The Porsche 911 Carrera 2.8 RSR
It is considered one of the most significant race cars of the early 1970s and a milestone in the 911’s evolution into one of the most successful racing platforms of all time. Unveiled in 1973, the RSR was based on the Carrera RS 2.7, which in turn was born out of the need to create a vehicle homologated for motorsports. Porsche was responding to the FIA Group 4 regulations in effect at the time. Following the great success of the 2.7 RS, Porsche developed a further refined version for professional use on the racetrack, resulting in the Carrera 2.8 RSR. Its goal was maximum performance with the lowest possible weight and the highest reliability. Compared to the RS, the RSR received numerous technical and aerodynamic modifications. Under the hood was an air-cooled six-cylinder boxer engine with a displacement of 2,808 ccm, equipped with a mechanical fuel injection system from Bosch and new dual ignition systems. This technology delivered an output of approximately 308 PS at 8,000 revolutions per minute. These were impressive figures for a car that weighed barely over one metric ton. A dry-sump lubrication system ensured optimal lubrication under extreme racing conditions. The redesigned crankcase and lighter pistons contributed to high durability. The suspension was significantly revised compared to the production model. Porsche used stiffer torsion bars, Bilstein shock absorbers, and adjustable stabilizer bars. Wider axles and the installation of spacers allowed for a significantly wider track width, which noticeably improved handling. The RSR stood on wide magnesium wheels in the “Fuchs” design with center locks, which were fitted with special slick tires. The braking system was derived from the 917, Porsche’s legendary Le Mans prototype, and guaranteed exceptional deceleration figures.
Externally, the 2.8 RSR was immediately recognizable by its sharply flared fenders and the characteristic ducktail rear spoiler, which had already been introduced on the RS 2.7 but provided even more downforce in an even larger version on the RSR. A front spoiler, lightweight windshields, and aluminum components rounded out the consistent lightweight design concept. The car weighed approximately 960 kilograms. This was a decisive factor in its tremendous agility. Inside, everything was designed with functionality and weight reduction in mind. The RSR had no sound-deadening materials, no carpets, and no comfort features. A roll cage, bucket seats, racing harnesses, and a trim-covered dashboard defined the interior. The instrumentation remained, as is typical for Porsche, uncluttered and clearly focused on the driver. The 2.8 RSR made its debut in 1973 at the 24 Hours of Daytona, where it claimed overall victory right off the bat. A spectacular success for a vehicle that was still in the development phase. The RSR also proved nearly unbeatable at the Targa Florio, the 12 Hours of Sebring, and numerous European endurance races. In the hands of customers, it achieved countless class victories and overall wins worldwide, laying the foundation for a whole series of 911 race models. Just under 50 units of the 2.8 RSR were built in 1973, making it one of the rarest and most sought-after variants of the classic 911. Its blend of purist engineering, uncompromising lightweight construction, and race-proven reliability made it one of the most legendary Porsche race cars of all time. To this day, the Carrera 2.8 RSR stands as a symbol of the fusion between a road car and a race car. It is a car that embodies the DNA of Porsche motorsports like no other.
About the vehicle offered here
This is the only prototype of the 2.8 RSR and bears chassis number 9113600002. According to the Porsche certificate, its history began in March 1972 as a standard 911 S with the intended use “Porsche AG’s own-use vehicle, test vehicle.” In the same year, it was converted into an RSR prototype and used for testing and homologation. The car, which was painted red at the time, made an appearance at the 1,000 km of Zeltweg on June 25, 1972, among other events. In that race, drivers Waldegrad and Steckkönig finished in 10th place. Shortly thereafter, it was sold to the Martini Racing Team, which was led by the famous “Count Rossi.” There, the car received its initial registration on January 1, 1973, with the German license plate “LEO-ZA 60,” and was painted silver. The RSR was also adorned with the legendary Martini stripes. Following an endurance test at Paul Ricard, the car was unveiled to the public in Paris on March 5, 1973. In historical photographs, the car is shown on a stage behind Gregorio Rossi di Montelera, next to the 917-053. For the press conference, the car bore start number 3, which is currently displayed on this RSR.
The Martini Racing Team fielded several RSRs, including chassis 0002, at the Targa Florio on May 13, 1973. After chassis 0974, bearing start number 107, was totaled, that number was assigned to chassis 0002 for the race, in which Pucci and Steckkönig ultimately finished sixth overall. The sister car, chassis 0588 bearing number 8, won the race. Many historical photos of this race exist. Martini subsequently sold the car to the tire manufacturer Dunlop, which once again used the prototype for development purposes—this time for tires. After a year in Dunlop’s possession, they sold the car—without an engine—through Peter Gregg to the American Dave White, who later had a new engine installed. The new engine, which remains in the car to this day, is one of only four short-stroke factory engines ever built. The engine had previously been used in 1973 in Chassis 0307 at the 24 Hours of Daytona, as well as in Chassis 0588 at the 6 Hours of Vallelunga. In 1975, the race car driver sold the RSR to Edgar Ramirez, who lived in Costa Rica. Ramirez used the car for the next 10 years in races throughout Central and South America until he sold it to race car driver Diego Febles in 1985. The new owner operated a “racing rental car” business, for which he used the prototype.
Another 10 years later, in the mid-1990s, the 911 was converted for use on public roads. The car retained this configuration until 2012, when Dave White—who had previously owned the car in the 1970s—purchased it again and decided to restore the sole prototype to its original form. After Dave White passed away in 2015, John Starkey sold the car to its last private owner in France. The owner registered the vehicle in September 2018 and presented it at the “Paradis Porsche” event in Saint-Tropez in October 2021. In 2022, a valuation report was prepared by Jean Pierre Cornu, and in 2023, the car was finally issued an FIA Historic Technical Passport. In 2025, our company ultimately purchased the vehicle. Our sales staff is always happy to answer any detailed questions you may have. Please note that vehicle viewings are generally only possible by prior appointment.
1973 
1972 
