VIN: the Martini Racing Porsche 911 2.8 / 3.0 Carrera RSR / 2.2 Carrera RSR Turbo chassis 9113600576 R5

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HISTORY OF CHASSIS 9113600576 R5

Chassis 9113600576, also known as R5, started life as one of the seven 911 RSRs campaigned by the works-assisted Martini Racing outfit in European rounds of the 1973 World Sportscar Championship.

R5 appeared alongside chassis R6 at Martini Racing’s first outing with the RSR: the Vallelunga 6 Hours on March 25th. This was round two of the ‘73 championship; Porsche had famously won the opening race at Daytona thanks to the Brumos RSR driven by Peter Gregg and Hurley Haywood (chassis R4).

For the Vallelunga event, R5 was allocated to the team’s number one driver pairing: Herbert Muller and Gijs van Lennep. Owing to a timing error, they lined up 15th for the race while the sister car of Follmer / Kauhsen qualified 21st with a lap time supposedly six seconds slower.

The two brand new Martini cars had a race long battle with one another that was eventually decided in favour of Follmer / Kauhsen when van Lennep had to make a last minute pit stop to change a front tyre. This let the sister car through to finish seventh overall and first in the GT class. R5 placed eighth overall and second in class.

R5’s next appearance was as Martini Racing’s sole entry for the Dijon 1000km on April 15th (round three). For this event the car had been uprated with titanium springs and a newly homologated trailing link rear suspension set up that reduced the front wheel’s tendency to lift while cornering. Porsche had also fitted a highly secretive new three-litre engine.

Muller / van Lennep qualified 13th, some 2.5 seconds quicker than the standard ‘customer’ RSR of Kremer Racing.

In the race, the only trouble for the Martini car was a change of rear tyre after excessive oversteer had worn it flat. Muller / van Lennep finished three laps ahead of Fitzpatrick / Keller in the Kremer entry to claim victory in the GT class.

Martini Racing ran chassis R6 and R8 at the Monza 1000km on April 24th, but R5 and R6 were back on track for the Spa 1000km on May 6th.

In Italy, the race organisers had put the Martini cars in the Group 5 Prototype class after a protest from a rival. As a consequence, the team decided to run a full-width rear spoiler that was not homologated for the Group 4 GT class. At Spa, R6 was equipped with the Monza-type rear spoiler and ran in the Prototype class. R5 was kept in standard trim to contest the Group 4 GT category.

R5 was originally allocated to Muller / van Lennep, but when they saw how quick R6 was, they decided to switch cars. R5 was therefore raced at Spa by George Follmer and Reihnhold Joest. Neither driver was initially happy with R5’s handling and Follmer’s best time was only good enough for 20th on the grid. John Fitzpatrick had been the quickest GT class contender and lined up 15th having gone round 6.7 seconds faster than R5.

Nevertheless, Follmer moved to the head of the GT field before handing over to Joest, who subsequently returned the car back to him a distant third in class. Although Follmer recovered to second in the GT group, it looked like a class win was out of the question until the lead Kremer RSR blew its engine just before the chequered flag. R5 thus secured its second Group 4 victory in a row.

Porsche then took another famous outright victory when Muller / van Lennep won the Targa Florio on May 13th in R6 (round six of the championship).

Round seven was the Nurburgring 1000km on May 27th, for which Martini Racing took a brand new Prototype class machine with a redesigned back end (R7). R5 was on hand to contest the GT class.

R5 was entered for Follmer / Kauhsen who were easily quickest of the GT class contenders and started 16th. Follmer then went on to establish a healthy lead until his race abruptly ended on lap seven when he lost control at the Adenau Bridge. R5 planted itself firmly into the barrier and incurred quite serious damage. It was not raced again that year.

By the time R5 next appeared in public, it had been rebuilt to 1974 RSR Turbo specification, albeit without the spaceframe back end used by the proper RSR Turbos of that year.

Nicknamed ‘The Tank’ on account of its extra weight compared to the other ‘74 works cars, R5 was entered by Martini Racing for the Imola 1000km race on June 2nd.

Instead of the usual turbocharged engine, the one fitted to R5 (Type 911/78) had been modified so that the cooling fan lay flat on top of the engine like a Porsche 917. Trialled in an attempt to reduce cylinder head temperatures, it apparently gave a few extra horsepower too. The idea was to test the system at Imola with a view to running it at Le Mans.

During practice, ‘The Tank’ (which was taken to Italy for Manfred Schurt and Helmutt Koinigg) had a coming together with a Jolly Club 911. As a result, it only qualified 23rd.

More problems for the Schurti / Koinigg ‘Tank’ followed when, on Saturday morning, it stopped after a few laps of unofficial practice with oil pouring from the base of its new fan housing. The Porsche mechanics set about curing the leak although, by the time the other cars lined up for the race, they were still working in the pits.

Schurti eventually got going, but soon after joining the race, he was back in the pits for another 45 minutes to have the turbo rebuilt as one of the fan blades had broken. The turbo eventually expired for good after 133 laps and R5 was not raced again.

R5 was subsequently sold to Vasek Polak for the Porsche collection at his Hermosa Beach dealership in California.

In later years, Polak sold R5 to collector, Jeff Hayes.

Notable History

Porsche System / Martini Racing Team
Silver Martini livery

25/03/1973 WSC Vallelunga 6 Hours (G. van Lennep / H. Muller) 8th oa, 2nd GT class (#8)

Fitted with 3.0 engine

15/04/1973 WSC Dijon 1000km (H. Muller / G. van Lennep) 9th oa, 1st GT class (#26)
06/05/1973 WSC Spa 1000km (G. Follmer / R. Joest) 10th oa, 1st GT class (#40)
27/05/1973 WSC Nurburgring 1000km (G. Follmer / W. Kauhsen) DNF (#66)

Rebuilt to partial RSR Turbo specification after Follmer’s crash at the Nurburgring

02/06/1974 WSC Imola 1000km (M. Schurti / H. Koinigg / H. Muller) DNF (#7)

Sold to Vasek Polak, California

Later sold to Jeff Hayes, California

Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com

Guide: Porsche 911 SC - a Historical and Technical Appraisal

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BACKGROUND

By mid 1977, the 911 had been around for 13 years and Porsche did not expect to be building it for much longer. Instead, the company (which had been under the direction of Ernst Fuhrmann since 1972) thought the future lay with conventional front-engined models like the recently introduced 928 and 924.

However, the 911 was still an immensely popular machine and routinely outsold the 928 by around 20:1.

Over time, Porsche had broadened the 911’s appeal beyond the scope of enthusiastic drivers that were prepared to overlook its idiosyncrasies. Thanks to industry-leading reliability, iconic looks, superb build quality, spacious packaging, fuel efficient engines and easy operation, 911s were frequently purchased for business and family use by both men and women.

This unusual combination of attributes meant it occupied a unique position in the automotive world.

Another factor that had ensured the 911’s ongoing success was how Porsche handled draconian safety and emissions legislation introduced throughout the 1970s. Thanks to innovative impact bumpers and clean engines, Porsche had been able to continue selling good looking cars around the world.

By contrast, many high performance European machines were blighted with ugly safety equipment while a good number were frozen out of the lucrative US market altogether.

Despite the mid 1970s Oil Crisis and a worldwide economic slump, Porsche sales had remained strong and the firm emerged from a troubled few years in better shape than any of their rivals.

Throughout this time, 911 production had averaged around 10,000 units every year. Different engine options had been available along with a choice of Coupe and Targa body styles.

When the turbocharged 930 arrived in 1975, Porsche were also able to offer a 911 with supercar rivalling performance.

For the 1978 model year K-series 911 (production of which got underway in August 1977), Porsche introduced what was forecast to be the final iteration of the 911. As a result there was no major investment in new equipment.

CHASSIS

Unlike its predecessors, the new 911 SC (Super Carrera) was offered in just one state of tune.

It was based on many of the same components as the outgoing 911 3.0 Carrera.

At its core was the galvanised unitary steel bodyshell that had been introduced for the 1974 model year.

Updates included beefier anti-roll bars and a thicker rear torsion bar. For the first time, a brake servo was fitted which reduced pedal effort especially when cold.

Suspension was fully independent with torsion bars and telescopic shocks plus an anti-roll bar at either end. The front used a compact MacPherson strut arrangement with a single lower wishbone. At the rear, semi-trailing arms were installed.

Ventilated disc brakes were fitted all round.

The standard wheels were 15-inch Dunlop-shod ATS ‘Cookie Cutter’ rims that measured 6-inches wide at the front and 7-inches wide at the rear. Forged Fuchs alloys with Pirelli P7 tyres were optional.

An 80-litre fuel tank was located underneath the front lid.

ENGINE / TRANSMISSION

In the engine bay was a de-tuned version of the 3.0 Carrera power unit that had been on offer during the 1976 and 1977 model years. This was itself a normally aspirated version of the engine used in the turbocharged 930.

Designated Type 930/03, this all-alloy Flat 6 featured single overhead camshafts, two valves per cylinder and dry-sump lubrication.

New equipment included a crankshaft with larger main and con rod bearings, a cast aluminium crankcase (instead of magnesium), Nikasil barrels, an eleven-blade cooling fan and milder camshafts. Camshaft chain noise was reduced by fitting new chain guides. There was also new contactless ignition.

Displacement was unchanged at 2994cc thanks to a bore and stroke of 95mm and 70.4mm respectively.

Likewise, compression stayed at 8.5:1.

Fuel-injection was courtesy of the eponymous Bosch K-Jetronic and every 911 SC came with an air injection pump.

Peak power was 180bhp at 5500rpm. This was 15bhp up on the outgoing 911 S that had been available in the USA but 20bhp down on the 3.0 Carrera retailed in other markets. However, the torque rating was much improved with 195lb-ft at 4200rpm.

Transmission was via a Type 915/44 five-speed gearbox.

BODYWORK

Cosmetically, the 911 SC was practically identical to the 3.0 Carrera which had used flared rear fenders to accommodate its 7-inch wide rear wheels.

At this stage, chrome body trim for the headlight shrouds, window frames and door handles was still standard although the Black Look option was becoming increasingly popular.

Otherwise, the 911 SC was largely the same as every other post 1974 model year G-body 911 with an unmistakable silhouette recognised the world over.

Body panels were manufactured exclusively from steel with the exception of the aluminium bumpers.

INTERIOR

Little was changed inside where the dash, five-gauge instrument binnacle and steering wheel were carried over from previous iterations. Porsche also retained the existing high-backed seats and door panels.

Among the minor updates was a new 7000rpm rev counter.

Manual windows were still standard in many markets.

Upholstery options included pinstripe or tartan velour with matching door trim. Leather was available only as an optional extra.

OPTIONS

Other optional upgrades included air-conditioning, electric windows, an electric sunroof, sports seats, front and rear spoilers, Bilstein gas-filled dampers, a range of audio equipment and Martini decals. Also available were the aforementioned 16-inch Fuchs wheels with Pirelli P7 tyres along with the Black Pack.

Some importers bundled options together like in the UK where spoilers, Bilstein dampers, Fuchs alloys and sports seats were referred to as the Sport package.

WEIGHT / PERFORMANCE

The standard 911 SC Coupe weighed in at 1160kg and the Targa was 1210kg.

Porsche quoted a top speed of 140mph and 0-62mph time of 6.4 seconds. This compared to 149mph and 6.2 seconds for the outgoing Carrera 3.0.

USA VERSION

US variants were 30kg heavier owing to additional emissions equipment that included a two-way catalytic converter.

Instead of the Type 930/03 engine fitted to other derivatives, the US-spec. 911 SC was supplied with either a Type 930/04 engine or Type 930/06 engine if destined for sale in California.

Japanese market 911 SCs came with their own special motor designated Type 930/05.

1978 EAST AFRICAN SAFARI RALLY

Having already won every other major rally, and to publicise the new 911 SC, in March 1978 Porsche took another crack at what was the most daunting contest on the World Championship calendar: the East African Safari.

For this latest attack (Porsche’s first works rally outing since the ‘74 Safari) a trio of suitably enhanced Martini-backed 911 SCs were prepared (covered in detail separately). Although disappointed not to win, second and fourth places for the lightly modified SC was a fine result and Porsche proved the only manufacturer to get all its cars to the finish.

END OF 1978 MODEL YEAR K-SERIES PRODUCTION

Production of the 1978 model year K-series 911 SC began in August 1977 and ran for twelve months. During this time 5178 Coupes and 4308 Targas were completed.

1979 MODEL YEAR L-SERIES

The 1979 model year L-series 911 SC followed from August 1978.

Aside from some new colours and revised gear ratios, no major changes were made although Porsche quietly introduced a tuning kit for SC owners that were unhappy with the loss of power compared to the 3.0 Carrera. Only available through Porsche’s Werk 1 facility in Zuffenhausen, the Tuning Kit involved installing larger bores and increasing the compression ratio but added 20% to the car’s price.

In total, 5705 Coupes and 5284 Targas were built during the 1979 model year.

1980 MODEL YEAR A-SERIES

For the 1980 model year, Porsche switched to a new 17 digit chassis numbering sequence to replace the existing 10 digit arrangement. Instead of O-series, these 1980 model year cars reverted to an A-series designation.

By this time, Porsche had decided not to discontinue the 911 and calls for more power led to the introduction of a 188bhp engine for markets outside of the USA and Japan.

The uprated Type 930/09 motor came with revised ignition, new camshaft timing and a new timing chain tensioner idler arm. Compression was increased from 8.5:1 to 8.6:1 and the front wing oil cooler was modified to improve heat dissipation. Peak output was 188bhp at 5500rpm but the torque rating was unchanged.

A-series 911 SCs bound for the USA stayed at 180bhp but now came with a three-way catalytic converter and Lambda sensor. To avoid any power loss, the compression ratio was increased to 9.3:1. This new Type 930/07 engine was legal in all 50 states.

Similarly equipped Japanese-spec. 911 SCs were supplied with a Type 930/08 engine.

As a result of dwindling demand, the Sportomatic transmission option was finally dropped.

Cosmetically, the 1980 model year SC came with the Black Look as standard. All cars now came with body coloured headlight shrouds as well.

Inside, the Turbo’s centre console was adopted throughout the range along with a small diameter steering wheel. The rear seat centres were now upholstered to match those in the front.

New options included an alarm and Boge dampers. There was also a new type of warped cheque-pattern seat centre known as Pascha trim which joined the existing pinstripe and tartan offerings.

UK cars came with a stereo and electric antenna as standard.

All cars destined for the USA were now equipped with electric windows and air-conditioning.

911 SC WEISSACH SPECIAL EDITION

Porsche also produced a batch of 400 Weissach Special Editions for the US market during the 1980 model year.

They came with fog lights, an electric sunroof, Bilstein dampers, Fuchs wheels with body coloured centres and the spoiler pack. The Weissach Special Edition was available in black or platinum metallic with a grey leather interior and burgundy piping.

1980 model year A-series 911 SC production totals were 4831 Coupes and 4272 Targas.

1981 MODEL YEAR B-SERIES

For the 1981 model year B-series 911 SC that was introduced in August 1980, Porsche further uprated the 911 SC with a new Type 930/10 engine that boasted an additional 16bhp.

Compression was increased from 8.6:1 to 9.8:1 and improved Bosch K-Jetronic offered better fuel efficiency.

Peak output was now 204bhp at 5900rpm and the torque rating was 197lb-ft at 4300rpm (up from 195lb-ft at 4200rpm).

Unfortunately, the Type 930/10 engine was not available in the USA or Japan.

Thicker anti-roll bars were fitted to all B-series 911 SCs along with rectangular side repeaters on the front fenders. The anti-corrosion warranty was increased to seven years. A new Sports seat design was added to the options list along with Berber tweed trim.

1981 model year production totalled 4876 Coupes and 3120 Targas.

1982 MODEL YEAR C-SERIES

The 1982 model year C-series 911 SC went into production during August 1981. The most significant universal change was an improved heating system that provided more heat at low engine speeds. The Turbo-spec. rear spoiler was switched to one with a slimmer profile.

911 SC FERRY PORSCHE SPECIAL EDITION

There was also another special edition, the Ferry Porsche, which was introduced to celebrate Porsche’s 50th anniversary as an auto maker. 200 were built, all of which were finished in Meteor Metallic Grey with burgundy leather and Turbo spoilers.

A prototype 911 SC Cabriolet was then previewed at the Geneva Motor Show in March 1982.

1982 model year production totalled 5892 Coupes and 4163 Targas. There were also four M439-optioned flat nosed Sonderwunsch examples (covered separately).

1983 MODEL YEAR D-SERIES

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The 1983 model year D-series 911 SC was the last before the 3.2-litre Carrera was introduced. Production started in August 1982.

There was a new exhaust silencer to meet tightening noise requirements while the rear seats could now be equipped with optional three-point safety belts.

More significantly, a 911 SC Cabriolet entered production in October 1982. It featured a reinforced bodyshell and manually operated triple layer hood that was quick and easy to use. Cabriolets came with leather seats and two wing mirrors as standard.

Right-hand drive SC Cabriolet’s were available from February 1983.

D-series production totals were 5761 Coupes, 2688 Targas and 4187 Cabriolets. There was also one Sonderwunsch Coupe.

Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com

One to Buy: Preservation Class Rear Spoiler Delete 1973 Porsche 911 2.7 Carrera RS

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<<<ONE TO BUY PORTAL
<<<MAXTED-PAGE PORTAL

Famously, a good contingent of Porsche’s top brass thought it would be a difficult task to sell the 500 copies of the 911 2.7 Carrera RS that were required to homologate a further uprated Carrera RSR for the 1973 Group 4 Grand Touring class.

As it transpired, Porsche eventually shifted more than three times the number needed, a happy by-product of which was that the RS itself became eligible for the more production-based Group 3 class which required a production run of 1000 units.

With its formidable power-to-weight ratio, excellent rear-drive traction and rugged nature, the 2.7-litre 911 RS proved itself a capable off-the-shelf Group 3 rally car and many a privateer took to the special stages with their lightly modified cars.

One such example with a particularly exotic history is chassis 9113601247: the only 2.7 RS delivered new to Lebanon, and which is currently on offer at the Maxted-Page showroom in Halstead, Essex.

An M471 Sport variant in Grand Prix White with Blue highlights, the car was notably built without a fibreglass Duck Tailed engine cover and instead came with a standard aluminium Flat Tail which looks impossibly cool.

Between 1973 and 1975, chassis 9113601247 clocked up 47,000km in the hands of its first owner who contested a variety of competitions to include the Mountain Rallye and Beirut-Damascus Rally.

Miraculously, the white Porsche survived the ensuing Lebanese Civil War despite the building it was stored in having sustained significant damage. Since emerging, it has been re-commissioned with utmost care to preserve the car’s remarkable unrestored status.

For more information visit the Maxted Page website at: https://www.maxted-page.com/

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One to Buy: ex-Ernst Kraus 1979 DP 935 I Porsche 911 3.3 Turbo (930)

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<<<AUTOSPORT DESIGNS PORTAL

At the Le Mans 24 Hours in June 1979, Klaus Ludwig along with infamous Whittington brothers Don and Bill, took an incredible victory driving a Kremer Porsche 935 K3.

What made the result even more remarkable was, for the first time in a decade, the French classic had been won outright by a production-based Grand Touring class machine, in this case based on the fabled Porsche 911 Turbo (aka 930).

Now, an off-the-shelf 930 was a pretty cool car in 1979, but an altogether different proposition was a flat-nosed and fully re-profiled replica of the kind of of 935s that were racing at Le Mans, something not even Porsche themselves offered at the time.

Where to find such a machine?

The answer was DP Motorsport in Overath near Cologne who supplied all local partner Kremer’s bodywork and could assemble a tailor made Porsche with a wide-ranging array of uprated mechanical enhancements from all the best suppliers in Germany.

As a consequence of DP’s motorsport credentials and the highly focused nature of its products, they appealed to customers that wanted the ultimate 911 of its day – both from a driving and styling perspective.

One individual who appreciated the performance enhancement represented by DP’s first generation product, the DP 935 I, was privateer Ernst Kraus who raced various iterations of the Porsche 917, 910, 908 and 911 between 1968 and ‘76.

Kraus had a brand new 911 Turbo, chassis 9309700131, immediately delivered to DP Motorsport where it underwent the full 935 I transformation and, as you can see here, the results were spectacular.

Trimmed to absolute perfection, in our opinion this 55,000km, numbers matching, fully certified car represents the pinnacle of 1970s super tuning and it can be yours as Autosport Designs in Long Island, New York, have decided to place it up for sale direct from the collection of company boss Tom Papadopoulos.

For more information visit the Autosport Designs website: https://www.autosportdesigns.com/

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One to Buy: 1 of 2 in Black ex-Arnold Golding 1973 Porsche 911 2.8 Carrera RSR

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<<<BONHAMS PORTAL

Porsche created the fabled 2.7-litre 911 Carrera RS with one aim: to homologate the most potent Group 4 GT racing car possible.

What emerged was the first generation 911 Carrera RSR which in customer trim normally came fitted with a 2.8-litre engine. By contrast, some examples destined for specially favoured teams got all bells-and-whistles 3-litre units.

With a certain inevitability, the 911 RSR instantly proved itself the premier under 3-litre Group 4 car around. However, it was also capable of eclipsing much bigger engined rivals such as the Ferrari 365 GTB/4C ‘Daytona’, the De Tomaso Pantera Gr.4 and Chevrolet’s Corvette.

In total, 49 examples of the 1973 model year Carrera RSR were sold, a particularly interesting example of which will be going under the hammer at Bonhams’ Zoute Concours d’Elegance sale in Belgium on October 12th.

One of just two RSRs configured in Black, chassis 9113600940 was supplied new during February 1973 to Peter Gregg’s Brumos dealership in Jacksonville, Florida. The following July, Brumos sold ‘0940’ to its first owner, privateer Arnold Golding.

Golding subsequently entered his new car for round six and seven of the 1973 IMSA championship which comprised a pair of 100 mile races at Lime Rock. Golding took the wheel for the first contest, finishing 33rd after a run blighted by a couple of technical niggles. For the car’s second outing, Golding handed ‘0940’ over to McLaren Formula 1 driver, Peter Revson, who took it from 33rd on the grid to sixth at the chequered flag.

Unfortunately, two weeks later Golding was killed when he crashed ‘0940’ during an SCCA race at Bridgehampton.

Many years later, the bodyshell of ‘0940’ was discovered and restored back to original condition. Since then, the car has gone on to be used in a variety of historic events.

For more information visit the Bonhams website at: https://cars.bonhams.com/

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VIN: the works Porsche 911 2.7 Carrera RS 'Safari' chassis 9113600288

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HISTORY OF CHASSIS 9113600288

Following an unexpected second place finish for Sobieslaw Zasada and Marian Bien driving a factory loaned 911 ST on the 1972 East African Safari Rally, Porsche built up three specially prepared cars for the 1973 event based on the recently introduced 911 2.7 Carrera RS.

One of these was chassis 9113600288 (registered S-AR 7910) that like sister car chassis 0285 (registered S-AR 7909) started life as a Grand Prix White M471 Lightweight and which was retained by the factory following completion in December 1972. The third example, chassis 0203 (registered 857 Z 7028), was also completed in December 1972, but as a Yellow M472 Touring version.

All three vehicles subsequently underwent extensive modification to prepare them for the gruelling Safari Rally which took place from April 19th to 23rd on 5300km of tortuous gravel roads across Kenya and Tanzania. 0285 and 0288 were both re-painted Yellow and ran with backing from title sponsor Bosch.

Chassis 0203 was a quasi-works entry that was sold to Bill Fritschy and appeared under a Chipstead of Kensington banner. Fritschy had arranged a preparation and service deal with Porsche and was navigated by Viscount Kim Mandeville.

As for the official works cars, 0285 was allocated to Bjorn Waldegaard / Hans Thorszelius and 0288 to Zasada / Bien.

Unfortunately, the 1973 Safari proved a major disappointment for Porsche as all three cars retired from the event.

In 0288, Zasada and Bien dropped much time with gear selection and suspension problems having initially run as high as third. Later, as the rally headed for its most southerly point with a flat out section down to Dar es Salaam, Zasada lost control going into a corner while defending from Hannu Mikkola’s Ford Escort: 0288 rolled twice across a bank which knocked both screens out and badly damaged the car’s rear end.

Zasada did make it to the Dar es Salaam checkpoint where his screens were replaced, but he retired shortly afterwards having lost second, third and fourth gears.

Chassis 0288 subsequently returned to Germany where it was repaired and, like 0285 and 0203, further upgraded for an attack on the 1974 Safari.

The ‘74 event was held along a 5557km route entirely within Kenya and took place in horribly wet conditions following more rain in the six-weeks prior than had previously fallen in the preceding ten years. All three 911s appeared in a white and blue colour scheme to reflect backing from Kűhne & Nagel logistics.

On this occasion, 0288 was allocated to Waldegaard and Thorszelius while Edgar Herrmann and Hans Schuller were in 0285. In 0203, Bill Fritschy (who had negotiated a similar preparation and service deal to 1973) was co-driven by Peter Moon.

During the early stages, the much-fancied paring of Waldegaard and Thorszelius lay fourth but they arrived at Thompson Falls with just one bolt holding the suspension arm to the torsion bar and lost 35 minutes having the clamping plate changed. However, despite the appalling conditions, 0288 subsequently made its way back up the leaderboard and, as the field headed out for the final leg, Waldegaard had overhauled his rivals to lead by 36 minutes and appeared destined for an easy win.

Unfortunately though, coming out of Taita Hills towards the main road at Maunga, 0288’s rear suspension arm that had caused so much trouble on the first leg collapsed. It took well over 80 minutes to fix which dropped the car to second. With so few stages left, Waldegaard was only able to recover 13 mins from eventual winner Joginder Singh’s Mitsubishi Colt before the rally finished.

After the event, 0288 returned to Stuttgart and was retained by Porsche. As for the other works 911s (both of which had failed to finish), 0285 remained in Kenya and was sold to a local competitor while Peter Moon purchased 0203 from Bill Fritschy.

Notable History

Porsche KG

Grand Prix White

Registered S-AR 7910

Repainted Yellow

19-23/04/1973 WRC East African Safari Rally (S. Zasada / M. Bien) DNF (#5)

Repainted White & Blue

Chipstead of Kensington (Porsche KG)

11-15/04/1974 WRC East African Safari Rally (B. Waldegaard / H. Thorszelius) 2nd oa (#19)

Retained by Porsche

Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com

VIN: the works Porsche 911 2.7 Carrera RS 'Safari' chassis 9113600285

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<<<911 2.7 CARRERA RS FOR SALE

HISTORY OF CHASSIS 9113600285

Chassis 9113600285 was completed to Lightweight trim in December 1972 and registered S-AR 7909. Having been retained by Porsche, the initially Grand Prix White machine subsequently became one of three cars that underwent preparation for an attack on the 1973 East African Safari Rally which took place over 5300km of tortuous gravel roads across Kenya and Tanzania.

The previous year, Sobieslaw Zasada and Marian Bien had finished second in a factory loaned 911 ST and for ‘73 Porsche was determined to go one better on what was widely considered the most gruelling event in world rallying.

All three 911s were re-painted yellow for the event: chassis 0285 was allocated to Bjorn Waldegaard and Hans Thorszelius while sister car 0288 would be piloted by Zasada and Bien. These two machines arrived in Kenya with backing from Bosch while the third RS, a quasi-works entry (chassis 0203), ran under a Chipstead of Kensington banner for Bill Fritschy and Viscount Kim Mandeville who had arranged a preparation and service deal with Porsche.

Held over the course of five days from April 19th to 23rd, the East African Safari was round three of the inaugural World Rally Championship. Unfortunately, the contest did not prove a happy event for Porsche as all three cars retired.

Having initially run third, Waldegaard soon began to drop down the order, first with gear selection issues and then suspension trouble. Eventually, 0285 dropped out just a couple of hours from the finish line in Mombasa when the oil cooler detached from under the front fender and the engine cooked itself.

Despite this poor showing, Porsche immediately set about planning their return and, in order to test an uprated suspension set-up, 0285 was entered for the 1000 Lakes Rally (round eight of the 1973 WRC).

The Finnish event was held over 517km of high speed gravel sections between August 3rd and 8th. Leo Kinnunen and Atso Aho were on driver and navigator duties. 0285 appeared under a Racing Team AAW which was the sporting division of Finland’s Porsche and Volkswagen importer.

Kinnunen was on the pace right away, but overnight he struggled with the 911’s poor lighting and dropped down the order. However, having already recovered much time when conditions allowed, the Finn went on to win all ten stages on the final day to finish third.

0285 did not appear again until 1974 when it was entered for that year’s East African Safari Rally alongside the two sister cars from 1973, all of which had been further uprated and refinished in white and blue colour schemes to reflect backing from Kűhne & Nagel logistics.

On this occasion, 0285 was allocated to Edgar Herrmann and Hans Schuller while Waldegaard and Thorszelius were in 0288. Bill Fritschy was co-driven by Peter Moon who had a similar preparation / service arrangement with the factory for 0203 to the previous year.

Taking place along a 5557km route entirely within Kenya, the ‘74 Safari was held in horribly wet conditions following more rain in the six-weeks prior than had previously fallen in the preceding ten years.

Having already lost much time stuck in the mud on the approach to Sondu, the 200 mile section to Taita Hills saw a front strut break on Herrmann’s Porsche which resulted in the car hitting a bank and tearing the steering rack loose from the body which meant instant retirement.

Although Fritschy also failed to finish, Porsche’s blushes were saved by Waldegaard and Thorszelius who came home second.

After the event, Porsche kept the Waldegaard / Thorszelius entry that had finished second, 0203 was sold to Peter Moon and 0285 remained Kenya. Having been registered KPU 539 in 1975, the car was rallied in Kenya and Tanzania for several years, during which the white and blue colour scheme was switched to red.

0285 remained in Kenyan ownership until the early 2000s, at which point it was repatriated to Germany and restored to 1974 trim.

Notable History

Porsche KG

Grand Prix White

Registered S-AR 7909

Repainted Yellow

19-23/04/1973 WRC East African Safari Rally (B. Waldegaard / H. Thorszelius) DNF (#10)
03-05/08/1973 WRC 1000 Lakes Rally (L. Kinnunen / A. Aho) 3rd oa (#3)

Repainted White & Blue

Chipstead of Kensington (Porsche KG)

11-15/04/1974 WRC East African Safari Rally (E. Herrmann / H. Schuller) DNF (#41)

Sold to Kenya
Registered KPU 539 and later repainted red
Rallied throughout Kenya and Tanzania

Early 2000s repatriated to Germany and restored to 1974 trim

Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com

One to Buy: Viper Green 1973 Porsche 911 2.7 Carrera RS (SOLD)

<<<PORSCHE PORTAL
<<<ONE TO BUY PORTAL
<<<AUTOSPORT DESIGNS PORTAL

As you would expect from a firm with such an unwavering approach to ongoing improvement, the last 911 to arrive on the original F body ‘long hood’ platform was the best.

However, as a consequence of a need to also incorporate an array of radical performance upgrades to lay the foundation for a new breed of customer racing car (the RSR), Porsche’s final F body 911, the 2.7 Carrera RS launched in November 1972, catapulted the 911 into the premier league of contemporary supercar performance.

Customers were effectively offered two trim levels: 975kg Sport specification (option code M471, 200 built) or 1075kg Touring specification (option code M472, 1308 built). The M471 Sport was a lightweight version whereas the M472 Touring came equipped with a Comfort pack that included a fully equipped interior and some more robust body trim.

Currently on offer at the Autosport Designs showroom in Long Island, New York, is a 2.7 Carrera RS configured to M472 Touring trim in one of the most unusual colours out there: Viper Green with a Yellow decal kit and matching Yellow wheel centres.

Reputedly one of just 60 Viper Green cars built, this RS was a home market example delivered new to a German customer.

In recent times it has been the recipient of an $80,000 engine rebuild using one of the first 7R magnesium engine cases produced by Porsche's factory Classic department. The original numbers matching 7R engine case is included and could potentially make a great piece of garage art!

For more information visit the Autosport Designs website at: https://www.autosportdesigns.com/

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One to Buy: Acid Blue 1973 Porsche 911 2.7 Carrera Coupe

<<<PORSCHE PORTAL
<<<ONE TO BUY PORTAL
<<<EARLY 911S PORTAL

With the switch to a revised bodyshell that incorporated elegant impact-absorbing bumpers, the 1974 model year 911 (production of which began in August ‘73) ushered in the most significant revamp yet to Porsche’s flagship model.

The German firm offered this latest 911 with either Coupe or Targa bodywork and a choice of three fuel-injected air-cooled Flat 6 engines: the entry level 150bhp 911, the mid-range 175bhp 911 S and the range-topping 210bhp 911 Carrera.

However, owing to its mechanical fuel-injection and radical valve timing, the hot 210bhp Carrera, which used the same Type 911/83 engine as the legendary 2.7-litre 911 Carrera RS from 1972-1973, did not meet Federal standards. Instead, Porsche elected to fit US-bound Carreras with the 175bhp engine from the 911 S making full fat 210bhp versions a real rarity.

In total, just 1036 examples of the 210bhp Euro-spec. 911 2.7 Carrera were produced in Coupe trim for the 1974 model year. Another 518 followed for 1975, after which the model was discontinued.

Currently on offer at the Early 911S showroom in Wuppertal, Germany, is a very early 2.7 Carrera Coupe delivered on October 1st 1973 and which has been restored to practically as-new condition.

A super desirable non-sunroof Coupe, chassis 9114600281 was configured in the stunning colour scheme you see today: Acid Blue over a Blue-Black leatherette interior with Shetland fabric seat inserts that add a nice period touch. Optional extras included forged Fuchs alloy wheels (6 x 15 fornt, 7 x 15 rear), an electric antenna, front speaker and noise suppression.

For more information visit the Early 911S website at: https://www.early911s.de/en/

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Guide: Last Minute Maestro - a Historical & Technical Appraisal of the Porsche 936 / 76

<<<PORSCHE PORTAL

BACKGROUND

For 1972, the FIA’s dropped its Group 5 category for up to five-litre Sports cars which had met a 25 unit production requirement. Over night, the Porsche 917 and Ferrari 512 became pretty much obsolete. From ‘72, the World Sportscar Championship would only cater for Group 6 Prototypes (with no minimum production requirement and engines of less than three-litres) and Group 4 Grand Touring cars (of which at least 500 had to have been completed).

With nowhere left to run its normally aspirated 917 Coupes, Porsche switched to Can-Am racing where it ran turbocharged 917 Spyders with great success.

1972 was also significant as the FIA announced that, from 1975, the World Sportscar Championship would move away from Prototypes in favour of a new production-based formula where cars had to maintain the fundamental profile of a production car but little else. With manufacturer participation in the Prototype category having dwindled in the years prior, it was hoped a World Championship contested by these Group 5 Silhouette cars that bore a closer resemblance to vehicles available off showroom floors would encourage more firms to get involved.

When, towards the end of 1974, the FIA announced with little notice that the introduction of Group 5 regulations would be pushed back until 1976 because firms like Alfa Romeo, Alpine-Renault and Ligier wanted to carry on racing their Group 6 Prototypes, Porsche (who had been preparing for the Group 5 era with a 2.1-litre turbocharged 911 RSR throughout the ‘74 season) decided to sit out the 1975 campaign in protest because it did not have a suitable car to challenge for overall wins.

That was the official line anyway, but in reality, Porsche quietly supplied the privateer teams run by Reinhold Joest and Herbert Muller with updated 908/03s powered by further evolutions of the turbocharged 2.1-litre engines.

With the Group 6 versus Group 5 situation still not having been amicably resolved, the FIA later dropped another bombshell when it elected to simultaneously run separate World Championships for both categories in 1976. This would enable manufacturers with Group 6 Protoypes to continue to campaign their cars (in what was dubbed the World Championship for Sports Cars) without eclipsing the new generation of Group 5 machinery (which would contest the World Championship of Makes).

The Le Mans 24 Hours, which was not part of either series in 1976, would allow both sets of vehicles to go head-to-head.

Despite having already invested heavily in its Group 5 programme, Porsche did not want to sit another season of top flight Prototype racing out and, in September 1975, the Stuttgart firm gave the green light for what would be a hastily prepared Group 6 Prototype that could go racing in 1976.

Sufficient backing to field a single car entry in the World Championship for Sports Cars and a two-car entry at the Le Mans 24 Hours was secured from Martini & Rossi (who were also title sponsors of the Group 5 campaign).

The resultant Porsche 936 was created in very short timeframe and in great secrecy over the winter of 1975-1976. Aside from a new chassis, body and fuel cells, most of the parts were imported from existing models like the aforementioned 908/03 and also the 917 K for which Porsche still had a good stock of components sitting around.

Following a shakedown at Porsche’s Weissach proving ground, the 936 headed to Paul Ricard for a series of proper tests alongside the 935 during the last week in February 1976. The handsome new Spyder was officially unveiled at a Weissach press conference during the second week of March and made its competition debut in the opening round of the 1976 World Championship for Sports Cars: the Nurburgring 300km on April 4th.

CHASSIS

Without sufficient time to develop a monocoque chassis, Porsche opted to go with a partially skinned aluminium spaceframe with the engine serving as a stress-bearing member. To optimise weight distribution, the fuel tanks (which had a combined 160-litre capacity which was the maximum permitted by Group 6 regulations) were housed between the engine and cockpit bulkhead.

The wheelbase measured 2400mm.

Items like the springs, shocks, anti-roll bars, uprights, wheel hubs, brake system and steering were off-the-shelf components left over from the 917 programme.

The suspension layout comprised double wishbones all round with variable rate coil springs, adjustable Bilstein dampers and an adjustable anti-roll bar at both ends.

Brakes were cross-drilled and ventilated discs with aluminium alloy calipers running off a twin circuit hydraulic system with cockpit adjustable bias.

Initially the 936 broke cover with 15-inch diameter centre-lock cross spoke BBS wheels that were 10.5-inches wide at the front and 15-inches wide at the rear. The 265/565 and 340/600 tyres were supplied by Goodyear.

ENGINE / TRANSMISSION

In the engine bay was the latest iteration of Porsche’s 2.1-litre single turbo air-cooled Flat 6 as seen in the works 911 Carrera RSR Turbo of 1974 and then supplied to the likes of Reinhold Joest and Herbert Muller for their 908/03s in 1975.

The Type 935/73 motor featured a block and heads fashioned from aluminium alloy and a crankshaft in magnesium alloy. A two valve per cylinder set up was retained along with single overhead camshafts per bank, dry-sump lubrication, mechanical Bosch fuel-injection and an intercooled KKK turbocharger with maximum boost pressure of 1.4 bar.

Displacement was 2142cc thanks to a bore and stroke of 87mm and 60mm respectively. This gave the 936 a swept volume of 2998.8cc when the FIA’s 1.4 multiplier for turbocharged engines was taken into account and meant the 935/73 motor came in just below the three-litre limit for Group 6 Prototypes.

With a compression ratio of 6.5:1, peak output was 520bhp at 8000rpm and 356lb-ft at 6000rpm.

The compression ratio was soon increased to 7.0:1 which yielded an additional 20bhp.

Transmission was through a five-speed gearbox and driveshafts imported from the Group 7 917 along with a triple-plate Borg & Beck clutch and limited-slip differential.

BODYWORK

Group 6 regulations permitted either fully closed Coupe or open Spyder bodywork. Porsche opted for the latter and effectively created a more slippery, fully lit version of the Group 7 917/10 and 917/30 which had raced so successfully in the Can-Am and Interserie championships a few years prior.

The fibreglass body was formed in three main sections.

The front clip was characterised by its large rectangular nose intake for the brakes and radiator, outboard of which were twin headlights per side mounted underneath contoured Plexiglas covers. Heavily vented fenders allowed air to escape from the wheel wells. Another vent (this time for the radiator) was carved out from the sunken central plane ahead of the wraparound cockpit shroud.

Access to the cockpit was via a pair of flimsy butterfly doors. Behind the seat was a hefty exposed rollover hoop.

The rear bodywork incorporated a distinctive bulge behind the exposed horizontally mounted engine cooling fan along with myriad NACA ducts. There was also a massive adjustable spoiler with fully integrated swept back endplates and a central vane to aid stability.

INTERIOR

By modern standards the cockpit was a pretty scary place to be as there was obviously little in the way of crash protection and the driver’s feet were positioned well ahead of the front axle.

Aside from a proper driver’s seat (trimmed in fireproof fabric) and a token passenger bucket, there was no upholstery to speak of as Porsche left the aluminium spaceframe and fibreglass floor exposed.

Directly ahead of the three-spoke leather-rimmed steering wheel was a large rev counter, off to the left of which on the basic aluminium dash panel were smaller dials for oil pressure, oil temperature, turbo boost and fuel along with a variety of warning lights and flick switches.

A right-hand drive steering layout was adopted along with right-hand side gearchange.

WEIGHT / PERFORMANCE

Porsche quoted the 936 at 720kg.

Top speed as achieved down the Mulsanne Straight at the Le Mans 24 Hours was 217mph.

0-62mph likely took around 2.5 seconds depending on gearing.

PRODUCTION

Two copies of the 936 / 76 were built.

Chassis 001, the prototype tested at Weissach and Paul Ricard, made its debut at the opening World Championship for Sports Cars race: the Nurburgring 300km on April 4th. It did two more races in 1976 (now in white Martini livery), the Le Mans 24 Hours and Dijon 500km.

Chassis 002 (depicted above), which featured an array of updates, made its debut at round two, the Monza 4 Hours on April 25th, and did five more races that season (the Imola 500km, Le Mans 24 Hours, Enna-Pergusa 4 Hours, Mosport 200 miles and Salzburgring 300km). This car always ran in a white Martini livery).

PRODUCTION CHANGES

Porsche made several updates to the 936 during the 1976 season.

By the time the original car (chassis 001) made its debut at the Nurburgring 300km World Championship race in early April, the original cross-spoke wheels had been switched to five-spoke items and 16-inch wide rear wheels were fitted after the first day of practice.

At the Monza 4 Hours three weeks later, the 936 ran with a taller rear spoiler and modified throttle linkages.

The second 936 (chassis 002) that debuted at Le Mans in the middle of June featured a raft of changes exclusive to this latest iteration. The most obvious update was a dramatic new rear clip with fully enclosed engine and roll hoop topped by enormous intake snorkel. The tail fascia was also lightly re-modelled. At the front of the car, modifications included a slightly bigger chin spoiler, a NACA duct to cool the cockpit and a slim Plexiglas windsdhield.

COMPETITION HISTORY

Porsche’s main challenger during the 1976 World Championship for Sports Cars was the Alpine-Renault squad which ran a pair of its super quick A442 Turbos throughout the year. There were also a trio of appearances from the works Alfa Romeo team with a single new monocoque chassis 33/SC/12 while the likes of Mirage and March also attended certain races with their three-litre Group 6 Prototypes.

Porsche elected to run just one 936 at each World Championship race.

Round one, the Nurburgring 300km, saw Rolf Stommelen split the Alpine-Renaults in qualifying and after the French cars crashed out early on it seemed the black 936 was set for any easy win. However, a sticking throttle dropped the Porsche down the order and Stommelen had to use the ignition to cut the throttle which later caused him to spin. The 936 ultimately finished a disappointing fifth.

At the Monza 4 Hours Porsche put on a textbook demonstration of how to go endurance racing and, in the hands of Jochen Mass and Jacky Ickx, the now white 936 took pole and won by two laps from the second place Alpine-Renault.

It was a broadly similar story at the Imola 500km four weeks later where Alfa Romeo made their debut appearance of 1976. Having qualified third, Mass and Ickx took the win while Porsche’s rivals all suffered from bad decision making or reliability issues.

Porsche then ran both 936s at the non-championship Le Mans 24 Hours with the new car allocated to Jacky Ickx and Gijs van Lennep while the older version went to Reinhold Joest and Jurgen Barth. The Porsches started second and fifth respectively and looked set for a dominant one-two finish until the 16th hour when Joest and Barth retired with transmission failure. Ickx and van Lennep went on to win by eleven laps and the 936 became the first turbocharged car to take victory at Le Mans.

The World Championship resumed two weeks later with the Enna-Pergusa 4 Hours where Mass and Stommelen qualified fourth behind the Alpine-Renaults and Alfa Romeo.However, all these faster cars from practice retired and the Le Mans-winning 936 was ten laps clear of its closest rival when rain brought proceedings to a premature halt.

The result at Enna-Pergisa meant Porsche secured the 1976 World Championship for Sports Cars with three races still to run.

At the Mosport 200 mile race in late August Group 7 cars were permitted to race. Ickx qualified the Le Mans and Enna-Pergusa-winning car fastest of the Group 6 entries in third and that’s where he finished after the Alpine-Renault challenge failed to materialise once again.

At the Dijon 500km in early September Porsche reverted back to the original 936 for its first race since Le Mans. Mass and Ickx split the Alpine-Renaults in qualifying. After the Porsche got to the first corner in the lead, shambolic race management from the French squad meant Porsche took yet another win.

After a dismal year, Alpine-Renault failed to turn up for the season-ending Salzburgring 300km where the solitary Alfa Romeo took pole and set fastest lap before retiring with 16 laps after an engine failure. Against limited opposition, Mass took the 936’s fifth outright and sixth Group 6 win of the year driving 002.

For 1977, Porsche elected to focus exclusively on the Le Mans 24 Hours where it ran an updated twin turbo 936. Renault switched focus to Formula 1 which left Alfa Romeo, who now had a turbocharged 33/SC/12, to walk that year’s World Championship.

Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com

VIN: the Dick Barbour Racing Porsche 935 / 77A chassis 9308900033

<<<PORSCHE PORTAL

HISTORY OF CHASSIS 9308900033

Chassis 9308900033 (‘033’)was one of three new 935s supplied to Dick Barbour Racing in San Diego during the 1978 season. The other pair were ‘024’ and ‘037’, the latter of which was supplied as just a bare shell. Unusually, ‘033’ was sold by the factory with a single turbo engine whereas every other 935 delivered that year came with a twin turbo motor.

Dick Barbour had been racing on and off, mostly with Porsches, since 1968. Barbour began to take things more seriously for the 1977 season when he ran a 934/5 (chassis 9307700959) in that year’s IMSA championship.

‘033’ made its competitive debut at the Daytona 24 Hours which took place over the weekend of February 4th-5th and which was the opening round of both the 1978 World Sportscar Championship and the IMSA series. Barbour was accompanied in the plain white car by Porsche factory driver Manfred Schurti and Johnny Rutherford.

Having qualified eighth, Schurti did the opening stint but suffered an early rear tyre blow out which ruptured parts of the bodywork. Nevertheless, after the first pit stops ‘033’ had moved up to fourth and, despite a broken front spindle early on Sunday morning, continued to charge back up the order to eventually take second.

At the Sebring 12 Hours (March 18th), Barbour had two factory Porsche drivers alongside him when Rolf Stommelen joined Schurti. ‘033’ started from second on the grid but the car’s turbo broke early on and a 40 minute stop was needed to fit a replacement. Stommelen rejoined, but soon afterwards a shock absorber broke which damaged an oil line and destroyed the engine.

Round three of the IMSA championship, the Talladega 6 Hours on April 2nd, saw Barbour and Rutherford qualify and finish third.

Having skipped round four, Barbour drove single-handedly at the Laguna Seca 100 mile race on April 30th. ‘033’ (now painted red) started and finished sixth.

Dick Barbour then headed out to Europe with ‘033’ and the brand new ‘024’ for what was to be his team’s first appearance at the Le Mans 24 Hours which for 1978 was a stand-alone event that took place over the weekend of June 10th and 11th. In the new car Barbour joined Brian Redman and John Paul Sr. (whom he had recently sold chassis ‘037). The single turbo ‘033’ was allocated to Bob Garretson, Bob Akin and Steve Earle who qualified 31st overall and third in the IMSA GTX class.

During Saturday evening, ‘033’ was delayed having suffered a couple of punctures after clouting the kerbs one too many times.

However, much worse was to come on Sunday morning.

Soon after 6am, Garretson got off line while overtaking a slower car and had a massive accident at over 200mph just after the Mulsanne kink. ‘033’ barrel rolled multiple times and traveled nearly half a mile down the road. Miraculously Garretson emerged uninjured.

‘033’ was completely wrecked and any salvageable parts were used for the assembly of a new car built around a bare bodyshell (chassis 009 00030) which Barbour debuted a year later at the 1979 Le Mans race.

Notable History

Dick Barbour Racing, San Diego, California

05/02/1978 WSC Daytona 24 Hours (D. Barbour / M. Schurti / J. Rutherford) 2nd oa, 2nd GTX class (#6)
18/03/1978 IMS Sebring 12 Hours (D. Barbour / R. Stommelen / M. Schurti) DNF (#6)
02/04/1978 IMS Talladega 6 Hours (D. Barbour / J. Rutherford) 3rd oa, 3rd GTX class (#6)
30/04/1978 IMS Laguna Seca 100 mile (D. Barbour) 6th oa, 6th GTX class (#9)
11/06/1978 IND Le Mans 24 Hours (B. Garretson / B. Akin / S. Earle) DNF (#91)

Wrecked in Garretson’s massive 200mph accident at Le Mans

Salvageable parts used for the assembly of chassis 009 00030

Text copyright: Supercar Nostalgia
Photo copyright: Supercar Nostalgia

VIN: the works Porsche 917 L chassis 040

<<<PORSCHE PORTAL

HISTORY OF CHASSIS 040

Chassis 040 was the first Porsche 917 built to Langheck trim which was a special low drag version created exclusively to race at the Le Mans 24 Hours with its ultra high speed straights.

Assembled using several parts from chassis 006, upon completion chassis 040 was taken to Volkswagen’s Ehra-Lessien test track in Lower Saxony which, with its monster 5.4 mile straight, was the perfect proving ground for Le Mans.

The test took place in cold, wet conditions with snow lying off track and occasional short, sharp showers interspersed with bright sunshine.

After a few laps on slicks, Ahrens approached what would normally have been a flat out bend at around 200mph. However, because of a strange shimmering on the road surface he eased back to about 155mph only to realise a sudden downpour had flooded the road.

Chassis 040 aquaplaned, flew across the track and was torn in two when it hit the opposing guardrail. The car’s front end was impaled under the barrier while the back end sailed away at high speed with Ahrens still strapped in place as a passenger.

After 200 metres, the car slammed diagonally into a guardrail under which Ahrens legs became temporarily trapped.

Having carefully wriggled free, the Austrian was taken for medical attention. Miraculously he wasn’t seriously hurt, but a contused liver and internal bruising prevented him from appearing at the Brands Hatch 1000km and Le Mans Test weekend. Remarkably, he was back behind the wheel of another 917 for the Monza 1000km less than three weeks later.

Chassis 040 was destroyed in the accident.

Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com

One to Buy: Speedway Green 1 of 123 from 1976 Porsche 911 2.7 Carrera Coupe

<<<PORSCHE PORTAL
<<<ONE TO BUY PORTAL
<<<EARLY 911S PORTAL

Have we told you in last five minutes how much we like dislike the whole resto-mod scene here at Supercar Nostalgia?

Whether it’s poor fit back-dates, chintzy interiors or gross over-size wheels, this recent trend to personalise historic objects with a garish modern twist lacks foresight and appreciation for the original maker’s work.

One company that certainly does not fit into that category is the Early 911S operation in Wuppertal, Germany, where Porsches from the 20th century are brought back to as-new condition in the most exacting fashion.

One of our favourite machines from the current Early 911S line up is this: one of 123 2.7 MFI-engined 911 Carrera Coupes built in 1976.

Ordered in rarely seen Speedway Green with Black upholstery, chassis 9116609075 was also optioned with a super desirable limited-slip differential and something else we love – no sunroof.

First registered on June 29th 1976, this matching numbers car is almost like a delivery mileage mid 1970s 911 as Porsche intended. And all the better for it.

For more information visit the Early 911S website at: https://www.early911s.de/en/

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Guide: 930 Customer Racecar - a Historical & Technical Appraisal of the Porsche 911 3.0 Turbo Carrera RSR (934)

<<<PORSCHE PORTAL
<<<934 PORTAL
<<<934 FOR SALE

BACKGROUND

For the 1976 season, new rules came into effect for GT and Sports Prototype racing cars.

At the top of the tree, Group 6 was for out-and-out Prototypes and had no minimum production requirement.

Moving down the order, Groups 4 and 5 were open to production-based GT cars once 400 road-going base cars had been produced within a 24 month timeframe.

To qualify for Group 4 and 5, Porsche created the turbocharged 930 road car (the 911 Turbo) which proved so popular it became a permanent fixture in the company’s model line up.

Group 5 was supposed to become the premium class of the World Sportscar Championship in 1975. However, its arrival was postponed for a year owing to a lack of manufacturer support.

Group 5 catered for more highly modified production-based machinery that had already been homologated in Groups 1 to 4. Extensive upgrades were permitted, but the donor car’s bonnet, roof and doors had to be retained – essentially a Silhouette formula.

By contrast, Group 4 cars were more closely derived from the homologated base car: wider wheels and tyres, lightly tuned engines, firmed-up suspension, superior brakes and simplified interiors.

The new 400 cars in 24 months rule for 1976 superseded the outgoing Group 4 requirement of 500 base cars in 12 months. Famously, in a similar vein to the turbocharged 930, for 1973 Porsche had created the 911 2.7 Carrera RS homologation special which spawned the RSR racing variants which went on to utterly dominate Group 4 GT racing from 1973 through 1975.

Production of the new 930 base car started in February 1975 and the 400 units required by Group 4 had been produced by the end of 1975. Homologation for Group 4 and Group 5 was rubber stamped on January 2nd 1976.

In Group 5, the Martini-backed factory team would race the 935 in 1976, this model having been reserved strictly for works use. By contrast, customers were supplied with the Group 4 934, also variously known as the 911 Turbo Carrera RSR.

The first 934 prototype was completed in September 1975, soon after the FIA had provided final clarification of maximum permitted size for wheel rims and fender extensions. Thereafter followed an intensive test programme between Weissach, the Nurburgring and Paul Ricard over the winter of 1975-1976.

CHASSIS

Starting with a 930 bodyshell, Porsche stiffened the front end by way of a strut and cross brace. Also housed under the front lid was a 120-litre fuel tank with exposed filler cap, the fire system and, to optimise weight distribution, the oil tank for the dry-sump lubrication system. In the cockpit, Porsche added a beefy aluminium rollcage.

As per Group 4 regulations, the 934 retained the 930’s suspension layout which comprised MacPherson struts with lower wishbones, longitudinal torsion bars and anti-dive geometry up front and semi-trailing arms with anti-squat out back. Bilstein shocks were fitted all round and along with an anti-roll bar at either end.

To enable customisation for any given circuit, the 934’s ride height and anti-roll bars were made fully adjustable and everything was suitably firmed up to include extensive use of solid instead of rubber bushes.

Reinforced axle guides were fitted at the rear.

Instead of the solid 282.5mm and 290mm discs fitted to the front / rear of the 930, the 934 imported a 917-style arrangement with 355mm diameter drilled and vented discs all around along with lightweight finned four-piston calipers and thicker pads.

Brake bias was adjustable and a modified pedal block allowed for quick installation.

A custom lightweight handbrake assembly not suitable for road use was also fitted.

The 934’s BBS wheels were increased from a 15 to 16-inch diameter and dramatically widened: up from 7 to 10.5-inches at the front and from 8 to 12.5-inches at the rear. They were switched from a conventional five-bolt to centre lock arrangement and mounted reinforced wheel hubs.

ENGINE / TRANSMISSION

In the engine bay was a new Type 930/75 motor which as usual employed dry-sump lubrication, single overhead camshafts and two valves per cylinder. It used the standard 930 engine casing, crankshaft, connecting rods, cylinder heads and 6.5:1 compression ratio. Similarly, displacement was unchanged at 2993cc thanks to a bore and stroke of 95mm and 70.4mm respectively.

Like most of the suspension, the 934 engine and transmission were mounted on solid as opposed to rubber bushes.

Enhancements added to the Type 930/75 engine included larger intake and exhaust ports, uprated pistons, superior camshaft timing, a horizontal instead of vertical cooling fan wheel and a completely new un-silenced exhaust system. The electronic Bosch K-Jetronic fuel-injection system was adjusted to mix precisely the right amount of compressed air with fuel.

The 934 also received a bigger KKK K36 turbo with 917/30 bypass valve, the boost pressure of which was cranked from 0.8 on the 930 to 1.3 bar. The air that passed between the turbo to the induction system was cooled by a complex water system. There was also an intricate twin Behr air-to-air intercooler arrangement that enabled the engine to run more efficiently and reliably.

As a consequence of these upgrades, the power output went from 260bhp at 5500rpm to 480bhp at 7000rpm. There were also considerable torque gains with 434lb-ft now on tap at 5400rpm compared to 253lb-ft at 4000rpm for the 930 road car.

To handle all the extra power and torque, Porsche installed a new reinforced Type 930/25 four-speed gearbox with additional oil pump and oil cooler. A Fichtel & Sachs racing clutch with torsion damping and sintered lining was also installed along with an 80% locking limited-slip differential.

Three alternative ratios per gear were offered.

BODYWORK

To further optimise weight distribution, the 934 came with several fibreglass instead of steel panels. The front lid, doors and engine cover were all switched for this lightweight material while the 934’s custom front spoiler assembly and enormous wheelarch extensions (the latter pop riveted in place) were also fashioned from GRP.

Cut into the front spoiler were five enormous air intakes. The largest of these was housed in the centre and fed the oil cooler. Located off to the sides were slim brake cooling ducts, outboard of which were intakes for the Behr intercoolers.

To further reduce weight, the 934 came with lightened side and rear glass, no sill covers and simplified exterior mirrors.

The front and rear lids were held in place with quick-release pin fasteners.

INTERIOR

Inside, although Porsche retained the standard 930’s door trim panels complete with electric window system, the rest of the cockpit was comprehensively gutted.

The dash was imported from the regular 930, but trimmed with just a thin covering of anti-glare fabric as opposed to leather.

Typically, two of the usual five gauges were blanked off; most cars came with a standard 8000rpm rev counter located directly behind the new three-spoke steering wheel while off to the left was the familiar combined oil pressure / oil temperature read out and on the far right was a turbo boost gauge.

Located to the right of the dash was a toggle to adjust turbo boost. Underneath this was a simplified ventilation system fascia alongside which were further read outs for fuel pump main pressure and bypass fuel pressure.

Two racing seats trimmed in fire retardant fabric were fitted along with competition harnesses and the aforementioned aluminium rollcage.

OPTIONS

Customers could order there 934 with a choice of gear ratios, all manner of spare parts and a lightweight Glaverbel front screen.

WEIGHT / PERFORMANCE

Because the FIA operated a 1.4 swept volume equivalency for turbocharged engines, the 934’s cubic capacity of 2993 meant it qualified for the 4 to 4.5-litre class which had a minimum weight limit of 1120kg.

While the 930 weighed in at 1195kg, it had been homologated at just 1060kg which enabled Porsche to strategically position 60kg of ballast to bring it back up to the minimum weight.

Depending on gear ratios, a top speed of 180mph was attainable. Similarly, 0-62mph could be achieved in just 3.8 seconds.

UPDATES

At the Silverstone 6 Hour World Sportscar Championship race which took place in early May of 1976, one of the 934s campaigned by Egon Evertz (chassis 9306700155) appeared with the wheels, lightweight bumpers, wider single piece fenders (vented at the rear) and bi-plane rear spoiler from the 935. This kit of parts was subsequently offered to other 934 customers and enabled them to run in the lightly contested Group 5 category.

For 1977, a Type 930/73 engine with mechanical Kugelfischer fuel-injection (as opposed to electronic Bosch K-Jetronic) along with a bigger KKK K36 turbo was made available having been introduced for the new 934/5. Peak output of these motors went from 480bhp to 530bhp at an unchanged 7000rpm while the torque rating was unaffected.

END OF PRODUCTION

Porsche 31 examples of the 934-type 911 Turbo Carrera RSR in 1976.

The first 30 cars were completed with consecutive chassis numbers: 9306700151 to 0180.

The 31st and final example built was on chassis 9306700540.

All 31 cars were left-hand drive.

A batch of ten further uprated cars dubbed 934/5 (covered separately) were built up in 1977 with 930770 prefix VINs. These cars, all of which headed for the IMSA series across the Atlantic, came with 935 wheels, bumpers, fenders and spoilers plus the aforementioned Type 930/73 540bhp Flat 6 engine with mechanical rather than electronic fuel-injection.

COMPETITION HISTORY

1976 saw the 934 dominate all of the championships it contested.

In the World Sportscar Championship, 934s won six out of seven races. The Egon Evertz squad took victory twice (at the Mugello 6 Hours with Leo Kinnunen / Egon Evertz and the Silverstone 6 Hours with Lella Lombardi / Heinz Martin) while the Jolly Club, Max Moritz, GVEA and Kremer Racing teams all took a single win apiece.

Giorgio Schon, Luigi Tomassi and Giuseppe Bianco won the Vallelunga 6 Hours for Jolly Club, Helmut Kelleners, Reinhardt Stenzel and Derek Bell won the Nurburgring 1000km for Max Moritz, Claude Haldi and Peter Zbinden won the Zeltweg 6 Hours for GVEA and Jurgen Barth, Reinhold Joest and Bob Wollek won the Dijon 6 Hours for Kremer.

Thanks to five wins in the seven race European GT Championship (at the Nurburgring, Zeltweg, Norisring, Monza and Hockenheim), Toine Hezemans was crowned the last European GT Champion with a series of peerless drives for Georg Loos.

In the Deutsche Rennsport Meisterschaft (DRM), the 934 won all but one Division 1 class race. Bob Wollek (driving for Kremer) and Toine Hezemans (driving for Georg Loos) took three wins apiece (Mainz-Finthen, Norisring, Hockenheim and Hockenheim, Diepholz, Nurburgring respectively). Hezemans’ team-mate Tim Schenken also took a brace of wins (at Hockenheim and the Nurburgring) and Helmut Kelleners took a solitary win for Max Moritz (at the Nurburgring).

Wollek was the best placed Division 1 contender but DRM championship honours went to Division 2 Zakspeed Ford driver, Hans Heyer.

At the Le Mans 24 Hours (which for 1976 was held independently of any larger championship), the 934 Gelo Racing Team 934 of Toine Hezemans and Tim Schenked finished 16th overall and second in the GT class behind the older 3.0 Carrera RSR of privateer Andre Gahinet which he shared with Michel Ouviere and Jean-Yves Gadal.

Across the Atlantic, in a closely fought campaign Vasek Polak driver George Follmer was crowned the 1976 Trans-Am champion thanks to two wins from eight events (at Nelson Ledges and Trois-Rivieres). Follmer’s team-mate Hurley Haywood also collected a win (at Pocono).

Unfortunately though, the 934 was not permitted to run in the 1976 IMSA series on account of its turbocharged engine.

Beyond 1976, the Porsche 934 retained its status as the best Group 4 GT car around well into the 1980s and went on to achieve massive success in practically every major championship contested.

Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com

VIN: the Kremer Racing / Raymond Raus Porsche 934 chassis 9306700166

<<<PORSCHE PORTAL
<<<934 PORTAL
<<<934 FOR SALE

HISTORY OF CHASSIS 9306700166

Chassis 9306700166 was the Porsche 934 supplied new to Kremer Racing in Cologne for the 1976 season.

That year the car was driven exclusively by Kremer’s number one driver, Bob Wollek, who campaigned it nine of the ten races that formed the 1976 Deutsche Rennsport Meisterschaft (DRM). Wollek also raced ‘0166’ in select rounds of the European GT Championship and the Deutsche Automobil Rundstrecken Meistershaft (the last year the DARM series was held).

In addition to the 934 (which was finished in Vaillant Green to reflect a sponsorship agreement with the German heating, ventilation and air-conditioning giant), Kremer also ran their own in-house developed 935 Spezial during 1976. This car, dubbed the Kremer K1, appeared predominantly in the 1976 World Sportscar Championship (along with the Le Mans 24 Hours) and had been built on a bare share supplied by Porsche (006 00019).

Bob Wollek’s 1976 DRM campaign was enormously successful. From nine outings he recorded three wins (at Mainz-Finthen, the Norisring and Hockenheim) along with two second place finishes and a brace of thirds. Come the end of the season, Wollek was the best placed Division 1 contender but championship honours went to Division 2 Zakspeed Ford driver, Hans Heyer.

Having won the opening DARM race of the season at Hockenheim, Wollek and ‘0166’ played no further part in that series.

In the European GT Championship, Wollek contested three races driving ‘0166’ collecting a win at Imola, second at Zeltweg and fifth at the Hockenheim season finale. The Frenchman also won the inaugural Nurburgring Trophy, a 22 lap non-championship event that took place in mid October organised by the ADAC.

Thanks to his exploits in ‘0166’ along with Kremer’s 935, Bob Wollek was crowned Porsche Cup champion for 1976. Ferry Porsche presented Wollek with the trophy on December 15th 1976 along with a cheque for DM65,000.

For 1977, Kremer acquired a factory built customer 935 (the first year such a car had been offered) and also built up a pair of Kremer Spezials: 935 chassis 007 0016 and 934 chassis 006 0022.

The now surplus to requirements ‘0166’ was sold to Belgian privateer, Raymond Raus.

During the next three seasons, Raus ran his 934 at domestic level throughout the Benelux region and achieved some good results to include a couple of wins at Zolder. The car was retired from competition duty at the end of the 1979 season.

Notable History

Kremer Racing, Cologne (Vaillant Kremer Team)

11/04/1976 DAR Hockenheim (B. Wollek) 1st oa, 1st Gr.4 2.0+ class (#938)
02/05/1976 DRM Nurburgring (B. Wollek) 3rd oa, 3rd Div.1 class (#6)
23/05/1976 DRM Mainz-Finthen (B. Wollek) 1st oa, 1st Div.1 class (#9)
07/06/1976 EGT Zeltweg (B. Wollek) 2nd oa, 2nd GT 2.0+ class (#??)
20/06/1976 DRM Hockenheim (B. Wollek) 2nd oa, 2nd Div.1 class (#5)
27/06/1976 DRM Norisring (B. Wollek) 1st oa, 1st Div. 1 class (#6T)
25/07/1976 DRM Diepholz (B. Wollek) DNF (#1)
01/08/1976 DRM Nurburgring (B. Wollek) DNF (#??)
29/08/1976 DRM Hockenheim (B. Wollek) 2nd oa, 2nd Div.1 class (#103)
12/09/1976 DRM Nurburgring (B. Wollek) 3rd oa, 3rd Div.1 class (#5)
19/09/1976 EGT Imola (B. Wollek) 1st oa, 1st GT 3.0+ class (#9)
26/09/1976 DRM Hockenheim (B. Wollek) 1st oa, 1st Div.1 class (#4)
10/10/1976 IND Nurburgring Trophy (B. Wollek) 1st oa, 1st 2.0+ class (#1)
31/10/1976 EGT Hockenheim (B. Wollek) 5th oa, 4th GT 3.0+ class (#6)

Sold to Raymond Raus, Belgium

03/04/1977 Zolder (R. Raus) 1st oa (#83)
24/04/1977 Zolder (R. Raus) 2nd oa (#83)
22/05/1977 Colmar-Berg (R. Raus) ran (#83)
30/05/1977 Zandvoort (R. Raus) DNF (#83??)
19/06/1977 Zandvoort (R. Raus) DNF (#83??)
26/06/1977 Zolder (R. Raus) DNF (#347)
03/07/1977 Nivelles (R. Raus) DNF (#83??)
17/07/1977 Zandvoort (R. Raus) ran (#83)
28/08/1977 Zandvoort (R. Raus) 3rd oa (#26)
04/09/1977 Zolder (R. Raus) 1st oa (#83)
24/09/1977 Zolder (R. Raus) 4th oa (#??)

09/07/1978 Nivelles (R. Raus) 3rd oa (#70)
13/08/1978 Nivelles (R. Raus) 2nd oa (#??)
10/09/1978 Zolder (R. Raus) 2nd oa (#??)
16/09/1978 Zandvoort (R. Raus) ran (#84)
15/10/1978 Zolder (R. Raus) 7th oa (#??)

01/04/1979 Zolder (R. Raus) ran (#61)
15/09/1979 Zandvoort ("Alex") 6th oa (#58)
06/10/1979 Zandvoort ("Alex") 3rd oa (#58)

Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com

One to Buy: ex-Harry Blumer / Edwin Kofel / Edy Brandenberger 1974 Porsche 911 3.0 Carrera RSR

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<<<ONE TO BUY PORTAL
<<<CANEPA PORTAL

Porsche’s domination of 1970s GT racing initially came about thanks to the creation of an ultra specialised Renn Sport 911 designed to exploit the Group 4 regulations, approval for which required a production run of 500 cars.

Whereas other manufacturers simply homologated their regular road car offerings, the Porsche 911 2.7 Carrera RS was conceived purely to pave the way for the most extreme racing iteration possible and did so to great effect.

The competition version of the 2.7 Carrera RS produced for the 1973 season was the 2.8 Carrera RSR which cleaned up in every championship that Porsche and its customers chose to contest. The following year an evolution model emerged, the 3.0 Carrera RS, which in turn spawned the even more extreme 3.0 Carrera RSR which came to be regarded as arguably the ultimate normally aspirated Group 4 car of the 1970s.

As a consequence of its immense effectiveness, Porsche managed to sell 56 examples of the 3.0 Carrera RSR between 1974 and ‘75, one of which is currently on the market at the Canepa showroom in Scotts Valley, California.

Configured in the unusual but spectacular shade of Kelly Green, chassis 9114609053 was originally supplied to Swiss privateer Harry Blumer who went on to win the 1974 Schweizer Meisterschaft.

Blumer’s countryman, Edwin Kofel, then campaigned the green RSR during the 1975 and ‘76 Swiss championships, after which it was sold to Edy Brandenberger who secured the car’s second Schweizer Meisterschaft thanks to a dominant 1977 campaign.

Edy Brandenberger ran 9114609053 for one more season in 1978, after which the car was placed into storage where it resided for almost 20 years.

Having since been restored to a very high standard, this exceptional two-time Swiss Championship-winning RSR is offered in race-ready condition fresh from a major overhaul.

For more information visit the Canepa website at: https://www.canepa.com/

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Guide: Blown Logic - a Historical & Technical Appraisal of the Porsche 911 3.0 Turbo (930)

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<<<911 3.0 TURBO (930) PORTAL
<<<911 3.0 TURBO (930) FOR SALE

BACKGROUND

The 2.7-litre Carrera RS introduced for model year 1973 was Porsche’s first 911-based homologation special and spawned a series of dominant racing variants that annihilated the opposition.

Less expected than its on-track success, the 2.7 RS also became a commercial hit. Porsche had only planned to build 500 units to qualify for the FIA’s Group 4 class. However, over 1500 were eventually sold which also enabled the model to go racing in Group 3 which had a 1000-car stipulation.

For 1976, the FIA made several changes to the existing racing categories. Production requirements for the Group 4 Grand Touring class were reduced from 500 units in twelve months to 400 units in 24-months.

The existing Group 5 class for three-litre Sports Prototypes became Group 6.

As for Group 5, that became a Special Production Car class for more heavily modified versions of machines that had already been homologated in Groups 1 through 4. Major changes were permitted so long as the standard bonnet, roof and door profile of the base car was retained. This led to Group 5 sometimes being referred to as a Silhouette formula.

With Groups 4 and 5 in mind, Porsche created their second 911-based homologation special: the turbocharged 930.

By this time, the firm was already experienced in the art of forced induction - between 1972 and 1973 they had successfully campaigned the 917/10 and 917/30 Group 7 cars which were followed by the experimental 2.2-litre Carrera RSR Turbos of 1974.

Like the 2.7 Carrera RS, the 930 proved another big seller. It was actually so popular that Porsche quickly decided to make the 911 Turbo a permanent fixture in their model line up. Just as importantly, the Group 4 934 and Group 5 935 racing cars were enormously successful and dominated their respective categories for almost a decade.

The first (engine-less) 930 mock-up (chassis 9113300157) was displayed at the Frankfurt Motor Show in October 1973. At this stage, the silver and white-striped prototype retained many 3.0 Carrera RS features to include the bumpers, fenders, wheels and seats.

A narrow-bodied 911 2.7 Carrera Turbo prototype was built in early 1974 (chassis 9115600042). Having served as a development car, it was refurbished and gifted to Ferry Porsche’s sister, Louise, on her 70th birthday in August 1974.

The more-or-less production-ready 930 was unveiled at Frankfurt in October 1974. At this stage it famously featured cross-drilled and ventilated discs from the legendary 917, but for production Porsche simply imported the contemporary 911 arrangement for reasons of longevity.

930 production started in February 1975 on the H-series platform. It was an immediate success and demand outstripped supply.

The 400 cars required by Group 4 had been produced by the end of 1975 and homologation was approved on December 6th. By this time, the 1976 model year I-series 911 Turbo was in production.

CHASSIS

930s were based around the contemporary 911’s standard steel bodyshell.

Steering was non-assisted and an 80-litre fuel tank was imported from the regular 911 and similarly mounted under the front lid.

Suspension was lifted from the 1974 model year 3.0 Carrera RS. Up front were MacPherson struts with lower wishbones, longitudinal torsion bars and anti-dive geometry. The back end used semi-trailing arms with anti-squat.

Bilstein shocks were fitted all round and along with an anti-roll bar at either end.

Dual circuit brakes ran separate systems for each axle. Discs and calipers were sourced from the 2.7-litre Carrera. Disc diameter was 282.5mm front and 290mm rear.

Forged light alloy wheels were supplied by Fuchs with 15 x 7-inch rims at the front and 15 x 8s at the back. These were normally shod with Dunlop or Pirelli tyres (205/50 and 225/50 respectively).

Compared to the 1975 model year 911 2.7 Carrera, track was 60mm wider at the front and 108mm wider at the rear.

ENGINE / TRANSMISSION

The 930’s air-cooled all-alloy Flat-6 motor was developed from the 1974 3.0 Carrera RSR power unit.

As usual, it came with dry-sump lubrication and single overhead cam two-valve heads.

Designated Type 930/50, the new motor featured forged alloy pistons with Nikasil barrels along with a lightweight aluminium crankcase.

Displacement was 2994cc thanks to a bore and stroke of 95mm and 70.4mm respectively with the former having been taken out by 5mm over the existing 2.7-litre engine.

A single KKK 3 LDZ turbo ran at 0.8 bar. The compression ratio was dropped to 6.5:1 in order to limit full boost compression to 11.7:1.

Fuel-injection was via Bosch’s familiar K-Jetronic system.

Peak output was 260bhp at 5500rpm and 253lb-ft at 4000rpm.

For comparison, the most potent normally aspirated 911 of the time (the 911 2.7 Carrera) pumped out 210bhp at 6300rpm / 188lb-ft at 5100rpm.

A new Type 930/30 aluminium-cased four-speed gearbox was installed as Porsche were concerned about stripping gears in the regular 915 ‘box. They deemed the level of torque so great that a five-speed unit was unnecessary.

BODYWORK

The 930 was initially only available as a Coupe.

It most obviously differed from normally aspirated 911s by way of its dramatically flared wheelarches and some special new aero.

To keep the front end pinned, a matt black wraparound chin spoiler was installed.

Integrated with the engine cover was a Tea Tray rear spoiler from the 3.0 Carrera RS adapted to incorporate an additional cooling slot.

Down each flank were the 911’s fattest fenders yet. By the time production got fully underway, a satin black shark fin-style stone guard was added to protect the rear arches from road rash.

Satin black window frames were standard with traditional bright metal work a no-cost option.

Steel body panels were used throughout.

Although the 911 Turbo may have lacked the visual drama of a Ferrari Berlinetta Boxer or Lamborghini Countach, for many customers that was a large part of its appeal. Uniquely among its peers, the 930 packed a supercar punch in a relatively discrete package that was genuinely practical enough for prolonged everyday use.

INTERIOR

The familiar 911 cockpit was equipped to a very high standard. Despite being a homologation special, the emphasis was on luxury.

930s came with half leather sports seats that featured new tartan fabric centres plus door panels trimmed to match.

A small diameter three-spoke steering wheel was upholstered in leather and extra sound insulation was fitted along with deep pile carpet.

An 8000rpm rev counter replaced the 7000rpm tach fitted to regular 911s. A boost gauge was not yet fitted to production cars. Off to the left of the rev counter were combined read outs for oil pressure / oil temperature and oil level / fuel. To the right was a 300kmh / 180mph speedo and a clock.

Standard equipment included electric windows, a four-speaker stereo with front fender-mounted electric antenna, a rear wiper, headlight washers and fog lights.

OPTIONS

Via the options list, customers could add a ZF limited-slip differential, rear fog lights, air-conditioning, an electric sunroof and a centre console.

Further customisation was available by special request - a perfect illustration of how Porsche’s customer racing department could create a VIP Spezial was chassis 9305700208 ordered by Austrian conductor, Herbert von Karajan.

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A serial Porsche owner, von Karajan’s silver 930 (an H-series 1975 MY car from the first year of production) was equipped with a tuned engine, a roll cage, bright metal window frames and an elaborate Martini Turbo decal kit. It featured on the front cover of his best-selling Famous Overtures album and was later further uprated with Cibie spot lamps and racing-style seats.

WEIGHT / PERFORMANCE

The 930 weighed in at 1195kg, had a top speed of 154mph and could sprint from 0-62mph in 5.7 seconds.

It catapulted Porsche into elite performance car territory, but the 930 was considerably less expensive than most of its rivals.

1975 MODEL YEAR H-SERIES

284 H-series 1975 model year 930s were built during the first months of production (February 1975 to August 1975). All were left-hand drive.

1976 MODEL YEAR I-SERIES

1976 model year production began in September 1975.

Boost pressure was increased from 0.8 to 1.0 bar and the turbo was enhanced with a by-pass valve to bring the power in more progressively.

Pirelli’s new low profile P7 tyres were now fitted as standard.

Also noteworthy was a new six-year anti-corrosion warranty that far-exceeded the guarantee given by any other high performance manufacturer at the time.

There were changes to the options list too: 16-inch diameter wheels became available (with a 4.222 final drive ratio) as did right-hand drive, a full leather interior and a cool Turbo-branded decal kit.

A mid year update (which came on stream during the spring of 1976) saw the rear spoiler’s supplementary cooling slot made into a much larger grille.

USA VERSION

North American customers were supplied with a US-legal 930 for the first time during the 1976 model year. These cars featured a revised Type 930/51 engine with additional emissions equipment that cost 15bhp. Peak power was now 245bhp at an unchanged 5500rpm.

Like other US-bound 911s of the era, the 930 (branded in the US as the Turbo Carrera) typically came with tailored sugar scoop headlights, extended amber front signals, red instead of amber rear signals and beefier rear bumperettes.

1977 MODEL YEAR J-SERIES

For the 1977 model year J-series (production of which began in September 1976), Porsche introduced further updates.

A Hydrovac brake servo was installed on left-hand drive 930s to allow easier depression of the brake pedal.

Thicker 20mm anti-roll bars were fitted (up from 18mm).

16-inch Fuchs alloys and centre console became standard.

A boost gauge was added (within the tach), twin fuel pumps were fitted, the synchromesh on first and second gear was revised and the differential assembly strengthened.

The engine type number was changed from 930/50 to 930/52 and, in the case of US-market cars, from 930/51 to 930/53.

An optional Martini stripe kit was also introduced. It came after a unique ‘Martini Turbo’ was produced for the British Motor Show in October 1976. This show car also had special Fuhrmann orthopaedic seats trimmed in Martini colours. These Fuhrmann seats became an expensive but rarely seen option.

END OF PRODUCTION

The 1977 model year 930s were the last 3-litre cars built.

For the 1978 model year, an uprated 3.3-litre engine was introduced.

By the time production ended in August 1977, a total of 2880 three-litre 930s had been completed.

1623 of these were the 260bhp variants and the remaining 1257 were 245bhp US-bound derivatives.

Production tallies are as follows:

1975 model year H-series, Type 930/50 engine, 284 examples built, VIN range 9305700001 to 0284
1976 model year I-series, Type 930/50 engine, 644 examples built, VIN range 9306700001 to 0644
1976 model year I-series USA version, Type 930/51 engine, 530 examples built, VIN range 9306800001 to 0530
1977 model year J-series, Type 930/52 engine, 695 examples built, VIN range 9307700001 to 0695
1977 model year J-series USA version, Type 930/53 engine, 727 examples built, VIN range 9307800001 to 0727

COMPETITION HISTORY

The 400 cars required for homologation had been produced by the end of 1975 and the 930 was approved for Group 4 / 5 on December 6th.

For the first time at World Championship level, 1976 saw production-based GT cars and purpose-built Sports Prototypes contest separate series. Porsche ran the Group 6 936 for what was dubbed the World Championship for Sports cars. The factory also ran works 935s in the production-based World Championship for Makes where cars from Groups 5 through 1 were permitted.

Porsche kept the 935 for works use in 1976 and won four out of seven World Championship events (the 6 Hour races at Mugello, Vallelunga, Watkins Glen and Dijon). Three wins went to the 3.5-litre BMW E9 CSL which meant Porsche took championship honours. Porsche also won Group 5 at the Le Mans 24 Hours with a fourth place finish overall.

Customer 935s were supplied for 1977 onwards and the BMW challenge for outright honours faded away as it looked to dominate the under 2-litre class Group 5 class with the E21 320. From this point, if the factory Porsche team didn’t win on its increasingly infrequent outings, a privateer car was normally able to pick up the win.

The 935 subsequently dominated all championships organised to Group 5 regulations: the World Sportscar Championship, IMSA, Germany’s domestic Deutsche Rennsport Meisterschaft, Trans-Am and of course, at Le Mans.

It was a similar story with the 934 although Porsche supplied these cars exclusively to customers and did not contest Group 4 in an official capacity. From 1976 until the end of that decade, the 934 out-scored any of its rivals in terms of major class wins by a quite enormous margin. Group 4 honours in all the aforementioned championships similarly fell the 934s way.

Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com

One to Buy: ex-Solar Productions - Steve McQueen 'Le Mans' / Reinhold Joest 1969 Porsche 917K

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As a consequence of having to build at leat 25 917s in order to qualify for the up to five-litre Group 4 category, Porsche ended up with many more 917s than they really needed. Following the FIA homologation inspection in April 1969, the majority (which had only been quite loosely assembled) were dismantled to be properly built up at a later date.

The order for chassis 022 came in during early 1970: it was one of several 917 Ks acquired from various sources for the Steve McQueen movie Le Mans.

Filming took place between June and November of 1970; chassis 022 starred in the Gulf Racing colours of John Wyer Automotive Engineering and Le Mans came to be regarded as the seminal motor racing flick.

On January 18th that car, offered from the collection of Jerry Seinfeld. will be going under the hammer at Mecum’s Kissimmee auction.

Once filming was complete, Solar Productions sold chassis 022 to privateer Reinhold Joest who predominantly raced the car throughout 1971 alongside Porsche test driver, Willi Kauhsen. For 1971, Joest and Kauhsen had backing from a Mannheim Mercedes-Benz dealership. 022 would be campaigned under the Team Auto Usdau banner.

In the quintet of World Sportscar Championship races 022 entered in 1971, it was a nearly always a strong finisher: fourth at Monza, a brace of sixths at Brands Hatch and the Nurburgring and seventh at Spa were no mean feat considering the strength of opposition back then.

After a couple of late-season non-championship races in 1971 (to include a second place finish for Jo Siffert in the Rebubblica GP at Vallelunga), chassis 022 was retired from competition duty. Reinhold Joest sold the car to Brian Redman in 1975 who in turn passed it on to Richard Attwood in 1978.

Jerry Seinfeld acquired the matching numbers car in 2001.

For more information visit the Mecum website at: https://www.mecum.com/

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