Porsche 917K

Lore & Background

The 917K models were generally used for shorter road courses such as Sebring, Brands Hatch, Monza, and Spa-Francorchamps. In 1971, a variant of the 917K appeared with a less upswept tail and vertical fins, featuring the concave rear deck that had proved effective on the 1971 version of the 917L. The fins kept clean downforce-inducing air on the top of the tail and allowed the angle of the deck to be reduced, reducing drag in direct proportion, resulting in a more attractive car that maintained downforce for less drag and higher top speed.

In Their Own Story

The dawn mist clung low over the Mulsanne Straight as the pit crew wiped condensation from the windshield. The mechanic handed the helmet to the driver, who nodded silently toward the roaring engine bay. It was not just about speed anymore; it was about survival against the track's unforgiving curves. As the green flag fell, the 917K surged forward, a silver blur cutting through the grey morning, chasing history written in tire smoke and oil.

Reader's Guide

The 917K was powered by the Type 912 flat-12 engine, which by 1971 had been enlarged to 5.0 litres and produced a maximum of 630 bhp. The car's chassis was a very light spaceframe chassis (42 kg) permanently pressurised with gas to detect cracks. The driving position was so far forward that the driver's feet were beyond the front wheel axle. The car used many components made of titanium, magnesium, and exotic alloys, with bodywork made from fiberglass.

Did You Know?

• The 'K' in 917K stands for 'Kurzheck,' meaning 'short-tail,' not 'Kurze Nase' (short nose).
• The 917K's top speed at Le Mans was around 240 mph, not beyond 250 mph.
• The aerodynamic changes that created the 917K involved shortening and upsweeping the rear tail, not the front end.
• The 917K was developed after testing at the Österreichring in late 1969, comparing the car to a CanAm 917 PA spyder.