| FILE | SIZE | DOWNLOAD |
| GPL 1971 Sportscars Mod v1.0 INSTALLER | 592 MB |  |
| Fix Missing Numbers in Online Races (FOR SERVERS ONLY) | 1 KB | |
| To get the GPL track Le Mans Circuit de la Sarthe 1968, click here: http://www.gplworld.de/gplworld/en/grand-prix-legends/gpl-tracks/gpl-le-mans-1968 | ||
| 1971 Sportscars Mod (SCPR71) for Grand Prix Legends (GPL) - Trailer https://www.youtube.com/watch?v=KtIo9zxGLNo |
More than half a century after the 1971 World Sports Car Championship took place and only fifteen years after the GPL mod team began its dedicated effort to modelling the era, we have finally completed our tribute to that Championship! This mod is an attempt to recreate the last year of the 5-liter sports cars competing with the 3-liter prototypes that would continue the path of the category for the following year.
This legendary series of endurance races, captivating motorsport enthusiasts globally, showcased iconic manufacturers like Porsche, Ferrari, and Alfa Romeo, all striving for supremacy on the tracks. Across eleven races, including renowned circuits like the iconic 24 Hours of Le Mans, the Daytona 24 Hours, and the demanding Targa Florio, drivers faced a relentless test of both speed and endurance.
At the forefront of this battle were not only the factory supported teams of Porsche and Ferrari but also formidable privateer outfits, notably those led by John Wyer and Roger Penske. John Wyer's outfit added depth to the competition while Roger Penske's team brought a new dimension to the championship, with innovative strategies and meticulous preparation for their Ferrari 512. In four appearances Penske scored three poles and one fastest lap.
The works Alfa Romeo team also made its mark with three wins with its 3-liter prototypes. However, the Porsche combined factory and private entrants emerged as the dominant force, clinching victories in an impressive eight out of the eleven races.
The Porsche 917 and its many variants had unmatched performance and reliability and stood as a testament to the brand's engineering excellence. The drivers' championship saw Pedro Rodríguez and Jackie Oliver of the John Wyer Automotive Engineering team emerge victorious, showcasing their skill and determination throughout the season.
Following Ford’s 1967 win at Le Mans, the CSI, the governing body for endurance racing announced changes for Group 6 prototypes for 1968-1971, limiting engine capacity to 3 liters. However, the CSI also allowed 5-liter Group 4 Sports Cars to participate provided a minimum of 50 units, later reduced to 25, could be produced.
In mid-1968, after reviewing the new rules, Porsche decided to compete for the overall victory at Le Mans in 5 liter Group 4. Using the 908 as a starting point, it featured a tubular aluminum chassis, this at a time when most new sports racing cars were of aluminum monocoque construction but weighed only 46kg. Efforts to reduce weight included thin body panels, some only 1mm thick, and even a birchwood shifter knob. The first 917s were powered by a 4.5-liter air-cooled flat-12 engine producing about 580 hp. To accommodate the longer flat-12 while preserving the overall length of the car (about 166” in its initial form), the driver’s position was moved forward with his feet extending past the centerline of the front wheels. Later engine versions were enlarged to 4.9 liters at 600 hp and 5 liters at 630 hp. Porsche introduced the 917 at the Geneva Motor Show in March 1969.
The original 917 and 917L long-tail streamliner versions displayed handling and stability problems at high speed due to rear lift at the 1969 24 Hours of LeMans, significant enough that some drivers preferred the slower but better handling 908.
In October 1969 Porsche, together with John Wyer's JW Automotive Group tested the 917 at the Oesterreichring (Zeltweg) to address these problems. Also on hand for comparison was a spyder type short tail car used by Jo Siffert in the Can-Am series. During the tests, JW modified the tail of the 917 coupe with a set of sheet metal panels over the back, similar in look to the spyder. The result was a car with a shorter, more upswept tail, providing better downforce and stability in turns. It was named the 917K for Kurz, or short tail.
In 1970 the revised 917K, powered by the 4.5-liter flat-12, provided Porsche with its first win at Le Mans. Other wins that year included Daytona, Brands Hatch, Monza, Spa, and Watkins Glen.
The differences between the 917K1 and K2 were mainly around the aero tabs at the tail of the car. The K2s were operated by the Gulf Wyer team and featured a small central rear wing. The K1s were operated by the Martini Racing, Porsche Salzburg as well as other teams and did not include this feature.
For 1971 Porsche produced an updated model of the 917K featuring a less upswept tail, a slightly concave rear deck, and a pair of vertical fins in place of the tabs used on the K1-K2 series. Power was provided by the 4.9-liter version of the flat-12. This resulted in a car with more top speed and less drag without loss of stability. The new model was called the 917K3. The car took wins at the Monza 1000 Km and Le Mans, with the K1 winning at other venues.
The Porsche 917/20, also known as the “Pink Pig,” was intended as an R&D car to combine the low drag of the 917LH with the stability and downforce of the K models. It was also used as a test bed for prospective Can-Am parts. Powered by the 4.9-liter flat-12, it competed in one event, the 1971 24 Hours of Le Mans. Although it qualified well and ran high in the order, it retired from the race after a crash.
The 917LH was a development of the fast but very unstable 917L that ran at the 1969 24 Hours of Le Mans. It was intended to compete in and win only that race. Changes to the car for 1970 and 1971 included all-new bodywork at the nose and tail, revised suspension and partially enclosed rear wheel covers. Speeds as high as 240 mph/390 kph were expected on the Mulsanne Straight. Powered by the 4.9-liter flat-12, it led the race but failed to win.
After the conclusion of the 1967 Sports and Endurance Car season Ferrari largely withdrew from the category to focus on advancing their Formula 1 campaign. They sat out the 1968 season but returned in 1969 with the new 3-liter 312P. However, Ferrari, like Porsche, also saw an opportunity to compete in the 5-liter Group 4 category at Le Mans. Although they envisioned a factory effort, Ferrari planned to fund it through the sale of customer cars to private teams such as Scuderia Filipinetti, NART, and Ecurie Francorchamps.
The Ferrari 512S was derived from the earlier 1970 312P but reinforced in strategic areas to accommodate the weight of the 5-liter engine, heavier drivetrain components, and larger fuel tanks. The chassis combined an aluminum tub with tubular steel extensions fore and aft. The newly designed 60-degree V-12 engine initially produced approximately 440 hp.
At the beginning of 1970, the 512S, like the Porsche 917 the previous year faced development problems, including suspension and transmission issues. Their Le Mans effort proved unsuccessful with all four entries retiring. The car was heavy compared to the 917 but was considered a good handler, placing well at the Targa Florio -- a course better suited to a lighter, nimbler car -- and winning the 1970 Kyalami 9 Hour.
Several 512S cars were produced and sold to private customers in both open and closed cockpit versions.
The Ferrari 512M (M for Modificato) was a development of the 512S. It was lighter, featured more powerful rear brakes, and updated suspension and bodywork resulting in a lower aerodynamic drag profile. The engine was updated with new cylinder heads and produced over 600 hp. It was considered competitive with the Porsche 917, leading at Zeltweg, but operated largely by private teams and lacking factory backing as Ferrari began shifting focus to the new 312P, its results suffered.
The Ferrari 512MP was a modified 1970 512S open cockpit car campaigned during the 1970 Can-Am series. It was bought by Kirk White, a US-based car dealer and Ferrari aficionado who contacted Roger Penske to gauge interest in campaigning the car. Penske, whose Sunoco team Lola T-70 coupe had recently been stolen from its transporter in 1970 (never to be found), agreed along with driver Mark Donohue to prepare, develop, and run the car.
Aside from copies of 512M panels for the nose and tail, nearly everything was redesigned. The center section was modified, including the fabrication of a roof. New suspension, plumbing, and electricals were installed. The engine was sent to Traco Engineering for development work, which included a new fuel injection system, oiling, and ignition changes. Engine output improved to 630 hp with better midrange torque. The MP also used a full width rear wing which would appear on other customer cars such as the similar 512F.
The car was highly competitive, taking the pole at Daytona, but was plagued by a combination of mechanical failures and on-track incidents.
For 1968, the governing body for Sports and Endurance Cars mandated changes to Group 6, including a reduction in engine displacement to 3 liters (non-supercharged). This rule was intended to reduce the speeds of larger displacement cars like the Ford GT40 and to encourage teams to use 3 liter Formula 1 engines. Several teams and marques competed to some degree including the Ford P68, Matra MS660, and Ligier JS3; however the class was primarily contested by Alfa Romeo, Ferrari, and Porsche.
Alfa Romeo leveraged its experience in the 2-liter class to introduce the T33/3 in 1969. Featuring an aluminum tub monocoque and a 3-liter V-8 engine producing 440 hp at 9,800 rpm, the T33/3 debuted at the 12 Hours of Sebring but initially yielded no notable results aside from points in minor races.
In 1970 the 5-liter cars dominated, but the T33/3 took 3rd overall at Sebring and won its class at the 1000 Km of Zeltweg.
In 1971 Alfa faced new competition from the Ferrari 312PB, but the T33's reliability allowed it to dominate the class, winning at Buenos Aires, finishing 2nd overall at Sebring, and winning outright at Brands Hatch. It also secured class wins at Monza and Spa, followed by an outright win at the Targa Florio, a class win at Zeltweg, and an overall win at Watkins Glen.
In 1968, following changes in engine displacement regulations for prototypes, Ferrari developed the 312P to comply with the new 1969 regulations. Essentially an F1 car with a barchetta body (with later enclosed versions), the 312P featured a 3-liter V-12 engine producing 450 hp at 10,800 rpm. Campaigned for two years with some units sold to privateers such as Luigi Chinetti’s North American Racing Team, the 312P had mixed results, achieving no wins save for a couple minor races and a 2nd place at the 1969 Spa 1000 Km.
In 1971 Ferrari introduced the Mauro Forghieri-designed 312P, officially designated as the 312P but commonly referred to as the 312PB to distinguish it from the earlier V-12 version. This new model featured an open cockpit design with a higher downforce body and a 3-liter flat-12 engine producing 450 hp. While fast and qualifying well, the 1971 season was largely a learning experience. However, it managed to get 2nd place at Brands Hatch and won the non-championship 9 Hours of Kyalami.
In 1972 the 312PB dominated the 3-liter class, winning all the races it entered.
The Porsche 908 was initially developed in 1968 to comply with the new 3-liter engine rules for Group 6. Designed as a closed coupe, it featured a long tail and aero trim tabs for stability during cornering. The air-cooled 3-liter flat-8 engine with only 2 valves per cylinder was less powerful than other engines of the same displacement. Nonetheless, the car placed 2nd at Le Mans in both 1968 and 1969 behind a 5-liter Ford GT40. From 1969 onward the 908 was usually produced as an open cockpit car, designated the 908/2.
In 1969, despite being overshadowed by the introduction of the 917, the 908/2 won at Brands Hatch, Monza, Targa Florio, and Spa, thanks to its light weight and good handling.
In 1970 Porsche introduced the 908/3, an even smaller, lighter open cockpit version of the 908. It won at the Nürburgring 1000 Km and Targa Florio.
For 1971 the 908/3 featured vertical trim tabs at the rear, like the 917K3. Despite stiff competition from Alfa Romeo, which won at Brands Hatch, the Targa Florio, and Watkins Glen, Porsche achieved a 1-2-3 finish at the Nürburgring.
Run the installer.
Direct it to your gpl when asked.
Create a player in GPL for SCPR71 (or use an existing player), exit GPL
Start GEM+ 2.
Click CARSETS button.
For full resolution image -> right mouse click -> open image in new tab
Move SCPR71 (1971 Sportscars) to the ACTIVE column, click the active carset and a box opens showing the teams and a physics box which should say SCPR71. Click OK.
For full resolution image -> right mouse click -> open image in new tab
Select your SCPR71 player.
Next to the CARSETS button is a box which probably says "1967 Grand Prix", click the arrow and select "SCPR71 (1971 Sportscars)" for your player.
67Season is selected as default.
SC71Seas is included but you must have the listed tracks installed or SC71Seas will cause the game to CTD.
You can also make your own SC71Seas with the GEM+ 2 Season Manager.
SC71 championship season is also included but like SC71Seas you must have the tracks installed to use it until you make your own championship.
If in doubt use 67season until you make your own SC71Seas.
Tick any GEM+ 2 options you normally use.
Exit GEM+ 2 and a gpls71.exe will be created.
You can start the exe from your GPL folder or from GEM+ 2.
The installation includes several Addons. Both a and c are located in the gpl\repository folder, while b is activated within GEM+ 2.
a. 1971 Sportscars Graphics Addons for Tracks: in the repository folder you will find graphics addons for most of the tracks used in the 1971 World Sportscars Championship. These graphic addons were made specifically for this mod and for the 1971 season. To use them just copy all the track folders to the X:\Sierra\GPL\tracks folder and that´s it.
b. Pit Board Force Left: the default pit board is obscured by the closed cockpits. Activate "92 Pit Board Force Left" in GEM+ 2 to make the board display on the left at all tracks. It also reduces the board size. With this option you should use your default pitboard.srb -- it's NOT compatible with option c below.
c. 1971 Sportscars Dedicated Pitboards: the default pit board is obscured by the closed cockpits. As an alternative to option b, there are custom pit boards for each car in the repository folder. Place the pitboard.srb of choice into the X:\Sierra\GPL\objs folder. You need to change this when you change car and when you change track (some tracks have the board on the left, others on the right). If you want the original pit board, just delete the one saved inside X:\Sierra\GPL\objs or replace it by the one located at X:\Sierra\GPL\repository\1971 Sportscars Dedicated Pitboards.
This is the list of tracks used in the 1971 WSC:
Non Championship Races:
That's it.
Now you are ready to have some fun.
You can race the 1971 Sportscars against the AI or online.
We hope online leagues will pick these up because they are even more fun against real drivers.
Websites:
Books:
Endless thanks to those who hammered away and contributed to this project as seen in the mod credits and Graham Turner from Studio 88 for the continued use of his evocative motor sport art. Homepage: https://www.studio88.co.uk/index.html
This mod has been in production since 2010 so we apologise to anyone we have missed in the credit list.
Happy Racing from GPL 1971 Sportscars Mod Team (08/2025).
