1975 Porsche 934 911 RSR news, pictures, specifications, and information
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
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.
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.
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.
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.
Chassis Num: 0050004
This Wally's Jean car was built by Kremer Racing for a Dutch Blue Jeans manufacturer. Kremer was a firm founded in 1962 by brothers Erwin and Manfred Kremer, and was the first team that entered the Porsche 911 in International races. This car was raced in 1975, 1976, and 1977 by numerous drivers and had many podium finishes in Europe, including first place finishes at Diepholz and Hockenheim. It is powered by a 3 liter engine developing 330 horsepower, and was raced for some period in the 1980s.

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.
Chassis Num: 9115609122
This factory built race car was sold to Jim Busby by Vasek Polak Racing. Jim Busby raced this car with great success and podium finishing in IMSA. The car was sponsored by Beverly Porsche/Audi owner William Karges and Mitcom Equipment. This car is now campaigned at selected vintage events including the Monterey Historics by Tom Minnich of Pebble Beach, California.

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.
Chassis Num: 911 560 9121
This 3.0-liter Carrera RSR with chassis number 9121 is one of the last 'customer' examples produced by Porsche for the 1975 season. The car was delivered to Wartwig Bertrams and was originally powered by engine number 7840167. The car was raced by the Tebernum Team for the 1975 season. The following year, the team combined with George Loos' Gelo Racing organization. It is believed that the car raced under the Gelo banner subsequent to the consolidation of the two teams.

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
Chassis Num: 911 560 9122
Engine Num: 6850165
Build Num: 1046997
This Porsche 911 Carrera RSR 3.0-liter is an ex-Jim Busby IMSA race car that was imported by Vasek Polak and sold to Beverly Hills Porsche+Audi. It is Grand Prix White with Busby's 1975 IMSA season livery 'Beverly Hills Porsche+Audi.' This RSR is the second to last 3.0 RSR made, one of only 12 built in 1975. The car retains its Factory Slide Valve fuel injection, with 330 horsepower at 8,000 RPM and has the factory type 915 5-speed gearbox with the RS/RSR cooler. This car was ANDIAL's first racecar, and it is signed by the two surviving owners of ANDIAL, Alwin Spinger and Dieter Inzenhofer. The car is also signed by Jim Busby, Monte Shelton as well as Nort Northam and Jack Refening, the two drivers who competed in the car's last pro race, the 1981 12 Hours of Sebring. It features Type 917 five-spoke magnesium wheels (in storage; racing today on BBS wheels of the same size): 15x10.5 in front and 15x14 in rear. The car weighs less than 2,100 pounds. Its original RSR engine case is in storage as well as a factory correct 1975 date stamped RSR spare engine. This RSR has had an extensive IMSA and SCCA racing history from 1975 to 1981, including running at Laguna Seca, Daytona, Sebring, Road Atlanta, Portland, Riverside, Lime Rock, and Mid-Ohio. It has raced annually since 2010 at the Rolex Monterey Motorsports Reunion. It was co-driven by Porsche factory driver Patrick Long in 2011 and 2014 at Laguna Seca.
This RSR was raced by Diego Febles. During Diego's race career he was fortunate to be among the friends of Peter Gregg and the Brumos Racing Team. Febles was able to acquire a series of Porsche 911 variants from the Brumos team at the end of each racing season. The cars were proudly raced by Diego in the Brumos team colors.

This is the last privateer built RSR that Diego would purchase and race. The car is assembled and presented as raced. Diego Febles was a Porsche legend. He passed away on December 18, 2011 at the age of 82.
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
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
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