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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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  •   Andy Everett reacted to this post about 4 years ago
    Widebody backdated 911s Retro Spex. Backdating with style - retro 911s take on ST and RSR styling cues, but with a modern twist. Going back in time with your 911 necessitates a target model or an era to pitch it at. We sample two different takes on Porsche’s halcyon racing days of the early ’70s, but are they fit for the heroes who drove them back then? Words: Johnny Tipler. Photography: Antony Fraser.

    It’s amazing how much #Porsche 911s changed in the space of a couple of years. In 1972 they were long-bonneted, unspoilered, and in 1974 they’d sprouted wings, air dams and impact bumpers. Our two retrospectives this month were built to order by Specialist Cars of Malton, starting life as a 964 and a 3.2 Carrera, yet both project Porsche 911 racecar styling from either side of that major visual revamp. But what exactly are we being asked to believe we’re seeing? The pale grey car could be an ST along the lines of 1972’s European GT Championship contenders, and the yellow peril looks like nothing so much as a 3.0 Carrera RSR comps car from #1974 .

    Paradoxically it’s the later donor car that portrays the earlier longbonnet look and the earlier one that comes across as the 1974 IROC racer.

    So why would you want to ape an ST? Though never officially documented as such by the factory, that was the designation it was given in the race shop by the guys who built it. Following on from the hot 911R of 1968, Porsche supplied racing and rallying customers with the homologated 911T, fitted with the 911S engine and described it as a 911T Rally or TR, in effect a 911S lightweight. Then for #1970 they built a 911S lightweight as a homologated production model, basically a 911T with an S engine, so the factory called it an ST. For the #1972 racing season a number of 2.5-litre 911 S coupés were built, incorporating new anti-roll bars, harder Bilstein shocks, and a half roll-cage in the rear of the stripped-out cockpit. The shape of the swollen steel wheelarches is peculiar to the ST, and except for the front spoiler the rest of the body panels were in steel. The blueprinted 2.5-litre flat-six ran with Bosch fuel injection, racing camshafts and pistons, polished intake and exhaust ports, and twin-spark ignition, developing 270bhp at 8,000rpm. The ST was the first 911 available from the factory with the potential to score a class win at Le Mans, as Erwin Kremer did in 1970. Björn Waldegård won the Monte Carlo Rally in 1970 in a works ST and, moreover, John Fitzpatrick won the 1972 European GT series in a Kremer-built ST. ‘The 911 was the best rally car at that time, no question,’ declares Waldegård.

    Between 1970 and 1972, the factory made 18 ‘STs’ (J. Barth) with sufficient componentry manufactured for customers to build an additional 30 complete cars, plus the relevant parts to upgrade a further 100 cars to ST spec. And that makes doing a replica ST an attractive proposition indeed. There’s also comfortable scope for ambiguity, since the ST was itself abstruse, spanning two years and two fairly significant evolutions. If nothing else, it’s more esoteric than a 2.7 RS rep.

    Which brings us onto the yellow 3.0 RSR lookalike that we’ve got here, replicating the invincible European GT Championship winning car from 1974. In fact from 1974 to 1977 the 3.0 Carrera RSR was the staple Group 4 racer, with 17 of them running at Le Mans that year. Production of the 3.0- litre RS series began in Autumn 1973, and the first 15 units went to the States for the IROC (International Race of Champions) series, to be swapped amongst a bunch of elite drivers from F1, USAC, NASCAR, IMSA, TransAm and Can-Am competing against one another in mechanically identical, though individually wildly coloured, cars – the first 911 racecars with the new raised ‘impact bumper’ look and huge whaletail wing. Of the 109 RSRs made, 59 were road-registered, and just six in right-hand-drive.

    The 3.0 RS and #RSR were wellestablished midfield runners in the 1974 World Championship for Makes endurance events, and John Fitzpatrick lifted the crown in the European GT Championship with five class wins in the Gelo Racing 3.0 RSR. ‘I think the nicest 911 race car was the 3.0-litre RSR,’ Fitz proclaims. He’s not alone: Hurley Haywood’s career took off with the Brumos RSR: ‘In 1973 the factory gave a 3.0-litre 911 RSR Group 4 prototype to Peter Gregg and myself, and we won Daytona and then Sebring, so that car pretty much had me going.’ That was even before it had been homologated as a GT car. In 1975 Gijs van Lennep shared a 3.0 Carrera RSR at Le Mans with John Fitzpatrick, placing 5th overall.

    ‘That was the best Le Mans ever,’ says Gijs, who twice won the event outright, ‘as all we had to do was put a bit of oil in, clean the windows, put petrol in, change the front brake pads once, and that was it. Refuelling was very slow and you could work on the car and do the petrol in one go. We spent just 17 minutes in the pits in the whole 24 hours, and that seems to be a record too.’ Even we could do that! Jürgen Barth campaigns one these days on Tour Auto and declares that the competition 911 he would always come back to out of sheer dependability is the #Porsche-911-3.0-Carrera-RSR . ‘It wasn’t as quick or as powerful as the 935, obviously, but it was a great all rounder.’ So that’s what all the fuss is about. Pretty beguiling, emulating the legends in such an iconic shape, isn’t it?

    Bent on indulging in a bit of hero worship ourselves, we head up to the wilderness beyond Pickering: this is Heartbeat territory, but will my heart beat faster? There’s a fabulous 360 degree panorama from up here, surrounded by heather and limestone boulders, gorse, grouse, sheep and lambs, though the climate’s fickle. Sunny to start with, we manage to avoid a dousing, and back off the moor it’s summertime again.

    Let’s go with the pale grey car first. Prior to the transformation, the donor #Porsche-911-964-C2 was not at all in good shape. Allegedly every panel had something wrong with it, the paintwork was dreadful, the wheels were disposable, the interior was quite hideous. Then a visionary with a penchant for early ’70s race cars saw it and decided it had a brighter future. There’s a curious ambiguity about that too.

    The cabin interior is stripped out like a race car and partly trimmed like a limousine, so there’s bare metal showing all the lines where the panels have been welded together. Conversely, there’s leather trim along the bottom of the dash, the door cards are clad in quilted Alcantara, and along the top of the dash it’s also swathed in Alcantara. Ooh là-là! All very well executed, but somewhat theatrical for a parody race car, wouldn’t you say? There’s an aluminium strip along the central tunnel that suggests it could be a four-wheel drive transmission tunnel, hungover from the 964 structure, with the gear lever poking through that. It’s got footrests in the shape of drilled plates for the passenger/navigator and for the driver’s left foot, and then behind the pedals. It has a Momo Prototipo steering wheel, and the gauges are in pale grey, matching the colour of the car, and the computer aspect of the rev counter is blanked off, while the rest of the instrumentation consists of specially trimmed 964 switches. It’s all very nicely finished, but it does smack of an identity crisis. The dinky little streamlined door mirrors don’t do much, and I twiddle with the faces in a bid to find some rearward vision down the flanks. Seats are period-style sports buckets embraced by Schroth four-point harnesses, and a Safety Devices half roll-cage occupies the back of the cabin, rigged for driver/navigator intercom.

    Externally, the ST look has been achieved by swapping the 964 panels for 911 E-programme ones, trading short bonnet for long, impact bumpers for classic. I look underneath the wheelarches. The flaring technique is dimly discernable. They’ve cut off the original milder 964 flares, overlapped the classic arches slightly, pinned and welded them on, filling up any imperfections. At Specialist Cars, the painting process involves stripping everything out, engine, suspension, wheels, trim, interior, then it’s put on the spit, which holds the front and back ends so the shell can be tilted onto its side for the bottom to be prepped.

    Then it receives a primer base coat, which is flatted back, and the topcoat is applied. This is the two-pack method (as opposed to water-based with lacquer coat), with the shell oven-baked to make the chemicals harden off. Pale grey with understated racing stripes (painted on, not stickers) is extremely cool. The closure panels and wings are painted at the same time, and then fitted along with the rubber inserts. In the process it’s lost the 964 sill covers, and the front and rear bumpers are fibreglass, appropriate for the E- and Fprogramme 911. All window surrounds and door handles are in chrome. The 964 roof, doors and windows, plus the powertrain and running gear are retained. I reflect that the STs ran in 1972 without ducktail spoilers, which helps pin down the era it purports to represent more specifically; by 1973 aerodynamics had moved on a notch and they mostly had ducktails. Those deep-dished Fuchs, shod with Toyo Proxes, complete the picture, though in period the STs mostly ran Minilites at the rear as Fuchs did not produce any 9in rims at the time, and Porsche used Minilite ninespoke magnesium wheels. These Fuchs lookalikes are made by Braid in Spain, and it’s when I look at the hubs more closely I see why they fill out the wheelarches so amply.

    It’s because it’s fitted with 10mm spacers on the front and two – an 8mm and a 10mm – on the back. It’s all about the look, though, because to fill those arches up you’ve got to have wheels a long way away from the hubs.

    What’s the reality? The flat-six blares from the specially designed twin-pipe exhaust box, an ecstatic paean to 911 racers, prompting high revs and taunting bystanders in equal measure. Throttle response is sharp, the needle zinging right round the rev counter. I don’t think I’ve ever had so much fun in a 911 in an urban context for a very long time!
    Much of this has to do with the noise it’s making, which is a really outrageous amount, though on a long journey it could be quite painful on the ears. As it stands there’s a question mark over the comfort factor too.

    The seat is fixed, and I would alter the angle of the squab as I’m more perched on it than nestling in it. Out on the open road I’m a bit wary as it’s skittish over the bumps, unpredictably oversteering then understeering, and the ride is a tad harsh. The brakes are sharp, though, providing instant rallentando, and I can keep it under control by using the throttle to make the front end turn in and duck out, and giving it its head. It’s one feisty car, this, and lots of fun in a frivolous driving situation.

    Following the yellow car up to the moors, it looks for all the world like an IROC racer, a wide- bodied 3.0 Carrera RSR, sporting a huge whale tail wing, the top V of the roll cage visible through the back window, and a couple of vents in the trailing ends of the front wings to let the heat out, with corresponding ducts in the leading edges of the rear arches to aid cooling. It’s a plastic fantastic: the side windows are perspex, the doors, wings and roof are fibreglass, though front and rear windscreens are glass. The fibreglass wings are bonded in place with a flexible sealant called J-B Weld. The original 3.2 wings are unbolted, slots cut in the shell and the new ones slide in place, accompanied by the bonding medium.

    After the main painting process the rubber trims and seals are inserted, and when the bumpers are bolted back on they nip up the rubber. It has a matching rev counter, but mustard rather than rape, if I can use that hue, because I’d say the external colour is more of a rapeseed yellow. The ensemble is set off by lattice BBS wheels, and the Carrera graphics are a nice period touch too. This is the one that gets most stares in town. It’s got GT3 seats with Sabelt harnesses and a comprehensively welded-in roll cage, which just happens to be one of the most difficult roll cages I’ve ever had to get my leg over to get into a car.

    Plus there’s a bar right across the front of the cabin where your knees are. The top of the dash has been upholstered in a flock material, there are canvas door pulls, and the Kevlar pattern is revealed in the underside of the roof. The interior is so dominated by the vibrant yellow submarine effect, the Beatles would feel right at home living in here.

    There’s much more of a go-kart feel about the driving position, and I’m absorbing every last little bump on the road surface through the steering wheel, which is wriggling away like a mad adder.

    I’m traversing the fast moorland up on Blakey Ridge and the car bounces on the bumps, the suspension’s that hard. The brakes feel like they are of the period, needing firm pressure on the pedal to slow it down, while the 915 shift is the old fashioned pattern with reverse down to the right. I take advantage of those broad tyres, leaning hard on them in fast corners. On smooth new country lane blacktop, everything starts to make sense with the yellow car, and with no undulations to disturb it, it’s a fast, rock-solid performance car. Going back in time with a pair of 911s doesn’t mean they’re slower.

    The grey car is a 3.6, so there’s no question that’s a quick car. And despite its raw and rascally attitude, the yellow peril’s running un-modded 3.2-litre power, which means it’s more relaxed than racetrack revvy. It does sound the part, and a 231bhp flat-six in a largely fibreglass panelled body has a decent amount of get-up and- go to complement its radical looks. My driving accomplice on our shoot, Phil Robson from Specialist Cars, whangs the grey car while I yank the yellow, and we enjoy a hooley of a drive along the back doubles from Pickering to Malton, scudding around the corners in unison and blaring down the tree-lined avenues, pedal to the metal, great fun, really using the revs. A memorable blast, and he’s a brazen biker so he keeps it together.

    The conversion work has been accomplished superbly and each car looks the part. They deliver aesthetically, they turn heads, show a fair turn of speed on the blacktop, and they demonstrate they do go bloody well in the cross-country chase we’ve just had. But are they any better than the chassis they purport to replicate? After all, one of the points of backdating is to end up with classic looks and more modern running gear. Both boxes ticked. They have the looks and the performance, giving us a couple of contenders to indulge in some non-specific historic road rallying. Being John Fitzpatrick and Björn Waldegård.

    CONTACT:
    John Hawkins Specialist Cars of Malton
    York Road Business Park
    Malton
    North Yorkshire
    YO17 6YB
    Tel: 01653 697722
     http://www.specialistcarsltd.co.uk
    Email: Sales and Underwrites - [email protected]
    Sales – [email protected]

    Below: Engine is unmodified, but 3.6-litres is enough in this lightweight, stripped out shell. Intercom is essential!

    Grey ST-alike is based on a #Porsche-911-964 , while the yellow #Porsche-911-RSR clone is #Porsche-911-Carrera-3.2 derived. Both take the ‘clone’ look with a pinch of salt. These aren’t faithful replicas but look the business none the less. We particualrly like those lattice #BBS bad boys.

    “I don’t think I’ve had so much fun in a #Porsche-911 for a very long time. Much of this has to do with the noise: Outrageous ”

    Modern and retro mix together for a different take on the backdate look. Below: On the move and it all comes together.
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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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