by drs. Jean Pierre van Rossem

Although Porsche won the 1969 Manufacturer's World Championship, there was bitterness at Stuttgart to have lost the outright victory at Le Mans, where the factory cars were beaten, for the second time in a row, by John Wyer's Ford GT40. In 1970 Porsche changed its complete racing strategy and was inspired by Ford's former intramural competition from 1966, after they too lost twice in a row Le Mans. Three Porsche teams were created. The first was … the old enemy: John Wyer Automotive Ltd. Having nothing more to expect from Ford, definitively out at endurance racing in 1970, John Wyer accepted the deal to receive Porsche cars and all spare parts for free, plus the racing fee for Jo Siffert (CH) and Brian Redman (GB). Fees for Leo Kinnunen (SF) and Pedro Rodriguez (MEX) should be paid by Gulf, continuing to be Wyer's generous sponsor. Porsche-Salzburg Ltd., using Vic Elford (GB), Kurt Ahrens (D), Richard Attwood (GB) and Hans Hermann (D) as drivers, received similar help of the factory. In fact those cars were prepared by the factory itself. Wyer was not happy with this situation, because he considered it as a lack of confidence by Porsche Engineering Ltd. Later during the season Martini International Racing joined the group. By doing so Porsche hoped to have free hands to work exclusively at the development of the 917 and the 908. Other 917K cars were sold to privateers such as the Gesipa Racing Team [with Jürgen Neuheus and Helmut Kelleners as German drivers], Aarno A. Wihuri Racing [with Hans Laine (D) and Gijs van Lennep (NL) as drivers], and to the old …Ferrarist David Piper (GB). Price of the car was up to $ 50,000 US. Starting the season John Wyer discovered that the 917LH - a nightmare to drive - could be much improved abbreviating his tail. This aerodynamic correction, resulting in the 917K, improved the machine's road holding enormously. The braking problems of the 917LH were solved by locating the brake fluid tank further away from the hot brake discs. Certain parts were now in titanium, no longer in aluminium, lowering the total weight of the car. The wheel suspension was strengthened and the lowest gear was fitted with a lock to avoid errors in shifting. Meanwhile Wyer corrected the 917LH to a 917K, at Zuffenhausen a new 3.0 Porsche 908/3K was developed to replace the 908/2 Flunder. The car was totally based on the 1968 2.2 Porsche 908 Bergspider, only 380 kgs heavy for 255bhp. By installing the flat 8-cylinder motor in it, Porsche created a nearly unbeatable weapon for the Targa Florio and the Nürburgring.
Inspired by Porsche's commercial success to built 25 sports-cars and to sell them to privateers, Enzo Ferrari, constructed 25 5.0 Ferraris 512S, with a total new 560bhp V12 motor. Such cars were easily sold to Ferrari's traditional clients: North-American Racing Team (the American Ferrari dealer, having also bought the two 312P Berlinettas from last year), the Swiss Scuderia Filipinetti and Écurie Francorchamps (the Belgian Ferrari dealer). New clients were the Escuderia Montjuich (E), the Italian Scuderia Picchio Rosso, Jean Guichet's Barracuda Racing (F), the American Earl Cord Racing and Georg Loos's Gelo Racing (D). Ferraris motivation to come back into endurance racing was less inspired by sportive arguments than by commercial. At $ 40,000 US his cars were easier sold than Porsche's. But he knew very well that he had not the smallest chance to win the 1970 FIA Manufacturer's World Championship. First of all he had no lightweight prototype to go after such rounds as the Targa Florio and the ADAC 1,000-kms Rennen. Indeed his new 2.0 Ferrari 212E, equipped with a 300bhp flat-twin 12 cylinder engine, and having won all rounds of the 1969 European Hill-climb Championship with Paul Schetty as driver, could never beat the new 3.0 380bhp lightweight Porsche 908/3. Unlike Porsche, Ferrari had no flat 3-litre engine to mount in a 212E based prototype. Indeed the 3.0 V12 motor, as used in the F1 cars, could never be lowered enough in the rear of the 312P. Only a brand new boxer version could be an efficient anti 908/3 weapon. Another handicap for Ferrari was that Porsche could reap the seads it sowed in 1969 with the 917LH, while the 512S had no racing practice. Last but not least Enzo Ferrari knew very well that he could not find such talented drivers as Porsche's. After having lost his best racers in deadly accidents - Giancarlo Baghetti, Lorenzo Bandini, Günther Klass, Tommy Spychiger and Lodovico Scarfiotti, all between 1966 and 1968 - or after deadly quarrels (John Surtees going away in 1966 after a virulent dispute with the impossible race director Eugenio Dragoni), nor the young Ignazio Giunti, neither the old Nino Vaccarella or Arturo Merzario, had the superb racing abilities of Pedro Rodriguez, Jo Siffert or Brian Redman. Only Jacky Ickx [and Mario Andretti or Chris Amon, when they were free to drive] were able to fight on equal foot with Porsche's top drivers. At any rate, starting the 1970 season, anything lets suppose that Enzo Ferrari lost the combat before the start, despite the fact that at most of the 10 races for the 1970 FIA Manufacturers Worlds he entered works cars by SpA SEFAC.

5.0 JW Gulf Porsche 917K vs 5.0 Ferrari 512S (Scuderia Montjuich)

5.0 Porsche 917K (Porsche-Salzburg Ltd.) vs 5.0 Ferrari 512S Berlinetta

5.0 Porsche 917LH (Martini International) vs 5.0 Ferrari 512 Coda Lunga (Écurie Francorchamps.)