Английская Википедия:1988 24 Hours of Le Mans

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Шаблон:Le Mans Races

Файл:Circuit de la Sarthe Le Mans 1987-1989.png
Le Mans in 1988

The 1988 24 Hours of Le Mans was the 56th Grand Prix of Endurance as well as the fifth round of the 1988 World Sports-Prototype Championship. It took place at the Circuit de la Sarthe, France, on the 11 and 12 June 1988. At their third attempt, Jaguar arrived with five cars to take on the strong Porsche works team of three cars, in their only race for the Championship season. The other potential rival was Sauber, now formally backed by Mercedes-Benz, but after a major high-speed tyre-blowout in practice, their two-car team was withdrawn.

From the start, it was a close duel between the two works teams. Even though Hans-Joachim Stuck had put in a blazing qualifying lap to lead a 1-2-3 grid for Porsche, it was Jan Lammers in his Jaguar who muscled his way up to the front. A blocked fuel-filter cost Klaus Ludwig two laps in the pole-sitting Porsche. Thereafter the chase was picked up by his team-mate Bob Wollek, and he took the lead in the fourth hour. Along with the third works car run by the Andretti family and the Joest Porsche, these four cars continued dicing well into the night, constantly swapping positions. However, this year the usual Porsche reliability was missing: the Andretti car lost three laps repairing their water pump, then Wollek's car retired just before half-time with a burnt-out engine. Jaguar did not have plain sailing either, as Boesel had retired at midnight with a broken gearbox. Meanwhile, hard driving by Stuck, Ludwig and van der Merwe had them back into the race, and the second half would be a duel between them and the Jaguar of Lammers, Dumfries and Wallace. A light shower late in the morning just added to the tension with Stuck, a wet-weather master, getting ever closer.

Once the rain eased though, the Jaguar drivers were able to stabilise the gap, and going into the last hour had a comfortable 1-lap lead. That was until the gearbox broke. Lammers, mindful of what Boesel had told him about his own cars demise, had the presence of mind to slam it into fourth and not change gear for the rest of the race. The last drama was their final pit-stop, but Lammers dropped the clutch and with a shove from his pit-crew, got back on the track. Ludwig, unaware of the dire situation facing the Jaguar, had little fuel left himself and could not put pressure on to force a mistake. Lammers led home a formation finish with his remaining two team-mates, as the track was invaded by delirious British fans. After twenty-four hours, the margin of victory was one of the tightest in the race's history - less than half a lap. The Joest Porsche had run like clockwork and finished third, nine laps behind.

There was another major milestone in this race. The small WM Secateva team had always built their cars for speed and never foresaw outright victory. Their current goal was to be the first car to break the 400 kp/h barrier at Le Mans. Now with significant backing from Peugeot for their twin-turbo engine, they had their best opportunity. As the evening cooled, the two team-cars had already had several issues. Roger Dorchy was called in and the crew taped up all the vents to minimise air-friction and wound the turbo-boost right up. Knowing he only had several laps, Dorchy went out to give his best effort. On his second lap, he broke the radar speed-trap on the Hunaudières straight at 405 kp/h (252 mph). Sure enough, the engine soon gave up, but it was mission accomplished for the team.

Regulations

The French central and local governments cooperated to do major upgrades on the Hunaudières back straight. With laser technology, it was resurfaced with high-grip asphalt along its whole length, with a gradient of 2 percent. Over 12,500 tonnes of material was removed from the roadway, including a reduction of the problematic hump approaching Mulsanne corner. This all contributed to increase the maximum speeds of the cars, and following recent alarming accidents on the straight, it was also fitted with high, three-tier Armco fencing.[1][2] During practice, Porsche works driver Hans-Joachim Stuck commented: Шаблон:Blockquote

Concerned with the increasing impact of greater downforce, the FIA (Fédération Internationale de l'Automobile) set maximum dimensions for the underbody ground-effect tunnels. The other change was to increase the fuel allocation for the C2 class up to 1815 litres – still quite restrictive, precluding the full power of turbo engines.[1] The ACO (Automobile Club de l'Ouest) cancelled the test day from the general lack of interest from the contestants over the past two years, given the cost for closing public roads.[1] This year, the race start was moved to 3pm to give the local spectators time to vote in the French elections held over the same weekend.

There had been notable changes in the organisation of the international racing bodies following the re-signing of Concorde Agreement in 1987. Max Mosley, recently-appointed president of FISA, convinced FIA president Jean-Marie Balestre to bring Bernie Ecclestone (co-signatory of Concorde for the rival FOCA group) into the fold as an FIA vice-president responsible for the sport's promotion.[1] This was a move that would have far-reaching ramifications for sports-car racing in the future.

Entries

Including the specialist racing manufacturers, there were fully 27 factory cars in the Le Mans entry list. They were headlined by the five Jaguars, up against Porsche, Nissan, Toyota and Sauber-Mercedes in C1, while Mazda had the GTP class to itself.

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Porsche works team, now in Shell livery
Class Quantity Turbo+Rotary
engines
Group C1 39 / 29 34 / 24
IMSA-GTP 5 / 3 3 / 3
Group C2 25 / 17 3 / 2
IMSA-GTXP 1 / 0 0 / 0
Total Entries 70 / 49 40 / 29
  • Note: The first number is the number accepted, the second the number who started.

Group C1

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Porsche 962CK6 of Kremer Racing

Defending champion, Porsche, was now focused on its F1 TAG-engine program with McLaren and moving into the US IndyCar series (being directed by Al Holbert).[2][3] The works team had left the World Sportscar Championship in the middle of the previous year. They chose the prestigious Le Mans 24-hours as their only race in the championship this year. Three cars again were entered, along with a test-car, all decked out now in the red and yellow livery of their long-time sponsor Shell.[4] The engines were fitted with the new iteration of the Bosch Motronic 1.7 engine-management system, giving 50 more horsepower.[5][6] A new chassis was given to Derek Bell and Hans-Joachim Stuck, bringing in Joest driver Klaus Ludwig as their third driver – one of the greatest driving combinations seen, with ten Le Mans victories between them.[3] Ludwig's erstwhile teammate Bob Wollek was partnered with Vern Schuppan and Sarel van der Merwe in a late-'87 chassis. The final car was the one that had taken pole position the year before. It was driven by the Andretti family: Mario Andretti back with his son Michael and this time joined by his nephew John. The winning car from 1987 was used as the T-car.[4]

The heavy lifting during the season for Porsche was carried by the loyal customer teams. The 3.0-litre engine had now been released to them and a number of the teams picked them up. Two of them went to Brun Motorsport, who had brought their cars from last year. Regular team drivers Sigala/Pareja/Schäfer had the lead car.[7] Team-owner Walter Brun stayed on the pit-wall this year, with his attention this season now also diverted by his EuroBrun foray into Formula 1, with his lead driver Oscar Larrauri.[8] The team had boycotted the Silverstone round, protesting the

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Jaguar XJR-9

Porsche works team keeping the new Motronic system to itself.[8] By contrast, the Joest Racing team had their own 2.8-litre engines. With the two lead drivers commandeered by the works team, the first car was driven by their other drivers: Frank Jelinski and wealthy former-winner "John Winter" (Louis Krages) with Swede Stanley Dickens. The other car was a converted 956 chassis for David Hobbs/Didier Theys/Franz Konrad.[7] The Kremer brothers had two honeycomb/carbon chassis built by the British TC Prototypes company. The brand new 3-litre car was given to Nissen/Grohs/Fouché. The 2.8-litre WSP car was the modified K6 with its vertical fin, driven by Bruno Giacomelli and Japanese champions Kunimitsu Takahashi and Hideki Okada.[7] Vern Schuppan was running in a works car, but his team in the All-Japan Championship was entered this year. His drivers were the veteran crew of Brian Redman, Eje Elgh and Jean-Pierre Jarier.[7][8] The small Obermaier Racing team, that had done a giant-killing act the previous year to finish second, was back with Jürgen Lässig joined by Pierre Yver and Dudley Wood. In contrast, as an example of the fragility and expense of racing, the otherwise well-performing Richard Lloyd Racing team had to withdraw their entries when sponsorship fell through just days before the start of the season.[7][9]

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Sauber C9

An adage was that it took at least three attempts for a manufacturer to win Le Mans – as evidenced by Ford and Renault, and longer for Porsche, Matra and Aston Martin. The notable exception was Ferrari who won at their first attempt – the inaugural post-war Le Mans in 1949. This sentiment was acknowledged by Tom Walkinshaw himself – in charge of the Jaguar team operations.[10] Following the example of Ferrari, Ford and Porsche themselves, this year Jaguar brought quantity as well as quality to the event, in their efforts to get the elusive victory. Tom Walkinshaw bought five cars and fourteen drivers to Le Mans. Their weapon this year would be the new XJR-9, designed by Tony Southgate.[11] The car featured a number of aerodynamic and mechanical improvements, including a reduction of the air tunnels to meet the new regulations. Covers over the rear wheels contributed an estimated extra 10% to the downforce.[12] Now fitted with a Zytek management system, TWR's engine-specialist, Allan Scott, was able to lift its output to 730 bhp with a top-speed 15 kp/h faster than last year's car.[13] Jaguar had entered this year's IMSA GTP series and to meet those regulations, was now sporting four 17" wheels all round.[14] One of the IMSA cars was brought across to join the three WSC cars, along with a new chassis destined for the USA.[14]

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Toyota 88C

Eddie Cheever and Martin Brundle had won three of the four Championship rounds to date, but with Cheever unavailable due to Formula 1 commitments,[2] Brundle was paired with John Nielsen. The second car now ran Jan Lammers with new team-members Johnny, Earl Dumfries and Andy Wallace, while the third car (fitted with an in-car camera) had 1987 champion Raul Boesel (now racing in the American CART series) and French veteran Henri Pescarolo join team regular John Watson. The IMSA chassis had the all-American crew of Price Cobb, Davy Jones and Team Penske lead-driver Danny Sullivan while the new chassis was given to Irishman Derek Daly, Australian Larry Perkins and American Kevin Cogan.[14][3] Confidence on the cars reliability was gained when the XJR-9 finished first and third in the Daytona 24-hours, with victory going to Brundle/Nielson/Boesel.[15]

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Nissan R88C

At the start of the year, Mercedes-Benz formally returned to motor-racing, in partnership with the Sauber team. The C9 design of Leo Ress got a major development, fine-tuning its aerodynamics and airflow with the new regulations. The refined 5.0-litre twin-turbo M117 engine could now put out well over 700 bhp.[9] As a works project, a full team of engineers and personnel joined the pit-crew under new team manager Dave Price. The effects were immediate with strong results in the opening races from the improved reliability, including a victory at Jerez.[16][9] Team regular, and current championship leader, Jean-Louis Schlesser considered the Hunaudières straight too dangerous,[3][17] so his regular co-drivers Jochen Mass and Mauro Baldi were joined by James Weaver (whose usual ride with Richard Lloyd did not arrive. Mass was also cross-entered in the second car, with Klaus Niedzwiedz and Kenny Acheson. They were joined by Noël del Bello, and his older Sauber C8. He had recently received a pile of spare parts from Sauber and Mercedes-Benz, including the latest KKK (Kühnle, Kopp & Kausch) turbochargers. This boosted the car up to 355 kp/h (220 mph). His co-drivers were Belgian Bernard de Dryver and Swiss Bernard Santal.[18]

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WM P88

Toyota had the new 88C model, built by Dome. It had been specifically designed around a new 3.2-litre turbo V8, but when that engine was not race-ready for Le Mans, they were retroactively fitted with the 1987 2.1-litre turbo-engine. Three cars were entered by TOM'S Racing although only two arrived. They would be driven by their regular combinations from the All Japan Endurance Championship: with Sekiya/Hoshino/Lees and Ogawa/Needell/Barilla.[19] Nissan had done considerable work developing its March 87G chassis, now badged as the Nissan R88C. The VRH30 was essentially a new engine, with a lot of effort put in to resolve the cooling issues that plagued the VEJ30, with smaller turbos and a new cylinder block.[20] The NISMO works team had two cars, one with works drivers Kazuyoshi Hoshino and Aguri Suzuki, joined by Takao Wada. The other had guest works-drivers Brit Win Percy and Australian Allan Grice, with Mike Wilds.[20] There were also two cars again co-entered by the Japanese Team LeMans and Italya Sport teams. Using March chassis, they were fitted with 3.2-litre turbo VG30 engines prepared by NISMO.[21]

Never in a position to challenge the big teams, the small WM Secateva team had always built its racing program around Le Mans. In recent years, their principal focus was to achieve something unique: to be the first team to reach 400 kp/h on the Mulsanne straight. This could not be a target for race-winning teams as the fuel-consumption for such an engine would be prohibitive over 24 hours. The new design for the Projet Quatrecents was the P88, which had further aerodynamic refinements. The front and rear overhang were both shortened by 30cm and the internal venturi air funnels reduced. In this, they were assisted by specialist car maker, and co-sponsor, Heuliez. Denis Mathiot Compétition tuned the 2.9-litre engine, now fitted with twin Garrett turbos, to produce a massive 910 bhp. A new chassis was built while the previous year's P87 was adapted to the new specification.[22] However, despite these updates, the cars were still heavier than the standard Porsche 962s with equivalent-sized engines, and over 40 kg more than the works Porsches.[23]

Motivated by the third placing last year, Yves Courage's small local outfit proposed a major effort with five Cougar entries this year. The new C22 was purpose-built around the 2.8-litre Porsche engine unit, as used in the rival 962s. Small changes trimmed 40 kg off its weight compared to the C20. It would be run by François Migault, Paul Belmondo and Ukyo Katayama. A chassis from 1987 was lengthened slightly, and fitted with a 3.0-litre Porsche turbo, as the C20B. Its drivers would be Pierre-Henri Raphanel and 1987 European Touring Car champion Roberto Ravaglia.[24] Two other C20 entries did not eventuate. The fifth car was an older C12 that Courage had bought back from its American owner. He converted it back to its original 1984 form and fitted a Cosworth DFL engine to enter it into the C2 class.[21]

A surprising entry was the Lancia LC2, an echo from the past. Originally built in 1983, two had been purchased by privateer Gianni Mussato in 1986. One was written off in testing, so he sent the other to Dallara Automobili for upgrade and development. After an unsuccessful year, he sold the car to Swiss Jean-Pierre Frey and his Dollop Racing Team that had latterly been racing in Formula 3000. Former Alfa Romeo F1 engineer, Pierluigi Corbari, reworked the suspension, brakes and aerodynamics to improve its handling. With a 3-litre Ferrari engine it had a top speed of 340 kp/h (210 mph).[25] After a 2-year hiatus, Tim Lee Davey returned with his C1 turbo-Tiga experiment. He had installed twin Garrett turbochargers to a Cosworth DFL engine – which necessitated moving the radiators to the nose of the car to accommodate them.[26]

Group C2

Defending C2 champions, Spice Engineering arrived with the new SE88 car. It was designed by Graham Humphreys as a customer-car and thus had to be multi-purpose for a variety of circuits. Five C2 chassis were built and another six GTP for IMSA. It was given improved aerodynamics and a narrower cockpit, now capable of 330 kp/h (205 mph). Two cars were entered by the works team, with one driven by owner/drivers Gordon Spice and Ray Bellm, joined by Pierre de Thoisy.[27] One of the customer sales went to Jean-Louis Ricci, who employed Chamberlain Engineering to run it. Ricci arranged for French veterans Claude Ballot-Léna and Jean-Claude Andruet as his co-drivers. Chamberlain also had his own, older, RE86C car with its 1.9-litre turbocharged Hart engine, that could be wound up to 650 bhp to hit 350 kp/h (215 mph). Cosmik GP Motorsport bought an ex-works SE87C for Anglo-Greek owner Costas Los and South African Wayne Taylor. The final Spice was the RE86C of Graff Racing. This was the class-winning car from last year's race, that Jean-Philippe Grand had recently bought off Hugh Chamberlain.[27]

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Chamberlain's Spice SE88C

The dominance of Spice was at the expense of Tiga Race Cars and although six of them were entered, only two arrived. Charles Ivey returned with his Porsche twin-turbo GC287. It would be driven by John Sheldon with first-timers Tim Harvey and Chris Hodgetts. Roy Baker brought over the GC286-Cosworth he had been running in IMSA, in its soft-pink livery, nicknamed the "Pink Panther". The team also fielded a large inflatable figure of the titular character, which they anchored to their fuelling rig and lit up at night. The limit of development of the 3.3-litre DFL could only get it up to 345 kp/h (195 mph) which gave away too much top-line speed to keep up.[28]

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Argo JM19C

The Argo JM19 had been very successful in the IMSA series, particularly with the Mazda rotary engine. There were three of the cars entered in the C2 class, as the JM19C version, and all were fitted the 3.3-litre Cosworth DFL. The British PC Automotive team had entered a Royale-Alba in 1986, and Olindo Iacobelli raced it in 1987, but this year they converted to the Argo. Jean Massaoudi ran the racing school at Montlhéry and bought a new JM19C chassis. It was prepared by former Rondeau engineer Jean Montet, with an engine tuned by John Nicholson. Norwegian Rallycross champion Martin Schanche had raced an Argo with a Zakspeed turbo. However, after two years of unreliability he, too, converted to the Cosworth engine. He teamed up with Robin Smith again, and Robin Donovan.[29]

The number of C2 privateer-builds was lower this year. ADA Engineering had lost its second chassis in an accident at the end of the '87 season. A new 03 chassis was ready for Le Mans, and owner Ian Harrower brought in Jiro Yoneyama and Hideo Fukuyama as co-drivers after their own Jiro entry was not ready.[30] A sentimental entry admitted by the ACO was the final appearance at Le Mans of a Rondeau. Jean Rondeau, a Le Mans native, had the unique record of being the only person to win Le Mans in a car of his own company but had died in a road-accident in 1985. This M379C was built in 1979 as a works car before being sold to Jean-Philippe Grand. Now back for its tenth race, new owner, Swiss Pierre-Alan Lombardi, had veteran gentleman-racer Bruno Sotty join him as his co-driver.[31] Another small French driver-constructor partnership was Louis Descartes and Jacques Heuclin. After a good race in 1987, they returned to Le Mans with two cars including a new model. The ALD 04 was 100 kg lighter than the 03, due to the greater use of Kevlar and a redesigned suspension. After a lack of success with the turbocharged Audi engine project, they reverted to the normally-aspirated 3.5-litre BMW engines. This improved its top speed up to 325 kp/h (200 mph). However, unlike Rondeau, who focussed primarily on the great race, the ALD team was running full seasons in the World Championship. Their second car was held on the reserve list.[31] Roland Bassaler had his SHS C6 for its fifth and final Le Mans. Ever the enthusiast, he gave his old workhorse a complete chassis makeover, getting it completed just in time for scrutineering, also sitting on the reserve list. The work was effective though, as the car could now get up to a top speed of 320 kp/h (200 mph).[32]

IMSA-GTP

Mazdaspeed had the IMSA-GTP class to itself when the two entries from the American Fabcar company did not eventuate. This year, a new model was presented – the Mazda 767, designed by Nigel Stroud. It was built around Mazda's new quad-rotor 13J-M Wankel engine.[33] It put out around 600 bhp and despite the extra length from fitting the fourth rotor, the compactness of the motors made no difficulty to accommodate it. In fact, the new chassis overall was shorter and narrower with stronger reinforcement of the engine bay for better rigidity. With new aerodynamics, downforce was increased by 30% and although the new engine was heavier, the cars were still lighter than the Group C cars.[33][8] Three cars came to Le Mans: last years drivers, Terada/Kennedy/Dieudonné had an older 757. Two of the new 767s went to the Japanese works drivers Yorino and Katayama. The former raced with Will Hoy and Hervé Regout and the latter with Marc Duez and David Leslie.

Practice and Qualifying

The first sensation of qualifying was when the whole Jaguar team failed initial scrutineering. It was found their rear wings were mounted too far back and made the overall length of the cars an inch too long. An easy fix for the team, but an unnecessary distraction.[14][34] The other sensation was the withdrawal of the fancied Sauber-Mercedes team. Testing at Monza had two serious tyre-blowouts at high speed. On Wednesday's second practice session, it happened again as Klaus Niedzwiedz went through the kink approaching the Mulsanne corner at 360 kp/h (225 mph). Despite fishtailing down the road, Niedzwiedz kept it off the barriers and got back to the pits. Considerable damage to the suspension and bodywork had been done by the shredded tyre and the team could not tell if it was due to a puncture or structural failure. Mercedes, still very sensitive from their involvement in the 1955 Le Mans disaster (the last time they raced at Le Mans), took the decision to withdraw the team to prevent any possibility of such a catastrophe recurring.[16][2][35][36][37]

Once again, the Porsche works team was untouchable and for the first time they lined up 1-2-3 on the grid, after a dominant first practice. It was Stuck who claimed pole with a blistering lap (3:15.6) fully five seconds faster than Wollek's pole time of the year before. The latter was second, after his laps were compromised passing traffic. Mario Andretti was just a thousandth of a second ahead of Brundle's Jaguar. Stuck's amazing lap in the very first session of qualifying quickly convinced Jaguar not to even bother trying to contest pole[38] and to conserve their cars: the other four Jags were in the top dozen, interspersed between the leading Joest and Kremer Porsches - and the two Toyotas that were proving very competitive this year. In qualifying 8th (3:25.4), Geoff Lees was 9 seconds quicker than Toyota's best time in 1987.[39][40][5]

There was a serious accident on Wednesday when Raphanel's Cougar lost its engine cover at full speed approaching the kink at Indianapolis. The car was fired into the barriers and wrecked, yet the team did an incredible job to have it ready again by Thursday afternoon. Co-driver Ravaglia, however, was very concerned and chose not to drive. His place was taken by French Formula 3000 driver Michel Ferté.[24] Both of the super-fast WMs blew their turbos during practice. The team claimed that Roger Dorchy had hit 407 kp/h on the Hunaudières straight. Unfortunately, the ACO's speed-camera was not working at the time and it could not be verified.[22] The older P87 qualified 22nd (3:34.7) while the new P88 was a disappointing 36th (3:41.5).[40] In GTP, the new Mazdas qualified 28th and 29th with 3:39 laps, six seconds faster than the team's best time last year.[33]

The C2 class was rocked by the incredible lap put in by the Chamberlain Spice with its turbo engine. Nick Adams's time of 3:30.3 was ten seconds faster than they had achieved in 1987 and was good enough to put it 16th overall on the grid.[35] Their nearest competitor was Gordon Spice's own car with a 3:37.8, starting 26th, with the Cosmik GP SE87 next 3:40.1 (30th) and not far behind, in 32nd (3:40.7) was the Charles Ivey Tiga. At the back of the grid was the old SH6, in off the reserve list with a qualifying lap of 4:06.7.[40] In the Chamberlain Spice, American stuntman-driver Bobby Orr spun and stalled the car on his first flying lap. Instead of hitting the ignition switch he set off the inboard fire extinguishers. Chamberlain was so angry about it, he immediately replaced Orr with Richard Jones.[27] In the C2 Cougar, Thierry Lecerf was too slow to be qualified, so the car would only be raced by his co-drivers, Patrick de Radiguès and Moroccan Max Cohen-Olivar.[21]

Race

Start

Over 50,000 British fans had arrived for the race, spurred on by Jaguar's prospects. This swelled the crowd to 260,000, the biggest for the decade.[5] At the earlier 3pm start, on a hit afternoon, Stuck vaulted from the pole position into the lead. Lammers, from sixth on the grid, muscled past the other works cars into second place by the end of the first lap. That just provoked them and the four of them set a strong pace. Lammers took the lead on the sixth lap and, in fact, all four held the lead at some time in the opening shift. The other Jaguars were prowling near, running 5, 6, 8 and 9 after the first hour. The first hiccup was right on the hour when Nielsen planted his car into the gravel at Indianapolis, losing two laps. At 5.30pm, Ludwig lost minutes as he almost ran out of fuel in the Porsche Curves, just managing to get back to the pits, but dropping two laps and falling down to ninth.[41][35][42][38] It was later found to be due to a blocked fuel filter, that stopped the last third of the tank being accessed.[10][13]

The only serious accident in the race happened at 8.15pm, when Ukyo Katayama lost control of his Cougar in the high-speed Porsche Curves. It flipped over the guard barrier, into the catch-fencing, and burst into flames. Katayama emerged unhurt but severely in shock. He was left literally speechless – unable to speak in the hospital for two days.[43][24] Later in the night, the other Cougar also had a fire, when fuel was spilt during a pit-stop. Burning through the electrics put them out the race.[24]

A notable piece of history was made in the mid-evening. The WM team was having a poor race; with the second car already out having broken its CV-joint leaving the pit-lane. The new car had been delayed by a number of problems including the cooling, electronics, fuel pump and distributor.[22] With the night cooling down, at 9:30pm they brought the P88 back into the pits for a do-or-die attempt at the speed record. Every space was taped over to minimise sir resistance, and the twin-turbos wound right up to over 900 bhp. Roger Dorchy took the car out, knowing he would only have a couple of laps but he took his chance and was officially clocked at an incredible 405 kp/h (252 mph) on the back straight.[44][45] And sure enough, the engine, starved of cooling air, blew up - but it was mission accomplished and a place in racing history – the first car to break 400 kp/h at Le Mans.[6][22]

As night fell, at 11pm after seven hours, the Wollek/Schuppan/van der Merwe Porsche was leading the Lammers/Dumfries/Wallace Jaguar with the Andretti Porsche in third the only other car on the lead lap. The recovering works cars of Bell/Stuck/Ludwig and Brundle/Nielsen were 4th and 5th respectively, often travelling close together as they climbed back up the rankings.[14] Replacing the fuel pump in the Porsche finally solved their fuel problems. Strong driving by Derek Bell going into the night had got the car into third and onto the leaders' lap by midnight (although it cost them valuable fuel consumption).[10] The other three Jaguars (6th, 7th and 9th) and the two Joest Porsches filled out the rest of the top-10. The Japanese Group C cars had qualified well, but issues had dropped them out of contention.

In the C2 class, Wayne Taylor initially had a good lead (running 11th overall after one hour) until waylaid by a seized wheelbearing.[27] Dane Thorkild Thyrring moved into the class-lead in the second works Spice, until the rear bodywork blew off when Eliseo Salazar was travelling at speed and they, in turn, lost half an hour.[27] This brought the pole-sitting Chamberlain Spice to the front of the class. Ricci had been delayed early on when a short-circuit set off the internal fire extinguishers, but after that Ballot-Léna had driven back up through the field.[27] Meanwhile, the Spice/Bellm/de Thoisy car had been delayed by a faulty fuel-pump and a puncture but by 7pm they had moved up to the top of the class, from where they would not be headed.[27]

Night

In the first half of the race, the lead had changed 22 times between those leading four cars.[35][34] For nine hours, the Wollek and Lammers cars had vied for the lead, never more than half a lap apart and thrilling the spectators.[38] At times only seconds apart, weaving on the straights to try and break each other's slipstreams, and using the slower cars to eke out small gaps.[13] Gradually issues started cropping up for the leaders: Boesel retired the first Jaguar after 11pm, having stopped at Arnage unable to find any gears.[35][10] The American Jaguar lost three hours through the night having a gearbox and clutch rebuild.[46] Then at 2:45, Wollek suddenly slowed and brought his Porsche into the pits to retire – a severed fuel line had starved the engine and burnt our three valves of the flat-six engine.[35][10] In his 18th Le Mans, it was another failure for Wollek, retiring from a potential winning position.

Therefore, at the halfway point of 3am, the Jaguar had a solid lead. However, Bell, Stuck and Ludwig were driving hard, in second, and all through the night, their relentless pursuit continued. At midnight, John Andretti had lost three laps (falling to sixth) getting a water-pump replaced.[35][10][4] The family had got back to fourth by 4am, when Mario pulled in with a chronic misfire. Losing three-quarters of an hour, Michael took it out running on five cylinders in tenth spot, but they survived and eventually finished sixth.[4]

Morning

At dawn, the two leading Jaguars sandwiched the works Porsche, with the Joest car lurking near enough in fourth. Around 6.30am, Lammers had the misfortune to hit a bird and had to pit to have a new windscreen fitted.[35][46] This allowed the Porsche to take the lead, but only for a lap, as Stuck pitted straight away and team manager Peter Falk got the water-pump replaced as a precaution.[47] Brundle and Nielsen had also been charging hard and briefly got into second during that interlude. It would not last though, and when Nielsen pitted with steam blowing out the engine soon after 10am, they had to retire with a blown head-gasket.[35][46] At breakfast time, the Andretti Porsche suffered a similar problem to the sister-car and lost three cylinders, but managed to get going again albeit dropping more laps.[35][47]

Then at 11am, to complicate a tight situation, a light shower made the track wet and slippery. This sent the cars diving for the pits for their intermediate tyres, as it was heavier on the Mulsanne than on the main straight. However, it was just enough to ease the speed of the leaders and remove concerns on fuel consumption. With no significant period behind the safety cars, the relentless pace had made it a reasonable concern for a time.[48][10] Stuck used all his skill as a wet-weather expert to start reeling in the Jaguar. By midday, with the track drying, the Jaguar was able to extend its legs and maintain a gap of around three minutes.[10]

Outside of the C1 class, the GTP Mazdas were in a close tussle with the C2-leading works Spice and the other Japanese cars: at breakfast, Katayama's 767 was running 13th ahead of the Lees Toyota and Spice/Bellm. The other two Mazdas were next, ahead of the two Nissans with the Lancia rounding out the top-20. [40] Then it all fell apart for Mazda – just before 7am, both 767s came into the pits with broken exhausts and water pumps, losing several hours each with the repairs.[33] The Nissan of Hoshino/Wada/Suzuki had lost an hour overnight changing ignitions leads causing a misfire. They had resumed in 41st place but had steadily worked their way back through the field, all the way up to 14th until around 11am when a broken exhaust valve ended their race.

Finish and post-race

At 12.45, the Porsche came into the pits to replace the fuel-filter again, allowing the Lammers/Dumfries/Wallace Jaguar to get a consistent one-lap.[46][48] Then with only forty minutes to go, the gearbox broke on the Jaguar. Lammers felt a vibration immediately before it jumped out of gear, and mindful of the warning that Boesel had given him about what happened with his car, was able to slam the car into fourth gear and carry on.[46] He also had the presence of mind not to attempt to change gear for the rest of the race, but still had a final fuel stop to make. However, by slipping the clutch and getting a shove from his pit-crew, he was able to get moving. With a quarter-hour (4 laps) to go, under instruction from Walkinshaw, the other two remaining Jaguars lined up for a formation finish.[48][42] They were also there to protect their leader's back, and even punt him across the line if necessary if the gearbox completely gave up.[49] Unaware of the peril the wounded Jaguar was in, at the Porsche's last stop with a half-hour to go, Ludwig was told to save the car and conserve fuel.[4] Going onto the final lap, the gap was only 100 seconds.[13] However, Lammers was able to get home to take the victory in front of a euphoric British crowd who swarmed onto the track. The Porsche was about half a lap behind, with only 1½ litres of fuel left. Officially, the margin of victory was given as 180 metres – either way, it was one of the closest competitive-margins ever at Le Mans.[4][5][34]

Jaguar had finally broken the stranglehold that Porsche had had on the race – which they had won for the previous seven years in a row. Andy Wallace became only the fifth man to win Le Mans on debut.[42] The winning chassis #488 had not completed a race yet in the world championship, but found reliability at just the right time.[37] With no safety-car periods, the race distance was only a lap shy of breaking the 1971 race distance record (less than 3 km).[17]

The Joest Porsche was third, nine laps back, waiting in vain for the works cars to falter. The car went eleven laps further than their winning car in 1985. The American-based Jaguar of Daly/Perkins/Cogan was a further two laps back in fourth after an untroubled run.[10] The other Jaguar, of Sullivan/Jones/Cobb finished 7th after having the whole rear suspension replaced not once, but twice, to fix an untraceable rear vibration.[10][47] The reliability of the 962C was proven again with 9 of the 11 entered cars finishing, and all those were in the top dozen places.[10] In finishing 11th, the Obermaier Racing team went 22 laps further than when they had finished second the previous year.[7] The Japanese teams fared better this year, with the lead Toyota coming home 12th and Nissan in 14th while all three Mazdas finishing in the GTP class (15th, 17th and 19th). It was the older 757 that led the team home (covering 18 laps further than in 1987) after the dual delays to the sister cars.

Файл:Spice SE88C - Spice Engineering - 24 Hours of Le Mans 1988.jpg
The C2 class winner: Spice Engineering

The works Spice team ran reliably finishing 13th, unlike so many of their rivals, and cruised to a 33-lap (480 km) win in the C2 class. They almost caught the Toyota, and their only hindrance had been two pitstops in the first hour to fix blown fuses, and a driver's door left open. Their sister car had been running third in class, chasing the ADA team. However, soon after midday it was retired when the engine broke.[27] The ADA had pitted after the formation lap to get a new ignition box fitted, but after that had run extremely reliably and finished a distant, but deserved, second-in-class.[30] Not classified was the Rondeau. Sadly, in its farewell race, it had a troubled run. Electrical issues cost several hours during the night, and then in the morning another hour was lost replacing a rear suspension upright and gear selector. Despite a reliable drive after that, and running at the finish, Lombardi was just 5 laps short of the necessary 70% distance-mark to be classified.[31]

The success of the WM-Peugeot was capitalised on by the parent company, who named their new sporty hatchback the "405" in honour of the milestone achievement. Was the caution of the Sauber-Mercedes team over their cars justified?[37] It was impossible to tell. However, they had no further tyre problems in the rest of the season and went on to win four of the remaining six races in the championship. It was the first year in the Group C era (starting in 1982) that a Porsche had not won a single Championship race. After an enthralling, highly-competitive season with Sauber-Mercedes, Jaguar retained its Championship, not least due to the treble points for the Le Mans victory.[9]

At the end of the year, FISA announced its new format for the World Championship: it would be 12 races. Apart from the 24 hours at Le Mans, the other races would be 400-500km length to fit TV coverage. There would also be a 2-year transition to a new generation of 3.5-litre engines.[9] While a number of manufacturers expressed interest, Porsche took the opposite view – announcing their full works withdrawal from sports-car racing and the end of its support for their customer teams.[6]

Official results

Finishers

Results taken from Quentin Spurring's book, officially licensed by the ACO[50][23][51][52]
Class Winners are in Bold text.

Шаблон:Tooltip Class Шаблон:Tooltip Team Drivers Chassis Engine Tyre Шаблон:Tooltip
1 Gr.C1 2 Шаблон:Flagicon Silk Cut Jaguar Шаблон:Flagicon Jan Lammers
Шаблон:Flagicon Johnny, Earl Dumfries
Шаблон:Flagicon Andy Wallace
Jaguar XJR-9LM Jaguar 7.0L V12 Шаблон:Dunlop 394
2 Gr.C1 17 Шаблон:Flagicon Porsche AG Шаблон:Flagicon Derek Bell
Шаблон:Flagicon Hans-Joachim Stuck
Шаблон:Flagicon Klaus Ludwig
Porsche 962C Porsche 935/82 3.0L F6
twin turbo
Шаблон:Dunlop 394
3 Gr.C1 8 Шаблон:Flagicon Blaupunkt Joest Racing Шаблон:Flagicon Stanley Dickens
Шаблон:Flagicon Frank Jelinski
Шаблон:Flagicon "John Winter" (Louis Krages)
Porsche 962C Porsche 935/79 2.8L F6
twin turbo
Шаблон:Goodyear 385
4 Gr.C1 22 Шаблон:Flagicon Silk Cut Jaguar Шаблон:Flagicon Derek Daly
Шаблон:Flagicon Larry Perkins
Шаблон:Flagicon Kevin Cogan
Jaguar XJR-9LM Jaguar 7.0L V12 Шаблон:Dunlop 383
5 Gr.C1 7 Шаблон:Flagicon Blaupunkt Joest Racing Шаблон:Flagicon David Hobbs
Шаблон:Flagicon Didier Theys
Шаблон:Flagicon Franz Konrad
Porsche 962C Porsche 935/79 2.8L F6
twin turbo
Шаблон:Goodyear 380
6 Gr.C1 19 Шаблон:Flagicon Porsche AG Шаблон:Flagicon Mario Andretti
Шаблон:Flagicon Michael Andretti
Шаблон:Flagicon John Andretti
Porsche 962C Porsche 935/82 3.0L F6
twin turbo
Шаблон:Dunlop 375
7 Gr.C1 5 Шаблон:Flagicon Repsol Brun Motorsport Шаблон:Flagicon Jesús Pareja
Шаблон:Flagicon Massimo Sigala
Шаблон:Flagicon Uwe Schäfer
Porsche 962C Porsche 935/82 3.0L F6
twin turbo
Шаблон:Michelin 372
8 Gr.C1 11 Шаблон:Flagicon Leyton House
Kremer Racing
Шаблон:Flagicon Kris Nissen
Шаблон:Flagicon Harald Grohs
Шаблон:Flagicon George Fouché
Porsche 962C Porsche 935/82 3.0L F6
twin turbo
Шаблон:Yokohama 371
9 Gr.C1 10 Шаблон:Flagicon Kenwood Kremer Racing Шаблон:Flagicon Bruno Giacomelli
Шаблон:Flagicon Kunimitsu Takahashi
Шаблон:Flagicon Hideki Okada
Porsche 962C-K6 Porsche 935/79 2.8L F6
twin turbo
Шаблон:Yokohama 370
10 Gr.C1 33 Шаблон:Flagicon Takefuji Schuppan
Racing Team
Шаблон:Flagicon Brian Redman
Шаблон:Flagicon Jean-Pierre Jarier
Шаблон:Flagicon Eje Elgh
Porsche 962C Porsche 935/82 3.0L F6
twin turbo
Шаблон:Dunlop 359
11 Gr.C1 72 Шаблон:Flagicon Obermaier Racing
Шаблон:Flagicon Primagaz Compétition
Шаблон:Flagicon Jürgen Lässig
Шаблон:Flagicon Pierre Yver
Шаблон:Flagicon Dudley Wood
Porsche 962C Porsche 935/79 2.8L F6
twin turbo
Шаблон:Goodyear 356
12 Gr.C1 36 Шаблон:Flagicon Toyota Team TOM'S Шаблон:Flagicon Geoff Lees
Шаблон:Flagicon Masanori Sekiya
Шаблон:Flagicon Kaoru Hoshino
Toyota 88C Toyota 3S-GTM 2.1L S4 turbo Шаблон:Bridgestone 351
13 Gr.C2 111 Шаблон:Flagicon BP Spice Engineering Шаблон:Flagicon Gordon Spice
Шаблон:Flagicon Ray Bellm
Шаблон:Flagicon Pierre de Thoisy
Spice-Fiero SE88C Cosworth DFL 3.3 L V8 Шаблон:Goodyear 351
14 Gr.C1 32 Шаблон:Flagicon Nissan Motorsports
International
Шаблон:Flagicon Win Percy
Шаблон:Flagicon Allan Grice
Шаблон:Flagicon Mike Wilds
Nissan R88C Nissan VRH30T 3.0L V8
twin turbo
Шаблон:Bridgestone 344
15 IMSA
GTP
203 Шаблон:Flagicon Mazdaspeed Шаблон:Flagicon Yojiro Terada
Шаблон:Flagicon David Kennedy
Шаблон:Flagicon Pierre Dieudonné
Mazda 757 Mazda 13G 1962cc
triple-rotary
Шаблон:Dunlop 337
16 Gr.C1 21 Шаблон:Flagicon Silk Cut Jaguar Шаблон:Flagicon Danny Sullivan
Шаблон:Flagicon Davy Jones
Шаблон:Flagicon Price Cobb
Jaguar XJR-9LM Jaguar 7.0L V12 Шаблон:Dunlop 331
17 IMSA
GTP
201 Шаблон:Flagicon Mazdaspeed Шаблон:Flagicon Yoshimi Katayama
Шаблон:Flagicon David Leslie
Шаблон:Flagicon Marc Duez
Mazda 767 Mazda 13J-M 2.6L
quad-rotary
Шаблон:Dunlop 330
18 Gr.C2 115 Шаблон:Flagicon ADA Engineering Шаблон:Flagicon Ian Harrower
Шаблон:Flagicon Jiro Yoneyama
Шаблон:Flagicon Hideo Fukuyama
ADA 03 Cosworth DFL 3.3 L V8 Шаблон:Goodyear 318
19 IMSA
GTP
202 Шаблон:Flagicon Mazdaspeed Шаблон:Flagicon Takashi Yorino
Шаблон:Flagicon Hervé Regout
Шаблон:Flagicon Will Hoy
Mazda 767 Mazda 13J-M 2.6L
quad-rotary
Шаблон:Dunlop 305
20 Gr.C2 123 Шаблон:Flagicon Charles Ivey Team Istel Шаблон:Flagicon John Sheldon
Шаблон:Flagicon Tim Harvey
Шаблон:Flagicon Chris Hodgetts
Tiga GC287 Porsche 935 2.8L F6
twin turbo
Шаблон:Dunlop 301
21 Gr.C2 124
reserve
Шаблон:Flagicon MT Sport Racing
(private entrant)
Шаблон:Flagicon Pierre-François Rousselot
Шаблон:Flagicon Jean Messaoudi
Шаблон:Flagicon Jean-Luc Roy
Argo JM19C Cosworth DFL 3.3 L V8 Шаблон:Avon 300
22 Gr.C2 177 Шаблон:Flagicon Automobiles
Louis Descartes
(private entrant)
Шаблон:Flagicon Louis Descartes
Шаблон:Flagicon Jacques Heuclin
Шаблон:Flagicon Dominique Lacaud
ALD 04 BMW M88 3.5L S6 Шаблон:Avon 294
23 Gr.C2 198 Шаблон:Flagicon Roy Baker Racing Шаблон:Flagicon David Andrews
Шаблон:Flagicon Steve Hynes
Шаблон:Flagicon Mike Allison
Tiga GC286 Cosworth DFL 3.3 L V8 Шаблон:Dunlop 294
24 Gr.C1 37 Шаблон:Flagicon Toyota Team TOM'S Шаблон:Flagicon Hitoshi Ogawa
Шаблон:Flagicon Paolo Barilla
Шаблон:Flagicon Tiff Needell
Toyota 88C Toyota 3S-GTM 2.1L S4 turbo Шаблон:Bridgestone 283
25 Gr.C2 117 Шаблон:Flagicon Lucky Strike Schanche
Racing (private entrant)
Шаблон:Flagicon Martin Schanche
Шаблон:Flagicon Robin Smith
Шаблон:Flagicon Robin Donovan
Argo JM19C Cosworth DFL 3.3 L V8 Шаблон:Goodyear 278
N/C* Gr.C2 113 Шаблон:Flagicon Courage Compétition
Шаблон:Flagicon Primagaz Compétition
Шаблон:Flagicon Max Cohen-Olivar
Шаблон:Flagicon Patrick de Radiguès
Cougar C12 Cosworth DFL 3.3 L V8 Шаблон:Avon 273
N/C* Gr.C2 151 Шаблон:Flagicon P.-A. Lombardi
(private entrant)
Шаблон:Flagicon Pierre-Alain Lombardi
Шаблон:Flagicon Bruno Sotty
Rondeau M379C Cosworth DFV 3.0 L V8 Шаблон:Avon 271
  • Note *: Not Classified because did not cover sufficient distance (70% of the winner) by the race's end.[53]

Did not finish

Pos Class No Team Drivers Chassis Engine Tyre Laps Reason
DNF Gr.C1 1 Шаблон:Flagicon Silk Cut Jaguar Шаблон:Flagicon Martin Brundle
Шаблон:Flagicon John Nielsen
Jaguar XJR-9LM Jaguar 7.0L V12 Шаблон:Dunlop 306 Engine
(20hr)
DNF Gr.C1 23 Шаблон:Flagicon Nissan Motorsports
International
Шаблон:Flagicon Kazuyoshi Hoshino
Шаблон:Flagicon Takao Wada
Шаблон:Flagicon Aguri Suzuki
Nissan R88C Nissan VRH30T 3.0L V8
twin turbo
Шаблон:Bridgestone 286 Engine
(22hr)
DNF Gr.C2 103 Шаблон:Flagicon BP Spice Engineering Шаблон:Flagicon Thorkild Thyrring
Шаблон:Flagicon Eliseo Salazar
Шаблон:Flagicon Almo Coppelli
Spice-Fiero SE88C Cosworth DFL 3.3 L V8 Шаблон:Goodyear 281 Engine
(22hr)
DNF Gr.C2 131 Шаблон:Flagicon Graff Racing
Шаблон:Flagicon J.-P. Grand
(private entrant)
Шаблон:Flagicon Jean-Philippe Grand
Шаблон:Flagicon Jacques Terrien
Шаблон:Flagicon Maurice Guenoun
Spice-Fiero SE86C Cosworth DFL 3.3 L V8 Шаблон:Avon 263 Engine
(22hr)
DNF Gr.C1 24 Шаблон:Flagicon Dollop Racing Шаблон:Flagicon Jean-Pierre Frey
Шаблон:Flagicon Nicola Marozzo
Шаблон:Flagicon Ranieri Randaccio
Lancia LC2 Ferrari 308C 3.1L V8
twin turbo
Шаблон:Dunlop 255 Engine
(21hr)
DNF Gr.C2 127 Шаблон:Flagicon Chamberlain Engineering Шаблон:Flagicon Nick Adams
Шаблон:Flagicon Martin Birrane
Шаблон:Flagicon Richard Jones
Spice-Fiero SE86C Hart 418T 1873cc S4 turbo Шаблон:Avon 223 Gearbox
(19hr)
DNF Gr.C1 18 Шаблон:Flagicon Porsche AG Шаблон:Flagicon Bob Wollek
Шаблон:Flagicon Vern Schuppan
Шаблон:Flagicon Sarel van der Merwe
Porsche 962C Porsche 935/82 3.0L F6
twin turbo
Шаблон:Dunlop 192 Engine
(13hr)
DNF Gr.C1 42 Шаблон:Flagicon N. del Bello
(private entrant)
Шаблон:Flagicon Noël del Bello
Шаблон:Flagicon Bernard de Dryver
Шаблон:Flagicon Bernard Santal
Sauber C8 Mercedes-Benz M117
5.0L V8 twin turbo
Шаблон:Goodyear 157 Engine
(13hr)
DNF Gr.C2 121 Шаблон:Flagicon Cosmik GP Motorsport Шаблон:Flagicon Costas Los
Шаблон:Flagicon Wayne Taylor
Шаблон:Flagicon Evan Clements
Spice-Fiero SE87C Cosworth DFL 3.3 L V8 Шаблон:Goodyear 145 Clutch
(12hr)
DNF Gr.C2 191 Шаблон:Flagicon PC Automotive
(private entrant)
Шаблон:Flagicon Olindo Iacobelli
Шаблон:Flagicon John Graham
Шаблон:Flagicon Alain Ianette
Argo JM19C Cosworth DFL 3.3 L V8 Шаблон:Goodyear 130 Electrics
(13hr)
DNF Gr.C1 3 Шаблон:Flagicon Silk Cut Jaguar Шаблон:Flagicon Henri Pescarolo
Шаблон:Flagicon John Watson
Шаблон:Flagicon Raul Boesel
Jaguar XJR-9LM Jaguar 7.0L V12 Шаблон:Dunlop 129 Gearbox
(10hr)
DNF Gr.C1 13 Шаблон:Flagicon Courage Compétition
Шаблон:Flagicon Primagaz Compétition
Шаблон:Flagicon Pierre-Henri Raphanel
Шаблон:Flagicon Michel Ferté
Cougar C20B Porsche 935/82 3.0L F6
twin turbo
Шаблон:Michelin 120 Fire
(10hr)
DNF Gr.C2 178
reserve
Шаблон:Flagicon Automobiles
Louis Descartes
(private entrant)
Шаблон:Flagicon Michel Lateste
Шаблон:Flagicon Gérard Tremblay
Шаблон:Flagicon Sylvain Boulay
ALD 03 BMW M88 3.5L S6 Шаблон:Avon 103 Engine
(10hr)
DNF Gr.C1 4 Шаблон:Flagicon Camel Brun Motorsport Шаблон:Flagicon Manuel Reuter
Шаблон:Flagicon Walter Lechner
Шаблон:Flagicon Franz Hunkeler
Porsche 962C Porsche 935/82 3.0L F6
twin turbo
Шаблон:Michelin 91 Accident
(8hr)
DNF Gr.C1 85 Шаблон:Flagicon Italya Cabin
Шаблон:Flagicon Team LeMans Co
Шаблон:Flagicon Toshio Suzuki
Шаблон:Flagicon Danny Ongais
Шаблон:Flagicon Michel Trollé
Nissan R87S Nissan VG30ET 3.2L V6
twin turbo
Шаблон:Yokohama 74 Engine
(6hr)
DNF Gr.C1 86 Шаблон:Flagicon Italya Cabin
Шаблон:Flagicon Team LeMans Co
Шаблон:Flagicon Anders Olofsson
Шаблон:Flagicon Lamberto Leoni
Шаблон:Flagicon Akio Morimoto
Nissan R88S Nissan VG30ET 3.2L V6
twin turbo
Шаблон:Yokohama 69 Engine
(6hr)
DNF Gr.C1 30 Шаблон:Flagicon Courage Compétition
Шаблон:Flagicon Primagaz Compétition
Шаблон:Flagicon Ukyo Katayama
Шаблон:Flagicon François Migault
Шаблон:Flagicon Paul Belmondo
Cougar C22 Porsche 935/79 2.8L F6
twin turbo
Шаблон:Michelin 66 Accident
(6hr)
DNF Gr.C1 51 Шаблон:Flagicon WM Secateva Шаблон:Flagicon Roger Dorchy
Шаблон:Flagicon Jean-Daniel Raulet
Шаблон:Flagicon Claude Haldi
WM P88 Peugeot PRV ZNS4 2.9L
V6 twin-turbo
Шаблон:Michelin 59 Engine
(12hr)
DNF Gr.C2 132
reserve
Шаблон:Flagicon R. Bassaler
(private entrant)
Шаблон:Flagicon Roland Bassaler
Шаблон:Flagicon Jean-François Yvon
Шаблон:Flagicon Remy Pochauvin
Sauber SHS C6 BMW M88 3.5L S6 Шаблон:Avon 53 Engine
(6hr)
DNF Gr.C1 52 Шаблон:Flagicon WM Secateva Шаблон:Flagicon Pascal Pessiot
Шаблон:Flagicon Jean-Daniel Raulet
Шаблон:Flagicon Claude Haldi
WM P87 Peugeot PRV ZNS4 3.0L
V6 twin-turbo
Шаблон:Michelin 22 Gearbox
(5hr)
DNF Gr.C2 107 Шаблон:Flagicon Chamberlain Engineering Шаблон:Flagicon Jean-Claude Andruet
Шаблон:Flagicon Claude Ballot-Léna
Шаблон:Flagicon Jean-Louis Ricci
Spice-Fiero SE88C Cosworth DFL 3.3 L V8 Шаблон:Avon 17 Engine
(5hr)
DNF Gr.C1 20 Шаблон:Flagicon Team Davey
(private entrant)
Шаблон:Flagicon Tim Lee-Davey
Шаблон:Flagicon Tom Dodd-Noble
Tiga GC88 Cosworth DFL 3.3L V8
twin turbo
Шаблон:Dunlop 5 Electrics
(5hr)

Did not start

Pos Class No Team Drivers Chassis Engine Tyre Reason
DNS Gr.C2 181 Шаблон:Flagicon Luigi Taverna
Techno Racing
(private entrant)
Шаблон:Flagicon Luigi Taverna
Шаблон:Flagicon Fabio Magnani
Шаблон:Flagicon Roberto Ragazzi
Olmas GLT-200 Cosworth DFL 3.3 L V8 Шаблон:Avon Engine
DNS Gr.C1 61 Шаблон:Flagicon Team Sauber Mercedes Шаблон:Flagicon Jochen Mass
Шаблон:Flagicon Mauro Baldi
Шаблон:Flagicon James Weaver
Sauber C9 Mercedes-Benz M117
5.0L V8 twin turbo
Шаблон:Michelin Withdrawn
DNS Gr.C1 62 Шаблон:Flagicon Team Sauber Mercedes Шаблон:Flagicon Klaus Niedzwiedz
Шаблон:Flagicon Kenny Acheson
Шаблон:Flagicon Jochen Mass
Sauber C9 Mercedes-Benz M117
5.0L V8 twin turbo
Шаблон:Michelin Practice Accident
DNA Gr.C1 14 Шаблон:Flagicon Richard Lloyd Racing Porsche 962C GTi Porsche 935/79 2.8L F6
twin turbo
Шаблон:Goodyear Did not arrive
DNA Gr.C1 15 Шаблон:Flagicon Richard Lloyd Racing Porsche 962C GTi Porsche 935/82 3.0L F6
twin turbo
Шаблон:Goodyear Did not arrive
DNA Gr.C1 35 Шаблон:Flagicon Walter Lechner Racing School
(private entrant)
Шаблон:Flagicon Walter Lechner
Шаблон:Flagicon Ernst Franzmaier
Porsche 962C Porsche 935/79 2.8L F6
twin turbo
Did not arrive
DNA Gr.C1 38 Шаблон:Flagicon Toyota Team TOM'S Toyota 88C Toyota 3S-GTM 2.1L S4 turbo Шаблон:Bridgestone Did not arrive
DNA Gr.C1 40 Шаблон:Flagicon Swiss Team Salamin
(private entrant)
Шаблон:Flagicon Antoine Salamin
Шаблон:Flagicon Enzo Calderari
Шаблон:Flagicon Max Cohen-Olivar
Porsche 962C Porsche 935/79 2.8L F6
twin turbo
Did not arrive
DNA Gr.C1 41 Шаблон:Flagicon Bussi Racing
(private entrant)
Шаблон:Flagicon Christian Bussi Rondeau M382 Cosworth DFL 3.3 L V8 Did not arrive
DNA Gr.C1 73 Шаблон:Flagicon Courage Compétition
Шаблон:Flagicon Primagaz Compétition
Шаблон:Flagicon Pierre-Henri Raphanel
Шаблон:Flagicon Roberto Ravaglia
Cougar C20 Porsche 935/79 2.8L F6
twin turbo
Шаблон:Michelin Did not arrive
DNA Gr.C1 74 Шаблон:Flagicon Courage Compétition
Шаблон:Flagicon Primagaz Compétition
Шаблон:Flagicon Hervé Regout
Шаблон:Flagicon Thierry Lecerf
Cougar C20 Porsche 935/79 2.8L F6
twin turbo
Шаблон:Michelin Did not arrive
DNA Gr.C2 101 Шаблон:Flagicon Dollop Racing Шаблон:Flagicon Jean-Pierre Frey
Шаблон:Flagicon Nicola Marozzo
Argo JM19B Motori Moderni 2000cc V6
turbo
Шаблон:Dunlop Did not arrive
DNA Gr.C2 106 Шаблон:Flagicon Kelmar Racing
(private entrant)
Шаблон:Flagicon Pasquale Barberio
Шаблон:Flagicon Vito Veninata
Шаблон:Flagicon Ranieri Randaccio
Tiga GC288 Cosworth DFL 3.3 L V8 Did not arrive
DNA Gr.C2 114 Шаблон:Flagicon J. Thibault
(private entrant)
Шаблон:Flagicon José Thibault Chevron B36 Coupé ROC-Talbot 2.5L S4 Did not arrive
DNA Gr.C2 134 Шаблон:Flagicon American Alloy Engines
(private entrant)
Шаблон:Flagicon Slim Borgudd Tiga GC286 Cosworth GA 3.4L V6 Did not arrive
DNA Gr.C2 140 Шаблон:Flagicon Dune Motorsport
(private entrant)
Шаблон:Flagicon Duncan Bain
Шаблон:Flagicon John Sheldon
Шаблон:Flagicon Massimo Sigala
Шаблон:Flagicon Pierre Pagani
Tiga GC287 Austin-Rover V64V 3.0L V6 Шаблон:Avon Did not arrive
DNA Gr.C2 171 Шаблон:Flagicon Jiro Motor Racing
(private entrant)
Шаблон:Flagicon Jiro Yoneyama
Шаблон:Flagicon Hideo Fukuyama
Jiro JTK 63C Cosworth DFL 3.3 L V8 Did not arrive
DNA IMSA
GTX
204 Шаблон:Flagicon Road Circuit Technology
Шаблон:Flagicon Roush Racing
Шаблон:Flagicon Les Delano
Шаблон:Flagicon Andy Petery
Ford-Merkur XR4Ti Ford Lima 2.3L S4
turbo
Did not arrive
DNA IMSA
GTP
205 Шаблон:Flagicon Fabcar Engineering Fabcar CL Porsche Type-901 3.2L F6 Шаблон:Goodyear Did not arrive
DNA IMSA
GTP
206 Шаблон:Flagicon Fabcar Engineering Fabcar CL Porsche Type-901 3.2L F6 Шаблон:Goodyear Did not arrive

Class winners

Class Winning Car Winning Drivers
Group C1 #2 Jaguar XJR-9LM Lammers / Wallace / Dumfries *
Group C2 #111 Spice-Fiero SE88C Spice / Bellm / Thoisy *
IMSA-GTP #203 Mazda 757 Terada / Dieudonné / Kennedy *
Note *: setting a new class distance record.

Index of Energy Efficiency

Pos Class No Team Drivers Chassis Score
1 Gr.C1 17 Шаблон:Flagicon Porsche AG Шаблон:Flagicon Derek Bell
Шаблон:Flagicon Hans-Joachim Stuck
Шаблон:Flagicon Klaus Ludwig
Porsche 962C 1.371
2 Gr.C1 2 Шаблон:Flagicon Silk Cut Jaguar Шаблон:Flagicon Jan Lammers
Шаблон:Flagicon Johnny, Earl Dumfries
Шаблон:Flagicon Andy Wallace
Jaguar XJR-9LM 1.359
3 Gr.C1 22 Шаблон:Flagicon Silk Cut Jaguar Шаблон:Flagicon Derek Daly
Шаблон:Flagicon Larry Perkins
Шаблон:Flagicon Kevin Cogan
Jaguar XJR-9LM 1.216
4 Gr.C2 111 Шаблон:Flagicon BP Spice Engineering Шаблон:Flagicon Gordon Spice
Шаблон:Flagicon Ray Bellm
Шаблон:Flagicon Pierre de Thoisy
Spice-Fiero SE88C 1.214
5 Gr.C1 19 Шаблон:Flagicon Porsche AG Шаблон:Flagicon Mario Andretti
Шаблон:Flagicon Michael Andretti
Шаблон:Flagicon John Andretti
Porsche 962C 1.186
6 Gr.C1 21 Шаблон:Flagicon Silk Cut Jaguar Шаблон:Flagicon Danny Sullivan
Шаблон:Flagicon Davy Jones
Шаблон:Flagicon Price Cobb
Jaguar XJR-9LM 1.141
7 Gr.C1 7 Шаблон:Flagicon Blaupunkt Joest Racing Шаблон:Flagicon David Hobbs
Шаблон:Flagicon Didier Theys
Шаблон:Flagicon Franz Konrad
Porsche 962C 1.131
8 Gr.C1 11 Шаблон:Flagicon Leyton House Kremer Racing Шаблон:Flagicon Kris Nissen
Шаблон:Flagicon Harald Grohs
Шаблон:Flagicon George Fouché
Porsche 962C 1.121
9 Gr.C1 8 Шаблон:Flagicon Blaupunkt Joest Racing Шаблон:Flagicon Stanley Dickens
Шаблон:Flagicon Frank Jelinski
Шаблон:Flagicon "John Winter"
Porsche 962C 1.114
10 Gr.C2 115 Шаблон:Flagicon ADA Engineering Шаблон:Flagicon Ian Harrower
Шаблон:Flagicon Jiro Yoneyama
Шаблон:Flagicon Hideo Fukuyama
ADA 03 1.091
  • Note: Only the top ten positions are included in this set of standings.[54][55]

Statistics

Taken from Quentin Spurring's book, officially licensed by the ACO

Notes

Шаблон:Reflist

References

  • Clarke, R.M. - editor (1999) Le Mans 'The Porsche & Jaguar Years 1983-1991' Cobham, Surrey: Brooklands Books Шаблон:ISBN
  • Laban, Brian (2001) Le Mans 24 Hours London: Virgin Books Шаблон:ISBN
  • Henry, Alan – editor (1988) Autocourse #38 1988/89 Richmond, Surrey: Hazleton Publishing Шаблон:ISBN
  • Spurring, Quentin (2012) Le Mans 1980-89 Yeovil, Somerset: Haynes Publishing Шаблон:ISBN
  • Williams, Richard (2023) 24 Hours – 100 Years of Le Mans London: Simon & Schuster Шаблон:ISBN
  • Wimpffen, János (2008) Monocoques and Ground Effects Hong Kong: David Bull Publishing Шаблон:ISBN

External links

  • Racing Sports Cars – Le Mans 24 Hours 1983 with entries, results, technical detail and photos of every car. Retrieved 10 Sept 2023
  • Le Mans History – Le Mans entry-list and hour-by-hour placings (incl. pictures of every car, quotes, highest speeds per car, YouTube links). Retrieved 10 Sept 2023
  • World Sports Racing Prototypes – results, reserve entries & chassis numbers. Retrieved 10 Sept 2023
  • Team Dan – results & reserve entries, explaining driver listings. Retrieved 10 Sept 2023
  • Unique Cars & Parts – results & reserve entries. Retrieved 10 Sept 2023
  • Formula 2 – Le Mans results & reserve entries. Retrieved 10 Sept 2023
  • Speedfreaks – Results table for the World Challenge for Endurance Drivers. Retrieved 10 Sept 2023
  • Motorsport Memorial – motor-racing deaths by year. Retrieved 10 Sept 2023
  • YouTube – race coverage, with race sounds, English commentary, series of 7x 10-minute clips (85min). Retrieved 23 Nov 2023
  • YouTube – US TV ESPN coverage of the last part of the race (30min). Retrieved 23 Nov 2023
  • YouTube – US TV CBS documentary on the race, as well as interview with Costas Los (45min). Retrieved 23 Nov 2023
  • YouTube – Drivetribe documentary about the XJR-9 (8min). Retrieved 23 Nov 2023
  • YouTube – Autosport interview with Tony Southgate about the XJR-9 (6min). Retrieved 23 Nov 2023
  • YouTube – Story of the WM Project 400 (7min). Retrieved 23 Nov 2023
  • YouTube – Interview with Roger Dorchy (in French) (2min). Retrieved 23 Nov 2023

Шаблон:Sportscar Race Report Шаблон:24 Hours of Le Mans

  1. 1,0 1,1 1,2 1,3 Spurring 2012, p.304
  2. 2,0 2,1 2,2 2,3 Williams 2023, p.317
  3. 3,0 3,1 3,2 3,3 Clarke 1997, p.93 Autocar Jun 8 1988
  4. 4,0 4,1 4,2 4,3 4,4 4,5 Spurring 2012, pp.309-10
  5. 5,0 5,1 5,2 5,3 Clarke 1997, p.95 Motor Jun 18 1988
  6. 6,0 6,1 6,2 Henry 1988, p.245
  7. 7,0 7,1 7,2 7,3 7,4 7,5 Spurring 2012, pp.312-3
  8. 8,0 8,1 8,2 8,3 Clarke 1997, p.94 Autocar Jun 8 1988
  9. 9,0 9,1 9,2 9,3 9,4 Henry 1988, p.239
  10. 10,00 10,01 10,02 10,03 10,04 10,05 10,06 10,07 10,08 10,09 10,10 Clarke 1997, p.101 Autocar Jun 15 1988
  11. Williams 2023, p.316
  12. Шаблон:Cite web
  13. 13,0 13,1 13,2 13,3 Clarke 1997, p.105 Motor Sport Jul 1988
  14. 14,0 14,1 14,2 14,3 14,4 Spurring 2012, p.306
  15. Clarke 1997, p.92 Autocar Jun 8 1988
  16. 16,0 16,1 Spurring 2012, pp.322-3
  17. 17,0 17,1 Clarke 1997, p.108 Motor Sport Jul 1988
  18. Spurring 2012, p.323
  19. Spurring 2012, p.315
  20. 20,0 20,1 Spurring 2012, p.319
  21. 21,0 21,1 21,2 Spurring 2012, p.320
  22. 22,0 22,1 22,2 22,3 Spurring 2012, p.311
  23. 23,0 23,1 Spurring 2012, p.302
  24. 24,0 24,1 24,2 24,3 Spurring 2012, p.321
  25. Spurring 2012, p.326
  26. Spurring 2012, p.327
  27. 27,0 27,1 27,2 27,3 27,4 27,5 27,6 27,7 Spurring 2012, pp.316-17
  28. Spurring 2012, p.322
  29. Spurring 2012, p.324
  30. 30,0 30,1 Spurring 2012, p.318
  31. 31,0 31,1 31,2 Spurring 2012, p.325
  32. Spurring 2012, p.293
  33. 33,0 33,1 33,2 33,3 Spurring 2012, p.314
  34. 34,0 34,1 34,2 <Laban 2001, pp.208-9
  35. 35,0 35,1 35,2 35,3 35,4 35,5 35,6 35,7 35,8 35,9 Clarke 1997, p.96 Motor Jun 18 1988
  36. Clarke 1997, p.107 Motor Sport Jul 1988
  37. 37,0 37,1 37,2 Шаблон:Cite news
  38. 38,0 38,1 38,2 Clarke 1997, p.100 Autocar Jun 15 1988
  39. Spurring 2012, p.303
  40. 40,0 40,1 40,2 40,3 Spurring 2012, p.329
  41. Williams 2023, p.318
  42. 42,0 42,1 42,2 Clarke 1997, p.99 Autocar Jun 15 1988
  43. Wimpffen 2008, p.270
  44. Шаблон:Cite web
  45. Шаблон:Cite web
  46. 46,0 46,1 46,2 46,3 46,4 Spurring 2012, p.307
  47. 47,0 47,1 47,2 Clarke 1997, p.106 Motor Sport Jul 1988
  48. 48,0 48,1 48,2 Clarke 1997, p.97 Motor Jun 18 1988
  49. Spurring 2012, p.308
  50. Spurring 2012, p.2
  51. Spurring 2012, p.330
  52. Шаблон:Cite web
  53. Spurring 2012, p.19
  54. Spurring 2012, p.8
  55. Spurring 2012, p.331
  56. Spurring 2012, p.305
  57. Шаблон:Cite web