1976 934  |
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1975 Porsche 934 911 RSR news, pictures, and information | ||
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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.
 |  |  | Coupe Chassis Num: 911 560 9114 |
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.
 |  |  | Coupe Chassis Num: 9115609118 Engine Num: 6850162 |
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.
By Daniel Vaughan | Feb 2008
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.
By Daniel Vaughan | Feb 2008
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 |  |  | Coupe Chassis Num: 0050004 |
The car was restored in Europe to be presented at the Classic Le Mans in 2008. The current owner has vintage raced it in the United States for the past 6 years.
 |  |  | Coupe Chassis Num: 9115609122 |
In 2009, this Porsche RSR Coupe was offered for sale by Bonhams Auction at the Quail Lodge Resort and Golf Club in Carmel, CA. It was estimated to sell for $425,000 - 495,000. The lot left the auction unsold.
 | Coupe Chassis Num: 911 560 9121 |
The RSR was later sold to Mr. Bob Luth and later purchased by Michael Amalfitano in February of 2002.
In 2010 the car was offered for sale at the Exceptional Motorcars and Automobilia presented by Bonhams. As bidding came to a close, the car had been sold for the sum of $370,000 inclusive of buyer's premium.
By Daniel Vaughan | Oct 2010
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.
By Daniel Vaughan | Feb 2008
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.
By Daniel Vaughan | Feb 2008
One of the most successful shapes of all time, every young schoolboy can spot a Porsche 911 when one drives by. Porsche purists can wax poetic on the timeless lines of the series. And surely timeless is the right word. Introduced in 1964, even the very first 911 looks remarkably similar to today's iteration. The smooth, elegant contours, though, have occasionally taken on a distinctively sinister flair. Case in point, the 911-based Porsche 934.
Introduced as a hardcore racer's Porsche, only a small number of 934s were made for street use. Of the 31 true 934s built, most if not all were destined for a hard life of race use. The street cars were produced only to fulfill a requirement of the FIA's Group 4 regulations. The Porsche 934 was built to dominate on the tracks, not to be flaunted on the streets.
Successful in its Group 4 class, the 934 proved a proud successor to the impressive RSR. The brutish 934 was an awe-inspiring piece of machinery. Despite its menacing stance, though, the 934 was more civilized than one would expect. The reason was simple. The 930, a turbocharged variant of the 911 on which the 934 was based, weighed little more than the lowest allowable weight for its displacement level according to FIA regulations. Porsche, therefore, was only permitted to shave a mere 20kg off of the 930 when they transformed it into the fire-breathing 934. With barely any weight to lose, the 934 was able to retain many of the creature comforts of the luxurious 930.
Despite the minimal weight loss necessary, Porsche did some ingenious work when leaning out the 934. Sure, you could have your race-ready banshee with factory door panels and power windows. But Porsche managed to shave enough pounds off the rest of the car that the Stuttgart company was forced to add weight. While adding weight to a racecar sounds like an idea created simply to torture the vehicle's creators, the FIA regulations actually gave Porsche the ability to load the car with ballast used to improve the weight distribution.
Even with its optimally placed ballast and advanced aerodynamics, the 934 was a handful on the track. The inherent tail-happiness of the 911 design, the manic power levels, and the fairly high weight created a vehicle that could break loose easily. But with such a fierce face, the violence could almost be expected.
Porsche employed a huge air dam up front to provide ample air supply to the Behr water radiators, oil cooler, and front brakes. Many components of the 934's body were made of lightweight fiberglass, including the wide fender flares and legendary whale tail rear spoiler. These racy items weren't just for show: the 934 initially produced 485hp at 7000rpm, with 540hp available from subsequent versions produced in 1977.
Proving the great dynamics of a trademark Porsche design, the 934 was a formidable beast with wild wings that remained every ounce a 911. The car will always be remembered as one of the last spectacular Porsche racers to remain so true to that hallmark curvature. But power windows and resemblance to lesser models aside, the 934 was a devastating weapon in the hands of any driver brave and skilled enough to harness its awesome performance.
The site www.qv500.com supplied information for this story, and contains useful guides to many prominent supercars. By Evan Acuña
For more information and related vehicles, click hereIntroduced as a hardcore racer's Porsche, only a small number of 934s were made for street use. Of the 31 true 934s built, most if not all were destined for a hard life of race use. The street cars were produced only to fulfill a requirement of the FIA's Group 4 regulations. The Porsche 934 was built to dominate on the tracks, not to be flaunted on the streets.
Successful in its Group 4 class, the 934 proved a proud successor to the impressive RSR. The brutish 934 was an awe-inspiring piece of machinery. Despite its menacing stance, though, the 934 was more civilized than one would expect. The reason was simple. The 930, a turbocharged variant of the 911 on which the 934 was based, weighed little more than the lowest allowable weight for its displacement level according to FIA regulations. Porsche, therefore, was only permitted to shave a mere 20kg off of the 930 when they transformed it into the fire-breathing 934. With barely any weight to lose, the 934 was able to retain many of the creature comforts of the luxurious 930.
Despite the minimal weight loss necessary, Porsche did some ingenious work when leaning out the 934. Sure, you could have your race-ready banshee with factory door panels and power windows. But Porsche managed to shave enough pounds off the rest of the car that the Stuttgart company was forced to add weight. While adding weight to a racecar sounds like an idea created simply to torture the vehicle's creators, the FIA regulations actually gave Porsche the ability to load the car with ballast used to improve the weight distribution.
Even with its optimally placed ballast and advanced aerodynamics, the 934 was a handful on the track. The inherent tail-happiness of the 911 design, the manic power levels, and the fairly high weight created a vehicle that could break loose easily. But with such a fierce face, the violence could almost be expected.
Porsche employed a huge air dam up front to provide ample air supply to the Behr water radiators, oil cooler, and front brakes. Many components of the 934's body were made of lightweight fiberglass, including the wide fender flares and legendary whale tail rear spoiler. These racy items weren't just for show: the 934 initially produced 485hp at 7000rpm, with 540hp available from subsequent versions produced in 1977.
Proving the great dynamics of a trademark Porsche design, the 934 was a formidable beast with wild wings that remained every ounce a 911. The car will always be remembered as one of the last spectacular Porsche racers to remain so true to that hallmark curvature. But power windows and resemblance to lesser models aside, the 934 was a devastating weapon in the hands of any driver brave and skilled enough to harness its awesome performance.
The site www.qv500.com supplied information for this story, and contains useful guides to many prominent supercars. By Evan Acuña
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 1975
Porsche
models |
| Porsche 911 |
| Porsche 911 Turbo |
| Porsche 914 |
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| 1976 934 |
