The 1973 RS was the Homologation-Series 911 Porsche had to build in order to qualify its pure racing 2.8-litre 911 RSR for Group 5 competition.
The FIA mandated that at least 500 examples of the RS were required, so Porsche set to work. Two versions were offered; both based on the 1973 911S 2.4 coupe: the Lightweight/Sport option M471 was the racing-oriented basis for the RSR, while the Touring option, package M472, retained much of the interior trim and features of the standard car. Both differed visually from the 911S with rear quarter panels widened to accept seven-inch Fuchs alloy wheels, and a distinctive fibreglass front bumper with space to install an auxiliary oil radiator if desired. The rear bumper was steel on the Touring coupes and fibreglass on the Lightweights. The engine covers were also fibreglass, reinforced with balsa wood strips, and nearly all RSs sported the iconic “ducktail” spoiler that had been demonstrated in both wind-tunnel and track testing to greatly reduce rear-end lift and thus improve stability at higher speeds. A small number of Touring versions were delivered without the rear spoiler, but most of those were subsequently retrofitted by their owners. The Lightweight RS was fitted with thinner steel body panels, specially-made thinner window glass, and a stripped interior with racing bucket seats.
The heart of the new RS was a new and much more powerful engine. The standard 190hp 2.4 of the 911S was given larger cylinders with 90mm pistons, taking the displacement to a tad under 2.7-litres. The cylinder bores were coated with a new anti-friction material called Nikasil, which had been developed in Porsche’s racing department to allow aluminium pistons and cylinders to co-exist. With a compression ratio of 8.5:1 and Bosch mechanical fuel injection, the new engine developed a lusty 210 bhp at 6300 rpm along with 202 foot-pounds of torque at 5100 rpm. The RS retained Porsche’s proven Type 915 five-speed manual transaxle and powerful four-wheel disc brakes. The fully-independent suspension featured McPherson struts, longitudinal torsion bars, and an anti-roll bar, while the independent rear suspension used trailing arms with transverse torsion bars, tubular shock absorbers, and an anti-roll bar. This impressive package provided the lucky owner with a car that offered brilliant acceleration (0-60 in 5.5 seconds) and a maximum velocity of 149 mph with excellent stability and road manners.
By his own admission, this 911 Carrera RS 2.7 Touring, WEU 968L, is our vendor’s favourite in his entire collection and he has sent us the following notes;
“Within the history file is the originally supplied Owners Handbook, the 2.7 RS Supplement and more remarkably the originally supplied Service booklet. What is most exceptional is the originally supplied leather bound matching Cellular Phone Network booklet. Also, within the history files is a detailed account of the known history of the car. By way of an overview, it was originally delivered to Hong Kong, hence it being a UK C-16 Specification and right-hand drive. It was owned by the first owner, a certain Mr James Wong, for 34 years including taking it with him to Australia when he retired in 2008. The file suggest there were two further owners in Australia, one of which, it appears, was a specialist car dealer who did certain works on the car. Later, in 2013, it would end up in the hands of the ‘Classic Throttle Shop’ in Sydney. Seemingly, at the time, Mr Derek Hood of JD Classics in Maldon, Essex had an interest in or a relationship with the ‘Classic Throttle Shop’ and the car was shipped to the UK by JD Classics later in 2013. Before being delivered to our vendor, the car was handed over to Steve and Jamie Clark, the Porsche restorers at Clark & Carter in Cressing, Essex. Steve and Jamie examined, test drove, reported, serviced and arranged whatever was required to ensure it was presented to me, as its new owner, in a first class, exceptional and useable condition. Their invoice totalled £13,513.02.
I acquired the Porsche 2.7 RS Touring, WEU 968L, at a figure well above the then market value on the basis that the mileage indicated of just 12,527 was the total that the car had travelled. Indeed, within the attached letter from JD Classics they say they too had acquired it confident of its exceptionally low mileage. And, the history file suggests it is, indeed, correct. But is it? To me, it does not matter, I have chosen to believe it and approaching 50 years old, the car is a delight to me. The Tangerine is mesmerising, and the condition of the vehicle is exceptional. I always enjoy lifting the bonnet to enjoy the factory originality of the paintwork within the luggage compartment – and within the engine bay.”
The paperwork in the car’s history file indicates that the mileage in October 2005 was 9,306. The file further shows that when the car was sold to Duncan McKellar (purchased from Mr Wong) in 2008 it was 11,331 and this rose to 12,090 on 30/07/2009. On 30/11/2011 it was listed as 12,336 and in July 2013 we understand the indicated mileage was 12,422. These are documented but what cannot be confirmed is the car’s early mileage history.