2010 Porsche 911 Sport Classic
09-03-09, 06:58 PM
#28
Lexus Fanatic
I found some photos of the model they are trying to style the new car after.
The 2.7-litre Carrera RS is widely regarded as one of Porsche's most legendary automobiles. Originally conceptualised as a homologation special to satisfy the FIA's Group 4 production requirements (namely a batch of 500 identical road cars), in the end, demand for this first RS-badged 911 was so strong over 1500 were eventually manufactured. It was introduced at the Paris Salon during October 1972 and went into production almost immediately, Porsche wanting to satisfy the FIA's demands quickly in order to be able to race their 2.8-litre RSR's during 1973.
Technically made in four variations, the first to arrive was the RS H (in reference to Homologation) of which only 17 were built, all in the earliest days of production. Quickly superseded by the 2.7 RS in either Sport or Touring specifications, the fourth version, the 2.8 RSR, was built for Group 4 Appendix J competition and is covered seperately in Part 5. Hot 2.7-litre Typ 911/83 engines were dropped into what was a more or less stock F-series 911 S chassis, the 2687cc displacement having been achieved with a bore and stroke of 90 x 70.4mm respectively. Bored out from 84mm, this was facilitated by using nickel-silicon carbide plating for the aluminium cylinders. Output was up to 210bhp at 6300rpm, 30bhp more than the 2.4-litre 911 S. Compression went unchanged at 8.5:1, as did the Bosch mechanical fuel injection and five-speed gearbox. However, weighing in close to the 1050kg 911 S, performance figures for both Sport (975kg) and Touring (1075kg) were outstanding. Posting 0-60 times of 5.5 and 5.8 seconds respectively, and with identical top speeds of 153mph, these RS-badged 911's could outperform even the most extravagantly engineered supercars of the early 1970's. At just 960kg though, the 17 RS H's would have been the quickest derivatives of all. Externally a couple of subtle but important developments were made that help distinguish all RS 2.7's from less highly tuned derivatives.
The body panels themselves were considerably lighter than for production 2.4's built concurrently. Thinner sheet steel was used for the front and rear wings, front lid and roof, other universal upgrades including a new front spoiler with provision for a supplementary oil cooler. There was a distinctive new ducktail rear spoiler mounted on the engine lid, all four wheelarches being subtly flared to accommodate wider Fuchs forged alloy wheels. Carrera decals applied to the sills between the wheels were generally fitted as standard although customers could opt for these to be deleted.
While H, Sport and Touring variants might have appeared similar to one another, there were also key differences between them. RS H decals were only available in black but subsequent Sport and Touring 2.7's could be specified with either black, blue, red or green stickers along with colour-coded wheel centres. More importantly, H and Sport versions were fitted with lightweight engine covers and one-piece bumpers manufactured from glassfibre. They also got thinner Glaverbel glass and adhesive Carrera RS scripting on the engine cover. By contrast, Touring spec cars had steel bumpers and engine covers. It was inside that the most obvious differences could be found, the RS H and Sport cabins being stripped of all sound-deadening equipment, carpeting and also the rear seats. Sold with a very basic level of trim, the electric windows were junked, thin felt carpeting and rubber mats being joined by lightweight Recaro bucket seats. The Touring got a far more luxurious cabin imported almost directly from the 911 S, but this was at the expense of 100kg. Porsche's original objective was for a limited run of 500 cars to be built, this enough to get homologation for the 2.8 RSR into the FIA's Group 4 class. They were not, however, anticipating such an enthusiastic reception and soon found themselves producing a second batch of 500 followed by a third just a few months after that.
In the process, an unexpected bonus was satisfying the homolgation requirements for Group 3 where the RS would also sweep the board. With all possible production requirements met, Porsche continued to offer the RS albeit now alongside the 911 S. Fom April 1973 they began phasing in some of the 2.4's heavier steel body panels as fewer and fewer Sport versions were ordered. Production ran for just eight months between November 1972 and July '73, during which time 1580 RS 2.7's were completed in Sport (Lightweight) and Touring configurations.
The 2.7-litre Carrera RS is widely regarded as one of Porsche's most legendary automobiles. Originally conceptualised as a homologation special to satisfy the FIA's Group 4 production requirements (namely a batch of 500 identical road cars), in the end, demand for this first RS-badged 911 was so strong over 1500 were eventually manufactured. It was introduced at the Paris Salon during October 1972 and went into production almost immediately, Porsche wanting to satisfy the FIA's demands quickly in order to be able to race their 2.8-litre RSR's during 1973.
Technically made in four variations, the first to arrive was the RS H (in reference to Homologation) of which only 17 were built, all in the earliest days of production. Quickly superseded by the 2.7 RS in either Sport or Touring specifications, the fourth version, the 2.8 RSR, was built for Group 4 Appendix J competition and is covered seperately in Part 5. Hot 2.7-litre Typ 911/83 engines were dropped into what was a more or less stock F-series 911 S chassis, the 2687cc displacement having been achieved with a bore and stroke of 90 x 70.4mm respectively. Bored out from 84mm, this was facilitated by using nickel-silicon carbide plating for the aluminium cylinders. Output was up to 210bhp at 6300rpm, 30bhp more than the 2.4-litre 911 S. Compression went unchanged at 8.5:1, as did the Bosch mechanical fuel injection and five-speed gearbox. However, weighing in close to the 1050kg 911 S, performance figures for both Sport (975kg) and Touring (1075kg) were outstanding. Posting 0-60 times of 5.5 and 5.8 seconds respectively, and with identical top speeds of 153mph, these RS-badged 911's could outperform even the most extravagantly engineered supercars of the early 1970's. At just 960kg though, the 17 RS H's would have been the quickest derivatives of all. Externally a couple of subtle but important developments were made that help distinguish all RS 2.7's from less highly tuned derivatives.
The body panels themselves were considerably lighter than for production 2.4's built concurrently. Thinner sheet steel was used for the front and rear wings, front lid and roof, other universal upgrades including a new front spoiler with provision for a supplementary oil cooler. There was a distinctive new ducktail rear spoiler mounted on the engine lid, all four wheelarches being subtly flared to accommodate wider Fuchs forged alloy wheels. Carrera decals applied to the sills between the wheels were generally fitted as standard although customers could opt for these to be deleted.
While H, Sport and Touring variants might have appeared similar to one another, there were also key differences between them. RS H decals were only available in black but subsequent Sport and Touring 2.7's could be specified with either black, blue, red or green stickers along with colour-coded wheel centres. More importantly, H and Sport versions were fitted with lightweight engine covers and one-piece bumpers manufactured from glassfibre. They also got thinner Glaverbel glass and adhesive Carrera RS scripting on the engine cover. By contrast, Touring spec cars had steel bumpers and engine covers. It was inside that the most obvious differences could be found, the RS H and Sport cabins being stripped of all sound-deadening equipment, carpeting and also the rear seats. Sold with a very basic level of trim, the electric windows were junked, thin felt carpeting and rubber mats being joined by lightweight Recaro bucket seats. The Touring got a far more luxurious cabin imported almost directly from the 911 S, but this was at the expense of 100kg. Porsche's original objective was for a limited run of 500 cars to be built, this enough to get homologation for the 2.8 RSR into the FIA's Group 4 class. They were not, however, anticipating such an enthusiastic reception and soon found themselves producing a second batch of 500 followed by a third just a few months after that.
In the process, an unexpected bonus was satisfying the homolgation requirements for Group 3 where the RS would also sweep the board. With all possible production requirements met, Porsche continued to offer the RS albeit now alongside the 911 S. Fom April 1973 they began phasing in some of the 2.4's heavier steel body panels as fewer and fewer Sport versions were ordered. Production ran for just eight months between November 1972 and July '73, during which time 1580 RS 2.7's were completed in Sport (Lightweight) and Touring configurations.
