Porsche 911L 1968 901/30 Racing-Rally

[Rennman]

The TA Ls are listed with the ROW vins because they were optioned cars not a seperate model just as the "TR"s carry ROW T chassis# not a special or seperate number. The USA and Euro L were fitted out differently. Basically the Euro L was trimmed like a standard T and the US L trimmed like an S. The tubs themselves were all the same aside from rear swaybar mounts which were optional on the Euro car and came on the USA car. Both had the rear parcel shelf provision for the safety harnesses. Undercoat was the same on all the cars I have ever seen and deleted only on the factory specials. It was left off not removed and the bottoms and compartments painted semi flat black.

Chuck I know these guys would change the 911S emblems on the rear deck to 911. Jennings did that on a 67S they campaigned and I think the Pacific NW car as well. I think there was a point where the S may not have been allowed (hence the Ls) or were these guys just playing down their machinery?

Don

[Thomas lundeval]

Conducted a study of weight at some 911L. Have access to the old Swedish registration dokument and where it says how much the car weighed when cars first approved to use the roads. It also contains three pieces of 911 TR cars to see the difference. Maybe it could be anyone of any use.


911L 118107XX Normal car 1150 kg

911L 11810437 Normal car 1140 kg

911L 11810438 Rally car 1120 kg

911L 11810439 Rally car 1120 kg

911L 11810540 Rally car 1100 kg

911L 118107XX Rally car 1100 kg

911TR 11820421 Rally car 1110 kg

911TR 11820422 Rally car 1110 kg

911TR 118204XX Race car 1090 kg

Thomas

[Flunder]

If you have a 911L trans am car, your CoA should read like this (pretty much like Rennman said it should):

[peekaboo]

"This is why the factory race cars for 68 in the USA and likely ROW were the TA Ls and the T Rally models".

Rennman.

Maybe i'm wrong, but I don't believe your catching on to what actually was the debate. It seems now your statement is refering to factory "werks" cars. When prior , I believe. most were refering to race cars made by the factory (special models / standard models ordered with special upgrades / upgrade kits / parts & pieces. Sold to outside parties.

Which is obviously , two differant things.

Even on what would be considered a "factory owned werks" car. Without being there, and knowing every car which was built. Given/loaned to various people to run in various events. I would be hestitant to make an absolute judgement on anything like that. No one can know unless they were there. Or a car outside your claim turns up with bulletproof documentation.

[70SATMan]

I agree with you that's what i thought-til i saw this photo, what would that make this car a ROW or US L?

raj

Side markers, turn signal indicator color and sugar scoop headlights are present which tells me its a US 68. No other exterior clues in the picture indicate what the model is. I could take the trim off a T, L or S equally easily, heh heh. Also, it's sporting the passenger visor.

[HughH]

Here is a link to a very detailed photo history of this car in 1968 and 1969 as well as its restoration

http://www.kzmotorsports.com/911L.html

there are photos that include other cars in the series
well worth a look.


Raj

i don't have homologation papers for the 1968L. I do have the Gp3 and Gp 4 for the T/R and the Gp3 was signed on 1 jan 1968.

the 68L may be a bit messy to find as there may be a difference in timing between it being legal as a sedan in the US for Trans-Am and the FIA homologation for Gp 3 or 4

[peekaboo]

Well, Happy New Year to all.

This is not relating to this discussion directly, but since allowable modifications for some groups have been posted. I'm just wondering about this (changing of pieces from a production car piece standard base material to ones manufactured of a differant material). If this is a question better suited to the other "special build" thread I can move it there if need be. But I thought I'd start here.


This is an interesting provision in group 2 :

"p) Finishing off: all perfecting operations by finishing of machining the original mechanical parts, but not their replacement, except with regard to springs, pistons and camshaft(s) as specified above under sections j and m. The term "Mechanical Parts" covers all those included in the propulsion system, the steering system, the suspension and the braking system as well as accessories necessary for the normal operation of these systems. In other words, provided it is always possible to acsertain unquestionably the origin of the series-production part, it may be rectified, balanced, lightened, reduced, or modified with regard to the shape through tooling, to the exclusion of any addition of material or any mechanical extension or of any process involving a change of the characteristics of the molecular structure or of the surface of the metal."

That leaves alot of leeway for custom work to parts.

But since this sentence :

"to the exclusion of any addition of material or any mechanical extension or of any process involving a change of the characteristics of the molecular structure......of the metal."

(maybe this is a dumb question , but here goes)

Seemingly, this means you could not change the base material of the part ? (titainium rods..etc. vs. steel). So what racing group would titainum rods be allowable ? (or a change in any part , in general , from one base material to another. That was not a standard piece that was in the production models comprising the build number requirement of that group).

None ? So changes like that were for Prototype / group 6 and above only ? If so, did this rule change in later years . So that any type of more specialised piece (lighter / stronger metal ..or whatever) was allowable in lower number groups (group 5 or below) in later years ?


Plus, how would any scrutineers even know if an internal part of a motor or transmission (or anything) was made out of titainum or a differant base material vs. the production piece base material ? I know they could could . But didn't disassembling motors, and other serious teardown or REAL hard scrutiny. Really only occur after a protest by other teams ?

Obviously cheating , in this regard , had to have had occured.
--------------------------------------------------------------------------------

I had started to post the link to claudius's 1968 911S sportkit 2 car , earlier in this thread as an example of a 1968 911S model , with a factory competitition type 'kit' added in it's build.

But I was not sure if it qualified in this discussion, as the kit was seemingly named 'sport'kit, not 'rally'kit. And rallykit , was the kit type being most referenced earlier. So I deleted it.

And I didn't know (and still am not understanding) if this car , and the italian one Rennman owned . Were the same car ?

[Thomas lundeval]

Here is an update on the list for 901-30 engine. It is Porsche 911L 11810508 which competed season 1969. Team Scania Vabis used only one car 1969. Both Waldegard, Ake Andersson competed with the car even Formula 1 driver Ronnie Peterson started in KAK-rally 1970 with the car. I will return with engine number later. It is the only 911L as I have seen with 155 hp in the first registration document. The car has had the same owner since 1982.

[Thomas lundeval]

Raj,

Waldegard did not drive the Le Mans 1968. But Sten Axelsson drove a Lola T 70 GT 5.0, together with Ulf Norinder.

[Thomas lundeval]

Saw an ad on a Porsche 911L 11810499 was for sale, Fred Baker car.





Porsche 911 L "Lightweight"
European Vintage Car Co.

Farbe Polored
Innenausstattung Black
Lenkung Links
Typ Coupé
Baujahr 1968
Chassis Nr. 118.1.0449
Preis 300.700 EUR
MwSt Nein
Stadt Cave Creek, Arizona
Land

http://www.classicdriver.de/de/find/...lCarID=1812940



Fred Baker ordered this Porsche 911 L in 1968 directly from the factory in order to participate with success to the Trans- Am Championship in 1968 and 1969. Only 15 Porsche 911 L "Lightweight" has been manufactured 4 or 5 came to the USA the rest has been used mostly in Rallies in Europe. This car is a true factory race car and not a street version 911 L dressed up as a race car. In February 1973 Bill Lanphear purchased the 911 L from Century Motors in Orange County. he was told that they raced it in 1970 and the last half of 1971. The car ran in C- production won a 1st place finish with milt Minter in 1970.information about the car. The Porsche has been completely restored. It is also the only known 911 L in the Trans-Am race history who never crashed while racing and the only used car, Porsche has featured in the cover of a Porsche catalog in the fall of 1968.