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911 Carrera RS 2.7 – 210 ch [1973]

’73 Porsche 911 Carrera RS 2.7… Du outlaw Matching Number !

Rassurez vous, je ne vais pas vous rejouer le refrain de la 911 Carrera RS 2.7, soit vous cliquer sur le lien, soit vous rodez un peu la fonction recherche. Par contre celle dont je vais vous parler, elle est unique… faite sur mesure. Mais pas de outlaw, ni de prépa en mode barbare. Non, […]

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Actualité : Silverstone Auctions : Porsche 911 Carrera RS 2.7 de 1973

A l’occasion de son premier rendez-vous de l’année qui se tiendra dans le cadre du Salon Autosport International de Birmingham, le 12 janvier…

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Actualité : La dernière Porsche RS 2.7 RHD bientôt restaurée

Autofarm, l’un des spécialistes britanniques de la restauration de modèles Porsche, va lancer prochainement la restauration de la dernière Porsche RS…

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2.7RS Touring vs Lightweight

For many Porsche enthusiasts, the 1973 2.7 RS is the early 911 at its peak. It was the first road-going Porsche to wear the Rennsport badge, and indeed the first 911 called ‘Carrera’. Its legacy is enviable, its influence incalculable. Andreas Preuninger – godfather of every RS since the 996 GT3 – even had one on his bedroom wall.

The 2.7 RS story begins with the demise of the 917. After an illustrious career, including two Le Mans wins, Porsche’s sports car racer was outlawed in 1972. In search of a sequel and keen to stimulate sales, engineering director Ernst Fuhrmann set his sights on the 911. 500 such examples were required to homologate a race-ready version for FIA Group 4: a legend was born.

Porsche used the 2.4-litre 911S, the quickest 911 at the time, as the basis for the RS. Its air-cooled flat six was bored out to 2,681cc, with low-friction Nikasil cylinder linings helping boost power from 193bhp to 213hp at 6,300rpm. Torque jumped up too, from 211Nm to 255Nm at 5,100rpm.

More significantly, the car was subjected to a crash diet, with thinner body panels, lighter bumpers and a complete absence of creature comforts. This cut weight to just 975kg in original RS Sport spec models (factory code M471) – usually called Lightweight or RSL. Many customers craved a little luxury, though, and after the initial 200 Lightweights were built (plus an additional 17 RSH homologation cars), Porsche acquiesced with a further 1,308 RS Tourings (factory code M472, or RST): better equipped and 100kg heavier. It’s the spec differences between these two versions we’ll focus on here.

Seeing one 2.7 RS quickens the pulse, but the sight of two in convoy, blatting boisterously up a B road, is enough to give any Porsche fan palpitations. ABW 356L is a fully-restored 1973 Lightweight owned by Nick Hart. ABW 131L, separated by just a few chassis numbers and with a near-identical number plate, is a 1973 Touring, kindly supplied by Autofarm.

What makes this classic coming together even more special is that both cars are Light Ivory with blue decals: arguably the most iconic colour combination for Porsche’s most iconic car. Interestingly, the two features that define the ‘RS look’ today – the ducktail spoiler and Carrera side script – were both delete options, although it’s rare to find a 2.7 RS without them.

The two 911s pull over, the clamour of 12 horizontally opposed cylinders suddenly silenced. At first glance they look all but identical. However, an impromptu game of ‘spot the difference’, led by Autofarm director Mikey Wastie, quickly reveals they’re anything but.

To read the full in-depth feature of our 2.7 Carrera RS Touring v Lightweight test, pick up a copy of Total 911 issue 158 here or download from Newsstand. 

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How to Drive a 2.7 RS at the Limit

 

Evo contributor and world-class driver, Richard Meaden, shows us just how to extract every iota of oomph from a tangerine orange 2.7 RS in this display of driving brilliance. Not only is this car the beginning of the RS lineup, but it’s a narrow-tired, lightweight, and powerful track-oriented car with all the idiosyncrasies these cars are known for.

At a mere 2,425 pounds, the 2.7 RS is a svelte machine and that, among other things, contributes to the very acute sensation of the engine sitting between the rear haunches and quietly running the show. Meaden notes, « it’s not something that makes your palms sweat straight away, just makes you scratch your head a little bit, and try and interpret what the car’s responses mean; which ones you have to listen to, which ones you can ignore, which ones you need to try and drive around. »

That, essentially, is why these cars are so involving: they make the driver and their technique the determinants of the overall performance. It’s a hackneyed term, but the 2.7 RS really is a driver’s car. It’s limited by the front axle, and it needs a real prod on corner entry to work well.

How comfortable you are with oversteer, how willing and capable you are to use that weight to your advantage, and how gutsy you are on entry determines both yours and the Porsche’s success through a given corner. Meaden throws the 911 in with a jab of the steering, off throttle, and coaxes the rear around to negate any infuriating understeer and slide neatly through the corner.

It seems that the only real challenge Meaden had was carrying enough speed into the corner—getting the Porsche to pivot perfectly through the middle of the corner requires enough momentum, perfect timing, and a generous helping of guts.

The post How to Drive a 2.7 RS at the Limit appeared first on FLATSIXES.

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