The Porsche 962 (also known as the 962C in its Group C form) is a sports-prototype racing car built by Porsche as a replacement for the 956 and designed mainly to comply with IMSA's GTP regulations, although it would later compete in the European Group C formula as the 956 had. The 962 was introduced at the end of 1984, from which it quickly 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 later 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 also 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, and 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, which had been 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 officially used by the factory team, while 75 were sold to customers. Some 956s were rebuilt as 962s, with two being previously written off and four others simply rebuilt. Three 962s that were badly damaged were also 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 (Norbert) Singer (the designer of the 962 and head of Porsche's motorsport division at the time) and the team were, it was really 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 heavily 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 (Road America) that season.
Porsche debuted the 962 at the 1984 24 Hours of Daytona with Mario and Michael Andretti driving the factory car which led the race until it retired during lap 127 with engine and gearbox problems. The first 962 to appear at Le Mans and indeed in Europe was also in 1984 when American Preston Henn entered one in the IMSA GTP class. The car, driven by Henn, Michel Ferté and Edgar Dören, was classified in 26th position despite their race ending after 247 laps with ignition failure.
For 1985, the 962C would debut in the World Sportscar Championship, but ironically the car lost to an older 956, which had already taken WEC top-honors four times. Under pressure from new cars from Jaguar and Mercedes-Benz, in 1987 Porsche again brought in a new engine, a more durable and powerful 3.0 L unit which powered the car to an overall win at the 1987 24 Hours of Le Mans, Porsche's record seventh consecutive victory at the race.
After a post-'87 "dry spell", Porsche customer Jochen Dauer got the 962 re-classified as a road legal GT1 car under a loophole in the new ACO regulations for the 1994 24 Hours of Le Mans.