Description
1984 Porsche 956B Chassis 115 One of only six “B” specification chassis built by the Porsche factory with substantial upgrades identical to the 1983 Works Rothmans cars Two-time Le Mans top-six finisher and leader of the 1984 race for six of the 24 hours with Vern Schuppan, Alan Jones and Jean-Pierre Jarier Winner of the 1984 Norisring ‘Money Race’ with Manfred Winkelhock Successful entrant in two of the great Group C racing series, the World Endurance Championship and the All-Japan Sports Prototype Championship Refinished to original 1984 Le Mans specification and distinctive Kenwood livery The 956’s debut 1982 and follow up ’83 seasons proved that Porsche’s latest charge was nothing short of a game-changer. Back-to-back World Championships were bolstered by truly dominating performances at the big one: Le Mans. In 1982 the Works team of three 956s locked out a 1-2-3 podium at their first attempt and, with a customer team programme established, the first nine finishers across the line in 1983 were 956s; a ninth-placed Sauber C7 managed to scupper what would have been a scarcely believable all-Porsche top-ten. In spite of the immediate success, Porsche was not about to rest on any laurels and all through 1983 a second-generation 956 was in development. Known officially as the “956/ 84” specification, “956B” is the name which has stuck. And while Porsche could have been previously accused of keeping its hottest parts for its own Works Rothmans team, the “B” specification (essentially the same the Works 1983 cars) would be made available for Porsche’s loyal customer teams. Key features of this new ultimate 956B were a reduction in weight, revised aerodynamics and Bosch Motronic electronic fuel injection. The bulk of the weight saving came from the lightweight monococque tub and bodywork combination, the nose section of which was redesigned for higher downforce. With extra aero loading on the front end, revised front-suspension geometry helped to remove weight from the steering and make the 956 easier to drive. A completely flat underbody, accomplished through the moving of hot-air exhaust ducts, now funnelled an uninterrupted stream of air to the giant venturis at the rear. These alone were not insignificant updates, but the real lightning-bolt came in the way of the new Bosch Motoronic MP 1. 2 fuel injection. With sensors monitoring the engine’s vital signs, a RAM processor to perform necessary calculations and programmable engine maps tailored to individual circuits, the ECU-controlled system revulotionised both the twin-turbo 2. 6-litre flat-six’s fuel efficiency. Over a 1000km race the differences could be significant. Over 24 hours they were undeniable. Just six 956B-specification chassis were built by the Porsche factory, of which four were supplied to its top customer teams for the 1984 World Championship. 956-115 was destined for the preeminent Porsche privateer team of the Kremer brothers and joined their earlier-spec’ 956 chassis 101. This is important because Kremer would later build its own Porsche Group C chassis tubs with Stuttgart’s permission, but 101 and 115 were both Porsche-built. The 1984 Le Mans 24 Hours would be 956-115’s first outing and, wearing the distinctive and elegant Kenwood livery, would be piloted by 1980 Formula One World Champion Alan Jones, his Australian compatriot Vern Schuppan and fellow Formula One driver Jean-Pierre Jarier. In the latest 956B specification, chassis 115 arrived in France with a real chance of securing at least a podium as the Porsche Works team was absent in protest. FISA (the governing body now known as the FIA) had stipulated new fuelling rules for 1984, which had part-influenced the “956B” development, that were abandoned at the last minute after the manufacturers had already invested vast resources to comply with the changes. The Porsche party would be further spoiled in qualifying, with the Martini Lancia LC2s locking out the front row and 956-115 starting 7th behind the other privateer Porsches of Joest, Richard Lloyd and John Fitzpatrick. Schuppan had been on a flyer in quali’, but had to back out of his best lap when another car spun in front of him. All wrongs would be righted come the start of the race when Schuppan, scything through the Porsches and Lancias to second place, pressured the fast-starting WM P83B into a mistake under braking into the tight Mulsanne Corner. 956-115 emerged from the esses to start lap five leading the Le Mans 24 Hours. For the first quarter of the world’s most famous race, the estimated 150, 000 spectators watched on in blazing sunshine as 956-115 built a confident lead. In the sixth hour, the WM P83B exacted its revenge, spinning in front of 956-115 and forcing an unscheduled pitstop to replace a rim and the nose section of the bodywork which had been damaged in the scuffle...
