When the FIA put an end to the 917 sportscar it didn't come as any great defeat to Porsche. The company from Stuttgart was already eyeing the Can-Am series and the SCCA was ready to welcome them with open arms. Though a 16-cylinder engine was considered for use in Can-Am, it was eventually decided to turbo-charge the existing 12-cylinder motor that had already brought so much success.
Roger Penske and Mark Donohue were awarded the honor of representing Porsche in the Can-Am. Having earned a Can-Am Title in 1972 with the 917/10, development of the 917/30 became highest priority. Donohue and Penske spent countless hours putting miles on 917/30-001; an adjustable wheelbase test mule.
Development of the 917/30 resulted in a 7.5 inch longer wheelbase than the 917/10. The engine displacement was increased from 5.0- to 5.4-liters, boosting power to over 1100bhp and a staggering 820lb-ft of torque! But the 917/30 was hardly a "slippery" aerodynamic shape and the extra power didn't actually result in greater speed. Content to run less downforce, Donohue convinced Porsche to endow the new car with the long Le Mans tail, finally allowing it to reach a top speed of 240mph.
Factory computed performance figures suggest that the 917/30 would rocket from a standstill to 60mph in 2.1 neck-snapping seconds, and 100mph came only 1.8 seconds later! From the moment the 917/30 Works Prototype was born to the time Porsche repeated as Can-Am Champion, few would deny that Donohue had an unfair advantage!
Early development of the 917/30 involved much experimentation to identify the perfect wheelbase for the super-panzer.
