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Thread: Another hot rod

  1. #1

    Another hot rod

    Across the spectrum of human endeavor it is our nature to assign dates, perhaps to compartmentalize events within the convenient bookends of beginnings and endings, starts and finishes, the alpha and the omega. Not too infrequently, such conventions ill serve to reflect the true nature of things. Take this project for example.

    It started with a memory...




    Objective: 2,3L ST Style Hot Rod

    The search for old factory race parts began in 2005, a suitable 71S project car turned up in 2006 and finally there is something to show for the effort.

    Most of the ST parts that have been collected are used items. In fact, some of them were discarded when original cars were in the process of being restored. I suppose these old bits became surplus as the original cars were upgraded with NOS parts or current FIA-approved equipment. We have nearly all of the original parts listed in the Sports Purposes Spare Parts Manual to get this 1970-71 2,3L style ST project looking period correct.

    Part numbers shown in the text of my posts in this thread correspond to those specified in the Spare Parts List Type 911 S competition type, Edition april 70 as published by Dr. -Ing. h.c. F. Porsche KG - Stuttgart-Zuffenhausen.

    As the Preface to the parts list states, "This spare parts list contains all special parts for the car type 911 S to be reconstructed for a competition car."

    The reader should keep in mind that the designation "ST" was just a term used internally at Porsche to describe a 911S built for sports purpose use with a lightweight tub with thin steel panels for the roof and rear seat area. In fact, aside from some minor but unique features related to deletion of attachement points for the ashtray and passenger side sun visor, tubes for the pull cables, and most notably the heater ducts in the sills, some say these tubs were nothing special, most likely production 911T tubs pulled off the line at Karmann, who used thinner (cheaper) steel in those areas as standard practice on all the 911Ts that they built.

    Most privateers started with a 911S to build their Special GT Group 4 race cars, although there were undoubtedly exceptions, most notably the Kremer brothers in Cologne.

    Privateers approached the task of preparing their race cars just as we will, by perusing the Spare Parts List, making their parts selections, submitting their orders and then reconstructing their cars as Special GT Group 4 race cars. These modifications were extensive and Porsche offered their racing customers a broad and deep array of special parts for engine, transmission, body and suspension.

    The ST history began with the B Series and in 1969 and was limited to the narrow body single plug Group 3 car, more a collection of race parts selected by the owner to prepare his car for its intended purpose. For MY 1970 the term ST came into use at the factory to denote the "standard 911S," offered for the German domestic market together with a long list of special equipment homologated by the Werks with the FIA in order to allow competition minded 911 enthusiasts to contest events in Group 4 - Special GT. This extensive list included body panels fabricated in aluminum as well as grp and special parts to bring engines up to full race 911/20 specification. At the beginning of October 1970, the ST program was taken a step further with essentially three variants of the D Series ST being quietly announced to the dealer network by the factory . The three Werks variants offered were: the "standard 911S" with the heater delete narrow body lightweight powered by a production single plug 911/02 as often seen in Group 3; the Group 4 circuit version with GFK panels, Plexi windows and twin plug race engines to 911/20 tune; and finally, the Group 4 Rallye version to the same wide body specs but with the 911/02 engine to rally specs. These three variants were continued for the F Series ST cars. Notwithstanding the variants offered by the Werks, the truth of the matter is that far more 911 race cars were converted to wide body Group 4 specs than were ever built by the race department. Some of the "standard 911S" lightweights (essentially homologation cars built to establish minimum weight for the FiA) were returned to the Werks for conversion to Group 4 specs, while many others were purchased as used cars by Kremer and other dealer sponsored teams and similarly converted. But most Group 4 cars were converted from 911S street cars, like Richie Ginther's Snoopy II and countless others prepared by privateers. A look at any 1970-71 grid at the Nurburgring or Le Mans makes clear just how popular it was for independent teams to construct Group 4 cars themselves rather than purchase factory built examples.

    The scope of the project will encompass a detailed examination of the Porsche 911 S - Racing Version and construction of a freshly built example using factory preparation techniques and all the corresponding parts as originally supplied by the Porsche Race Department.

    That will be our objective for this 2,3L ST style hot rod project, to show as many of the Special GT Group 4 parts as we could find, and install them on this MY 1971 911S non-sunroof coupe, just as we would have done back in the spring time of 1971 if we had access to an S, all of the necessary factory original race parts, and the time, resources and hot rodding talent to make it happen.

    The cars built by Ginther, Toad Hall, Brumos and untold others were fielded after doing exactly what we will do with this project. Just how they did it in a couple of months is indicative of keen devotion to motor sport and a willing ear at the back door of the Race Dept in Stuttgart.

    Here are some images of the progress on the chassis and body work of 1971 911S #694.
    Attached Images Attached Images      
    Last edited by Flunder; 01-07-2014 at 02:16 PM.
    Early 911S Registry
    Looking for engine 960 168
    Looking for gear box 103 165

  2. #2

    Trial fit donor fenders and alu door skins

    Here the aluminum door skins and steel front fenders are being trial fitted. The tub is already in factory-look green metal etching primer

    The used steel front fenders with factory fender enlargements and rear ST flares came from another 1971 coupe here in CT that acted as a most welcome donor. The donor had been dealer modified for its first owner with these flares.

    The creased look of the rear flares is typical of the 2,3L ST cars. The last image shown below dates from 2007 when the rear flares were cut from the donor and butt welded to the project car. Rim is 9" x 15" minilite. Tire is Dunlop Racing size 4.30/11.60-15 as specified on page 5 of the factory booklet Information Regarding PORSCHE Vehicles Used for Sports Purposes 2. Edition From Model 1970.

    911.503.903.00 Wing extension, rear, left (steel for 9" rim)
    911.503.904.00 Wing extension, rear, right (steel for 9" rim)

    The sweeping wheel opening of the front flares has the look of the Chiquita car and also some of the 2,5L cars. We are using a photo of the 2,3L Chiquita car as the model for the contours of the flares. Steel front flares are not listed in the Spare Parts List for TYPE 911S competition type Edition april 70. However, steel flares were used by the Race Department on rally prepped STs and aparently some circuit race prepped cars as well. Front fenders made entirely in grp with integral flares are listed in the Spare Parts List and I have seen factory supplied grp front "flares-only" (not entire fenders) for both 2,3L and 2,5L configurations so it seems Porsche had a number of alternatives when it came to flares for the front fenders on the period built 911 ST.

    The alu door skins were provided by a board member in LA. They came to him from the big Vasek Polak garage sale in Hermosa Beach some years ago. The guys at the shop were pleased with how well the skins aligned on the original door frames and matched up with the body contours.

    911.531.901.00 Door exterior panelling, left ALU
    911.531.902.00 Door exterior panelling, right ALU


    The standard specs for the ST did not include the aluminum door skins. However, the part is listed in the spare parts list and there exist examples of ST doors with ALU skins in place. I suppose the teams most observant of hot rodding's Third Axiom, ADD LIGHTNESS, were left to re-skin the doors post-delivery or ask the factory to do the work as an extra cost option.


    The fuel door is being welded shut on #694 as the car will use a big tank, either 110L or 100L, with under the hood or through the hood center fill, respectively. We are leaning towards using the 100L with through the hood center fill.
    Attached Images Attached Images      
    Early 911S Registry
    Looking for engine 960 168
    Looking for gear box 103 165

  3. #3
    Tom:

    Your ST project looks great at this point. I think there is something really neat about a car in bright steel or even primer. Your project will be fun to watch. Please keep pics coming as you make progress. We are all interested in seeing the steps and learning things about how you recreate a very special factory car.

    Are you going to use dual front oil coolers with hard crossover lines?

    Gib Bosworth
    R Gruppe 17
    EarlyS 434

  4. #4

    Another hot rod

    Hi Gib;

    Thanks for the kind words. Yes, there is nothing like metal worked bare steel and primer to get one's imagination going. Image below shows butt welded ST flare being rough shaped and matched to steel rear bumper.

    As to your question about dual front coolers and hard cross over lines, here is my thinking. As you know from your 2.5 Kremer thread, it is most likely that the approved factory procedure was to plumb the bi lateral oil coolers with hard cross over lines. And being slaves to way they did things in Stuttgart, we plan to do it that way too.

    I recall that section of the thread for the Kremer 2.5 build dealing with the topic of hard vs. soft lines and noted your thoughts on this topic as well as those of Boba.

    Accordingly, our plan is to use mirror image factory coolers plumbed with hard lines. We sourced the coolers and the hard lines as well as a cast off ST oil tank for additional capacity and baffling for oil control. The engine has a 906 grenade filter in place so there is no case mounted cooler.

    The shop wants to ensure sufficient air to the coolers and intends to fab some ducting inside the front fenders. The battery box is shaved on the RH side but remains in place on the LH side. There are lots of opinions on this treatment as well but a knowledgeable source recommended shaving only one side based on his familiarity with the details of several period-built cars.

    As we know, there is no one "right way" when it somes to an ST and as Randy Wells once wrote, the ST is more a collection of factory race parts than an actual model.
    Attached Images Attached Images    
    Early 911S Registry
    Looking for engine 960 168
    Looking for gear box 103 165

  5. #5
    Senior Member
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    Hi Tom,

    Cool project! What kind of oil coolers are you going to use?

    I am interested in your method for ducting air through the coolers. Please post details when you get to that stage.

    Looking forward to your updates.

    Thanks for sharing.
    Bert Jayasekera
    1970 911T - Tangerine Orange
    Early 911S Registry #494
    R Gruppe #167

  6. #6

    Coolers for hot rod

    Hi Bert:

    Thanks for the inquiry regarding the oil coolers used for this project.

    Actually, we are using oem factory coolers manufactured by Behr. Here is the explanation:

    On the RH side we are using a normal 911S period oil cooler. The Porsche parts number on the sticker shows 901 107 046 80/OELKUEHLER and has a small yellowish (although it might originally been white) sticker showing 060372. I assume this is the date of manufacture. It is European practice to date sequence in the order of day-month-year so I suppose this stamp is meant to indicate March 6, 1972.

    An image of the part number sticker on the RH cooler appears below as an attachment to this post. Note that the tag identifies the origin of manufacture as Western Germany indicating a date of manufacture preceding the reunification of the German state.

    On the LH side there is a "mirror image" factory cooler which simply has the mounting tabs reversed for this fitment. This one is lacking a parts number tag but has the same little yellowish sticker except that this one is stamped 080372, or March 8, 1972.

    Both have the usual raised BEHR lettering on the side plates.

    The aluminum tabs on the LH or "mirror image" cooler appear to have been hand welded a bit more crudely than the relatively cleaner manufacture of the RH piece. I assume the alu mounting tabs were simply welded off the production line at BEHR for this limited application. The tabs are dimesionally the same and of identical design as on the RH unit.

    These mirror image coolers may be the same ones used on the 911R, but I don't know for sure. I have not seen a part number in the 1970 Competition Spare Parts List (the parts bible for ST comp parts) for the LH cooler but perhaps Boba or Gib knows of one. I do not have access to a 911R parts manual and perhaps a number is listed there.

    The coolers and hard cross over lines need to be mocked up for fitment in the fenders and the fuel bay prior to cutting the access holes in the inner fenders. The access holes are necessary so that soft hoses can be plumbed through the inner fender to mate up the hard lines on top of the coolers and the hard lines running through the fuel bay and routed just behind the gas tank. I will post pics when the car reaches that stage.

    Interestingly, there are no part numbers listed in the Competition Spare Parts List for the hard lines either, although there exist period photos of factory cars so equipped. This was probably the most practical way to go and was just left up to the race teams to fabricate lines as they deemed fit.
    Attached Images Attached Images  
    Early 911S Registry
    Looking for engine 960 168
    Looking for gear box 103 165

  7. #7
    Great project Tom!
    Front oil cooler should be like this one,69/72...
    Attached Images Attached Images  

  8. #8

    Battery Box

    Are you keeping the battery boxes?

    Where did you source steel front and rear flares?

    Great project, please keep posting pictures.
    S Registry #1280
    1970 911T
    1968 911 FWT
    1965 356 SC

  9. #9
    Moderator Chuck Miller's Avatar
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    Lightbulb

    A quick note:

    All 'early' front coolers are the same from '69 to '71, the exception is the '72 that has the 'later' bigger fittings...

    GREAT looking project Tom .......
    Chuck Miller
    Creative Advisor/Message Board Moderator - Early 911S Registry #109
    R Gruppe #88

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  10. #10
    Senior Member
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    Hi Tom,

    Sounds like you've done your homework.

    Are you going to install the oil tank in front of the rear wheel like a 911R or in the conventional position?

    Are there factory plans or parts for ducting cooling air to the oil coolers or do you have to create your own ducting?

    This will be fun to watch.

    Thanks,

    Bert


    Quote Originally Posted by Flunder
    Hi Bert:

    Thanks for the inquiry regarding the oil coolers used for this project.

    Actually, we are using oem factory coolers manufactured by Behr. Here is the explanation:

    On the RH side we are using a normal 911S period oil cooler. The Porsche parts number on the sticker shows 901 107 046 80/OELKUEHLER and has a small yellowish (although it might originally been white) sticker showing 060372. I assume this is the date of manufacture. It is European practice to date sequence in the order of day-month-year so I suppose this stamp is meant to indicate March 6, 1972.

    On the LH side there is a "mirror image" factory cooler which simply has the mounting tabs reversed for this fitment. This one is lacking a parts number tag but has the same little yellowish sticker except that this one is stamped 080372, or March 8, 1972.

    Both have the usual raised BEHR lettering on the side plates.

    The aluminum tabs on the LH or "mirror image" cooler appear to have been hand welded a bit more crudely than the relatively cleaner manufacture of the RH piece. I assume the alu mounting tabs were simply welded off the production line at BEHR for this limited application. The tabs are dimesionally the same and of identical design as on the RH unit.

    These mirror image coolers may be the same ones used on the 911R, but I don't know for sure. I have not seen a part number in the 1970 Competition Spare Parts List (the parts bible for ST comp parts) for the LH cooler but perhaps Boba or Gib knows of one. I do not have access to a 911R parts manual and perhaps a number is listed there.

    The coolers and hard cross over lines need to be mocked up for fitment in the fenders and the fuel bay prior to cutting the access holes in the inner fenders. The access holes are necessary so that soft hoses can be plumbed through the inner fender to mate up the hard lines on top of the coolers and the hard lines running through the fuel bay and routed just behind the gas tank. I will post pics when the car reaches that stage.

    Interestingly, there are no part numbers listed in the Competition Spare Parts List for the hard lines either, although there exist period photos of factory cars so equipped. This was probably the most practical way to go and was just left up to the race teams to fabricate lines as they deemed fit.
    Bert Jayasekera
    1970 911T - Tangerine Orange
    Early 911S Registry #494
    R Gruppe #167

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