Regarding the measures in detail:
Engine and technology from Rugen Motorsport
Engine completely disassembled, all parts checked for dimensional accuracy, pistons, cylinders, connecting rods, timing chains, chain tensioners (hydraulic), valves, valve springs, camshafts and rocker arms renewed. Engine housing (901) machined, crank mechanism finely balanced (maximum speed 8000 rpm), connecting rods and pistons balanced, head machining, large valves, sports camshafts. Large oil pump (3.2l Carrera), ignition distributor with optimized adjustment curve, Permatune high-voltage ignition system, Permatune ignition coil. 40 IDA Weber carburettors disassembled, cleaned, newly stored and jetted, open intake trumpets with imitation leather cover for service life. Alternator revised, starter reinforced (1.5 hp). Racing manifold without heat exchanger, stainless steel sports pot with two outlets adapted. Engine paneling without outlets for heating pipes, rigid engine and transmission mounts, large racing cooling system type S/T in the right fender with thermostat, additional start button in the engine compartment, overflow oil tank for ventilation.
901 gearbox: gearbox completely dismantled, synchro rings new, shorter translation (maximum speed approx. 210 km/h at 8000 rpm), sports clutch with lightened and finely balanced momentum, switching block from the 915 gearbox with lock for reverse gear, sports shift pattern (1st Rear left gear), new shift linkage, modified storage with precise and short shift travel.
Electrics converted to racing electrics (LME electrics): complete wiring harness renewed, fully heated windscreen (original spare part from the 959 no longer available), two emergency stops in the interior and trunk, additional lines provided for conversion to dual ignition, light and leak-proof gel battery. Engine wiring harness with central connector for easier engine removal, starter button in the engine compartment.
Brake system: 4-piston calipers (944 turbo), perforated and internally ventilated 300mm brake discs at the front and rear with aluminum pots, Pagid pads, brake balance valve for pressure reduction at the rear, hydraulic parking brake (no drum brake), Teflon and steel flex brake lines, two master brake cylinders for the front and rear with separate expansion tanks, pedals replaced by pedal system with adjustable brake balance (exact, hard pressure point).
Chassis: original Fuchs rims in front 7J x 15 with 205/60, rear 8J x 15 with 225/60 with Yokohama A032, spring struts renewed and Raceline racing dampers (Bilstein), harder torsion bars, Unibal dome bearings, wheel bearings front and rear renewed, all chassis rubber bearings through self-lubricating DQ bearings (Teflon) replaced, adjustable stabilizers, all axle parts disassembled, measured on axle alignment gauges and mounted with optimized geometry. Bearing of the steering without rubber parts, turbo spurt calipers, auxiliary support in aluminium.
Body by Raceline Feustel
Body completely dismantled down to the body shell, completely thermally stripped of paint and sandblasted, derusted, soldered, aligned. Toh body mounted on the frame straightening bench, all welds re-welded (reinforcement), Raceline cage individually adjusted and cage mounts welded on the frame straightening bench and cage mounted. Welded seat rails, drilled attachments for 6-point belts. Reinforced, rust-free body primed and painted in Grand Prix white.
911-R parts: GRP hoods front and rear, GRP doors, GRP fenders without tank filler neck, front indicators, parking light housing, GRP rear lights, GRP bumpers front and rear, rear side parts from the 73 RS in sheet metal, no insulation, Painted underbody, no underbody protection, one-armed wiper, emergency stop (power cut) on the cowl, plexiglass panes: triangular window with ventilation capsule, deflectable panes in doors, rear side windows, rear window.
Driver's cabin and workplace: no insulating material, no roof lining, no heating, no carpet, needle felt on dashboard and rear shelf, painted interior, ventilation for driver, two Recaro Pole Position SPG in Nomex black, two 6-point belts, Narrt leather steering wheel with long Hub, brake pressure valve to adjust the brake balance (tilton), ventilation for drivers.
Trunk: 50 liter safety tank system (rubber bladder with foam), aluminum catch tank, two fuel pumps, all fuel lines renewed, dry battery (leakproof and light), strut bar with RSR welded consoles, emergency stop switch…
We hope that we were able to make it clear: This vehicle was completely rebuilt without regard to costs, no stone was left unturned. The effort in working hours amounts to approx. 1,500, the costs for the pure construction of a comparable vehicle at the present time are approx. 200,000 euros (without the basic car).
This 911 is an ideal tool for fast trips and closed racetracks. On the small circuit in Hockenheim, lap times in the 964RS range are possible with this vehicle and the appropriate driving skills. The craft of rebuilding is in a rarely seen high-end quality – absolutely consistent, without compromises and stopgap solutions.
The 1965 Porsche has no FIA car passport, no checkbook. It is not suitable for original fanatics, gap measure naggers and paint layer thickness gauge (… this can not be used on about 2/3 of the body anyway – plastic hood, fenders, doors, engine cover…)
With the best recommendations for this special racing car – and many thanks to Luca di Blasi (Instagram: @hub_raum_ ) for the wonderful photos!
Your dls team