Description:

’74 Porsche 911 RS R Clone, Vin 9116200894, Re-creation Tub: ’76 911 no sunroof coupe: glass beaded, seam welded with extensive additional reinforcements. Welded front belly pan. ATL 15 gallon fuel cell, dual pickups and accurate fuel level sender to factory cockpit fuel gauge. Body: Fiberglass is from the original AIR molds: four corners, hood, engine lid, tail and front & rear bumpers. Doors are lightened steel skins. Lexan windows except safety glass windshield. 996 Cup Car mirrors. Extensive 3M paint protection film on all leading edges. Cage: full 1.50” DOM tubing; extends from front shock mounts to rear shock mounts, NASCAR bars both sides, underdash bar. Finished car weight 2015#. Suspension: Front: Bilstein coil-over struts; Eibach 2.25” 350# springs all around; Tarett hollow center fully adjustable sway bars (f&r); Delron solid bushings; mono-ball adjustable struts; 930 aluminum hubs. Suspension: Rear: factory trailing arms w/ new bearing sets; mono-ball suspension pick-ups; Bilstein coil-over shocks; heavy duty CV joints and axles. Brakes: Front: 930 “Big Black” calipers with vented rotors (f&r) and 3” front cooling ducts through front bumper; ceramic pads. Wheels: One set 3 piece original F-uchs 16” centers with new BBS outer and inner halves. Front: 10.5 x 16 w/Goodyear slicks 23.5 x 10.5 x 16; Rear: 13.5 x 16 w/ 25.0 x 14 x 16 w/Goodyear slicks. Engine: 3.3 liter relieved case & cylinders with 3.2 crank; 3.2 twin plug heads, race ported; Carillo rods; steel head studs; custom 97 mm 10.5 to 1 compression ratio J&E pistons, with 97mm turbo Nicasil cylinders; Calico coated engine bearings; GE-60 cams on new billets; 50mm PMO carbs with 42mm venturis; dual MSD CD boxes with twin coils; Factory dry sump and large SeaTrap oil cooler with Dash 12 fittings; All oil and fuel lines are steel braided with AN fittings; Race headers with large megaphones and silencers available (as needed); Red line at 7200; estimated 100 hours before refreshing; Less than 3 total hours on the car and one test hour on the engine. Calculated 301HP@7000 & 284TQ@4500. Can be chassis dyno’d. Clutch: 225mm, 600 pound Sachs heavy duty organic disc; all aluminum Kennedy Engineered products pressure plate. Transmission: fully rebuilt 915 aluminum case with RennShifter short shift; stock gears; 8:31 ring & pinion; Quaif limited slip differential. Cockpit: Momo removable steering wheel; FIA seat with 5 point belts; black fine mesh window net; standard Porsche gauges, plus recording tachometer and bright alternator & oil pressure/temperature warning lights; aircraft type switches for ignition, fuel pump and starter; SCCA power cutoff switch; Cool Suit controls; full fire suppression system; Tilton pedal cluster with hydraulic dual master cylinder brakes and hydraulic clutch; custom dead pedal & accelerator pedal. Overall Build & Condition: First class design and assembly with attention to the smallest detail; a concours race car. Pristine condition. Handling & Power: great grip and extraordinarily neutral 911 handling; strong no-fade brakes; cools extremely well; broad torque band. Overall the car is an easy drive. 1:05 or 1:06 at Phoenix International Raceway. Note: Cool Suit Equipment (cooler, controls, mounting bracket, etc) and the transponder itself are not included with the car. This is essentially a brand new car……3 hours on the chassis and one hour on the engine. It is a beautifully done, professionally built, period-correct reproduction of a ’74 RS R that weighs 2000#, has 301 HP, unusually strong torque (approx. 284 lbft), great brakes, endless cooling.…….. and huge tires that make this 911 almost neutral handling……… and the tires last until they have heat cycled out rather than worn out. The car delivers all the sensory stimulation one could imagine. To give you some context for the RS R’s performance, here are my personal comparisons on the 1.5 mile roval at PIR in Phoenix: While I was not yet fully dialed into the car, I ran 1:06.5 in the ’74 RS R in my initial outing. I believe there is 1:05 in the car. I have two personal comparisons at PIR in two previous cars: my ‘96 993 Twin Turbo (3100#; 500HP) ran 1:06 and my ‘96 factory 993 twin turbo GT2 race car (2500#; 550HP) ran 1:04. The car is one of several similar cars developed by John James Racing in Chandler, Arizona. They are well evolved and thoroughly sorted. There have been virtually no DNF’s among these cars. They cars have been very successful in historic competition around the US, including last winter’s Daytona Rennsport and most recently the even more heavily attended historics at Road America.
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