24h Le Mans
24 HOURS CENTENARY – PERPETUAL INNOVATION ⎮ Countless extraordinary cars have taken the start in the 100 years since the first 24 Hours. Here we highlight 10 of most noteworthy, whose look and/or technology have earned them a prominent place in the legacy of the race.
The crowd was wowed in 1925 by the arrival of the Chenard & Walcker "Tank" designed by the talented engineer Toutée who drew his inspiration from the Voisin laboratory of the 1923 Tours Grand Prix. The car's bodywork was the first evidence a constructor had focused on aerodynamics, a particularly important feature when taking on the circuit at Le Mans. The car boasted hot air extraction louvers for the 1.1-litre engine and a retractable windscreen where the glass was simply replaced by a mesh. The "Tank's" longevity was remarkable, seen again at the race 12 years later driven by weightlifter Charles Rigoulot, known as the "strongest man in the world" at the time. PHOTO ABOVE (#49 & #50)
In 1937, the streamlined body of the Adler Trümpf included a cabin concept directly inspired by aircraft cockpits and a rear vanishing line also highly influenced by aeronautics. Equipped with a 1.7 or 1.5 litre engine for the "Rennlimusin," the cars proved on the track that aerodynamic research pays off. They returned the following year, improving their performances by finishing sixth and seventh. Fun fact: in 1937, the car entered by French driver Anne-Cécile Rose-Itier was shared with Huschke von Hanstein, Porsche's future Racing Manager. PHOTO ABOVE (#33)
Amédée Gordini made a name for himself in 1937 by designing the Simca 5, a symbol of the first holidays taken on paid leave, constructed in Italy for Fiat by Dante Giaccosa. Known as the "Topolino" on the other side of the Alps, the car with its minimalist bodywork still managed to reach an average of 82 kph (then 85 in 1938) during the 24 Hours, which translates to a top speed of 125 kph for a 570 cm3 engine. Fun fact: Gordini had made due with such little funding that 20 years later during the restoration of the car, it was discovered the flooring was none other than his drawing board of perfectly dimensioned sketches. PHOTO ABOVE (#59)
The diesel engine made its first appearance in the 24 Hours (at the all-new circuit) after the race resumed in 1949. The technology had been widely seen on American GMC trucks since the Normandy landings, and the Delettrez brothers decided to try it out in a racing car. The idea proved to be a good one: the 4.4-litre 6-cylinder engine held its own for 20 hours, failing only after running out of...fuel! The diesel car complied with a ministerial decree of 5 February 1947 despite remarkable consumption of less than ten litres per 100 km. PHOTO ABOVE (#5)
The CD Peugeot resulted from the separation two years earlier between Charles Deutsch and René Bonnet who, after having won everything for 15 years with their famous DBs, opted to part ways. Deutsch remained loyal to Peugeot Citroën Panhard, Bonnet joined Renault. While the 1962 CDs were decidedly conventional (even winning the Performance Index), the CD3s of 1964 stunned with their modernism. The aerodynamicist Deutsch gave the coupés extremely futuristic lines and fitted them with rear shark fins for stability at top speed in the Mulsanne Straight. This aerodynamic effort greatly improved the directional stability of the cars, but unfortunately the CD Peugeot did not make it past mid-race. PHOTO ABOVE (#45)
The little Costin Nathan powered by a 997-cm3 Hillman Imp engine drew much of the attention at the 1967 24 Hours. Roger Nathan had called upon British aerodynamicist Frank Costin to design a coupé. Costin chose the least expensive option for the production of a hull frame based on plywood, a technique of glued laminated wood whose qualities resemble those of light metals. Two tubular cradles bolted to the ends of the shell housed the engine, front and rear axles, suspension, steering wheel and radiator. The small light blue coupé took on Le Mans, but made it only as far as the fourth hour. PHOTO ABOVE (#45)
Another showstopper at the 1967 24 Hours, the Chaparral 2F boasted a gigantic, adjustable spoiler for increased downforce in the straights, or it could be made to tilt in turns via a pedal that replaced the clutch (rendered unnecessary by the automatic transmission). It was a type of "wing" for a prototype bearing the name of a runner bird from desert areas. After qualifying in second position, the car shared by Phil Hill and Mike Spence remained in the lead pack until it was forced to retire. But the spoiler revolution was well underway at Le Mans like Formula 1, even though it would take until 1972 for the first prototype equipped with one to win the 24 Hours (the Matra driven by Henri Pescarolo and Graham Hill. PHOTO ABOVE (#7)
The 1976 24 Hours was a special moment in the history of American racing. In honour of the bicentennial of the Declaration of Independence, two cars from NASCAR took the start that year, one of which was a Ford Torino shared by Dick Hutcherson (third in 1966 with a Ford Mk II), Dick Brooks and French driver Marcel Mignot (retirement). In a way, the car predated Garage 56 at the upcoming Centenary to be occupied by Hendrick Motorsports, the winningest team in the history of the American championship. Fun fact: the Torino rose to fame in the mid-1970s thanks to the red and white version featured prominently on T.V.'s Starsky & Hutch, and reclaimed a bit of limelight in Clint Eastwood's 2008 film Gran Torino. PHOTO ABOVE (#90)
Presented in 1992 at the Monaco Grand Prix, the F1 was McLaren's first road car. Designed under the direction of South African engineer Gordon Murray, one of the most inspired minds in Formula 1, the car had several unique features, the most obvious of which was three front seats with the driving position the centre seat shifted forwards. For road use, three spots were provided for luggage, including two in front of the rear wheel arches. Its originality and performances earned it a place in the 1995 24 Hours that ended in a surprise win in heavy rain. The car figured regularly in the overall top 5 until its final appearance in 1998. PHOTO ABOVE (#59)
The first occupant of Garage 56 reserved for a non-competing innovative prototype, the DeltaWing was initially a single-seater intended for IndyCar in 2010. As there were no takers, the car was transformed into a two-seater prototype thanks to several big names in motorsport: initiator Chip Ganassi (future LMGTE Pro winner with Ford in 2016), the All American Racers team owned by Dan Gurney (1967 24 Hours winner), Don Panoz (pioneer of the rebirth of endurance racing in the mid-1990s) as well as Nissan. Rechristened the Nissan DeltaWing, the goal for the car was to prove competitive with half the power of its opponents by betting on weight difference and aerodynamic finesse. Entrusted to Scottish driver Marino Franchitti, Japanese driver Satoshi Motoyama and German driver Michael Krumm, the DeltaWing performed well enough to run within the LMP2 field, but was eliminated Saturday evening after making contact with a Toyota, the year of the marque's return to Le Mans. PHOTO ABOVE (#0)
PHOTOS (Copyright - ACO/Archives): LE MANS (SARTHE, FRANCE), CIRCUIT DES 24 HEURES, 1925-2012 24 HOURS OF LE MANS.
