This was the last of the cars that Bob Holbert drove to his SCCA E Sports Racing Championships in
1961 and 1962, as well as the newly-created U.S. Road Racing Championship in 1963. Holbert’s success
was no big surprise. He was America’s top Porsche driver. But this Porsche surprised Bob.
Nineteen sixty-one was not a Porsche Rennsport year in Europe. Diverted from sports car racing by
its Formula I effort, Porsche relied on the aging 718 series to supply its racing customers with a new weapon.
Alas, the only significant revision to the RS-61 over the RS-60 was the number change in its name. Holbert
had ordered the chassis/body you see here after crashing his first RS-61 at Mosport. Upon delivery, he
discovered that his new car was four inches longer in the engine bay area to accommodate Porsche’s latest
race engine. Concurrent with development of the 1.5-liter eight-cylinder engine for Formula I, Porsche
developed a two-liter sports-racing version to try in lieu of the venerable Fuhrmann four-cam.
The flat eight’s debut took place at the Targa Florio in 1961. Two eight-cylinder cars were entered;
one crashed, the other finished third. Nürburgring likewise brought a third and a d.n.f. Holbert’s chassis was
apparently an unneeded back-up to the so-called “Grossmutter,” the W-RS Spyder (718-047) that Porsche
used with such good results at so many events. Since the lighter-weight Fuhrmann four-cam was serving
Bob so well, and in his mind caused his long wheelbase car to handle better than the W-RS, this RS-61L
never raced with the eight-cylinder unit. Nevertheless, the car is now fitted with the engine for which this
chassis was designed, though it can easily be converted back to the Holbert configuration.
A flat-eight-powered coupe enjoyed its first big victory in the Targa Florio of 1963, and the eightcylinder
W-RS carried Edgar Barth to the European Hill Climb Championship in both ’63 and ’64. Too
expensive and complex to be sold to racing customers, the flat eight remained a factory prototype. Loyal
owners kept the four-cylinder Spyder in racing circulation. They eagerly awaited the Spyder’s successor.
Briggs Cunningham was one of the first to use two-way radios at Le Mans in 1950 by installing them in both the LeMonstre and the Petit Pataud. You can see both cars at Revs. Learn more