Having recently sold a fantastic Redtek built 911, you can imagine, we were very pleased when long-standing client Robin Ellis called and said he also had an example he was considering selling. What really sparked our interest, was the fact he had also owned the previous car and that this example had been built and improved with lessons learnt from the earlier reiteration. Whilst it can be taken for granted, that Nick Fulljames of Redtek can build a special 911, Robin is also a useful peddler behind the wheel in historic racing, with notable success in both a 2.0 SWB and a 2.8 RSR 911. He has also owned a string of special road going Porsches, so understands what is required to make a great driving 911.
It was circa 2016, when Robin’s racing was more often than not taking him into Europe, that he fancied a further developed version of his original car. It made perfect sense to start with a LHD donor and Nick had just the car, a Japanese specification 911S from 1975. Not only was the original colour perfect for Robin, but having spent its life in Japan, the condition of the bodyshell was remarkable, with all the original panels and welding still in place and a non-sunroof example too. In other words, the ideal base for a lightweight 911 build.
Although some more wheel width and aero would be required to harness up the proposed mechanical upgrades for this hot rod, The decision was made to keep the external appearance period correct, so a set of genuine steel Carrera 2.7 wings with their distinctive shaped arches were welded into place together with period correct front and rear spoilers for the same 1975 Carrera model, before being repainted in its original hue 117 Light Yellow.
With long European road trips in mind, Robin resisted the temptation with the interior to go fully stripped out, striking a balance with lightweight appearance and comfort perfectly. The dashboard knee roll and door tops of the original car were still in perfect condition, so were retained, whilst the door cards were replaced with classic lightweight items. Original Porsche/Recaro sports seats, are our favourite standard Porsche pews and this set look impressively understated retrimmed in black leather with matching cord inserts. The rears seats have been deleted, with just matching cord seat pads to match the front. A lightweight T45 six-point roll cage, with easy access door bar adds the all-important strength to the bodyshell like a genuine race car, whilst a deep dished Momo wheel and 10,000rpm Redtek rev-counter are further visual clues to this car’s true potential.
When it came to the engine, the original S unit could have been used, but the brief was for a strong motor that could produce north of 300BHP reliably, so the 2.7-litre, flat-six was substituted for a Carrera 3.2 based unit. Capacity was increased to 3.4-litres, with JE Pistons and Mahle barrels, whilst the crankcase was boattailed including the lower part of the cylinders to assist gas-flow. The bottom end crank assembly was balanced, and ARP con rod bolts fitted. Twin-plug cylinder heads, ported with TRW 42mm valves and heavy-duty valve springs were fitted with Nicks own specification cam shafts, whilst induction is via 46mm PMO throttle bodies with Bosch injectors. Controlling the air, fuel and 12-plugs is a DTA ECU. Disposing of the gasses is a custom exhaust with large bore primary manifolds feeding into a single rear silencer, with custom heat exchangers.
The gearbox was a fully rebuilt Type 915 unit, with a single bearing clamp plate and Quaife limited-slip differential. A lightweight sports clutch assembly and flywheel improves pick-up and throttle response.
Riding on genuine 7x16in and 8x16in Fuchs the suitably ‘stanced’ suspension is via new Bilstein dampers. Braking is taken care of by four-pot alloy Boxster 987 calipers, Carrera 3.2 brake discs and rebuilt 3.2 calipers and discs at the rear.
On The Road
With 305BHP and weighing about 1000KGs, yup, it’s rapid alright! No surprise really, but equally the engine is user friendly too, with no peakiness to report, despite big power. It’s as happy to cruise at half throttle as it is to rev out to 7500rpm. The 915 box is as good as they get too. And for those that don’t get the 915, we say it’s all part of the classic 911 experience.
And to steer? Just lovely thank you. The chassis is UK road compliant and all the classic 911 traits and quirks are present and correct, with steering feedback that transmits the road straight to your fingertips. In short, the full, immersive classic 911 experience, with a modified/hot rod edge and as Robin reports, more than capable of staying with serious modern kit on the twisties.
So, after all this work and carefully considered execution, you will naturally be wondering why is it for sale? Well, the answer is quite simple. Robin also owns a few other Porsches, which all play their role. A slightly unusual first up is a Panamera Turbo S, when he takes his wife to European race meetings, unlike a classic 911, takes all the clobber required for such a trip and munches the miles with impressive pace and comfort. A 997 Carrera S manual is the analogue daily driver, whilst the weekend hard core fix is now provided by a 1973 road legal FIA specification RSR.
Our Thoughts
Whilst Robin may have worked out his perfect three car garage, leaving this special 911 surplus to requirements, it presents as a wonderful opportunity for the next lucky custodian to acquire a really well developed and rapid 911. The fact that it just happens to look way cooler than any modern equivalent, only adds to its impressive technical credentials and charm.
