997 legt het af ........

Mark , Zo maken ze ze niet meer mijn insziens

993 rsssssssssss er staat een beauty bij PCG blauw wow

911 R is in mijn ogen de enige echtse BAASTE pogsjuh evahhhh dies me toch en partij BRUUUUTTTTTT toen d,r tijd leverbare motoren van de 906 met 220 , 240 of 260 pk in 1 auto van maar 850 kg hoezo dope shit

Included was the Typ 901/22 engine from the Carrera 906 with a standard alloy crankcase. Most cars used Weber 46 IDA3C carburetors, while some featured the mechanical Bosch fuel injection system. Optionally the four-cam Type 901/21 engine which produced 230 bhp (171 Kw) was available.

During 1967 and '68, Porsche built 24 extremely rapid 911 R's, the intention having been to take the 911 concept to its absolute limit. Never homologated into the GT classes, the R was normally forced to compete against out-and-out sports prototypes. Nevertheless, this hottest of hot rods managed to secure a variety of important victories. At 810kg, the whole package was substantially lightened, the R weighing an amazing 230kg less than the production 911. The engine too was a bit special, Porsche's 1991cc Typ 901/22 flat six producing 210bhp at 8000rpm.


It featured a reinforced crankshaft, titanium connecting rods and chrome-plated cylinder barrels with aluminium heads containing platinum-tipped Bosch spark plugs. The crankcase was normally magnesium but occasionally aluminium. Compression was set at 10.3:1 and although a pair of triple chocke Weber 46 IDA3C carbs were normally installed, some cars were equipped with the 910's Bosch fuel injection system. Occasionally, R's were ordered with the even more extreme Typ 901/21 engine, this 230bhp four camshaft engine coming directly from the 906. More surprising was that a couple of the experiemntal R's were modified by the factory to use the Sportomatic SAT transmission. Whatever the final configuration though, all were startlingly quick. The bodywork was by Bauer and comprised super-thin glassfibre doors, bumpers, front wings, taillight assemblies, front lids and engine covers. Thinner glass was used for the windshield, plastic being used for the side and rear windows. Each rear three-quarter window contained a bank of louvres to allow hot air out of the cockpit. There was a redesigned bumper with brake cooling ducts carved from the lower portions, the chromed horn grilles of the production 911 being ditched. The combined light clusters normally located alongside the horn grilles were replaced with individual lenses, a fuel filler cap peeking through the front lid.

Over the years, factory 911R prototypes were entered sporadically in semi road tracks such as the Mugello circuit and also at the Tour de France. In 1969 Gerard Larrousse won the Tour de Corse, and this time the 230 BHP DOHC flat six was used to great success. In 1969 Larrousse entered a car for the Tour de France, which was duly won, but for the 1970 edition Matra had entered its V12 prototypes. Larrousse came back with an extremely light version, weighing in only 793 kgs, but had to concede against the two Matras, finishing third.

In the mean time, the factory also experimented with several versions of the 911, one of them being the 911R. This car was developed around the SOHC Carrera 6 engine (which could be transplanted into the 911 body without any significant adjustments), which produced a healthy 210 BHP. An even more extreme option, using the DOHC version of that engine was initially abandoned as it turned out to be too peaky, and difficult to drive.