VIN: the works / Martini Racing Porsche 911 2.8 Carrera RSR prototype chassis 9113600002

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HISTORY OF CHASSIS 9113600002

Chassis 9113600002 (0002) was the first 911 Carrera RS or RSR produced. It started life as an unused 2.5-litre 911 ST bodyshell (9112300841) that was renumbered to reflect its new status.

Both 0002 and 0001 (completed a few weeks later) were painted Indian Red.

0002 made its public debut at the Zeltweg 1000km World Sportscar Championship race which took place on June 25th 1972. To avoid attracting too much attention, it was entered under the auspices of long-standing Porsche customer, Paul Ernst Strahle (E. Strahle KG).

As the experimental machine had not yet been homologated into Group 4, 0002 had to run in the three-litre Group 5 Sports category. It was listed in the race entry as a 911 S 2.7. The engine was said to be “somewhere between 2.7 and 3-litres” and with an output of “around 290bhp”.

Other special equipment included cross-drilled and ventilated anti-lock brakes, modified front suspension and rear wheels widened to 11-inches (up from 9-inches on the ‘72 911 ST). A custom front apron, flared fenders and a distinctive boxed-in Ducktail rear spoiler with adjustable trailing flap were also fitted.

0002 was allocated to drivers Gunter Steckkonig and Bjorn Waldegaard in Austria. They qualified 18th on the grid and finished in tenth place overall (ten laps clear of the closest GT class contender).

Upon its return to Germany, 0002 served as an R&D mule for all manner of experimental parts. During the winter of 1972-73 it was tested extensively at Paul Ricard.

The spring of 1973 saw 0002 refinished in Martini livery. On March 5th the car appeared at the annual Martini Racing press conference held at the Pavilion d’Armenonville in the Bois de Boulogne.

In June, Martini Racing took 0002 to Sicily where it would serve as a spare in the event of any mishaps befalling one of the three race cars around the unforgiving circuit.

Just such an incident occurred during the Friday evening practice session when Giulio Pucci lost it in a big way at the top of Campofelice and slammed chassis R8 sideways into a tree. Fortunately, the impact was on the passenger side of the car, otherwise Pucci would almost certainly have been killed.

With its bodyshell crumpled beyond repair, R8 was written off.

In its place, 0002 was hastily prepared which included the installation of R8’s engine.

Pucci and Gunter Steckkonig went on to finish the event in sixth position while team-mates Herbert Muller and Gijs van Lennep took outright victory in R6. The sister car of Leo Kinnunen and Claude Haldi was third (R2).

Some time after its appearance at the Targa Florio, 0002 was sold to Dunlop in England and used for tyre testing.

In 1974 the car was sold to via Peter Gregg of Brumos to Dave White who in turn passed it on to Edgar Ramirez of Costa Rica in 1975. Fellow Costa Rican, Diego Febles, bought 0002 during the 1980s, since which time the car has returned to Europe and been restored.

Notable History

Indian Red

Registered LEO-ZA-60

25/06/1972 WSC Zeltweg 1000km (G. Steckkonig / B. Waldegaard) 10th oa, 5th S3.0 class (#5)

Winter 1972-73 Paul Ricard tests

Martini livery

05/03/1973 Martini Racing press conference, Paris

13/05/1973 WSC Targa Florio (G. Steckkonig / G. Pucci) 6th oa, 4th S3.0 class (#107)

Sold to Dunlop for tyre tests

1974 sold via Peter Gregg to Dave White, Tampa, Florida

1975 sold to Edgar Ramirez, Costa Rica

1980s sold to Diego Febles

Later returned to Europe and restored

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VIN: the works Porsche 911 2.8 Carrera RSR prototype chassis 9113600001

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HISTORY OF CHASSIS 9113600001

Chassis 9113600001 (0001) was an early Carrera RSR prototype built up by Porsche in anticipation of an attack on the 1973 World Sportscar Championship.

Some of the parts used in the assembly of 0001 were sourced from a 2.5-litre 911 ST Group 4 rally car (chassis 9112300769) which had been crashed heavily by Sobieslaw Zasada on the Polish Rally in mid July of 1972.

Installation of the salvageable parts to 0001’s brand new bodyshell began in September 1972.

Upon completion, the Indian Red prototype was used for testing and development along with a sister car (0002) that had been completed a few weeks earlier. Both vehicles retained many features of 1972 model year 911s, most notably a separate oil filler cap behind the right-hand B-pillar.

With its R&D role over, 0001 was transferred to Porsche’s press and competition department on December 20th 1972. However, it was never subsequently raced (the only example from the batch of ten prototypes / R-numbered RSRs not to compete).

Following a successful 1973 campaign that had seen the Carrera RSR win the Daytona 24 Hours and Targa Florio, Porsche ran a batch of experimental turbocharged 911s in 1974.

With 0001 now surplus to requirements, it was sold (minus engine) to Stanley Parker of Surrey on February 5th 1974.

Parker had Josh Sadler of Autofarm fit the car with a 2.7-litre RS engine and 0001 was subsequently UK registered TRD 91M.

Stanley Parker retained 0001 for about a year, at which point it was sold to David Agnew.

Agnew was an enthusiastic amateur rally driver and purchased 0001 to replace a BMW 2002 Ti that he had used for the last few seasons. Together with navigator Robert Harkness, Agnew embarked on a series of rallies over the next couple of seasons, during which time he most notably finished second on the 1975 Galway International and fourth on the 1976 Donegal International. However, reliability did not prove the car’s strong point and Agnew switched to a BMW 2002 Tii for the second half of his 1976 campaign.

0001 was subsequently sold to Sean Campbell who used it during 1977. That year, Campbell picked up a second place finish on the Donegal International Rally and a sixth on the Ulster Rally. Once again though, 0001 did not prove the most reliable mount and Campbell switched to an Escort RS2000 for 1978.

Chassis 0001 was subsequently retired from competition duty. Since then, the car has been restored to its original factory configuration.

Notable History

Indian Red

Prototype reserved for factory test and development programme

05/02/1974 sold minus engine to Stanley Parker, Surrey

Fitted with 2.7-litre RS engine by Autofarm

Registered TRD 91M

Sold to David Agnew

09/02/1975 ERC Galway International Rally (D. Agnew / R. Harkness) 2nd oa, 2nd Gr.4 class (#15)
01/04/1975 ERC Circuit of Ireland (D. Agnew / R. Harkness) DNF (#9)
22/06/1975 ERC Donegal International Rally (D. Agnew / R. Harkness) 8th oa, 8th Gr.4 class (#14)
28/06/1975 IND Texaco Rally (D. Agnew / R. Harkness) DNF (#10)
23/08/1975 NIR Bushwhacker Rally (D. Agnew / R. Harkness) DNF (#5)

08/02/1976 ERC Galway International Rally (D. Agnew / R. Harkness) DNF (#??)
20/04/1976 ERC Circuit of Ireland (D. Agnew / R. Harkness) DNF (#12)
20/06/1976 ERC Donegal International Rally (D. Agnew / R. Harkness) 4th oa, 4th Gr.4 class (#12)

Sold to Sean Campbell

06/02/1977 ERC Galway International Rally (S. Campbell / Y. Campbell) DNF (#27)
20/03/1977 IND West Cork Rally (S. Campbell / D. Campbell) DNF (#7)
12/04/1977 ERC Circuit of Ireland (W. Moffett) DNF (#17)
19/06/1977 IND Donegal International Rally (S. Campbell / P. Speer) 2nd oa, 2nd Gr.4 class (#7)
03/09/1977 GBR Ulster Rally (S. Campbell / P. Speer) 6th oa, 6th Gr.6 class (#9)

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VIN: the Martini Racing Porsche 911 2.8 / 3.0 Carrera RSR chassis 9113600588 R6

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HISTORY OF CHASSIS 9113600588 R6

Of the six 911 RSR Porsches campaigned by the works Martini squad in 1973, none contested more events than chassis 9113600588 (also known as R6).

R6 made its competition debut alongside R5 at the Vallelunga 6 Hour World Sportscar Championship event on March 25th where it was allocated to George Follmer and Willi Kauhsen. They had a race long battle with the Martini sister car which was eventually decided in R6’s favour when R5 had to make a last minute pit-stop for a new front tyre. Follmer and Kauhsen placed seventh overall to win the GT category.

A week later, R6 appeared alongside R2 for the Le Mans Test weekend which also included a 4 Hour race. The Porsches went extremely well and proved faster than the bigger-engined Ferrari Daytonas and Chevrolet Corvettes. Herbert Muller went quickest of all the GT cars in R6 to post fourth fastest time overall.

Manfred Schurti and Helmuth Koiningg then took the wheel of R6 for the four hour race on Sunday afternoon. They finished fourth overall to win the GT class while Muller and Gijs van Lennep took outright victory in R2 which ran in the Prototype class on account of several un-homologated parts installed.

At the Monza 1000km on April 25th, both R6 and R8 were confirmed to be running three-litre engines as opposed to the regular 2.8-litre unit. A protest from one of the Italian drivers about un-homologated rear suspension parts saw the organisers put the Martini cars in the Prototype class which meant they had to re-qualify on the second day of practice.

As a consequence, Porsche decided to take advantage of the unrestricted modifications permitted in the Prototype category and fitted makeshift wraparound rear spoiler elements which were riveted on to either side of the existing ducktail.

Unfortunately, having qualified well in 24th and led all the two-litre Prototypes in the race, Follmer missed a gear and blew R6’s engine on the 19th lap.

Follmer was back in R6 at the Spa 1000km two weeks later and went very quick in practice. However, Muller and van Lennep pulled rank and decided they wanted to race R6 which meant Follmer and Reinhold Joest were relegated to R5 which was running in the Group 4 category. By contrast, R6 was entered as a Prototype with the extra moulded rear spoilers as seen at Monza. Muller / van Lennep ultimately came home in fifth overall.

After a strong showing in Belgium, R6’s finest hour came at the Targa Florio a week later. As the bona fide Ferrari and Alfa Romeo prototypes fell by the wayside, Muller and van Lennep moved up the order and went on to take a famous outright victory.

For the Le Mans 24 Hours, R6 was brought up to the same specification as R7 which had debuted at the Nurburgring 1000km two weeks prior. The improved specification included wider wheels, a GRP body with even bigger fully integrated rear spoiler, an uprated Type 911/75 330bhp engine and titanium hubs.

Reinhold Joest and Claudi Haldi qualified R6 in 19th, one place behind R7 driven by van Lennep and Muller. The race got off to a bad start though; Joest had a very slow first lap, after which he pitted to have the gearbox attended to.

R6 resumed and was in 45th at the end of the first hour. Joest and Haldi gradually regained ground and had moved up to 28nd by the end of the fifth hour. Unfortunately, they retired shortly before 10pm owing to a broken fuel system.

At the Zeltweg 1000km two weeks later, R6 appeared with another new rear end; this time, a large faired-in rear spoiler extended well beyond the rear bumper and featured two vertical stabilising fins. A new flat front apron was also fitted.

Neither Muller or van Lennep had even tested the new configuration before heading to Austria.

After an off for Muller in the wet first practice session, R6 was repaired and qualified tenth in the dry second session. Muller and van Lennep finished the race eighth overall.

R6’s final outing came in the Watkins Glen 6 Hours on July 21st where it was loaned to one of Porsche’s American representatives: Roger Penske Enterprises. Accordingly, R6 appeared in the blue and yellow livery of Penske’s sponsor, the Sunoco oil company. Following two days of testing at Zeltweg, a central plane had been added between the rear spoiler’s stabilising fins.

Drivers Mark Donohue and George Follmer qualified tenth in R6 while the similar but Brumos-liveried sister car (R7) started eleventh. The two RSRs proceeded to run nose-to-tail in the race; R6 had a faultless six hours and finished sixth while the sister car finished seventh.

Both R6 and R7 were subsequently sold to Hector Rebaque in Mexico. Rebaque went on to win the 1974 Mexico City 1000km event with co-drivers Guillermo Rojas and Fred van Beuren Jr.

Rebaque retained R6 until 1992, since which time it has returned to Europe and been restored to its 1973 Targa Florio-winning configuration.

Notable History

Martini Racing Team

25/03/1973 WSC Vallelunga 6 Hours (G. Follmer / W. Kauhsen) 7th oa, 1st GT class (#9)
01/04/1973 Le Mans Test (H. Muller) 4th oa, 4th S3.0 class (#61)
01/04/1973 Le Mans 4 Hours (M. Schurti / H. Koinigg) 4th oa, 2nd S3.0 class (#61)
25/04/1973 WSC Monza 1000km (G. van Lennep / H. Muller) DNF (#81)
06/05/1973 WSC Spa 1000km (G. van Lennep / H. Muller) 5th oa, 5th S3.0 class (#41)
13/05/1973 WSC Targa Florio (H. Muller / G. van Lennep) 1st oa, 1st S3.0 class (#8)
10/06/1973 WSC Le Mans 24 Hours (R. Joest / C. Haldi) DNF (#47)
24/06/1973 WSC Zeltweg 1000km (G. van Lennep / H. Muller) 8th oa, 8th S3.0 class (#7)

Loaned to Roger Penske Enterprises (Blue & Yellow Sunoco livery)

21/07/1973 WSC Watkins Glen 6 Hours (M. Donohue / G. Follmer) 6th oa, 6th S3.0 class (#6)

Sold to Hector Rebaque, Mexico

20/10/1974 IMS Mexico City 1000km (G. Rojas / H. Rebaque / F. van Beuren, Jr.) 1st oa, 1st GTO class (#15)

Retained until 1992

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VIN: the works Porsche 911 2.0 R chassis 001R

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HISTORY OF CHASSIS 001R

Chassis 001R was the first production-spec. 911 R. 20 such cars were built in total in addition to the four original prototypes (R1 through R4).

001R was retained for use by the works Porsche team. Famously, it was the car Porsche used to set a series of new World Speed Records at Monza in conjunction with BP Switzerland and Firestone.

The idea for the record attempt had come from recently appointed Porsche racing manager, Rico Steinemann. The records in question (15,000km, 10,000 miles, 20,000km, 72 hours and 96 hours) had belonged to Porsche back in the 1950s, but since then Ford and Toyota had set new benchmarks.

Even though its track surface was not ideal, Monza was chosen for the record attempt as the other European option, Montlhery, was not considered fast enough.

BP Switzerland bankrolled the attempt as they wanted to demonstrate the performance of a new engine oil. The team would comprise four Swiss drivers (Steinemann and Dieter Spoerry plus Jo Siffert and Charles Vogele) who would use Vogele’s Porsche 906 for the attempt. Each driver would do a one-and-a-half hour stint behind the wheel followed by four-and-a-half hours rest.

The rules stated that all spare parts used in the record attempt had to be carried in the car. All that was allowed in the pit were spare wheels, jacks, spark plugs, fuel and oil.

The record attempt began at midday on Monday October 29th. However, after two shock absorber failures and the front left spring strut pivot point on the tube frame being torn out (all caused by the poor condition of the Monza banking), it was soon abandoned.

As the regulations permitted the resumption of the record attempt within 48 hours, Porsche quickly arranged to send two 911 Rs to Monza.

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Because there was not enough time to organise the customs formalities for a quota of spares for the record attempt, chassis 002R (the second of the 20 production cars) was immediately sent to Monza under its own power. It would then be dismantled to serve as a parts mule.

In the meantime, chassis 001R (which would serve as the actual record car) was prepared with two fifth gears in one ‘box (instead of a conventional fourth and fifth); it was thought a single fifth gear would be unable to bear the full load during the record attempt. The engine in 001R had already done 100 hours flat out on test bench.

Meanwhile, 002R was heading rapidly to Monza. However, at the German-Swiss border, the Swiss authorities refused to let the car into the country on noise grounds. As a result, the driver was forced to take a furious all-night detour around Switzerland via Lyon, Grenoble and Turin.

Having been informed of the situation, Peter Falk and engine expert Paul Hensler set off in 001R and took the more direct route through Austria and over the Brenner Pass. They arrived on the morning of Tuesday 30th, by which time 002R had already been dismantled.

The record attempt was resumed at 8pm later that day in cold and rainy conditions. An early problem with iced up carburettors was resolved by the BP crew with an injection additive.

Wednesday was dry and the second night passed without incident. Pit stops took little more than a minute.

Thursday was another wet one and after the crew ran out of rain tyres, the Firestone experts hand-cut rain grooves into the remaining dry tyres.

At 8pm on Saturday 4th November, despite miserable weather, often appalling visibility and a couple of stops for damper changes, the crew had completed four days of running. Porsche claimed the five World Speed Records targeted and also set 14 international class records at an average speed of 209kmh.

A few days after the gruelling event, BP Switzerland displayed 001R at the inaugural Zurich Racing Car Show.

Porsche retained chassis 001R until the late 1960s, at which point it was sold to the French distributor, Sonauto.

In turn, Sonauto sold the car on to Dominique Thiry who used 001R for a number of events during 1970.

Thiry retained 001R until the late 1970s, after which it went through the hands of another couple of French owners before headting to the USA in the mid 1980s.

Notable History

Porsche System Engineering

31/10-04/11/1967 IND Monza Speed Records (R. Steinemann / Dieter Spoerry / J. Siffert / C. Vogele)

5 World Records and 14 International Records

11/1967 Zurich Racing Car Show

Later sold to Dominique Thiry

Registered 3287 QJ 67

Used in the 1970 Rallye Mont-Blanc, Wissembourg Hillclimb and Tour de France

1979 sold

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One to Buy: ex-works 1967 Porsche 910

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During the 1960s, Porsche’s competition programme steadily progressed to the point that, by the end of the decade, the firm had become the dominant force in practically every discipline of Sportscar and GT racing.

Between 1966 and 1967, the 910 played a significant role in Porsche’s ascendancy. Conceived to replace the hugely successful 906, the 910 was designed to run both six and eight cylinder engines, the latter of which came on stream for the 1967 season.

For 1966, Porsche exclusively campaigned the 910 in the European Mountain Championship which Gerhard Mitter won (the first of his three consecutive Mountain titles for the company).

In 1967, the 910 was promoted to circuit racing duty. At this point the eight cylinder engine was brought in for power circuits while the six cylinder unit was retained where handling was the chief concern.

That season, the 910 took outright victory in four rounds of the World Sportscar Championship: the Targa Florio, Nurburgring 1000km, Mugello GP and Ollon-Villars Hilclimb. Class wins were also achieved at the Daytona 24 Hours, Sebring 12 Hours, Monza 1000km and Spa 1000km.

One of those 910s to have won a World Sportscar Championship event outright is for sale as part of Issimi’s current North American listings.

Chassis 025 was the car that Udo Schutz and Gerhard Mitter drove to victory at the Mugello GP on July 23rd 1967. The 530km contest was round nine of the ‘67 World Sportscar Championship and took place over eight laps of a 66km Tuscan road course that weaved through the Apennine mountains.

Fitted with a 2.2-litre Flat 8 engine (as had been the case for its only previous outing when it posted a DNF at the Targa Florio), chassis 025 went on to defeat a stellar field and claim Porsche’s third outright World Championship win of the year.

Following a successful works career, 025 was fitted with a six cylinder engine and sold to a German privateer who raced it until 1970.

Today the car is offered in on-the-button condition and ranks among the most important Group 6 racing Porsches in existence.

For more information, visit Issimi’s website at: https://www.issimi.com/

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VIN: the works / Henri Balas / Victor Blanc Porsche 911 2.0 R chassis 307670S R4

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HISTORY OF CHASSIS 307670S R4

Chassis 307670 S, better known as R4, was the last of four 911 R prototypes that served as the basis for a subsequent batch of 20 production examples.

Built in mid 1967, the Lemon Yellow car was initially registered S-C 9200.

Porsche never raced or rallied R4. The still low mileage car was sold on May 12th 1969 to the French Porsche distributor, Sonauto in Levallois. From here, R4 was almost immediately dispatched to Etablissement Balas in Grenoble run by occasional race, Henri Balas.

In turn, Balas quickly sold R4 to French privateer, Victor Blanc, who entered the car for the 1969 Ronde Cevenole Rally, a 420km all-tarmac event that took place over June 8th and 9th. Drivers normally appeared without a navigator, as was the case with Blanc and R4.

Blanc was not classified among the event’s top 60 finishers; some reports state that R4 suffered an engine failure and the power unit was subsequently rebuilt by Heinz Schiller in Switzerland.

Regardless, it transpired that Victor Blanc did not keep up the repayments owed on R4 and the car was returned to Henri Balas.

Unable to find a buyer for the extremely specialised machine, Balas entered R4 into Lyon auction scheduled for October 15th 1970. By this stage, the car had a little over 2300km on the clock.

However, the day before the event, R4 was stolen while out on a test drive.

The car was ultimately discovered in March 1971; it had been hidden away in a Marseille warehouse and was found with a damaged engine and no seats. An additional 400km or so had been added to the odometer.

R4 was returned to Henri Balas who stored the non-running car until 1991. At this point it was sold to a UK collector and restored.

Notable History

Porsche System

Registered S-C 9200

Test car and prototype for 911 R production version

12/05/1969 sold to Sonauto, Levallois

Sold to Henri Balas, Grenoble

Sold to Victor Blanc

08/06/1969 IND Ronde Cevenole (V. Blanc) ran (#69)

Returned to Henri Balas as Blanc could not keep up repayments

10/1970 stolen

03/1971 discovered in Marseille and returned to Henri Balas

Stored until 1991 then sold and then restored

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VIN: the works / Jaime Lazcano Porsche 911 2.0 R chassis 307671S R3

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HISTORY OF CHASSIS 307671S R3

Porsche built four 911 R prototypes followed by a second batch of 20 production examples.

The R-numbered prototypes (R1 through R4) were initially retained for works use during the 1967 season.

R3 (based on chassis 307671S) was used by Porsche for just one competition outing: the 84 hour Marathon de la Route at the Nurburgring (August 22nd to 26th 1967).

This gruelling event had been created in 1965 to replace the Liege-Rome-Liege Rally. It combined the Nurburgring’s Nordschleife and Sudschleife circuits to give a 28.2km lap.

The 1967 running was Porsche’s first crack at the Marathon. They sent a three car team that comprised R3 and a brace of 911 S. For promotional reasons, R3 and one of the sister cars was fitted with Porsche’s new Sportomatic transmission.

R3 ran the event with a less highly tuned 175bhp 911 S Rally Kit engine. It was entered for Vic Elford, Hans Herrmann and Jochen Neerpasch.

The race got underway at midnight on Tuesday 22nd when the 43 starters were led away by Neerpasch in the 911 R and the Ford Belgium-entered Mustang driven by Taf Gosselin. However, the Neerpasch-Gosselin battle lasted less than an hour when the Mustang came in with serious rear suspension problems.

By the sixth hour, R3 had a full lap lead over one of the 911 S sister cars.

By dawn on Thursday, the brace of Sportomatic 911s had a ten lap lead over the chasing Minis while the manual gearbox sister car was making up for lost time after a couple of off-track excursions.

At 9am on Friday there was drama in the Porsche pit when R3 came in with a cracked front disc. A replacement took 15 minutes to fit which dropped the car to third and allowed the Sportomatic 911 S to take over at the head of the field.

However, early on Saturday morning, the leaders were also in trouble when Koch brought the Sportomatic 911 S in with a rough sounding engine. The Porsche mechanics tried to fit a fresh power unit, but did not manage to do so within the allotted time and the car was retired shortly before 5pm.

This left the 911 R in second behind the Andrew Hedges / Tony Fall / Julian Vernaeve Mini Cooper S.

14 cars headed into the final night, during which the 911 R re-took the lead although a cracked oil pipe meant it was having to make frequent stops.

By dawn, the pace had dropped as most crews just wanted to make the finish.

R3 ultimately came home 34 laps ahead the Hedges / Fall / Vernaeve Mini Cooper S. It had completed the 84 hour event at an average speed of 117.8kmh.

After its victorious outing, R3 was converted back to a manual gearbox and re-fitted with its R-spec. engine.

In this configuration it was sold to Spanish privateer, Jaime Lazcano.

Lazcano ran R3 at several events during 1968-1969, most notably picking up wins at Alcarreno and the Criterium Luis de Baviera. During his ownership of R3, Lazcano was normally navigated by Ricardo Munoz who appeared under the pseudonym Rizos.

For 1970, R3 was sold to another Spanish privateer: Julio Garcia Delgado.

Garcia Delgado raced the 911 R on a couple of occasions (finishing on the podium both times), after which the car was retired from active duty.

Garcia Delgado sold R3 in 1971. It remained in Spain until 2001 and has since been restored to original condition.

Notable History

Porsche System

Registered: S-ZZ 829

Sportomatic & 911 S Rally Kit engine

26/08/1967 IND Marathon de la Route, Nurburgring (V. Elford / H. Herrmann / J. Neerpasch) 1st oa, 1st Gr.6 class (#14)

Fitted with manual gearbox and 911 R engine

1968 sold to Jaime Lazcano, Spain

18/08/1968 ESP Rallye a las Rias Baixas (J. Lazcano) 27th oa (#6)

23/02/1969 ESP Rally Internacional del Sherry (J. Lazcano / R. Munoz) 2nd oa (#??)
23/03/1969 ESP Rally Alcarreno (J. Lazcano / R. Munoz) 1st oa (#??)
13/04/1969 ESP Criterium Luis de Baviera (J. Lazcano / R. Munoz) 1st oa (#??)
06/07/1969 ESP Rallye Internacional de Ourense (J. Lazcano / R. Munoz) 4th oa, 4th Class 6 (#2)

1970 sold to Julio Garcia Delgado, Spain

15/02/1970 ESP I Premio Escuderia Alicante, Vistahermosa (J. Garcia Delgado) 2nd oa, 1st Gr.6 class (#??)
06/09/1970 ESP Alcaniz (J. Garcia Delgado) 3rd (#??)

1971 sold to first of several Spanish owners

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VIN: the works / Rene Mazzia Porsche 911 2.0 R chassis 305876S R1

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HISTORY OF CHASSIS 305876S R1

Chassis 305876S, better known as R1, was the first of four 911 R prototypes built for works use during 1967.

R1 to R4 were followed by a run of 20 production cars manufactured between late 1967 and early 1968.

Chassis R1 made its public debut as a practice hack at the Mugello GP World Sportscar Championship race on July 23rd 1967 (the 911 R’s first competition outing). It was flogged around the 66km Tuscan road course by Vic Elford and Gijs van Lennep who went on to finish third overall and first in class with one of R1’s sister cars (chassis R2).

The 910s of Schutz / Mitter and Neerpasch / Stommelen finished first and second to give Porsche a clean sweep of the podium at Mugello.

R1 next appeared on September 24th when Gerhard Mitter took the wheel for the Schwabische Alb-Nueffen Hillclimb in Baden-Wurttemberg, southern Germany.

Mitter, the 1966 and 1967 European Mountain champion for Porsche, used R1 instead of his usual Flat 8-engined 910 Bergspyder. He finished third overall and won the two-litre Prototype class.

Eight months passed before R1 ran in public again; it was selected as the T-car for the 1968 Nurburgring 1000km in which Porsche went on to finish first (Siffert / Elford 908), second (Herrmann / Stommelen 907) and fourth (Neerpasch / Buzzetta 907).

R1 then went on to make what was the sole competition appearance for a factory-owned 911 R in 1968; it was loaned to the Swiss-based Hart Ski Racing Team for the Mugello GP on July 28th.

Hart Ski was a personal sponsor of Jo Siffert and during 1968 also backed the 910 driven by Rico Steinemann / Dieter Spoerry.

The Hart Ski Racing Team entered their Porsche 910 for Jo Siffert / Rico Steinemann and R1 for Dieter Spoerry / Ben Pon.

After a fast and consistent run, Spoerry / Pon claimed the final podium spot in their 911 R. They eventually crossed the line 22 minutes behind second-placed Siffert / Steinemann who had been relegated to the runner’s up spot after Steinemann hit a rock and picked up a puncture.

Porsche did not race R1 again. In March 1969 the car was sold to French privateer, Rene Mazzia.

That year, Mazzia primarily used R1 for hillclimbs and picked up a couple of outright victories.

R1’s last outing of ‘69 was on the Tour de France where Mazzia teamed up with Jean-Pierre Bodin.

The 1969 Tour de France was the first running of the event since 1964 after a lack of sponsorship had seen it drop off the calendar. The eight day contest took place from September 18th to the 26th and unusually took place in almost perfect weather.

Mazzia and Bodin finished the gruelling event in seventh overall (one of five 911s in the top seven to include the works 911 R of Larrousse / Gelin that won outright).

Mazzia in turn sold R1 to another French privateer, Pierre Capdevielle, who purchased the car in April 1970. Capdevielle used R1 for a handful of events during 1970 before selling it to the first of several private owners in January 1971.

Notable History

Porsche System

Registered: S-YZ 28

23/07/1967 WSC Mugello GP (G. van Lennep / V. Elford) T-car (#T)
24/09/1967 GMC Schwabische Alb-Nueffen Hillclimb (G. Mitter) 3rd oa, 1st 2.0 P class (#320)

19/05/1968 WSC Nurburgring 1000km (H. Linge) T-car (#T)
28/07/1968 IND Mugello GP (D. Spoerry / B. Pon) 3rd oa, 3rd P2.0 class (#9) Hart Ski Racing Team

03/69 sold to Rene Mazzia, Normandy, France

Registered 284 AJ 92 and 355 MP 72

23/02/1969 IND Rallye du Maine (R. Mazzia) ran (#??)
23/03/1969 IND Rallye de l'Ouest (R. Mazzia) ran (#??)
13/04/1969 IND Rallye Cote d'Armor (R. Mazzia) 1st oa (#??)
27/04/1969 IND Foret Auvray Hillclimb (R. Mazzia) ran (#??)
08/06/1969 IND d'Hebecrevon Hillclimb (R. Mazzia) ran (#??)
18/08/1969 IND Rallye Haute Normandie (R. Mazzia) 1st oa (#??)
26/09/1969 IND Tour de France (R. Mazzia / J.P. Bodin) 7th oa, 2nd P2.0 class (#177)

21/02/1970 IND Rallye du Maine (R. Mazzia) 1st oa (#7)
08/03/1970 IND Rallye International de la Cote Fleurie (R. Mazzia / J.P. Bodin) ran (#6)

04/1970 sold to Pierre Capdevielle, France

16/08/1970 IND d'Arette Hillclimb (P Capdevielle) 5th oa, 2nd in class (#??)
17/10/1970 IND Rallye Bayonne Cote Basque (P. Capdevielle) DNF (#??)

01/1971 sold

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

VIN: the works Porsche 953 chassis 100021

<<<PORSCHE PORTAL
<<<953 PORTAL

HISTORY OF CHASSIS 100021

Having won the Paris-Dakar Rally driving a works Mercedes G Wagon in 1983, Jacky Ickx convinced his employers at Porsche that they should embark on a programme to win the gruelling desert raid.

Porsche agreed and a three-year programme was signed off for 1984, 1985 and 1986.

For the 1984 event, a trio of four-wheel drive 953s were built. One was allocated to Ickx and one to Porsche engineer, Roland Kussmaul (as a fast service car). This car, chassis 100021, went to 1981 Paris-Dakar winner, Rene Metge, and his navigator, Dominic Lemoyne.

Metge eased himself into the 1984 event. Despite having lost time with a puncture on the opening special stage (leg three: El Golea to In Salah), he had moved to the top of the general classification by the end of stage five (Tamanrasset to Iferouane).

Afterwards, the Frenchman’s lead was never seriously threatened, primarily as a result of technical problems for team-mate Ickx.

Metge won two stages during the 20 day contest; he was fastest on the Agadez to Niamey leg (stage nine), but then sustained damage when he hit a cow on stage eleven (Ouagdougou to Bouna) which necessitated the installation of a new windscreen.

The Frenchman’s other stage victory came on the route from Toubra to Kissidougou. However, he routinely finished in the top three and was hardly ever outside the top five.

Metge / Lemoyne ultimately finished with a time of 16 hours 58 minutes and 55 seconds. Second place went to the Zaniroli / Da Silva Range Rover which was two hours and 20 minutes behind.

The other Porsche crews came home sixth (Ickx / Brasseur) and 26th (Kussmaul / Lerner).

Afterwards, all three cars returned to the factory where they were freshened up and used as part of the 959 development programme.

Chassis 100020 and 100021 later made an unexpected return to front-line competition on the 1988 Paris-Dakar Rally after Porsche agreed to lease the cars to Jacques Laffite and Jean-Pierre Jabouille.

Although it may seem strange that such a historic machine was wheeled out for a second attempt at such a gruelling competition, the Foltene operation wanted two cars and one of the sister 953s (chassis 100022) had been rolled on the ‘84 event and was likely not considered for participation.

Freshly repainted bright green to reflect backing from Foltene shampoo, the cars (which had a shakedown on the Rally of Tunisia) were now said to have 250bhp.

Chassis 100021 was allocated to Jabouille and his navigator, Gilles Levent. By this time the car had been re-registered S JV 1181 (from the original BB PW 846).

Neither 953 initially ran in the top ten on the ‘88 event. Both arrived safely at Tamanrasset having completed stage four, but they were very late (rolling in at 2am) because of shock absorber trouble. Progress had been hampered as their support truck was missing.

Laffite and Jabouille checked in for the next stage (Tamanrasset to Djanet) and then waited for the truck to appear. It never did, so both cars were withdrawn from the event.

Chassis 100021 subsequently returned to Porsche and was restored.

It remains in the Porsche Museum to this day.

Notable History

WPOZZZ91ZES100021

Rothmans Porsche

Registered BB PW 846

01-20/01/1984 IND Paris-Dakar Rally (R. Metge / D. Lemoyne) 1st oa (#176)

Re-painted green Foltene livery (Foltene Porsche)

Registered S JV 1181

01-22/01/1988 IND Paris-Dakar Rally (J.P. Jabouille / G. Levent) DNF (#221)

Retained by Porsche and restored to its original configuration

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

VIN: Porsche 935 chassis 007

<<<PORSCHE PORTAL
<<<935 / 78 WERKS PORTAL
<<<935 FOR SALE

HISTORY OF CHASSIS 935 007

Chassis 007 was the last works 935 produced.

Porsche assembled 007’s tub and subframe assemblies so that in the event chassis 006 (their 1978 race car) incurred heavy damage, 007 could have been pressed into service. As it transpired, this was not necessary, so Porsche reputedly made tentative plans late in the year for 007 to be developed into an even more extreme 935 for 1979.

However, when Martini decided to pull the plug on motor racing sponsorship in late 1978, Porsche dropped their plans for any further sports car racing.

Chassis 006 headed to the Porsche Museum.

Meanwhile, the unfinished 007 was placed into the firm’s storage facility at Korntal where it remained for the next ten years.

During the mid 1980s, American Porsche collector and restorer, Kerry Morse, made several attempts to purchase 007. He was eventually successful and, in September 1988, the car left Germany for Morse’s workshop in Irvine, California.

Chassis 007 remained in its shipping crate at Morse’s premises while he gathered as many parts as possible. This was obviously a difficult task as only one 935 / 78 had ever been completed.

However, in 1981, Reinhold Joest had built a small number of air-cooled 935 / 78 replicas using factory-supplied drawings. Kerry Morse was able to source several parts from Joest, but 20 years later he was still a good way short of everything required.

With this in mind, Morse decided to sell the car to Porsche expert, Manfred Freisinger, in Karlsruhe, Germany.

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Several years earlier, Freisinger had acquired a substantial number of new old stock racing parts from Porsche. Among this haul had been nearly all the parts required to finish 007 to include one of the spare DOHC 24 valve motors.

Chassis 007 was finally completed in 2011, since which time it has raced in several historic events.

Text copyright: Supercar Nostalgia
Photo copyright: Freisinger Motorsport - https://www.freisinger-motorsport.de/porsche/uk/

VIN: the works Porsche 953 chassis 100020

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<<<953 PORTAL

HISTORY OF CHASSIS 100020

The 953 was created for Porsche’s first attack on the daunting Paris-Dakar Rally (in 1984). A three-year Paris-Dakar programme would see the German firm return in 1985 and 1986 with prototype iterations of the 959.

Porsche built a trio of the four-wheel drive 953s; chassis 100020 was allocated to Jacky Ickx who had convinced the German marque to take up the challenge having won the event driving a Mercedes G Wagon in 1983.

After their successful collaboration in 1983, Ickx was again navigated by French actor, Claude Brasseur.

Despite having been a hot favourite for victory in ‘84, Ickx’s event got off to a bad start. On the first leg to incorporate a timed special stage (El Golea to In Salah on day four), he was slowed by a faulty fuel pump and two punctures.

His bad luck continued on the next stage (In Salah to Tamanrasset); an errant stone caused a short circuit in the electrical system 70km into the stage. It seemed that Ickx would have to retire, however, at the eleventh hour, one of the Rothmans MAN service trucks rolled into view and a temporary repair enabled chassis 100020 to reach Tamanrasset (although it had lost four hours and dropped to 139th in the overall standings).

Ickx bounced back by winning the next four stages through the desert from Tamanrasset to Agadez.

By the end of stage 15 (and with a couple more wins under his belt), Ickx had moved up to sixth in the general classification.

His last two wins came on the final day (when three timed special stages were held).

With eight stage wins in total, Ickx recorded four times as many as his closest competitor (team-mate Rene Metge with two).

Ickx / Brasseur finished the event sixth in the overall standings while Metge was crowned winner.

Afterwards, all three cars returned to the factory where they were freshened up and used as part of the 959 development programme.

Chassis 100020 and 100021 later made an unexpected return to front-line competition on the 1988 Paris-Dakar Rally after Porsche agreed to lease the cars to Jacques Laffite and Jean-Pierre Jabouille.

Repainted bright green to reflect backing from Foltene shampoo, the cars (which had a shakedown on the Rally of Tunisia) were now said to have 250bhp.

Chassis 100020 was allocated to Laffite and his navigator, Pierre Landereau. It appeared on the registration S JV 1180 (the original plate had been BB PW 604).

Neither car initially ran in the top ten on the ‘88 event. Both arrived safely at Tamanrasset having completed stage four, but they were very late (rolling in at 2am) because of shock absorber trouble. Progress had been hampered as their support truck was missing.

Laffite and Jabouille checked in for the next stage (Tamanrasset to Djanet) and then waited for the truck to appear. It never did, so both cars were withdrawn from the event.

In 1989, chassis 100020 was purchased by Porsche Club of America Prsident, Prescott Kelly. The car was shipped to California and restored to its 1984 configuration by Morspeed.

Kelly showed chassis 100020 several times before he sold it to a Japanese collector, Mr. Uba.

When Mr Uba's real estate business began to suffer in the 1990s, he sold the 953 (along with his ex-works 956) to American collector, Harry Mathews.

Mathews in turn sold the car in the year 2000.

Notable History

WPOZZZ91ZES100020

Rothmans Porsche

Registered BB PW 604

01-20/01/1984 IND Paris-Dakar Rally (J. Ickx / C. Brasseur) 6th oa (#175)

Re-painted green Foltene livery (Foltene Porsche)

Registered S JV 1180

01-22/01/1988 IND Paris-Dakar Rally (J. Laffite / P. Landereau) DNF (#220)

1989 sold to Prescott Kelly, USA

Restored to original configuration by Morspeed

Sold to Uba, Japan

Sold to Harry Mathews, USA

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

VIN: the Martini Racing Porsche 935 chassis 006 R20

<<<Porsche Portal
<<<935 / 78 WERKS PORTAL
<<<935 FOR SALE

History of chassis 006

The 935 / 78 was the last and most highly developed 935. Only one example was ever finished (chassis 006) although the spare was finally completed many years later (007).

Reserved for works use, chassis 006 was initially shaken down at Porsche’s Weissach proving ground in early March prior to heading for Paul Ricard where further tests were carried out.

The car made its competition debut at the Silvertsone 6 Hours in mid May. By this time, 006’s fully faired doors had been modified to a semi-shrouded configuration after the FIA deemed the original set-up illegal.

First qualifying took place in damp conditions, but Jochen Mass still smashed his 1977 lap record by over four seconds. In the dry afternoon session, Jacky Ickx lopped another seven tenths off to secure an easy pole position.

Chassis 006 was no less dominant in the race; Ickx and Mass ultimately finished seven laps clear of the competition.

Next up was the Le Mans 24 Hours where Rolf Stommelen and Manfred Schurti drove the 935 / 78. They qualified third after flying down the Mulsanne Straight at over 227mph.

However, the build-up to the race saw 006 blow a piston which necessitated a complete engine rebuild. The problem started when the car was driven to the circuit in heavy traffic as part of a misguided publicity stunt. 006 got caught in gridlock and prolonged low speed running overheated the engine which caused the blow-up in practice.

Unfortunately, 006’s race was delayed by a multitude of niggling problems. Having initially been forced to circulate at a conservative pace to run-in the new engine, the 935 / 78 was variously delayed by a faulty fuel pump, a stuck throttle, leaking radiators, a loose windscreen, a faulty distributor and a failed fuel-injection pump. Additionally, a persistent oil leak meant it needed a complete refill every 16 laps (the minimum distance permitted).

In total, chassis 006 spent nearly three hours in the pits and made around 35 stops. Nevertheless, Stommelen and Schurti managed to finish eighth overall.

The 935 / 78 next appeared at the World Sportscar Championship season finale on September 3rd: the Vallelunga 6 Hours.

Jacky Ickx was joined by Manfred Schurti and they claimed pole position by seven tenths of a second.

In the race, Ickx made a good start and rapidly established a big lead over the chasing pack.

It seemed 006 would take Porsche’s second World Championship win of the year. However, disaster struck with just ten minutes to go when Ickx coasted into the pits with a snapped fuel-injection pump belt. With no time to make a fix, the 935 / 78 posted a DNF.

Two weeks later, Porsche ran 006 at the annual 200 mile Norisring Trophy non-championship race.

This time Jacky Ickx drove single-handedly. He had set the fourth fastest time in qualifying when the car emitted a huge cloud of smoke; a holed piston necessitated an overnight engine rebuild.

As the race got underway, Ickx dropped to sixth off the line. He remained there until lap 14 when severe handling problems caused by a broken brake balance bar forced 006 into another retirement.

Chassis 006 was subsequently freshened up, after which it became an exhibit in the Porsche Museum.

Notable History

Martini Racing

14/05/1978 WSC Silverstone 6 Hours (J. Ickx / J. Mass) 1st oa, 1st Gr.5 class (#1)
11/06/1978 IND Le Mans 24 Hours (R. Stommelen / M. Schurti) 8th oa, 3rd Gr.5 2.0+ class (#43)
03/09/1978 WSC Vallelunga 6 Hours (J. Ickx / M. Schurti) DNF (#1)
17/09/1978 IND Norisring Trophy (J. Ickx) DNF (#40)

Retained by Porsche

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

VIN: the works Porsche 953 chassis 100022

<<<PORSCHE PORTAL
<<<953 PORTAL

HISTORY OF CHASSIS 100022

The 953 was the first four-wheel drive 911. Three examples were built to contest the 1984 Paris-Dakar Rally.

100022 was registered BB PW 528. It ran the Paris-Dakar as Porsche’s fast service car in support of the two main entries for Jacky Ickx and Rene Metge.

100022 was allocated to Roland Kussmaul and his navigator, Erich Lerner. Kussmaul was recruited having acted as the chief engineer on Porsche’s 1978 Safari programme. The trio of 953s were supported on the event by two MAN lorries filled with additional spares.

The 12,000km route to Dakar in Senegal included nearly 6000km of special stages.

Despite having been more involved in service work rather than the competition, Kussmaul and Lerner routinely finished stages in the top ten and often in the top five.

By the time the crews finished stage eight and reached Agadez in Niger (just before the mid-way point of the rally) Kussmaul and Lerner had risen to third place in the general classification.

However, on stage eleven (from Ouagadougou in Burkina Faso to Bouna in Ivory Coast), Kussmaul rolled chassis 100022 which led to a several hour delay waiting for the recovery truck to arrive.

Fortunately, Kussmaul and Lerner were unhurt and their car was only slightly damaged. Nevertheless, the incident caused them to drop to ninth in the overall standings.

Over the next couple of legs, 100022 moved back to eighth overall, but subsequent delays dropped it out of the top 20.

Kussmaul was finally able to push a little harder on the event’s last couple of days which took place in Senegal; he took second to Ickx on the penultimate stage (Tambacounda to Sali Portudal) and won the 100km finale along the beach into Dakar. This was a fitting result for Kussmaul and Lerner after they had done such a sterling job in support of their team-mates.

100022 ultimately finished in 26th position. The sister car of Metge / Lemoyne took victory and Ickx / Brasseur finished sixth.

Afterwards, all three cars returned to the factory where they were freshened up and used as part of the 959 development programme.

Notable History

WPOZZZ91ZES100022

Rothmans Porsche

Registered BB PW 528

01-20/01/1984 IND Paris-Dakar Rally (R. Kussmaul / E. Lerner) 26th oa (#177)

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

VIN: the Paris, Geneva & London Motor Show Porsche 911 2.7 Carrera RS chassis 9113600016

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<<<911 2.7 CARRERA RS PORTAL
<<<911 2.7 CARRERA RS FOR SALE

HISTORY OF CHASSIS 9113600016

Chassis 9113600016 was one of eight 2.7-litre Carrera RS prototypes. It was also the first of 17 examples built to the super lightweight RS H trim.

These RS H variants tipped the scales at just 960kg which was 15kg less than the Sport derivative (option code M471). The weight saving was thanks primarily to a lighter passenger seat, narrower wheels, simpler upholstery and an extremely basic level of equipment.

9113600016 was completed in July 1972 and registered LEO-ZA 64. It was painted Grand Prix White and configured with blue graphics to match the blue wheel centres.

Porsche retained the car for promotional purposes. To this end, it made the model’s international salon debut at the Paris Motor Show in October 1972. Subsequent appearances followed at the Geneva Motor Show (March 1973) and London Motor Show (October 1973).

The first owner purchased chassis 9113600016 off the Porsche stand at the London Motor Show. It may subsequently have been used for rallying in the UK and Ireland prior to heading off to the USA.

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

VIN: the works Porsche 911 2.0 R chassis 306681S R2

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<<<911 2.0 R PORTAL
<<<911 2.0 R FOR SALE

HISTORY OF CHASSIS 306681S R2

Chassis 306681S (also known as R2) was the second of four 911 R prototypes, all of which were reserved for factory use. These four vehicles were subsequently followed by an additional run of 20 production cars, 15 of which were sold to customers.

R2 was painted red and registered S-YZ 29. Having served in a testing and development capacity, it was then selected to make the 911 R’s competition debut at the Mugello GP World Sportscar Championship race on July 23rd 1967.

R2 was allocated to Vic Elford and Gijs van Lennep. It formed part of a six-car works entry that also comprised a trio of Group 6 910s and a pair of Group 4 906s.

Like Autodelta, Porsche arrived several days before the event to practice. In addition to the Autodelta squad, chief opposition was expected from Scuderia Ferrari and Ford France.

At the end of lap one, the Flat 8-engined factory 910s of Udo Schutz and Jochen Neerpasch led Jo Schlesser’s Mk2 GT40. Lucien Bianchi’s Alfa Romeo T33/2 was fourth and Elford was fifth in the 911 R.

At the end of lap three, Elford handed over to van Lennep who continued to circulate at around the same pace.

Elford was back in R2 for the last two laps, at which time the 911 R was still in fifth position. However, on the final lap, the Koch / Glemser Carrera 6 and the Schlesser / Ligier GT40 stopped out on track. Elford crossed the line in third overall to win the two-litre Prototype class.

The 2.2-litre Flat 8-engined 910s of Schutz / Mitter and Neerpasch / Stommelen finished first and second to give Porsche a clean sweep of the podium.

R2 next appeared as part of a three-car team for the Coupes des Alpes on September 4th. Also present were two other non-R works 911s. R2 was entered for Vic Elford and his navigator, David Stone.

The rally departed Marseille late on Monday night. It headed up to the Alpe d’Huez and then looped back down to Menton.

Elford led the early stages, but then dropped behind the Alpines of Gerard Larrousse and Jean Vinatier when he suffered a puncture and lost three minutes on the section into Entrevaux.

On the only part of the route to run into Italy, Elford then suffered his second puncture and lost another three minutes.

At the end of the first leg, just 38 of the 80 starters were still in the rally. The Alpines of Larrousse and Vinatier were first and second. Despite his troubles, Elford was fifth.

The second leg of the rally was quite short and ran through the daylight hours of Wednesday. Unfortunately, Elford’s 911 R was the first to retire; the engine dropped a cam follower about 6km up the Col de Pennes which broke the camshaft on one cylinder bank.

R2’s last period event was also the final appearance for a 911 R in 1967: the Tour de Corse (November 4th to 6th). The all-tarmac Corsican event was regarded as the most difficult and demanding road rally of the season despite only covering around 650km (130km of which were special stages).

R2 was once again allocated to Vic Elford and David Stone. A 911 S Rally Kit engine was fitted for reasons of reliability.

The rally began at 6pm on Saturday evening and the competitors departed Ajaccio in heavy rain.

At the end of the first leg, Sandro Munari’s tricked out Lancia Fulvia led Elford by three seconds.

The rain continued unabated during the second leg, during which Munari demonstrated his superiority and extended Lancia’s lead. Elford just about clung onto his second place, despite pressure from the Lancia sister car of Pauli Toivonen.

Elford then found himself with a little breathing space when Toivonen had an off-road excursion and bent his steering as daylight approached. The Finn dropped two minutes, but the Lancia mechanics managed to repair the Fulvia before the third leg kicked off.

Elford set fastest time on the third leg and looked comfortable in second position.

However, during the fourth and final leg, he put on a charge in an attempt to catch Munari and left the road on the slippery descent to Evisa. Elford dropped nearly two-and-a-half minutes and was then docked a further 60 seconds with a road penalty at the St. Roch control.

This relegated the 911 R to third, 63 seconds behind Toivonen with just a short distance to go.

Elford managed to closed the gap when the Finn had to tackle the final stage without his auxiliary lights, but Toivonen ultimately finished three seconds clear to claim the runner’s up spot and give Lancia a one-two finish.

Chassis R2 was subsequently retired from competition duty.

It was retained by Porsche until 1978, at which point it was sold to California-based collector, Kerry Morse.

Notable History

Porsche System Engineering

23/07/1967 WSC Mugello GP (V. Elford / G. van Lennep) 3rd oa, 1st P2.0 class (#30)
04-09/09/1967 ERC Coupes des Alpes (V. Elford / D. Stone) DNF (#115)
04-06/11/1967 FRC Tour de Corse (V. Elford / D. Stone) 3rd oa, 3rd G4 class (#97)

1978 sold to Kerry Morse, California

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

VIN: the works Porsche 917 K chassis 052

<<<PORSCHE PORTAL
<<<917 K PORTAL
<<<917 FOR SALE

HISTORY OF CHASSIS 052

Chassis 052 was the second of three short tail 917s built with an experimental magnesium chassis.

The magnesium chassis was created specially for 1971’s Le Mans 24 Hour race where Porsche would also be running a revised long tail 917 plus an ugly 917/20 that came to be nicknamed ‘the Pink Pig’.

The three magnesium chassis cars were numbered 051, 052 and 053. They followed the 917 Langheck series (040 to 045) and the 36 original 917 chassis (001 to 036).

The first mag chassis car, 051, was used to determine fatigue rates and was never seen in public. After 740km on Porsche’s rough road track at Weissach, it underwent the Long Distance Life Test and was scrapped.

052 was the plain white car that appeared at the Le Mans Test in April 1971. The Porsche crew also debuted the 917/20 that weekend and took along one of their reconfigured long tailed cars (chassis 043). On hand with a standard 917 K was the Gulf-backed John Wyer Automotive Engineering squad whom Porsche had brought on board to do most of the racing in 1970 and 1971.

Unsurprisingly, it was the revamped 917 L that set the fastest time. The Langheck had been conceived purely to suit the high speed characteristics of the Le Mans track and went round nearly five seconds quicker than chassis 052 which posted second quickest time.

Jo Siffert, Derek Bell and Jackie Oliver all got to drive 052 at the Le Mans Test. For comparison, they also piloted JWAE’s standard 917 K; the magnesium chassis proved to be good for around one second a lap compared to the original.

Following its appearance at la Sarthe, chassis 052 returned to Weissach for further testing.

After 1020km of running, it too fell victim to Porsche’s Long Distance Life Test, after which it was scrapped.

Notable History

Porsche System Engineering (appeared as a John Wyer Automotive Engineering entry)

White

18/04/1971 IND Le Mans Test (J. Siffert / D. Bell / J. Oliver) 2nd oa, 2nd S5.0 class (#17)

Subject to Porsche’s Long Distance Life Test

Scrapped

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

VIN: the Martini Racing Porsche 911 2.8 / 3.0 Carrera RSR chassis 9113600974 R8

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<<<911 2.8 / 3.0 CARRERA RSR ‘WERKS’ PORTAL
<<<911 2.8 CARRERA RSR FOR SALE

HISTORY OF CHASSIS 9113600974 R8

For 1973, the Martini Racing Team (overseen by ex-Gulf Racing manager, David Yorke) was tasked with campaigning Porsche’s new 911 RSR in European rounds of the World Sportscar Championship.

Eight different chassis were used during the 1973 campaign, one of which was 9113600974, better known as R8.

R8 made its debut at Round 4 of the world series: the Monza 1000km (April 25th). Both the works RSRs in attendance at Monza had three-litre engines as debuted at the Dijon 1000km two weeks earlier. They also featured the same rear suspension upgrades used in France which was a point of consternation for one of the Italian competitors who claimed the changes in question had not been homologated in the Group 4 GT category.

The organisers ultimately decided to put the Martini Porsches in the Group 5 Prototype class and they were forced to re-qualify on the second day of practice.

As a result, the Martini crew decided to take advantage of the unrestricted modifcations permitted in Group 5 and hurriedly riveted additional rear spoiler panels in place either side of the original ducktail. These extra winglets subsequently became known as Mary Stuart collars.

R8 was allocated to George Follmer and Manfred Schurti who qualified fastest of the production-based cars in 24th. The sister entry (R6, for Gijs van Lennep and Herbert Muller) lined up in 34th.

Unfortunately, R8 was an early retirement; after just 19 laps, Follmer came into the pits having over-revved the engine to 9300rpm when he missed a gear. R6 later fell by the wayside too when its engine blew a piston.

After receiving a fresh engine, R8 next appeared for the Targa Florio two weeks later.

Martini Racing took four cars to Sicily, R2, R6 and R8 plus the spare, 0002.

Factory driver Gunter Steckkonig was joined in R8 by Targa specialist, Giulio Pucci.

However, the car never made it to the grid; during practice on Friday evening, Pucci lost it in a big way at the top of Campofelice and slammed sideways into a tree. Fortunately, the impact was on the passenger side of the car, otherwise Pucci would almost certainly have been killed.

With its bodyshell severely crumpled beyond repair, R8 was written off.

Porsche nevertheless went on to take a famous outright win at the 1973 Targa thanks to Muller and van Lennep in R6.

Notable History

Porsche System / Martini Racing Team
Silver Martini livery

25/04/1973 WSC Monza 1000km (G. Follmer / M. Schurti) DNF (#82)
13/05/1973 WSC Targa Florio (G. Pucci) DNS (#107)

Wrecked in Giulio Pucci’s practice accident at the Targa Florio

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

VIN: the works Martini Racing Porsche 917 K chassis 053

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<<<917 K PORTAL
<<<917 FOR SALE

HISTORY OF CHASSIS 053

Chassis 053 was one of three 917s built with an experimental magnesium chassis in 1971. This trio were the last Group 5 917s of any kind; all subsequent derivatives would be to Group 7 trim (for the likes of Can-Am and Interserie racing).

The three magnesium chassis cars were numbered 051, 052 and 053. They followed the 917 Langheck (040 to 045) and the 36 original 917 chassis (001 to 036).

051 was used to determine fatigue rates. After 740km on Porsche’s rough road track at Weissach it underwent the Long Distance Life Test and was subsequently scrapped.

052 appeared at the 1971 Le Mans Test weekend in April. The plain white car ran with factory personnel under a John Wyer Automotive Engineering entry. Alongside the Martini International squad, Wyer’s Gulf-backed crew were managing Porsche’s racing effort for 1970 and ‘71.

After the Le Mans Test, chassis 052 was scrapped with 1020km on the clock.

The last car, chassis 053, was the all bells-and-whistles example saved for the 1971 Le Mans 24 Hours.

It appeared at la Sarthe brand new and largely un-tested. The colour scheme was a stunning white Martini livery.

Once again, factory personnel were on-hand to oversee the operation, on this occasion alongside the Martini International Racing Team crew headed by Hans-Dieter Dechent.

053 was allocated to Helmut Marko and Gijs van Lennep. They qualified fastest of the Kurzheck 917s in fifth.

In first through third were a trio of 917 Langhecks (two from Gulf and one from Martini). Ahead of Marko / van Lennep was the Penske Ferrari 512 M in fourth.

After the first three hours, the top six cars were all on the same lap and Marko was fifth in 053.

Shortly before 10pm though, the car was delayed for ten minutes by a thrown alternator belt.

Nine hours in, Marko / van Lennep had recovered to fifth.

During the darkness of Sunday morning, a rash of trouble for the lead cars (three 917 Langhecks and a Matra), saw 053 moved up the leaderboard.

Shortly after mid-distance, Marko / van Lannep swept into lead, a position made more comfortable when one of the Langheck 917s moved into second at 7am.

When the much-delayed chasing Matra went out shortly before 10am, the Porsche drivers were told to not push.

Helmut Marko and Gijs van Lennep secured Porsche’s second Le Mans win on the bounce.

053 was immediately retired to the Porsche factory collection.

Notable History

Porsche System Engineering (Martini International Racing Team)

White with Martini stripes

13/06/1971 WSC Le Mans 24 Hours (H. Marko / G. van Lennep) 1st oa, 1st S5.0 class (#22)

Retained by Porsche

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