Hans-Joachim Stuck, nicknamed "Strietzel", is a German racing driver who has competed in Formula One and many other categories. He was born in Garmisch-Partenkirchen, is the son of Christa Thielmann and the legendary Hans Stuck; as a young boy, his father taught him driving on the Nürburgring. In 1969 he started his first motor race at the Nordschleife. Speaking about that day he said, "Getting to the grid was exciting. All of a sudden, my wishes to become a racer came true. I just wanted to start the race and give everybody hell!" The following year, at just 19 years of age, he won his first 24 hours race at the wheel of a BMW 2002ti. He won there again in 1998 and 2004, each time with a BMW touring car. In 1972, Stuck teamed up with Jochen Mass to drive a Ford Capri RS2600 to victory at the Spa 24 Hours endurance race in Belgium, his campaigns racing the BMW 3.0 CSL "Batmobile" were successful in 1974 and 1975, in the German DRM as well as in the USA together with Ronnie Peterson. In the 1970s he raced the turbo-charged BMW 320i.
After some success in Formula 2 with a March-BMW, he entered F1 with March. Overall, Stuck participated in 81 Grands Prix, debuting on 13 January 1974, he scored 29 championship points. Incidentally, Stuck was the first driver to be born after the inaugural Grand Prix in 1950. Stuck was quite successful at Brabham-Alfa in 1977, leading the 1977 United States Grand Prix at Watkins Glen in the rain, but was replaced by Niki Lauda for 1978. Stuck missed an opportunity to join Williams F1. Due to his height of 194 centimetres, he did not fit well into the F1 cars of the late 1970s that had the cockpit moved forward. Leaving F1 at that time spared him bad injuries to the leg, as suffered by Ronnie Peterson, Clay Regazzoni, Marc Surer and others. Stuck continued racing touring and sports cars all over the world, winning the 24 Hours of Le Mans twice with a Porsche 962. Stuck says the 962 is the favourite racecar he has driven during his career, describing it has having the "perfect combination of power and downforce".
In the 1990s he tasted touring car success, winning the DTM Championship in 1990 with Audi, before returning to Porsche until the 24 Hours of Le Mans in 1998. He resumed an official role with BMW after that. In 2006, Stuck raced in the inaugural season of the Grand Prix Masters formula for retired Formula One drivers after scoring 6th in the first race event at the Kyalami circuit in South Africa on 11–13 November 2005. January 2008 saw; this role has seen him use his experience to help refine road cars, including the new Golf VI GTI. Stuck announced the end of his active career as a race driver after 43 years after the 2011 Nürburgring 24 Hours, in which he participated with a Reiter Engineering Lamborghini Gallardo LP600+ GT3 together with Dennis Rostek and his sons Ferdinand Stuck and Johannes Stuck. Team Stuck³ finished 15th overall following gearbox problems. In April 2012, Stuck was appointed President of the German Motorsport Association. ‡ Graded drivers not eligible for European Formula Two Championship points Footnotes † — Retired, but was classified as he completed 90% of the winner's race distance.
The Mercedes-Benz C-Class is a line of compact executive cars produced by Daimler AG. Introduced in 1993 as a replacement for the 190 range, the C-Class was the smallest model in the marque's line-up until the W168 A-Class arrived in 1997; the C-Class built at Mercedes-Benz factories in Sindelfingen and Bremen, Germany as well as numerous satellite factories in other countries. The first C-Class sedan produced on 1 June 1993 and the opening of the second generation rolled off the assembly line on 18 July 2000; the C-Class has been available with a 4Matic option since 2002. The third generation was launched in 2007 while the latest generation C-Class came out in 2014. Though available as a sedan and a station wagon, the W203 series in 2000 debuted a fastback coupé version that, when face-lifted, became the Mercedes-Benz CLC-Class; the CLC-Class remained in production until 2011 when a new W204 C-Class coupé replaced it for the 2012 model year. In October 1986, three years into Mercedes-Benz W201's production run, work began on a successor.
Design work began in 1987, with the final design by Murat Günak selected in 1989 and the production design by Olivier Boulay delayed in January 1990 being patented on 19 December 1990. Rough prototypes went into testing in 1989, with first production design prototypes commencing trial in 1990. In May 1993, the first generation W202 C-Class was introduced as a replacement for the 190; the C-Class sedan was the company's entry-level model up until 1997 when Mercedes launched the A-Class. Styling themes were carried over from the previous W201 series, but the new series had a smoother and rounder design than the last generation of compact Mercedes, with styling cues from the W124 E-Class, W140 S-Class, R129 SL-Class. During the 1996 and 1997 Formula 1 season, the C36 AMG served as the sport's Safety Car. In 1994, development began on the W203 C-Class. Design work commenced in mid-1994, with the final design being approved in December 1995 by the executive board. Design patents were filed on 20 April 1998 and 4 March 1999.
Testing began in 1997, with development concluding in 2000. The second generation C-Class was introduced in March 2000; the sedan debuted with a range of inline-four and V6 petrol engines and inline-four and -five diesels W203's received the V6 diesel. Most of the engines were carried over from the W202, but the C320 was exclusive, offering 160 kW; the diesels now featured variable geometry turbochargers. A six-speed manual gearbox was optional on some of the range, With exception to the C320 and C32 AMG. Notably, for the first time, the number designations were no longer equivalent to the engine displacement, more in the Mercedes C200, C240 and C200 CDI. DaimlerChrysler introduced the W204 C-Class on 18 January 2007 and displayed it in the 2007 Geneva Auto Show. Sales started on 31 March 2007 in all European countries; the new family had an extended wheelbase and tracks, a stiffer body/shell and a design inspired by the W221 S-Class with some influences from the C219 CLS-Class. The C-Class received a facelift in 2011 for the 2012 model year including new LED taillights, a revised dashboard and instrument cluster layout, a revised front fascia and headlights.
The W204 platform continued into 2015 with the C-Class coupe. The current generation W205 C-Class was launched at the 2014 Detroit Auto Show, it is the first car to use the all-new Modular Rear Architecture platform. The new structure is lighter using aluminium and high strength steel extensively throughout the body, resulting in a 100-kilogram weight decrease; the car was unveiled on 16 December 2013. W205 production commenced on 4 February 2014 at the Bremen plant. Production occurs at Mercedes-Benz plants in East London, South Africa and Tuscaloosa, Alabama, US. European sales began in March 2014, while the vehicle went on sale in North America in September 2014; the Mercedes-Benz C-Class 205 chassis spawned four C-Class bodystyles. The W205 Mercedes-Benz C-Class received a new look, which made its debut at the 2018 Geneva Motor Show, including exterior changes and new engines. On 10 December 2009, Daimler announced the production of the C-Class will be concentrated at the Bremen plant with additional production in the United States for the domestic market.
Press Kit: TecDay: testing of the new C-Class TecDay: Comfort development for the new C-ClassPress Kit: The new-generation C-Class: Dynamic appearance – inside and out Mercedes-Benz C 63 AMG Coupé
Emanuele Pirro, is an Italian racing driver who has raced in Formula One, touring cars and in endurance races such as the 24 Hours of Le Mans which he has won a total of five times. Two times Italian Karting Champion, Formula Fiat Abarth Champion, two times Italian Touring Car Champion, two times Italian Overall Champion, German Touring Car Champion, he achieved records in endurance racing that place him amongst the best in the discipline, including, he has taken part in over 500 official international races. He was born in Rome, however he traces his roots to the small town of Latera near Viterbo through his mother's family, he is married to Marlene, with whom he has two sons, born in 1993 and Goffredo, born in 1996. He began racing cars in 1980 after having raced seven years in go-karts, where he was two time Italian Champion and runner up in both the European and the World Karting Championships, he went on to win races in all the feeder series he competed in including F3, F3000 and Formula Nippon.
Formula 1 In 1988 he was contracted by McLaren to become test driver to develop the new Honda powertrain for the MP4/4, staying on in that role for the following 3 seasons. His racing career in F1 started at the 1989 French Grand Prix for the Benetton-Ford team, replacing Johnny Herbert, still recovering from injuries sustained in a F3000 accident. For the 1990 and 1991 seasons, he raced for BMS Dallara. Touring Cars Together with his single seater commitments he raced as a factory driver for BMW in touring car racing up until 1993, he raced and won in ETCC, WTCC, Italian Supertouring and DTM. In DTM he became one of the only drivers to win in his debut in the series. Notably, he won the 24 Hours of the Nuerburgring, the Macau Guia Race twice, the Wellington 500 four times, with the legendary BMW M3 E30 and team Schnitzer. After leaving BMW in 1993 he joined Audi to win the 1994 and 1995 Italian Touring Car Championships followed by the German Touring Car Championship in 1996. Between the years of 1994 and 1996 racing in the Italian and German Supertouring championships, he contested a total of 70 races finishing only once outside of the top 10 after being taken out at the start in 1994 at the Salzburgring.
Sportscars After his debut in endurance races at the young age of 19 winning in his class with the Lancia Beta Montecarlo Gr.5 at the 24 Hours of Daytona, winning the Kyalami 9 Hours and a terrible experience at Le Mans the same year, he scarcely participated in these races except sporadic appearances in Japan, first with a Nissan Gr. C at the Fuji 1000 km and with a Porsche 962 Gr. C at the Suzuka 1000 km; that is until his return to Le Mans in 1998 with a McLaren F1 alongside Dindo Capello and Thomas Bscher ending with a retirement. In 1999 Audi unveiled the R8R with which he scored his first of a record breaking nine consecutive podiums at the French classic. In 2000 along with Tom Kristensen and Frank Biela he scored the first of three consecutive wins with the new Audi R8. In 2006 together with Frank Biela and Marco Werner he became the first driver to win the 24 Hours of Le Mans with a diesel car, repeating the win in the following year. In 2008 he announced the end of his racing career with Audi sportscars.
Between the years of 1999 and 2008 he won five 24 Hours of Le Mans, two ALMS championships, two 12 Hours of Sebring and three Petit Le Mans. After 2008 he competed in a number of additional races including a 12 Hours of Sebring and 24 Hours of Le Mans with Drayson Racing in a Lola-Judd LMP1 car, the 24 hours of the Nuerburgring with an Audi R8 GT3, the 2011 Gold Coast 500 in the Australian V8 Supercars Championship. After Racing In 2010 he won the “X-Prize Competition 100mpg-e” with Edison2, he competes in historic racing. In roles still linked to motorsport, he serves as a Brand Ambassador for Audi, is a member of. In addition, he is the President of the Italian Karting Commission, Vice President of the Grand Prix Drivers’ Club and the Club des Pilotes des 24 Heures du Mans, he is a Steward for F1 races, TV pundit and is a frequent guest speaker at events hosted by multinational companies. He owns a 5-star hotel in Cortina D'Ampezzo, he has been a regular player for over 25 years in the Nazionale Piloti football team and the “Star Team for the Children” for Prince Albert of Monaco as well as taking part in other charity events.
1 -- A non-championship one-off race was held in 2004 at the streets of China. "Five-t
Deutsche Tourenwagen Meisterschaft
The Deutsche Tourenwagen Meisterschaft was a touring car racing series held from 1984 to 1996. Based in Germany, it held additional rounds elsewhere in Europe and worldwide; the original DTM had resumed racing with production based cars, as the former Deutsche Rennsport Meisterschaft had switched to Group 5 in 1977 and to expensive Group C sportscars in 1982, leading to its decline. Since 2000, a new DTM has been run as the Deutsche Tourenwagen Masters, again organised by ITR; the original DTM was started in 1984 as Deutschen Produktionswagen Meisterschaft, with cars entered by privateer teams and under FIA Group A rules, but was extensively modified throughout the years, allowing more modifications. In the late 1980s, works teams joined the DTM, it became one of the most popular motorsport championships in Europe. Turbochargers were banned at the start of 1988 season due to cost reasons. In 1993, the Group A rules were abandoned in favor of a more liberalised 2.5 L engine category called FIA Class 1 Touring Cars, with extensive use of ABS, four-wheel drive, electronic driver aids and carbon fibre chassis, the former three were technologies that were banned from F1.
Opel, Mercedes-Benz and Alfa Romeo all fielded works teams after BMW had abandoned earlier. The DTM expanded its horizons for the 1995 season and the teams contested the inaugural FIA International Touring Car Series as well as the traditional DTM; the former was contested over ten races, all held outside of Germany and the latter over fourteen races within Germany. Plans were made to combine the two into one new series, the International Touring Car Championship, for 1996; the ITR governing body sought approval and support from the FIA to begin the new series. In exchange for FIA support, the ITR let the organisation take control over many aspects of the way the ITC was run: crucially, the financial side of the championship was revolutionised. A large proportion of the revenue generated by the championship went to the FIA, with the result that less went to the teams who subsequently complained of little return on their large investment in the high-tech series; the FIA increased the price for television rights with the result that television coverage of the series disappeared from all European countries except Italy and Finland, prices for tickets to races were doubled, access to the circuit paddock to meet the drivers was drastically reduced.
The choices of circuits on which to hold rounds of the championship were unsuccessful – the rounds at Magny-Cours and Interlagos suffered poor attendance. Questions were raised by the manufacturers as to why they were racing in countries in which their cars were not sold. Opel and Alfa Romeo both left the championship after the 1996 season; the DTM returned in the year 2000 with different rules and with semi-International Championship status. The DTM initials now stand for Deutsche Tourenwagen Masters. In 1995 there were two different series with teams competing. DTM consisted of ITC five non-German events. Deutsche Tourenwagen Masters V8Star Series DTM official website Audi Sport AMG-Mercedes Opel Motorsport Schnitzer Motorsport
Allan McNish is a British former racing driver and journalist from Scotland. He is a three-time winner of the 24 Hours of Le Mans, most in 2013, as well as a three-time winner of the American Le Mans Series, which he last won in 2007, he won the FIA World Endurance Championship in 2013. He has been a co-commentator and pundit for BBC Formula One coverage on TV, radio and online. McNish was born in Dumfries and played football while at school, he was a fan of Nottingham Forest and supported his local club Queen of the South. It was. McNish began his career in karting like Galloway driver David Coulthard. McNish credited the start given to both of them and Dario Franchitti as being down to David Leslie senior and junior. McNish and Coulthard both were recognised with a McLaren/Autosport BRDC Young Driver of the Year award having moved up to car racing. In 1988 he won the Formula Vauxhall Lotus championship and in 1989 finished runner up to David Brabham in a close fought British Formula 3 Championship.
During the late 1980s McNish shared a house with teammate Mika Häkkinen. Tipped as a future Formula One driver, he tested with both McLaren and Benetton, whilst competing in F3000 the recognised second tier of European motorsport, in 1990–1992. Whilst racing his first season in F3000, McNish suffered a crash at a race in Donington Park where a bystander was fatally injured, he went on to finish fourth overall in the championship that season. Concentrating on Formula One opportunities meant he appeared in F3000 only once during 1994, at Pau; when a Formula One drive failed to materialise, he returned to F3000 in 1995 with Paul Stewart Racing. While he was arguably the fastest driver of the year, a series of mishaps saw him well beaten by Super Nova drivers Vincenzo Sospiri and Ricardo Rosset in the title race. McNish's career appeared to stall in early 1996 after a deal to race in Formula Nippon fell through and Mark Blundell was preferred for a drive with the PacWest CART team, he tested for Benetton during the year.
Despite devoting his career to the pursuit of a Formula One chance, McNish has become one of the world's most rated sportscar drivers. His sportscar career began in 1996 with Porsche, at a time when their 911 GT1 model revolutionised sportscar racing. With the factory team he took this car to victory in the 1998 24 Hours of Le Mans, partnered by Laurent Aïello and Stephane Ortelli, he subsequently appeared for Toyota and Audi in the race, after losing a victory in the dying stages of the 2007 event, scored a second triumph in 2008 with Tom Kristensen and Rinaldo Capello driving an Audi R10. He has raced with great success for Audi in the American Le Mans Series, winning the title with Dindo Capello in 2006 and 2007, taking four overall victories at the 12 Hours of Sebring. At the 2011 Le Mans McNish destroyed the car in a spectacular crash early in the race and ended the race for Audi No. 3. And again at the 2012 Le Mans, McNish made a driving error and lost a first place by crashing the Audi No. 2 car a few hours before the finish.
He codrove the No. 8 Starworks Motorsport Riley-Ford to a second-place finish at the 2012 24 Hours of Daytona. In the 2000 American Le Mans Series season McNish set a track record for the full circuit configuration at Sears Point International Raceway. McNish found an opening into Formula One in 2001, when the newly formed Toyota F1 team required a development driver. Given his link with Toyota through sportscars he was an obvious choice for this role, after impressing in testing he was hired to race for the season, he did not score any points during the season's 17 races, he and teammate Mika Salo were replaced with a new line-up of Olivier Panis and Cristiano da Matta for 2003. Salo had scored points for the team on their debut in Melbourne and McNish had nearly done the same in the Malaysian Grand Prix, only for a pit lane mistake by the team to cost him the result. Both drivers were told of their replacement before Da Matta was announced, ITV's Martin Brundle commented that "replacing Salo and McNish with Panis and A.
N. Other" was not, in his view, a step forward. McNish had a dramatic accident at the 130R corner while practising for the Japanese Grand Prix at Suzuka, but escaped serious injury; this led to the corner being reprofiled the following year. In 2003 he was a test driver for Renault F1 doing a little TV work for ITV, but the next year he returned to his successful sports car racing career, winning the 12 Hours of Sebring, combining this in 2005 with a venture into the competitive DTM, where he competed against the likes of former Formula One drivers Mika Häkkinen and Jean Alesi, he won sportscar driver of the year awards from Autosport and Le Mans magazines and the Stewart Medal Award for services to Scottish motor sport. He was made the president of the Scottish Motor Racing Club at their annual prize giving and dinner in 2007, succeeding Stewart. In 2006, he continued racing with the Audi factory team and was part of the driving line-up which won the 12 Hours of Sebring in the new Audi R10 TDI diesel, setting pole position and breaking the lap record.
In 2008, McNish won the 24 Hours of Le Mans for Audi alongside Rinaldo Capello. It was his first win at la Sarthe since 1998. McNish won the 2013 24 Hours of Le Mans as well with Loïc Duval. In 2013, McNish became a world champion as he won the 2013 FIA World Endurance Championship alongside Kristensen and Duval. Since Formula One has
The Porsche 962 is a sports-prototype racing car built by Porsche as a replacement for the 956 and designed to comply with IMSA's GTP regulations, although it would compete in the European Group C formula as the 956 had. The 962 was introduced at the end of 1984, from which it became successful through private owners while having a remarkably long-lived career, with some examples still proving competitive into the mid-1990s; the vehicle was replaced by the Porsche WSC-95. When the Porsche 956 was developed in late 1981, the intention of Porsche was to run the car in both the World Sportscar Championship and the North American IMSA GTP Championship; however IMSA GTP regulations differed from Group C and subsequently the 956 was banned in the US series on safety grounds as the driver's feet were ahead of the front axle center line. To make the 956 eligible under the new IMSA regulations, Porsche extended the 956's wheelbase to move the front wheels ahead of the pedal box. A steel roll cage was integrated into the new aluminium chassis.
For an engine, the Porsche 934-derived Type-935 2.8L flat-6 was used with air cooling and a single Kühnle, Kopp und Kausch AG K36 turbocharger instead of the twin K27 turbochargers of the Group C 956, as twin-turbo systems were not allowed in IMSA's GTP class at the time. The newer Andial built 3.2L fuel injected flat-6 would be placed in the 962 by the middle of 1985 for IMSA GT, which made the car more competitive against Jaguar. However it would not be until 1986 that the 2.6L unit from the 956 was replaced in the World Sportscar Championship, using 2.8L, 3.0L, 3.2L variants with dual turbochargers. The cars run under World Sportscar Championship regulations were designated as 962C to separate them from their IMSA GTP counterparts; the 3.2L unit, eligible under IMSA's Group 3 engine rules, was banned by IMSA in 1987. In 1988, to counteract against the factory Nissans and the threat of withdrawal from Porsche teams, water-cooled twin-turbo Porsche engines would be allowed back but with 36 mm restrictors.
In total, Porsche would produce 91 962s between 1984 and 1991. 16 were used by the factory team, while 75 were sold to customers. Some 956s were rebuilt as 962s, with two being written off and four others rebuilt. Three 962s that were badly damaged were rebuilt and had been given a new chassis number due to the extensive reconstruction. Due to the high demand for 962 parts, some aluminium chassis were built by Fabcar in the United States before being shipped to Germany for completion. Derek Bell, a 5-time Le Mans winner, drove the 962 to 21 victories between 1985 and 1987, remarked that it was "a fabulous car, but considering how thorough Singer and the team were, it was quite easy to drive." Due to the sheer numbers of 962s, some teams took it upon themselves to adapt the car to better suit their needs or to remain competitive. These modifications included new bodywork for better aerodynamic efficiency, while others changed mechanical elements. Long-time Porsche campaigner Joest Racing modified a pair of 962s for the IMSA GTP Championship in 1993 to better compete against Jaguar, taking the 962's final sprint race victory that season.
Beyond minor modification, some private teams reengineered the entire car. One noted problem of the 962 was a lack of stiffness in the aluminium chassis, which lead some teams to design a new chassis, buy components from Porsche to complete the car; some custom cars had unique bodywork. Some teams would offer their 962s to other customer teams. Among the most popular built 962s was that from Kremer Racing, named the "962CK6, which did away with the original aluminium sheet tub of the original Porsche chassis, replacing it with a carbon fibre tub. Eleven were campaigned by Kremer and other teams. John Thompson designed a chassis for Brun Motorsport, eight of which were built and helped the team take second in the World Sportscar Championship in 1987. Thompson would build two chassis for Obermaier Racing. Richard Lloyd Racing's GTI Engineering would turn to Peter Stevens and Nigel Stroud to develop four 962C GTis, which featured revised aero and aluminium honeycomb rather than sheet tubs. Former factory Porsche driver Vern Schuppan would build five new chassis, some known as "TS962s".
In the United States, the ball got rolling when Holbert Racing began making modifications to their own chassis and rebadging them with "962 HR-" serial numbers. The search was always on for a stiffer and safer 962 monocoque and Jim Busby contracted Jim Chapman to build a more robust version of the 962 monocoque. Fabcar would become the de facto factory tub supplier, supplying chassis with official Porsche serial numbers. Fabcar incorporated changes to the factory tub, replacing the simple sheet aluminum construction with a combination of sheet aluminum and aluminum honeycomb in addition to billet aluminum bulkheads; these changes increased the tub's crashworthiness and stiffness. Dyson Racing purchased a Richard Lloyd Racing/GTi Engineering 962 monocoque for use in their Porsche 962 DR-1 chassis. A Fabcar tub was used in Dyson's Porsche 962 DR-2; some 962s were more extensively modified, with several open-cockpit versions being developed in the mid-1990s to run under new sportscar regulations.
Kevin Jeanette built the Gunnar 966. Kremer Racing would once again develop their own chassis, with the open-cockpit CK7 running in Interserie and K8 running at most international sportscar races, including Le Mans and Daytona; these cars shared little with the original 962s, using custom bo
Earl Anderson Bamber is a professional racing driver from New Zealand competing as a factory driver for Porsche Motorsport in the WeatherTech SportsCar Championship GTLM class. He is the 2014 Porsche Supercup and double Porsche Carrera Cup Asia champion, he is a double Le Mans 24 Hours winner, having won the 2015 24 Hours of Le Mans with Nico Hülkenberg and Nick Tandy and the 2017 24 Hours of Le Mans with Timo Bernhard and Brendon Hartley. The trio was joint winner of the 2017 FIA World Endurance Championship for Drivers. Earl Bamber was born in Whanganui, New Zealand, to Paul and Maureen Bamber, lived on a farm where he learned to drive in the small settlement of Jerusalem on the Whanganui River, he attended Wanganui Collegiate School along with William. Bamber began in kart racing and won his first title aged 12, at the North Island Sprint Championships, his first national title at the 2004 Sprint Kart Championship meeting in Auckland; that year, he secured a podium at the Rotax Max category's annual Grand Final in Portugal after dominating the Junior class in the 2004 Rotax Max Challenge of New Zealand.
Bamber progressed through karts and single seater series and was ranked sixth highest future star in the world by the internationally recognised website driverdb.com in 2008. At 15 he switched to the New Zealand Formula Ford Championship before competing in Asia two years where he won the Asian Formula BMW title, he achieved pole positions, fastest laps and podium results in Formula Renault V6 and Australian Formula 3, despite a tight budget. In 2008 he won two vice-championship trophies – in Formula Renault V6 Asia and Toyota Racing Series New Zealand. Bamber contested several rounds of the international A1 Grand Prix series for the New Zealand team in 2009, finishing on the podium three times, he stood on the podium in GP2 Asia, at the age of 19. In 2010 he repeated his 2008 success and was again crowned runner-up in the New Zealand Toyota Racing Series. In 2013, Bamber made his first appearance in Porsche's one make series in the Porsche Carrera Cup Asia with Malaysian team, Nexus Racing, he battled all season with Martin Ragginger but won the drivers championship.
Bamber was successful in endurance racing, winning the Bathurst 12 Hour with Grove Racing, alongside team owner and Carrera Cup Australia regular Stephen Grove and eventual Supercup rival Ben Barker. He was subsequently selected to race in three Porsche Supercup meetings. Bamber's inaugural sportscar racing season ended with victory in the Carrera Cup Asia race at the 60th Macau Grand Prix meeting, defeating nine-time World Rally Champion Sébastien Loeb in the process. Porsche Carrera Cup Asia nominated Bamber for the Porsche Motorsport International Cup Scholarship shootout in Oschersleben, where he beat seven other top pilots from Porsche one-make cups series around the world. Part of the selection process included the simulation of a qualifying session as well as an entire race, he received funding of 200,000 Euros for his 2014 Porsche Supercup season campaign the following season. Bamber raced with FACH Auto Tech in the Porsche Supercup alongside Porsche Carrera Cups of Germany and Asia with Team 75 Bernhard and LKM Racing, respectively.
After ten rounds in the Supercup, Bamber won the drivers championship with 155 points, ahead of Kuba Giermaziak on 132 points, becoming the first New Zealander to win the Porsche Supercup title and the first rookie to do so. After seven of the ten races, the FACH Auto Tech driver had won the rookie classification, he dominated the Porsche Carrera Cup Asia season on his way to retaining the title as he won eight out of the ten races that he competed in despite missing two races in Zhuhai due to his concurrent commitments in Porsche Supercup and Porsche Carrera Cup Germany. With the support of Team 75 Bernhard, Bamber competed in ten out of eighteen rounds of the Porsche Carrera Cup Germany with two wins, five podiums and three fastest laps, he left the series holding second position in the Drivers Championship and was seventh overall at the end of the season. Bamber replaced the injured Richard Lietz in the Porsche 911 RSR at the Petit Le Mans in the United SportsCar Championship, joining Porsche works drivers Patrick Long and Michael Christensen.
Their second place ensured team Porsche North America, run by Core Autosport, won the manufacturers title in the championship. Prior to the 2015 season, Bamber signed with Porsche Motorsport as a works driver. In January 2015, he and fellow works drivers Jörg Bergmeister and Frédéric Makowiecki took the No.912 Porsche 911 RSR to seventh place at the 24 Hours of Daytona. Bamber and Nick Tandy joined Formula One driver Nico Hülkenberg in the Porsche LMP squad to contest the 6 Hours of Spa-Francorchamps and the Le Mans 24 Hours in a 919 Hybrid. Bamber's car No. 19, was third on the grid after Porsche finished first and third in qualifying, but ended up winning comfortably. Bamber's childhood friend and Porsche teammate, Brendon Hartley, with co-drivers Mark Webber and Timo Bernhard, started from second on the grid in a 919 Hybrid and finished the race in second place. Bamber claimed his first career GT Le Mans pole at the Continental Tire Road Race Showcase at Road America in his first qualifying attempt as a Porsche factory driver on August 8.
He bettered the previous lap record by more than a full second. He made a guest appearance in the FIA World Endurance Championship's 6 Hours of Nürburgring, filling in for Klaus Bachler in the No. 88 Abu Dhabi-Proton Racing Porsche 911 RSR. Bamber made his debut in the FIA GT World Cup in the streets of Macau in November; the versatility in going between LMP1, GTE-Pro and GTE-Am th