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    Life Cycle 1973 Porsche 911 Carrera RS2.7

    Posted in Cars on Monday, 30 April 2018

    The fast life of an RS2.7 This 911 has been up, down and sideways from the day it was built – read its wild Life Cycle. The life story of a Porsche 911 Carrera RS2.7 Following 42 rallies in six years, this RS went for a quiet retirement – as a circuit racer in South Africa. Its many owners describe its near-death experiences. Words Russ Smith. Photography Xisco Fuster.

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    No more slip, just more grip

    CAR: #1973-Porsche-911S-2.4-Targa / #1973 / #Porsche-911S-2.4-Targa / #1973-Porsche-911S-2.4 / #Porsche-911S-Targa / #Porsche-911-Targa / #Porsche-911 / #Porsche /

    OWNER: Robert Coucher

    As mentioned last month I took my Porsche 911 2.4S Targa up to Prill Porsche Classics, where Andy attended to the fuel tank, suspension bushes, tuned the fuel injection and exacted a few other tweaks.

    But I didn’t have room to mention another important fix. The tyres. The Targa arrived from Australia wearing a nice-looking set of 195/60x15 Pirellis. Lots of tread and in fine condition. With the car up at the workshop, Andy called to tell me he’d date-checked the Pirellis and found they were 11 years old! No great surprise, as the 911 spent its life in dry, speed-restricted Sydney, where tyre performance is not so critical.

    I have a bit of a fixation about tyres, especially fitted to classics. Original tyres are narrow and high-profile so have a smaller footprint than modern, wide, low-profiles. So you really need classic tyres to be fresh and grippy, not hard and slippery. I’d noticed on a rally and at an Octane trackday at Goodwood that the 911 felt rather twitchy coming out of corners under power. I now know why.

    I called Dougal Cawley of Longstone Classic #Tyres to order some fresh rubber. Dougal pointed out that 195 Pirelli 6000s are wrong and that I needed a set of original-equipment Pirelli Cinturato 185/70VR15 CN36s for optimum handling. At £179 each (£799 for a set of five) plus the Vodka And Tonic, Dougal sent the set to Prill. Longstone doesn’t charge delivery in UK, Europe and most other countries.

    Combined with the replaced suspension bushes, the new Cinturatos offer a great improvement and the Porsche now rides superbly. There’s no more crashing over transverse ridges, the ride is quieter and the grip hugely increased. On top of that, the previously good steering is now even better, with sharper turn-in and lighter feel.

    A very satisfying result, which demonstrates the difference a decent set of fresh, correct-spec tyres can make. I’d suggest you check yours (date-stamped on the sidewall) and, if they’re more than six years old, a new set will transform your classic.

    Thanks to Dougal Cawley, www.longstonetyres.co.uk; and Andy Prill, www.prillporscheclassics.com.
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    CAR: #Porsche-911E / #Porsche-911 / #1972-Porsche-911E / #Porsche / #Porsche-911-2.4E
    Year of manufacture #1972
    Recorded mileage 3226km
    Asking price £119,995
    Vendor Cotswold Collectors Cars, near Bibury, Gloucestershire; tel: 01242 821600; www.cotswoldcars.com

    WHEN IT WAS NEW
    Price £4827
    Max power 165bhp / DIN
    Max torque 152lb ft / DIN
    0-60mph 8.9 secs
    Top speed 137mph
    Mpg 17-23

    This ’1973 model-year 2.4E, with comfort pack and S gauges, was resprayed from a metallic green before it left France in 2002, and in this ownership from ’14 has been painted by Riviera Coachworks, part of a refurbishment that included a £25,000 Autofarm engine rebuild. The finish is even, but with a few polish marks on the bonnet and window trims, plus a tiny chip on the left rain gutter. The brightwork, including the sill trims, looks good bar a few blemishes, but the driving lamp reflectors are starting to corrode. The front wing bolts were off for the repaint; the strut bolts are undisturbed.

    It now has Fuchs alloys, though it originally came with cookie-cutters that are still with the car, shod with 2005 (f) and 2010 (r) Michelins, behind which the discs look recent. The spacesaver spare wheel is unused and there’s a jack and tools, plus a cut-off for the twin batteries but no compressor evident, and the gas struts are too weak to hold the lid open.

    Inside, the smart vinyl looks original and the carpets are probably repros. The headlining is excellent and the original Blaupunkt radio still works, as does the clock. The windows work, but slowly. The motor is clean and tidy, with its shroud painted body colour. It wears new exhausts and heat exchangers, plus there are fresh Nylocs and oil-return pipes. It also has the later hydraulic cam-chain tensioners fitted, a typical Autofarm touch. The oil is clean, and the filter is marked 14.5.17 and 584km.

    The injected flat-six starts after a brief churn and settles to a slowish tickover. It behaves just as a healthy small-bumper 911 should, with a taut, supple ride, no suspension clonks and that wonderfully communicative steering, tracking straight and with smooth brakes that don’t pull. When warm, it shows slightly more than the expected 4bar of oil pressure at 4000rpm – about 4.5 – and feels peppier than a standard 165bhp 2.4E, so it may have been rebuilt with extra enthusiasm or S cams. Excellent.

    This sweet 911 comes with a comprehensive history file, American and European manuals and a spare key, plus MoT until June.

    SUMMARY

    EXTERIOR Fine paint; a few polish marks
    INTERIOR Some new; all wearing well
    MECHANICALS Very healthy rebuilt engine

    VALUE 6/10
    For Super condition; goes well
    Against Not the original (darker) colour, but #Viper-Green is nicer

    SHOULD I BUY IT?
    If you want a highly original Porsche 911, as good as an S, it should be on your list. The similar, ex-John Fitzpatrick car sold at auction for similar money, but was poor cosmetically.
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    There are forms that can only be changed very cautiously, because icons must be immediately recognizable as such. If there is a revolution, then please especially under the sheet metal and in the interior, where Porsche wants to surprise us with a new operating concept and additional assistance systems. #Porsche-911-992 / #2019-Porsche-911-992 / #Porsche-992 / #Porsche-911 / #Porsche / #2019 / #Porsche-911-Turbo / #Porsche-911-Turbo-992 / #Porsche-911-Carrera / #Porsche-911-Carrera-992 / #2020 / #Porsche-911-Carrera-S / #Porsche-911-Carrera-S-992

    An icon at the crossroads: How do innovations like the plug-in hybrid and digitization change the rear-engined classic with the sawing voice and the impossible weight distribution? We have the story - for those who do not want to wait until October 2018.

    Beetle, Mini, Land Rover, 911. All classic without expiration date - or the last Mohicans before the big paradigm shift towards E-Mobility and autonomous driving?

    Probably something of both. Porsche has to take care of the 911 without scare the purists and ignore the signs of the times. "In the 911 there will be no four-cylinder in the medium term," promises chief conductor Oliver Blume. "But we are working on a plug-in variant and will probably use it later." What Blume does not say: Model 992, which debuts at the LA Auto Show in late 2018, is the last of its kind. Because the generation after next generation is already based on the completely new, in all essential elements scalable sports car platform of the future (SAZ), which was developed earlier this year. Lamborghini remains initially out, but Bentley, Audi and probably even Bugatti are considered set in the SAZ network.

    Before the eighth in Zuffenhausen conceived rolls from February 2019 to the dealers, Porsche still wants to tell the story of the 991 to an end.

    The penultimate chapter takes place in March at the Geneva Motor Show, where the winged GT3 RS, which is said to have 520 hp, celebrates its premiere. As part of the racing reunion, a classic event scheduled for September near Paris, Porsche wants to draw the last 991 derivative from the hat in the form of the strictly limited Speedster GT.

    After the 911 T, the Speedster is the second model in the Heritage range. The next 911 generation hears the abbreviation 992 and builds in essential elements on the current series. So it remains at the rear engine - the rumored exchange of boxer and transmission should be completed in 2025 with the so-called Ferrari Fighter (Project 960), the future of course, is still uncertain. Since the duo 996/986, Elfer and Boxster / Cayman share a modular architecture. This constructive approach is in principle, but it is still unclear to what extent the successors of Cayman and Boxster are knitted after the proven pattern and whether Audi is allowed on board. As of December 2017, everything from the big facelift to the radically innovative electric sports car is in the realm of possibility.

    The new 911 is born in uncertain times. As early as next fall, legislators are tightening the exhaust gas standard for gasoline engines with the Otto Particulate Filter (OPF). The measures to comply with the two-stage RDE (Real Drive Emissions) limits cost engine power and money. Quite possibly, that's why Porsche also takes the BMW M-way in the next step and has to provide the expensive water injection. Against the background of the exhaust gas discussion, the classic naturally aspirated engines of GT3 and GT4 inevitably become discontinued models.

    Because at the same time more stringent noise protection regulations threaten, also the intake and exhaust systems must be quieter. A tightening on a broad front brings the upcoming fleet norm of on average only 95 g CO2 / km. But do not worry: the enemy picture of a 911 with four-cylinder boxer without e-module is a chimera, at least in the medium term.

    The graduated start-up of the 992 is based on its predecessor:

    • Carrera 2S and Carrera 4S Coupé, Presentation 10/2018, launch 2/2019;
    • Carrera 2S and 4S Cabriolet, presentation 1/2019, sale from 4/2019;
    • Carrera 2 and Carrera 4 as coupé and convertible, presentation 4/2019, at the dealer 7/2019;
    • 911 Turbo Coupe and Carrera GTS, presentation 9/2019, start of sales 2/2020.


    Together with the new car, a revised engine generation (EA9A2) goes into production.

    The 3.0-liter boxer mobilizes as #MHEV (Mild Hybrid) 15 kW more power and 70 Newton meters more torque, provides additional variability in the mixture preparation and reduces the already hardly measurable particulate matter emission by a factor of 10. The base Carrera 400 PS Strong twin-turbo propellant brings it in the S versions to 450 hp. From 2022 will be increased as part of the facelift again by 20 hp.

    In the GT3 successor it remains at 3.8 liters of displacement, but the first-ever artificially ventilated six-cylinder in the sharpest 911 should increase in the first stage of development from 500 to 550 hp. Spearhead of the series remains the 911 Turbo; he stands with up to 620 bhp / DIN even better in the feed than before. In most cases, a new eight-speed double clutch (8DT 80HL) from ZF will provide the power transmission.

    Inside there's an exciting mixture of classic and modern. Porsche was the only mechanical round instrument to rescue the centrally positioned tachometer into modern times. Although it remains at a total of five clocks, but the two displays on the left and right of the heart rate monitor can be partially configure freely. We know the big touch screen and the panel for the air conditioning from the Panamera. New are the optional head-up display and a long list of comfort and safety features. For example, the adaptive laser light, which illuminates far into the next bend, cleverly avoids reflections and self-glare, selectively illuminates pedestrians and animals, and works its way 700 meters into the darkness wherever it is possible.

    Starting in 2022, the countdown for the 911 #PHEV is underway, but the market launch has not yet been fixed. This model integrates two propulsion concepts: the gasoline rear engine and the electric motor, which turns this 911 into a low-emission 4x4 coupe when needed. The compact E-package consists of four elements: power electronics, lithium-ion battery with 10.8 kWh, Stromer with 70 kW and 310 Nm and a special e-transmission with eight gears, freewheel and recuperation. In total, extrapolated 485 hp and 760 Nm are available. That should be enough to track to (0-62MPH) 0-100 kmh in less than 3.5 seconds and to be 315kph fast.

    Depending on the driving style, the electric range should be up to 50 kilometers. If you like rushing rather than gliding, you can boost for 20 seconds at the touch of a button or swear all the drive components up in Sport Plus for maximum performance - then the Sport Response Button finally makes sense.

    The #Porsche-911-992 has to be able to do better than its predecessor, has to be faster and more agile, at the same time wilder and more confident, quieter and - in spite of the Otto particle filter - more efficient. The means to an end: less weight, a stiffer body and a new eight-speed #PDK for the more powerful boxer. There's a new infotainment and various assistance systems. First test runs from February 2019 .
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    Andy Everett
    Andy Everett uploaded 17 photos in the album 1972 Porsche 911E 2.4 LHD.
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