diagram. This earned it the nickname "Der Trüffeljäger von Zuffenhausen" (The Trufflehunter of Zuffenhausen, or just plain "Pink Pig". It qualified 7th and ran as high as 3rd, but during the night Reinhold Joest, co-driving with Willi Kauhsen, crashed the car at Arnage after its brakes failed. Also at Le Mans the revised Langhecks, now cured of their earlier vices, all failed to finish, although Pedro Rodriguez set a fastest qualifying lap which, partly due to circuit changes, still stands today. The winning car was the Martini Racing 917K of Helmut Marko and Gijs van Lennep, equipped with a magnesium frame, which set an overall distance record that stood until 2010. All in all, four separate Le Mans track records were broken that year: fastest qualifying lap, fastest in-race lap, highest top speed, and longest distance covered, all set by 917s. The Targa Florio and Nurburgring 1000km were again missed out by the works teams, although privateer Willi Kauhsen, partnered by Reinhold Joest took 5th place at the Nurburgring. The next race was another high-speed circuit, the Österreichring, where Pedro Rodriguez and Richard Attwood brought the only 917 finisher home in 1st place. The last race of the season, and the last race under the 5-litre capacity regulations, was the Watkins Glen 6 Hours. The Penske Ferrari again beat the 917 to the pole, but again suffered mechanical problems and failed to finish. However, the Alfa Romeo Tipo 33 of Andrea de Adamich and Ronnie Peterson beat the JW Porsches to the flag by a margin of two laps. And with that, the 917's World Sportscar career was over. JW Automotive took a car to the non-championship Barcelona 1000km and the 1000 km of Paris, Derek Bell and Gijs van Lennep winning the latter event. The 917's swansong came in 1972, when Wilson Fittipaldi won the last race in the Copa Brasil series in the ex-Zitro Racing 917K. 1972–1973 Can-Am As the new rules for the 3-litre prototypes were not favourable to their existing low-weight, low-power Porsche 908, Porsche decided against developing a new high power engine that could keep up with the F1-based engine designs of the competition — at least in naturally aspirated form. In 1976 they would return to sport-prototype racing with the turbocharged Porsche 936 race cars after the engines were tested in Porsche 911 versions. After their successes with the 917 mainly in Europe, Porsche