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Hello.
I have notice the famous Kremer Samson for sale for a long time!
http://www.maxted-page.com/cars/c354/details
Nickd
I did a poor job on the thread header. There is a huge Thread called RS for sale, I wanted to start a Thread for RSR for sale. Cannot seem to be able to correct the header? Mine is still not for sale.
mike curnow
OK... Changed the thread header... Hopefully less confusion
I know the guy that owns it. Very nice chap. It is big money but I cannot remember the exact number. I'll find out tomorrow and let you guys know.
I think what Mike is asking for is an RSR sticky? Just like RS, S, T, E, etc.
Hardly enough cars trading publicly to make that worthwhile I suspect. Would make for a very boring thread.
Last price I heard for a 2.8 RSR was about 18 months ago
I called Fiskens who asked 2.5 millions £
It could have been VIN 911 360 0871
http://www.pbase.com/archive_racing_...n_911_360_0871
Jack
Thanks for your imput.
Mike
The samson car belongs to my good friend/fellow team racer etc,i am surprised its not sold yet,as the history is impressive the condition of the car is something else.I think some potential buyers just dont get the car or its importance in the porsche motorsport history file, the price is strong for such a car,worth a look if you are a rsr enthusiast and it has great road manners also.
any links to the for sale info?
VIN Reference = 9113600885Quote:
Originally Posted by nickd
I am aware of multiple 1973 2.8 RSRs for sale. Following are some pictures. Here is 1 of only two 2.8 RSRs delivered in black - chassis 9113600940. Available in Europe. PM me for broker contact details. This is not mine, and I have no vested interest in this RSR. I believe the price is close to 3 million euros.
Attachment 431454
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Attachment 431459
Here is chassis 9113600705. It was available in 2016 with Will I'Anson in England. This 2.8 RSR is no longer listed with the I'Anson website, and it is not available anymore. I believe it was 1st or 2nd at the 12 Hours of Sebring in 1973.
Attachment 431476
Attachment 431477
Here is a picture of 9113600885, that was referenced earlier, and is currently for sale with Maxted Page:
Attachment 431478
Here is 9113600610 that is currently for sale in the US through John Starkey. I am not sure of the price at this time. Here are some pictures in 1973 when it raced in 2.8 RSR trim with the Kremer Brothers. Today, it has been restored back to its 1974 3.0 RSR "Samson" livery. There are pictures of both here:
Attachment 431480
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Here is the current "Samson" 3.0 RSR livery that it wears today:
Attachment 431483
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And here is the Pinnacle - one of the six Factory RSRs, and this one was Prototype "RS 1"- chassis 9113600001. It was used by the Factory for testing and homologation for Group 4 during the 1973 season. This RSR is currently for sale in Europe. I don't know the price:
Attachment 431491
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So, out of a total of 55 1973 2.8 RSRs (49 customer cars and 6 Factory cars), it seems that there are 5 currently for sale, that we know of. That is 10% that are up for sale. Does this seem like a lot, or does this seem like a pretty normal percentage?
0001
0885
0871
0940
0610
Starkey could probably give a good answer to that question. I suspect that they might all be for sale at the kind of $numbers these six are trying for. Have any sold for these kind of numbers ? Maybe mine is for sale also and I don't realize it.
Mike
Allison was your green car for sale with dr konradsheim along time ago,may be part of the history.
I did not think 00001 was for sale,the 2nd black one has been for sale for a long time. It turned up at the 40 year anniversary of the rs that the porsche rs club france put on,which was a great event.We had 5 rsr in the event and our own track session,i have some incar some where of it all.
If they were ferraris with there rarity and some of them with great race history they would be in 20 plus mill bracket,i still think they are good value and still very driveable and fun.
I agree with your comments about the price, but RSR's had such a long life that it's difficult to find a true original car!Quote:
Originally Posted by Yellow491
By exemple, for the 40'th anniversary in France, the best of show (911.360.1099) had obviously been restamped. Best of show...!
And there are big rumors about the black one (911.360.0940) for the same ... detail!
These cars are well known by the experts. Experts which credibility is sometimes «restamped» as well!
It's sad but with this level of money, it becomes difficult to simply enjoy a car without any doubts, fears and suspicion…
Jack there is a reason why a guy recently invested big bucks in the tooling for this metal part :-(
Btw Allison your car is Fantastic
But if by any chance you got the rear wheels of , I would love to see a picture of the shorten rear arms and breaks
Marek
Hi Marek,Quote:
Originally Posted by Marek
Nice comment and what a proof for the lack of morality in the car business.
By the way, there is now tools to control the origine of the engrave numbers. And it's really difficult to cheat and not be caught. Or at least being suspected...
How funny is the cars world!
Do you know the difference between a child and an adult?
Tools' prices! ;)
Mistake: toys' price!
Marek, long time, but will these be for sale ?
I think you had it right the first time.Quote:
Originally Posted by Jack
There was a post in another thread that discusses this metal part. Here is the post:Quote:
Originally Posted by Marek
"I know the guy who makes the reproduction panels which have the VIN area on them. He has sold quite a few of these to Freisinger. Always made me wonder why you would need that panel, let alone a lot of them, as they rarely rust out..."
http://www.early911sregistry.org/for...438#post940438
Hi SantiagoQuote:
Originally Posted by platas
,
Yes the metal part is 5K€ and on stock
Quote:
Originally Posted by alarson11
I know Manfred Jr. Freisinger very good,
To my knowledge he have NOT bought this part , I visit him often and
he have 100´s NOS on stock of this panel ,
and he is NOT in the need of money to play around
BUT there are MANY Manfred´s in Germany in the Porsche game
so maybe some other Manfred "ordered" this , you know all those RHD that need to be convereted to LHD !!
and its no secret that DANSK is also working on this metal part
M
Marek, your response still leaves me with a big question. If Freisinger did not purchase this blank chassis plate part, fine, but why would he have 100s of these same NOS parts with a blank chassis number? And what would he do with these? He may have legitimate need for one or two to repair a wrecked car occasionally (with proper disclosure of a restamped Vin number, as it is a felony in Germany to improperly restamp a Vin number), but to have 100s or even dozens to use, it only leaves me to have a suspicion that someone might be up to no good.Quote:
Originally Posted by Marek
Although this is not an RSR, it probably could be considered its predecessor?
-------------------------------------------------------------------------------------
Monaco Legends 55th Anniversary Auction, July 19, 2018
1970 Porsche 911 2.5L ST, Lot 29
VIN: 9110200699
Engine: -
Trans: -
Color: Light Yellow/Black
Mileage: -
Auction Estimate: €1.150.000 – 1.600.000/~US$1,340,725 - 1,865,360
Sold for: NO SALE Listed at Monaco Legend Motors
Attachment 463279
Attachment 463280
Attachment 463281
Attachment 463282
Auction Description:
FRENCH CHAMPIONSHIP IN 1972
PROVENANCE:
- Delivered new to Porsche Sonauto in 1970
- ST ordered by SONAUTO French Porsche imported at Robert BUCHET Racing team in Poitiers
- Road registration : 293 LX 86 in 09/1971
- Driver for the 1971 and 1972 season : Claude BALLOT-LENA
- Racing assistance : Écurie Sonauto
RACE HISTORY :
- 1971 Tour de France Auto, car driven by Claude Ballot-Léna :résult 3rd Over All, hight butterfly engine 2380 cm3, 240ps.
- 1972 Tour de France Auto, car driven by Claude Ballot-Léna, car n°111, hight butterfly engine 2.5L 280ps
- 1972 Winner of the Circuit’s France Championship, GT class
- 1972 European GT Championship : 6th over all
- Sold back in 07/1973 to Sonauto
- Practice car of Guy Chasseuil ( Sonauto Driver ) for the 74’ season.
- 1973 Tour Auto - Écurie Sonauto BP Sponsor
Forgotten for years, the car always stayed in France. The car was rediscovered in 2012 largely modified and civilized. Start a complete restoration, putting it back to its period conformity of the 1972 Tour Auto with a 2.5L. The car still has its Hellgelb color which is the color of SONAUTO, and its alloy identification plate is still original. This incredible authentic an unique car, definitely the most glorious French 911, just ended its restoration thanks to the «savoir-faire» and the large experience of Franco Lembo in Classic and Racing Porsche’s.
In 1973, the car is bought by SONAUTO because the importer delivers to its successful driver the famous Psychedelic 2.8 RSR chassis 360 1497. So in 1973, as attested by a copy of the registration document, the car is sold by Buchet to SONAUTO where it was used by their works driver Guy Chasseuil as a practice.
During the 1973 Tour Auto, SONAUTO rents the car sponsored by BP and will be engaged under the number 99 with Marie-Odile Desvignes at its wheel and Brigitte Carrier, still registered 293 LX 86. SONAUTO sells the car in 1976 to Mr. Curnin from Paris who keeps it until 1984, when the car goes to Strasbourg. And finally, from 1987 to 2012, the car is in the hands of a same owner in Sarrebourg, still in France.
The car will be delivered with all copies of the french documents, press article, old racing pictures and thousand pictures of his restoration.
The French importer SONAUTO decided at this time to invest in competition and entrusted the heavy task to Robert Buchet to build and assist the race cars. So, the Parisian company entrusted a recent used car taken from its stock, a green 2.2 E, registered for the first time in September 1971.
Buchet fully disassembled and sent it to the Weissach the racing department of the factory for a complete 2.3 ST preparation. To note that in 1971, the famous Germans wheels Fuchs in forged alloy did not exist, so the car drove with Minilite wheels at the back. To honor one of his main sponsors, the car was equipped with the famous iodine Cibié. The car aligned at the start of the Tour de France Automobile on September 17th 1971 with Ballot-Léna and J-C Moreno under the number 129 and registered 293 LX 86. They finished at an incredible 3rd place overall just behind 2 prototypes: the Matra of Larousse and the Ferrari 512M of Jabouille.
Claude Ballot-Léna had a long 30-year racing career, mostly at the wheel of Porsches. He won the 1969 24 Hours of Spa in a 911, the 1983 24 Hours of Daytona in a 935 Turbo, and entered the 24 Hours of Le Mans 22 times with a general podium in 1977 and 7 victories of his class.
Period conformity��,st on slides.
Isn't this the car built on an E chassis.? Memory is not what it was...!
Did anyone see what it sold for ? The auction site said it sold, but no price.
Curnow
This was just posted on another thread with regard to the 1973 2.8 RSR at the recent RM Sotheby’s auction. I thought it should go here also. Here is the thread:
http://www.early911sregistry.org/for...855#post993855
Here is RM Sotheby’s Auction info:
https://rmsothebys.com/en/auctions/p...-rsr-28/724649i
NO SALE - Highest bid: US$2,000,000 (Still for Sale)Quote:
Originally Posted by mike curnow
RM | Sotheby's - The Porsche 70th Anniversary Sale 2018, Porsche Experience Center, Atlanta, GA, October 27, 2018
1973 Porsche 2.8L 911 Carrera RSR Coupe
Auction Estimate: US$2,400,000 - $2,800,000
Attachment 473712
New listing for a 1973 2.8 RSR for sale at William I'Anson (not mine):
The Ex-Peter Gregg, Hurley Haywood, David Helmick
1973 Sebring 12 Hours Winning Porsche 911 2.8 RSR
Chassis No. : 911.360.0705
There is a great PDF listed on the site that discusses the history of the 2.8 RSR and also of this car. Worth a read!
http://williamianson.com/car/sebring...-rsr-for-sale/
Attachment 475604
Correct link for above RSR pdf.
https://williamianson.com/car/sebrin...-rsr-for-sale/
The Peter Gregg/Brumos Trans Am & IMSA Championship Winning Car
--------------------------------------------------------------------------------
Taylor and Crawley, Garage 1, The Courtyard, Harrowby Court, Harrowby Street, London W1H 5FA
1973 Porsche 2.8L 911RSR
VIN: 9113600727
Engine: -
Trans: -
Color: White/Black
Mileage: 01,122 (indicated)
Price: (I wish I knew)
Attachment 481766
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Dealer's Description:
THE PETER GREGG / BRUMOS TRANS AM & IMSA CHAMPIONSHIP WINNING CAR
Porsche developed the 1973 911 RSR as a pure racing evolution of the 2.7 RS Carrera only 49 were built in the Factory Racing Department after development of the
R-numbered experimental pre-series. Above and beyond the production RSRs Porsche produced the highly developed works Martini liveried cars in Europe and in America the Brumos cars for Peter Gregg.
This included larger diameter shock towers to allow the fitment of the new titanium coil-over racing dampers and give the chassis more strength. Body panels including the roof and doors were made from a thinner gauge steel and a more powerful 3.0 litre engine became available during the season.
The authenticity of the car been confirmed by several Porsche experts including Jürgen Barth, it has a current F.I.A. passport and has run in major historic racing events all over Europe for the past few years. It would be welcome in the CER championship, Tour Auto and the Le Mans Classic.
2.8 RSR 911 360 0727 arrived in the US in April 1973 for delivery to the Jacksonville, Florida based Brumos team to be driven by Peter Gregg. It had been specially built by the Porsche factory for Brumos to win both the IMSA and Trans-Am series which were extremely popular both with the racers and the fans. Porsche had realised that there was huge marketing potential there and did whatever was needed for Brumos and Gregg to go home with the trophies.
The Porsche Racing Department built 2.8 RSR chassis number 911 360 0727 to the same specification as the R-Series and Martini Works RSRs giving a substantially stiffer chassis, less weight and a more powerful 3.0 litre engine with mechanical injection and slide valve throttle bodies.
The results speak for themselves. Peter Gregg and Brumos won both the IMSA and the Trans-Am series in 1973 with #0727.
Peter Gregg and Hurley Haywood were the class of the field but the serious advantage they had with the uniquely prepared Brumos RSR was paramount. In thanks for the great results achieved by Peter Gregg Porsche sold him RSR 911 360 0727 at the end of the season for just one Dollar.
Racing Highlights
1. 15/04/73 Road Atlanta 500 Trans Am Championship Peter Gregg 1st
2. 21/04/73 Daytona 3 Hour IMSA GT Championship Gregg/Heywood 1st
3. 05/05/73 Lime Rock 500 Trans Am Championship Gregg/Posey 2nd
4. 16/06/73 Watkins Glen Trans Am Championship Gregg 2nd
5. 04/07/73 Daytona Paul Revere 250 IMSA GT Championship Gregg/Heywood 2nd
6. 15/07/73 Sanair Trans Am Championship Gregg 6th
7. 28/07/73 Road America Trans Am Championship DNF
8. 19/08/73 Edmonton Trans Am Championship Gregg 2nd
9 15/09/73 Lime Rock Twin-100s IMSA GT Championship Gregg 1st overall
10. 30/09/73 Road Atlanta Camel 200 IMSA GT Championship Gregg 1st
11. 14/10/73 Indianapolis 3 Hour IMSA GT Championship Gregg 1st
12. 25/11/73 Daytona Finale IMSA GT Championship Gregg/Heywood 2nd
Trans Am Championship
1. 15/04/73 Road Atlanta Trans Am Championship Peter Gregg 1st
2. 05/05/73 Lime Rock Trans Am Championship Gregg/Posey 2nd
3. 16/06/73 Watkins Glen Trans Am Championship Gregg 2nd
4. 15/07/73 Sanair Trans Am Championship Gregg 6th
5. 28/07/73 Road America Trans Am Championship DNF
6. 19/08/73 Edmonton Trans Am Championship Gregg 2nd
IMSA GT Championship
1. 21/04/73 Daytona 3 Hour IMSA GT Championship Gregg/Heywood 1st
2. 04/07/73 Daytona Paul Revere 250 IMSA GT Championship Gregg/Heywood 2nd
3. 05/09/73 Lime Rock Twin-100s IMSA GT Championship Gregg 1st overall
4. 30/09/73 Road Atlanta 200 IMSA GT Championship Gregg 1st
5. 14/10/73 Indianapolis 3 Hour IMSA GT Championship Gregg 1st
6. 25/11/73 Daytona Finale IMSA GT Championship Gregg/Heywood 2nd
Gregg/Heywood and Hemick also won the Sebring 12 Hour race in 0705
---------------------------------------------------------Quote:
Originally Posted by tomster
1973 Porsche 911 2.8L Carrera RSR
VIN: 9113600019
Engine: -
Trans: -
Color: -
Mileage: -
Price: US$4,239,375/€3,750,000
Attachment 488339
Seller's Description:
2.8L RSR Works Prototype "R1"
Factory entry at Tour de Corse 1972, by Waldegaard
Unique opportunity to buy the very first RSR ever built
I believe the R1 car above is listed sold. Wow!
Doug
Thanks for adding to the site. The more information the better. As an afterthought, anyone have any 92mm cylinders and pistons, or other RSR parts ?
Mike Curnow
R1/9113600019 was at work during the last "Tour Auto":
http://img.club911.net/cfca0ce
Previous Post: http://www.early911sregistry.org/for...l=1#post939979Quote:
Originally Posted by 911MRP
The Ex - Peter Gregg, Hurley Haywood, David Helmick 1973 Sebring 12 Hour Winning Porsche 911 2.8 RSR
William I'Anson, Ltd., Cotswolds, West of England, U.K.
1973 Porsche 911 Carrera 2.8L RSR
VIN: 9113600705
Engine: -
Trans: -
Color: Light Yellow/Black
Mileage: -
Price: (I wish I knew)
Attachment 491329
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Dealer Description:
Dr. Dave Helmick had received chassis 0705 only days before Sebring practice was due to start, having taken delivery from importer Franz Blam in Atlanta. Helmick was an accomplished amateur racer who went on to race Porsches successfully in IMSA for many years. Peter Gregg approached Helmick to see if he would lend them his car. The lure of being part of the Brumos set up for such an important race was strong and a deal was struck. Helmick would loan this brand new RSR to Gregg and Haywood in return for full support from the Brumos team and a single driving stint in the race itself.
Time was scarce, and Brumos weren’t afforded their normal practice of completely going through a car before racing it. Instead, only the most crucial of details were carried out. An FIA compliant ATL fuel cell with dry break fillers was fitted, which required modification of the front luggage compartment slightly. The standard factory rear roll hoop was extended forward with side impact protection for the driver, something Gregg always insisted on.
A state of the art, two way intercom system was also installed into the 2.8 RSR allowing instant communications between pit crew and driver, alongside the fitment of ID lights, sponsors decals and race numbers. Again, the Brumos car was assigned the same number 59 as it had been at Daytona, this being Peter Gregg’s personal number.
Gregg, Haywood and Helmick ran well with the RSR in qualifying, eventually netting 4th position out of 72 starters for the 12 Hour endurance classic. Throughout the race, 0705 ran without any mechanical problems. Gregg and Haywood took on the majority of the driving time, with Helmick driving the single stint agreed. The only issue to confront them was a large piece of concrete thrown up from the track by another car which went through the windscreen, fortunately on the passenger side.
The Brumos team had encountered the same problem at Daytona and with the benefit of practice were able to change the windscreen in 3 minutes rather than the 8 minutes it had taken at Daytona. This was pivotal as the race proved to be incredibly close with the main opposition coming from the 7 litre Corvettes and a pair of other Porsche RSRs. At the finish, it was Brumos who were ahead by a single 3 minute lap, claiming the outright victory in 0705.
Immediately after the Sebring race, Helmick was approached by the Mexican racer Roberto Quintanilla who made him an offer for 0705 that he couldn’t refuse. This was not unusual at that time as front running race cars were often bought by well heeled South Americans. Quintanilla was a close friend of Hector Rebaque who bought a number of Porsche RSRs from Brumos. Quintanilla bought 0705 to replace a 914/6 GT that he’d just completed the Daytona 24 Hours in with his racing partner John McClelland.
McClelland recalls 0705 being trucked directly from Sebring to Pueblo in Mexico where he raced it with Quintanilla for the first time. The car arrived the night before practice giving McClelland just enough time to change the gearset for one recommended and supplied by Jack Atkinson, chief mechanic at Brumos. McClelland recalls “Gears were great. I think we won. But some memories improve with age!”
After this race, they prepared the car for the 1000k of Mexico. The car was repainted in red with blue stripes. Records for the race are hard to come by but McClelland insists that they won beating Rebaque’s RSR amongst others.
Towards the end of 1973, Quintanilla bought another famous Porsche RSR, chassis 0588 (R6). This car had been run by the factory in Martini colours and won that year’s Targa Florio outright. The car was subsequently developed by the factory with a number of aerodynamic and mechanical upgrades that took it outside the homologation rules for Group 4.
As a result it ran at Le Mans that year as a Group 5 prototype before being sold to Roger Penske’s Sunoco team. Quintanilla and McClelland bought the car from Roger Penske at Watkins Glen for a suitcase full of cash – literally. Now with a factory developed prototype in their hands Quintanilla and McClelland switched their attention to 0588 for the rest of 1973 and the following 1974 season. However 0588 was not legal for IMSA events so many of the factory prototype parts were switched with the standard RSR items on 0705.
These included the short rear trailing arms, titanium variable rate coil springs and centre lock 917 style wheels. Thus upgraded Quintanilla and McClelland ran 0705 as a second car in shorter events through 1975. Quintanilla stopped racing at the end of 1976 and all of the Porsche cars and spares ended up with John McClelland at his base in Kansas City.
In early 1978 McClelland agreed to sell 0705 to Bob Johnson, owner of Autoworks an experienced racer in TransAm. When Johnson arrived to pick up the car McClelland persuaded him to take 0588 with him. While Johnson did nothing with the 0588 it continued to share a garage with 0705.
Johnson thoroughly refreshed 0705 in his workshop, including a repaint in orange. He raced it with his business partner Tom Touhy at the Watkins Glen 6 Hours and a number of TransAm events during 1978. By the end of the season Tuohy had decided racing was not for him so in 1979 the car was sold to its fourth owner believed to be a Mr. McLean from West Virginia.
Not much is known about 0705’s activities while under McLean’s ownership. It continued to race and there is evidence of subsequent colour changes to red and finally pink. However, by no later than 1985 it was purchased by the well known Porsche race car collector Dr. Bill Jackson of Colorado. Jackson kept the car in his collection for around 15 years where it sat alongside some of the most famous racing machines to come out of the Porsche factory. For the whole of this time 0705 remained in its last raced condition wearing a striking “Pink Pig” livery made famous by the 917 at Le Mans.
In 1999 0705, together with a number of Jackson’s other cars, was acquired by Heritage Motors of Hollywood before being sold to David Mohlman in 2001. Mohlman commissioned Kevin Jeannette of world renowned Porsche race car restorer Gunnar Racing to undertake the restoration of 0705 back to its Sebring 12 Hours winning specification.
Gunnar’s restoration was documented thoroughly, with many detailed pictures logging the special Brumos details uncovered. Interestingly the car still retained some of the parts that were swapped from the factory prototype 0588 by Quintanilla. These include the trick titanium coil springs, hand fabricated short rear trailing arms, special suspension bearings and centre lock wheels. Paint archeology can also clearly be seen, with all of the previous liveries present and the original light yellow under a thin coat of black on the underbody in these pictures while being stripped back in the bare metal restoration.
In 2004, 0705 was acquired by the current owner and imported to the United Kingdom. In his ownership, extensive research has been undertaken into the history of 0705, and attention paid to details which were improved in his quest for historic perfection.
While in the current owner’s possession 0705 has been used sparingly. It has been invited to run at the Goodwood Festival of Speed three times, in 2008, 2013 and in 2018 for the 70th Anniversary of Porsche celebration. Also in 2013 it was invited to the Amelia Island Concours where it was a prize winner and then on to the Sebring 12 Hours to be displayed in the Hall of Fame on the 40th Anniversary of its win.
While at Sebring, 0705 was reunited with Hurley Haywood who drove the car for several laps of the circuit on the eve of the 2013 race. A short film was made of the reunion by Porsche Cars North America and 0705 was featured on the front cover of Porsche Panorama magazine. Also in 2013 the car was displayed at the Salon Prive Concours in London where it won its class and at the Hedingham Classics at the Castle event where it was also a prize winner.
VIN: 9113600705
Attachment 491340
Dealer Description (continued):
Much time and attention has been spent by the current owner to ensure 0705 is in as historically correct and functional condition as possible without wiping out the little details which tell its history.
The 2.8 litre RSR engine, while not original to the car, is a genuine and very rare Type 911/72 unit from another RSR (chassis 0782). The provenance of this engine has been researched and traced back to its originating chassis. Together with the gearbox it has been rebuilt by leading UK Porsche racing engine specialist Neil Bainbridge of BS Motorsport. A thorough photographic record of the rebuild was taken and this shows the many original period RSR details present. The engine was refreshed this year and produced 315 bhp on the dyno, beating the original factory claimed output.
When restored by Gunnar Racing, the car’s suspension contained several unusual features, most notably the titanium variable rate coil over springs, hand fabricated rear trailing arms and spring plates and ball-type spring plate bearings. As previously mentioned recent correspondence with John McClelland suggests that these non-standard items are likely to have come from chassis 0588 (R6) and be prototype factory parts designed for the wider tyred Le Mans Group 5 version of the RSR.
While it is possible to run 0705 in its current form on this suspension it was decided to replace the rear trailing arms and spring plates with original factory Group 4 items as this allows the car to be set up with the correct geometry for its 9” and 11” wheels. All the prototype suspension parts have been retained and remain with the car.
Considerable time has also been spent perfecting the car’s bodywork. The profile of the wheel arches has been the subject of much attention and leading Porsche body specialist Sportwagen were commissioned to perfect this detail, again with a photographic record of the work undertaken. Profiles were taken from the arches of another original 2.8 RSR, and the ones present on 0705 were modified to match.
The current owner has been just as attentive to a myriad of other details on the car culminating in 0705 being presented in its exact Sebring 12 Hour winning specification. No shortcuts have been taken meaning that the process has taken many years to complete.
It should be noted that the car still retains many original and interesting features such as the factory roll cage that was modified by Brumos at Sebring, the long range ATL fuel tank that they also installed and the original factory Heinzmann fire extinguisher. It was driven up the Goodwood hillclimb course this summer by Hurley Haywood himself who described the experience as “like getting back in the car at Sebring in 1973”.
Andrew Frankel, when testing 0705 for Motor Sport magazine in 2016, summarised it neatly, “the RSR is, in truth, nothing less than the most rewarding iteration of greatest sports car ever invented.” Only 57 of these very special machines were ever produced and very few survive today with much of their original form intact. As a result its excellent provenance and high degree of originality already mark 0705 out as one of the best.
Doug
Thank you for this very informative article. Its just the thing this thread was set up for. Thank you very much. Please add the price if you hear what it sells for.
Mike Curnow
Awesome story - and great for me personally (being on a journey to make an exact R6 / 9113600588 replica) to read more about that car's history too. :)
As there is no category for S/T I posted it in the rsr thread
http://www.rmd.be/index.php?option=c...281&Itemid=478
9112301081
Attachment 492897
quote from the seller
We are very pleased to offer this exceptional and famous 1972 Porsche 911 2.5 S/T for sale on behalf of its current owner.
(For our German clients : a detailed German history PDF-document can be downloaded below of which the following history is a translated summary)
This car – with VIN-Nr 911 230 1081 (we will refer to it as #1081) – was delivered by the factory as a Gulf Orange Porsche 911S with “T” race-specification to Max Moritz on 27 March 1973 for delivery to fur trader and racer Claus Utz from Reutlingen.
The “T” race spec was comprised of light-weight body, thin glass, alu trunk lid, sport seats, 5 speed gearbox, front spoiler and anti-roll bars to which Claus Utz then added in his purchase order an 80 liter fuel tank, special speedometer (up to 300km), special rev counter (up to 10,000 rpm) and a limited slip differential. The engine number was 6321607 and gearbox nr was 326765. Claus Utz paid for the car with some cash and his old 911S plus a Volkswagen.
After taking delivery of his car, Utz entered the car with much success in the 1972 Group 4 championship with the high-point being the overall win in both the “Nürburgring 36 Hours” race on 14-16/7/1972 as well as the “Hockenheim Grand Prix” on 20/8/1972 !
Already on January 2nd 1974 Utz sold his winning car to his tax advisor and rally driver Hermann Peter Duge. As the car remained in Reutlingen, the registration plate of RT-AW211 remained unchanged. Duge repainted the car in Grand Prix white and gave the car a “2.8 RSR” look with rear spoiler and blue Carrera side lettering. He kept #1081 for 2 years , put the original engine aside and installed a 2.7 RS engine and participated in 13 German rallies achieving 3 wins and a 4th place in the 1975 German Rally Championship.
The high point in #1081’s career took place during the ownership of 34 year old rally driver Ludwig Kuhn from Bergzabern (Germany) who bought the car from Duge in October 1975 registered it on its soon-to-be famous plates “GER-LK 81”.
After having won his 1st “Badener rally” with his new car he then took 2nd in the “Coal & Steel” rally and ended the season with a 4th OA in the Hunsrückrally. In 1976 Kuhn took part in 9 German Rally Championship events and, despite finishing 6th in the final classification, he achieved 5 wins. For the 1977 rally season, #1081 was painted in Conda-green and received sponsorship of “MASSA” and “MATER”. The German championship consisted of 9 rallies and Ludwig Kuhn with co-driver Klaus Hopfe became the 1977 German Rally Champions beating 3 works teams ! Having achieved his ambitions, Kuhn subsequently sold #1081 – still original and without any accident damage – together with all original parts to the brothers Jene, owners of the Karl Vetter firm in Phillipsburg.
The Jene brothers registered the car with “KA-Y 3113” plates and entered #1081 in several rallies during 1978 and 1979 – again achieving multiple wins – after which they retired the car and only used it sparingly as a “911 SC” in Group B until 1983. In 1985 #1081 was sold – with all its original parts, including the original Group 4 engine and the original Minilite rims to renown Porsche & engine specialist Manfred Rugen who rebuild the original engine and restored the car back to its original “Group 4 works S/T” specification. When done, Rugen then sold the car to German collector Chris Stahl and the 1st appearance of the restored and stunning Gulf Orange S/T #1081 took place on November 8th 2003 when Walter Röhrl and Christian Geistdörffer drove it in the international Köln Ahrweiler Rally. In a star-studded field Röhrl won the first 7 special stages with a 57 second lead until he had to abandon due to an accident. When asked for his impressions about the car, Röhrl answered “Impressive !!”.
#1081 was sold to its current owner in 2006 who has used the car sparingly so as to preserve its excellent, restored condition. The car is very well documented including its original Fahrzeugbrief, old FIA HTP (2004), various magazine articles, lots of period “action” pictures and comes with detailed race- and rally history compiled by historian Ulrich Trispel comprising no less than 65 races and rallies.
This is a rare opportunity to acquire a famous and original 911 2.5 S/T with stellar German race- and rally history which is ready to be shown again and enjoyed by its next lucky owner!
Any asking price on 1081 ?
Mike curnow
Röhrl chrased the car heavily, not really, I wonder if it still has the original chassis?
Nevertheless, nice car.
check the stamping for your answer! :)Quote:
Originally Posted by MPST
This was just posted today:
Attachment 495001
WHO CARES, unless you have a PRICE !Quote:
Originally Posted by alarson11
i would love to know the final price also, but we do know where this car was priced originally. However, i think it is still important to know what is happening in the 1973 2.8 RSR market. Additionally, it is good to see that the well documented and no-stories cars are being sold in the market.Quote:
Originally Posted by mike curnow
Alarson
You mentioned that you know the price of the car originally. What do you mean by originally, when it was new (approx. $25,000.00 ) or several months ago ? Let the rest of us know that number and approx. date ?
Mike Curnow
Nice RSR . . . 'R7'
Attachment 497657
this is (unfortunately for all concerned and the hobby in general) likely to become a more common occurrence in years to come given the events being played out in Germany and Switzerland in regard to "fake cars" as reported elsewhere on this board (and to be clear I am not suggesting that either of these two cars are connected to those events)Quote:
Originally Posted by SKM
Looks like 885 (the Kremer Samson car) is for sale again - or still for sale, i see it was for sale at Maxted-Page already 2 years ago (page 2):
https://www.elferspot.com/en/car/por...iviXtivh-LIH1w
Attachment 509595
Reference: VIN: 9113600885Quote:
Originally Posted by patrick911
Attachment 509596
Attachment 509597
This one's so cool I keep it close..... ;)
911 & PORSCHE WORLD - Oct. 1999
I had the pleasure of crossing paths with this years back on a trip to Gantspeed in Lincolnshire - I was heading there in my black RS and passed the RSR going the other way - oh what a photo that would have been if my bloody mobile phone had camera back then :)
That would be a great photo nick with black 73 rs next to a black rsr,the car belongs to a good friend of mine as nick knows,i am amazed it has not sold yet,one of the best competion history rsr out there,plenty of offers of part ex ferrari,s etc
Forgot the one handing in my garage.....duh...:o
R|M Sotheby's Private Sales
1973 Porsche 2.8L 911 Carrera RSR
VIN: 9113600614
Engine: 6930108
Trans: -
Production: 1034518
Color: Grand Prix White/Black
Mileage: 02,768 (indicated)
Price: €1,695,000/~US$2,062,000
Attachment 539509
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Attachment 539512
Attachment 539513
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Attachment 539518
Auction Description:
- Arguably the most iconic model of all the racing 911s, the first RSR
- Delivered new to the Dominican Republic and raced throughout North and Central America in period
- SCCA race winner and 8th Overall at the 1975 Sebring 12 Hours
- Continuous history from new and prepared by Brumos in period
- Restored by marque experts, participant in some of the best events in Europe
It is no coincidence that the shape of the 2.8 RSR seems more instantly recognisable than ever; recently a whole industry has sprung up with Porsche collectors paying vast sums to back-date their younger 911s to look very similar to the 2.8 RSR, the last great 911 before the G-series bumpers appeared and took away the purity of the original design.
Porsche’s association with motorsport was forged from the very origins of the company, but its dominance in racing only began with the 917 gaining its first win at Le Mans in 1970. The ban on the 5.0-litre sportscar class seemed like a reverse in fortunes for Porsche but it was at this moment that the 911 finally came of age.
Previously, the 911 had been a contender for class honours in major races but the introduction of the road-going 2.7 RS saw Porsche homologate the 2.8 RSR under FIA Group IV regulations for GT cars. A small increase in capacity to 2,808 cc hinted at a total rework of Porsche’s flat-six engine; four-bearing racing cams, high compression pistons and twin-spark cylinder heads with bigger valves, all contributed to power increasing from 210 bhp with the 2.7 to a remarkable 300 bhp (nearly 110 bhp/litre, an astonishing figure for 1973). All this extra power required greater braking performance so 917-type brakes were fitted, and wide wheel-arches allowed for more grip from enormous 9 and 11-inch-wide Fuchs wheels at the front and rear respectively. Further weight reduction over the RS Lightweight saw the 2.8 RSR weigh just 840 kg, thanks to Porsche replacing much of the glass with Perspex, lightening items such as the flywheel and even making the cooling fan smaller. Despite the weight reduction programme, Porsche strengthened areas of the chassis to make sure it could withstand the tough endurance races it would compete in.
Porsche’s single-minded approach to the RSR programme immediately paid dividends, not only did it take overall victories at the 1973 Daytona 24 Hours and Sebring 12 Hours, but it won that year’s Targa Florio which would be the legendary race’s last appearance in the Worlds Sportscar Championship.
Porsche’s customer 2.8 RSRs (M-491 specification) saw 49 cars delivered to privateers around the world. One of the earliest 2.8 RSRs delivered, chassis number 9113600614 was originally destined for Horacio Alvarez who planned to compete at the 1973 Daytona 24 Hours with it. A delay in delivery meant that Alvarez competed in his 911S with Diego Febles; the postponement of the delivery was fortuitous for 0614, less so for Alvarez who suffered an enormous accident through fatigue in his 911S and resulted in his permanent retirement from racing. Even the arrival of a beautiful new 2.8 RSR could not persuade the Alvarez family to allow Horacio to race again so he came to an arrangement with Diego Febles, and Febles took delivery of 0614 in Puerto Rico, paying his friend in instalments as he was unable to buy it outright. Despite his lack of funds, Febles immediately started racing his 2.8, winning races around the Caribbean, with occasional excursions to the US including in August when he beat Vasek Polak to win the SCCA Copa Turismo race at Riverside.
Febles’ first major race would be the 1973 Daytona Finale 250 Miles in late November. Despite the 2.8 RSR being less than a year old, Brumos had already come up with a raft of improvements for the IMSA regulations including a larger ATL fuel tank, quick fillers through the bonnet, a full roll cage and a deep front air dam. Realising his 2.8 would not be competitive at Daytona, Febles sent 0614 to Brumos and the modifications above are listed in the period invoice (on file). Even after his investment, Febles suffered damage to the front bumper, causing several lost laps and resulting in a 24th overall finish.
Nineteen seventy-four would bring more victories for Febles around Central America and a win at the Hollywood Speedway Park in Florida. During the year, he continued to make small changes to keep ahead of the competition including 0614’s ducktail spoiler becoming a later whale-tail.
Febles’ last outing in his RSR would be at the 1975 Sebring 12 Hours, sharing the drive with Hiram Cruz. For this race he had now brought 0614 up to 3.0 RSR-specification, a modification that the majority of 2.8s received in period. There was fierce opposition on the grid including works BMW 3.0 CSLs, Ferrari Daytona Group IVs and an array of Corvettes and Porsches, but Febles and Cruz came home in a commendable 8th out of 69 starters.
Febles’ sale of 0614 was prompted by his purchase of Peter Gregg’s unbeatable 3.0 RSR. With five further owners, this RSR was known to have raced around Central America up until the early 80s, competing in races such as the 1979 El Salvador 6 Hours. By 1989, it was in Panama with the Pescetto brothers who sold it back to Diego Febles! His ownership was during a period of rapid value increases and the chance of a quick profit proved too tempting for Febles so he sold it on to Mats Linden. After several years in storage, ownership passed to Richard Faille who engaged the services of Johnny Chatillon to restore the 2.8 RSR, all with the aim of competing on the Tour Auto. After six Tour Autos and three Le Mans Classic participations, Faille sold 0614 to the current owner in 2013.
Fallie’s avid historic racing and rallying efforts had left their mark on the car and the current decided that the best course of action was a full restoration to improve previous repairs and bring 0614 to a correct specification; for this project renowned marque expert Marc de Siebenthal completed the restoration. The RSR was stripped entirely and older repairs were sorted with a careful eye being kept on originality, before a bare metal respray was carried out. The correct-type 2.8 RSR engine was rebuilt (along with a 3.0 RSR engine which is available by separate negotiation), and the rest of the mechanicals were rebuilt. Attention has been paid to make sure it has correct details whilst still being able to compete in historic racing events, for example it has the original Heinzmann fire extinguisher system (copper piping!) whilst having another modern fire extinguisher.
Finished in exactly the specification from when it left the gates of Zuffenhausen but with the red bumper colour of Diego Febles, 0614 competed in its first event, the Porsche 70th Anniversary race at the 2018 Le Mans Classic. Although it was fresh out of restoration, 0614 finished 3rd overall with its ‘gentleman driver’ owner at the wheel, behind a 910 and 3.0 RS.
Not only does the twin-plug flat-six 2.8 engine produce one of the most incredible sounds in motorsport, but the 2.8 RSR is one of the greatest cars to compete on the race track, and perhaps the finest GT race car to leave the Porsche factory. Ready to be used in some of the best car events around the world, including Le Mans Classic, Rennsport Reunion, Luftgekühlt, Tour Auto and Modena Cento Ore, this road-legal Porsche is also able to be simply enjoyed on the open road. This wonderful 2.8 RSR would be a welcome addition to any collection.
Attachment 539524
Just about one of the best looking 911's of all time. The stance, patina, color, etc.
Doug73E
That number you listed as the engine number is actually the production number.
The engine number when built was 6930108 and here is a picture as it is for sale with the same number and the correct 911/72 type number
what I cant figure out is the comment in the text "The correct-type 2.8 RSR engine was rebuilt" which suggests that it may not be the original engine even though it bears the original engine number. Maybe it is poorly worded and the engine type is a 911/72 which is correct for the 2.8RSR's (rather than 911/83 for normal RS's) but it is an interesting choice of words in a sales pitch.
A bit of a cock up there hugh!
Both of those engine stamps look suspect to me. Engine number is usually slightly larger than the stars so, this type looks a little small to me. Also, the font of the type number is inconsistent with other type stamps I've seen, including straight 911/83 stamps in period. I would expect the RSR type stamps to be in the same font though, I don't have the luxury of seeing any in person.
RSR engine number stamps aren’t the same as RS ones.
RSR 911.360.0960 is for sale:
https://www.carandclassic.co.uk/car/C1378726
Attachment 558532
last sold in 20212 and since restored in it's 'Le Grand Bazar' livery.
ROOCK Sportsystem GmbH, Leverkusen, Germany
1970 Porsche 2.3L 911 S/T Coupe
VIN: -
Engine: -
Trans: -
Color: Conda(?) Green/Black Leatherette
Mileage: -
Price: 'Upon Request'
Attachment 569283
Dealer Description:
This 911 ST, 2.3 ltr, conda green, is one of approx. 30 racing versions built by Porsche in 1970/71 and was ordered by the Finnish racing team AAW and delivered new in August 1970. The team owner was Antti Aarnio Wihuri, Finnish industrialist. The vehicle has complete documentation. The Kardex card has a note that this vehicle has been transferred from series production to the motorsport department. The Kardex card is dated July 7, 1970. The first race took place in late 1970. Driver: Bjorn Waldegaard.
The Porsche certificate states that the vehicle was transferred from series production to the motorsport department. The option M491 racing version was not offered by Porsche until 1972.
The following changes were made on June 5, 1970 in the Porsche motorsport department:
Set of plastic fenders mounted at the front
Steel extensions welded at the rear
Front bumper plastic mounted
Rear bumper plastic mounted
Front trunk plastic mounted
plastic panes Triangular window Door windows Side window rear window mounted
Rubber bracket for front bumper mounted
Bumper seal Window rails
with rubber Rubber
profile for rear window
Porsche logos mounted on the side
Plastic tank 100ltr. with filler neck mounted and the associated encoder 100ltr.
engine of 2.2 ltr. to 2.3 liters converted according to Kardex card noted: engine up to power
There is documentation from June 5th, 1971 from the Porsche motorsport department regarding the preparation for the 1000 km race at the Nürburgring in 1971.
So is this thread including S/Ts now? :)
Max,
If you go back through the posts you will see
#33
ST
So fill your boots on this as RSR alone will not ENTERTAIN us.
I thinks very early on in this Frank Beck mentioned the threads existence
Go Kiwi’s
August 2017 - Listed at Maxted-Page
December 2019 - Listed again or still listed at Maxted-Page
----------------------------------------------------------------
Gooding & Company London Auction, September 3, 2022
1973 Porsche 2.8L 911 Carrera RSR, Lot 32
VIN: 9113600885
Engine: 6660896
Trans: -
Color: Black/Black
Mileage: 85,945 km (indicated)
Auction Estimate: £1,750,000 - £2,250,000/~US$2,125,600 - $2,732,920
Sold for: TBD
Attachment 578925
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Auction Description
- Fascinating Period Race History Includes the 24 Hours of Le Mans
- Eligible for Leading Historic Events Including Le Mans Classic and Tour Auto
- Documented with Extensive History File Including Period Race Records
- Accompanied by Copy of Porsche COA and Large Spares Package
- Finished in the Famous and Distinctive 1973 Oldenkott Tobacco Livery
Chassis 911 360 0885 was supplied new on March 28, 1973 to the Oldenkott Tobacco company of Germany and sent to Kremer Racing, who campaigned it for Oldenkott in the 1973 European GT Championship. Thanks to Kremer’s legendary racing expertise and the talents of primary driver Clemens Schickentanz, 0885 emerged victorious at the end of the season, winning the European GT Championship outright. One particular demonstration of 0885’s speed took place in qualifying for the 1000 Kilometers of Spa, where it split the Martini Racing factory RSRs, setting an average lap speed of over 132 mph. In July 1973, Kremer received and fitted the latest 3.0-liter engine for the race at Estoril. At the end of the season, 0885 was immortalized in two famous Strenger Porsche factory posters celebrating the European GT Championship victory and 1973 Porsche Cup.
After 1973, 0885 was sold to Hubert Striebig of Germany, who updated it to the latest 3.0 RSR specification for the 1974 season. The Porsche was again meticulously prepared, now by Louis Meznarie, and driven by Striebig to an impressive 8th Overall at the 1974 Le Mans Four Hours. Striebig and the RSR then took class wins at both Nogaro and Magny-Cours but had to retire at the 24 Hours of Le Mans in 1974 following an accident.
According to period documentation on file, the RSR was rebuilt later that year by Meznarie, with another body shell, which then carried forward the identity of chassis number 911 360 0885. For 1975, 0885 was again entered at the 24 Hours of Le Mans, this time driven by Striebig, Hughes Kirschoffer and Pierre Mauroy and the RSR placed 28th Overall. Three months later, Striebig competed in the Porsche again, this time in rally trim, on the grueling 4,224 km Tour de France.
After 1975 Alan Schick of France acquired 0885 and for 1976 and 1977, competed in various hill climbs, selling it afterwards to the French racing team Alméras Frères. In 1986, the RSR was sold by Alméras Frères to the President of the Porsche Club of France, Philippe Aunay, who commissioned a restoration to 1973 specification. Mr. Aunay kept the car for ten years until finally advertising it for sale in 1997, when it was acquired by the consignor.
0885 was then sent to respected German specialist Brunn Racing who stripped, rebuilt and prepared it to correct FIA-competition specification for international historic racing events. The Porsche was raced successfully in the hands of the consignor and John Morrison in European Group 4 historic events from 1998 to 2000. Since that time, the car has enjoyed a more pampered life out respect for its rarity and racing history.
Offered at auction with an extensive period history file and copy of its Porsche Certificate of Authenticity, 0885 is also accompanied by an impressive spares package, which includes a rare type 911/75 3.0 RSR engine case numbered 6840177, a set of 1973 date-stamped cylinder heads and barrels, a type 915 gearbox case, front uprights, spare set of Fuchs 9" x 15" and 11" x 15" wheels, and spare front bumper and bonnet, plus a tool kit, air bottle, and jack.
Adding to its appeal, the RSR is UK road registered, allowing it to be driven on exciting back roads or entered for the most prestigious historic racing or show events anywhere in the world. This 1973 Porsche 911 Carrera 2.8 RSR, with its exhaustive history file, iconic livery and impressive race record, is one of the most exciting RSRs to become available for some time and would surely be the centerpiece of any notable Porsche collection.
The auction is next week,surprised if it does not end up usa side of the pond with the dollar so strong,dollar at a all time record high.The car wants for nothing and some cool spares to go with it,let alone the history files.I hope it goes to a good home and get used again.Quote:
Originally Posted by DOUGS73E
I was at the Hampton Court Concours and watched the auction. Not sure where the strong dollar money was but this well known M491 bid to about £1.5m, no sale
Attachment 580330
Nice setting for the auction pavilion
Attachment 580329
In the fabulous riverside royal palace grounds with Henry VIII’s historic Hampton Court Palace as backdrop.
Attachment 580333
Photos towards end event hence looks more sparse than it was. Even had a chat to Charlie the affable British auctioneer that Gooding & Co always use for international events was in fine form over a glass of champers after all was done.
Attachment 580331
The junior next to 917 not for sale
Attachment 580332
Attachment 580334
Attachment 580337
Steve
Flipped a couple of photos for you…
Steve, The big money was off voting on a new PM. :)
Maybe the child whose parents bought her the junior might spring for a real one.
That marquee looks very sparse!,not a great idea to have on the same weekend of salon preve.
Limited production predecessor to the RSR . . .
Artcurial Salon Rétromobile Auction, Paris, 03 February 2023
1970 Porsche 911 S/T Rally 2,3L, Lot 113
Sold for: NO SALE
Attachment 589916
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Roock Sportsystem, Leverkusen, Germany
1973 Porsche 2.8L 911 Carrera RSR Coupé
VIN: -
Engine: -
Trans: -
Color: Tangerine/Black
Mileage: -
Price: "Price on Request"
Attachment 593774
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Attachment 593777
Attachment 593778
Attachment 593779
Dealer Description:
- Unique racing history
- Only 55 vehicles built
- Original state
Original Porsche 911 RSR 2.8 litre. One of only 55 vehicles built, stored from 1981-2007, the vehicle was always in France, only 3 previous owners since 1973, unique racing history 5 x 24h Le Mans 1973/74/75/76/77 – 3 x Tour Auto, restored about 15 years ago, further information on request.
Cartique by Mechatronik, Pleidelsheim, Germany
1973 Porsche 2.8L 911 Carrera RSR
VIN: 9113600791
Engine: -
Trans: -
Color: Sea Blue/Black
Mileage: 00,972 km (indicated)
Price: €2,095,000 (+VAT)/~US$2,246,528
Attachment 597077
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Attachment 597084
Attachment 597085
Attachment 597086
Dealer Description:
- The only factory-delivered RSR in the color sea blue
- One of fewer than 55 2.8 RSR built
- Successful racing history including Le Mans
- 1st place (overall) Vosges race 1973
- 1st place (overall) 4h of Dijon 1973
- 1st place (overall) Ronde de la Baule 1974
- 10th (Group 4) Le Mans 1974
- Fully restored and ready to use
- Incl. extensive reports
- FIA certified
- German street legal
The Porsche 911 Carrera 2.8 RSR offered here was built in March 1973 as the 19th of only 55 vehicles by the Porsche racing department and delivered to its first owner, Mr. Dominique Thiry in Straßbourg, in April. The license plate was 6203QX67. Mr Thiry used the car extremely successfully in the 1973 season and was victorious in several races. In the spring and in wintry conditions on the "Circuit des Vosges", Thiry achieved overall victory with starting number 119. Another highlight of the 1973 season followed later in the year with the racing classic of the 4 Hours of Dijon. Chassis #791 was again driven by Dominque Thiry and Jacques Henry. Here, too, the car achieved an impressive overall victory. Four more races followed in 1973, in Monthléry, Remiremont, Turckheim and Urcy, which, however, could not be tied to the previous successes. In 1974, chassis #791 was sold to the Frenchman Claude Pigeon from Rennes. He uses the car twice during the season. At the "Ronde de la Baule" with starting number 1, Pigeon triumphed with first place. At the race in Languille, Pigeon starts again, but has to drop out due to a technical defect. In 1975, the meanwhile race-proven car changed hands again, but remained in France. Alain Leroux, the new owner, also has ambitious racing plans for chassis #791. On March 23, 1975, Leroux started with his second driver Joel Laplacette in the "2 heures de l'ACO" and achieved a respectable 4th place in group 4. This race should act as preparation for the highlight of every racing driver's career. Taking part in the legendary 24 Hours of Le Mans. On June 25, 1975, chassis #791 took part in the ultimate endurance race. In addition to Alain Leroux and Joel Laplacette, the former owner Claude Pigeon, who was asked to start because of his experience on the car, is named as a driver. After 24 hours, the RSR successfully crossed the finish line in Group 4 in 10th position. A respectable result considering the strong, factory-backed competition. In 1976, Alain Leroux sold chassis no. 791 to Mr. Pierre Renauld from Nancy / France, who also uses the car in numerous competitions, including the Tour de France. In the years that followed, the car was also used in numerous rallies. The car will be driven by the later European Rally Champion Yves Loubet, among others. In 1989 the car was sold again in Paris and subsequently extensively restored according to delivery specifications. The current owner will have an FIA passport issued for the car in April 2020, which means that the car can now be registered for all historic motorsport events. This fully operational 911 Carrera 2.8 RSR offers collectors with the highest demands the rare opportunity to be able to successfully use a unique Porsche with a successful racing past in the future. In 1989 the car was sold again in Paris and subsequently extensively restored according to delivery specifications. The current owner will have an FIA passport issued for the car in April 2020, which means that the car can now be registered for all historic motorsport events. This fully operational 911 Carrera 2.8 RSR offers collectors with the highest demands the rare opportunity to be able to successfully use a unique Porsche with a successful racing past in the future. In 1989 the car was sold again in Paris and subsequently extensively restored according to delivery specifications. The current owner will have an FIA passport issued for the car in April 2020, which means that the car can now be registered for all historic motorsport events. This fully operational 911 Carrera 2.8 RSR offers collectors with the highest demands the rare opportunity to be able to successfully use a unique Porsche with a successful racing past in the future.
https://drouot.com/en/l/21704986-por...era-28l-rsr-ye
An exceptional rarity, deafening performances Car of the Défense Mondiale team driven by Jacques Alméras in 1973 Glorious track record including the best result of a 2.8L RSR at the Tour Auto Well known and documented history for this authentic car High quality full restoration carried out less than 200 kilometers ago Iconic "Mary Stuart" configuration, identical to the factory cars Extensive history file with numerous archive photos. - EN: CHASSIS # 9113601033 PRODUCTION N° 1036160 ENGINE N° AT911/74-6930155 COMPETITION CAR WITHOUT A CIRCULATION TITLE An exceptional rarity, deafening performances Car from the Défense Mondiale racing stable, driven by Jacques Alméras in 1973 Glorious track record including the best result achieved by a 2.8L RSR at the Tour Auto Well-known and documented history for this authentic specimen Comprehensive high-quality restoration completed less than 200 kilometers ago Iconic "Mary Stuart" configuration, identical to that of factory cars Extensive historical file with numerous periode photos
alarson11,
I made a post about this little auction with #1033, here it is :
https://www.early911sregistry.org/fo...ypes-for-sale)
The Six Auction - Vente Aux Encheres Speciale Agrasc, Balsan Enchères, Cherre, France, June 29, 2023Quote:
Originally Posted by alarson11
1973 Porsche 2.8L 911 Carrera RSR
VIN: 9113601033
Engine: 6930155
Trans: -
Color: White/Black
Mileage:
Auction Estimate: €1,000,000 - €2,000,000
Sold for: €1,017,092 / ~US$1,116,215
Attachment 597264
Attachment 597265
Attachment 597266
Auction Description:
The Porsche 911 Carrera 2.8L RSR offered for sale as part of the exceptional auction collection is precisely one of these
specimens and, arguably, one of the most representative of this model of competition 911. The car, chassis number
9113601033, was imported new to France. Ordered through the French importer Sonauto in April 1973 for the «Défense
Mondiale» team, it came painted in Grand Prix White with red stripes. It is believed to be the second out of the four
2.8L RSRs imported to France and the 35th produced overall. It was ordered with a special gearbox (for mountain use) to
be made available to driver Jacques Alméras, whose specialty was hill climb racing. He immediately clinched the title of
French Hill Climb Champion in the Group 4 category with this car.
Shortly thereafter, he participated, along with his teammate Serge Mas, under the number 107, in the 1973 Tour de France,
competing in the Group 5 category, where they finished 2nd overall. It was for this race, following the homologation of the new
crankcase that enabled the assembly of the 3.0L RSR engines, and in order to take advantage of the displacement limit in this
class (Group 5 set at 3.0L), the engine block was reportedly sent back to the factory for overboring, and it was registered as a
911/74 (AT) type corresponding to a 3.0L RSR version with 335 horsepower, retaining its original number.
It was also during this time, given that the Group 5 category was more permissive than the previous Group 4 category in which
this 2.8L RSR had been competing, that it underwent aesthetic modifications inspired by the factory RSR from the 1973
24 Hours of Le Mans. It was slightly widened and the spoiler was modified, but most notably, it was equipped with a rear wing
extending over the rear fenders, in addition to the ducktail spoiler on the rear deck, forming an encompassing rear wing,
affectionately nicknamed «Mary Stuart» due to its resemblance to the collar seen in portraits of the Queen of Scots.
Combined with its highly distinctive livery, this aerodynamic appendage, akin to a «factory» upgrade.
In 1974, the 911 2.8L RSR #1033 then passed into the hands of Jean Benaba, a driver from the south of France
who competed in hill climb races. In order to adapt the car for this purpose, he transformed it back (at least
partially) into a Group 4 car, fitting the rear section with a «whale tail» spoiler borrowed from the 3.0L RSR.
Later, in 1975, Jean-François Mas took over this 911 2.8L RSR and entered it in the French Rally Championship,
this time in the Group 3 category. Not only did he win the championship in that category that season, but he
also achieved a remarkable feat with his co-driver Tilbert (aka Christian Gilbert) under number 161, securing
a 2nd place overall in the Tour de France and winning their Group 3 class. It’s noteworthy that this 2nd place
in the 1975 Tour de France Automobile was accomplished by #1033, which was no longer a powerful Group
5 car as it was in 1973, but a Group 3 with a basic RS engine.
Up until then, this 911 2.8L RSR had continued to compete under the banner of Défense Mondiale and was
prepared by Alméras Frères. However, in 1976, it was sold to Armand Lemay, an architect and gentleman
driver from the north of France, marking a change in its trajectory. Lemay entered the car in numerous
regional rallies and modified it according to the evolving regulations of the FIA, ensuring it remained eligible
to compete in various categories, until it became outdated. After that, he kept it as a cherished trophy for
several years, preserving its former racing glory. In 1987, he sold it to a Parisien enthusiast, who, devoted to
the car with its impressive bodywork and amazing track record, preserved it in its current condition for over
25 years. It was then acquired by a well-known collector from Monaco about a decade ago, who set out to
restore its former splendor.As the owner of prestigious Porsches such as the 917 and several 911 RSR models,
the new owner commissioned a complete restoration of the 911 2.8L RSR #1033 to the highest standards
of excellence, returning it to its most iconic configuration: the «Mary Stuart» Group 5 livery of the Défense
Mondiale racing team from the 1973 Tour Auto.
It is in this enhanced yet historically significant form, that it is presented today. It is in excellent condition,
having covered less than 200 Km since the restoration was completed. In 2017, after the restoration works
were finished, it obtained a FIVA identity card and a request for Historic Technical Passport (PTH) was made,
allowing the car to compete in historic racing events. It made its debut at the Espiritu de Montjuic in 2018 as part of
the Peter Auto Series, with none other than Jacques Almeras behind the wheel - nearly 45 years after his participation in
the 1973 Tour Auto with the car in its original configuration, including its corresponding race number. Some time later,
the current owner acquired it along with other competition cars from the famous Monaco-based collector who led the
restoration, but has barely used it.
Given its well-documented and referenced history, this 911 Carrera 2.8L RSR, now in exceptional condition due to
the high-level restoration performed and notably retaining its original engine (serial number 6930155) bored out to a
«prototype» 3.0L displacement, as well as its special gearbox (unreadable serial number 7931040), presents a high degree
of authenticity. Sold fully documented with a file that includes a copy of the authentication certificate issued by Porsche
in 2014, its FIVA card, and the 2017 PTH application, along with various archival documents. It also includes a significant
expertise report and historical documentation by JP Cornu from 2019. Numerous photographs of the car in action,
tracing its extensive racing career and forming an evocative historical dossier, complete the collection. Therefore, this 911
Carrera 2.8L RSR #1033 is a remarkable car from every perspective: its configuration, performance, and achievements.
There is no doubt that the RSR version embodies a significant chapter in the history of competition. More exclusive than
a Carrera RS, it is an authentic race car that has graced numerous circuits. Equipped with the most advanced mechanical
refinements of its time, it annihilated the competition and became the world champion in the Grand Touring category
in 1973. Already impeccably restored, this car will bring joy to its future owner, who will have the pleasure of entering
it in the most prestigious historic competitions. Its exceptional rarity, coupled with its thunderous performance,
will undoubtedly set it apart from its competitors.
I don’t know the details so can only take the article on face value but back in 2019 this newspaper article suggested there was a legal dispute looming:
https://rennlist.com/articles/two-id...-off-in-court/
I don’t have access to papers posted on the link below. Seems like some updates this month? Might this information be related to the legal case previously reported in the NY newspaper article ?
https://www.pacermonitor.com/public/...it_v_Schachter
Steve
I am not going to create an account to read the PDF's either
However I am certain it is related to that case and it seems to me, from reading what i can see there, that Jacob Shalit (who has the car he says came ex Mexico and was the one referenced in Starkey's book as "the car" as it has been known and around for much longer - I saw it in person in 2007) was looking to bring the case forward but that was rejected by the Judge.
But is does not look to me (in the absence of seeing those documents) that it is the end of the case of which car (if either) is the "correct" car.
With all the apparently fraudulent cars around now courtesy of groups such as the one on trial in Germany and others, it would be good to see some judicial ruling on this matter - however whether a court can get it "right" remains to be seen and honestly I am not hopeful :(
[QUOTE=DOUGS73E;1154132]The Six Auction - Vente Aux Encheres Speciale Agrasc, Balsan Enchères, Cherre, France, June 29, 2023
1973 Porsche 2.8L 911 Carrera RSR
VIN: 9113601033
Engine: 6930155
Trans: -
Color: White/Black
Mileage:
Auction Estimate: 1 000 000 - 2 000 000 EUR
Sold for: TBD
Attachment 597264
Can anyone share the results from this auction on this and the other cars offered?
Here you go
https://www.glenmarch.com/auctions/results/2134
February 2023 - Artcurial Salon Rétromobile Auction - NO SALE
----------------------------------------------------------------------
The Six Auction - Vente Aux Encheres Speciale Agrasc, Balsan Enchères, Cherre, France, June 29, 2023
1971 Porsche 911 S/T Rally 2,3L
VIN: 9111301270
Engine: 6318011
Trans: -
Color: Irish Green/Black
Mileage: 92,128 km (indicated)
Auction Estimate: €500,000 - €1,000,000
Sold for: €537,116 / ~US$589,460
Attachment 599346
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February 2023 - Bonhams Goodwood Revival Auction
----------------------------------------------------------------------
Goodwood Revival Auction - 9-10 september 2023
1973 Martini-Porsche 911 Carrera 3.0 RSR Works Prototype (R7)
VIN: 9113600686
Engine: -
Trans: -
Color: Martini
Mileage: -
Auction Estimate: -
Sold for: -
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Any chance of a précis here for those who don’t subscribe?
In the absence of anyone with subscription providing a précis the auction listing in link above does have a few comments regarding the reported legal case and recent outcome:
“Upon completion of its Martini Porsche works team season, 'R7' was sold to Mexican Porsche exponent Hector Rebaque for use in national racing back home. After competing successfully there in 'Viceroy' cigarette-brand colours, it was sold into the discreet long-term ownership of Italian enthusiast collector Massimo Baliva. In part due to the car's disappearance from the scene – Baliva essentially keeping his stewardship of the car very much to himself – some elements within the classic Porsche world assumed its destruction. As, is often the case a replica was constructed and when Massimo Baliva's car emerged from obscurity (he was selling his collection due to his advanced age) litigation ensued. The case was ordered dismissed and the case settled, with the replica car being acknowledged as such.
The present car offered by Bonhams|Cars' authenticity had been confirmed by legendary Porsche engineer Norbert Singer (1973 Martini Porsche team manager) whose forensically detailed examination proved it indeed to be the original 1973 RSR team car 'R7'.”
The link to the Bonhams listing is reposted here so the extract above can be read in context https://www.bonhams.com/press_release/36827/
Some new info was added
Attachment 602289
Attachment 602290
https://www.bonhams.com/auction/2799...ne-no-6930047/
A write up from goodwood fos related to the (above) car that will be for sale at goodwood revival
https://www.goodwood.com/grr/race/hi...1-of-all-time/
One of the original IROC RSR’s for sale in the UK
https://www.theoctanecollection.com/...oc-2-for-sale/
Attachment 602386
The Bonhams site provides the answers re: litigation that I had been looking for.Quote:
Originally Posted by 911MRP
Copied straight from the Bonhams 'for sale' write-up:
"Subsequently another well-known Porsche-world figure found a purchaser for the car - the current vendor - in the USA. With the re-emergence there of this perfectly genuine ex-Martini Racing/Brumos/Rebaque/Balliva 'R7' - the owner of the supposedly reconstructed 'parts-based'' vehicle then initiated litigation to bolster his rival claim to this car's historic identity. This litigation was vigorously resisted, yet ground on for some seven years until May 23 this year when the case was ordered dismissed by a New York court, following a settlement. As part of that settlement the replica owner was permitted to keep his car but agreed to make no further claim to ownership of 'R7' - while continuing to represent his vehicle as "...a reconstruction of the long tail RSR, currently presented in Viceroy livery raced by the Rebaque Rojas team..." - only.
As part of the background to this litigation - to establish authenticity, as far back as April, 2016, 'R7' as offered here had been transported to Porsche Classic in Germany where it was inspected by the manufacturer's veteran senior engineer and former works team manager, Norbert Singer.
He had supervised construction and preparation of the factory's Martini Racing RSRs in 1973, so was uniquely placed to comment on the cars' originality. After a full day of careful examination, covering every part of this car, Mr Singer positively identified it as RSR 911 '360 0686' (aka 'R7') and provided a formal statement to that effect, comprehensively confirming this body shell's historic identity."
In summary:
Bonhams Goodwood Revival Collectors' Motor Cars Auction, 9 September 2023, Chichester, Goodwood
1973 3-litre Martini Racing Works Team Porsche Carrera RSR 'R7' Endurance Racing Coupe, Lot 251P
VIN: 9113600686
Engine: 6930047
Trans: -
Color: Silver Metallic/Martini Livery (Color Code: 908)
Mileage: 22,565 km (indicated)
Auction Estimate: -
Sold For: Not Disclosed
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Auction Description:
• The Ex-works team, Ex-Herbert Müller/Gijs van Lennep 4th place at Le Mans, Ex-Peter Gregg/Hurley Haywood, Ex-Hector Rebaque
• Uniquely original ex-works Martini Porsche RSR
• Uniquely verified by 1973 team chief Norbert Singer
• Uniquely confirmed identity by US Court
• Best-finish ever at Le Mans by a Porsche RSR
• Embodies dozens of original Porsche works 'tweaks'
Here, for the first time, we proudly bring to the classic cars auction market one of the legendary 1970s period's most iconic closed-Coupé racing Porsches. This German silver-finished ex-works team car's triple-tone, blue-and-red banded, Martini Racing livery is one of the most attractive and significant of the great German marque's entire, scintillatingly successful, racing history.
What's more, this particular car - known within the factory team as 'R7' - was co-driven by works drivers Herbie Müller and Gijs van Lennep into a rousing fourth place finish overall in the 1973 Le Mans 24-Hour race, the most prestigious crown-jewel qualifying round of the FIA's endurance-racing World Championship of Makes. So why should that fourth place be so celebrated?
Because it was taken by this closed-cockpit production-derived Grand Touring car - although it was competing there in the more liberally-regulated Prototype racing category - and 'yet R7' here was headed home only by three pure-bred racing open-cockpit sports-prototype 'rocket ships', each one a 3-litre 12-cylinder-engined works team entry. They came from Matra-Simca (who took first and third places) and (in second position) Ferrari, no less.
Judge a competition car by the company it once kept, and 'R7' indeed scores stupendously high here - having shared track space with the Matra-Simca MS670Bs of Henri Pescarolo/Gérard Larrousse, of the two Jean Pierres - Jabouille and Jaussaud - and the factory Ferrari 312PB of Arturo Merzario/Carlos Pace... So here indeed is a works RSR of unique importance.
Following its success at Le Mans, 'R7' was then entrusted by Martini Racing to the junior pairing of young Austrian Helmut Koinigg/Manfred Schurti for the next World Championship round, the Osterreichring 1,000 Kilometres race, in which they finished ninth, one place behind Müller/van Lennep in the sister car that day, 'R6'.
Only one more World Championship round remained on the 1973 sporting calendar, the Watkins Glen 6-Hours in up-state New York. In preparation for it 'R7' was supplied by Porsche to the leading American marque exponents, Brumos Racing. They ran the car there in their own livery of overall white with broad red-and-blue centreline stripes. The distinctive 'ruff' type 'Mary Stuart' tail treatment used on this particular car at both Le Mans and the Osterreichring was replaced by a long-tail/narrower wing treatment, and the car was co-driven by the experienced (and earlier in the year the Daytona 24-Hour race-winning duo) Peter Gregg and Hurley Haywood.
They first competed - on July 21, 1973 - in the 6-Hour race in which this historic Porsche finished seventh overall. Then next day Peter Gregg drove the car solo in the accompanying Watkins Glen CanAm Championship round, finishing ninth there, amongst the unlimited-capacity 'anything goes' Group 7 sports-racing cars.
It appears that part of Porsche's agreement to supply 'R7' to Brumos was for them subsequently to find a private buyer for it, and they succeeded - the car then passing to Hector Rebaque Sr in Mexico for his aspiring racing driver son, also named Hector. The car would be entered under the Rebaque Rojas team title.
They then campaigned 'R7', essentially in its Watkins Glen 'long-tailed' configuration, repainted in white, red and yellow 'Viceroy' cigarette-brand/Cafe Mexicana coffee livery before Hector Jr aspired to Formula 1 with ex-works Lotus 78 and 79 Grand Prix cars, followed by his own Rebaque-Cosworth HR100 venture late in 1979. Mr Rebaque was then engaged by Bernie Ecclestone's Formula 1 Brabham factory team for 1980-81 before moving to American CART Indycar racing. His considerable driving prowess was demonstrated by winning at Road America in his first CART season - displaying the skills he had previously honed in nothing less than 'R7', now offered here.
This ex-works Porsche RSR's 1974 season had also seen it entered by the Rebaques in its second consecutive Le Mans 24-Hour race, running there in Viceroy colours co-driven by young Hector with Guillermo Rojas and Fred van Beuren Jr as his team mates. Suffering this time from ignition problems, the car failed to finish.
In Rebaque's hands 'R7' featured most prominently in home Mexican events - as one of no fewer than five RSRs which the Rebaques owned in all (of the 55 built) - before its story became distorted by a long-time commonly-held belief - within some Porsche circles - that it had been damaged beyond economic repair in an incident which involved it having fallen from the Rebaques' trailer in an accident on the public road.
In later years the story developed to suggest that after that incident the car had been dismantled as a source of spare parts. Some of what were alleged to be those parts found their way via one Diego Febles to an American Porsche enthusiast who built up an approximate look-alike 'R7' finished in 1974-style Viceroy livery, and making claim to the identity of the original Le Mans fourth-place Martini car.
In fact the apparent disappearance of the real 'R7' - now offered right here - had come about because it had been discreetly exported from Mexico - we believe as early as 1977 and in complete assembled form after having been only lightly damaged by falling from its trailer.
It had passed to a very private, security-minded Italian collector named Massimo Balliva. This historic ex-works/Martini Racing Porsche Carrera RSR then remained within his care for over thirty years, effectively hidden away, almost entirely out of sight of the international Porsche fraternity, and out of mind...
In 2009, prominent Porsche specialist Yvan Mahé of Equipe Europe was then running a rather similar RSR at an historic race meeting at the Monza Autodrome, outside Milan, Italy. During that meeting he was approached by a gentleman who expressed great interest in his car, later mentioning that he had an apparent sister RSR "back home". They talked about their shared interest and some time later - apparently unheralded - an open truck delivered the genuine and effectively long-lost 'R7', now offered here, to Mr Mahé's workshop in Paris, France, for some remedial work to be undertaken.
In fact the car was returned cosmetically to more or less its 1973 Le Mans form by French specialist Raymond Touroul, restoring it to its distinctive so-called 'Mary Tudor' rear wing/aerodynamic spoiler form, and renewing its original-style Martini Racing livery.
Subsequently another well-known Porsche-world figure found a purchaser for the car - the current vendor - in the USA. With the re-emergence there of this perfectly genuine ex-Martini Racing/Brumos/Rebaque/Balliva 'R7' - the owner of the supposedly reconstructed 'parts-based'' vehicle then initiated litigation to bolster his rival claim to this car's historic identity. This litigation was vigorously resisted, yet ground on for some seven years until May 23 this year when the case was ordered dismissed by a New York court, following a settlement. As part of that settlement the replica owner was permitted to keep his car but agreed to make no further claim to ownership of 'R7' - while continuing to represent his vehicle as "...a reconstruction of the long tail RSR, currently presented in Viceroy livery raced by the Rebaque Rojas team..." - only.
As part of the background to this litigation - to establish authenticity, as far back as April, 2016, 'R7' as offered here had been transported to Porsche Classic in Germany where it was inspected by the manufacturer's veteran senior engineer and former works team manager, Norbert Singer.
He had supervised construction and preparation of the factory's Martini Racing RSRs in 1973, so was uniquely placed to comment on the cars' originality. After a full day of careful examination, covering every part of this car, Mr Singer positively identified it as RSR 911 '360 0686' (aka 'R7') and provided a formal statement to that effect, comprehensively confirming this body shell's historic identity.
Mr Singer recalled: "When we were building the 911 prototype race cars...there were certain reinforcements which we had to add to certain components of the regular production Porsche 911 to enable them to withstand the extra stress of racing...in particular, the cross tube and the cross-member (ahead) of the engine. From my original inspection of those reinforcements, I am confident they are the original reinforcements from 1973. I noted that the welding...appeared not be done with the precision which one would typically see in a production Porsche 911. This is consistent with my recollection of the time pressure we were under to convert regular 911s into the R-series racing prototypes. Because of these time pressures, we had to quickly add the extra reinforcement to the cross tube and the cross member in the engine compartment...so we...did the welding ourselves rather than bringing in specialized welders...as was typically done with production cars. This poorly done (but effective) welding (is) present...around the cross tube and the cross member in the engine compartment. In my opinion, it is highly unlikely that this fact would be known except to those of us who were involved in the development of the Porsche RSR series...".
He identified not just one but numerous detail features demonstrating the amazing hand-built care and forethought which Porsche built into each of its team cars to maximise their competitiveness on track.
Each tiny, detail feature surviving today exemplifies Porsche's sheer contemporary investment in manpower, manufacturing commitment and money, to produce a specialised, lightweight, pure competition version of their revered Typ 911 Coupé production car design.
As background, in the early 1970s, a new European Grand Touring Championship was giving the competition 911s a fresh lease of life. Race grids were almost completely filled by this model. By the Autumn of 1972, Porsche launched its new 911 'Carrera' with engine capacity raised from 2.4 to 2.7-litres, and a batch of 500 lightweight-bodied 911s was built to achieve governing-body sporting acceptance (homologation) for it. Three variants were offered – the RS (RennSport), RST (touring) and the ultimate racing RSR of which 'R7' here is one of only four such Martini Racing works team cars - from the eight built - known to have survived.
Evidently when Porsche first considered what became their 911 RSR model in preparation for the 1972-73 racing seasons it was believed that model homologation could be achieved by manufacturing only 25 special lightweight-bodied 911 Coupés. However, the FIA governing body then decreed that the minimum acceptable batch size to achieve the lowest possible model weight would be 500 units. The German company's decision to blast ahead without prior dealer commitment to buy such cars bears testimony to their racing bloodline. And overall some 1,580 units would be produced with 0.88mm thick body skins instead of the accepted standard 1mm, saving some 9Kg, 19.8lbs, in bare body shell terms. Further weight was saved by the RSR's unique use of 3mm thick Belgian-made Glavabel glass in its windows. In engine terms, 1973 was the last year of the naturally-aspirated pre-turbocharged 911 RSR series.
Today, 'R7' is considered to be the best-preserved of that rarefied group of only eight works cars built - of which two were written-off in period, and only four then surviving extensive subsequent modification - and now resplendent in its classical Martini Racing livery.
Production Porsche RS cars originally featured two separate batteries mounted individually well forward in the nose. Subsequently, to achieve a subtle change in weight distribution while also providing better protection from crash damage, a single bigger battery was mounted further back, set into the forward trunk floor in what became known as 'The Smuggler's Box'. The works RSRs' rear crossmember was double-skinned, then welded to the rear engine-bay firewall. On its right-hand side, two small brackets were added to carry the oil catch tank.
RSRs also featured a floor-mounted recess for double hydraulic-brake system master cylinders allowing front to rear brake-bias adjustment. The shell's centre tunnel was reinforced, while in the forward end of each rear-wheel arch, welded-on torsion tube reinforcement plates are visible. The rear seat-bucket panel was welded to the cross-member skin.
Under the right-side rear wheel arch the inner body skin was ball-peen hammered to accept recessed oil pipes, providing space to clear wider rear wheels and tyres. Another distinctive feature of 'R7' is the hammered relief in the right-rear seat bowl to facilitate faster changing of the starter motor, should that prove necessary. Like all long-time works racing teams, Porsche's painstaking car preparation reflected years of often painfully hard-won experience... For the connoisseur, it is surviving fine details such as this which make 'R7' such a valuable - and unique - surviving document today...
Where customer Porsche RSR rear spring plates featured rubber bushes, the Martini Racing works cars had them replaced by needle-roller bearings. The front wheel-bearing axles were moved further up the damper bodies to lower ride height without affecting wheel travel, and wider-rim centre-lock wheels instead of bolt-on type would also be adopted.
During the celebrated 'Unsafe at Any Speed' Ralph Nader excitement of 1967, Porsche had altered the weight distribution of its contemporary production 911 Coupés by adding cast iron or lead within the front bumper. As 'the Nader case' rattled on into 1969, Porsche lengthened their 911s' wheelbase by 2 1/4-inches, reducing the rear end overhang. In a test at the Ricard-Castellet circuit in France, driver/engineers complained of bad handling in long high-speed corners. A geometric 'stiction' point was identified within the rear suspension which was corrected by adding a 2 1/4-inch extension bracket to the torsion tube to fit short-wheelbase trailing arms in an LWB 911 body shell. This facilitated fitting short trailing arms. The modification was made to some production cars for homologation purposes but was apparently unique to works RSRs. Of course it is one of the myriad confirmatory characteristics of 'R7' today.
The car also features a factory anti-roll bar mount modification, highlighted by Norbert Singer. It has ventilated Porsche 917-type competition brakes - has an alloy front cross-member versus production steel - adjustable front and rear anti-roll bars - and the bigger RSR oil radiator. These works cars were copper piped for their chosen onboard extinguisher system, while the roll-over cage is founded in unique works-specification forgings.
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Auction Description (Continued):
For the Le Mans 24-Hour race a pits-recognition identification light was mounted behind the top-right corner of the windscreen glass, so the bodywork has no patched hole where that light might have been, which is a confirmatory feature of many other 24-Hour and 12-Hour race veterans. But instead 'R7' does bear the distinctive drilling in its right-side A-pillar through which the power lead for that ID lamp was run - a feature evidenced by contemporary photography at the Sarthe circuit. Also there, as preserved again upon 'R7' today, this works car ran with the contemporary standard-setting Cibie Iode headlamps disguised within a production Porsche-contract Bosch fitting! Hella lenses were used. In addition the Le Mans RSR used Citroen Pallas lights mounted within three holes in its nose panel, then changed to a single later. Also for Le Mans a potential fitting for a left-hand fuel filler was provided although none. None of the works cars finally had a wing filler. The distinctive feature was that the hole in the inner wing through which the fuel filler neck would have passed was blanked-off by a distinctive spot-welded plate. This was NOT peculiar to Le Mans cars.
This in no way detracts from the almost unprecedented originality of 'R7's load-bearing bodyshell itself. The driver's footrest or 'dead pedal' is welded into place in these RSR works cars. The shell carries a standard chassis data plate at the front lip within the nose, but its individual chassis number is then stamped into the forward floor panel of the front trunk area. This stamping is entirely distinctive and it has been forensically proven to be completely cleanly struck and original. The large and complex pressed panel carrying it attaches via more than 320 spot welds, rendering falsification practically impossible without leaving evidence of panel and/or weld disturbance. The original body plate in 'R7's left-side door jamb reads '908-7-2' which was the initial white paint formula for RS and RSR cars.
While production RS engines had magnesium crankcases, in ADAC Championship racing the latest 3.0-litre BMW CSLs were initially beating them - so Porsche redesigned their engine crankcases to enable a capacity stretch nearer to a full 3-litres. Silumin alloy was then used, heavier but stronger than magnesium, to accommodate the extra loads generated within the enlarged and more powerful engine.
Initially 'R7' and its works-entered sisters had been intended by Porsche to compete as GT category contenders. However, after having done so in the early-season Vallelunga 6-Hours, finishing 1-2 in that class, at the early-season Monza race in Italy, Martini Racing team manager Singer was confronted by an Italian private RSR owner whose engine had failed in practice. He had spotted several 'cheats' on the works cars that the customer versions did not feature, and helpfully drew the stewards' attention to them... The scrutineers' suggested solution was simply to re-classify the works cars from the GT to the Prototype class. To pay the revised entry fee then required, Singer apparently had to have a whip-round amongst his mechanics to raise sufficient cash!
Upon his return to the factory back home he was convinced he was going to be fired. Called in to boss Dr Helmut Bott's office, Singer tensed as the senior man reached down to a desk drawer and produced some paperwork.
Singer was convinced this meant imminent dismissal, only for Bott to brandish numerous letters of complaint from customers who had purchased RSRs that they had been racing against the factory in that GT class. Instead of firing Norbert Singer, Dr Bott actually exclaimed "Wunderbar! Now we race as prototypes". The problem had been solved. Singer survived. Thereafter the works RSRs competed in the Prototype class, distinctively running wide-rim centre-lock wheels (amongst other modifications) in contrast to the homologated GT category five-stud bolt-on type.
One of the most novel giveaways to 'R7's originality is preserved within the car's right-rear cabin area. The RSRs initially had a chronometric rev counter with additional 'tell-tale' needle - but Porsche's engineers got wise to drivers blowing engines and then manually re-setting the tell-tale before returning to the pits, swearing they hadn't over-revved prior to a failure.
Fascinatingly, there in the right-rear of its cabin, 'R7' features a tachometer-drive splitter mechanism. While the rev counter drive from the nose of the engine's right-hand inlet camshaft passed through the engine-bay firewall into this splitter, two drive cables then emerged from it, one powering the dash-mounted rev counter within the driver's eyeline (and reach), while the other drove a 'secret' second rev counter hidden behind the right-hand seat as a race engineer's double-check, beyond any interference from a belted-in driver...with something to hide... Later in the season a VDO centrifugal switch replaced the second rev counter, actuating a gear-shift light on the dashboard.
So - as demonstrated above - here is a Le Mans-starring, ex-works racing Porsche with distinctive European, American and Mexican racing pedigree, of now unchallenged definitive provenance, which preserves and presents so much evidence of its origins and past that they combine to provide a unique 'finger print'. It is the world's standard-setting ex-works Porsche RSR.
As Norbert Singer's inspection report summed up: "In conclusion, it remains my opinion that (this) is the authentic Porsche 'R7'. As I confirmed in my original report, the key elements of the car which are essential to the question of authenticity for a racing car of this type are originals."
The indelible evidence within the very fabric of this car today is readable to the most knowledgeable and discerning of racing Porsche connoisseurs, and accordingly we commend this simply remarkable survivor to the market. Here, purebred Porsche history – in that totally distinctive and illustrious Martini Racing livery - is now just a single, decisive, bid away.
Martini Racing
Of all motor sporting sponsorship liveries the dark blue/mid-blue/red striping of Martini Racing is one of the most distinctive, and most enduring. The Turin-based Italian vermouth distiller Martini & Rossi International first became closely linked as a motor sports sponsor with German entrant and racing driver Hans-Dieter Dechent. His family ran the largest Opel dealership in the Saarland region, based in Saarbrucken, and he had been competing since 1962, progressing by 1966 to a Porsche 906.
A friend of Dechent's, Paul Goppert, was head of marketing and public relations for Martini & Rossi's German subsidiary. In 1968 Dechent's Lufthansa team Porsche 907s also carried Martini stickers. In 1970 Martini Racing was launched officially, first fielding two Porsche 908/02 'Pflunder' sports-racing cars. The team was offered a special 917 Longtail Coupé to campaign at Le Mans, for which Porsche stylist Anatole Lapine created a swirlingly psychedelic 'hippie' livery. The car finished second. Martini's subsequent striped livery emerged in 1971 on the Porsche Salzburg team's 917s and 908/3s, featuring upon their Le Mans-winning car that year. Martini Porsches went on to win the great 24-Hour race twice more, 1976-77, plus many other world-class events.
Martini Racing also sponsored Formula 1 Tecno, Brabham and Lotus cars between 1972 and 1980, returned as a minor sponsor of Ferrari in 2006, and then as a title sponsor of the Formula 1 Williams team, 2014-18.
The brand's world-famous stripes also graced Porsche's World Rally Championship challenge in 1978, graced works Lancia sports and rally programmes from 1982-92 and have also featured in international touring car competition and even, most spectacularly, in offshore power boat racing.
But perhaps the most distinctive of all roofed-in Le Mans contenders to bear this illustrious Martini Racing livery has been the fourth-placed 'R7' from 1973 - as offered here.
If you search for Rennsport Reunion 7 on youtube, there's a day 1 clip where they interview Bruce Meyer and Gijs van Lennep next to the car. Bruce mentions there that 'they bought the car', so he must have bought it a few weeks ago after the auction.Quote:
Originally Posted by SKM
At Rennsport I also saw him next to the car on Saturday talking to others and taking pictures with it.
Got this shot of Bruce driving the car to pre-grid, probably for parade laps... Had no idea he bought it ... :rolleyes:
Listed here…Quote:
Originally Posted by uai
https://racecarsdirect.com/Advert/De...sche-911-25-st
RMD, Schoten, Belgium
1972 Porsche 2.5L 911 S/T
VIN: 9112301081
Attachment 604417