Porsche 934 911 RSR, 1975 934 911 RSR | Conceptcarz.com - Pictures, Pricing, Information, Wallpaper, History

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This car is the second 934 of the 31 Porsche built. Born December 3, 1975, this car raced successfully for seven season, through 1982. Long-time Porsche expert Bruce Anderson describes it as 'the most successful 934 to race in international competition.'

Egon Evertz raced it in the Group Four class of the World Championship. Kenneth Leim campaigned it in 1978 and 1979. Richard Cleare stewarted this ride to several class wins, including a class win at the 1982 24 Hours of LeMans. Dave Morse purchased it in 1985; it was club raced from then until its 1995 restoration. The next owner is still the current one.

The rear mounted, turbocharged six-cylinder, boxer-style engine produces 530 horsepower and connects to a four-speed transmission. The car weighs less than 2200 pounds. The original purchase price was $28000; that was delivered, ready to fuel up and race.

This 934 has a seven year racing history that makes it the most successful ever in international competition. With a 3.0 liter turbocharged flat six engine producing 630 HP it won 1st in Class at Le Mans in 1982. Since its restoration it has taken show class wins at the Porsche Rennsport Reunion II and at the Amelia Island Concours.

In late 1975 the Porsche factory was developing race cars for all three of the current manufacturer's championship in Groups 4, 5, 6. They would be the 934, 935, and 936, and all three found extraordinary success and championships in the coming years.

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Coupe
Chassis Num: 911 560 9114

This 1975 3.0L Carrera RSR was ordered by Peter Gregg, from Porsche's Racing Development Group at Weissach. It was one of the last RSR Carrera's ever completed by the factory. Between 1976 and 1979 this car, owned and driven by Jim Busby in 1976 and Dave Cowart in 1977-79, amassed seventeen IMSA podium finishes, including eight overall and class wins such as the 1976 Camel GT IMSA events at Laguna Seca, Sears Point, Mid-Ohio, and Ontario, and the 1978 IMSA GTO Championship. Additionally, it had twenty other top-ten finishes captured at every major road racing venue and endurance event within North America.

At the end of 1976, Jim Busby sold the car to Charles Mendez (the promoter for Sebring 12-Hour), who raced the car just twice before selling to Dave Cowart. Dave raced in IMSA events for the next two years, winning the GTO class outright in 1978 and placing 4th in 1979. He then sold the RSR to Jim Mullen, who raced it at Sebring and Riverside. It failed to finish at both venues due to engine failure caused by a collapsed main oil feed line which wasn't discovered until years later when the car was dismantled (this saga is documented in the August 1990 issue of Excellence magazine. Mullen sold the car to Bill Currie of Harvard, Massachusetts in 1981. Currie, partnered with Bud Lyons, directed a total restoration on the RSR, which was only seen in public twice between the restoration and 2001. Lee Giannone purchased the Carrera in 2001, after which it did some vintage racing, such as Rolex Legends of Daytona, and Concours events.

911 560 9114 was built by the Zuffenhausen Customer Service Department. It was constructed using special 934 pre-production components such as rear trailing suspension arms made of aluminum, extra-thin body panels for lightness, a 934-style fuel cell, a front-mounted oil tank, plus a one-ff fabricated titanium spool for the 915 transaxle.

911 560 9114 was delivered to Peter Gregg/Brumos Racing in October, 1974. It represented the culmination of experience that both the Weissach racing engineers and the Brumos Racing Team had acquired during the two and a half years Gregg had raced Porsche RSRs.

This Carrera is documented in Karl Ludvigsen's book, Excellence was Expected, and is one of the few 'customer' Carreras to be so featured. In that narrative, Peter Gregg describes 9114 as 'definitely the lightest and best-handing Carrera we ever had.' Jim Busby and Dave Cowert clearly leveraged those traits on the track.

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Coupe
Chassis Num: 9115609118
Engine Num: 6850162

This is a 1975 Porsche 911 RSR with serial number 9115609118. This RSR is an original un-restored example of the normally aspirated RSR era. Vasek Polak purchased this car at the end of the RSR production run in late 1974.

This RSR still has its original engine series number 6850162, transmission, seats, fire system, etc., although some components are stored for preservation.

This RSR was raced in various IMSA and TransAM events including Daytona (three times), Laguna Seca, and Brainerd. It was raced by Ted Field when he entered IMSA/Trans Am Racing with assistance from drivers Milt Minter and Danny Ongias. They eventually formed the successful Interscope Team in the 934/935 era.

Later Mr. Polak offered the car as the official IMSA Camel GT pace car from 1976-1978. It was painted in its current livery as the 'Joe Camel' car for the Camel GT Series. These are the R.J. Reynolds Company colors. Goodyear tire and rubber also sponsored it. Its one distinction was to lead every IMSA Camel GT race field during its pace car era.

Due to its pristine condition, it was sold to the Matsuda Porsche Museum in Japan where it resided until 2000. The RSR returned to the U.S. and was returned to its 'Joe Camel' livery by Kevin Jeannette of Gunnar Racing. The future for this RSR is to keep it in it's current unrestored condition and race it in select vintage race events.

The Carrera RSR solidified the earlier successes of 911s in European rallies and major road races. The unprecedented success of the Porsche 971 during 1969-1972 limited the 911's racing sponsorship primarily in privateer hands. However, with the decline in interest in prototype racing and the 1974 demise of the CanAm series, suddenly production based cars such as the RSR were elevated to headline status and the factory went out of its way to assist customers. In 1973 Porsche quickly switched focus to the 3-liter European GT Championship (FIA Group 4). Porsche created the road legal Carrera RS by modifying the std 911 with a beefed up, lightweight engine, 917 brakes, adjustable shocks, wide body work and wheels, plus the signature whale tail spoiler. The RSR, strictly a race-car, had still a more powerful engine, coil over shocks, and even wider bodywork and wheels. 109 RSRs were built in 1974.

Success was immediate. The RSR dominated the world GT scene from 1973 to 1975. Penske/Donahue selected the 1973 RS for the first IROC series in 1973. RSRs placed 5th thru 10th overall and first in GT class at LeMans in 1976.

Successful RSR competitors include: Atkin, Busby, Donahue, Dyer, Elford, Follmer, Gregg, Haywood, Holbert, Minter, Kemer, Earle, Robinson, Joest, Loos, Faure, Fitzpatrick, Hagestad.

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Coupe

The 1977 24 Hours of Daytona was the first race of the 1977 season and what later became known as IMSA's 'Turbo Era.' Regulations finally allowed the new Porsche 935 to compete in the 24 Hours. Not satisfied with the reliability of the new cars, Hurley Haywood accepted an invitation from John Graves to join him and Dr. Dave Helmick in the one-year-old 'Ecurie Escargot' RSR. The car was built by Hans Mandt, IMSA Mechanic of the Year in 1970 and 1971. The car as it appears here is exactly as it raced in 1977 with a modified Brumos paint scheme. The car worked its way toward the lead in the Daytona 24 Hour race after qualifying mid-field. During the night, Hurley took the lead after a marathon eight-hour double driving shift. Chased through the night by the trouble-plagued Turbo Porsches, Hurley maintained his lead, and won the third Daytona victory in just four races.

The Porsche 934 was a specially prepared racing version of the Porsche 911 Turbo built to satisfy the FIA Group 4 rules and to continue the marque's success in that class. Homologation requirements stated at least 400 road-going cars were to be built within a two year period. The dimensions of the road and race cars were to be equal and modifications throughout were to be limited, except for safety. A roll cage, fuel cell, and other common racing safety features were required. These restrictions made the class very competitive; the limitation of displacement and weight made competition even more fierce. The allowable limit of displacement size was directly tied to the vehicles overall weight. The more weight, the higher the displacement allowed; the lower the weight, the less displacement permitted.

Porsche introduced the new 930 model in 1975. This 911 Turbo Type 930 would serve as the basis for the new Group 4 racer, which would be dubbed the Type 934. During the development of the 930, the needs of the 934 were taken into consideration and planned appropriately. To satisfy the rules stating 'limited modifications', Porsche gave the 930 much strong and better components than needed, thus having it included on the 934. For example, components on the transmission were designed to handle the rigorous 485 horsepower from the Type 934 engine, making it under-utilized for the 290 horsepower Type 930.

The Type 934 was fitted with a turbocharger which helped the engine achieve over 480 horsepower. In 1977 the valves were enlarged and horsepower grew to over 550. To satisfy the 1120 kg rule, the interior was stripped many non-essential items. Major modifications were not allowed, which meant the electric windows remained in tact.

In both the European GT Championship and the TransAm Championship, the Porsche 934 was a dominant force. The highlights were from 1977 through 1979 when it captured three successive class victories at the legendary 24 Hours of LeMans.

IROC

In 1973, the International Race of Champions (IROC) league was formed. The top drivers from other leagues, such as IRL and NASCAR, were invited to prove their abilities against each other using identically prepared vehicles selected by the league. During the first year, the Porsche Carrera RSR was used. The first IROC I race was at Riverside International Raceway in California on October 27, 1973. The race was 76.2 miles long with the average speed being 101 MPH. The famous Mark Donohue led all 30 laps and took the checkered flag. Mark went on to win three of the four races during the first year of IROC racing.

Due to the high costs associated with building and maintaining the Porsche's, the Chevrolet Camaro was used during the second season and continued through 1980 when the league decided to take a break. In 1984, the league returned and once again featured the Chevrolet Camaro. In 1989, due to high costs associated with sponsoring the event, Chevrolet decided not to renew their contract with IROC. This meant that their IROC series of Camaro's were unable to be produced anymore.
As of January 1, 1990 at 12:00 AM, Chevrolet could not longer sell the IROC-Z.

The $659 IROC-Z option was available on the production Camaro Z28 from 1985 through 1987. In 1988, the Z/28 was no longer produced and the IROC became an independent model. The IROC option featured mechanical and aesthetic enhancements which improved the performance and handling of the vehicle and made the vehicle more visually stimulating. The package included 16 inch aluminum wheels with P245/50VR16 Goodyear Gatorback tires. The front and rear suspension was improved by adding rear Bilstein gas shocks, Delco front struts, and larger stabilizer bars. Due to the tires and suspension, the height of the vehicle was lowered.

Originally, the engine selected was the L69 which produced 190 horsepower. Also available was the LB9 which featured 215 horsepower but was only fitted with a four-speed automatic. In 1986 through 1989, Chevrolet used the LB9 engine which was now rated at 190 horsepower but featured 295 ft-lbs of torque. By using electronic port fuel injection and mass air flow sensors, the greater torque rating and better fuel economy was achieved. In 1989, the horsepower was increased to 230 in the LB9 engine. The torque rose to 345 ft-lbs.

In 1990, a driver side airbag was added which greatly improved the safety of the vehicle. The instrument cluster was updated. The TPI system was changed from the Mass airflow system to the Speed density system. This improved the horsepower rating by five.

The horsepower rating was nothing like the 1960's and 1970's which saw vehicles produced with ratings of 400 and 500 horsepower. This was due to a number of reasons. Government safety and emission regulations, insurance costs, and fuel economy were all major ingredients in dictating the size and efficiency of the engines and the vehicle. All manufacturers were forced to abide by guidelines which focused on safety and fuel economy and took away horsepower and performance.

In 1987, the mechanical and aesthetics of the vehicle were once again improved. The L98 engine became available as optional equipment. This was the same engine used in the Corvette and produced 224 horsepower, however, could only be acquired with an automatic, four-speed transmission. The front of the vehicle was altered; ground effects adorned the bottom of the vehicle. To make the vehicle more noticeable while driving down the streets, Chevrolet offered new, brighter colors.

Also in 1987, a convertible option became available at a cost of $4500.

When Chevrolet decided not to continue its support for the IROC league, Dodge stepped in and offered their Daytona.

The 1975 IROC season opened at the Michigan International Speedway in Brookly, MI on September 14, 1974. This was the first of four races and the first year the Chevrolet Camaros were used. The race was 100 miles long, consisting of 50 laps on the 2 mile oval track. Bobby Unser was the winner of the 1975 season, winning two of the four races. The other two races he finished second and third.

In 1976, A.J. Foyt won his first IROC title by earning the most amount of points during the four races. He did not finish first in any of the races. This was true for the 1977 season as well. A.J. Foyt was the victor without winning a single race, just by accumulating the most points throughout the season.

In 1990, the Dodge Daytona vehicles were now being used. Dale Earnhardt not only won the first race, he became the IROC champion in 1990.

In 1994, the Dodge Avenger replaced the Daytona. The Avenger was used until 1996 when it was replaced with the Pontiac Firebird Trans Am.

FIA Group 4

Photos grouped by event
Amelia Island Concours d'Elegance	Monterey Historic Automobile Races at Laguna Seca	Watkins Glen Historic Sportscar Racing	Watkins Glen Historic Sportscar Racing
The 100 Motor Cars of Radnor Hunt	Monterey Historic Automobile Races	2006 Amelia Island Concours d'Elegance

1975 Porsche 934 911 RSR
Year	1975
Make	Porsche
Model	934 911 RSR
Body Style	Coupe
Engine Location	Rear
Drive Type	Rear Wheel
Production Years for Series	1975 - 1977
Combined MPG	0.00

Chassis / Engine Numbers Shown
Chassis Number	911 46 09049
Chassis Number	911 560 9114
Chassis Number	9115609118
Engine Number	6850162

Engine
Engine Configuration	F
Cylinders	6
Aspiration/Induction	Turbocharged
Displacement	2994.00 cc \| 182.7 cu in. \| 3 L.
Valves	12 valves. 2 valves per cylinder.
Valvetrain	SOHC
Horsepower	291.00 BHP (214.2 KW) @ 5500.00 RPM
Torque	254.00 Ft-Lbs (344.4 NM) @ 4000.00 RPM
HP / Liter	97.0 BHP / Liter

Standard Transmission
Gears	5
Transmission	Manual

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