While the 911 2.4S had great success in the newly launched European GT Championship of 1972, it was beginning to suffer at the hands of the bigger Ferrari Daytonas and DeTomaso Panteras. Porsche made the decision to develop a new car for the following year to maintain its dominance in long-distance GT racing. It was clear that in the search for power, they would need a new engine, and that was exactly what Porsche decided to develop.
The goal for Porsche was racing in Group 4, the 2,500-3,000 cc GT class. Group 4 not only allowed a bigger engine, but also greater ﬂexibility in weight reduction and wheel size. While the 2.7 RS was (and still is) a great road car, to go racing competitively in Group 4, they needed to build something far more serious.
The Renn Sport Rennen (RSR) was an all out racing variant of the RS, officially known by the code M491. Starting with the lightest RSH bodyshell just 55 RSRs, all LHD were produced in a separate facility called Werk 1, which was Porsche’s racing workshop. Here the cars were built to an extremely high standard incorporating every conceivable improvement allowed by the FIA rule book at the time for their racing clients. The conversion cost approximately 25,000DMs, or roughly the same amount required to buy another 911 at the time.
The RSR looked very different from a standard 2.7 RS too with its flared arches and ultra-wide Fuchs wheels offering a much more aggressive look, however the conversion process was much more than just a bunch of styling tweaks, it was a serious engineering exercise.
When it hit the circuits in 1973, even Porsche could not believe the amount of success the car would have both in Europe and across the pond making it the car to have in Group 4.
Today originals are highly prized and when available, change hands for sums well into 7 figures depending on their provenance, ensuring they will remain an exclusive proposition for the lucky few.
With its 2.8 litre twin plug motor producing 300BHP @ 8,000RPM and maximum torque of 294NM @ 6,300RPM, the RSR is an exhilarating machine to drive, but in truth, whether original or an exact FIA replica, they are really only happy when driven as intended on a circuit and certainly not suitable for the road.
The car we have for sale is certainly inspired by the RSR, but rather than being an exact FIA replica, it has been developed to be a fast and engaging track day machine that can be driven easily on the road too.
Originally manufactured in 1972 as a LHD car, it was imported to the UK in 1983 possibly as an RS replica. Little is known about its early history, but when acquired by a Mr Phelan in 1993, it was certainly in this configuration. During Mr Phelan’s tenure the car was being used for sprinting and track days and there are bills from both GCR and Autofarm in the history file for its meticulous up- keep during this time. We sold the car for Mr Phelan in 2006 to Tony Moore, a UK Porsche enthusiast who then instructed his friend and RS specialist Mark Waring to project manage a conversion to an RSR style Evocation. This is well documented in the history file but included the following:
Once completed, the car could often be seen (and heard) at various Porsche events around the UK before finally being sold again in 2012 to DK Engineering. It came back into our tenure in 2014, almost a decade after we last owned the car and was quickly sold to an Italian client. Residing in Rome, he used it for the odd track day at Vallelunga, however with the Italian summer weather, the Webers often suffered from heat soak and the open megaphone exhausts ricocheting off buildings as he drove back into the city frequently set off stationary car alarms, causing upset in his local neighbourhood. So, in 2016 the car was returned to us to make it more drivable, powerful and a touch more civilised.
Once returned, it became evident that the engine was not performing to its full potential, so we were instructed to carry out a full rebuild including new pistons, new bearings throughout, new lightweight flywheel, new braided brake lines, new fuel lines and then convert the induction to EFI with AT Power cross shaftless throttle bodies with a new fully programmable engine management system.
Previously this car could be heard coming from 2 miles away and whilst an undeniably glorious sound, it made it prohibitive to use on most European circuits. So, the RSR headers and exhaust tips have been retained but with additional silencing to allow the car to pass track day noise requirements, however the induction noise is still pure theatre.
A new Quaife ATB limited slip differential was fitted with the refreshed gearbox, together with a complete set of new KW V3 dampers. This sub 1,000KG machine now produces a healthy and tractable 320BHP ensuring you stay focused on a favourite stretch of road and with just shy of £40,000 spent in recent mechanical refurbishment is ready to be enjoyed as intended.
An original RSR is undeniably a gorgeous thing, however it is also totally impractical for road use, even if the 1.5-2million pounds required was available to purchase one.
This 1972 LHD 911 manages to look just as dramatic with its new wide Campagnolo wheels on TB15 Michelin tyres together with the correct style RSR body in a period orange hue. Should you want to replace the wheels with period looking Fuchs items, we have a set of Braid 9×15” and 11×15” in the correct RSR finish available.
Add a tractable 320 BHP 3.4 litre twin plug motor, well sorted chassis, brakes, and LSD, it is probably just as quick in the real world too.
And the price? £149,995 – Approximate 1/10th of the amount required for an original, which buys a whole lot more than 1/10th of the entertainment.
The current UK registration number RSR900H will be included in the sale.
Please contact Carla to register your interest today.