Guide: Porsche 953
Background
After Audi became the 1982 World Rally champions with their four-wheel drive Quattro, the writing was on the wall for traditional two-wheel drive machinery.
Although Lancia’s trick 037 Group B special went on to eclipse the production-based Quattro in 1983, it would be the last time a two-wheel drive machine ever won a world rally title.
At the beginning of 1983, Porsche stalwart, Jacky Ickx, had won the gruelling Paris-Dakar Rally driving a works Mercedes 280 G Wagon. In the weeks that followed, the Belgian ace convinced Porsche that they should participate in the 1984 event; Ickx was sure that a four-wheel drive 911 would have the measure of anything else in the contest.
Despite a hectic competition programme that included the TAG-branded F1 engine for McLaren and the 956 / 962 sports car, Porsche agreed; plumbing a four-wheel drive system into a 911 would be a useful development exercise for another new racecar they had up their sleeve: the Group B 959.
With this in mind (and with backing from Rothmans), Porsche management rubber stamped a three-year Paris-Dakar programme for 1984, 1985 and 1986. A 911-based machine would be campaigned in the 1984 event followed by 959 prototypes in 1985 and 1986.
Despite having been best known for their exploits in sportscar racing, Porsche were no strangers to long distance rallying. During the 1970s they had embarked on various attempts at the Safari Rally, most recently with a brace of suitably modified Martini-backed 911 Super Carreras that came home second and fourth in 1978.
Porsche began preparation for the ‘84 Paris-Dakar in February 1983. By the end of that year, the Customer Sport Department in Weissach had completed thousands of test kilometres and created a new machine specially for the job: the 953.
The 953 was also known as the 911 Carrera 4x4 Paris-Dakar. A trio of these cars were assembled using the new 1984 model year E-series platform as a basis.
Chassis
Each 953 started life as a standard galvanised steel 911 Carrera bodyshell. To withstand the rigour of the Paris-Dakar, the hull was heavily reinforced, particularly around the mounting points for the suspension and engine / gearbox.
Other enhancements included a custom welded steel roll cage and extensive underbody protection courtesy of 10mm thick Kevlar panels.
The four-wheel drive system was sourced from Audi with whom Porsche were on very good terms; Ferdinand Porsche’s grandson, Ferdinand Piech, had been a key player in the development of the Quattro and that car’s 4x4 system was directly imported for use on the 953. It ran a 31:69 torque split between the front and rear axles along with a manually locking centre differential.
Instead of the 911’s usual MacPherson strut front suspension layout, the 953 adopted a new double wishbone arrangement with two Bilstein dampers on each side. At the back was a reinforced axle with semi-trailing arms and a single coil-over shock per side.
Ground clearance was increased to 270mm.
The 953’s ventilated discs brakes were sourced from the 930. They had a 304mm diameter at the front (up from 286mm) and 309mm diameter at the rear (up from 294mm). Brake balance was adjustable via a toggle switch in the cockpit.
Standard 15-inch Fuchs forged alloy wheels were 7-inches wide up front and 8-inches wide at the back. They were shod with special Dunlop 205/70/15 all-terrain tyres.
Instead of the 80-litre fuel tank found in the regular 911 Carrera, Porsche installed a 120-litre unit under the front lid. In addition, a 150-litre tank was installed behind the driver’s seat. The area behind the passenger seat was used to stow spare parts and tools.
To optimise weight distribution, fuel could be pumped from one tank to another.
Engine / Gearbox
Porsche’s engines had a reputation for durability, but that would be tested to the limit on the Paris-Dakar.
The 953 ran a near standard version of the 911 Carrera’s air-cooled 3.2-litre Flat 6. Remarkably, the only modification was a reduced compression ratio (9.0:1 instead of 10.3:1). This was done in order to better manage the poor quality fuel available in Africa.
As a result, peak output was 225bhp at 5800rpm and 203lb-ft at 4700rpm.
For comparison, the production 911 Carrera produced 231bhp at 5900rpm and 210lb-ft at 4800rpm.
Otherwise, the 953’s engine retained all of the standard car’s vital characteristics.
The Type 930/20 Flat 6 used in the 911 Carrera was an all-alloy power unit with single overhead camshafts, two valves per cylinder and dry-sump lubrication. Arguably the most significant update compared to the outgoing 911 SC engines had been the addition of Bosch Motronic 2 digital engine management. Other new features included Bosch LE-Jetronic fuel-injection, high crown pistons, uprated cam timing, larger inlet and exhaust ports and improved heat exchangers.
Displacement was 3164cc thanks to a bore and stroke of 95mm and 74.4mm respectively.
Porsche also used a largely standard five-speed Type 915 gearbox in the 953. Transmission modifications carried out by the Customer Sport Department included a small oil-cooler (housed below the rear spoiler), a repositioned gear lever (moved a few inches backwards in the cockpit), a racing clutch with sintered metal coating and a Kevlar composite transmission shaft.
Bodywork
Externally, Porsche equipped the 953 with mostly fibreglass instead of steel body panels. The doors, front lid, roof, engine cover and flared fenders were all fashioned from polycarbonate, as were the heavily drilled lightweight bumpers.
Instead of conventional glass, the side and rear windows were also formed in plastic. The rear screen was actually removable so the crew could easily access the spares carried on board.
A spoiler was fitted at the rear, but not at the front.
For extra visibility in the dusty desert conditions, extra brake lights were mounted on the roof.
Interior
Inside, the cockpit was stripped of its carpet and sound insulation.
The seats were new fire-proof Recaro buckets with four-point harnesses.
A standard dash was retained along with the five gauge bank of instruments. To this, Porsche added a differential lock console, a toggle for the brake balance adjustment, an array of extra read outs, an exposed fuseboard and trip meters.
The list of other parts carried on board included two spare wheels and tyres, a hydraulic jack, an air compressor, a comprehensive tool kit, ten litres of drinking water, signalling mirrors, a compass, survival blankets, turbans, signal rockets, smoke bombs, sleeping bags, a normal and emergency radio transmitter, a first-aid box to include snake and scorpion serum plus a towing rope and shovel.
Weight / Performance
Despite its lightened body panels, the 953’s array of heavy duty rally equipment meant it tipped the scales at 1210kg which was 50kg more than an off-the-shelf 1984 model year Carrera Coupe.
Instead of 150mph, the 953 was geared for about 120mph.
The shortened ratios and four-wheel drive system meant acceleration times were extremely quick. On tarmac, the 953 likely had a 0-62mph time of well under five seconds. It could also climb a 45° gradient.
Production
Testing started in southern Algeria in September 1983 using an SC-based prototype (registered BB PW 992).
A trio of 953s were then assembled: WPOZZZ91ZES100020 (BB PW 604), WPOZZZ91ZES100021 (BB PW 846) and WPOZZZ91ZES100022 (BB PW 528).
1984 Paris-Dakar Rally
1984 was the sixth running of the Paris-Dakar. The event crossed through eight countries during which the participants would experience some of the toughest and most inhospitable terrain imaginable.
The 12,000km route included nearly 6000km of special stages. It began at the Place de la Concorde in Paris on January 1st and finished at Rose Lake in Dakar on January 20th. There were no rest days.
Servicing was allowed at any point, but the service cars and trucks also had to compete.
The 457 competitors comprised 313 cars and trucks and 114 motorcycles.
The Porsche crews were Jacky Ickx / Claude Brasseur (number 175), Rene Metge / Dominic Lemoyne (number 176) and Roland Kussmaul / Erich Lerner (number 177).
Metge had won the 1981 event while Kussmaul was drafted in to drive the fast service car having acted as the chief engineer on the SC Safari project.
The trio of 953s were supported by two MAN lorries filled with spares.
Opposition would come from a fleet of Range Rovers, Mitsubishi Pajeros, Mercedes G Wagons, Lada Nivas and various Toyota off roaders. Rally cars from Opel and Citroen were also in attendance along with a works Mercedes 500 SLC for Jochen Mass.
Stage 1: Paris to Algiers: 1079km (January 1st and 2nd)
The competitors departed the Place de la Concorde in Paris and headed for the Bois des Vincennes where a parade took place followed by a single untimed 3.4km lap of an extremely muddy course.
Heavy fog on the way from Paris to the port of Sete left several crews with their first road penalties. A bomb alert delayed the sailing which meant the ferry arrived in Algiers during the early hours of Tuesday 3rd.
Stage 2: Algiers to El Golea: 925km (January 3rd)
20,000 spectators gathered to watch the start of the opening African section which comprised a 925km tarmac regularity route to El Goliah (now known as El Menia).
Stage 3: El Golea to In Salah: 500km / 297km SS (January 4th)
By the time the cars reached In Salah, the Range Rover of Gabreau / Gabray was in the lead followed by the Lada Niva of Lartigue / Djaoui.
Despite having lost time with a puncture on the pebble-strewn terrain, the Metge Porsche was third.
Meanwhile, hot favourite Ickx had been slowed by a faulty fuel pump and collected two punctures (the first after just 80km and the second after 165km). A misunderstanding with team-mate Kussmaul saw the service car drive off into the distance with his two spares while Ickx was left with none.
Kussmaul claimed sixth fastest time and Ickx was ninth.
Stage 4: In Salah to Tamanrasset: 666km / 202km SS (January 5th)
Ickx’s bad luck continued through the gorges of Arak en route to Tamanrasset. While trying to make up the deficit to the leaders, an errant stone caused a short circuit in the electrical system 70km into the stage. With Kussmaul unable to help, it seemed that Ickx would have to retire.
However, at the eleventh hour, the Rothmans MAN truck of Thierry Reverchron and his two mechanics rolled into view.
A temporary repair enabled Ickx to reach Tamanrasset although he had lost four hours and dropped to 139th in the standings.
The stage was won by Lartigue’s Lada. Gabreau’s Range Rover was second and Metge’s Porsche third.
Stage 5: Tamanrasset to Iferouane: 600km / 250km SS (January 6th)
Stage four saw the event cross into Niger and Porsche’s luck improved as the 953s were finally able to demonstrate their speed.
Ickx took his first win of the event, Metge was second and Trossat’s Lada finished third. Kussmaul came home fourth in the service car.
The result meant Metge now led the overall standings from Gabreau’s second-placed Range Rover.
Stage 6: Iferouane to Chifra: 559km (January 7th)
Amid oceans of soft Tenere sand and few visible landmarks, Ickx and Metge took another one-two finish on stage six. Kussmaul finished fifth.
The wide open expanse of desert routinely enabled the Porsches to hit speeds of around 110mph.
Kussmaul’s strong showing saw him rise to fifth in the overall standings.
Stage 7: Chifra to Dirkou: 238km (January 8th)
Similar conditions were encountered on stage seven, albeit with a little more undulation.
The result at the front was the same: Ickx first and Metge second. Kussmaul made it a Porsche 1-2-3 by claiming third.
By this time, Ickx had recovered to 20th overall, but he was still four hours behind the leaders.
At the head of the overall classification, Metge led Gabreau’s Range Rover by 27 minutes. The third place Range Rover of Zaniroli was another hour down the road.
Kussmaul was just under two hours behind Metge in fifth while Ickx was still well down the order although recovering fast.
Stage 8: Dirkou to Agadez: 617km (January 9th)
On the final and fastest stage of the Tenere loop, Porsche recorded their second 1-2-3 of the event; Ickx took his fourth consecutive stage win, Metge was second and Kussmaul third.
The result meant Ickx had climbed back into tenth place. Metge was still the overall leader and Kussmaul had moved into third behind Gabreau’s Range Rover.
Stage 9: Agadez to Niamey: 848km / 244km SS (January 10th)
While still running in the soft Saharan sand (albeit now with often rocky backdrops), any hope Ickx had of victory disappeared when, about 100km from the finish, he swerved off course and hit a hole in the road which broke his suspension. Three hours were lost as a result.
Metge won the stage to strengthen his position at the head of the field; barring any mechanical or navigational problems, the event was now his to lose.
Kussmaul claimed fourth to consolidate his third position in the overall standings.
Stage 10: Niamey to Ouagadougou: 674km / 464km SS (January 11th)
Stage nine saw the event cross from Niger to Upper Volta (now Burkina Faso). However, customs officials at the border decided to search many of the cars rather than waving them through as had been agreed.
The times were cancelled as a result although Ickx was credited with his fifth stage win.
Stage 11: Ouagadougou to Bouna: 553km / 430km SS (January 12th)
As the event crossed into the Ivory Coast, Trossat’s Lada Niva unexpectedly set fastest time.
Metge sustained damage after he hit a cow (which subsequently necessitated installation of a new windscreen), but he still went on to finish second and his general classification lead was unaffected as the second-placed Range Rover of Gabreau lost five hours with mechanical problems.
Unfortunately, the 1984 event was marred by its first fatality when the Range Rover of Dupard / Destaillat went into a group of spectators killing an adult and injuring a child.
Ickx claimed fifth spot.
Kussmaul rolled the other 953 which led to a several hour delay waiting for the recovery truck to arrive. Kussmaul and Lerner were unhurt and their car was only slightly damaged, but the incident caused them to drop from third to ninth in the overall standings (behind Ickx who by this time had moved up to eighth).
Stage 12: Bouna to Yamoussoukro: 673km / 430km SS (January 13th)
On the tropical stage into Yamoussouko, Trossat seemed to have recorded back-to-back wings. However, he was disqualified after the organisers discovered he had taken a series of short cuts.
The Opel Manta 400 of Guy Colsoul was instead declared winner while Ickx took second and Metge was fifth.
Both Ickx and Kussmaul moved up a position in the general classification (to seventh and eighth respectively).
Stage 13: Yamoussoukro to Touba: 343km / 215km SS (January 14th)
This was another stage held in lush vegetation and took the crews into Senegal. The narrow tracks and dust kicked up by the cars effectively prevented any attacking driving or overtaking.
Ickx took the win from Metge and Kussmaul came home fifth.
Stage 14: Toubra to Kissidougou: 523km / 279km SS (January 15th)
Stage 14 took the field into the Guinean forest and one of the most difficult-to-navigate regions of the entire event. Many of the bridges were too primitive for the cars and motorcycles to cross which meant they had to go through deep fords instead.
Metge won and extended his general classification lead over the Zaniroli Range Rover to two hours and 23 minutes. Ickx moved up to sixth.
Stage 15: Kissidougou to Freetown: 581km / 152km SS (January 16th)
The route was still running through thick forest as the competitors headed into Sierra Leone.
The short special stage was won by Zaniroli’s Range Rover while a hot and bothered Metge came in third having been frustrated by Gabrueau’s tactics; his Range Rover had hit the lead 953 while trying to make a dangerous overtake. However, just 15km from the finish, Gabreua left the road and dropped three metres off track into the jungle where he became stranded.
Ickx finished the stage in fifth.
Meanwhile, Kussmaul was doing just enough to stay in contention in order to service the sister cars should it be required.
Stage 16: Freetown to Labe: 647km (January 17th)
A long regularity stage saw the event cross back into Guinea; by this point the competitors would have been thrilled that much of the day’s journey was on a newly tarmacked road that took them all the way to Labe.
Stage 17: Labe to Tambacounda: 457km / 387km SS (January 18th)
The route then headed back into Senegal and onto rutted bush tracks. The day was split into two sections; Ickx won the first and Colsoul won the second in his Opel Manta 400.
With much to lose, Metge drove circumspectly, but nevertheless managed to finish third and fourth thus retaining his grip on the event with just under 600km to go.
Stage 18: Tambacounda to Sali Portudal: 408km / 101km SS (January 19th)
The penultimate stage led the crews onto the white sands of the Ferlo desert and a navigational error gave Metge a scare.
Marc Lacaze was the surprise winner in his little front-wheel drive Citroen Visa; he took advantage of the defensive driving of the top five drivers who were by this time all looking to retain their positions.
Kussmaul claimed second place and Ickx was third.
Stage 19: Sali Portudal to Dakar: 168km / 168km SS (January 20th)
Three special stages were held on the final day and all of them were won by Porsche.
Ickx recorded victory on the first two (which totalled 43km and 25km respectively).
The final 100km beach stage into Dakar was fittingly won by Kussmaul who had done a sterling job in support of his team-mates.
Metge took things easy over the final day to ensure victory in the general classification.
Final Classification
Porsche’s win on the ‘84 Paris-Dakar was the first time a sports car had won the event.
Metge / Lemoyne finished with a time of 16 hours 58 minutes and 55 seconds.
Second place went to the Range Rover of Zaniroli / Da Silva who clocked in having completed the course in 19 hours 17 minutes and 16 seconds.
The final podium spot was taken by the Cowan / Syer Mitsubishi Pajero which was a further hour and 50 minutes down the road.
In fourth was the Colsoul / Lopes Opel Manta 400 and fifth went to the Marreau / Marreau Renault Facom Prototype.
Ickx / Brasseur claimed sixth in the second 953 and Kussmaul / Lerner were 26th, a fine result considering they were more involved in service work than competition.
Ickx won the most stages (eight) while Metge was fastest on two and Kussmaul on one.
Subsequent History
Afterwards, all three cars returned to the factory where they were freshened up and used for testing as part of the 959 programme.
1988 Paris-Dakar Rally
Two of the 953s (the cars campaigned by Metge and Ickx) were subsequently brought out of retirement to contest the 1988 Paris-Dakar after Porsche agreed to lease the cars to Jacques Laffite and Jean-Pierre Jabouille.
Repainted bright green to reflect backing from Foltene shampoo, the cars (which had a shakedown on the Rally of Tunisia) were now said to have 250bhp.
Chassis 100020 (ex-Ickx) was allocated to Laffite and his navigator, Pierre Landereau. It appeared with number 220 under the registration S JV 1180.
Chassis 100021 (ex-Metge) was allocated to Jabouille and his navigator, Gilles Levent. It appeared with number 221 under the registration S JV 1181.
Neither car initially ran in the top ten on the ‘88 event. Both arrived safely at Tamanrasset having completed stage four, but they were very late (rolling in at 2am) because of shock absorber trouble. Progress had been hampered as their support truck was missing.
Laffite and Jabouille checked in for the next stage (Tamanrasset to Djanet) and then waited for the truck to appear. It never did so both cars were withdrawn from the event.
Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com
