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 Porsche 911 ST/GT photo

1971 Porsche 911 ST/GT

In 1970, Porsche increased the size of the boxer 6-cylinder engine in the 911S to 2.2 liters and thus increased the power output to 240 horsepower, up from 180 horsepower. For the 1970 racing season, it was decided that the 911 would form the backbone of Porsche's production-based motorsports activities.

The racing version of the upgraded 911S became known as the 911ST. Taking the lessons learned from the development of the 1967 911R, the engine car went on a diet. Once again, thinner gauge steel was used for the body tub and there was an extensive use of fiberglass for the external body panels and Plexiglas for all windows but the windshield. Removed were any kind of 'bright work' and body fillers normally used in street car production. Added were wider forged aluminum Fuchs wheels and the front brake calipers from the 908/2.

The development of the 911ST took place even though Dr. Ferdinand Piech, who became head of the motorsports department in 1965, had directed virtually all of Porsche's racing assets towards the 917 and the 908/3 with the twin goals of winning the World Manufacturer's Championship and, more specifically, Le Mans.

The 911ST was originally intended to primarily be a rally car, and it enjoyed much success in the hands of Swedes Bjorn Waldegaard and his co-driver, Lars Helmer. The 911ST also found some success on the race track in the hands of privateers, however. 911STs were entered at Le Mans and most of the other important European races. Its greatest success came while in the hands of Peter Gregg and his Brumos team.

Taking a refurbished 'ex-werks' rally car, Gregg installed a 270hp, 2.5-liter engine and took class wins at the Daytona 24 Hours and Sebring 12 Hours with co-driver Hurley Haywood. Over in Europe, John Fitzpatrick took a Kremer brothers' entry to the Manufacturer's and Driver's Championships in the European Touring Car series.

For the 1971 season the works entries were restricted, and the main effort became the East African Safari Rally. Three new cars were built specifically for this long-distance endurance event. The number 33 car was driven by Waldegaard and co-driven by Helmer in that Rally.

Sears Tires, then made by Michelin under contract, was one of the sponsors. This resulted in the car competing with whitewall tires in the toughest rally in the world at the time.

Source - Porsche

Related Reading : Porsche 911 History

The legendary Porsche 911 is the longest production run sports car of all time. It was conceived as a successor for the highly successful Porsche 356 and from the start had high aspirations for success. Ferry Porsches son, Ferdinand Alexander Porsche, designed the 911. When it went into production it was labeled the 901 but Peugeot had claims to the name, so to avoid infringing on their naming scheme,....
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Related Reading : Porsche 911 History

Who could predict that the 911 would be Porsches saving grace and surpass the 356 in sales, longevity Quickly establishing itself as an icon of 60s cool, the iconic 911 only became more popular as the years went on. The flagship of the current lineup of Porsche, the 911 (pronounced Nine Eleven) or Neunelfer is a two-door grand tourer with a very distinctive design. The 911 is one of the oldest....
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1971 Vehicle Profiles

1971 Porsche 911 ST/GT vehicle information

Coupe

This 1971 Porsche 911 S/T was one of three factory works cars entered into the 1971 East African Safari rally. As #19, this car was driven by Sobieslaw Zasada and Marian Bien to a fifty overall finish. Zasada and Bien drove this car in the 1972 Easte....[continue reading]

1971 Porsche 911 ST/GT vehicle information

Coupe

Chassis Num: 911 130 0647

The Porsche 911 2.3 and 2.4 ST/GT cars were produced in 1970 and 1971. These were intended as racing cars and served as a replacement for the T/R that had been in limited production since 1968. The ST/GT ran in Group 4 competition and the FIA allowed....[continue reading]

Coupe
 
Coupe
Chassis #: 911 130 0647 

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