Chassis no. 9113601458

Engine no.  6630702

·       One of just 200 M471 Lightweight Sport variants produced.

·       Original German market car, and one of just 25 finished in Gulf Orange.

·       Supplied from new with Factory Option 220 (Limited Slip Differential).

·       Previously owned by former Kremer Racing engineer Willi Neubauer.

·       In present ownership for over 15 years, and actively campaigned in Historic Racing.

·       Prepared for further competition use and accompanied by current FIA HTP Papers.

Of all the myriad Porsche 911 variants – from the diminutive, original 2 Litre type-901 to its distant and most outlandish sibling the 935 – it is arguably in long bonnet, Carrera 2.7 RS form that the car is most fondly remembered. It is ironic then that the gestation of the model considered by many to be the quintessential 911 proved to be far from straightforward; the proposed new “Rennsport” version proving divisive amongst many Porsche top brass prior to its entering production.

The 1970 and 1971 racing seasons – in which Porsche’s mighty Group 5 917 competed head-to-head with Ferrari’s equivalent 512 model for the International Championship for Makes – had proved an unmitigated triumph for Stuttgart, with Porsche winning five of the six Sports Car “Classics” held during this period, whilst simultaneously winning both ICM titles and both concurrent International GT Cups; the latter achieved with its trusty 911. However, for 1972, a 3-litre limit would be introduced for Sports Prototypes, which rendered the 917 ineligible for the newly renamed World Championship for Makes – and crucially, for the blue riband Sports Car events which had hitherto proved so important from a Public Relations perspective.

With development of a 3-litre Sports Prototype out of the question at such short notice, the decision was taken to homologate a new Group 4 version of the 911 instead. This, it was hoped, would offer both a significant performance upgrade over the existing 911S and 911T models, whilst potentially offering the opportunity to challenge for outright victory in events where the Sports Prototype classes was either poorly supported or affected by poor reliability.

Unlike the 917 – of which only 25 cars were required for homologation purposes – Group 4 regulations stipulated that 500 units must be produced, and it was this which proved the major sticking point amongst Porsche management. Many were sceptical that there would sufficient demand for such a car – particularly as the RS would not be offered for sale in the US due to its lack of emissions compliance. However, such misgivings proved ill-founded, with total Carrera RS production reaching some 1,580 cars, of which 200 were produced in M471 Lightweight and 1,308 in more road compliant Touring form. The remaining 72 units were accounted for by an initial batch of 17 RSH (for Homologation) cars, and a further 55 2.8 litre RSRs, the latter being intended purely for competition.

The M471 Lightweight cars were externally distinguishable from their Touring counterparts by virtue of their lack of chrome sill finishers and rear bumper overriders, whilst their use of a pair of rubber “T” handles to secure the engine cover – as opposed to the slightly heavier lock and cable arrangement of the Touring cars – was also another tell-tale difference. Internally, Lightweights eschewed the fitment of both rear seats, carpets, a dash-mounted clock and passenger side sun visor and also featured greatly simplified window and door locking mechanisms – all of which contributed to a weight saving of around 100 kilos over Touring variants.

Originally despatched from the factory in June 1973, chassis 360 1458 was delivered in M471 Lightweight form to the domestic German market, specified with the popular optional Limited Slip Differential. Finished in the eyecatching colour scheme of Gulf Orange with black interior, it was one of just 25 RSs delivered in this colour and one of only two Lightweights configured as such.

For several years, the car was owned by former Kremer Porsche engineer Willi Neubauer.

Chassis 360 1458 has since formed part of a significant UK-based collection of historic cars for almost two decades, and has been used extensively by the present owner in a variety of historic events including the Modena Cento Ore and the Tour Espana Classic. In the 2008 edition of the latter event, the car recorded an excellent seventh place overall and first in class; the overall win being secured by a Porsche 906, ably backed up – fittingly – by a 2.8 RSR in second place. Having benefitted from expenditure in 2018 of almost £15,000 with marque specialists Prill Porsche Classics – which included preparing the car for the 2018 edition of the Modena Cento Ore, updating all necessary safety equipment and applying for new FIA HTP papers – the car is fully FIA compliant and ready to resume its competition career forthwith. Furthermore, it has since been fitted with a new clutch, flywheel and competition specification engine and gearbox bushes courtesy of RS expert Steve Monk of The Body Werkes; the work being performed in August 2020, at a cost of some £2,350. The car has not been used since these works were carried out.

Chassis 360 1458 remains a highly attractive and competitive proposition for all manner of historic “Tour” type events, for which it is ideally suited. Furthermore, its eligibility for circuit-based events such as the Masters Historic Sports Cars series, not to mention one-off events such as the Le Mans Classic and Daytona 24 Hour Classic, underline the versatility of the Carrera 2.7 RS; a car which remains both a cornerstone of Porsche history and assuredly one of the all-time great Grand Touring cars.