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What We Learned About Rod Emory’s 356RSR Project At SEMA

Originally sketched out by Rod Emory way back in 2012, the 356 RSR Outlaw has been a project that he’s wanted to build for quite a while. When Henrique Cisneros, owner of Momo, spotted the sketch in Rod’s archives, he knew that it had to be built. From the word go, Henrique and Rod have been collaborating on this wild monster of a hot rod 356. The plan is to have the car ready for full display at Porsche Rennsport Reunion VI next summer, but they wanted to show off a bit of the work that’s been done already. As it sits right now, the car is essentially a bare tub with the engine and transmission mocked up and mounted in the chassis. This is going to be a mega car, and we can’t wait to see the finished product. We sat down with Rod and his father Gary at SEMA last week, and this is what we’ve learned about the car.

1. The Chassis of Rod Emory’s 356 RSR Outlaw

Merging an early 1990s 911 with a 356 is never an easy task. This 356 started life as a 1959-built B T5 Coupe for the 1960 model year. It doesn’t appear to have been anything particularly special, and judging by the condition of some of the panels it was going to need a lot of work, regardless. Relax purists, this isn’t a car to mourn the loss of. Instead, celebrate that it has risen from the ashes on its way to becoming something far better thanks to Rod’s help. If you look closely at some of the photos, you can see where the 356 ends and 964 begins. The tunnel, rear seat area, suspension pickup points, and engine compartment rails are lifted straight from the 1990s. However, the floor pans, front trunk compartment, and obviously the bodywork, are pure 1950s. Interestingly, the wheelbase of this 356 has actually been stretched about an inch and a half with the front moving slightly forward and the rear moving slightly back. Further, the engine frame has been shortened a bit from 964 configuration, as it no longer has to fit six full cylinders (more on that in point 2 below).

The Emory team merged the two Porsches – 356 and 964 – digitally before making any cuts. This is actually the second 356 hat that Emory has built to fit a 964 chassis (the first being their now-legendary Carrera 4-based 356C4S project), so they’re probably getting pretty good at it by now. The intent there was to make the merge points as close as possible without needing any additional filler metal. « There were certain areas where we had to bridge the metal, but the goal was to use as much of the factory either 964 or 356 metal« , says Rod.

2. The 356 RSR Outlaw’s Engine

By now we’ve all heard of Dean Polopolus and his infamous four-cylinder 911-based engines. They’re lightweight, they’re simple to source parts for, they pack a punch, and they’re quite expensive. Rod has stepped things up a bit with this Porsche, the case, crank, and cams are all custom for a 964-based four-cylinder engine. Moreover, this engine will use custom pistons and cylinders, which in six-cylinder format would total up to 4.0 liters. As a four cylinder, this engine will run somewhere around 2.65 liters.

While the engine was displayed at SEMA with individual throttle bodies and trumpet intake stacks, the production version will actually feature a twin-turbocharged, twin-intercooled forced induction setup. Pulling air through ducts in the rear quarter panels, custom amber ducts will direct that intake through intercoolers on each side of the engine at the back before being spun up by a set of small turbos and shoved into a custom intake plenum. In total, Rod says the aim is to create around 350 horsepower from the 1/3rds reduced aircooled beast.

3. The 356 RSR’s Transmission

By using the 964 platform, the original goal was to use a G64 style manual transmission. Once the project started to unfold, however, it was determined that a proper motorsport-based sequential manual would be better suited, and the old standard Quaife 61G gearbox was drafted in for use. While at SEMA, however, an empty G50 case was used for mock-up purposes. Can you just imagine banging gears with a sequential while listening to the turbos whistle behind you? This is going to be one spectacular Porsche when complete.

4. The Wheels

Working with Momo, Rod & Gary pulled a number of vintage centerlock designs from the 1980s and 1990s out of their archives to provide inspiration for the wheels on this car. These are custom 935-inspired 5-spoke wheels that fall right in line with Momo’s Heritage line of wheels. In fact, they were displaying a set of similar 6-spoke wheels at their booth (photo below) which fits a Porsche 5X130 bolt pattern. By using 993 RSR uprights front and rear, the center-lock hubs insert into a large bearing that is the same on all four corners. According to Rod, a 5-spoke wheel will be available from Momo soon, and we think they would look absolutely bonkers on your 964 or 993.

5. The Bodywork of the 356 RSR

While the greenhouse, doors, and front trunk area are easily recognizable as pure 356 right now, this Porsche will be completely transformed once the full silhouette-racer bodywork is installed. Judging by the sketches, this car will feature a lot of 935-inspired design work, with vents, inlets, louvers, and flares everywhere you look. For ease of use, the front and rear bodywork will be one-piece aluminum lift-off affairs with quick disconnect mounting points. Melding 356 and 935 and 964 into one monster doesn’t sound like much of a good idea, until it’s been implemented by the visionary mind of Rod Emory. There’s a fine line between insane and genius, and this car (as well as its builder) toe that line every day.

Rod Emory Porsche 356 RSR

The post What We Learned About Rod Emory’s 356RSR Project At SEMA appeared first on FLATSIXES.

Watch a 908LH Pursue a 917 Around Laguna Seca!

In hot pursuit of a Gulf 917, Gunnar Jeannette hustles this beautifully-kept 908LH around a slippery Laguna Seca at last year’s Rennsport Reunion; keeping his car on the knife’s edge and keeping us on our toes the whole time.

Though the mellifluous flat-eight soundtrack might keep most motoring fans glued to the screen, the technically-minded will stick around for the clever aerodynamics at work on this classic Porsche. In fact, it was the 908LH which marked Porsche’s move towards mastering the wing business that took off in the late sixties.

The rear ailerons are controlled by a series of shafts linked to the rear suspension wishbone. When the suspension compresses over bumps and during lateral loading, the movable aerodynamics change their angle of attack and generate some rear downforce, as described in greater detail here. When the speeds increased and the car wasn’t loaded laterally, the aero profile would change to help with top speed; this system was designed to keep the car slippery on the straights and sticky in the corners.

Even with all the rear downforce, Jeannette has to work hard to keep the tail underneath him.

To take that sort of lateral loading, in those days, was nothing short of incredible. It’s those sort of cornering forces that Jeannette needs in order to keep in touch with a 917 at a power circuit like Laguna Seca. There might be a serious disparity between the two cars in sheer thrust, but plenty of pretty, tail-out antics help Jeannette keep the mighty 917 from becoming a speck on the horizon—for a while, anyways.

The post Watch a 908LH Pursue a 917 Around Laguna Seca! appeared first on FLATSIXES.

Two 911 RSR tackle California’s legendary dune circuit

The IMSA SportsCar Championship goes west: With the race on the Laguna Seca Raceway in California on 24 September, North America’s premier sports car race series turns onto the finish straight of the season.

Patrick Long Shimmies Through Laguna in a ’68 911 T/R

 

When you hand the keys of a narrow-tired 911 T/R to seasoned veteran like Patrick Long, you can expect fireworks. Clearly, Long is focused on wringing the classic Porsche’s neck and not terribly concerned with its value, but when you’ve driven the variety of machinery he has, at the level he has, you can’t expect him to participate in a processional parade lap.

Patrick Long casually backs the 911 T/R into Laguna’s Turn Ten.

The TR was, essentially, a limited production piece made for customers looking to race or rally their 911. Based off the svelte 911T, the T/R was fitted with one of two motors. Either the 911S motor, which could be had with revised carburetors and a twin exhaust for an additional twenty ponies, or the race-bred 906 motor. Seeing as the TR was meant to compete, this twin-plug motor suited its nature; titanium connecting rods, a lightweight flywheel, and a heavy duty clutch gave the Porsche the sort of punch you’d want from a stripped-down special.

Keeping the 911 T/R’s edges sharp and resilient for the purposes of competition, it employed baffled fuel tanks, twin fuel pumps, a mega-spartan interior, racing seats, reinforced engine mounts, Koni shocks, sway bars at both axles, and ventilated brake discs. The athletic stance is complemented by unpolished aluminum wheels just 7″ wide.

With the power available and the narrow rear rubber, it’s not surprising the Porsche 911 TR likes to move around quite a bit over the cambered Turn Five and the daunting, downhill Turn Nine. Long wrestles the Porsche out of every corner, and even gets the back to rotate frequently on entry. It’s a 911 that looks edgy but not unapproachable, and something that rewards a good amount of yaw. Generating fifteen degrees of slip angle defines Long’s approach in most corners here, and yet he makes the drive look composed, refined, and tidy—the mark of an ace.

The post Patrick Long Shimmies Through Laguna in a ’68 911 T/R appeared first on FLATSIXES.

Porsche Rennsport Reunion – On Board de légendes ! (vidéo)

1 circuit, 20 voitures, 62 ans. Voila comment nos amis de Stuttgart résument cette superbe vidéo ! Tournée lors de la Rennsport Reunion de Septembre 2015 c’est du pur bonheur pour les yeux et les oreilles des amateurs… et des autres aussi ! Le circuit c’est Laguna Seca. Mazda a acquis les droits du circuit … Continuer la lecture de Porsche Rennsport Reunion – On Board de légendes ! (vidéo)

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VIDEO: Ride along in a 1969 Porsche 917K

How on earth did we ever miss posting this in-car video of Bruce Canepa driving a 1969 Porsche 917K at Laguna Seca from back in 2011? “Ride along with Bruce Canepa as he pilots his Porsche 917 to a first place finish in the race for FIA Manufacturers Championship Cars (1964 – 1969) at the 2010 Rolex Monterey Motorsports Reunion.”

Monterey en Porsche 908/3… Gaffe aux courants d’air ! (Vidéo)

Auparavant dans le sport auto, dès qu’une marque commençait à truster les victoires, les règlements étaient modifiés. Cela permettait de redistribuer les cartes mais aussi, décourageait certains constructeurs ou en attirait d’autres. Chez Porsche on s’adaptait… C’est comme ça qu’a vu le jour la 908. Je le reconnais, je mérite probablement un prix pour l’intro la […]

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2015 Tudor United SportsCar Championship review part one

After winning the manufacturers’ title in the 2014 Tudor United SportsCar Championship, Porsche returned to America this year with even greater success, securing all three GTLM class titles.

It was truly a season of two halves for the factory 911 RSRs, as our two-part season review will show. Here’s how they did it:

Round 1 – 24 Hours of Daytona
Porsche 911 RSR, Porsche North America, Nick Tandy, Patrick Pilet, Marc Lieb

2015 did not get off to the start that Porsche North America Racing would have wanted. Having won the 24 Hours of Daytona in 2014, this year’s running of the famous American endurance race saw both factory Porsche 911 RSRs miss out on the podium.

Approaching the 12-hour mark, both factory 911s were running well up the order. The no. 911 car was second with the no. 912 machine one place behind in third. However, that all changed when Earl Bamber in the latter RSR collided with Marc Lieb in the sister car while lapping a backmarker.

From then on, the race became a recovery for the factory Porsches. While the no. 912 of Bamber, Jörg Bergmeister and Frédéric Makowiecki was eventually forced to withdraw, the no. 911 RSR of Nick Tandy, Patrick Pilet and Lieb would be classified fifth.
No. 911 result: 5th
No. 912 result: 7th

Round 2 – 12 Hours of Sebring
2015 - TUDOR United SportsCar - 12 Hours of Sebring

Sebring (another race won by a factory Porsche 911 RSR in 2014) would also prove difficult for PNAR in 2015, although the customer car of Team Falken was able to secure third place, giving Weissach some valuable points in the manufacturers’ battle.

The no. 911 RSR would, once again, cross the finish line in fifth having been hampered by a gearbox issue. It was particularly cruel luck as, until the final hour, Tandy, Pilet and Richard Lietz had been leading the GTLM standings.

Across the garage, the no. 912 crew’s luck was no better, an issue with the rear suspension and hub assembly leaving the sister car to take the chequered flag in seventh place.
No. 911 result: 5th
No. 912 result: 7th
 

Round 3 – Grand Prix of Long Beach
2015 - Long Beach Grand Prix

For the Grand Prix of Long Beach – a race just 100 minutes long – Porsche’s fortunes improved slightly, with the no. 911 machine of Pilet and Makowiecki narrowly missing out on the podium in fourth.

This was the first USCC round that Tandy was forced to miss thanks to his commitments to Porsche’s third 919 Hybrid entry at the 2015 24 Hours of Le Mans.

Bergmeister and Lietz (the latter replacing Bamber due to the Kiwi’s Le Mans duties) could only manage eighth in the no. 912 Porsche 911 RSR, setting the team’s championship hopes back another notch.
No. 911 result: 4th
No. 912 result: 5th

Round 4 – Laguna Seca
2015 - TUDOR United Sportscar Championship - Laguna Seca

The fourth round of the 2015 USCC, the Grand Prix of Monterey, finally saw a factory Porsche 911 RSR take to the podium as Patrick Pilet and Michael Christensen secured third place in the no. 911 machine.

It was a superb drive from the duo after an early safety car period saw the duo drop to the back of the highly competitive GTLM field.

Christensen (on double duty replacing the Le Mans-bound Tandy and Bamber) also helped the no. 912 entry to fifth. Along with Jörg Bergmeister, the result was the team’s best so far in 2015.
No. 911 result: 3rd
No. 912 result: 5th

Round 5 – Six Hours of Watkins Glen
2015 - Six Hours of The Glen

In a race blighted by heavy rain, Porsche finally took it’s first United SportsCar Championship victory of 2015, however it was the customer 911 RSR of Team Falken that topped the podium.

For much of the race it looked as if the no. 911 car of Pilet and the returning Nick Tandy would triumph. Unfortunately, a late stop dropped the Anglo-French duo to sixth.

Earl Bamber put in a late charge in the sister no. 912 RSR though, carving through the field to challenge Wolf Henzler and Bryan Sellers for the win before ultimately having to settle for second.
No. 911 result: 6th
No. 912 result: 2nd

Read the second part of our 2015 Tudor United SportsCar Championship season review to see how Porsche turned their fortunes around.

Onboard à Monterey en Porsche 934.5… Serrez les fesses ! (Vidéo)

La Porsche 934 on en a déjà parlé, la version course de la 911 turbo. De même que la Porsche 935 dont on a aussi causé… Mais v’là que débarque celle qui va foutre le bordel dans nos p’tites têtes… la Porsche 934.5… Ouais, dans les 70’s, Porsche en compet’ c’était compliqué ! La cause à des […]

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A Cavalcade of Historic Racing Porsches at Rennsport Reunion 5

Porsche's rise to become the dominant force in sports-car racing during the latter half of the 20th century had humble beginnings. Not long after the concern began, Porsches went racing. Over the course of the 1950s and 1960s, the little cars from Zuffenhausen amassed a cornucopia of class wins and upsets. But it wasn't until the 1970s that the company emerged as the dominant competitor we know today. Take a meander down the lane of Porsche racing history with us, from the humble 356 all the way to this year's Le Mans–winning 919. They were all on display and on the track during the fifth Porsche Rennsport Reunion at Laguna Seca. Yeah, we're a little envious of ourselves, too.550 CoupeFuhrmann EngineW-RS356 Carrera GS/GT356 Carrera Super 90Carrera GTL AbarthCarrera GTL Abarth906908LH908/2917K917K917/30917/30936936Kremer 935K3Kremer 935K3911 SCRS956/962Joest Porsche 956911 GT1911 GT1-98919 Hybrid

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