767 and 787 was retained. Other modifications made to the 787's design included a relocation of the radiators. Initially placed beside the cockpit on the 767, a new single radiator was integrated into the nose of the 787. Air moved from the blunt nose of the car underneath the bodywork and through the radiator before exiting in front of the windshield. A Gurney flap was located at the radiator exit to increase front-end downforce. This new radiator location also meant a redesign of the doors of the car, where the old radiator design had been located. The intake in front of the door and exit behind were no longer necessary and were thus not included, giving the 787 a smoother bodywork design on top. To aid in rear engine and brake cooling, intakes were placed on the side bodywork, immediately above the exhaust cooling vents. As before, Stroud's monocoque design was built from carbon and kevlar by Advanced Composite Technology in the United Kingdom. Carbon fiber body panels were affixed to the two initial chassis that were built in 1990. 787B Following the 1990 season, Mazda continued development of the 787 chassis in order to make improvements on its pace and reliability. One major development was the intake system for the rotary engine. In the past, Mazda had developed variable-length telescopic intake runners to optimize engine power and torque for varying RPM levels. For 1991, the system became continuously variable, rather than previous versions that had steps for different engine ranges. This resulted in an increased torque of at 6,500 rpm. The 787B's onboard ECU controlled the action of the telescopic intake. Another main improvement was the change in suspension geometry which allowed for larger wheels to be fitted along with carbon ceramic brakes, a first for a Mazda racing car. The engineers at Mazdaspeed determined that fuel efficiency was crucial for achieving victory so they restricted the redline of the engine to 8,500 rpm thus reducing the power output to . Emphasis was put on high cornering speeds rather than attaining high top speeds at the straight sections of the track. Jacky Ickx was appointed as an advisor to guide the team in preparing the car. Three new 787Bs were built for 1991, while the two existing 787s were also upgraded with the new intakes. For Le Mans, two 787Bs were entered along with a 787 in the C2