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Revs at Rennsport

September 21, 2018 In the News

By John Lamm

Rennsport translates as “motor racing,” and is Porsche’s celebration of its long history of doing just that: racing and winning.  The German autobauer’s Rennsport Reunion VI will have the likes of 356s, 911s, Caymans, Panameras and 912s crowding the roads on California’s Monterey Peninsula. On Sept 27-30, they will funnel into WeatherTech Raceway Laguna Seca to watch everything from 356s to turbo 917 Can-Am cars to RS Spyders race in events with names like the Gmund Cup and the Weissach Cup. Paying homage to an important product of Porsche’s past, there will be a competition for Porsche tractors, complete with a Le Mans start. Giddy up.

In addition to the racing, Porsche is organizing a Heritage Display of significant Porsches that will rival their museum in Germany. There is a chance to say hello to and get autographs from the likes of Vic Elford, Brian Redman, Patrick Long, Timo Bernhard … and there can’t be a Porsche race gathering without Hurley Haywood.

Naturally, there will also be — outside the paddock — beer and pretzels

As early pre-turbocharged Porsche race cars are a focus of the Miles Collier Collections, Rennsport is a once-every-three-years opportunity to present a critical mass of the Porsche collection outside its usual home at the Revs Institute in Naples, Florida. This year, the Miles Collier Collections at the Revs Institute will bring seven of the automaker’s racing best to Laguna Seca. Here is a preview of what will be in attendance in the Heritage Display (the 908/02 is also scheduled to race):

1960 Porsche RS-60 Spyder, serial number 718-041. Porsche’s RS-60 is a member of the automaker’s famed 718 family of race cars that were a continuation of the successful 550 design: small, lightweight and mid-engined. They were known as “giant killers” for their ability to win against Ferraris. Revs’ RS-60 is remembered for winning Sicily’s 1960 Targa Florio on the tortuous 44.64-mile Circuito Piccolo delle Madonie. The victorious drivers were Hans Herrmann and Jo Bonnier. The car also finished second at the Nürburgring, this time with Bonnier and Olivier Gendebien. The following year at the ‘Ring, Stirling Moss drove it in one of his famed races in the rain … until the engine blew on lap 22. Flat-four air-cooled engine, mounted midship, twin overhead camshafts, 1,697 cc, 170 hp at 7,800 rpm. Wheelbase: 86 inches. Weight: 1,280 pounds.

Stirling Moss in his famed drive at the Nürburgring in 1961 with RS-60 718-041, which is now in The Miles Collier Collections at the Revs Institute. Photo: Revs Digital Library

The RS-60’s engine is an air-cooled, twin-cam 1697-cc flat-4 with 170 horsepower. Photo: Peter Harholdt

This RS-60 is one of the famed Porsche “giant killers,” having won the tortuous 1960 Targa Florio in Sicily against their great rival, Ferrari’s 246 S Dinos. Photo: Peter Harholdt

1967 911R, serial number 11899005R.  This might look like a normal 911, but it’s a rare bird, one of 23. Porsche R&D guru Ferdinand Piëch was a fanatic about lightweight, and the 911R is a representative example. It retains a steel unibody, but the body shell is all fiberglass. Engineers drilled holes throughout to lighten the chassis, and even the taillights and front turn signals were made from different stock to save weight. In went a Carrera 6 engine with wide wheels at the corners. Porsche told the FIA this was a 911S variant meant to race in GT classes. Nice try. Authorities said no. Porsche would have to build 500 911Rs for it to be homologated. Marketing said they could never sell that many, and the project was over. But not without some glory. This 911R from the Miles Collier Collections, driven by Gérard Larrousse and Maurice Gelin, won the 1969 Tour de France and Tour of Corsica. Flat-six air-cooled engine, rear mounted, single overhead camshaft, 1,991 cc, 210 hp at 8,000 rpm. Wheelbase: 87 inches. Weight: 1,810 pounds.

Gérard Larrousse won the 1969 Tour de France with the Revs Porsche 911R, seen here at Circuit de Spa-Francorchamps. Photo: Revs Digital Library

All business, the lightened, stripped interior of the Porsche 911R. No amenities, but there is a fire extinguisher. Photo: Peter Harholdt

Though it retains the normal 911 steel unibody, all those body panels are done in fiberglass. Out back is a Carrera 6 engine. Photo: Peter Harholdt

1967 Porsche 910/6, serial number 910-007.  First, the apparent misnomer: 910. Why does it predate the 907? This car was a development of Porsche’s 906. The factory named it the 906/10, which morphed into 910. A major difference between the 906 and 910 were the use of 13-inch wheels and tires with a center wheel nut rather than the 906’s 15-inch wheels with five lug nuts, all the better for quick pit stops. The car benefited from further aerodynamic development and, typical of R&D chief Ferdinand Piëch, still more lightening. The 910s raced with either of two engines: a 1,991-cc flat-6 or 2,196-cc flat-8. Three of each configuration were entered in the 1967 1,000-km race at Germany’s Nürburgring. Only one flat-8 finished, but the flat-6 versions were 1-2-3, the winner being serial number 910-007, now part of the Miles Collier Collections. The drivers were American Joe Buzzetta and German Udo Schütz. It was a dramatic win for this 910, bringing Porsche its initial international, overall win at the ‘Ring.  Flat-six air-cooled engine, mounted midship, single overhead camshaft, fuel injected, 1,991 cc, 220 hp at 8,000 rpm. Wheelbase: 90 inches. Weight: 1,320 pounds.

American Joe Buzzetta and German Udo Schütz drove Revs’ 910-007 to a win in the 1967 1000-km race at the Nürburgring. Photo: Revs Digital Library

Porsche’s 910, seen here on display at the Revs Institute, was an extension of the automaker’s 906 race car with different wheels and tires and refined aerodynamics. Photo: John Lamm

For the 910, Porsche used an air-cooled, single overhead cam, fuel-injected 1991-cc flat-6 developing 220 horsepower. Photo: Peter Harholdt

1968 907, serial number 907-024. Forget the confusing Porsche numbering system, but the 907 post-dates the 910 from 1967 and inherited an important element of that car, the 2,196-cc flat-8 engine. Aerodynamics of the 910 were refined for the 907. The driver was moved to the right side of the cockpit to allow for right-turn race tracks, and had a NASA-developed cool suit to combat the cockpit heat. Porsche started 1968 with a 1-2-3 Daytona sweep with long-tail 907s, and at Sebring’s 12-hour race, took the top two places with short-tail versions. The winning car was 907-024, which now makes the Miles Collier Collections at the Revs Institute its home.  After its Florida win, the car was raced by a privateer, and then sent to Franco Sbarro to be reworked as a road-licensed street machine. When the Collier Collections obtained the car, it had to go through thousands of hours of handwork to painstakingly bring it back to its current condition, just as it was when it took the checkered flag at Sebring in 1968. Flat-eight air-cooled engine, mounted midship, twin overhead camshafts, fuel injected, 2,196 cc, 278 hp at 8,700 rpm. Wheelbase: 90.6 inches. Weight: 1,320 pounds.

Porsche gave 907-024, now in The Miles Collier Collections at the Revs Institute, to Hans Herrmann and Jo Siffert at the Sebring 12 Hours in 1968 and they drove it to a victory. Photo: Revs Digital Library

After its racing career, 907-024 was converted into a street machine. Revs Institute employees and volunteers painstakingly restored it to its original condition. Photo: John Lamm

With the 907, Porsche went to a 2196-cc flat-8 engine, air cooled, fuel injected and with dual overhead cams. Horsepower: 278. Photo: Peter Harholdt

1969 908/02, serial number 908/02-016. Author’s note: Just back from Vietnam in the summer of 1969, Car and Driver sent me to Watkins Glen to photograph the 6 Hours and Can-Am races.  What a return to racing. McLarens, Matras MS650s, Mirage M3, Ford GT40s, and plenty of Porsches. That includes one very special 908/2: serial number 016, winner of the 6 Hours and now in the Miles Collier Collections. Just three 908/02s were entered for the Glen’s endure, and they finished 1-2-3, Jo Siffert and Brian Redman winning. While 908s debuted in 1968 as coupes, for 1969 Porsche trimmed off the top, cut 220 pounds and sported — as of the Nürburgring 1,000-km — an aerodynamic spyder body nicknamed Flunder (Flounder). Out back was the 350-horsepower, 2,997-cc flat-8. Porsche’s 908s would win 6 of the 10 World Sports Car Championship events and help bring the German automaker that year’s title. 016 always makes me smile when I see it at Revs. Flat-eight air-cooled engine, mounted midship, twin overhead camshafts, fuel injected, 2,997 cc, 350 hp at 8,400 rpm. Wheelbase: 90 inches. Weight: 1,323 pounds.

908/2 — serial number 016 — driving to victory in the 1969 Watkins Glen 6 Hours. Photo: John Lamm

Driving duties in the 908/2’s victory at the Glen were shared by Jo Siffert and Brian Redman. Photo: Revs Digital Library

These 908/2s were nicknamed Flunder (Flounder) for their short-tail spyder bodies, which were some 200 pounds lighter than their 908 coupe predecessors. Photo: Revs Digital Library

1969 908 LH, serial number 908-025.  Of the many Porsches in the Miles Collier Collections at the Revs Institute, the 908 LH is a favorite for visitors and those who see it racing. That oh-so-long-tail coupe bodywork is mesmerizing. While 908s were slow in maturing during 1968, they were a major force in 1969 as the 917 also took time to develop. The 908s helped Porsche win that year’s International Championship for Makes. This is the most successful of the 908 LHs (Langheck, or Long Tail), winning at Spa and taking 2nd at Monza. No easy task for the drivers. Beautiful as it is, the 908 LH could be a handful to race, weaving back and forth on the road at 200 mph. Brian Redman wrestled this machine to a new Spa lap record of 145.28 mph and declared, “It scared me stupid.” Flat-eight air-cooled engine, mounted midship, twin overhead camshafts, fuel-injected, 2,997 cc, 350 hp at 8,400 rpm. Wheelbase: 90 inches. Weight: 1,350 pounds.

Most successful of the long-tail 908s, serial number 908-025 from The Miles Collier Collections at the Revs Institute is seen here winning the enduro race at the Circuit de Spa-Francorchamps. Photo: Revs Digital Library

A fan favorite, the 908 LH’s initials stand for Langheck or Long Tail. Beautiful, but a high-speed handful for drivers. Photo: John Lamm

Driver Brian Redman, who drove this 908 LH to a lap record at Spa of 145.28 mph, admitted the car at speed, “scared me stupid.” Photo: Peter Harholdt

1969 917 PA, serial number 917-028. In 1969, Porsche was involved in international racing with its 917, but another series tempted: North America’s Can-Am. The U.S. was an important market for Volkswagen’s Porsche+Audi division (hence the PA). Work began after Le Mans in June 1969 on this 917 variant, the coupe body swapped for an open version similar to the 908/2 Flunder. First raced midseason in 1969, the 917 PA gave away 3 liters of engine displacement, 250 horsepower and 200 pounds of extra weight compared to the McLarens. Still, the PA proved quick … and an inspiration. From it came the 917/10 and 917/30 Can-Am machines. McLaren was titleholder in 1970 and 1971, but in 1972, Porsche 917/10s were 1-2-4 in the championship. Come 1973, Mark Donohue won six of the eight rounds with the 917/30. Through it all, this 917 PA was raced, upgraded to 917/10 specs and competed in more Can-Am races than any other Group 7 car. The car will be shown at Rennsport for the first time since its lengthy restoration back to its original 1969 configuration. Flat-twelve air-cooled engine, mounted midship, twin overhead camshafts, fuel injected, 4,494 cc, 580 hp at 8,400 rpm. Wheelbase: 91 inches. Weight: 1,710 pounds.

Porsche’s first foray into Can-Am racing came with the 917 PA, here seen at Laguna Seca’s Can-Am Monterey Grand Prix in 1969. Jo Siffert drove it to a 5th place finish. Photo: Revs Digital Library

While it didn’t win in 1969, the 917 PA now in The Miles Collier Collections at the Revs Institute inspired the automaker to develop the 917/10 and 917/30 that would be Can-Am champions. Photo: John Lamm

Tucked behind the 917 PA’s cockpit is a 4494-cc flat-12 that is air-cooled, has twin cams, fuel injection and pumps out 580 horsepower. Photo: Peter Harholdt

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John Lamm started his automotive journalism career in 1965 as a racing photographer for Autoweek magazine. After a tour in Vietnam, he joined Motor Trend in 1969, then Road & Track in 1975, where he worked for 37 years. He has also written for Car and Driver and Automobile magazines. Credits include 10 books and Lamm has been honored with the International Motor Press Association’s Ken Purdy and the Motor Press Guild’s Dean Batchelor awards for writing. Lamm’s photo archives include hundreds of thousands of images ranging from an 1893 Benz Victoria to many of the latest automobiles. He is on the organizing committee for the Rolex Monterey Motorsports Reunion and been a judge at the Pebble Beach Concours d’Elegance for two decades. Lamm lives in San Clemente, California with his wife, Scheri.

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One Response

  1. Alberto Maurício Caló

    Excellent article.

    Magnificent Porsche collection at The Revs.

    I think the most thrilling story is that of the Porsche 910 which won the Nurburgring 1.000 Kms in 1967

    Porsche was seeking its first overall victory in the 1.000 Kms and sent a squadron of six 910s in different versions (three 8 Cyls, 2.2 liters, for Siffert/Hermann, Ahrens /Stommelen and Bianchi/Mitter and three 6 Cyls, 2 liters, for Schutz/Buzzetta, Neerspach/Elford and Hawkins /Koch)

    The old Nurburgring was always suitable to low displacement, little, agile prototypes.

    Even so, the 1966 event saw the victory of the Chaparral Chevrolet of Hill/Bonnier showing that innovative designs, larger displacement engines and experienced drivers can also do it.

    For 1967, in absence of works Ferraris P3/P4 and 7 litre Fords (in preparation for Le Mans) the main opposition came from the sole Chaparral (Hill/ Spence), the new (and troublesome) Lola Aston Martin (Surtees/Hobbs), and the Ford Mirage of Ickx/Atwood as the other Mirage entered for Piper/Thompson had an accident in practice.

    Also both Ferrari Dinos (Work`s and Fillipinetti’s) did not start.

    But there were also three very competitive Alfa Romeos P33/2 entereded by Autodelta and hordes of private GT 40s and Porsches 906. The main field was followed by eclectic racing machinery like Ferraris 250 LM, Alfa Romeos TZ, Abarths, Healeys, Lotuses, MGBs, TVRs Matras Djet, Mini Marcos, Ginetta, Chevrons, Ferraris 275 GTBs, a Costin Nathan, a Shelby Cobra, a Shelby Mustang and that was followed by a folkloric crowd of european and local entrants with Porsches 911, Hondas S 800, NSU, Glas, Hillman and even an Alfa Romeo Duetto.

    Grand Prix drivers mixed with semi-professional drivers mixed with amateurs on vacation in Germany…race, as it was…

    Huge numbers for today´s standards: 103 entered, 77 practiced and 71 started.

    No surprise that in practice the pole sitter Chaparral was about four minutes ahead of the slower Honda S 800.

    In the initial stages of the race the leading Porsche of Siffert was only chased by Hill’s Chaparral .

    Hill eventually took the lead, but very few laps after he was in trouble and Mike Spence just took the wheel to withdraw the Chaparral

    Siffert`s Porsche had no better luck and his team mate Hermann had to abandon the race soon after.

    Anyway, the other Porsches were running well and quickly the things turned into Porsche´s favour. At half distance the race was a Porsche procession from first to the eighth place, disturbed only by the Ford Mirage in fifth.

    The troubles for Porsche started with Stommelen/Ahrens retiring another 8 cyl car.

    However, it seemed that Porsche was going to an easy, crowd pleasant, victory,

    But in the final stages of the race the unexpected happened

    Huschke Von Hanstein planned a theatrical arrival with the four Porsche cars coming together to the finish line in order ( Mitter, Buzzetta, Neerspach, Koch)

    Mitter/Bianchi still in lead began facing alternator/battery troubles in the remaining 8 cyl car.

    Schutz/Buzzetta were lying in second in the 6 cyl.

    Neerspasch/Elford`s car was misfiring with a broken valve allowing the sister car of Hawkins/Koch to take the third place

    Buzzetta was keeping the pace behind Mitter, waiting Koch to come close to them.

    Probably they would keep racing in this order to the flag.

    But, in the last half of the last lap, the misfire of the Mitter/Bianchi`s car was growing worse, till the driver found a safe halt

    Buzzeta took the lead hoping to nurse his car till the chequered flag, with no opposition from the sister 910.

    Koch had other plans (did not saw the box signals? another interpretation of the strategy? explicit disobedience? who knows?) and surprisingly began an assault over the sister car. He passed Buzzetta and Buzzetta fought back regaining the position. The two Porsches went on a fratricide fight in the last miles.

    In other words, in the last lap Porsche had two agonizing cars and two other in a “do-or-die” fight for the victory.

    To Von Hanstein´s horror, the things grew worse and Buzzetta had to drive to obstruct Koch`s assault to the flag, just to win for a fraction of second.

    Neerpasch /Elford came third in a very “sick” car while Mitter/Bianchi, loosing a deserved victory in the eight cylinder car, had gap enough to be fourth, ahead of the Autodelta`s Alfa Romeo P33/2 with the same number of laps

    Many great aces tryed to give Porsche’s first overall victory in Nurburgring 1000 kms but at last Joe Buzzetta and Udo Schultz did it in a crowning point of their carreers

    Historic victory, historic car. Happily in very good hands now (at The Revs)

    My greetings to all members and friends of The Revs Institute

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