Spider 905 RenCar ex 24h du Mans 1992

Ren-Car (Orion) LM #001
Eric Bellefroid
Marc Alexander / Franck de Vita / Walter Breuer
Finished but not classified during the 1992 Le Mans 24 Hours, 274 laps behind the winning Peugeot 905.
Eric Bellefroid set the 28th fastest time in 4'46"715.

After a very long absence as a manufacturer, dating back to 1926, Peugeot decided to make its return to endurance racing in 1991 with the 905.
With this return in mind, the Sochaux-based marque decided to launch a promotional formula inspired by the Alfa Cup and the Renault formula, the Peugeot Spider 905 Cup.
Precise specifications were defined and proposed to various manufacturers.
Many were interested, but in the end, few took up the challenge.
To preserve the one-make design, Peugeot imposed a kit.
It included the bodywork, the upper part of which was a single-seater, as well as the lower part, all designed by Gerard Welter and made of composites.
The engine, based on the 1905cc XU9J4 4-cylinder aluminium engine from the 405 Mi16 and 309 GTi16, was tuned and increased to 220bhp.
A specific braking system is manufactured by Brembo.
The chassis and suspension remained unchanged, insofar as no composites other than honeycomb aluminium were used, the tubular section remained in steel, and the construction had been validated by the PTS.
The first chassis, presented at the Salon de la Voiture de Course in February 1991, was designed by WR.
A second chassis was built by the Thorigny stable, and apparently took part in the 1992 French championship.
The promotion formula was dominated from the very first year by Martini chassis, of which an estimated fourteen were built in the first year.
A third manufacturer, Orion, which had specialised in Formula Renault and Formula Ford since 1987, built four chassis for the occasion.
Finally, it seems that at least one Alba chassis was also assembled for the 1992 Cup.
That year, the Le Mans 24 Hours was once again part of the World Sports Car Championship and, in keeping with the moribund state of the competition, the initial entry list was meagre.
To complete the field, the ACO decided to create a C4 category, open to vehicles from the national cups, such as the 905 spider and the Alfa Romeo cup, on condition that they were brought up to the standards of the 24h regulations and fitted with, among other things, headlights, lights, indicators, alternators, etc...
Jacky Carmignon, a garage owner in La Chatre with a passion for motor sport who had made a name for himself in the 1970s at the wheel of a Rallye 2, and who occasionally worked as a trainer on the circuit, decided to team up with his friend Jacky Renaud, a former Oreca employee who had been preparing F3 cars since the 1970s, to enter a 905 spider in the Manche classic.
Carmignon approached Orion and oversaw the construction of a fifth hull, specifically prepared for Le Mans.
Michel Elkoubi joins the adventure and the spider is assembled in the workshops of the Garage BMW Mirabeau, in the 16th arrondissement of Paris.
The Orion's suspension was completely reworked and the honeycomb body was reinforced with a tubular steel frame at the top, to overcome the stiffness problems encountered by all the spider manufacturers that year.
The car was seriously lightened thanks to a Kevlar-carbon body, apparently produced by Peugeot Talbot Sport, and which incorporated headlights and a complete electrical harness.
Apart from the installation of an alternator and an oil tank on the right-hand side of the body, the capacity of the fuel tank has been increased and the cooling system extensively modified. The water and oil radiators, located on the right-hand side of the chassis, have had their capacities greatly increased.
The Hewland F3A gearbox has also been revised, adapted to the circuit and fitted with a lubrication pump, while the four-cylinder engine has been specially prepared for endurance racing, apparently at Peugeot's expense, at P3 in Cannes.
The XU9J4 is fitted with a 405 Mi16 crankshaft and specific mapping for the occasion.
As Orion had little involvement in the adventure, the spider was finally given the name Ren-Car, taking the first part of the names of its sponsors, Renaud and Carmignon.
With a four-cylinder atmo rated at 220bhp at 8000rpm, the Ren-Car weighed in at 595kg, 61kg more than the WR.
As far as the drivers were concerned, the Ren-Car caused some concern in 1992.
Apart from Marc Alexander, who could claim Formula Ford racing experience, Franck de Vita and Walter Breuer had, until then, only taken part in driving courses.
They were coached by the former and, at Jean Todt's request, the Ren-Car was fitted with a retro-reflective strip at the rear to warn of its presence.
The car was eventually entered in the name of Eric Bellefroid, one of the competitors in the Spider 905 Cup, who did not take the wheel of the Ren-Car in the race, but qualified it in 28th place in 4'46"715.
It was Marc Alexander who took the start and crashed out on the formation lap in the Dunlop chicane.
The Parisian came home after just two laps and after a check of the engine, the verdict was clear: the cylinder head gasket had broken and the cylinder head was twisted.
René Huger, the preparer of the Debora's Alfa block, came to the rescue for a very long mechanical session, which ended with a specific head gasket repair using Araldite.
After six hours of repairs, Ren-car returned to the track at 10.03pm, with Franck de Vita at the wheel.
After seven laps, Walter Breuer settled into the bucket at 11.26pm and completed a full stint.
An electrical check was carried out during the next stint, and it was Alexander who took to the track as the spider closed the gap anyway.
The Parisian completed nine laps before handing over to de Vita, who set off again at 1:59 (second photo).
The last survivor of the C4 category emerged from the night with a change of spark plugs on the four-cylinder and a change of bearing on the left rear hub.
But the suspension and clutch were showing signs of weakness and Michel Elkoubi decided to retire the car after 76 laps of the race.
Against all the odds, the Ren-Car, which had not given up, took to the track again at 3.27pm, in the hands of Franck de Vita, and completed three laps before the chequered flag.
It was the only C4 to finish, but with 79 laps completed, it was obviously not classified.
After the race, thanks to a well-intentioned marshal who was clearly a fan of small cars, Marc Alexander was able to take a 'pirate podium'.

The Ren-Car LM #001 remained inactive until 1994, when, once again fitted with a polyester bodywork and an engine that had been brought up to standard, it was rented out and enabled a number of drivers to enter various events in the 905 spider cup.

It has since been kept by a French enthusiast and is currently being offered for sale.

The car has not been driven much since 1994. The gearbox is from the Le Mans 24 Hours.
It has been completely rebuilt (clutches, bearings, lubrication pump) and has only been driven twice since.
The wheel bearings are new, the shock absorbers rebuilt and the ball joints changed if necessary. Geometry and wheel weights are done.
The engine had been restored to the 1994 Cup configuration. It has also been overhauled. The timing will have to be replaced (it's the same as the 405 MI16), and the fluids changed...
The 24h bodywork is in carbon kevlar and still has all its original 24h stickers.

The car can be sold with a large number of parts: a second full coupe body, a large number of rims, driveshafts, wishbones, hub carriers, 24h electronics, transmissions, etc.
It is eligible for the Le Mans Classic in the Group C, Dix mille tours, Grand Prix de France historique, Historic T, HVM and other categories.

90,000 euros without the additional parts package. 99,000 euros with the additional parts package.