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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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  •   Ben Koflach reacted to this post about 3 years ago


    With prices continually rising, getting on the #911 ownership ladder has never been trickier. We consider an underrated air-cooled classic: the 911SC, plus the #911T and #964 – all should make for appreciating classic investments in #2015 … 911SCs. Long the poor relation of the Carrera 3.2, the 911SC is now being appreciated for what it really is – a great 911. Values are rising accordingly so now could be the time to buy one – while you still can… 964 v 911T. Got a little more cash to splash on a 911? Two decades apart, the E-Series and 964 proffer alternative prospects for around £35k-50k…

    Living In the shadow

    Long the poor relation of the Carrera 3.2, the 911SC is now being appreciated for what it really is: a great 911. Values are rising accordingly so now could be the time to buy one, while you still can… Story: Philip Raby. Photography: Anthony Fraser.

    Did you know that Mozart had an older sister who, at the age of 12, was considered to be one of the best pianists in Europe? And then her pesky kid brother got in on the act and overshadowed her, to the extent that Maria Anna has been all but forgotten while little Wolfgang Amadeus went on to become a legend. It’s not uncommon, being eclipsed by a young brother or sister – psychologists call it younger sibling syndrome and it can lead to all sorts of conflicts, as you may well know if you have children of your own.

    It’s happened with the Porsche 911, too. For instance, the #996 today lives in the shadow of the arguably better-looking 997, while the 964 was long usurped by the curvaceous and supposedly more reliable #993 . And then there’s the 911SC which always struggled to play catchup with its golden child replacement, the Carrera 3.2. The 3.2 has long been portrayed as the perfect air-cooled 911, for first-time buyers and enthusiasts alike, while the poor old 911SC has been seen as second-best, the car you’d buy if you couldn’t afford a Carrera 3.2. I’ve always thought this was rather unfair, so now is the time to set the record straight once and for all.

    The 911SC arrived in #1978 and was significant as it streamlined the previous somewhat confusing range of 911s – which comprised the base 2.7-litre 911, the sportier (but also 2.7-litre) #Porsche-911S and the top of the range Carrera 3.0 – into one single model. If you wanted to buy a normally aspirated 911 in the late 1970s or early 1980s, your choice was made for you: an SC, take it or leave it. To create this one new model, Porsche took the bare bones of the previously range-topping Carrera 3.0, rejigged the 2994cc engine with reduced power (180hp) and a cheaper aluminium rather than magnesium crankcase, while the impact-bumper bodyshell and interior remained largely unchanged.

    The moniker, meanwhile, was never explained by Porsche. Some have said that SC stands for ‘Super Carrera’, ‘Sports Carrera’ or even ‘Special Carrera’, while others have argued that it signified the S version of the C-programme of 911 development. I once even heard someone suggest that it meant ‘Single Carburettor’! Personally, I like Super Carrera but am happy to accept the name SC for whatever it may stand for. Incidentally, the SC was a landmark Porsche in that it was the last 911 for many years to actually carry a ‘911’ badge – later cars all had a ‘Carrera’ label slapped on their rumps. It wasn’t, then, the most auspicious start to a new 911. There was nothing at all wrong with the SC – far from it – it just, well, didn’t offer anything particularly new. The engine was a peach, though, even in its original 180hp guise, as it produced more power and torque at lower revs than the rather peaky Carrera 3.0’s unit, while remaining remarkably free-revving and eager. Power on non-US cars was increased to 188hp in 1980, thanks to revised timing and a higher compression ratio. Then, the following year, the output was raised to 204hp by hiking the compression ratio further, which demanded 98 octane petrol. US-market cars, incidentally, were stuck with 180hp throughout the SC’s life – and Yank owners were incessantly reminded of this unfortunate fact thanks to a speedometer that read to just 85mph!

    For the rest of us, though, the 911SC, especially in 204hp guise, remains a lot of fun to drive. Its low-end torque makes the car a relaxed and easy cruiser when you want it to be but drop it down a gear or two and the engine really comes alive as it eagerly revs to the redline. Indeed, drive an SC back to back with a later Carrera 3.2 and it’s the older car’s engine that shines, while the 3.2 feels just a little bit reluctant (a trait not helped by higher gearing) and its extra power (the 3.2 produced 231hp) can be hard to notice next to the enthusiastic SC engine. Porsche quoted a 0-60mph time of 5.7 seconds together with a top speed of 148mph for the SC and, even today, that seems quite achievable.

    It’s not just the engine that stands out, either. The SC retains that wonderful lightness of feel which is such a classic 911 trademark. Sure, the non-assisted steering is heavy at parking speeds (by the late Seventies the tyres were much fatter than when the 911 was conceived in #1963 ) but once on the move you can pilot the SC with your fingertips. The rack is quick and the feedback through the wheel is remarkable. It’s a car that encourages finesse as it dances delicately through the corners. Yet it’s also surprisingly forgiving, thanks in part to the relatively supple torsion bar suspension, so long as you don’t try anything silly, in which case that rear-engined bias can bite back. Get it right, and an SC can be so much more rewarding to pilot than a modern 911 with its extra refinement and driver aids which get in the way of the experience. It may sound pretentious (and it probably is) but drive an SC hard and you really do feel at one with the car, as its compact dimensions shrink around you.

    Yet despite its directness, the SC is also surprisingly refined and it makes a superb touring car. Those high-profile tyres are forgiving and don’t transmit the road noise which is a bane of modern sports cars, while the seats are supremely comfortable and the whole interior remains solid and rattle-free. It’s a car you can cruise in all day and get out of feeling refreshed – and there aren’t many Seventies sports cars you can say that about.

    It’s a tough old unit, the SC engine, too. Sure, you hear stories of broken head studs (although that’s not exclusive to the SC) but, on the whole, there’s no reason for a well-maintained example not to cover 200,000 miles without any major work needed. The slightly more stressed 3.2 powerplant, on the other hand, while also strong, is more likely to require at least a partial rebuild by around 140,000 miles (which, to be fair, is in itself good going).

    The SC is mechanically reliable in other ways, too. When new, the model gained a bit of a bad reputation for transmission problems because it was originally fitted with a rubber-centred clutch. This was meant to reduce gear chatter at low speeds but, in reality, it had a habit of breaking up so Porsche dropped it in 1981 while most earlier cars were quickly updated by conventional – and trouble-free – clutch assemblies. The five-speed 915 gearbox was carried over from previous 911s and was criticised in some quarters for its agricultural feel, plus many suffered from poor synchromeshes. However, start with a good 915, treat it gently (especially while the transmission oil is still cold) and, once you’ve mastered the changes, the ’box is a real joy to use and part of the appeal of an older 911.

    The big killer with SCs, as with all 911s from the Sixties and Seventies, is rust. The SC had a fully galvanised bodyshell when new but don’t let that lull you into a false sense of security. Galvanising will slow down the rust process but won’t stop it, while there’s a fair chance that most SCs out there will have had at least some bodywork damage at some point in their lives, which can break the galvanised coating and give corrosion a foothold. Indeed, it’s rare to find an unrestored 911SC that doesn’t suffer from at least some rust. And once you find some rot, there’s a fair chance that there will be more lurking under the surface, ready to hit you with expensive bills when it’s uncovered. The 911 has a complex bodyshell and proper repairs aren’t cheap – you have been warned!

    Get a good one, though, and an SC is an appreciating asset. We’ve seen prices rocket in recent years. Just six years ago, I wrote that £13,000 was top money for a 911SC and, for that money, you’d expect to get a lowish mileage example with an impeccable history, with less good but still acceptable cars costing under £10,000, which made the SC the perfect ‘first 911’ for those with a tight budget. How things have changed! Today you wouldn’t even buy a rough example for £13,000, with most starting at around £23,000 upwards. Increasingly, though, good cars are selling for in excess of £30,000 with a few exceptional ones going for over £40,000. In fact, SC prices are now generally slightly higher than those for the previously more sought-after Carrera 3.2. Despite these increases, I still believe that the SC is undervalued and we shall see further price rises. Although over 60,000 were built during its production run, which isn’t much less than the Carrera 3.2 that followed, the SC is today the rarer car. That’s because, during the many years it was unloved, many were neglected and ended up being scrapped, crashed or modified in some way. Which means that good, original 911SCs are now few and far between. That rarity, combined with people’s realisation as to what a great #Porsche-911 an SC is, and the fact that earlier (and later) aircooled 911s are still going up in price, means that they’re in great demand, in the UK and overseas.

    However, I think it’s wrong to buy a 911 as an investment. It’s far better to buy a Porsche that you can use and enjoy and, if it happens to go up in value during your ownership, then that’s a happy bonus. And an #Porsche-911SC is certainly a 911 that you can both use and enjoy, while remaining affordable to buy and to run, refreshingly rare, and more than likely to appreciate in value. What more could you ask for from a car?

    And if all that isn’t enough to convince you of the SC’s worth, here’s something else to chew on. It could just well have been the car that saved the 911 from extinction. You see, back in the 1970s, Porsche’s then boss, Ernst Fuhrmann, thought that the 911’s days were numbered – it was just too old fashioned and not advanced enough to lead the company into the 1980s, so he commissioned the 928 – a larger, more sophisticated front-engined car – which would eventually take over from the 911. The #Porsche-928 made good inroads but the SC was always the better seller (in #1983 it sold in double the numbers of the 928), a fact that wasn’t lost on new chairman Peter Schutz, who also realised that the 911 was the only model #Porsche was actually making any money on, so he made the sensible decision to keep it in production. For which we should be forever thankful.

    So there you have it. The 911SC has at last been dragged out from the shadow of its little brother, the equally talented in its own way #Porsche-911-Carrera-3.2 . Now it’s time to let it flourish and thrive as the great Porsche that it should always have been.

    OPEN AND SHUT CASES

    The SC was the first ever 911 to be offered in three body styles. First there was the evergreen Coupé, which today remains the most sought-after choice, for its classic looks and rigidity. Then, as with previous 911s, there’s the Targa with its distinctive roll-hoop and clever lift-out roof panel which folds up and stores in the boot. Finally, you have the Cabriolet, which was a first for the #911 and wasn’t introduced until #1982 ; in fact, just 4096 SC Cabriolets were built before the model was replaced by the Carrera 3.2.

    Despite its directness, the SC is also surprisingly refined and it makes a superb touring car.

    A GOOD SPORT

    A popular option for the SC was the Sport package which comprised a whaletail rear spoiler, rubber front lip spoiler, driving lamps, 16-inch Fuchs alloy wheels (up from the standard 15-inch) with #Pirelli-P7 tyres, firmer #Bilstein (instead of Boge) dampers, Sports seats and an improved stereo. Ironically, though, tastes have changed and few people now want the big rear spoiler, preferring the pure lines of a standard engine cover. If the whaletail is removed, though, you should really also take off the deeper front lip spoiler to ensure balanced high-speed aerodynamics, although not many owners bother.

    The SC retains that wonderful lightness of feel which is such a classic 911 trademark.
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  •   Andy Everett reacted to this post about 4 years ago
    HAPPY DAYS EKLUND RALLY PORSCHE 911

    We take a look at the recently-restored Per Eklund #Porsche-911-SCRS rally car. Swedish rally star Per Eklund ran this factory-built 911 as a privateer in the WRC in 1978 and #1981 , and now it’s been totally restored. We caught it in action on the rally stage at 2014’s Goodwood Festival of Speed. Words: Johnny Tipler. Photos: Antony Fraser (statics), Johan Dirickx (archive), Johnny Tipler (action).

    I duck instinctively. A cloud of dust, stones flying everywhere as the white 911 sweeps sideways round the final bend on Goodwood’s Festival of Speed rally stage, barrelling angrily along the final run between the bales to the finish line. It’s Johan Dirickx, Belgian Porschephile extraordinaire, resolutely helming his latest acquisition, the ex-Per Eklund SC.

    Whilst snappers are liberally showered with shingle, there’s no particular danger of an off as Johan is familiar with the course, having run his Bastos SCRS here on previous occasions. He has a penchant for 911s with provenance, and bought the Eklund car in 2013, its illustrious rally star owner having abandoned the restoration that he’d implemented a full 15 years earlier. In the past year, under Johan’s tenure, the car has been comprehensively rebuilt from the bare shell – including a repaint and replicating the original Happy People livery – at Johan’s 911Motorsport workshops in Kontich, Belgium. All mechanical work, including a comprehensive engine and transmission rebuild, has been expertly carried out inhouse by Mike van Dingenen.

    A passionate collector, Johan makes an acute assessment of the Eklund 911: ‘There were two factory cars – the East African Safari cars – and then there were three cars built to most of the Safari specs, and one of those is this one, the Per Eklund car. I think two of the three client cars still survive. So this car was pretty much built up like the Safari cars, and that’s why it is a little bit higher, and if you look at the rear wheel arches you’ll note that they are much wider than SC wheel arches, more like STs. There are signs that this is an experimental engine; you’ve got the high butterflies and single-plug ignition, which is strange because most of those engines ran on twin sparks. The engine sounds pretty similar to the SCRS; it’s a deep boom. I absolutely love it.

    ‘Also the suspension is different to what you would expect, and it could indicate it was a prototype, because the car is much higher. Those were some of the little things that #Porsche did at the time when it was built into a race car; all those little things that only Porsche did that no individual would ever have done.’


    The car has an intriguing provenance. Chassis number #911 410 2989, it only competed in a couple of WRC events, though Per Eklund campaigned it in a number of less important rallies, the car ending up with 935 style front bodywork doing autocross, a discipline (if that’s the right word) that Eklund excels in. A works Saab rally driver from #1970 to 1979, he scored a fair number of podiums at the wheel of a 96 V4, and like several of his countrymen he is up there with the gods of the WRC. He was Swedish Rally Champion in 1978, and Swedish Rallycross Champion as recently as 2004.

    So how come the #Porsche-911 ? In 1978 Per was looking for a suitable rally car for the #1978 WRC season, and was introduced by his pal, Prodrive engineer David Lapworth, to the exalted short run of rally 911s that Porsche was building in Weissach at the time.

    This batch consisted of just five cars, two of which were retained by the factory, one ordered by Alméras Frères (winners of the 1978 Monte Carlo Rally with Jean- Pierre Nicolas), and one by Prodrive, in the pipeline for Henri Toivonen to contest the 1984 European Rally Championship, while the fifth went to Eklund Motorsport.


    Rather than being the very latest kit to come out of Weissach, the specification actually dates from four years earlier, 1974, when Porsche homologated the 911 to FIA regulation 3062. The competition department didn’t actuate the homologation until 1978 when they decided to build up the SC as a competition car to Safari spec, based on FIA 3062. The factory finally decided to go for the East African Safari Rally and nail the win, according to Jürgen Barth, who was, predictably, involved with the project at Weissach, along with Roland Kussmaul.

    Working backwards, in 1974 Porsche created what they called the ST kit, which seems to have been an adjunct to the pre-existing ST race car spec that came into being as a factory-derived competition car in 1970. Although not well documented, it’s likely that 15 examples of the original 2.3-litre #Porsche-911ST were built in race and rally format, with a further 23 units of the 2.5-litre 911ST documented as race cars. In The Porsche Book, Jürgen Barth lists the chassis numbers of 15 special 911S race and rally cars from 1970 and 1971, with 23 race cars from #1972 . The ST designation was an in-house amalgam of the #Porsche-911S engine and the lighter #Porsche-911T chassis.

    Eight years on, it enabled Porsche to build this small run of rally 911s to comply with the #FIA papers based on the 1974 car. Porsche judged the 1974 car to be the lightest base-model of the range, and so that was the starting point for the 1978 project. While a number of key privateers like Kremer and GELO Racing acquired STs and SC packages in the early ’70s, these later kits were so rally specific that only Alméras, Prodrive and Eklund Motorsport got them.

    The Alméras SC was also a narrow-body Group 3 lookalike, and they had a second 911 which was the Group 4 car, built up as a wide body Tarmac specification car, on account of the fundamentally Tarmac requirement of French rallies, whereas Prodrive and Per Eklund stayed with the narrow bodied 911, given the gravel-strewn surfaces of the rallies they would be entering.


    These two cars were built at the same time, but with significant collaboration between Per Eklund and David Lapworth. As such, the cars resemble each other very closely, and were equally similar in specification to the two 1978 works Safari cars (see sidebar).

    The comprehensive ST kit installed in the lightweight car comprises the 300bhp 3.0-litre flat-six built by Porsche Motorsport (with butterfly injection instead of the slider injection that was prone to jam due to dust on rally stages), a close-ratio gearbox with oil pump and cooler on top of the ’box (like the RSR), a 10,000rpm rev counter, competition clutch, competition exhaust manifolds and system, and a front-mounted #Porsche-935 oil tank.

    The uprated suspension components include front springs and struts with coil-over rear shocks, wrapped alloy trailing arms, and uprated brakes based on the 935’s at the front. There’s a front-mounted engine oil cooler, bias-adjustable pedal box, rear ducktail engine-lid spoiler, rear wing extensions in metal, and front alloy crossmember. The shell is reinforced in strategic places, including the engine bay and suspension mounts, with double-skinned front wheelarches and alloy roll cage. A battery of four Bosch spotlamps on the front lid completes the image.

    According to Per Eklund, the kit did not include the additional rally equipment of sump guards, seat, spotlights and steering wheel, and hydraulic handbrake, which he didn’t like. At the time, seats and steering wheel were left to driver choice, and sump guards were fitted according to the nature of the stages the cars were rallied on. The fuel tank was original so the spare wheel could be carried. Fuchs wheels were fitted at the front, and Fuchs or ATS Cookie Cutters on the back, depending on the nature of the stages. Per Eklund confirms that he received the complete ST kit from Jürgen Barth as one of the three selected teams, and indeed Jürgen refers to the batch as ‘STs with Porsche Motorsport’.

    The Per Eklund 911SC (or is it ‘ST’?…) began life as a standard car, converted with Porsche support in his Swedish workshop and remained in his ownership until Johan bought it. Bedecked in its jolly Happy People livery, its moment of glory was Finland’s FIA 1000 Lakes Rally of 1978, where Per and co-pilot Björn Cederberg finished 4th – having been 3rd on the road but docked a place for speeding on a transit section and receiving a time penalty.

    The 1000 Lakes was also nicknamed the Thousand Jumps on account of the notorious ’yumping’ over countless blind crests. A photo in Motor Sport’s October 1978 edition shows the Happy People car chucking up mud while spectators on a sunny hillside shelter under brollies. Amazingly, this was the very first time that Porsche scored points on gravel in the World Rally Championship.

    And the sponsor? According to Johan, ‘Happy People was a non profit organisation, and it seems that it still exists.’ But whether any funds changed hands, or Per just liked the logo is a moot point. As Johan says, ‘Per did not have any sponsorship and therefore volunteered to carry “Happy People” on the car, and even if that isn’t 100 per cent true, it is a nice story.’ The Eklund SC was then used at National Championship level with a good degree of success in rallies like the Hunsrück in 1979, and in the #1981 Swedish Rally where, notwithstanding its age, Per finished 9th overall, sponsored by Publimmo, with co-driver Ragnar Spjuth. This pair contested the 1981 Rally of 1000 Lakes, but failed to finish because of mechanical problems. Resplendent in white Clarion livery, Per then went rallycrossing with it, funking it up with 935 style droop-soot nose, front lid and polyester bumpers, all parts supplied by Porsche. These period parts have been kept with the car, including the original Swedish number plate, HOH 276. The car was then retired and placed in the local motor museum at Arvik, Karlstad, Sweden, part of which is dedicated to Per and his WRC successes, including his formidable Metro 6R4 from 1986.

    Back in the late ’90s Per decided to restore the car with the idea that he would enter the European Historic Rally Championship, so he extracted it from the museum. In 1999 the original Porsche Motorsport engine and gearbox were dispatched to Francis Tuthill for overhaul, though they remain under wraps and have never been reinstalled in the car. The projected restoration was never finished: Per was pulled from the project to run an X-Games (X = Extreme sports) team in the States, so in #2013 ownership of the car passed to Johan Dirickx.

    Perfectionist that he is, Johan instantly embarked on a full restoration, from bare metal repaint and application of the red-nosed clown and Happy People identification, based on a multitude of period archive images, to a comprehensive rebuild of the drivetrain and running gear. Happy People? A genial identity for such a fierce bolide. Still, it makes everyone smile.

    Which brings us to the Goodwood Festival of Speed’s Rally stage. I asked Johan’s friend, Alan Benjamin from Denver, for his impression of hurling it around the Goodwood rally course. ‘Absolutely fantastic, and a huge grin every run,’ enthuses the laconic Colorado man. ‘I am one of the few American rallyists here; we don’t really do rallying in the USA that much. Except for Pike’s Peak, which is now all paved. But Johan, my best Porsche buddy in Belgium, allows me to do this, and then he comes over to the US and races some of my Porsches at Laguna Seca, so we have a good international alliance.

    ‘But the Goodwood rally track is narrow, it’s pot-holed and the edges of the track, as we would say in the US, are trees, so when you’re driving someone else’s expensive car you try and leave a little bit out there and let the car owner and the pros really go for it. But it’s absolutely fantastic and the car is getting better every day.’

    What about the particular methodology of driving a loose, off-road rally stage? ‘The skill sets are completely different. There are way bigger slip angles, and if you had that much slip angle on pavement you would be dramatic but overall you would be slower, a lot more power and oversteer, less four-wheel drifting, but either way, it’s a blast!’ From last year’s 3m 24s in the Bastos car, Johan managed 3m 11s in the Eklund car. ‘We could have done better if the gearbox and final drive were more adapted to the terrain,’ mused Johan. ‘If this had been the case, 3m 05s would have been possible.’

    The Happy People SC remained in Per’s ownership for 35 years, and that’s a testimony in itself, even though it got neglected latterly. But now it’s in Johan’s tenure, benefiting from a nut-and-bolt rebuild, and knowing of his penchant for letting his beast off the leash, we’ll be seeing lots more of the car in historic rallies. Happy days!
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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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  • The #1978 #Porsche-911SC - long-term fleet

    With the SC home and on axle stands I decided the first thing to do would be to give it a going over and to create a list of everything I needed to buy and do. Well, the list became an Excel spread sheet which ballooned into a personal technical resource where I could save links to parts, specs and technical guides as well as track the projects progress; can you tell my day job is in engineering…?

    As a newcomer to #Porsche-911 ownership I’ve been soaking up as much advice and information as I could from the web and I’d recommend both Pelican Parts ( http://forums.pelicanparts.com/ porsche-911-technical-forum/) and the Impact Bumper forum (www.impactbumpers.com) – both great resources full off like-minded hands-on enthusiasts.

    When it came to insuring the 911 I wanted to make sure I had the right cover. This car has been a sizable investment for me so should the worst happen I wanted to make sure I wasn’t heart broken and out of pocket. So I got in touch with John Glynn from ImpactBumpers.com who was able to appraise the car and provide me with a written valuation for a mere £35 which was accepted by my insurers.

    Anyway, paperwork and internet procrastinating out the way it was time to get stuck in. The car had seen little use with the previous owner having only covered 600 miles in the last year, so things were generally stiff and dry. I started with replacing all the cables in the car and cleaned and greased all the runs. Basic but necessary and less embarrassing than arriving at a weekend hotel destination only to have the luggage compartment release snap and spending the trip with only what I’m stood up in. It was all straight forward with the exception of the fuel filler release; the spring that secures the lid closed had dislodged itself. Sounds simple, but no. To remove the catch you need to remove the wing. To remove the wing you have to disturb all the body seals around it and I’m confident the door would have had to come off too. I wanted to avoid this so made a ‘special tool’: a 6mm spanner with an allen bit pressed in. With this, some choice language and the loss of most of the skin on my knuckles I was able to remove it. Phew! With all-new cables fitted I spent some time aligning all the panels and latches. It may have been detail work but it makes a difference to the looks and functionality of these key touch points on the car.

    The next area of attack was the damper tops. The factory underseal was cracked and signs of surface rust were starting to show. On removing the topmounts it became clear they were past their best and snapping a stud sealed the deal for a replacement. I contacted Design 911 (www.design911.co.uk) and ordered everything I needed, from the mounts themselves to the spreader plates, bolts and washers. The company have everything you need and it’s all selectable from parts diagrams and filtered by your vehicle spec. This is great as I’m used to owning cars that are impossible to get bits for, so to have what I need, OEM or OEM quality, delivered to my door next day was a luxury. With the old paint removed I ground back and treated the surface rust, zinc primed and painted the tops before reassembling the whole affair with correct torques and lashings of underseal in the turrets.

    I’ll have to revisit once the car is back on its wheels to check and adjust the geometry, but I’m planning on adjusting the ride heights and playing with settings at a later date anyway. For now I’ll just enjoy the fresh paint and shiny bits and the warm sense of this project starting to gain momentum!

    Rob made a special tool to prevent having to remove the car’s wing…
    Fitting OE, or OE quality, parts was essential. Rob turned to Design #Porsche 911 and was impressed by its service.
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