Nice job and very nice found!
Alu roll bar is rare enough,i saw only one in France ten years ago :)
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Nice job and very nice found!
Alu roll bar is rare enough,i saw only one in France ten years ago :)
Impressive job cutting those holes for the pass thru lines. I can only imagine how many nights you were up worrying about getting them just right huh? Hell, I'd have to wear depends...:p
Tom:
I am enjoying your posts showing the work and research into ST features and factory practices in the day. I will be very interested in seeing shots of those pesky crossover lines as they get fit up. I also like the work done to flare the front bumper in metal...very well done.
I am attaching 2 shots from the factory of a 72 ST showing trim mounting holes in both front and rear bumpers. I have never seen an ST with deco mounted, so not sure why these were there unless the supplier (or factory Werks) modified a stock piece to make them.
I had a pair of rear bumpers that I mounted on my Martini RSR tribute car (now Mike Moore's wonderful RSR prototype recreation project) that had no apparent weldings on the inside where they were modified for flares or with deco holes welded up, and so appeared to be stamped out in the wide flare shape. The left one did have an exhaust hole welded up though.
Wow...and I thought I was the only one crazy enough to run an aluminum roll bar. Looking very good....I enjoy every update.
any updates for this fantastic project
Gib:
Thank you for posting the factory images of the E Series 2.5 ST. I wonder whether this photo was used for the FIA homogation papers for the 2.5 "evolution of type" to verify the new equipment the factory had developed for the '72 season: front spoiler, revised oil tank location, and perhaps the new 7 inch front wheel (replacing the old 7R used on the 2,3 cars in '70-'71).
The steel rear bumpers you used on the Martini Proto are incredibly neat parts. We gave the image of the rear aspect of the car a close look and tried to capture the contours on the rears the shop fabricated, albeit my rear fenders are nine/ten inch and not eleven. I should have some pics of the results this weekend.
I speculate to say that the explanation for the steel front bumper may be that the grp versions for nine inch front fenders were not available as of the date of the photo so the factory modified a steel front bumper to conform to the contours of the nine inch front flares and sent it off to the FIA in Paris so as not to miss a filing deadline or some such. In any event, it is a very cool image of the ST 2,5.
Many of the 2.3 cars used steel rear bumpers and as Raj pointed out earlier in this thread, some had ALU rear bumpers (and perhaps up front as well as the part existed). Of course, the pukka factory 2.3 ST cars prepped as circuit racers had the grp rear bumpers as from '70.
LA964R
We could not resist using the ALU bar. I had read the books and knew the factory used them but it still surprised the heck out of me when it turned up.
We have another in steel, in the identical pattern. I will post pics of the steel version.
Manu72S
I will start updating the thread over the course of the next couple of days. Thank you for jogging me into action.
Here is a teaser of things to come:
another view if it's of any help:
http://i7.photobucket.com/albums/y25...Moore/04-2.jpg
Hi Raj:
That is a good question.
All of the factory grp work was outsourced to a specialist firm in Germany. These glass reinforced parts were referred to as being "GFK panels" in factory literature as GFK in German is notation for Glasfaserverstärkter Kunststoff.
Other suppliers of light weight grp parts had included some illustrious names, most noteworthy Heinkel, the erstwhile manufacturer of WWII German bombers and other aircraft. Their expertise with light weight materials was unmatched for combining high quality, light weight and structural integrity. They also did specialized machining for the race dept and did assembly on some of the proper racing cars.
The better shops reproducing grp body work on the Continent now seem to be using that same hand written notation as used origianlly by GFK on their parts.
There was also another manufacturer of GRP components in south Germany that is mentioned in connection with the 906 bodies, but otherwise goes un-named in Excellence Was Expected.
I love the story about the Kangaroo hill climb car which relates how the grp body work was so thin that even with a bit of paint, it was transluscent when veiwed from the driver seat!
Mike: Thanks for the x rated image of the rear -the Martini car just gets better and better!
The first image attached to this post show modern panels reproducing the GFK parts as originally supplied through the Race Department for the C and D series 911S Group 4 cars.
The second image shows a pair of original NOS front fenders as supplied by the factory in GFK.
According to Paternie's Porsche 911 Red Book, the factory introduced a new race engine in 1971 designated Type 911/70.
The Type 911/70 race engine used the 70.4 crank and 86.7 mm pistons for a displacement of 2492cc. These engines are generally referred to as "long stroke" 2.5.
The new 2.5 engine was provided by the race department with mechanical fuel injection only. The mfi set ups made specifically for the 911/70 (and also used on the later short stroke 2.5 type 911/73) have come to be known as "2R" high butterfly. These differ from the later RSR units in that they have 41mm throttles as opposed the 43mm used for the RSR 2,8. The inlet funnels are visibly smaller, which makes them readily identifiable. The throttle size matches the 41mm intake ports on the twin plug 2.5 heads used by Porsche.
The attached pic shows a 2.5 long stroke engine that ANDIAL sourced as a complete, used engine from the factory almost 30 years ago and then re-built before selling it to a customer here in the US. The engine went into a still-born GTU effort and sat for many years before the original owner finally put it to use after completing his long dormant GTU project in 2003 for use in PCA club events here in New England.
One of our fellow board members was familiar with the provenance of the engine and encouraged me to buy it for the hot rod. This was an attractive proposition on several counts. First, it was a very complete original, race unit, not a collection of parts. Second, it came with a stack of correspondence and documentation from Andial, the pre-eminent race shop of the day, including the original invoice, dyno sheet, spec sheet, etc. Also, it had exactly what I had been looking for: the rarely seen, correct for ST, 41mm 2R injection set up and a genuine matching Bosch race injection pump plus all of the other race bits. Finally, since arriving state side, it had been in the hands of only one fellow enthusiast owner in all these years.
The engine number assigned internally to this engine at ANDIAL is #129 and as seen in a prior post that number is stamped on the case. The engine had very few changes since leaving ANDIAL so many years ago and is amazingly intact in terms of its componentry, all of which conforms to factory race preparation practices of the era.
This old race engine will be rebuilt and restored for the hot rod.
Our objective is to rebuild ANDIAL 129 using as many of the original parts as possible while adding a few period correct ST external bits along the way.
Here it is sitting on the shop floor just as we got it, sporting its pale gold anodized inlet funnels on 2R high butterfly intakes with 41mm throttles. A quick look reveals the special race pump and bracket, dark sand cast magnesium chain box covers for center oiling cams, natural grp amber colored shroud, "toussled head" fuel lines and small sand cast 906 fan as used on all factory race engines.
Matt B., I recall that you can recognize the subtle differences in the cross bar, cross bar supports and linkages. Do you have any thoughts to share on this 2R set up?
Here is a pic of the pump support bracket.
908.110.043.00 tie rod
This image also provides a good look at the factory shroud made in natural colored grp.