Universally acknowledged as the world’s fastest 962 in period, the Miller car is one of the most iconic and instantly recognisable liveries.
The famous 'Miller 962' was rightly seen as the fastest 962 in the world, with wins at the Daytona 24hrs, the Porsche Cup and the Palm Beach GP in 1989. It was driven by Derek Bell for his final 24 hrs win and featured the bespoke 'Chapman' tub.
Driven by John Andretti, Derek Bell & Bob Wollek, this victory set the scene for a superb 1989 season. Derek Bell's last major 24hr victory.
Starting from Pole and in the BF Goodrich livery, the 2nd place was achieved by the team of Mauro Baldi, Bob Wollek & Brian Redman.
The only IMSA victory for a 962 in 1989, adding to the Miller car also achieving the 50th race win for the Porsche 962. Driven by John Andretti & Bob Wollek
This fantastic year was crowned by victory in the 1989 Porsche Cup USA.
03/02/1985 Daytona 24-Hours P.Halsmer / R. Knoop/ D. Quester #68 DNF
Accident demolished front suspension and badly damaged the tub.
01/02/1987 Daytona 24-Hours Bob Wollek / D. Brassfield / J. Busby #67 62nd NR
01/03/1987 Miami D. Brassfield / B. Wollek #67 9th
21/03/1987 Sebring D. Brassfield / B. Wollek / W. Dallenbach #67 7th
12/04/1987 Road Atlanta D. Brassfield / W. Dallenbach #67 4th
26/04/1987 Riverside D. Brassfield / W. Dallenbach #67 3rd
03/05/1987 Laguna Seca B. Wollek #67 6th
07/07/1987 Mid-Ohio D. Brassfield / B. Wollek #67 2nd
21/06/1987 W. Palm Beach B. Wollek / D. Brassfield #67 14th
26/07/1987 Portland B. Wollek / D. Brassfield #67 6th
02/08/1987 Sears Point: B. Wollek #67 NR
30 - 31/01/1988 Daytona 24-Hours M. Baldi/ B. Wollek / B. Redman #67 2nd / Pole
Aerodynamics modified by Roman Slobodydinskij. Short-tail, long-nose.
27/03/1988 Miami B. Wollek / M. Baldi #67 NR
23/04/1988 W. Palm Beach B. Wollek #67 Disq.
04/06/1988 Mid-Ohio B. Wollek #67 5th
02/07/1988 Watkins Glen B. Wollek #67 4th
13/08/1988 Sears Point B. Wollek #67 5th
01/10/1988 Columbus B. Wollek / M. Baldi #67 3rd
22/10/1988 Del Mar B. Wollek #67 3rd
04/02/1989 Daytona 24-Hours J.Andretti / D. Bell / B. Wollek #67 1st
05/03/1989 Miami GP J.Andretti / D. Bell / B. Wollek #67 5th
18/03/1989 Sebring 12 Hours J.Andretti / B. Wollek #67 DNF
02/04/1989 Road Atlanta J.Andretti / B. Wollek #67 DNF
23/04/1989 Palm Beach J.Andretti / B. Wollek #67 1st
29/05/1989 Lime Rock J.Andretti / B. Wollek #67 DNF
04/06/1989 Mid-Ohio J.Andretti / B. Wollek #67 2nd
Sold to Kevin Jeannette/ Jeff Hayes. Gunnar Racing
02/07/1989 Watkins Glen J.Andretti / B. Wollek #67 9th
16/07/1989 Road America J.Andretti / B. Wollek #67 4th
30/07/1989 Portland J.Andretti / B. Wollek #67 6th
13/08/1989 Topeka J.Andretti / B. Wollek #67 7th
03/09/1989 San Antonio J.Andretti #68 3rd
03/10/1989 Sears Point J.Andretti #67 9th
22/10/1989 Del Mar J.Andretti / B. Wollek #67 13th
As per IMSA rules, 962 -108 was an air-cooled 3 litre single turbo. Chassis 108 was delivered to Jim Busby Racing for use in the IMSA Camel GT Championship, along with 105, 106 and, later on, 119.
After delivery, 108 was prepared for the 1986 Daytona 24 Hours, the peak of American endurance racing, to be raced by Pete Halsmer, John Morton and Dieter Quester. Halsmer was cut off trying to pass a back marker, and crashed, luckily without serious injury to the driver. Although 108 seemed to be a total wreck, upon further inspection it was found that much of it could be reused. For the balance of the 1986 season 105 was used, whilst Jim Chapman was enlisted (with the permission of the factory) to build a stronger tub for 108 using honeycomb aluminium and a solid billet milled bulkhead instead of the factory's sheet aluminium. Work went slowly, whilst the season was finished out by 105 and 106.
When Al Holbert of Holbert Racing (also in charge of Porsche Motorsports North America), heard of the new honeycomb chassis being built by Chapman, he made a series of attempts to acquire it for his own use. In the end a deal was done to swap the tub for access to 3.2 litre pistons and cylinders that were secretly giving Holbert a significant horsepower advantage over Busby's team.
This tub, named CO1, was then installed into Holbert's multi race winning 962-HR1. Chapman was then commissioned to build the next honeycomb tub, CO2, to go into what would become the 'second coming' of 108. Busby wanted the same power for 108 that he could see was there for Holberts 962s, who frequently outclassed him on the straights. Andial would not oblige, due to Holberts status as the official Porsche Representative.
So, typically, Busby tried another path. He asked Ed Pink, his engine builder, to see what could be achieved. By cracking the Bosch Motronic injection system computer and with some slight engine changes, he found he could offer another 80 bhp!
This new 962 was christened 962.108B and was transported to Daytona in January 1987. From then on, 108B was a very strong contender, achieving 2nd, 3rd, 4th and a couple of 6th placings but at Sears Point the 962 was again crashed, this time by Bob Wollek. Despite a spectacular crash, Wollek only suffered a dislocated shoulder, proving the Chapman tub is clearly the strongest and safest of all.
A by product of Jim Busby's height also meant it is the roomiest of all 962s. So, Busby was once again looking at another Chapman chassis if 108 was to compete again in just a few months time, keeping the old tub to repair at a later date, a job that we are finally completing at the present.
16 weeks later, 962.108C was ready, sporting the familiar BF Goodrich livery. 1988 was the year of Nissan, with them winning 8 races in succession, but 108C ran fabulously at the legendary 1988 Daytona 24 hours - achieving both pole position and leading the race, ultimately coming in second to the brand new Jaguar XJR-9, after a fantastic race long battle. Had it not required repairs after minor contact, the story could have been different. Further improvements to 108C continued with the fitting of a rear brace for stability and suspension tweaks.
The body was altered to provide a 'short nose, long tail' layout, and downforce was improved by grafting the nose of a Porsche 956 onto the rear of the 962 nose. Further work on air entry points, wing positions and rear filling combined with Pinks' engine improvements meant that Busby's work, and faith, in 108 was about to pay off. Bob Wollek took two 3rd places, a 4th and a 5th in the remainder of 1988, co-driven by Mauro Baldi on several ocassions. This 108 also sometimes carried another designation - 962.108C2.
During testing, Busby realised he was onto something special. Busby could pull 800 more revs than before in some points, and the improved performance meant that spectacular passes were possible on the straights against other 962s. This was more than aerodynamics though - work on the waste gate meant that power could be boosted at low speeds to provide maximum acceleration.
During the winter, radical changes were made to the body, resulting in a unique looking car, not dissimilar to the all conquering Nissans. Tested up against the latest works lightweight Sprint spec Porsche 962C - sent over directly from the Porsche factory, it simply outstripped it, ahead by 1.75 to 2.5 seconds during back to back tests at different tracks.
Now wearing the famous Miller Livery and running on Goodyears, it was time. Derek Bell, Bob Wollek and John Andretti this time won the Daytona 24 Hours outright in 108C2-2, without even using qualifying boost, and in the words of Busby 'we took it easy' finishing 90 seconds ahead. This was Derek Bell's last major 24 hour victory, and he has always carried a high regard for this car, often quoting this race as one of the toughest to win, especially in the light of the competition from the factory Jaguar and Nissan teams.
The win was also celebrated as the 50th victory for a Porsche 962 in the United States. A further win at West Palm Beach in April, driven by Wollek and Andretti was the only non Nissan victory of the season.
A variety of 3rd, 4th, 5th and 6th placings resulted in the "Miller car" finishing off a fabulous year by also winning the Porsche Cup USA for 1989. Mid season, Jim Busby sold the Miller car to Kevin Jeanette, of Gunnar racing, so he could run a Nissan for 1990, and the car has enjoyed a gentle life in retirement, after the end of the 1989 season.
It joined our collection at the beginning of 2005 and immediately starred at that year's Goodwood Festival of Speed - reunited with Derek Bell. In 2007, Derek was guest of honour at the Amelia Island concours, and the Miller car was taken back 'home' for Derek to open the event with. It returned for another visit to America that year for Porsche North America, to attend Brian Redman's fabulous tri-annual Rennsport celebration, and starred during display laps with the latest Porsche RS Sypder on the famous Daytona banking.