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Classic Porsche 911 - Surveys owners, repair and operation of 911 news stories and page model, sales and much more in ou...
Classic Porsche 911 - Surveys owners, repair and operation of 911 news stories and page model, sales and much more in our club fans and fans of the legendary series cars Porsche 911. All about 911-901, 930, 964, 993, 996 and new era 997 and 991-series.

If you're buying a used 911 as an investment, send me your address so that I can arrange a visit from the boys. Investors who never drive their 911s bring a word to mind. That word is 'pimp'. As 911 diehards, the boys don't like pimps, so when they arrive, make sure your engine is still warm, the exhaust system is making that tinkling noise and there is evidence in your tyres of some recently accomplished brisk cornering.

All 911s, from 1963 to this afternoon, share a characteristic 911 'feel', but that varies greatly in degree. Bog-standard used Coupes from the late 1970s or 1980s once delivered the goods for sensible money but they might demand some restoration work now.

Choosing a 911 is such a very personal matter. Just go for what you really want, get the best straight car you can find and look after it. Reliability is legendary but repairs can be costly.

My choice is currently the 993 Carrera 2 Coupe of 1993-98. Its predecessor, the 964, was respectable but dull. The 993's different, agile feel makes it terrific to drive and good ones go for less than £30,000 - this week, anyway.
It's the last air-cooled 911 model but so what? Later models lost nothing by being water-cooled. No, pick a 993 for its exhilarating agility, and its price.

A friend of mine paid £26,000 for a superb 1994 993 Carrera 2 in late 2013. He loves it, whether he's tootling about the shops or on a 300-mile blast through the remote Highlands of Scotland, where it truly excels. And that's no more than it deserves.

Porsche 911 Carrera RS
1973 // £500,000
The eternally great, ultimate development of the original 911 concept, it combines high performance and low weight with inch-perfect precision handling. Superb but the price of this model now, sir, is officially‘through the roof'. If you buy one, promise us you will use it.

On an autumn day in 1972 the salesman from Porsche GB came to visit our house. 'We're making a special car,' he told my father. 'Only 200 will be built, and we're offering them to our best clients first as demand is sure to be strong.' They built more than 1500 in the end, and demand was so great that, instead of management having to use them as company cars to use up unsold stock as expected, Porsche sold out the first batch of 500 immediately and had to build two more series.

Why the fuss? Because the RS is so much more than the sum of its parts. It was derived from the relatively humble 2.4S, but with flared rear arches and wider wheels (a 911 first), bored-out engine (at 2.7 litres Porsche's biggest road car motor to date), a rear spoiler (another first, and not just for Porsche, so initially illegal in some markets) and, last but not least, weight-loss that took the RS under the magic 1000kg in 'lightweight' trim.
The result: 150mph, 0-60mph in 5.0sec, handling to die for (and you would if you lifted off mid-comer) and a string of victories on every continent including rallies, Le Mans and the Targa Florio. Oh, and you can drive it to the shops.

Mine's been in the family for 42 years and has never once 'failed to proceed'. Beat that, Enzo...


Porsche 911 GT3 (997-series, generation II)
2009-12 // £80,000-120,000
The 997-series Generation II cars were terrific in their time and the naturally aspirated 997 GT3 was a hugely powerful, seriously fabulous machine, subtly better in fast corners than previous GT3 models.
A classic in waiting - bound to be a sound long-term investment.

Any brand new 911
2015 // From around £75,000
Admit it, they are absolutely brilliant. If you don’t want one, you should. Buy it, keep it, service it properly. One day, it will be a classic but, meanwhile, enjoy a few happy decades driving it. The best of all worlds.
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  •   Paul Hardiman reacted to this post about 4 years ago
    Gorgeous Green Four-Cylinder Coupe Restored in Galway

    Back in #1964 #Porsche was a company struggling to say goodbye to the faithful 356 and hello to the faster, larger and more expensive Porsche-911 model. Long-standing customers and loyal #Porsche-356 drivers were not impressed at the increased purchase price forced upon them if they were to stay with the marque and, as such, Porsche was scared it would lose its market share. So, with consultation from both customers and dealers, Porsche developed the #912 ‘Versuchwagen’, or “Research Car”, using a four-cylinder 356 engine in the winter of 1964. By early April #1965 Porsche unveiled the new 1,582cc 912 to the public, while orders for 356 models were not taken after the spring of 1965 and production of that car officially ended in September 1965. In some respects the 912, in its easing of the transition between the 356 and 911, was the company’s saviour.

    While some may have viewed the less powerful 912 as a poor man’s 911, the 912 was rapidly developing its own fan base thanks to its undiminished aerodynamics, style, ergonomics, and more importantly, the same high level of build quality of a 911. With better weight distribution than the 911 thanks to the smaller and lighter engine the 912 was acknowledged as a better-handling Porsche and, in the same way the underdog that was the #Mini-Cooper was applauded for taking on and winning rallies, the 912 was also applauded for giving a complete driving experience at a fraction of the price paid by 911 drivers. Many journalists of the time noted that, when carrying out motoring comparison reports on both the 912 and the 911, the 912 was judged to be more fun to drive with its precise steering and better weight distribution. When the price factor was brought into the equation it was very difficult to choose one over the other.

    In the USA the #Porsche-912 outsold the #Porsche-911 almost two to one in #1966 . However, as time went on the numbers dropped in favour of its more powerful #911 brother, and by #1968 the figures showed the 912 production figures to be in or around 6,300 units, while the 911 had risen to around 8,000 units. This ultimately led to the demise of this iconic car in 1969, as the factory geared up for the new #VW-Porsche #914 . Another factor in the 912’s discontinuation was the impending United States engine emission control regulations, which would have cost Porsche too much to comply with in terms of modifications. In all, Porsche had produced over 32,500 912s during its five-year manufacturing run, which included a special edition to celebrate the 100,000th Porsche car - a #Porsche-912-Targa that was presented to and used by the police of Baden-Worttemberg. And, despite being axed in 1969, the model was resurrected unexpectedly when a limited run of about 2,0 fuel-injected two-litre #Porsche-912E models were built for the US market in #1976 to fill a gap at the bottom of Porsche’s range after the end of 914 production, in preparation for the new front-engined #Porsche-924 . Not bad for a car that was only designed to be a transition model from the 356 to the 911.

    All of the this might just give you an idea as to how rare these cars have become over the years, and their less- complicated engine and expense has seen them become collectables in their own right today, and not just “the 911’s poor brother.” John Dooley is the man with the keys to the stunning 912 you see here, which left the factory in #1969 bound for the US of A. John has always had a penchant for the air-cooled powerplant but, despite growing up, as so many of us did, being transported around in the back of a Beetle, he does not own one, preferring its more affluent big brother. You can’t blame him really, seeing as there were nine of them squashed into his father’s #VW-Beetle ! “I’ve always liked the simplicity of the air-cooled VWs and their engines which just keep on going, and the 914 and 912 models are no different really, apart from being more expensive to restore.”

    In convoluted fashion, the story of John’s ownership of this green 912 begins with his purchase of a classic #VW from the US nearly ten years ago. “I have a #1963 #Karmann-Ghia that I bought over the internet in #1997 / #1998, which was a big thing then I suppose as it was all new back then” he begins. “The previous owner had stripped the car down but never went ahead with the restoration, so I shipped it from San Diego and restored it with just a small amount of welding needed. I still have that car today”. After that John went looking for a Porsche 914 and, as it happened, the guy in the US that imported the Karmann Ghia for him also had a 914 in his yard, so he bought that and had it shipped over too. John restored that Porsche, in the process converting it to RHD (all 914s were left- hookers from the factory) and fitted a new 1.7-litre engine too.

    By 2004/’05 John was on the lookout for a Porsche 912, and despite many hours looking on the internet he could not find a good one. The same guy that shipped the #Ghia and the #Porsche-914 agreed to look at a 912 for John - for sale in California, it had supposedly come from Arizona, although John didn’t believe that as it had more rust than you would expect from a dry-state car. “I arranged to have it shipped to the UK, and at the same time I decided I would convert it to RHD so I bought a RHD bulkhead” John explains. “When the 912 arrived in the UK I went over with a trailer to collect it and the bulkhead, but the bulkhead was too big for the trailer so I agreed to arrange to have the bulkhead collected at a later date. That never happened as that gentleman said he dumped it in error, but I think he probably sold it on me”. The car then sat for a while, because as John said, it was “the scary period of 2006/’07 when things were slowing down”, so the project certainly wasn’t off to the most auspicious of starts, Indeed, it could even have fallen by the wayside, but as you can see, John stuck fast and waited for his opportunity.

    By late 2011 John felt the time was right to start the restoration of the 912, so the stripdown began. What was apparent straight away was that the “rust-free” car was not so rust-free, but in comparison to other cars of its era it was practically museum quality. There were rust spots in the floor, four to be exact, but localised repairs were all that were needed. The same was the case when it came to dealing with the rust spots on a wing and a door bottom, so thankfully no expensive new panels needed to be sourced. There is certainly something to be said for Porsche build quality of the time. Even though the car was driving when it arrived in Ireland the wiring was very tatty, so when John stripped the ‘shell Brian Dooley refurbished the electrical system. John tells us that he was a saviour as he did a fantastic job.

    John’s son, Dermot was a panel beater at the time, and he was a real driving force behind getting the bodywork done. It was finished to a fantastic standard, before being sent to Mazonbrook Motors in Loughrea to be painted. The original colour was the very dark Irish Green, but John preferred a brighter original Porsche colour called Golden Green, so a bespoke version of this shade was mixed up and laid down with flawless results.

    In the meantime the brightwork had been sent to Derby Plating in the UK, and when the fresh trim was installed on the newly-painted ‘shell the 912’s appearance really came to life. The bumpers were a nightmare though according to John, as they are very difficult to install and have quite a number of components in each section, all of which required new (and quite expensive) rubbers and grommets. With new tyres fitted to the original Porsche Fuchs wheels, the glass installed with all new rubbers and the US-spec headlights refitted with modern H4 bulbs and set up for RHD, the exterior was finished. Attention then switched to the interior, and a new headliner, new dashboard panel, carpets and one seat cover were ordered from a company in Belgium before being fitted to the almost completed Porsche. All that was then left to install was the engine, which John did once he had sorted out the completely-rebuilt twin Solex carburettors.

    We first came across John’s 912 at the ‘Ireland Heads West for Emma’ Vintage Show in Ballybrit Racecourse in Galway last June, when its bright green colour and gleaming chrome caught the eye of our editor from right across the car park. Not only does it look fantastic, but John is very happy how it drives too; a 1,582cc flat-four might not sound like much engine for a Porsche, but it’s by no means an old VW unit, putting out a solid 90bhp or so. “It’s slow to get started from cold, but after that it fires up straight away” he smiles. “You could use it every day, and if I had to sell everything else I would happily use it all the time. People ask if it’s as fast as a 911, and it’s not, but it’s no slouch and handles very well. There’s nothing wrong with the way it goes, and I’m very happy with it”. You can’t say fairer than that.

    Car #1969 Porsche 912 - Spec
    Years Produced: - 1965 to 1969
    Body Type: - Monocoque 2+2 coupe
    Engine: - Rear-mounted 1,582cc air-cooled flat-four with twin Solex carburettors
    Transmission: - Five-speed manual, RWD
    Front Suspension: - Independent torsion bar with McPherson strut-type dampers
    Rear Suspension: - Independent torsion bar with trailing wishbones
    Maximum Power: 90bhp at 5,800rpm
    0-60mph: - 11.6 seconds
    Maximum Speed: - 119mph
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  • SMILE FACTOR

    Our man reckons the #Porsche-911-Carrera-3.2 is the best classic #911 to have as a daily driver. Well he would do, he’s owned one for nine years. Words & photos: Paul Davies and KPB photography.

    My first #Porsche was a #Porsche-912 . You know, the 911 with the #356 engine that outsold the six-cylinder version in its first two years. Real classic, nicely balanced, performed a lot better than it did on paper, and – when I bought it back in #1989 – pretty cheap. But daily driver? No.

    On back roads it was fine, but motorway work had Fiestas roaring past, the drivers grinning mockingly, and getting it started was a matter of tickling the Solex carbs until the engine ran steady – although that might have been my particular car.

    So, I needed something a bit more, as they say, userfriendly; I reckon if I’m trolling around the country on Classic Porsche magazine business the least I can do is turn up in the right make of car. Also, wouldn’t it be nice to take the Porsche on the annual holiday run to northern Spain, without holding up 2CVs on the back roads of France?

    The question was how to replace the 912. An early 911, even way back in 2006, looked pricey and a bit too precious. I looked at a nice #1976 Carrera 3.0 but it was expensive, and the later SC at that time was a no-no in the credibility stakes – although it’s getting up there now with the best. The Carrera 3.2, manufactured from 1984 to 1989, seemed a no-brainer.

    I always like to bring my long-time co-driver (Mrs D, that is) into car buying decisions. Then, if it all goes horribly wrong, it can’t all be my fault. Driving early cars – like the Carrera 3.0 and the #Porsche-911SC – revealed a couple of basic problems in the daily driving department, namely the agricultural feel encountered with cog-swapping through the 915 gearbox, plus the amount of leg muscle required to depress the cable-operated clutch.

    The revised #Carrera 3.2, built from #1987 model year with hydraulic clutch and easy-shifting G50 gearbox made by #Borg-Warner , was the answer. Eventually I found one, a two-owner Targa that passed muster, for sale with Coventry specialists PCT, or at least Autobahn as the sales outlet then was. A deal was done, which even included a six-month warranty, and I drove off. On the M5 motorway, the fresh air blower running at full blast to counter a stinking hot summer day expired in a cloud of smoke and the acrid smell of a burnt-out electric motor!

    To be fair, PCT replaced the unit straight away – and also re-fitted the rear anti-roll bar which had been knocking on the transmission casing because, at some stage in its life, it had been fitted upside down. From then forward I can report the Carrera 3.2 has proved a worthy buy. Yes, I’ve had a few problems – in general just what you would expect with an ageing Porsche – and consequently have spent money to keep it up to scratch through the 48,000 miles it’s covered so far.

    But it’s been worthwhile. The family #BMW 3-series is a very good car, which is what you would expect, but get in the Porsche and you only have to go a couple of miles down the road before the smile factor sets in.

    Driving the Carrera 3.2 is like driving a modern car without the bad bits. The non-assisted steering is heavy on parking because of the 205-profile front tyres, but once you’re on the move it has a precise feel that’s hard to match with a modern – especially those with electric PAS. The suspension – still torsion bars, of course – is firm, but you truly feel connected with what’s happening. Yes, the brakes are borderline if you’re cracking on, and they do need to be kept in top condition.

    The engine, that’s the gem. This, you need to understand, is to my mind the ultimate expression of the original #Porsche-911 air-cooled flat-six. It’s not the final configuration but it retains the attribute of the original Porsche concept of ‘less is more’, with just about the right amount of modern technology. The #964 and the #993 that followed were also air-cooled, but much revised and not necessarily better.

    In 1984, when the 3.2 first appeared, Porsche was seriously getting to grips with clean air legislation, especially in the USA, and that’s one of the good things about the 3.2 motor. The company’s first stab at electronic management, via the Bosch Motronic system, for the first time accurately controlled fuel flow relative to such things as throttle position, engine and ambient temperature, and ignition. The end result is a superflexible engine that delivers fuel economy which owners of carburetted or MFI-equipped cars will die for. On those long trips to Spain and back I’ve taken the trouble to do long-term fuel checks, and 27mpg overall is the result. Not bad, I reckon.

    I can’t fault the way my Carrera 3.2 drives, although I’m conscious of the fact it’s still on its original dampers. I’ve fitted Super Pro synthetic bushes to the front suspension (back end coming soon) but I think a set of new Bilsteins, or similar, would be the icing on the cake. Even so, it’s a good top-gear motorway cruiser (bit of wind rush from the Targa top over 80mph) and on back roads third gear seems to be the place to be, the super torque of the engine taking you from almost nothing to well over the legal limit. Smile factor again.

    Inevitably we get the big question. No-one, well not me anyway, said Porsche ownership was cheap (in fact if you think that way, don’t buy one), but although there is most definitely a constant cost factor involved, you’ll come out smiling just as long as you keep on top of things. Francis Tuthill (who’s built more rally Porsche than most) once told me – talking about the 912 actually, but the same implies – that the best way to deal with Porsche ownership was to drive it, enjoy it, and fix it when it breaks.

    That’s not to say you don’t indulge in regular maintenance, I think Francis was referring to not being dragged down the full restoration route. I’ve had it fixed if it broke, changed the oil, spark plugs and things like that and had the bodywork attended to when rust threatened.

    Before I bought the car, at 55,000 miles, it had had an engine rebuild after the oil pump failed (don’t know why) but during my ownership, from 62k and nine years, I’ve spent just over £10,000, excluding tax, insurance and fuel. Biggest expenses? A year into ownership, Gantspeed took a good look and replaced the clutch, updated the clutch-release mechanism, rebuilt the rear brakes and suspension, and gave the engine the ‘works’ (£3,500). PCT fitted a new dry-sump tank (new one from Autofarm £500) when the original leaked, and also fitted a stainless-steel pre-silencer (both jobs £1400).

    Jaz (I spread my favours) did a mega-service and fettle before one of my Spanish trips that totalled £1200 and included new handbrake cables, a wheel bearing, driveshaft seal, and electric motor for the driver’s seat height adjustment. Recent work at Specialist Vehicle Preparations has included replacing a broken suspension arm, those Super Pro bushes, and new front brake calipers, all for around £1,800.

    Attention to rusty bits has so far totalled £1500, but I know there’s another (bigger) job on the way before long: tyres, I’ve replaced six (excellent) Avons during the time at a cost of around £550 but I’m due for a new set before I do much mileage this year.

    That’s it really. It may sound a lot but add the costs to what I paid for the car back in 2006 (£12,000) and then take a look at the current sale prices for late-model Carrera 3.2s. I reckon I’m breaking even – and I’ve had a lot of smiles on the way.

    Finally, that Targa top. I know everybody thinks they’re for sissies and not the true 911 look, but it’s highly practical for a car that doesn’t have air-con (of course not!) and anyway the co-driver likes it. I drove a Cayman recently – you know, the Boxster with a roof for grown-ups – and I have to admit it was mind-blowing, especially in the handling department. But, hey, it’s already on the downward spiral of depreciation that modern, mass produced Porsches suffer. I couldn’t be that daft could I?
    • Porsche bb 911 Turbo Targa - I must say I found Retro #Porsche : Part II to be an absolutely brilliant bookazine – it provides a lot of history. IPorsche bb 911 Turbo Targa - I must say I found Retro #Porsche : Part II to be an absolutely brilliant bookazine – it provides a lot of history. I own a 1976 Slant Nose 911, so I’m curious about them, particularly the period modified versions from German tuning houses like Rinspeed and bb, so I particularly enjoyed the bb 911 Turbo Targa feature.

      I wondered where the initial idea for the bb-style 911, adapting a #Porsche-911 to look like a #Porsche-928 and #Porsche-959 , came from, as you don’t see a great deal of them around anymore. God only knows who modified these cars in the Eighties – like the article’s author I ran into brick walls everywhere during my own research on the cars, and I eventually gave up looking.

      Not a lot of people have time for Rainer Buchmann’s creations, but it was good to see this car. It certainly wouldn’t be everyone’s cup of tea, but cars like this are still a part of Porsche history, even in a small way.
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  • WINNING RECIPE

    Paul Davies recounts the story of the first customer turbo race car, the #Porsche-934 . The Porsche 934 blended the RSR Carreras of the early seventies with pressurised induction to cook up the first customer turbocharged racer.

    Can you have a fusion automobile as well as fusion cooking? Take a well-proven chassis, and engine, mix with all you’ve learnt about turbocharging from sports car racing in the United States with the 917, and serve up as one of the most successful customer competition cars to come from Porsche. Only 31 examples of the Porsche 934, officially known as the Carrera RSR Turbo (or simply Turbo RSR), were manufactured ready for the 1976 season, but they dominated their category way into the following decade.

    There’s always been a Porsche policy of encouraging the customer to go racing, or rallying if comes to it. Competition improves the breed, and it’s often a fast-track means to develop a new model. More importantly, however, was the Stuttgart family ethos that if a customer went racing, successfully, they became a loyal customer. Give the guy the right tools, help him a bit along the way – and he’ll come back time and time again.

    Back in the days of the four-cylinder 356, Spyders and the 904, and later with the Carrera 6, it was private entrants around the world who snaffled most of the silverware and helped create the Porsche legend. A goodly number of the 43 Porsche 917s manufactured ended up with driver-owners, or private teams, receiving varying amounts of factory support; both of the 917 Le Mans wins of 1970 and ’71 went to ‘private’ concerns.

    There’s also been a further thread running through Porsche’s motor sport involvement, one that continues to the present day. Except at the very top level, the customer competition car should be based upon a production model. Which excludes the 917 and also the most successful of all competition Porsches, the 956/962 of the 1980s, but think of the hordes who raced and rallied the 356 in all its forms and the many #911 variants of the sixties. By the early 1970s they were looking for a new car to run.

    The answer came in 1973 with the introduction of the Carrera RS. A total of 1580 of the 2.7-litre (2687cc) #Porsche-911 coupé were manufactured in both lightweight Sport (M471 option) and plush Touring (M472) versions, and a large number ended up in motor sport of one sort or another. After all, straight from the factory it had most of the right bits that in those days made a club, or national status, race or rally winner. It was the flag-waving 911 that got people queuing for the more ‘basic’ 2.4-litre model of the day.

    But Porsche knew their production racer would not be quite good enough for the serious private entrant. Of that production run, just 49 cars (preceded by eight prototypes) were selected for extra-special treatment before they left the factory. With a further lightened and wider bodyshell, a capacity increase to 2806cc with twin-plug ignition, the addition of 917 brakes, uprated suspension with coil springs supplementing torsion bars, and a stripped-out interior with a roll cage, the Carrera 2.8 RSR (M491) was the car for the serious customer racer.


    The Porsche 911 was considered a special grand touring car, and back in 1973 you had to make 500 in a year to qualify for entry into the Group 4 category. Further modifications could be made as an ‘evolution’ of the original car. In 1973 the Brumos team RSR ran as a prototype with a full 3.0-litre engine at the Daytona 24 Hours and it won; later in the year a similar Martini Racing car was outright winner of the Targa Florio, and took fourth overall at Le Mans.

    In fact the 2.8-litre engine was a bit of an oddball. The capacity, achieved by increasing the bore of the production Carrera 2.7 RS unit from 90mm to 92mm, was right on the physical edge, and proving unreliable. At that capacity it was also way short of the 3.0-litre international class limit. The obvious double solution was to move to a full three litres (2993cc) utilising an aluminium (instead of magnesium) crankcase, and the same 95mm bore that would later form the basis of the upcoming 930 Turbo road car.

    By 1974 the Carrera 3.0 RS had become a ‘production’ customer race car. A grand total of 109 were produced, of which about half were built as RSR versions to very much the same competition specification as the previous 2.8-litre. In addition 15 special cars (outwardly RS but with 3.0 RSR engines) were supplied to compete in the International Race of Champions (IROC) series in the USA.


    Both 1974 and 1975 were years for customer cars. In these two seasons private teams dominated on both sides of the Atlantic, with Peter Gregg winning both the Trans Am and IMSA GT series in the USA two years running, and the Kremer and Loos teams sharing John Fitzpatrick’s European GT Championship.

    Whilst customers worldwide were winning with the 3.0 RSR, Porsche was otherwise occupied, particularly with trying to win the East African Safari Rally (they came second) and also working to bring a new customer car to the starting grid. That car would be the Carrera RSR Turbo of 1976, the Porsche Type 934. The ‘93’ number signified the car was based on the production 911 (930) Turbo – first shown in 1973 but not to go on sale until 1975 – and the final digit that it was homologated into Group 4.

    Only, the recipe for the new car required a certain amount of tasting before it was ready for the table. Following success racing in the Can-Am series in the USA, Porsche had got the turbo bug big. At the peak of development the twinturbo engine of the 917/30 was giving in excess of 1000bhp, and it was logical the company should apply the same technology to both mainstream production (the 911 Turbo) and competition. The introduction of the (short-lived) BMW 2002 Turbo to the European market was an additional incentive to match their big rivals.

    Several prototype 911 Turbo road cars were produced (first with a 2.7-litre engine) and to test the configuration to the limit Porsche built four prototype race cars based on the Carrera 3.0 RSR but with a turbocharger. International regulations demanded pressurised induction engines should have a coefficient of 1.4, so to duck under the three-litre class limit the capacity was 2142cc. Even so, with single KKK blower, mechanical injection, twin plugs per cylinder, and an air-to-air intercooler between the turbo and the plenum chamber, the output was upwards of 500bhp.

    The rest of the specification was similar to the Carrera RSR, but with lightweight and wider body, and the addition of a large rear spoiler. The torsion bar suspension was deleted entirely in favour of coil springs at both front and rear. Factory Turbo RSRs raced in Martini colours during 1974 and proved relatively reliable, although they could not match the speed of the Matras and Mirages of the time. Second places at Watkins Glen and Le Mans were the highlights.

    At the end of the season, Porsche was happy with these ‘turbo-trials’ and announced it would take a break in 1975 and leave things to the Carrera 3.0 RSR privateers. Meanwhile, they readied the 934.

    Whereas the small-capacity Turbo RSR was, and looked, very much an out and out racer, the limits of Group 4 (500 of the base 911 Turbo had to be produced to qualify, but no problem there) demanded the 934 be a degree or two more sober. Visually, the 50mm plastic wheel arch extensions were the giveaway, along with the deeper front apron that held a big central oil cooler and twin water radiators – more on these later.

    Structurally the body was very much like the stock 911 Turbo, complete with impact front bumpers. Obviously there was a roll cage (alloy in-period, but not permissible now) and all the usual motor sport essentials. The interior was devoid of passenger seating and carpets, but it was not necessary for Porsche to resort to lightweight panels and thin glass to achieve the category minimum weight of 1120kg. In fact, the electric operation of the driver and passenger door windows was retained!

    Running gear generally followed previous RSR models, with the torsion bars retained but coil spring-over damper/strut units added to do most of the work. A major change at the rear was the use of short, cast aluminium, trailing arms pivoting on extended fabricated mounts on the rear crossmember, designed to reduce camber change. Solid bushes (nylon or uni-ball) replaced rubber where possible. The wheels were centre-lock, split-rim, 16in diameter BBS alloys of 10.5ins front and 12.5ins rear widths.

    The brakes were what tend to be, when used on the 911 Turbo, referred to as ‘917’ but that is somewhat of an understatement. Yes, they were as developed for Porsche’s Le Mans winner of 1970 and 1971, but the vented and crossdrilled discs of the 934 were 304mm diameter at the front and 309mm at the rear, and the alloy four-piston calipers heavily finned to improve cooling and extra-wide to allow endurance pads that were some 25mm thick. There was also a balance bar to allow adjustment of braking distribution front to rear.

    The engine was (as it had to be) based on the 911 Turbo, and the famed #Porsche-930 aluminium crankcase that would remain in use in competition Porsches in one form or another right through to the Carrera GT3 RS of 2012. Unlike the Turbo RSR prototype of 1974, the capacity stayed at 2993cc, meaning that when the FIA co-efficient of 1.4 was applied the turbo engine had a calculated swept volume of 4190cc.

    In detail the engine was in fact a fusion (again!) of the previous 3.0 RSR, the production 911 Turbo, and the small capacity unit of the RSR Turbo. The cooling fan was horizontal and centrally placed on top of the engine, driven by a belt and shaft just like later versions of the earlier race car – if you see what I mean. Valve sizes (two per combustion chamber) were the same as the naturallyaspirated RSR, but the porting was enlarged. There was one plug per chamber, as the road car, whilst compression was a lowly 6.5:1 to allow for the considerable ratio hike with pressurised induction.

    The innovation for the customer racer was the addition of the single exhaust-driven #KKK compressor. Like the 2.14-litre RSR, this was mounted centrally low within the rear body panel – unlike the 911 Turbo which had its turbo unit positioned bottom-left. The other new move was the introduction of water to cool the air between the turbo and the inlet manifold. With the earlier racer Porsche had demonstrated that passing the forced air through an intercooler before it mixed with fuel in the inlet greatly increased horsepower. With the new car the company sought the most efficient means.

    The intercooler of the RSR Turbo was a simple air-to-air radiator positioned above the engine in the rear bodywork, but for the 934 Porsche mounted two small radiators within the front bumper corners (where you’d find the oil cooler on most production 911) and circulated water, by means of a pump driven by belt off the front of the right-hand camshaft, from them to a pair of alloy intercoolers positioned above each cylinder bank. The system proved effective, and the extra weight was lost within the generous minimum weight inflicted by the regulations – just like the electric windows.

    In a further nod towards the production 911 Turbo on which the 934 was based, Porsche fitted Bosch K-Jetronic injection and not the purely mechanical system used on previous racing engines. The transmission was an uprated version of the four-speed Type 915 gearbox of the 911 Turbo, with the addition of a small oil cooler mounted in the rear spoiler.

    The result of all this was a tough and powerful race car (albeit, by all accounts, somewhat of a handful to drive on account of massive turbo-lag) that looked little different from the 911 Turbo sitting in the showroom. Early race engines developed 485bhp, but this soon grew to in excess of 500bhp.

    The 934 ruled Group 4 from 1976 until the early 1980s. In the USA major teams such as Brumos, Vasek Polak and Dick Barbour dominated with drivers of the calibre of Al Holbert, Hurley Haywood, George Follmer and Peter Gregg. In Europe it was Kremer, Max Moritz and Loos, with Bob Wollek, Tim Schenken, Rolf Stommelen and Toine Hezemens who continually took honours. Go to the excellent Racing Sports Cars site (see contacts) for a most comprehensive list! In the USA, the IMSA organisation announced it would not allow turbochargers in its Camel GT series, so Vasek Polak took his cars to the rival SCCA’s Trans-Am competition. Follmer won this in 1976 and Haywood was runner up. Then IMSA did a mind-change and allowed the cars to run in Camel GT. Porsche responded by producing an extra 10 cars – popularly known as 934.5 – with wider rear bodywork for 15in-wide wheels and an enlarged rear wing for 1977, but IMSA banned it before the first race!

    Back in the Trans Am series (this is complicated) the 943.5 won six out of eight races, but failed to take the title because of a protest from a (regular) 934 driver! Actually that’s not the end of things. As in all things Porsche there has to be a footnote. The Carrera RSR Turbo was a Group 4 car, and so to compete in Group 5 with a chance of outright victory on major events #Porsche produced the #Porsche-935 , which by #1979 was to win Le Mans outright. However, that’s another recipe for later.

    The 934.5 was built to give Porsche the advantage in the USA, being a Group 4 934 with big rear wing and larger rear wheels. Peter Gregg is seen here at Watkins Glen, 1977.

    2.1-litre Turbo RSR was built to test the concept of the pressurised 911 racer, and run in Martini colours in 1974. Here is Gjis van Lennep at the Nürburgring The turbo 934 was, in effect, a development of the normally-aspirated 3.0 Carrera RSR which won the 1973 Targa Florio (below).

    CONTACTS:
    Prill Porsche Classics:
    01787 476338
    Racing Sports Cars:
    www.racingsportscars.com
    Jens Torner: Porsche
    Museum
    Nick Faure: Le Mans driver

    PORSCHE 934 CARRERA RSR TURBO CHASSIS NUMBER 930 670 0153

    Our featured car was the 17th of the run of 31 #Porsche-934 s manufactured early in 1976, and sold to Belgian driver and team owner Jean Blaton – who raced under the pseudonym ‘Beurlys’. After race preparation by Kremer (including a repaint from yellow to white) it was delivered to the Le Mans 24 Hours to be driven by Nick Faure (GB), John Goss (AUS) and ‘Beurlys’.The car was retired due to a number of turbo failures, but restarted to finish the race, although it was officially ‘not classified’. Turbo technology was new, and it is likely the drivers were unaware the engine had to be idled to reduce turbo temperature whenever it came into the pits.

    After Le Mans, Blaton sold the car to Jean-Pierre Gabon and it contested the following two Le Mans but failed to finish on either occasion. Results included wins in the 1978 Grand Prix of Zolder and the Spa 600kms (Willy Braillard). The car was sold in 1982 to the Vermuelen brothers, who subsequently sold it to long-time owner Walter Pauwels. It was repainted to its original yellow prior to sale by auctioneers Coys in 2014 and is now in the custody of specialist Andy Prill for the new owner.

    “The innovation for the customer race car was the addition of a single KKK compressor…”


    The KKK turbo is mounted low and central behind the rear bumper panel, oil catch tank is to the right. The engine had to be idled for one minute before switch off to stop the bearings overheating.

    Rear suspension has coilover damper on screw platform and torsion bar with adjustable spring plate. Adjustable anti-roll bar uses uni-ball joint and nylon bushing.

    A small gearbox oil cooler is fixed behind the grille in the rear spoiler. Engine oil and twin intercooler water coolers are mounted within the front bumper.

    Horizontal cooling fan (as 917 and Turbo RSR of 1974) is more efficient than stock 930 Turbo vertical configuration. Small tank (top RH) is header for turbo intercooler water. Watercooled alloy intercooler is mounted above each cylinder bank and helped to reduce induction temperature from 150 deg C to 50 deg C.

    Turbo wastegate hides lower left. Normal boost pressure was 1.3 bar (18.5psi) which gave 485bhp, but greater pressure could deliver figures up to 580bhp.

    NICK FAURE REMEMBERS HIS 1976 LE MANS WITH ‘0153’:

    ‘It was brand-new from the factory when the Belgian team turned up with it at the #1976 Le Mans. These cars were a completely unknown quantity on the track and it was early development days for turbos in racing. The car arrived at the race in bare white from Kremer and I painted on the team colours in the pits.

    We had to race the car in production weight with electric windows and a lead weight bolted to the passenger floor. Crazy! What neither Porsche, or Kremer, realised at the time was that when the car came into the pits the turbo was still turning at colossal speed and without being allowed to cool down it blew apart.

    When it got to changing the fifth new turbo during the race, Jean said that he’d had enough. So he parked it up until the final laps and then just drove it slowly to the finish to complete the race, albeit many laps down.

    In the middle of the night when we were changing something like the third turbo a ‘tired and emotional’ Duncan Hamilton turned up in our pit with his Aussie friend Jumbo Goddard, offering his advice. He explained that Jumbo had a turbocharged XK120 so he might be able to give us some help!

    Of course in those early days it was a single large turbo with huge lag, but at La Sarthe that did not matter so much as it was a very flowing circuit with only two slow corners at Mulsanne and Arnage. I was offered the car for £10,000 after the race but sadly that was more money than I could have raised.’ Nick Faure.

    Well braced front compartment includes a 120-litre fuel tank and a 22-litre oil tank, both with fillers accessed through flaps in the lid.

    Bilstein front strut has coil spring, but Group 4 regulations demand stock torsion bar is retained. The brakes are 917 ‘endurance’ specification, with superthick pads.

    Standard wheel fitment for the Group 4 car was the split-rim #BBS alloy with centre-lock fastening. Note the rear wheels have the tyres bolted to the rims to prevent movement.

    The 934 proved to be a popular – and successful – entrant in sports car racing long after its intended lifespan. How many can you count in this photo!

    “Structurally, the body was very much like the stock #Porsche-911-Turbo-930 , complete with impact bumpers…”

    CARRERA RS/RSR ENGINE DEVELOPMENT

    Engine Bore/Stroke Capacity Induction Power (bhp) Torque (lb ft)
    The #Porsche-934-2.7-RS 90mm x 70.4mm 2687cc Mechanical inj 210 @ 6300rpm 188 @ 5100rpm
    The #Porsche-934-2.8-RSR * 92mm x 70.4mm 2806cc Mechanical inj 300 @ 8000rpm 217 @ 6500rpm
    The #Porsche-934-3.0-RS 95mm x 70.4mm 2993cc Mechanical inj 230 @ 6200rpm 202 @ 5000rpm
    The #Porsche-934-3.0-RSR * 95mm x 70.4mm 2993cc #Bosch Mechanical inj 330 @ 8000rpm 230 @ 6500rpm
    The #Porsche-934-Turbo-RSR * 83mm x 66.0mm 2142cc Turbo/mech inj 480 @ 7600rpm 340 @ 5400rpm
    The #Porsche-934-Carrera-RSR 95mm x 70.4mm 2993cc Turbo/ #Bosch-Jetronic inj 500 @ 7000rpm 430 @ 5400rpm
    (* twin spark ignition)

    RUMBLE IN THE JUNGLE

    The two works 911s entered for the #1978 East African Safari Rally were billed as SCs and presented in red, white and blue Martini colours. The car (14) crewed by locals Vic Preston Jnr and John Lyall finished 2nd overall, with Bjorn Waldegård and Hans Thorszelius (5) placing 4th. Painted in white and red Esso Eminence livery, the Alméras SC saw action at international level in the #1982 Tour de Corse, while the Prodrive cars emerged as Rothmans SCRSs for Henry Toivonen to take five wins in the #1984 European Rally Championship.
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