uhh, this is hot...
1969 Porsche 911 S Factory Rally
Chassis no. 119300932
Engine no. 6390010
Rally, Tour de France, Le Mans...
http://www.rmauctions.com/lots/lot.cfm?lot_id=1072229
Printable View
uhh, this is hot...
1969 Porsche 911 S Factory Rally
Chassis no. 119300932
Engine no. 6390010
Rally, Tour de France, Le Mans...
http://www.rmauctions.com/lots/lot.cfm?lot_id=1072229
Nice find
This car has a very interesting competition history.
1st - 1969 Acropolis Rally as 1 of 3 factory entries, all the way to essentially an ST 2.5l DNF at '72 Le Mans.
Looking forward to the auction ad copy on this one.
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Thanks for the Pictures.
A couple more pics of the car from the Acropolis
Attachment 314298
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Dont forget the Tour de France...
Yes, I need some period pics of the TdF entry.
It can difficult to track VINs in competition cars. Once a history is shown against a VIN though, it is fairly easy to dig up some images.
On the RM site are some, but, cant copy them.
Ahh, yes, many more I didn't see at first. Great ones too. Here are a few. What a great history
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Woah-woah-woah! ---- what a car!
Thanks for posting this, Heinz . . . and nice job w/ the photos, there, Bryce
Really cool to see this car evolve over the time. Check-out that engine #, too
Be curious what spec the car is in now. Restored? . . .
. . . hope not
;)
Good stuff
This car needs to be documented in the 1969 Competition thread...
For the estimate, I would say around 800-1.1 Mio $
@longranger, yes, what a car, fantastic!
this is what i understand its history to be... interesting to compare it with auction copy when it is released
Winner Rallye Acropole 1969, car n°1, driver : Pauli Toivonen, Martti Colari, entrant : Porsche KG
25/07/1969 the Factory sold the car to the French racing driver : Jean-Claude Lagniez
French road registered 293 AQ 92
Tour Auto 1969, driver : Lagniez
24 heures du Mans 1970, driver : Mauroy ( is it now 7793 HG 78??)
24 heures du Mans 1971, driver : Mauroy
Tour Auto 1971, driver : Migault registration now 2182 HY 78
24 heures du Mans 1972, driver : Bardini - Lee Banner
1975 sold to Balsa
1975 to 2006 : 2 owners in France
2008 sold to the present owner, south of France
here are some other photos i have of this car
from the top:
2 photos from the acropolis in 69
car #84 is Cevennes in 1969
car #63 is the 1970 Le Mans Test (registration 7793HG68)
last one is 1972 Le mans showing that it wore rear registration plate even at le mans (car #45)
a couple of TDF ones next post for Bryce and Hienz
here are the extra photos from the 1971 TdF - not the sort of photos you would see in a for sale piece :)
Very interesting car and highly historic car.
Is there any photo more recent than 40 years ago?
Amazing car
BUT
the question is:
how is possible that after so many races in 40years, it still has it's original engine??? %?
mmmmmmmmmm..........
The rest of the RM Auction photos
Attachment 314370
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The last 3 photos
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Reference post
Original paperwork to one of the sister cars in the Acropolis Rally here:
http://www.early911sregistry.org/for...l=1#post726721
Estimate as per SCM: $1.4M to $1.6M
RM ad copy updated:
The 2.0 litre ex-works rally car, chassis no.119300932, left the production line in March 1969 in bright ‘Blood Orange’ paintwork before despatch to the Porsche race department. There, the motorsports division fitted a much-uprated 170-bhp engine along with a number of other significant upgrades. For the 1969 rally season, Porsche built six factory rally cars to contest the Monte Carlo Rally, Rally Neige et Glace, Tour de Corse and the Acropolis Rally, a strategy which led to many significant successes. The example on offer was the car entered into the Acropolis Rally, and secured a famous victory in the hands Pauli Toivonen/Martti Colari, finishing 1 minute 32 seconds ahead of the second placed car.
It was then sold to French race and rally driver Jean Claude Lagniez and contested the 1969 Tour De France, the 1000 KM Paris, the Rally Jeanne d´Arc, the Rally Tour de Corse and the Rally Criterium des Cevennes, as well as finishing the 1970 24 Heures du Mans in the hands of Mauroy and Mazzia. The car’s ownership passed on in 1970 but the car continued to compete, starting both the 1971 and 1972 24 Heures du Mans and the 1971 Tour de France. Offered in concours condition, resplendent in its original Acropolis Rally, Blood orange livery, it is surely an important car in Porsche’s illustrious racing history.
Still no photos of present day condition...
Current photos are on their website, didn't know how to save them. In an as raced at Le Mans state.
I wished it was in its 1969 Tour de France livery, but the work seems nicely done, do we know who did the restoration?
:eek:
Attachment 316292
No doubt a nice restoration. Yes, I agree. I would have liked to see it in the early narrow body configs and livery.
It appears many of the 69 only details were lost in the restoration as well (door handles, engine grill, 4 gang fuse panel in engine compartment, mirrors, etc). But I guess some of that stuff could have disappeared on its own back in period. At any rate still a very cool car.
The question was raised earlier as to how the original engine could have survived all those racing years and displacement bumps... The above pic is your answer.
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Geez...:rolleyes:Attachment 316337
http://www.rmauctions.com/lots/lot.cfm?lot_id=1072229
Low estimate 1.1 million Euros....
Updated ad copy:
Est. 275 bhp, 2,492 cc SOHC air-cooled horizontally opposed six-cylinder engine with Bosch mechanical fuel injection, sliding throttle bodies, and a twin-plug ignition, five-speed manual transmission, independent front and rear suspension with anti-roll bars, and front and rear disc brakes. Wheelbase: 2,268 mm
• One of six factory-built 1969 911 S rally cars
• Winner of the 1969 Acropolis Rally
• Three-time Le Mans competitor
• Documented from new, with extensive period competition history
• Fully restored; extremely rare and important
• Eligible for high-pedigree events
Competition has always been in Porsche’s bloodstream, and the company thrived on circuit racing and hill climbs from the outset. Whilst its mid-engined spyders became known as “giant-killers” everywhere from Sebring to Le Mans, its bread-and-butter rear-engined production chassis offered a distinct advantage on tight and twisting hill climb roads. Strangely, the company’s Racing Department had shown relatively little interest in rallying, although Peter Falk and Herbert Linge drove a new 911 Coupé to 5th place and a class victory in the 1965 Rally Monte Carlo, which was the 911’s initial foray into the international rally arena.
Then, a British racing driver named Vic Elford persuaded the factory to lend him a 911 to race in the Monte Carlo Rally in 1968. With David Stone navigating, and with minimal backing from the Racing Department, Elford skilfully drove his 911 T to an overall win in the opening event of that season’s FIA World Rally Championship. Adding some frosting to the celebratory cake was the 2n place finish of Pauli Toivonen and M. Tiukkanen in a 911 S Coupé.
For the 1969 season, Porsche was convinced that the 911 could be a contender, and it prepared an even half-dozen new 911 S Coupés for rally duty. Chassis numbers 119300529, 0530, 0548, 0912, 0931, and 0932 were pulled from the assembly line for preparation. All would be fitted with carefully built Type 911/30 engines that were equipped with Bosch mechanical fuel injection. Chassis and suspension parts were strengthened, lighter-weight aluminium doors were fitted, and all of the usual modifications were made to help these cars and their occupants withstand the worst road and weather conditions.
Chassis number 119300932, the last of this group, is offered here. Former factory driver and Porsche expert Jürgen Barth confirms that this car was delivered from Zuffenhausen on 18 March 1969 and was painted 6809 Blutorange (Tangerine) with a black leatherette interior; although, at this time, it did not have an engine or transaxle. This car, along with the five others, was transferred to the Racing Department for completion.
A Scheel racing seat was installed for the driver, along with a leatherette and cloth Scheel seat with a headrest for the navigator, and competition-type lap and shoulder harness sets were added for both. The interior was otherwise quite spartan, with most trim pieces and noise-absorbing insulation removed to save weight. Rubber hold-downs ensured that the front lid would stay firmly in place. There was a much-larger-than-standard windscreen washer reservoir, and the back-light had electric heating. A special 100-litre fuel tank was also installed. The front disc brakes were upgraded with experimental callipers and non-standard pistons, whilst the rear discs remained standard. Underneath, there was a 14-millimetre front anti-roll bar and a 16-millimetre rear bar.
Barth notes that the engine was tuned to deliver about 170 horsepower, with modifications including polished intake ports, a higher compression ratio, different camshafts, Bosch mechanical fuel injection with sliding throttle bodies, platinum-tipped sparkplugs to prevent fouling at low engine speeds, a special exhaust system, a lightened flywheel, free venting of the dry-sump oil tank, a special generator, and special spark plug boots. The transmission was a standard-production Type 901 five-speed with lowered gear ratios. The clutch package included competition linings, and a ZF limited-slip differential was fitted. When completed, these rally-spec 911s scaled approximately 2,249 pounds dry.
Chassis 0932 was destined for the Acropolis Rally, where it was manned by Pauli Toivenen and Martti Colari and supported by the factory as a two-litre entrant. With a dominate performance, they would go onto win the rally an outstanding one minute and thirty-two seconds ahead of the 2nd place car. After its stint with the Works team, the 911 was returned to Porsche and subsequently sold to its first private owner, French racing driver Jean Claude Lagnier of Montreuge. At this time, the factory Kardex was updated to reflect the engine number 6390010.
Lagnier, with co-driver “Econ” Parot, entered the 1969 Tour de France on 18 September, with the car wearing #126; however, they failed to finish. They were more successful at the 1000 KM of Paris on 12 October, as they finished 16th overall and 3rd in the GT 2.0 class. Lagniez and Delporte partnered to finish 2nd in the Rally Jeanne d’Arc from 18–19 October 1969. The following month, Lagniez and Huret finished 15th overall at the Rally Tour de Corse, and two weeks later, the pair ran the Rally Criterium de Cevennes.
Lagniez then sold 0932 to another Frenchman, then retired veteran driver Marcel Balsa, who occasionally rented out cars from his stable. At the time, the car was registered for the road in France with plate number 7793 HG 78. Mr Balsa would send the car to Le Mans in 1970, wearing #62 and being driven by Pierre Mauroy and René Mazzia. According to the Le Mans scrutineering forms, the Porsche appeared at Le Mans with a 2.2-litre engine. Although the 911 managed to finish the gruelling 24-hour race, it was not within 70 percent of the winning distance, and therefore, it did not classify. Mauroy then bought the car from Balsa, and after partnering with its former owner, Lagnier, he ran Le Mans again in 1971, but this time wearing #37. Unfortunately, the gearbox failed in the seventh hour and the car did not finish. In late September 1971, the 911 was entered in the Tour de France (wearing #130), with Migault/Perramont/Jalott co-driving, and after competing at the Nürburgring and Reims circuits, it finished 14th overall.
This 911 S made its final attempt at Le Mans in 1972, where it featured an increase in displacement to 2.5-litres and was driven by Dominique Bardini, “Lee Banner” (Fernand Tsaropolous), and Raymond Touroul. Again, another valiant attempt resulted in a DNF, as there was an engine issue in the 17th hour.
Following Le Mans, Tsaropolous purchased the veteran racing car before it was acquired by Raymond Touroul in 1975. In 1988, it then passed to Gilles Bochand and two subsequent French owners. Subsequently, it was comprehensively restored and fitted with an original Type 901/30 engine that had the desirable Bosch slide-throttle mechanical fuel injection and Schrick camshafts.
Here is a rare opportunity to acquire a factory-supported Porsche 911 with an excellent racing history, which includes a victory at an important FIA international rally. The car is the last of the line of specially built Porsche race cars that can be registered for the road and are decidedly compliant. The car was recently driven by an RM car specialist on the streets of Monaco, and he attests to the ease and tractability of the engine for both circuit and city driving.
This car, presented here in its 1972 Le Mans livery, would be a welcome and highly competitive entrant at the most prestigious of events, including the Tour Auto and the Le Mans Classic. As it has been fully restored and is exceedingly rare, it would make for a proud part of any important Porsche collection.
Would look great with an early 911S decal in the window! :)
https://www.youtube.com/watch?v=HMad...=84924572#t=43
Sold for 1.05 MEuros + commission.
Huge price and ridiculously high estimate. I guess it's safer to find a lonely bidder and lower the reserve to match it, than let the market express itself freely. Looks like a private sale rather than bidders at an auction....
great car, reminds me of mine....
https://www.youtube.com/watch?v=hoY2ZiXrqdc
According to sale results on their website, the car did not sell.
http://www.rmauctions.com/results/re...?SaleCode=PA15
Auctioneer must have been bidding against the reserve. The RS lightweight also failed to sell. Inflated estimates are breaking an otherwise very healthy market....
But that's awkward ... I was following the auction live and they declared them as sold!Quote:
Originally Posted by Milou
it dident sell , there is more here and more on the high estimates , thomas is ref too
http://www.classicdriver.com/en/arti...ons-sale-paris
M
The problem is that the auction houses (or the owners who consign) think ALL old Porsches, both road and race cars, are worth ALL the money when in fact - as has always been - only the best sells for best money - usually !!
All qualities of Porsche have indeed risen quite a lot but the gap between a top car and an average car is still wide - something these auctions fail to understand.
This car / chassis No, was basically a narrow 2.0 ltr single plug rally car that was over time converted into a group 4 race car with not much decent history there after and in later life.
It's true value would be back to it's original 69 spec. The group 4 parts when removed and sold (race engine etc, etc) would be worth roughy the cost of the restoration back to original spec - give or take - so would cover that.
The original cases of that car in 69 would have been magnesium also - not aluminium as fitted !! - so no worries about loosing the "matching numbers !" (rallies - tour de France, several times Le Mans - inc 2.5 ltr - all with original cases !?!? - "there are no virgins in a whore house " !).
As such, it's not worth anything like - about half - of one of the 21 real 1972 factory 2.5 S-R's - or 2.5 S/T as they are often and mistakenly called ( i.e.; racing originals are 911-R, S-R & RS-R which were all built at the factory to full spec, whilst a ST is a 911S built for competition purposes, either racing or rally, narrow or wide, with a multitude of different and chosen spec's).
I think 900k is the right money for that car, whilst if it had been one of the original factory 2.5 S-R with good history / results / provenance and in top condition it would have certainly gone well above the high estimate. But, as they say, " if my Auntie had balls, she'd be my Uncle" !
Also, rally cars are not, and have never been, worth as much as circuit racing cars - the auction valuation was just too high.
As a rule, these auction houses are no experts, more jack of all trades, and it's usually the the buyers / collectors / owners that set the values. They are far better informed and educated in these cars than the auction houses and - apart from the odd attack of auction fever - know exactly what they are bidding on and paying for.
This is also evident in both the Carrera RS (Touring and LWT) that were in the sale, both very average cars. The LWT was valued way too high, for that car, so didn't sell, and the touring sold at a reasonably high level for an OK ish, non matching car. Not all RS are the same just because they are RS's - as we all know.
When something just right, rare and correct comes up for sale it usually sells for very high money. The market / buyers, as the prices rise, are becoming far more discerning and rightly so.
This bares out in all makes. If you look at the results, not only recent sales but last year also, you'll find that the high prices are still all around, but the car has to be very good or very rare, and if the car is average, then an average estimate should follow. As Thomas said above, "a very healthy market".
I think this is very well said and very true and very healthy. I think people are jaded by the fact that over the past 18 months or so up till the AZ auctions there was a period of time that buyers were a bit too eager to pay top prices for not top cars of all makes at auction. I think the feeling was today's highs seemed like tomorrow's lows and I better just grab one now even if its not a top example well documented etc etc. That past 18 month period was unusual and over. That does not mean the market is bad just more normal and healthy and now people can go back to doing their homework an only paying top $$$ for really top examples. I think moving forward over the next 18 months the story in the vintage car world will be less about a certain make and model going up or down but more about a larger price difference amongst cars of the same make and model depending on condition, history, etc etc. I don't think all 73 RS will go up or down I think you will see the price range widen between 550k-1mln for different examples as opposed to all of them being 750-850k as they somewhat have been recently. I also believe a much larger premium will start to be paid for original non restored good condition cars. People will realize that you are only original once, and many of these shiny fully restored cars have shady not so great history and you really don't know what you are getting.....Quote:
Originally Posted by monaco1
Just returned from Retromobile and was amazed by the asking prices for incorrect cars.....
Maybe nobody cares for correct details beyond the matching numbers and possibly the original color.
Nevertheless, the 911 market has reached a price range where details and model accuracy are to be expected. It will not be sustainable otherwise....
I feel sometimes that English brands are far ahead in terms of restoration details and accuracy.....
Thx Thomas, monaco1 and nyc123 for the analysis, interesting...thx
I was asked to clarify the difference between S-R and S/T, ref my previous post above. Hope it helps to explain ;-
The 1972 2.5 S-R was the 1st factory built 911 lightweight competition car that was also built to a standard FULL race spec and homologated ( the 911-R not being homologated). It was pretty much a 2.5 ltr version of, and shortly followed by 6 months later, the RS-R also built to a standard FULL race spec. Apart from optional gear ratios, caliper type, seat preference and a couple of other minor things, both cars came with everything as standard.
BOTH were offered to customers AND the factory team. ALL were M491 option, both S-R and RS-R, as standard.
All S-R came with a 2.5 ltr high butterfly race engine (either short stroke 911/70 or long stroke 911/73 depending upon use) and all RS-R came with 2.8ltr high butterfly race engine (slightly larger port size butterfly and early had 3 bearing cam, later 4 bearing) - as standard. (Note* Werks RS-R ran 3.0 engines in prototype class).
It was always known as the 911 2.5S Rennen by all, inc the factory, but for some reason in the last decade or two has been confused with the previous S/T.
The 911 S/T, from LATE 69 to 71, was a lwt 911S for competition use and available to BOTH factory werks team AND customers.
All FACTORY BUILT cars were M471 option and then some M491 also on top (You had to order M471 first, which was LWT chassis, to then also have M491, which was race version, - you could not have M491 without also having M471 1st - pre 72).
Then 1972 to 75 M491 was standard for the S-R and RS-R, if you ordered a car it was automatically M491 being a standard FULL spec race car).
The 911 S/T was basically a 'built to order' car depending upon it's ultimate use, race / rally etc, from a long list of options - nothing was standard other than the initial M471. There was no standard spec.
Engines could range from single plug normal 2.2S, to same with rally kit, to full race twin plug in a number of different capacities, 2.3 to 2.4, carb or injection.
Bodies styles were narrow standard body to full group 4 wide body. Steel, aluminium and glass fibre was used on various panels / cars.
Most early cars were Karmann T bodies as lighter - Hence S/T.
The LATE 68 / EARLY 69 cars were a special car, not really a S/T either, not too many made and the 1st LWB cars. A few special LWT S-GT cars with aluminium panels were built and then a few rally cars which were pretty much a standard 911 2.0S with rally or sports purpose equipment - like the one at the Paris auction.
These are pre S/T.
The 911T/R (or T/H - for homologation - as sometimes called) could also be ordered in a multitude of specs, depending upon it's use. These were used by both the Werks team AND also offered to customers. All initially with a single plug 2.0S engine with race or rally equipment added - as per homologation - and then later some had a 2.0 ltd twin plug race engine retro fitted, similar to (although not the same cases !!!) as a 906 engine.
A 911T/R was the homologated race / rally 911 for 1968. It is basically a 911S on a Lightened 911T chassis ( T used as enough produced for homologation purposes and lighter than S chassis). Some of the panels were also made thinner gauge.
911-R ........Built to standard spec (apart from prototypes R1,2,3 &4) but not homologated. Customer AND Werks
911 T/R......No standard spec, built to order. Customer AND Werks
911 S/T......No standard spec, built to order. Customer AND Werks
911 S-R......Built to standard full race spec. Customer AND Werks.
911 RS-R.....Built to standard full race spec. Customer AND Werks ( Werks ran as prototype - Martini sponsered cars R5, 7 etc)
Customers could also order / buy a LWT, but mechanically standard, 911S (from 1969 to 1973 / 2.0ltr, 2.2ltr & 2.4ltr engines) but with no body trim, LWT interior, bucket seats and M471 option, but for normal road use.
I've owned several over the years, closest is similar to buying a 964 or GT3 clubsport for the road nowadays, but much, much rarer !
On top of all these, the Factory built some oddities also, both cars and engines, through the 68 to 71 period (i.e. 2.0 ltr on slide throttle, 2.3 on 'baby' high butterfly, etc, etc) but this is a whole other subject.
Hope this clarifies Philip !, if not call me, you have my number or come for chat (you know where i am - only round the corner !).
More here, re the lwt 1970S, its been discussed here:Quote:
Originally Posted by monaco1
http://www.early911sregistry.org/for...=911s+predated
The 1970 911S (German Market) served for homologation purpose. This is the car often pictured in a period picture and while many think a kind of S/T, its rather the 1970 German Market lwt 911S in its "base spec". The red/orange one is another 1969/70 911S and was also often pictured in period literarture. Its interior is most likely the one picture here.
http://i1077.photobucket.com/albums/...psac899c6a.jpg
http://i1077.photobucket.com/albums/...ps2a7b5c40.jpg
http://i1077.photobucket.com/albums/...ps4ff61429.jpg
monaco1,
Thank you for some great first posts and welcome.
You will find some info packed threads on this site that cover the individual cars in your summary. Below are a few
Ultimate S/T:
http://www.early911sregistry.org/for...mate-ST-thread
69 Competition 911:
http://www.early911sregistry.org/for...ompetition-911
T/R:
http://www.early911sregistry.org/for...ate-T-R-Thread
R:
http://www.early911sregistry.org/for...imate-R-thread
Finally . . . a genuine owner/operator?Quote:
Originally Posted by monaco1
These early narrow-bodied lightweights have haunted this forum for years, hiding in the smaller corners for as long as I've been coming here . . .
http://www.early911sregistry.org/for...80-1969-S-M471
http://www.early911sregistry.org/for...=rennen+models
. . . usw
You're the first person to come here + actually 'fess-up to owning one
Any stories to tell about these cars? . . . where they came from, who owned 'em, how you found 'em? . . .
. . . where they went?
And ---- most of all . . . .
. . . any pictures to share? . . .
. . . maybe some VINs?
;)
Great stuff!
Not just 1970. I am aware of that model, they were offered as the '911S Grundmodell' from 69, i've owned one.
They used one in the advertising photo's to promote the 'new up coming 2.2 Ltr engines' in later 69 (including the light ivory car in your top picture taken from the press release and poster). I have the original spec sheets for those cars somewhere in my files. A base model stripped out 911S but not really a S/T.
S/T refers to the M471 LWT chassis option for competition purposes - both narrow and wide - and then spec'd up accordingly from that basis. Not all S/T were full group 4 with wide flares and race engines and not all had the M491 option also - both Werks team cars and customer cars.
Also available were 2.4S in LWT spec with M471 chassis option. I still own a 72 car, narrow body and standard mechanically with M471 LWT chassis / panels, trimmed as a LWT, bucket seats, with no body trim, no body protection but standard mechanically. Like a RS LWT but a 2.4S instead of a 2.7 RS. Listed on the original factory build spec as 911S 2.4 M471 LWT chassis.
This is not a S/T either as post 71 when the S/T stopped, but a M471 LWT E series 2.4S.
Same as you could buy a 911 RS M471, you could also order a 911S M471 in 72 and 73. Rare but a few were built and sold to customers, and not only in Germany.
Some of the werks drivers also had these cars to use as road cars.
Michael Kaiser, amongst others, also owned one of these (1972 E series narrow, standard 2.4S, M471 LWT) which he ordered through Max Moritz and used as a road car in Europe during the 72 season whilst he was racing his 2.5 S-R. It later gained wide fenders - fitted by Moritz - and was used as a camera car for the 'Speed Merchants' film. I also used to own this car many years ago and knew it for even longer. This is one of the more widely known cars of this type. I still probably have quite a lot of photo's of that car and copies of the old road titles / chassis No's & road registration No's etc.
If it were a 71 car then it would be a narrow S/T but as from 72 it is a M471 LWT 911S.
That orange car in the black and white factory photo's is an early narrow S/T competition car from 1969 - not a Grundmodell.
Monaco1 please post photos
I would like to look at a 2.4s m471
Never seven one in my life
This thread suddenly became extremely interesting! :)
I too am enjoying this. Monoco1 please tell us what you know about the 69 GTS.
Attachment 321865Attachment 321866Attachment 321867Quote:
Originally Posted by Pirulero
Everything is simply ... PERFECT ... in these pics :)Quote:
Originally Posted by monaco1
Wow! . . . . . . . .
What's interesting when comparing pictures of the ivory 69 Grund and the orange S/T is that the ivory car is sporting a lightweight engine lid grill which I associate with the fiberglass 911R lid yet, it's using the lid latch mechanism. Meanwhile the competition car (makes sense with the tow hook) is using the standard grill and what is probably the steel lid and NO latch mechanism.Quote:
Originally Posted by monaco1
Were there any other aluminum panels used standard (other than the S engine lid/valance) on the 70 LWT or was it a function of the order? I imagine the Grund was all steel.
I owned and raced for some time a 71 st,supplied new with no engine,471&491,it won many times as a 2 ltr and as a 2.5.
I tried to lever off a owner some very rare parts,alu bumpers,front valence,front wings and hood,all with part numbers on,sadly he would not part with them.
Great cars,as with the orange 69 car now st,why would any one want to return it back to 69 Spec,to many cars have lost there history.
Nice driving gloves in the film clip!
Nice car monaco 1.
Quote:
Originally Posted by monaco1
I know that it's been a while, but could you perhaps post some of your pics + details of these cars?