Now is it ST?
S-T?
or S-T?
which is correct (or at least period-correct)
and what about T-R? or T/R?
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Now is it ST?
S-T?
or S-T?
which is correct (or at least period-correct)
and what about T-R? or T/R?
FWIW...In speaking w' Jurgen Barth at Rennsport last year, I specifically asked if the ST was a factory designation used back then and he confirmed that it was.
Further to the conda green "sunroof" ST, it is up for sale at Jan B. Luehn now, with a nice description of the history and some good photos:
http://www.janluehn.com/stock/55/stock.html
very nice , i see no price listed ? is it a case of " if you have to ask you can't afford it...."
Well, John, it says "priced to sell". ;)
But with "boring" 2,7RS Touring being offered for 200k Euro and replica STs going for 130k Euro at least I know that I do not need to ask! :rolleyes:
I came across an article form an old European Car Magazine by Steve Hornby (June 92) in which he describes a ride around the track at Moroso Motorsports Park near Palm Beach, FL in the restored Silverstone Racing 2.5L ST (73 Daytona 24, #77). This ST (911 230 1687) finished 4th overall (ahead of Kremer [6th], and Toad Hall [8th]), driven by George Stone, Bruce Jennings, and Mike Downs.
Steve Hornby's article captured my imagination as I read it because it was such an honest description of what it was like to ride in a restored 275hp 911ST as a passenger. The car passed through the hands of Bob Beasley, and then to George Drolsom, and finally as this article was written to Dennis DeFranceschi. It had gone from an ST to an RSR bodied car in the IMSA GTU class, and George Drolsom won the Porsche Cup in 75 in the under 2.5L class with it. Dennis returned it to an ST to compete in SCCA and SVRA vintage events still carring #77, and riding on 7+9x15 Fuchs as seen in the pic below.
Hornby begged for a ride around the track (2.25 mile, 10 turns) as he had watched Dennis run 1:34 times, which was faster than most of the Corvettes were running that day. He describes the ride thus:
"....Heading down the front staight, doing maybe 160-170, you're faced with turn 2, a 180 deg. left-hander. There's no way you're going to make it, you think, until Dennis hits the brakes and it's like clobbering one of DOT's concrete barriers. Unbelievable! Depending on his entry speed, Dennis seems able to make a variety of lines work for him as long as he gets back on the power quickly and sets the car up with a little oversteer. Some of it is the big slicks working, and some of it is the tremendous power that's available.
Exiting turn 2 is like being shot form a cannon. The short chute between 2 and 3 almost ceases to exist. There's the phenomenal rush forward, your helmet clanging on the roll bar behind your head, then the equally sudden application of the brakes again. The whole lap seems to go by like that, the only respite coming on the front and rear straights. There, you can finally push yourself upright again and get centered in the seat. My Stop watch was hanging around my neck the whole time, but I never clocked a lap. It kept hitting against the door or the seat, even me, and turning itself on and off.
The back straight is wide, a good place to pass. Why not? It's easy in this thing. Porsche 911s running flat out become moving chicanes that you're past in the blink of an eye. Dennis brakes just a little for 8, actually two turns forming an ess, and you find out how stiffly sprung it is. The quick left/right produces no nasty weight transfer, as it does in your own car, though Dennis probably feels more than you do sliding around in your seat.
So, what's it like? Exhilarating, brutal, noisy, phenomenally quick are the words that come to mind. Hot, too. I didn't need my jacket or gloves for some time after climbing out of the cockpit.
Yeah, Dennis did a good job on the engine." (rebuilding it, as explained earlier in the article.)
Raj:
This ALU skinned RH door is from a Werks prepared 2,3L ST. Note that the door skin is fastened to the steel door frame with rivets and that the majority of the inner structure of the door frame has been cut out. This door is extremely light weight.
The door appears to retain its factory original paint: Blutorange.
I have several bits from the same car: balsa lid, some factory plexiglas and a door panel. The chassis number of the car itself is still unknown and is believed to have been written off in Germany in period.
Perhaps the most noteworthy details to be seen on the door are the "lightweight" door hinges.
Are the hinges on your original door similarly drilled?
Is the original door on your car on the LH or RH side?
Next time I am up at the shop we will mic the steel frame to determine if there is a measureable difference as compared a standard door frame.
Raj:
The NOS aluminum door skins have been installed on the 71S car's original steel door frames.
As you can see in the pic, the center structure of the door frame was not cut out as had been done to the original ST door.
You can see the bare aluminum on the inside surface of the door skin in the areas free of overspray.
The ST door should be significantly lighter as so much of the structure is cut away.
RAJQuote:
Originally Posted by varunan123
I have two pairs of factory aluminum door skins that I could weight. Would that be of any help?
Mike
Raj
Do you think a bathroom scale would be OK, or do I need to find something more sensetive? I will put a Vernier on the skin for thickness.
Mike
Quote:
Originally Posted by varunan123