1 Attachment(s)
FS: @Coys Nürburgring - 1970 Porsche 911 S/T – Ex Walter Röhrl Estimate EUR 900-1,1 M
wow, what an Estimate
http://www.coys.co.uk/auction.php?it...3&auctionID=47
Lot 134 - 1970 Porsche 911 S/T – Ex Walter Röhrl. 6th 911 S/T produced
Attachment 300044
Estimate: €900,000 - €1,100,000
Registration Number: German Registered
Chassis Number: 911 030 1007
In 1970 new rules allowed the wheel arches of the 911 to be extended (flared) a further 2 inches from standard to accommodate wider wheels. The engine capacity was also increased to 2195cc by increasing the bore to 84 mm. Porsche could now enlarge the cubic capacity of the engine by bore increase only, as per regulations, enabling them to run at the next class limit of 2,5 litres, they accomplished this objective in several stages.
At the first stage, the capacity of the engine was increased to 2247cc, an increase in bore of just 1 mm to 85 mm. At the same time the factory made use of “Biral” cylinders which consisted of cast-iron cylinders with alloy fins bonded on. Twin ignition had now been homologated (with normal coils and contact breakers) and this was part of the engine tune, together with polished and crack tested connecting rods.
The compression ratio of the 2247cc S-model was 10.3:1. As before, standard valves were used (46mm inlet and 40mm exhaust). Bosch twin row, six-plunger pump (mechanical) fuel injection was now used, the pump of which was modified with a space cam to match the Carrera 6 racing cams which were installed. Tuned induction pipes without an air filter were also used. The racing engine for group 4 could be had with Weber IDA carburettors with 42 mm diameter choke tubes. Strangely the factory claimed power output of 230 hp was the same for both units.
The standard crankshaft and bearings were also used measuring 66mm. Thirty of these engines were built, the factory designating them “Type 911/20.”
For the 20 cars that were built to take these engines, the roofs, parts of the floor pans and the scuttles were made in thinner gauge steel than in the road cars. Cars retained and ran by the factory enjoyed thinner steel in their doors too. In March 1971, the cylinder bores were opened up even more to 87,5 mm and this increased the capacity to 2381cc. The output of this engine was 250 hp, both with fuel injection and with carburettors, achieving its peak at 7800 rpm.
These racing versions of the 911, which were known internally as S/T had their seat slide supports and the heater ducts removed, as were the seatbelt anchorage points, the glove box lid and the ashtray. Missing also were the engine cover and front cover locks, these being replaced by rubber fasteners. Also taken out were the sun visor, front torsion bar protectors, fog light recess covers and the rear torsion bar covers. There was no soundproofing or under seal, and even the amount of paint used was kept to a minimum.
Further options from the factory to loose weight included a plastic front cover as well as front and rear bumpers made of the same material, as well as aluminium skinned doors with steel frames of 0,75mm thickness. Plexi-glass was available to replace all glass except for the wind-screen which, however, could be had with even thinner glass. A transverse bar was fitted in the front compartment between the front struts to aid stiffness in this area, and fuel tanks of 17,6 or 24,2 gallons were available. The whole racing package was finished off with Recaro racing seats.
Chassis Number 911 030 1007 was manufactured as a normal S by the factory and duly sent to the Werks Porsche Competition Department who converted T, E, and S specification cars into S/T Specification straight from the production line. It was then delivered to its first customer Herr Grüner on the 9th of February 1970. It had Recaro seats and was fitted with the M22 differential. According to Porsche factory archives it was the 6th completed S/T by Werk 1 in die Rennabteilung. All in all, 49 cars were produced and the earlier engines were all based on the 2,2 litre engine pushed to 2381cc.
As with so many of these S/T cars , they were raced in period. This car was no exception. In 71 it competed with its first owner at the Avus Ring in Berlin were it was placed 6th and 7th in GT class and group4 respectively. In the restoration of this car no expense has been spared to achieve a car that is exactly as it left Werk 1 in 1970. All the engine parts are original S/T specification and not re-manufactured, there are engine bills amounting to €150,000. There are bills for paintwork totalling over €25,000.
Most significantly the car was in Walter Röhrl's ownership between 2009 and 2011 and is names on its current FIA HTP papers. This is the ultimate of the ultimate 911, one of the rarest and most sort after 911s in the world and surely worthy of a place in any Porsche museum or to be seen in any significant worldwide motoring event. Rarely do S/T's change hand on the open market, Coys are very happy to offer chassis 1007.
