The Carrera RS2.7 Prototype

The phone call came out of the blue one Wednesday: "I’m thinking of buying the prototype 911 RS 2.7 Carrera that is currently being advertised by Blackhawk Collection. Do you know anything about it?" came the first enquiry from the eventual owner of the fascinating Porsche prototype you are going to read about here.

I was able to reply that I did know something about it; whilst I had been living in England, I had forged a friendship with Josh Sadler, the boss of "Autofarm", a shop that specializes in Porsche 911s in Oxfordshire, not far from where I then lived. In the eighties, I had bought an RS 3.0 replica from Autofarm, which was beautifully done, fitted with a twin-plug RSR 3.0 engine and registered for the street. Boy, did that thing go! Really one of those "shouldn’t have sold that" cars. Anyway, back to last week.

I was able to tell the potential buyer that I knew that Autofarm had been restoring this "911 prototype" when I left England in 1997 for America. I further knew it had been a 1972 911S/T, Chassis #911 230 0769, rally car that Sobieslaw Zasada had crashed in the Polish Rally in July 1972. According to letters from the factory, the car had then been repaired and re-numbered to 911 360 0001 and given to the Press and Sports department in December 1972.

According to factory literature, it was then used "as the Carrera RSL prototype in homologation matters. Fitted with development 2.8 RSR engine."

It was sold in early 1974 to an English customer, along with several used experimental RSR engines.

To bring us back to the present; the potential customer was very interested in buying this 911 and, after a few more Factory letters had been faxed to me, I found myself on a ‘plane on Friday morning, charged to go and investigate this mysterious "911 prototype".

Arriving at Blackhawk’s Collection in Danville, California on Friday afternoon, I was greeted by Chris, who took me to see the car, sitting in Blackhawk’s mouth-watering display of desirable motor cars.

My first reaction on seeing the Porsche was that this was virtually a 1972 911S/T, which indeed the car had started life as. There was the telltale external door on the right rear wing which was 1972 production only, for filling the oil tank. The production number on the dashboard checked out according to the information that the factory kindly gave but, in the front compartment was stamped 911 360 0001 in the front bulkhead. There was no evidence of tampering with the original number and the number had been done with the correct factory stamps. It was evident that the factory had welded in a complete new platform during their renumbering of the 911. There was also a chassis plate affixed, clearly stating 911 360 0001.

Nestling in the engine compartment, beneath the Ducktail was a full-blooded RSR 2.8 litre twin plug engine with high butterfly injection and a beautifully fabricated oil tank, complete with "sight tube" level gauge situated in the engine compartment.

The 911 was sitting on 7 inch fronts and 8 inch rears, the rear wheel arches appearing to be RS style, but the fronts being widened1972 911S/T shape.

Inside the car, a pair of Scheel rally seats and a rollbar nestled in the stripped out interior, which had a bare covering of black needle felt carpet. At the front, a battery of eight Cibie rally lights sprouted from the hood.

Ever since the 911s introduction in 1964, private customers had been buying tuned up lightweight versions for racing and rallying. In 1967, there were several "lightweight" 911Ss built, with no seam welding or undersealing and tune up kits for the engine. The 911R of 1967/8 was the most extreme of these early racers but was never built in enough numbers to be homologated as a "production" GT car. After this various 911Ss were modified to provide racing customers with a true GT contender. Even the 911T became the 911T/R, as it was the lightest of the 911s and, with a 911S engine fitted, extremely fast for its time.

The 911S/T, made from 1970 to 1972, has gradually come to be seen as one of the rarest of the 911 racers. According to factory figures in "The Porsche Book" (Boschen and Barth), just eighteen cars were built from 1970 to 1972. Other sources say that enough parts were manufactured for thirty cars with extra pieces for another hundred. Some were rally cars, usually with single plug engine in the quest for reliability and some were out and out racers, with twin plug engines and bores enlarged by 1mm, the most that was allowable under FIA mandated Group 4 rules at the time. Weight was down to 1848 pounds, something no customer built 911S/T ever reached!

The factory also provided a kit of parts to private owners (plastic front cover, plastic front and rear bumpers, front mudguard extensions, aluminium doors and Plexiglass for the side and rear windows), who could then turn their road-going "S" into a racer. However, these probably did not have the lightweight panels to be found on the factory built cars.

Where the suspension was concerned, the competition S/T used standard torsion bars and anti-roll bars. Toe-in was 0, camber was –30’ at the front and a strut brace was fitted inside the front compartment to link the shock towers together. The brakes from the 908/2 "Flunder" were fitted. Rear suspension torsion bars were .9 inch in diameter and the anti-roll bar was .6 inch diameter. There was 0 degrees toe-in and –1degree, 30’ negative camber. Aluminium brake calipers replaced the usual cast iron ones.

In 1970, the flat six engine had been 2247 cc in capacity, based upon the 2.2 litre S of 2195 cc. This Type 911/20 engine, using a 10.3:1 compression ratio and bigger inlet valves, made 240 bhp at 7800rpm and 166 pound feet of torque at 6,300rpm, according to factory figures.

In 1971, the engine was enlarged again, this time to 2381 cc and power now became 260 bhp at 7800rpm. Torque was also increased and was now up to 188 pounds feet, still at 6,300 rpm. The basic car remained as in 1970.

Using the later 2.4 engine as a base, by 1972, the capacity had become 2,494cc. Bore and stroke were 86.7 x 70.4 mm and compression ratio 10.3:1. With racing style Bosch fuel injection, power was now up to 275 bhp at 8,000rpm. Torque was quoted as 196 pound feet at 6,200 rpm.

The odd thing about the 1972 2.5S/T is that it actually received a re-designed engine during its miniscule production run! The first engines showed a disconcerting habit of shedding their flywheels so, to stop this, Porsche engineers produced a "Mark 2" version, with the bore and stroke changed to 89 x 66.0mm. Capacity was now 2492 cc and, presumably, the problem of flywheel shedding was cured.

It was with modified 911s like these that Porsche came to dominate the GT classes, usually with wealthy amateurs driving them, just as Ferrari had done with their 250 GT Berlinetta a decade before. Want to win the GT class anywhere? Simple – buy a 911.

Of course, before the mighty Turbocharged 935s arrived on the scene in 1976, there was one more variant on the 911 theme to go – the RSR. That car has become such an icon amongst Porsche enthusiasts that it has overwhelmed the story of the S/T. Amongst its class victories, the S/T could count Le Mans, Spa, Nurburgring, Daytona, Sebring…you name it, they did it. John Fitzpatrick, the English driver, working for the Kremer Brothers, won five out of nine races in the European GT Championship, making him an easy winner. The 2.5S/T that he drove had been assembled in Kremers’ own shop. In America, Hurley Haywood beat Bob Beasley, both in 2.5 S/Ts, to win the IMSA GT Championship. GT Championships were won in Sweden, Portugal, Switzerland and Poland.

When it came to rallies, the S/T won the Alpine Rally, the Swedish and German all outright, and specially modified versions almost won the Safari and the Monte Carlo Rally.

At the Blackhawk Collection, the blood red car positively exuded character and there were two bulky albums of documentation with it, made up by Autofarm when they restored the car. The whole restoration by Autofarm was shown in many photographs and there were documents galore showing the 911s provenance. There were even photos of the car on it’s side after Zasada had crashed it during the Rally of Poland on July 15th, 1972, with a letter from one of the spectators who had been there to a magazine! The car had carried "Shell" stickers upon it, amongst others, and after it’s repair and then its stint with the Factory as a test car, it had been sold to Stanley Palmer of G.A.S. Palmer in England in 1974, along with several RSR engines. The bill for the engines was there and showed an amount of £800.00 being paid for them. Happy days.

Josh Sadler remembered: "Steve Carr, my then partner, went out to the factory to see the car and Stan Palmer negotiated the deal over the next few months. The car came into England as a rolling chassis, that is, without an engine. We installed an RS 2.7 engine into it."

The question then arose: Exactly what engine was in this car when the factory used it? I’ve not yet had the answer to that question from the factory but, perusing the documentation in one of the albums with the car, I think I may have found the answer.

In a letter from Porsche, dated 16th January 1974, it clearly states: "According to Mr. Barth the following are available:

1: 1972 Porsche Carrera RS Light-weight Group 4, 2.8 litre, (author’s emphasis). Colour red. Was Zasada car. Asking price: DM25,000 (£4,000 fob)."

There were two invoices for the actual car. One for the rolling chassis and one for an engine (besides the other RSR engines that were sold to Autofarm at the same time). The invoice, dated 5th February 1974 for the engine that came with the car clearly shows the number: 662 2022. for DM11,100. The sales contract, dated 6th February 1974, clearly specifies: "Invoice number 9034/74 for the chassis and no. 9035/74 for the engine and gearbox." There is also a "delivery note" from Porsche, dated 5th February 1974, clearly stating: "Fargestell-Nr (Chassis number) 911 360 0001, Motor-Nr. (engine number) 662 2022. 662 2022 was originally a 2.5 S/T engine, used in chassis number 911 230 0538. When Autofarm inspected the engine, they found that it had been modified, by the factory, to become a pre-production 2.8 litre unit.

Exactly what happened to 911 230 0538 is unknown at the time of writing. Early 2.8 litre engines were built on the same magnesium crankcases as the 2.5 S/Ts. It was simply a matter of bolting on larger barrels and pistons.

At that time, if one supplied a car to England from outside the country, one escaped import duty by importing the car in a dismantled state, or "spares". Could this have been the reason the engine and gearbox were out of the car?

So this shows the reason why this 911 joined the prototype ranks for the RS 2.7 Carrera. In reality, it was used as a test car for the Group 1V RSR 2.8 litre race car, not as a test car for an "ordinary" road-going RS 2.7.

The question now is: What exactly did this "RSR" prototype do whilst in Porsche’s hands? Why, it was used as a test car to develop the new for 1973 RSR that would come to dominate the GT class Worldwide. Remember that RSRs won the Daytona 24 Hours, Sebring 12 Hours and the Targa Florio outright in 1973.

It is JUST possible that this is the Prototype RSR that raced at the Osterreichring on July 25th, 1972. Although that would mean that the factory mechanics would have had to work at breakneck speed to repair the sheet metal damage from the Polish Rally crash, it was still entirely within their capabilities. Studying a photo of this car, driven by Waldegaard and Steckonig (it finished tenth overall), one can only see similarities with a factory issued photo (seen here), which shows both 0001 and 0002 together. There are the larger wheel arches of 0001, the same blood orange color, the front fuel filler and the rear mounted oil filler.

According to the "Carrera" book by Georg Konradsheim and Thomas Gruber, factory documents say that RS 2.7 production started at chassis number 911 360 0011, leaving a gap of ten cars that were used as test cars to develop the RS. In fact, they say: "In April 1972 the first complete vehicle was assembled; the only parts missing were the front and rear spoilers and the final name in its characteristic form. This first prototype was originally intended to be a 911S 2.7 and was based on a bodyshell from the 1972 model year. That is why the oil tank cover was in the right rear fender and the direction indicator lights were chrome plated". (Author’s italics.) One can presume that they were discussing this car.

"Between April 1972 and the start of series production in October, eight further prototypes were built. They were used for tests, practice, internal presentations, and licensing procedures. Later Porsche made these vehicles available as company cars to its factory drivers." (Author’s italics.)

After all, what was an RS 2.7 Carrera but a lighter 911S with a bigger engine? That description exactly fits a 1972 911 S/T.

During its sojourn in Britain, the 911 had been rallied by David Agnew in Ireland, doing well, including a second place overall on the Donegal Rally and had then been sold to Sean Campbell in 1977, he carrying on rallying it, winning at Mourne and placing second at Wexford. Campbell remembered that: "Apart from brake pads, tyres, servicing etc, nothing else needed to be done to the car! Campbell sold the RS to Autofarm in November, 1978. The engine number was noted as being 663 0533.

Autofarm restored the car back to original specification many years later, including the rear mounted oil filler and installed the twin-plug RSR engine. During the restoration, the original production number 102 3900 was found, written in greaseproof crayon, beneath the dash structure with appropriately, the production number stamped into the dash, thus dispelling any doubts that this was Sobieslaw Zasada’s 1972 Rally 911S/T. The last owner had then sold the 911 RS prototype to the Blackhawk Collection around 2002.

What a car! To find a 911S/T in good condition is rare indeed, but then to find that the factory had re-numbered it and used it as the Carrera RS/RSR prototype is a double whammy. What would you like sir? A 1972 S/T works rally car, or the prototype RS 2.7 Carrera? Or perhaps a Group 1V RSR Prototype? We have all three here, in just one car."

Timeline:

Type: 911 534. (2.5 litre S/T)
Production number: 102 3900.
Engine number: 632 1213.
Gearbox number: 325 418.
Colour: Tangerine (2323).
Interior: Leatherette/Black needle felt carpet.
M424: 90 litre fuel tank.
M471: Competition kit.
M474: Bilstein competition dampers.
Delivered from factory: 1/2/1972 to Sports Department to be built up as a Group 4 2.5 S/T.
Gearbox with magnesium case, # 915R/50 installed.

May: Delivered to Poland to Sobieslaw Zasada, ex-Porsche factory rally driver. Registered 77-07-KW.

June: Europa Rally. #1: Zasada/R. Zyszkowski; result unknown.
23-26/6: Bulgarian Rally: #1; Zasada/R. Zyszkowski; 1st.

13-15/7: Polish rally. #3. Accident with Sobieslaw Zasada on last stage, whilst leading.

Sent back to factory for repairs plus conversion to RS 2.7 lightweight spec. (M471) and renumbered as 911 360 0001.

Used as a test car by the factory.

1973:
20/12: Taken over by the Press and Sport Division.

1974:
15/2: Sold to Stanley Palmer, G.A.S. Palmer Ltd; Island Farm Avenue, West Molesey Trading Estate, England for £6,200.00, with engine and gearbox separately.

1975: Sold to David Agnew.
February: Galway Rally. Agnew/Harkness; #15; 2nd.
Easter Circuit of Ireland: Agnew/Harkness; #9; result unknown.
June: Donegal International Rally: #14; Agnew/Harkness; 2nd.

1976:
Feb 6-8: Galway International: Agnew/Harkness; 4th.
March: Omagh "Pre-Circuit" Rally: Agnew/Harkness, #8; 1st.
Easter: Circuit of Ireland: Agnew/Harkness; #12 DNF.
June: Donegal International: Agnew/Harkness; #12; 4th.

1977: Sold to Sean Campbell. Had 2.8 Rally engine fitted.
Feb: Galway International: Sean Campbell/?; DNF. (Minor fire.)
March: West Cork: Campbell/?; DNF. (Fuel pump blockage.)
April: Circuit of Ireland: Sean Campbell/?; DNF (Broken Drive flange.)
May: Longford Rally: Sean Campbell/?; 1st.
June: Donegal: Sean Campbell/? #7’ 2nd.
July: Ulster Rally: Sean Campbell/? #9; 6th.
Sept: Castrol Wexford: Sean Campbell/? 2nd.
Oct: Mourne Forest Rally: Sean Campbell/ Sammy Hammill, #1; 1st.

1978:
Sept: Castrol Wexford: Sean Campbell; 2nd.

8th November: Sold to Autofarm.

1988: Sold to Chester Wedgewood.
1990: Restored back to 911S/T specification.
2002: Sold to the Blackhawk Collection.
2005: Sold to present owner.

Sunday, February 4th, 2005: My good friend, Ulrich Trispel, sent me the following email this morning:

I have attached a picture that I have found in the German magazine "Rallye & Racing" of
August 1972. It shows Zasada at 3rd Rallye International Zlatni-Piassatzi – Bulgarian rally (June 23rd to 26th, 1972), where the Team Sobieslav Zasada/R. Zyszkowski won. In the report the authors speaks of a 260 hp engine.

After I have seen the picture of the Zasada crash I really doubt, whether this is the RSR prototype, that raced at the Osterreichring in 1972!











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