How does one sum up the best race cars? Due to the nature of racing, if one car dominates, other teams scramble to make something better. Nobody likes playing second fiddle (well, maybe the Arrows F1 team does), and success in racing usually generates a wake of qualified contenders just outside your draft. Sometimes a very talented driver can bring a lackluster car home consistently, and pad the wins.

Rather than just run down the list of total number of wins vs. entries, and make the list clinical and bland, we have complied a list of cars that we feel stand out among the crowd. It can be ground breaking performance, insane looks, or a huge leap forward in technology, but here in no particular order is KarFarm’s Top 10:

Nissan Skyline GT-R (R32) – It earned the nickname of ‘Godzilla’. An offspring of a concept car called MID-4, the Nissan Skyline GT-R production mirrored the Porsche 959 – except for the engine placement. In street form the car was nearly unbeatable. But in race form the GT-R was unbeatable, literally. It won all 29 races in the JTCC (Japan Touring Car Championships) from 1989-1993 and won the series title every year during that time. From 1991-1997, the car was undefeated in the N1 series in all 50 races. The car was so dominant in racing that the GT-R was given it’s own racing series, now known as (JGTC) Japan GT Car Series. Not only did the ‘Godzilla’ dominate the Japanese home market, but it killed the competition at the Nurburgring, the UK, and Australian racing circuits. In fact, the rumor is that the GT-R was squeezed out of the Australian race circuit.

Auto Union Type D – Born before Europe broke out in conflict yet again, the Type D was a fantastic improvement over the Type C. With new rules limiting engine size, the total output of the engine went down, but improvements in the suspension and the chassis slightly tamed the monster that was the Type C. In the era of high horsepower, low grip, and knife in the back handling, the Type D was a valiant effort by the company that went on to become Audi. Driven to success by Tazio Nuvolari after the tragic death of Bernd Rosemeyer, and through various team upsets, the Type D represented what a team could accomplish when they were blood thirsty to win. Hard to master, but incredibly fast, this mid engined car set lap records that were in place long after the cars disappeared behind the Iron Curtain after WWII.

Audi Sport Quattro – This monster was created to smash all contenders in the short lived Group B Rally. Driven hard by Walter Röhrl before the FIA took the axe to the overpowered and accident prone Group B cars, this car literally dominated the rally scene for the few shorts years it was allowed to. It took a few years for other manufactures to emulate Audi, as RWD not AWD was the norm at the time. Being able to reliably put down the close to 600 HP the later versions produced made this one hard car to catch, even with the tough competition.

Porsche 917K – Before modern times of anti-stall, traction control, and computer controlled everything, the 917K delivered a well earned first win at the 24 hours of Le Mans to Porsche. After a disappointing showing by the unstable 917 in 1969, the car was modified with a shorter tail to produce downforce instead of lift. Having finally solved the stability issues, the 917 went on to set the standard for the series. Setting total distance records that stand in modern times at 3,107.7 on the Circuit de la Sarthe, this was a car to be feared at the track. While later versions had more power, and even went faster down the Mulsanne Straight, the 917K was the first version to make the competition shake in their driving suits.

McLaren-Mercedes MP4/13 – In an attempt to slow the cars down further, the FIA mandated grooved tires in the 1998 F1 season. Fighting for traction, the new tires were not well liked, caused an immense amount of frustration, but one team had the car to best adapt. Edging out the genetic mutant that we call Shuey, Mika Häkkinen earned the Drivers Championship, while McLaren-Mercedes easily won the Constructors Championship. Fighting off a frustrated Ferrari, the MP4/13 was questioned and reviewed for it’s different braking system, and it was found out that it was using the brakes similar to a modern hybrid. Converting kinetic energy to electrical energy stored in batteries, the MP4/13 could give itself a close to 40HP boost for a limited time. This long wheel base McLaren had a few teething problems, but was a huge advance for McLaren’s record in the 1990′s.

Mercerdes 300SL W194 – Nicknamed the ‘Gull Wing’, this was the first car to use direct fuel injection into its 6 cylinders, although the race version was carburated. The race version of the same vehicle, to the tune of approximately 230hp, won numerous overall victories at the 24 hour of Le Mans endurance race, and recorded 2nd and 4th place finishes in its first race, the Mille Miglia in Italy. The ‘Gull Wing’ was so well designed that ex-factory Mercedes racing driver John Fitch drove it in an attempt to set a land speed record at the Bonneville Salt Flats in 2005. It was also recently voted as ‘the Car of the Century’.

Ford Sierra Cosworth – From BTCC, DTM, Group N Rally, to a host of others, this little hatch took on the world. Inspired off a rather uninspiring small car, the project of Stuart Turner looked to exploit this little RWD car and imprint Ford’s name back into racing. By adding a aircraft carrier sized dual-rear wing, the lift generated by the hatchback was negated, and instead pushed the rear wheels to the ground at speed. Short wheelbase, high HP, and plenty of venues in which to compete, 1980′s race tracks were crammed with these cars. The rules required the car to be homologated, and soon tarted up Sierras were seen across Europe.

Ford GT40 – Built at the request of an enraged Henry Ford II, the GT40 teethed for a little before dominating at Le Mans. Ford was upset due to a failed acquisition of Ferrari, and shot Enzo between the eyes by building a better racecar than the men from Modena could muster. Destroying the competition in 1966, the GT40′s scored a 1-2-3 finish, proving their Lola sourced chassis and 427ci engine was a force to be reckoned with. Combining great looks, immense power, and handling poise, the GT40 was the perfect slap in the face Ferrari deserved. Thousands of replicas later, and remade by Ford in 2003, the GT40 can turn heads on the road or track to this day.

Jaguar D-Type – Borrowing a ton of technology from aircraft industry, the D-Type took full advantage of Malcolm Sayer’s aerodynamic expertise. Combining disk brakes (first seen on the C-Type predecessor), a monocoque chassis, fuel bladders and a wind tunnel tested design, Jaguar was attacking Le Mans for all it was worth. Down on power against the Ferraris, the D-Type used it’s slippery shape and fantastic brakes to edge forward. While the factory cars always seemed to be plagued by misfortune, the simplicity of the D-Type ensured that many private entries were around to take up the slack. An impressive racing history combined with an advanced yet simple chassis, the D-Type was the car to beat for many years in the 1950′s.

Lotus-Ford 72 – The forefather to the F1 cars of today. A ground breaking shape that was emulated quickly, the 72 surged ahead of the pack, and revolutionized the F1 world. Inboard brakes to save unsprung weight, sidepod mounted radiators, and exotic (if quirky) suspension allowed this Ford powered car to set a blistering pace. Accomplished as being one of the most recognizable of the 1970′s F1 cars, this wedge went on to run in almost 6 complete seasons before a worthy replacement was introduced. Either in the Gold Leaf livery, or Black on Gold, the John Player Special 72′s went on to score many wins, and raised the bar for what made an F1 car competitive. The top mounted airbox that gives the engine the benefit of ram air was introduced on the 72, and quickly became the standard in F1.

Honorable Mentions
Datsun Z/ZX – The 240Z was originally named ‘Fairlady Z’, after the Broadway’s ‘My Fairlady’ play. But at the race track, there was nothing lady about the Z. It is probably the most decorated car in SCCA history. The Z won from 1970-1979 and 1984 in the production C class, and for a good measure the same car won again in 1986 in the GT2 class (by the son of a driver of one of the original Z’s). It was also piloted by some of the most famous American drivers such as Johnny Morton, Paul Newman, and Steve Millen (of Stillen).

Audi R10 – A revolution in endurance racing, the Audi R10 TDI was the first truly successful diesel vehicle to compete.  Released as a concept in 2005 with a  5.5 liter twin-turbo V-12 diesel, the R10 won  both the 12 hours of Sebring and the 24 hours of Le Mans in its first full race season. Between 2006 and 2008, the R10 racked up 3 consecutive 24 hours of Le Mans victories in the LMP1 category and overall. Not only did it win 3 years in a row but the R10 also took over the podium with many 1-2 finishes, leaving other manufacturers like Peugeot to dream about the victory. Case in point, in the 2008 Le Mans, after a rare mechanical problem, the Audi  fell a good 45 minutes behind the Peugeot 908, only to come back to win by a margin of 4 minutes in the late stages of the race. The dominant force in endurance racing since its inception, it is being used as the base for its replacement, the 2009 Audi R15 racecar.

Suzuki Escudo – Anyone who has played Gran Turismo 2 or 3 knows this baby. With a 2.0L V6 cranking out an astonishing 985HP, this boosted beast was made for one purpose: climb Pikes Peak. While the newer XL7 may hold the current climb record, you’d be hard pressed to ask a car enthusiast what an Escudo is without them bringing up this horrifying car. With the wing area that rivals most small aircraft, more power than an F1 car, and a purpose built mid engine, AWD chassis, this car really took full advantage of the “Unlimited Class” in the Race to the Clouds.

-KF

(photos: flickr)