1983 24 Hours of Le Mans

This year was the second year of the Group C regulations and there were no changes made. The formula had an open engine capacity, and instead had weight and fuel consumption restrictions. There was a minimum weight of 800 kg put in for safety standards and fuel tanks were a maximum of 100 litres capacity. With no more than 25 fuel stops allowed in the race, it meant a maximum of 2600 litres from the start. With IMSA still using their own sliding weight-scale to balance engine capacity, the major American endurance races, at Daytona and Sebring, could not be part of the World Championship. This formula attracted great interest from a number of manufacturers and the major privateer teams. However, the prospective costs were prohibitive for smaller teams wanting to compete in the top tier of racing. The FIA governing body took notice of this, and instigated a less expensive division called Group C Junior to encourage those teams. Here the minimum weight was reduced to 700 kg and the fuel-tanks were only 55 litres capacity. With the same 25 fuel stops, this gave those cars a maximum of 1430 litres. For its part, the Automobile Club de l'Ouest (ACO) made no major changes either. The two 4-hour practice sessions now each included a 1-hour break to allow teams to retrieve stranded cars or make significant repairs or change their car set-ups. With the surge of entries in the new regulations, they could close the lists without needing the MSA classes and the former "grandfathered" classes. ==Entries==

The new regulations had immediately proven successful and this year's Le Mans had an extensive range of entries. It was led by factory teams from Porsche, Lancia and Mazda and over a dozen specialist constructors meant there were 34 cars that could be classed as "works" entries. Porsche dominated the entry list with eleven Group C and eight Group B entries. • Note: The first number is the number of arrivals, the second the number who started. Group C The Porsche 956 had made a victorious impact on its 1982 debut. The 1983 iteration was 20 kg lighter and had improved front suspension and the new Bosch Motronic engine-management system to modulate and tune the engine performance. Three race-cars and a test-car were entered by the works team. The lead drivers were the elite pairing of Jacky Ickx and Derek Bell, looking for a hat-trick of victories. Jochen Mass was in the second car, paired with the new wunderkind, Stefan Bellof who had just stunned the endurance world a fortnight earlier with a blistering qualifying lap-record at the Nürburgring in its last year of full competitive use. In the third car was the American pair of Hurley Haywood and Al Holbert along with Australian Vern Schuppan. As Porsche promised, they released twelve chassis for customer sale. Based on the 1982 chassis, with Bosch mechanical control, they were quickly snapped up, albeit at a hefty £160,000 (DM640,000) each. Eight of those cars were at Le Mans. Reinhold Joest had bought two, and had a surprise victory over the works team at the opening round at Monza. Winner in Italy, Bob Wollek, was paired with former Le Mans winner Klaus Ludwig and debutante Stefan Johansson, with the second car driven by Merl/Schickentanz/de Narvaez. Wollek had just come out of hospital after an operation for a pinched nerve on his vertebrae. The team also fielded their 936CJ special from the previous year, once again driven by its owners, the Belgian Martin brothers. Another Porsche stalwart, John Fitzpatrick also bought two cars. Fitzpatrick entered himself as a driver in both cars – the first with Dieter Quester/David Hobbs and the other with Guy Edwards/Rupert Keegan. JFR also supported American Preston Henn's 956, entered from the IMSA series. Henn had Jean-Louis Schlesser and GT-veteran Claude Ballot-Léna as his co-drivers. The Kremer brothers had achieved Le Mans glory in 1979 and established a successful range of modified Porsche 935 specials for customer sale. Their 956 was driven by father and son pair Mario and Michael Andretti, with F2 driver Philippe Alliot. The Andrettis had been thwarted by officialdom the previous year, disqualified on the start-line. And like Joest, the Kremers also had two of their 936 specials (the C-K5) in the race. Their team-car was driven by Derek Warwick/Frank Jelinski/Patrick Gaillard. The original model (that had run in 1982) had been sold to Richard Cleare, who had won the GT class in the same race. He teamed up with his same driver line-up (Tony Dron/Richard Jones) for this event. It was apparent in the shorter endurance races that the primary opposition to Porsche's dominance would come from Lancia. After working the rules the previous year with their LC1, the company produced their Group C candidate. Designed by GianPaolo Dallara, it was built around the Ferrari 2.6-litre V8 used in its 308 GTB road-car. Fitted with twin KKK (Kühnle, Kopp & Kausch) turbos and a Weber-Marelli engine-management system, the engine could put out 650 bhp on 1.2-bar boost. The LC2 had a Kevlar and carbonfibre bodyshell designed by Pininfarina and was fast, but had proven fragile. Three cars were brought to Le Mans, once again built around their Grand Prix drivers: Michele Alboreto/Teo Fabi, Piercarlo Ghinzani/Hans Heyer (on loan from Joest) and Alessandro Nannini/Paolo Barilla/Jean-Claude Andruet. In the early-season they had been shod with Pirelli tyres, but after proving troublesome they were swapped out for Dunlops. Ford had cancelled development of its under-performing C100 program in favour of a new Group C design. However, within a week of Karl Ludvigsen leaving as Ford-Europe VP, that program was also cancelled, as was improvement to the problematic Cosworth DFL engine. Alongside these cars there were four other older-model Rondeaux entered. Two were works entries, and Jean Rondeau was able to entice 48-year old Vic Elford out of a 9-year retirement, with Anny-Charlotte Verney/Joël Gouhier. The other car (an M382) was sponsored by the local government (given car #72, the same as the Sarthe département) and the driver line-up led by Alain Cudini. There were two other M382s entered by privateers: Christian Bussi returned with his car, while Pierre Yver had upgraded from the M379C he ran last year. With limited resources, the small WM team opted out of running a full Championship season, instead choosing to focus on its home race, at Le Mans, with the new P83 model. But their persistence had paid off, with their Peugeot engine development now getting the full backing from the parent company. The 3.1-litre V6 turbo now put out 650 bhp tuned by Denis Mathiot Compétition, who was doing the set-up for the new Citroën Compétitions rally team. Le Mans local Yves Courage improved his Cougar C01 to become the C01B with revised suspension, but sticking with the Cosworth DFL. Another recent garagista, Alain de Cadenet, came on-board as a driver alongside Courage, bringing with him Murray Smith as team manager. Once again Michel Dubois was brought in as the third driver. With Ford ceasing its work on the Cosworth DFL, Lola in turn finished their racing program with the T610. So there was only the American Lola privateer Ralph Kent-Cooke present, back for only his car's second race, after its first outing at last year's Le Mans. With the dissolution of the partnership with Seger & Hoffmann, engineer Peter Sauber's small company had to design a brand new car. The C7 was drawn up by the same Mercedes technicians who had helped him with the previous year's project. After the poor results with the Cosworth DFL engine, they turned to the BMW 3.5-litre straight-6 engine. Although with proven reliability, it was underpowered - only generating 475 bhp. Swiss driver Max Welti crashed the car while testing at Monza, so it arrived at Le Mans repaired but under-prepared for their pay-drivers Garcia/Montoya/Naon. Having previously run BMW M1s at Le Mans, this year Steve O'Rourke (band manager for Pink Floyd) commissioned Len Bailey (formerly at Mirage) to design him a Group C car. Called the EMKA, after O'Rourke's production company, was a low, aerodynamic shape with a modified Aston Martin 5.3-litre engine V8 almost 100 kg lighter than the original, and 85 kg lighter than the Nimrod. Tuned by Aston's in-house team, Tickford Engineering, it put out 570 bhp. O'Rourke would race the car, alongside Tiff Needell and Nick Faure. Group C Junior Aside from Porsche and Lancia, the only other factory team present this year was from Mazda. The Group C design was aimed for the new Junior class. The new 717C was designed by the technical team under Takuya Yura at Mazda's in-house division, Mooncraft, the chassis was of aluminium with an aerodynamic Kevlar bodyshell. The new 13B twin-rotor rotary engine was 1308cc (rated as 2.6-litres under the equivalence formula) put out 320 bhp and could get the car up to 305 kp/h (190 mph). The company's racing division, Mazdaspeed, debuted the car at the Silverstone round, and two cars were at Le Mans. Alan Docking was team manager in Europe, with British drivers Jeff Allam, Steve Soper and James Weaver in one car, while Japanese works-drivers Yojiro Terada, Yoshimi Katayama and Takashi Yorino had the new chassis, fitted with upgraded suspension. Alba Engineering was a new Italian racing constructor, founded by Giorgio Stirano, formerly at Osella. He was asked by the Jolly Club team principals Martino Finotto and Carlo Facetti (latterly racing Lancias), to build a car for the new Junior class. The sleek AR2 was built of carbon fibre and just met the weight-limit. The engine was designed by Facetti, an experienced engineer himself but it had to called a Giannini, as the FIA required engines to come from homologated car manufacturers. It was 1914cc straight-four with a KKK-turbocharger, and could put out 420 bhp in race-trim or over 520 bhp for qualifying, getting up to 310 kp/h (190 mph). It was instantly successful, with Finotto and Facetti easily winning the class at the preceding Silverstone and Nürburgring rounds. Another new marque seen this year was the Sthemo, which was an acronym of drivers Hubert Striebig Jacques Heuclin and designer Rudi Mössinger. The latter had worked with the team previously with the ToJ cars in the 2-litre Group 6 class. This French project was a new ground-effects design. Originally slated to use a Mazda engine, they settled for a 2.2-litre BMW engine, as the former was unavailable. Underpowered, it put out 270 bhp, but it made up for it being the lightest car in the class. Group B Racing teams had not taken to the Porsche 924 car being developed for Group B, preferring to stay with the proven reliability of the rear-engine 911 variants. The Porsche 930 had a 3.3- or 3.0-litre turbo and a multi-national six were entered. These included former 935-owners Swiss Claude Haldi and the Spanish Alméras brothers (with 3.3-litre cars) while German Edgar Dören ran the smaller engine version. They were joined by the English Charles Ivey Engineering team, Frenchman Michel Lateste and German Georg Memminger. It had been Memminger's crucial class win at the Nürburgring that had proven the difference for Porsche to win the Manufacturers' Championship over Lancia the previous year. There was only a single BMW M1 to take on the squadron of Porsches. Owned by Brun Motorsport, it was entered by prospective owner Angelo Pallavicini. As co-drivers he had Jens Winther and German royalty, Prinz "Poldi" von Bayern. Winther was successfully running his own M1 with his Team Castrol Denmark. The final entry in the class was a specially lightened Porsche 928 by French privateer Raymond Boutinard. It had a 4.7-litre V8 engine. ==Practice and Qualifying==

Porsche came prepared for qualifying with engines fitted with larger turbos that could get wound up to 700 bhp at 1.4-bar boost. Once again, in a dominating performance, Jacky Ickx claimed his third pole-position in three years. As before, he threw down the gauntlet early in practice with a lap of 3:16.6 seconds, fully twelve seconds faster than his pole time the year before. His teammate, Jochen Mass, was second fastest after the first day, just ahead of the Lancia. The team also practiced a fourth car (#33) with Ickx qualifying it 7th, though they were not intending to race it. Their build-up had been difficult, with Alboreto blowing an engine on Wednesday on his first lap, and Ghinzani losing a gearbox on Thursday. A casualty of qualifying was the Harrier – on Wednesday they had suspension problems, and the next day blew its only engine. The Group B class filled out the end of the grid, with the BMW three seconds faster (4:10.4) than the Porsches. ==Race==

Start There was a bad omen for Roger Dorchy, whose WM had to be pushed off the grid to fix an oil-leak, and costing him almost half an hour. Ghinzani moved into third but then dropped back with fuel problems. The JFR Porsche, the leading privateer, was still running fourth when around the same time it had to pit with a broken fuel-metering system. Repairs could not fix the issue and the car retired when it stopped out on the circuit. Behind them were the 956 customer-teams: the Kremer Porsche of the Andretti's trailed by three laps along with the Joest Porsches and John Fitzpatrick's remaining car. At half-distance, the position of the leading cars had stayed constant. Desiré Wilson had the Obermeier Porsche in 8th, and the Sauber was up to 9th, as the first non-turbo, non-Porsche, with the Pescarolo/Boutsen Rondeau in 10th. The Mazda, in 17th, had grown its lead over the Alba. Group B was developing into a close race, with only one retirement in the class to date. The Ivey Porsche 930 (16th) was still leading, ahead of the Memminger Porsche (20th). The very hot engine proved difficult to restart and Holbert took the car out gingerly. Halfway down the Mulsanne straight, the airflow began to do its job, but the makeshift door repairs broke. Holding the door with one hand, and running at a reduced pace using less revs, he was able to protect a seriously overheating engine. According to Holbert: He settled down to a 3:45 lap. However, he was now only a lap ahead of the reinvigorated Bell, who had just taken over from Ickx and doing 3:30-3:33 laps. But all was not well with the number 1 car either, with the team recommending changing brake discs as both of the front pads were cracked. Knowing that time taken would definitely lose them the race, Bell chose to trust his ability and his car, and carry on. It was a well-earned result for the veteran Vern Schuppan. After eleven attempts had yielded two seconds, he became only the second Australian to win the race after Bernard Rubin, way back in 1928 for Bentley. As Jacky Ickx put it: Porsche easily won the Manufacturer's Championship, and Jacky Ickx narrowly beat his team-mate Derek Bell for the Driver's Championship. Bob Wollek went onto win the revived European Endurance Championship with Joest. If possible, this was arguably an even more dominant victory for Porsche than the previous year's result. Sweeping the top-eight positions was the best result ever for a single marque, beating the achievement of Ferrari in 1963, twenty years earlier, when they took the top six positions overall. It would be a daunting, and expensive prospect for any manufacturer to take on the German marque with a competitive car. By stark contrast, the small Rondeau team found their Group C challenger, the M482, a dismal failure. Having won Le Mans only three years earlier, the company was placed in receivership by the end of the year. ==Official results==

Finishers Results taken from Quentin Spurring's book, officially licensed by the ACOClass winners are in Bold text. • Note *: Not Classified because did not cover sufficient distance (70% of the winner) by the race's end. Did Not Finish Did Not Start Class Winners • Note: setting a new class distance record. Index of Energy Efficiency • Note: Only the top ten positions are included in this set of standings. Statistics Taken from Quentin Spurring's book, officially licensed by the ACO • Pole Position –J. Ickx, #1 Porsche 956– 3:16.6secs; • Fastest Lap – J. Ickx, #1 Porsche 956– 3:29.1secs; • Winning Distance – • Winner's Average Speed – • Attendance – 200,000 ;Citations ==References==