1991 Peugeot 905 EV13SOLD
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Peugeot 905

Reference Number 181801

as of 6/29/2012

Overview
Car 1991 Peugeot 905 EV13
VIN EV 13 
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Known History

Competition car

 

1991 PEUGEOT 905 EV13

 

1992 World Champion

Pole position in 1992 Le Mans 24 Hour race (believed finished 3rd)

Believed finished 3rd in 1993 Le Mans 24 Hour Race

 

THE LION’S CLAW

 

If Peugeot’s sporting image is closely linked to rallying, the marque also has a full involvement in endurance events, in particular at Le Mans. Recent 908 HDi victories testify to this. During the 1990s, however, another, equally prestigious Peugeot found glory in endurance racing. The 905 brought the manufacturer from Sochaux two victories at the Le Mans 24 Hour race and the FIA World Championhip title. It is one of these cars, EV13, that is of interest here.

 

On 23 November 1988, Jean Boillot, CEO for Peugeot Automobiles, and Jean Todt, director of racing, finalised an endurance project that would be managed by André de Cortanze, technical director of Peugeot Talbot Sport, supported by Gérard Welter, Xavier Delfosse, Jean-Claude Vaucard and Jean-Pierre Boudy. Other well-known partners were involved in this adventure, notably aircraft manufacturer Dassault, whose Elfini software was used. Their knowledge of composite materials was also valuable. The laboratory car, EV11, was presented at Magny Cours on 4 July 1990, when Jean Todt also revealed the names of the drivers who would have the honour of driving the 905. The Finn, Keijo Rosberg, 1982 F1 world champion, was accompanied by Jean-Pierre Jabouille.

 

 

 

1990, the first roar:

After a year of learning (Montréal, Mexico), Philippe Alliot, Yannick Dalmas and Mauro Baldi joined the group with Tim Wright (chassis) and Robert Choulet (aerodynamics). In total, 120 people were assigned to work on the project

 

1991 : The Lion shows its claws to Jaguar and Mercedes

The 905s clocked up as many victories (Suzuka, Magny Cours, Mexico) as world champion Ross Brawn’s Jaguar XJRs. EV13 was used as a reserve car and benefitted from all the evolutions: at Le Mans, it is assigned to Rosberg-Dalmas.

 

1992, Consecration: world champion.

After a disastrous start at Monza, Dalmas-Warwick won at Silvertstone.

Three cars were entered for the Le Mans 24 Hour race. Chasing pole position, Todt chose the reserve cars, and put Alliot in EV13 set up in « sprint » specification, He qualified on pole with a superb time of 3’ 21’’ 209 in front of Dalmas 3’ 22’’ 512.

 

 

If Dalmas made the logical decision to revert to his race car for the 24 Hour race, certain information suggests that Alliot and his team mates Jabouille and Baldi planned to keep their « sprint » model for the race. There is no official information to contradict this...

 

 

In torrential rain, the two front-runners expected to establish a lead at the start. However, they were quickly caught and then overtaken by a Mazda driven masterfully by Volker Weidler. The Japanese car stayed in the lead for nearly an hour, when Alain Ferté, startled by spray from the Toyota of Lees, collided with him. On the 24th lap, Dalmas-Warwick-Blundell installed themselves at the front and sailed on to a victory that only the change of an electronic gearbox ever put in doubt. In the early hours of the morning Alliot went into the gravel at the Nissan chicane, and lost his righthand door. A little later, he went off again at Arnage. The two incidents were caused by a problem with the power steering and a jammed throttle. The distance between the two 905s extended from two to six laps. Profiting from the situation, the Toyota of Raphanel-Sekiya-Acheson slipped into second place. The no.2 car recovered position for a while, but then another excursion off the circuit, this time with Baldi at the wheel, followed by a broken universal joint, relegated the team to third place. Importantly, however, the Dalmas-Warwick-Blundell team won. For the first time in the history of the 24 Hours, a V10 triumphed. With this objective under their belt, Peugeot continued with their chase for the title: a double victory at Donington and wins at Suzuka and Magny Cours established the lion as world champion.

 

 

1993: one race, a triple win !

For the third consecutive year, Philippe Alliot put a Peugeot at the front of the grid, recording an exceptional time of 3’24’’94. In trying to do even better, he went off on the new section. The impact was hard and caused serious damage.

The only one authorised by the ACO to drive the reserve car was the person designated in advance, Jean-Pierre Jabouille, who promptly finished the session in a 905 bearing the number 2R. This was chassis EV13. The spotlight was then on the mechanics who had a long day ahead of them repairing the damage to no. 2. There is some evidence to suggest that the size of the task was too great for the time left, and that it was chassis EV 13 which took its place, as no. 2, for the start of the race. Lined up on the grid, no-one bothered to check the identity of the car on pole position. The rules stated that if it was the car seen out in practice carrying no.2R, it should have started from the back...Ideally placed, no.2 took up the lead immediately, and kept it until 19.05 when an oil leak slowed its progress. When it took to the track again, it was sixteenth after 9 laps. This was good news for the Toyotas who temporarily took the lead. However, the 905s, no.1 and no.3, gained the upper hand once more from 23.00. A loose exhaust, a light and a driveshaft joint to change, put Brabham-Bouchut-Helary a lap ahead of Dalmas-Boutsen-Fabi. For its part, the third 905, no.2, which had no further dramas, took third position at the end of the 21st hour. With no-one left to threaten this, Jean Todt fixed these positions. It didn’t matter which order the three were in. At the finish, one lap separated the first two cars and the 5,100 km covered at 213.358 km/h by Brabham-Bouchut-Helary constituted a new record for the 13.6 km course.

Having achieved its objectives, Peugeot could now plan new sporting endeavors. And in any case, times were changing. Jean Todt left to join a Ferrari team that was a long way from its former glory, and Toyota employed André de Cortanze to develop the GT One. The aerodynamics engineer Tim Wright signed with Jordan and Paolo Catone stayed at Le Mans to design the future Courage. As a final twist to the story, he rediscovered Peugeot Sport in 2005, taking responsibility for the 908 project! And he won’t be the only one to take on such a challenge...

 

Jean Marc TESSEYDRE

 

 

Race history Peugeot 905

 

1991

14/4 Suzuka, 1er : Baldi-Alliot

15/9 Magny Cours : Doublé Rosberg-Dalmas et Baldi-Alliot

6/10 Mexico : Doublé Rosberg-Dalmas et Baldi-Alliot

 

1992 Champion du Monde (World Sport Cars Championship)

10-5 : 500 km Silverstone 1er Dalmas-Warwick

20/21-6 : 24 Heures du Mans Dalmas-Warwick-Blundell, 1ère victoire d’un V10 au Mans.

19/7 : 500 km Donington : Doublé Baldi-Alliot et Dalmas Warwick

30/8 : 1000 km Suzuka : 1er Dalmas-Warwick

18/10 : 500 km Magny Cours : Doublé Baldi-Alliot et Bouchut-Helary.

 

1993

19-20 / 6 24 Heures du Mans : Triplé Bouchut-Helary-Brabham, Boutsen-Dalmas-Fabi et Alliot-Baldi-Jabouille.

 

 

 

History of châssis Peugeot 905

 

EV11 Voiture laboratoire.

1990 Test Montlhéry, Paul Ricard, Magny Cours et Bugatti, Montreal (n°44T) et Mexico (n°44T)

 

EV12

1990 Montréal et Mexico (n°44)

1991 Le Mans (n°6T)

1992 Monza (n°2), Silverstone (n°1), Le Mans (n°31)

1993 Le Mans (n°3)

 

EV13

1991 Suzuka (n°5T), Monza (n°6T), Silverstone (n°5T), Le Mans (n°5T), Nürburgring (T car sans numéro), Magny Cours (n°5T), Mexico (T car sans numéro), Autopolis (n°5)

1992 Silverstone (T car sans numéro), Le Mans (n°2T)

1993 Le Mans (n°2R)

 

EV14

1991 Suzuka (n°6) Monza (n°6), Silverstone (n°6), Le Mans (n°5) transformée en Evo1bis à partir du Nürburgring (n°5), puis Magny Cours (n°5) et Mexico (n°5), Autopolis (n°5T)

1992 Le Mans (n°31T), Magny Cours (n°71),

 

EV15

1991 Suzuka (n°5), Monza (n°5), Silverstone (n°5), Le Mans (n°6) puis transformée en Evo 1bis, Nürburgring (n°6), Magny Cours (n°6), Mexico (n°6), Autopolis (n°6)

1992 Silverstone (n°1), Le Mans (n°1T), Magny Cours (n°71)

 

EV16

1992 Monza (n°2T), Silverstone (n°2), Le Mans (n°2), Donington (n°2), Suzuka (n°2), Magny Cours (n°2),

1993 Le Mans (n°2)

 

EV17

1992 Monza (n°1), Le Mans (n°1), Donington (n°1), Suzuka (n°1),

1993 Le Mans (n°1)

 

Supercoptère

EV 21 et 22

 

 

For anyone who would like to know the story of the 905 in full, as told to us by Endurance historian, Jean Marc Tesseydre, please refer to the online catalogue.