers sell this equipment for between $100-$200.
Blind spot monitor
Blind-spot monitors detect whether a car is sitting in your, well, blind spot, which is the area not covered by your side mirrors.
Often fitted to new cars as part of safety packages, the device is now available for aftermarket fitment to existing cars.
Australian manufacturer Mongoose sells a system, for example, that beeps and flashes a light on the mirror whenever you try and merge into a car sitting in your blind spot, and there are several other brands that perform the same duty for roughly $150.
Head up display
The best way to avoid crashes is to never take your eyes off the road. Head-up displays make checking your speed a breeze by displaying it up on the windscreen.
Systems like this GPS based unit from Polaris GPS are even able to warn you if coming up to a speed camera, thanks to GPS connectivity.
Lane departure warning
Lane departure warnings use a camera to alert you to when you’re absentmindedly veering out of a lane. Not fitted to your car? Luckily, some dash-cam manufacturers are repurposing their camera tech to provide an aftermarket solution.
Navman’s primary goal for its dash-camera recorders is to witness and record crash instances, but units like its MiVUE860 are able to provide lane departure, forward collision and headlight-on alerts, too.
Fatigue monitor
Fatigue monitors are only just becoming more commonplace now in new cars such as the Subaru Forester. The technology does exist in the aftermarket world, but is mainly marketed to fleet operators looking to keep on top of their drivers’ drowsiness levels.
We may have to wait a little longer for a more publicly-available iteration in the aftermarket space.
While none of these systems can provide active safety measures quite like their manufacturer-integrated counterparts, they do reach that extra step that could mean the difference between an accident and a near-miss.
It might be a few years away from a production line, but an electric Jeep is already on sketch boards in Detroit, and has the potential to be a more capable and potent off-road machine, says the head of its design team.
While virtually all mainstream manufacturers have embarked on an electric vehicle development program long ago, there has been little to get excited about from Jeep’s mechanical design and powertrain executives – aside from emerging hybrids.
Previous reports that the company is planning rangewide electrification are yet to be followed by any confirmed full electric models, development mules, drivetrain showcases or teaser information.
EV in the ether
However, the company’s top designer says a pure EV is something the design team is already preparing for.
Speaking as a guest on WhichCar’s podcast, Jeep head of design Mark Allen said designing an electric Jeep is not only something the department is considering, but that the technology is particularly suitable for seven-slot grille models.
Listen to the special podcast here: WhichCar Weekly podcast episode 57
“It’s a hot topic and we talk about it all the time,” he told WhichCar Weekly. “We have ideas and plans for the future well beyond what we have now.
“We’ve talked recently about powertrains and electrification and really what that brings for us and I don’t see it as a compliance issue. I view it as an opportunity to make what we do even better.”
According to Allen, the possibilities that electric drivetrains enable, will boost off-road capability as well as the more frequently cited emissions and renewable energy advantages.
“Jeep’s specialty is off-road capability. Getting power to all four wheels and having that kind of traction, I don’t care where it comes from.
“Electrification allows … each wheel to have its own motor and thus control that vehicle even tighter than we do now, and the result will be a better Jeep, not just something that’s compliant. I really think the future is bright when you talk about electrification and Jeep.”
The design team, lead by Allen, has not yet been specifically assigned an EV to create but the designer, who has spent 26 years penning vehicles for Fiat Chrysler Automobiles (FCA) and its previous brands, says the job is on his “dream board”.
Allen highlighted the polar opposite approaches to designing an EV and said he hadn’t yet decided which way Jeep would go when its EV foray gets the green light, only that “it should look like a Jeep”.
“Some wave the flag and celebrate that they’re driving an electric car or you see – Tesla’s really good at this – they just make a really nice looking vehicle that happens to be electric.
“We’re a long way from doing that but I would ensure that it’s something recognisable from our brand’s stable”.
UPDATED One of the bright lights of life under COVID-19 isolation has been the emergence of online racing as a half-reasonable substitute for the real thing, but as sure as bees to nectar, any new sport will attract those who want to bend the rules to breaking point.
Motor racing e-series have sprung up across the globe, from Supercars and rallying to GT3 events and rallycross, with lots of inventive and creative ideas coming to the fore.
The pros themselves have had to step up to the mark, as well. Sim racing is a relatively new sport, and while the world’s fastest young racers like Max Verstappen and Scott McLaughlin have taken to the new format, others have had to work hard to get up to speed.
But some, it seems, would prefer to draft in the talent of others – and it looks like it’s cost him his job.
Daniel Abt is a German professional motor racer who, according to pundits, could have made it all the way to Formula 1 after stints in supporting series like GP2.
His career path took an electric turn in 2014, when he joined the then-new Formula E series which, like many others, pivoted to an online model when the coronavirus pandemic bodyslammed all sport into the ground.
After a lacklustre first few rounds, though, fellow racers became a bit suspicious when Abt leapt from the back of the pack to finish third at last weekend’s virtual race around the streets of Berlin.
The subterfuge was called out immediately after the race by not one, but two former Formula 1 drivers, who race in the Formula E championship.
“Really not happy here because that was not Daniel driving the car himself, and he messed up everything. Really ridiculous,” former Mercedes F1 driver Stoffel Vandoorne said on his Twitch social media stream.
“I’m questioning if it was really Daniel in the car,” said Jean-Eric Vergne, a former Toro Rosso driver (and teammate of newly minted McLaren driver Daniel Ricciardo), and twice a champion in the real Formula E championship.
“Please ask Daniel Abt to put his Zoom next time he’s driving, because like Stoffel said I’m pretty sure he wasn’t in.”
Investigations quickly revealed that Abt had indeed handed over the keys to his virtual Audi Sport Formula E racing car to a young professional racer.
The Formula E stewards identified 18-year-old Lorenz Hoerzing as the substitute driver by comparing IP digital addresses, and disqualified Abt from the event.
And while many pro drivers regard the esports world as a bit of hit and giggle, it came with a real-world cost for Abt, who has to cough up 10,000 Euros ($16,000) in fines for the online swap.
He was also required to pay the same amount again to a charity.
“I would like to apologise to Formula E, all of the fans, my team and my fellow drivers for having called in outside help during the race on Saturday,” Abt said in a statement after the race. “I did not take it as seriously as I should have. I am aware that my offence has a bitter aftertaste, but it was never meant with any bad intention.”
Unfortunately for Abt, it looks like it’s cost him his seat with Team Audi.
“Daniel Abt did not drive his car in qualifying and the race at the fifth event of the Race at Home Challenge on May 23 himself, but let a professional sim racer do so,” said the team in a statement released on Tuesday.
“He directly apologised for this on the following day and accepted the disqualification.
“Integrity, transparency and consistent compliance with applicable rules are top priorities for Audi – this applies to all activities the brand is involved in without exception.
“For this reason, Audi Sport has decided to suspend Daniel Abt with immediate effect.”
The word ‘suspended’ in this instance was code for ‘fired’ – as Abt confirmed in this video message.
The motorsport world has been savaged by the coronavirus pandemic, and risking a race seat in these dicey times is a rookie move.
It’s not the first controversy to befall esport racing in 2020, with NASCAR racer Kyle Larson losing his real-world ride after using a bad word during a broadcasted race.
More recently, two-time Supercars champion Scott McLaughlin has apologised for a mid-race spray at fellow racer Jack Smith, after the Kiwi called him a “dickhead”, “tool bag” and a “rich kid that can’t drive” on his Twitch feed.
The competition in this bright new motorsport evolution might be virtual, but the emotions and passion are very real. Did Abt get what he deserved? Let us know in the comments.
Ferrari is recreating one of motoring’s most celebrated short films, which also happens to be one of the world’s most infamous, C’était un rendez-vous, usually just called Rendezvous.
The original film is less than eight minutes of high-speed driving through Paris in the early hours of the morning during August, 1976. It was filmed in one take, breaking many traffic laws along the way, with no permit and barely a crew.
Rendezvous is loved for its simplicity and the daring nature of its shoot, but criticised by many for its recklessness.
But now, the director of that classic short film, Claude Lelouch, is working with Ferrari F1 star Charles Leclerc and Ferarri to create a modern version in Monaco, at the time the GP would have run there. The sequel will be called Le Grand Rendez-vous.
The best car movies of all-time
“This should have been the Qualifying day of my home GP,” the young driver tweeted.
“Due to the situation, the GP has been cancelled but thanks to Ferrari, I will be able to drive around the track tomorrow for a short movie produced by Claude Lelouch.”
The team has somewhat been beaten to the punch, however, as a recent film by Simon Kidston called C’était une urgence replicated the original but is set in Rome. It’s also attached to a GoFundMe campaign to assist the Italian Red Cross.
For Le Grand Rendez-vous, Ferrari has revealed an SF90 will be the star car, and behind the scenes clips show many on set wearing masks and filming from outside the car.
It appears then, that this ‘sequel’ may not exactly resemble the original, which was filmed with a single camera mounted on (reportedly) a 6.9-litre V8-powered Mercedes 450SEL, with a Ferrari V12’s engine note dubbed over the top.
At least when the film comes out on June 13, there will be a Ferrari behind the car for real.
