page_title: Richard Lloyd Racing
section_title: 962C GTi
hierarchical_section_title: Richard Lloyd Racing / GTi Porsches / 962C GTi
caption_attribution_description: The Silverstone Classic Trophy race-winning RLR-Porsche 962C (#14, UK Porsche livery) receiving attention in the pits at Silverstone, July 2007. Photograph shows well the design of the front end of the monocoque, front suspension and brake cooling ducting.
context_page_description: Richard Lloyd Racing, originally named GTi Engineering, was a British auto racing team created in 1977 by driver Richard Lloyd. Originally named for the Volkswagen Golf GTIs that Lloyd raced in the British Saloon Car Championship, they went on to become a successful Porsche privateer in the World Sportscar Championship. Richard Lloyd Racing eventually folded at the end of the 1990 season due to the increased cost of the World Championship.
  The team was also known for their extensively modified Porsche 956s and 962Cs, developed to overcome some problems in the original Porsche design and construction. The cars, all named GTi after the team, were able to outperform their standard counterparts. The GTis made some of the first uses of exotic materials and innovative design elements that would later be adopted by Porsche and other manufacturers.
  Even after the racing team had moved on to running Porsches, GTi Engineering remained a division of Richard Lloyd Racing and continued to offer car tuning for Volkswagen and Audi products. Parts and full conversions were constructed in their shared race shop at Silverstone Circuit.
context_section_description: In an attempt to catch the improving capabilities of the factory 962Cs, Lloyd commissioned the construction of a new car for the 1987 season.  As before, the monocoque was designed by Nigel Stroud, while standard 962 parts were adapted to fit alongside custom-built pieces.  The first chassis, intentionally retaining the identification #106B but not the same chassis as used on the 956 GTi, once again featured noticeable differences from its factory brethren.  The rear of the car was completely redesigned, with the rear wing no longer part of the long tail bodywork.  Instead, the wing hung off the rear of the car, attached only by struts at the center.
  As the 1987 season continued on, modifications were made to the front of the car as well.  The fenders and nose were rounded off, while the front brake cooling ducts and smaller headlights featured an all-new design.  These front end improvements were continued into 1988 with the construction of another car, chassis #200.  The central gap on the bottom of the nose was filled in, allowing for the relocation of the brake cooling ducts towards the center of the car, while an extended splitter was added to aid front downforce.  At the rear, Nigel Stroud adapted a design element which had been used by Jaguar: bodywork covered the sides of the rear wheels of the car, allowing for better airflow.
  Chassis #201 joined the team in 1989, identical to the other team car.  The new car initially retained the rear wheel covers that #200 had used for improved aerodynamic performance, but they were later removed in 1990.  The brake cooling ducts were also moved into larger openings higher on the nose.
  Two further 962C GTi chassis were constructed by GTi Engineering.  Dyson Racing purchased chassis #202, which they further modified for the Camel GT Championship, becoming known as #DR1.  Dyson's 962C GTi won a single event in San Antonio, Texas.  ADA Engineering received #203 for the 1992 24 Hours of Le Mans before using it again in 1994 with Team Nippon.  Chassis #106B was sold after Richard Lloyd had replaced it, and it ended up in the All Japan Sports Prototype Championship in the hands of Trust Racing Team from 1988 to 1990, then the Nisseki Racing Team in 1991.  Chassis #200 also ran in Japan under the Alpha Cubic banner in 1990.
caption: The custom front-end of a 962C GTi chassis
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