Context for Simon's comment, everyone: "Play on words, " the cooling fan drive went through a reduction bevel gear from 17 to 19 teeth. thus at 8300 crankshaft RPM the fan is operated at 7426 RPM and drew in 2400 litres of air per second for a cost of only 17bhp.""
Little did the competition know that this Penske Porsche, as stunning as it was, was just an opening act for the all-time beast they would encounter in ‘73. 🤯🤯🤯
Donohue had an accident testing this car, broke a leg and could'nt win the championship that year (George Follmer did, driving that car). Mark was champion in '73 with the 917-30. His fatal aacident was in '75 in prctice for the f1 race in Austria
@@andyharman3022 Hello Andy, You make an interesting point & whenever a driver is out-on-the-track...they're always "practicing & preparing" for one thing and another. As well as testing, tuning, etc, etc. As you likely know, during all "track time", it's normal to gather data on several things while the car & driver are on the track. Whether non-racing or actual racing track time. At the time of his fatal accident, it was logged as the purpose of "track time" was tire testing for Goodyear. In my opinion, it was logged this way for 2 reasons: 1.) To do required testing of new tire designs, rubber compounds, etc. for Goodyear. 2.) To combine practice time, test & tune time with testing new tires. In this way, the race team gets free track time by sending Goodyear the bill for track rental. These are standard practices by race teams & their major sponsors. Best regards & MERRY Christmas, Ben
Not true, not true at all. Let's be honest, 5 years in a row of total McLaren domination killed the series. In 1969, McLaren won 11 of 11 races. The automotive world was changing significantly in the early 70s. American companies were suddenly faced with safety, emissions and better fuel economy. Big Block engines were on their way out. There was an international move towards smaller engines. 5 liter engines were used in F5000 and later in the Can Am 2.0. The Can Am quite frankly had run its course. While Porsche did dominate 1972 and 1973, the handwriting was on the wall by 1971. One other thing that killed the Can Am is when the Chaparral 2J was banned. Jim Hall was the last of the true innovators. He lost interest in the series and the Can Am had lost its whole reason for existence and that was Formula Libre. So no, Porsche did not kill the Can Am.
You are correct the 917-10 TC this is the car, that really did the most to end the Can Am after 5 races into the 1974 season. Why? Because McLaren and Lola both terminated their factory Can Am teams and stopped making customer cars, at the conclusion of the 1972 season. Shadow never got their turbo DN2 working in the 1973 season. And importantly that is what you now needed to have hope! Gone was the model Lola, Chaparral, Shadow, March , Ti-22 , BRM followed to try to unseat Team McLaren, build a better chassis and buy a big block Chevy or Ford as your engine. The factory 1973 Penske Porsche 917-30 dominating private 1972 Porsche 917-10s was not as an important factor in the series demise.
@@VectorOfKnowledge Play on words, " the cooling fan drive went through a reduction bevel gear from 17 to 19 teeth. thus at 8300 crankshaft RPM the fan is operated at 7426 RPM and drew in 2400 litres of air per second for a cost of only 17bhp." .
@@paigntonbeach Ah! Nice. I was going to say that it certainly wasn't terrible. From the stats I can find, it had 171 entries and 27 wins (15.8% of entries), 28 second places (16.4% of entries) and 20 third places (11.7% of entries). That's 47 podiums (27.5% of entries). This is from 1971-1977 (data from Racing Sports Cars website). Doesn't compare to the relative success rate of the 917/30, of course.
Context for Simon's comment, everyone: "Play on words, " the cooling fan drive went through a reduction bevel gear from 17 to 19 teeth. thus at 8300 crankshaft RPM the fan is operated at 7426 RPM and drew in 2400 litres of air per second for a cost of only 17bhp.""
The Shadows look absolutely sick!
I love the look of the cars from this era.
I know. They were so brutal and yet had a certain elegance to them.
Little did the competition know that this Penske Porsche, as stunning as it was, was just an opening act for the all-time beast they would encounter in ‘73.
🤯🤯🤯
Penske-Donohue ! What a combination !
It was a potent mix!
The sharpest looking race cars ever.
10000000000%.
This also helps illustrate just how long Roger Penske has been involved with racing.
They're one of the enduring legends!
If Mark hadn't been killed in formula one what might have been
😥
You're right. Penske always had his eye on that prize.
Donohue had an accident testing this car, broke a leg and could'nt win the championship that year (George Follmer did, driving that car). Mark was champion in '73 with the 917-30. His fatal aacident was in '75 in prctice for the f1 race in Austria
Thanks for the info!
I miss those white belts.
Which belts, sir?
Mark was killed tire testing for
goodyear. Couldn't some trainee driver done the testing???????
the law suite took many years to settle
I don't know if it was tire testing per se. I thought it was in practice for a Grand Prix.
@@andyharman3022 Hello Andy, You make an interesting point & whenever a driver is
out-on-the-track...they're always "practicing & preparing" for one thing and another.
As well as testing, tuning, etc, etc.
As you likely know, during all "track time", it's normal to gather data on several things while the car & driver are on the track. Whether non-racing or actual racing track time. At the time of his fatal accident, it was logged as the purpose of "track time" was tire testing for Goodyear.
In my opinion, it was logged this way for 2 reasons:
1.) To do required testing of new tire designs, rubber compounds, etc. for Goodyear.
2.) To combine practice time, test & tune time with testing new tires. In this way, the race team gets free track time by sending Goodyear the bill for track rental.
These are standard practices by race teams & their major sponsors.
Best regards & MERRY Christmas,
Ben
Someone stole the little race car monument on Mark's grave stone too. Was probably my old man that did it. They were tight.
@@1pcfred Cool! Was your dad a race car driver?
@@duygukayhanisaskank4915 Thanks for the info! I hope you had a good Christmas.
Also known as the car that killed Can Am.
The 917/30 was a monster (I think you're referring to that, instead of the 917/10, the earlier evolution).
CanAm was already dying.
@@thethirdman225 True, actually.
Not true, not true at all. Let's be honest, 5 years in a row of total McLaren domination killed the series. In 1969, McLaren won 11 of 11 races. The automotive world was changing significantly in the early 70s. American companies were suddenly faced with safety, emissions and better fuel economy. Big Block engines were on their way out. There was an international move towards smaller engines.
5 liter engines were used in F5000 and later in the Can Am 2.0. The Can Am quite frankly had run its course. While Porsche did dominate 1972 and 1973, the handwriting was on the wall by 1971.
One other thing that killed the Can Am is when the Chaparral 2J was banned. Jim Hall was the last of the true innovators. He lost interest in the series and the Can Am had lost its whole reason for existence and that was Formula Libre. So no, Porsche did not kill the Can Am.
You are correct the 917-10 TC this is the car, that really did the most to end the Can Am after 5 races into the 1974 season. Why? Because McLaren and Lola both terminated their factory Can Am teams and stopped making customer cars, at the conclusion of the 1972 season. Shadow never got their turbo DN2 working in the 1973 season. And importantly that is what you now needed to have hope! Gone was the model Lola, Chaparral, Shadow, March , Ti-22 , BRM followed to try to unseat Team McLaren, build a better chassis and buy a big block Chevy or Ford as your engine. The factory 1973 Penske Porsche 917-30 dominating private 1972 Porsche 917-10s was not as an important factor in the series demise.
That Porsche sucked .
The 917/10?
@@VectorOfKnowledge Play on words, " the cooling fan drive went through a reduction bevel gear from 17 to 19 teeth. thus at 8300 crankshaft RPM the fan is operated at 7426 RPM and drew in 2400 litres of air per second for a cost of only 17bhp." .
@@VectorOfKnowledge Amazing having all that power using air cooling, Porsche didn't start using water cooling till 1998 in their 911's.
@@paigntonbeach The 959 supercar used water-cooled heads. The 928's V8 was also water cooled. Not sure if the 944 initially was.
@@paigntonbeach Ah! Nice. I was going to say that it certainly wasn't terrible. From the stats I can find, it had 171 entries and 27 wins (15.8% of entries), 28 second places (16.4% of entries) and 20 third places (11.7% of entries). That's 47 podiums (27.5% of entries). This is from 1971-1977 (data from Racing Sports Cars website). Doesn't compare to the relative success rate of the 917/30, of course.