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Porsche 911 (F-Series) – The Story

The Original. The Porsche 911.

Porsche 911 (1963 – 1973) Story & History

F-Body – The 1st Generation Porsche 911

Premiere: 1963 September 12 at the IAA Frankfurt motor show

As the Porsche 356 had been for sale for quite some time and considering it takes years for a completely new car to evolve from an idea to production, the plans for the successor of the 356 were laid in 1957-1958. A decision was taken to develop a completely new sports car. As the last 356 body was called T6, the new prototype was called simply T7. Ferry Porsche had given the team a clear brief: “The same dimensions as the 356 plus at least 20 cm longer wheelbase for more legroom, and a long, flowing rear end”. Different designs were considered for T7, all called as type 695.

In addition to in-house, designs were also ordered from different international studios. On the upper model Erwin Komenda’s design language can be seen. He, as the designer of 356, wanted the 356 successor to look more like 356, but F. A. Porsche had other plans and as a son of Ferry Porsche, his voice was stronger.© Porsche
Designer F.A Porsche with his father Ferry Porsche. The 356 model on the desk is not important. The full size model on the left is the quad-headlamp version of the 695.© Porsche
F. A. Porsche ca 1960© Porsche
Porsche T7 prototype
Porsche T7 protoype, note the 1600 SUPER script on the rear lid which tells the car was designed to hold a 4-cylinder engine. This prototype was soon fitted with a 2-litre 4-cylinder engine (of the 1962 model year 356 B T6 Carrera) and painted green metallic.© Porsche
Porsche type 754 rear end
This photo shows the rear under valance where the original cutouts for the exhaust pipes can be seen on the left and right. Fitted with the 2-litre ‘Fuhrmann’-engine, the exhaust pipes now exit in the middle and the ‘1600 Super’ script on the rear lid is replaced with PORSCHE letters.©
Porsche 754. Fortunately Ferry didn’t like the full 4 seater design and the body of next prototype was converted to 2+2, giving the car the shape that would become a huge success.© Porsche
2.0-litre 6-cylinder prototype engine (Porsche type 745)

In December 1961 Ferdinand Alexander Porsche proposed the final design for the new car, internally called T8. The type number assigned for the future production car was 901.

Model of a T8 variant© Porsche

Although the 5-digit chassis numbers were discontinued for 356 after model year 1958 and 6-digit numbers were used since model year 1959, the early 901 prototypes used 5-digit chassis numbers. The first 901 prototype beared chassis number 13321. The later prototypes used the 6-digit chassis numbers of the production cars, starting with 300001. The 13321 body was built in September 1962.

Note the rear lid design of this prototype© Porsche
Car pictured here is the first prototype, chassis 13321. It doesn’t have the rear windows installed yet. Photo shows the 901 development team incl. Karl Ruoff, Richard Hetmann, Leopold Jäntschke, Erich Stotz, Robert Binder, Rudolf Hofmann, Hans Herzog, Hans Hönick, Xaver Reimspieß, Alfred Kühn, Theo Bauer, Heinrich Klie, Edgar Tengler, Walter Payerbach, Erwin Komenda, Wilhelm Albrecht, Gottlob Sturm, Gerhard Schröder, Karl Mozelt, Hans Mezger, Ernst Weyersberg, Kurt Knörzer, Karl Metzger, Hans Martens, Helmuth Bott, Adolf Schneider, Herbert Linge, Schilling, Eberhard Stortz, Helmut Rombold, Hans Tomala, Ferdinand Piëch, Ferdinand Alexander Porsche and Ferry Porsche.© Porsche
First 901/902 prototype, chassis 13321. License plates used on this car were S-PS430, S-CU902, TYP902. Photo made in 1963 shows designer F. A. Porsche.© Porsche
Ferry and his son Ferdinand Alexander with the second 901 prototype (chassis 13322, license plate S-04324). Note the twin exhaust pipes.© Porsche
Wind tunnel test of the chassis 13322 prototype (note the rear lid grille design that didn’t go into production)© Porsche
Second 901 prototype (chassis 13322, license plate S-04324) here seen on July 1963 after being covered with camouflage and painted military green instead of original white.© Porsche
Fourth 901 prototype (chassis 13324, license plate S-04326) here being tested in late 1963.© Porsche
901 prototype interior© Porsche
Prototype interior© Porsche
Prototype interior© Porsche
1963 Porsche design studio. Heinrich Klie, Hans Ploch, Hans Springmann, Ernst Bolt and F. A. Porsche.© Porsche
901 see-through (9/1963)© Porsche

At last, but at the same time maybe too early, the Porsche 901 was introduced at the IAA Frankfurt on September 12, 1963. The 901 was 120 mm / 4.7″ longer, but 70 mm / 2.8″ narrower than the 356C. As the new car was more sophisticated, the weight went up around 100 kg / 220 lb.

The official 901 specs in September 1963 were as follows:
2-litre flat-6 and 5-speed gearbox
Length 4135 mm / 162.8″, width 1600 mm / 63.0″, height 1273 mm / 50.1″, wheelbase 2204 mm / 86.8″
Brakes 227 mm front, 243 mm rear
Wheels 4.5×15, tyres 165R15
Fuel tank 68 L / 18 US gal / 15 Imp gal.
Fuel consumption 11-14 L/100 km / 17-21 miles/US gal. / 20-26 miles/Imp gal.
Top speed 210 km/h / 130 mph
Acceleration 0-100 km/h 9.1 sec., 0-160 km/h 21.9 sec.,1 km from standing start 29.9 sec., 1/4-mile 16.4 sec.

1963 September 12, 901 world premiere at IAA Frankfurt motor show. On the photo F. A.Porsche is standing on the right. The show car was yellow, it was the fifth prototype, chassis 13325, license plate S-TC1.© Porsche
1963 (S-SR201)© Porsche
1963. The 901 (S-CU902) with 356s in the background. 356s were produced until 1965. Note the rounded fuel flap which was made elliptical for production cars. Also note the rear side windows which are not openable on this car. They had the ventilation function on all production cars from 1964 until 1973 including the Carrera RS and were discontinued only when the new 1974 G-model was introduced.© Porsche

Sportscar prices 1963 October 1 (ADAC Motorwelt magazine)

Engine Power kW Top speed mph kmh Weight kg lb Price DM
MG B 1.8 I4 70 118 190 11400
Glas 1300 GT 1.3 I4 55 106 170 11.600
Triumph TR4 2.1 I4 74 109 175 11.990
Porsche 356 C 1.6 B4 55 109 175 14.950
Porsche 356 SC 1.6 B4 70 115 185 16.450
Facel Vega III Cabriolet 1.8 I4 79 112 180 16.500
Austin-Healey 3000 2.9 I6 97 115 185 16.780
Volvo P1800 S 1.8 I4 79 106 171 18.300
Lotus Elan 1600 * 1.6 I4 81 115 185 585 1290 19.500
Mercedes-Benz 230 SL 2.3 I6 110 124 200 20.600
Porsche 356 Carrera 2 * 2.0 B4 96 131 210 1010 2227 23.700
Porsche 901 * 2.0 B6 96 131 210 998 2200 23.900
Lancia Flaminia Sport 2.8 V6 103 124 200 26.850
Jaguar E-type 3.8 I6 195 155 250 27.000
Alfa Romeo Giulia Sprint Speziale 1.6 I4 85 124 200 30.000
Alfa Romeo Giulia GT Zagato * 1.6 I4 99 152 245 610 1345 33.000
Maserati 3500 GT 3.5 I6 173 146 235 39.900
Jaguar E-type Competition * 3.9 I6 221 174 280 980 2161 48.000
Ferrari 250 GT Berlinetta 3.0 V12 184 149 240 49.800
Aston Martin DB5 * 4.0 I6 207 149 240 1100 2425 56.000
Ferrari 400 Superamerica 4.0 V12 250 178 287 78.000
Ferrari 250 GTO * 3.0 V12 222 174 280 960 2116 80.000

* noted as GT cars with racing suitability

The production of the 901 started a year after the unveil in Frankfurt. For the production car the wheelbase was extended by 7 mm (from 2204 to 2211 mm). On November 2, 1964, the 901 was renamed to 911 due to Peugeot’s claim that in France they own copyright already for decades for trademark with 3 digits and zero in the middle. Peugeot had the rights for this reservation in France only, but Porsche decided to change the number to be able to sell the car in all markets with the same abbreviation.

The chassis numbers up to 300048 were used on 901s and numbers starting with 300049 were used both on 901 and 911. There is a known 901 with 300080. The designation change happened overnight. The reason some 911s have chassis number smaller than some 901s, is that the chassis number was stamped on the body when it was made, but the designation was given when the particluar car with its ordered equipment was finished. Some bodies stayed longer in the factory than the others and that’s the reason for this “mess” with the 901/911 chassis number sequence.

S-UV333© Porsche
© Porsche
© Porsche
© Porsche
© Porsche
© Porsche
The diagonal 911 logo was used for model year 1965-1966© Porsche
© Porsche
Boxer-6, 1991 cm³, 96 kW @ 6100 rpm. Overflow carburettors were used, which did not contain any float chambers and thus were insensitive to acceleration and centrifugal forces. A fan with 11 blades was used for cooling. Its power requirement with 4.5% of the engine output was lower than in comparable water-cooled units. As previously the case with the 4-cylinder Carrera engine, the boxer-6 was also equipped with a dry-sump lubrication despite the related expense. The 2.0-litre engine was used in 901/911 until MY1969 and in the 914/6 up to MY1972.© Porsche
1965 January 15-20 Rallye Monte Carlo, 911 2.0 Herbert Linge/Peter Falk #147. Despite the car having the plate S-UV333, it is not the same car as pictured here earlier with the same number plate. The Monte Carlo rallye car was red with pepita interior and rollcage, while the other S-UV333 is gray and has red leather interior.© Porsche
In 1965 approximately 50 cars were made every day, ~20 911 and ~30 912.© Porsche

After the production of the 911 had started, the 912 followed soon after. The last model year for the 356C was 1965 and 912 took it over from there from model year 1966. The engine in the 912 is the same unit that was used in 356C. The 4-cylinder version of the 911 was called 902 during its prototype stage and renamed 912 for the production car. When the 2-litre 6-cylinder 911 was capable of doing 210 kmh / 130 mph, the 1.6-litre 4-cylinder 912 was capable of a good 185 kmh / 115 mph.

Introduced for model year 1966, the cheaper 912 looked exactly like the 911.© Porsche
912 came with three instruments while the 5 instrument dashboard was an option© Porsche
The main visual difference between the 911 and 912 could be found only in the cabin – the 912 had 3 instruments instead of 5 as in 911. But, then again, you could pay extra and get 5 instruments also for the 912. The diagonally placed model logo was replaced by MY1967 with horisontal one located centered below the grille.© Porsche
While the 911 had golden lettering, the 912 had silver© Porsche
912 1.6-litre boxer-4 with quite rare Mann & Hummel air filter setup (those were fitted on the MY1967-68 cars with bodies built by Karmann in Osnabrück)© Porsche
Werk 2. The blue car is a 912.© Porsche

Since the production of the 356 C Cabriolet ceased in 1965, there was no open top Porsche available.

Many open top ideas were considered: removable metal roof panel, collapsible roof panel, different “normal” cabriolet versions and a cabriolet with the safety bar and removable metal roof panel© Porsche (combined by
1965: Targa at the Weissach test track© Porsche

Although the 901/902 Targa prototype was there already in 1964, Porsche was busy starting the production of the coupé. The Targa prototype was shown in Frankfurt in September and in Paris in October, 1965, but the buyers had to wait still.

1965 October 7, Paris Motor Show (Salon de l’auto). This version of rollable roof didn’t go into production as it wasn’t convenient at high speeds. The same concept has been later used for example on the 1996 Lotus Elise.© Porsche

In 1966, for model year 1967, the 118 kW 911 S was created. It got internally vented disc brakes and forged aluminium Fuchs wheels.

Douglas DC-8 and a 911 S (note: the car is without mirrors)© Porsche
© Porsche
MY1967 911 S 2.0. From model year 1967 “PORSCHE” on the rear lid got bigger (aswell was the model designation moved from right to top center).© Porsche
The MY1967 911 S launched in 1966 was the world’s first Gran Turismo equipped with internally ventilated disc brakes on all four wheels. The new discs remained distinctly cooler than solid brake discs.© Porsche
This 1967 poster clearly shows why Porsches are different in the best way – they can be used as much for competition as for every day transport.© Porsche

In the beginning of 1967, the new cabriolet with the safety bar, the Targa, was released to markets. The name came from Targa Florio race and was suggested by Harald Wagner, Porsche head of sales.

Checking a Targa for paint defects© Porsche
Since MY1967 Targas joined Coupés in waiting for their mechanicals to be installed© Porsche
1967 Targa ad says: The new Porsche model with integrally designed and engineered stainless steel roll-bar provides maximum safety and retains all the advantages of an open sports car. The detachable soft top and fold down rear window give the Targa special comforts not usually found in a convertible.© Porsche
Targa roof panel© Porsche
1967 911 Targa© Porsche
Targa rollbar on a 1967 soft-window model© Porsche
Soft-window targa© Porsche
912 Targa© Porsche
Soft rear window closed© Porsche
100.00th Porsche produced – a soft window Targa for police. In total around 30 Targa police cars were made between 1966-1972 (912 Targa and 911 T Targa).© Porsche

In summer of 1967 for model year 1968 Porsche started offering a 4-speed sportomatic gearbox in addition to the 5-speed manual. The sportomatic was a manual gearbox that used automatic clutch function and therefore didn’t have the clutch pedal. For smooth take-offs the unit was equipped with hydraulic torque converter used in automatic gearboxes. When it was time to change the gear, a pressure on the gear stick connected an electrical contact, which initiated the vacuum operated actuation of the on/off clutch mechanism. Sportomatic was first available for the 911 and later also offered for the 914/6.

Sportomatic = regular gear stick but no clutch pedal© Porsche

In 1967 factory started building competition versions of the 911. The first such car was the 911 R. It had fiberglass fenders, front lid, rear lid and bumpers. The windscreen was of 4 mm thin glass and side and rear windows were of 2 mm plexiglass. All door and lid hinges were replaced with aluminium ones. The engine was a high power version of the 911 2-litre engine. The first race was on July 23, 1967, the Mugello 500 km and the 911 R scored third after two Porsche 910. A month later a 911 R equipped with the sportomatic gearbox won the 1967 Marathon de la Route 84 hour extreme competiton held on the combined tracks of Nürburgring’s northern and southern loops (28.265 m / 17.567 miles in total). The reason to use sportomatic on a racing car might have been purely for marketing purposes. The event lasted for 4 nights and 3 days. The last two nights were driven in rain and fog, putting the drivers on extraordinary endurance test. 13 cars out of 46 starters managed to finish. Winning Porsche covered 9129 km / 5674 miles. This translates to average speed of 109 kmh / 68 mph.

1967 August 22-26, Nürburgring Marathon de la Route 84 hours competiton winner Vic Elford/Joschen Neerpasch/Hans Hermann 911 R sportomatic. Note: this is one of the very first MY1968 cars and therefore one of the very first cars that has the wiper arms on the left side. The 911 R was also the first Porsche to have a plastic fuel tank (from 1973 would be found in other 911s, too)© Porsche

Following the Marathon de la Route even a more crazier test was on the schedule for the 911 R: 3+ days of flat out full speed on the oval track of Autodromo Monza on October 29, 1967. The men driving the car were Jo Siffert, Dieter Spoerry, Hans Heinrich “Rico” Steinemann, Charles Vogele and Hans Illert. As all of the distance was covered at the top speed, for durability both the 4th and 5th gear were installed with the same ratio to have an extra gear if one fails. The achieved records were as follows:

Distance Time Average mph Average km/h
621 miles 1000 km   4h 25min 141 226
839 miles 1351 km 6h 140 225
1000 miles   1609 km 7h 7min 140 226
1599 miles 2574 km 12h 133 215
3106 miles 5000 km   23h 33min 132 212
3166 miles 5095 km 24h 132 212
5000 miles   8046 km 37h 54min 132 212
6213 miles 10000 km   47h 34min 131 210
10000 miles   16093 km 76h 31min 131 210


911 R world record runs were carried out at Monza in October 1967© Porsche

Some 911 R were fitted with experimental type 916 4-cam 6-cylinder 2-litre 169 kW engines aswell as with regular 911 S 118 kW (type 901/02) engines if the customer wanted. The typical engine of the 911 R was type 901/22 with 154 kW.

1967 European Rally Champion Vic Elford in 2013

During the model year 1968, the standard 911 was renamed 911 L and it kept the 96 kW engine. 911 L was produced for one model year only. With the introduction of the 911 L, a less powerful 81 kW 911 T was introduced. For the competition use a 911 T Rallye was developed from the 911 S. The reason it was called 911 “T” Rallye, later known as 911 T/R, was due to the fact that Porsche homologated this 911 based on the 911 T data, which was the lightest 911 in production. The T/R was made with 3 different 2-litre engines – in 118, 132 and 154 kW versions.

1968 January 20-27 Rallye Monte Carlo, winner Vic Elford/David Stone 911 T/R #210. The car had 132 kW engine.© Porsche
Filming in 1968© Porsche
1968 September 28-29 Le Mans 24H GT-class winning 911 T/R of Jean-Pierre Gaban/Roger Vanderschrieck© Porsche
© Porsche
1968. Ferry Porsche with a car designed by his son.© Porsche
1968 models parked in new car storage area in Zuffenhausen© Porsche
Found on very few short wheelbase MY1968 Targas is the real glass rear window, which wasn’t yet advertised, but a few cars were already made with it. The engine, transmission and shift mechanism are tested on the chassis dynamometer before sign-off.© Porsche

In 1968, starting with the MY1969 some major changes were deployed:
* The wheelbase was extended in order to achieve better handling characteristics. It was extended 57 mm (2.2″) from 2211 to 2268 mm (for comparison, 1963 901 had 2204 mm)
* The Targa is now officially available with real glass rear window (soft window also kept in production)
* Bosch Kugelfischer fuel injection was introduced
* 911 L was replaced by fuel-injected 103 kW 911 E (E stands for Einspritzung, injection in German)
* 911 S got increase to 125 kW thanks to fuel injection
The introduction of fuel injection had become necessary in order to comply with the new Californian emission limit values; however, it also resulted in an increase in performance. The mechanical twin-series injection pump from Bosch was preferred instead of the K-Jetronic, which was later used. Bosch also provided the newly developed capacitive-discharge ignition (HKZ) which was also known as thyristor ignition for the high speed and high performance sports engines. Yet another innovation was the use of sodium-filled exhaust valves, which dissipated the heat better and thus ensured that the engines were full-throttle-resistant. From model year 1969 the Fuchs wheels were also offered in 14″ size as a comfort option (higher tyre profile). Model year 1969 was the last for 912.

Bosch Kugelfischer injection was introduced for MY1969© Porsche
1969 January, Stuttgart, before Monte Carlo rallye© Porsche
1969 January 18-25, Rallye Monte Carlo, winner Björn Waldegård/Lars Helmer 911 S #37rdfffff
Targa with its soft top removed, which, folded together can be stored in front trunk. The car shown here is again a rare MY1968 short wheelbase glass window Targa.© Porsche
Targa with its soft top in place. The vertical slats in the targa-bar appeared in 1969 for model year 1970.© Porsche

In 1969, for model year 1970, all modifications got 2.2-litre engines. 912 was discontinued. The 2.2 T now had 92 kW (still less than the original car in 1964), the 2.2 E had 114 kW and the 2.2 S had 132 kW. For competition use 911 S “Racing Version” was created. It was later called 911 S/T. It had 2247cc engine, but was called 911 S/T 2.3 to distinguish it from the 2.2-litre 911s. The racing engine developed 169-176 kW.

Factory-offered roof rack for Targa© Porsche
Factory-offered roof rack for Coupé© Porsche
Optional luggage shelf instead of rear seats© Porsche
911 2.2© Porsche
911 2.2 S with bucket seats and simple door panels© Porsche
1970 January 16-24, Rallye Monte Carlo, winner Björn Waldegård/Lars Helmer 911 S/T 2.3 #6© Porsche
1968-1969-1970 Porsche wins Rallye Monte Carlo three times in a row© Porsche
1970 Manufacturers World Rallye Champion is Porsche

In 1971, for model year 1972, the wheelbase was extended for the third time. The wheelbase on the 901 was initially advertised as 2204 mm, but extended for the production 901 and 911 to 2211 mm, then from MY1969 to 2268 mm and from MY1972 to 2271 mm. For MY1972 the 2.4-litre engines were introduced. In reality these engines are 2.3-litre (2341cc), but Porsche calls them 2.4. The 2.4 T for Europe had carburetor engine with 96 kW. The car was later called 2.4 T/V, where V standed for Vergasser, a carburetor in German. The 2.4 T for USA got Bosch Kugelfischer fuel injection, which has been used in more expensive 911 E and S. The 2.4 T for USA had 103 kW and was later called 2.4 T/E (E for injection). During the model year 1973, the US-version 911 T got Bosch K-Jetronic fuel injection instead of Kugelfischer and this model was later called 911 2.4 T/K (K for K-Jetronic). The peak power stayed unchanged at 103 kW. The 2.4 E had 121 kW and the more sporty 2.4 S had 140 kW. The racing S/T got a 2.5-litre engine. According to the factory specs it had 7+9×15″ wheels, widened wheel arches, 10.000 rpm tachometer, 110 L fuel tank with big tank inlet under the lid, black interior, exterior colour from serial colors of 911 S, cylinders bored to 2492 cm3, racing pistons, cylinder heads with big valves, polished intake and exhaust ports, special suction pipes with Weber carburetors 46 IDA or upon request Bosch fuel injection, racing camshafts, racing exhaust system, competition clutch, transistorized dual ignition system, performance approx. 270 DIN HP at 8000 rpm, max torque value approx. 26.5 mkp at 6300 rpm, all gear sets interchangeable, rear axle 7:31 with limited slip differential, gear lubrication with mounted oil pump.

911 S/T 2.5© Porsche
For model year 1972, the 911 S got 2.4-litre engine and fiber-glass front spoiler.© Porsche
Model year 1972 cars received oil filler flaps on right rear wing. The idea was to make it easier to add oil when needed, but it turned out a bad modification for US customers. In USA it was common practise that workers filled your tank for you and so they started filling the engines with fuel when this flap appeared. Porsche deleted the flap and MY1973 cars didn’t have it anymore.© Porsche

Porsche considered a car with full size rear seats again. There had already been a 356 prototype with extended body and full size rear seats two decades earlier. And the initial 911 prototype had high roofline and 4 fullsize seats. Third attempt was the 911 C20 prototype. It got 350 mm increase in wheelbase compared to the standard 911. It is easy to see from the photo why this car didn’t go into production.

The sign at the Porsche Museum calls the extended wheelbase 911 as “type 915”, which is a type number for a 911 gearbox.©
Photo made in 1972 of MY1973 911 with cookie-cutter wheels (the first year for these wheels).© Porsche
MY1973 911 E 2.4 Targa

Created for the final production year of the first generation 911, the Carrera RS Lightweight was a special car and is even more so in todays world of heavyweight champions. During the development phase it was called 911 SC (abbrevation later used on a G-model 911). The 911 Carrera RS was developed from the 911 S 2.4 and has two versions. The purest version is the spartan “Lightweight” and then there is the “Touring” which has the RS engine, duck tail and color scheme, but is closer to the “S” in terms of equipment and weight. The original German names for the two versions were “Sport” and “Komfort”. For some reason in English-speaking world the Sport is better known as Lightweight and the Comfort-version is known as Touring-version.

The RS was exhibited first time at the Paris Motor Show on October 5, 1972. The initially scary number of 500 cars were actually reserved already in a few weeks. 1000th RS was completed on April 9, 1973 and around 1500 cars were made in total with only 10-15% of them being the Lightweight models.

The special engine is mated to a long ratio gearbox – top speeds are as follows: 1st gear 37 mph/60 kmh (7200 rpm), 2nd gear 63 mph/102 kmh, 3rd gear 91 mph/147 kmh, 4th gear 123 mph/198 kmh. For 5th gear there are two results available: Automobil Revue’s test in May 1973 showed 242 kmh/150 mph, but in a speed record attempt on the Volkswagen’s Ehra Lessien test track on July 28, 1973 Fritz Huschke von Hanstein managed to achieve even better result – 10 miles from standing with average speed of 160.484 mph / 258.274 kmh. This was average speed from standing start meaning the peak top speed was even a bit higher.

911 Carrera RS 2.7 Lightweight prototype in 1972. The stickers seen on the prototype didn’t make it to production. Not possible to see from this angle, but the RS prototype had 911 S front spoiler.© Porsche
1972 August, 911 Carrera RS 2.7 Touring prototype. The side sticker design was modified for the production version and “Carrera RS” on the tail was moved to the right side.© Porsche
911 Carrera RS 2.7 Lightweight production car© Porsche
The RS front spoiler the prototypes didn’t have© Porsche
Trunk area of the lightweight model© Automobil Revue
What a classic…© Porsche
There is no clock in the lightweight model© Automobil Revue
Naturally no rear seats in the lightweight model© Automobil Revue
Special wind test to calculate the force the rear spoiler is generating on the rear axle© Porsche
The duck tail might have looked strange in 1972, but its crazy look made everybody remember it© Porsche
One-piece fiber-glass rear bumper. The ducktail produces 103 kg/227 lb downforce at top speed.© Porsche
Engine bay of the lightweight model. Allowed oil consumption is rated at 0.8 L per 1000 km / 0.28 Imp/0.34 US gal per 1000 mile.© Automobil Revue
911 Carrera RS Touring production model. Note the front bumper with “heavy” rubber strip and chrome side trim.© Porsche
Heavy door panel of the Touring model© Porsche

Price comparison in 1973 (Swiss market prices)

Jaguar E-Type V12 39.000 CHF
Ferrari Dino 246 GT 46 300 CHF
Porsche 911 S 2.4 47.810 CHF
Porsche 911 Carrera RS 2.7 Sport (Lightweight) 48.350 CHF
Porsche 911 Carrera RS 2.7 Komfort (Touring) 50.780 CHF
Lamborghini Urraco P 250 52.500 CHF
Maserati Merak 55.600 CHF


For competition use Porsche created 911 Carrera RSR 2.8 and 3.0 widebody racers. The RSR weighed around 900 kg / 1984 lb. The ultra-wide body was two years later used on the series production car, the 911 Turbo. The RSR was equipped with the 15″ Fuchs wheels in the sizes of 9″ at the front (with 230 mm tyres) and 11″ at the back (with 260 mm tyres).

911 Carrera RS 2.7 Lightweight and 911 Carrera RSR 2.8© Porsche
The RSR 2.8 was built for racing only and therefore wasn’t street legal© Porsche

The first race for the 911 Carrera RSR 2.8 was the Daytona 24 hour race on February 3-4, 1973. The Brumos team 911 RSR #59 was driven to victory by Peter Gregg and Hurley Haywood.

1973 Daytona 24 hours winner, Brumos Racing Porsche 911 Carrera RSR 2.8
1973 Daytona 24 hours winner, 911 Carrera RSR 2.8 driven by Peter Gregg/Hurley Haywood. The white body with the red and blue stripes became the trademark for Brumos racing cars to come as well as the racing number “59”.© Porsche
911 Carrera RSR 2.8© Porsche
© Porsche
© Porsche
© Porsche
1973 May 13, Targa Florio is won by Gijs van Lennep / Herbert Müller in 911 Carrera RSR 2.8 #8© Porsche
© Porsche

The RSR 2.8 was developed into a RSR 3.0 and entered into the 1973 Le Mans 24H race. The car had a distinctive exterior feature – an integrated rear spoiler that started already on the rear wings. The car had 12″ wide rear wheels, braking system from the 917 and rear auxiliary springs instead of the torsion bars. The 243 kW racer weighed in at a nice 890 kg/1962 lb.

1973 June 9 Le Mans start. The #46 911 Carrera RSR 3.0 would finish 4th after Matra and Ferrari racing prototypes and would therefore be the fastest car based on a production car. Note the special rear wing of the 3-litre RSR.© Porsche

With almost a decade in production, the time was over for the first generation 911 and in 1973 the second generation, later known as G-model, was introduced.