My life with Porsche… And my latest (last build) – 2.8 RSR style on 9111121235

[dwa911 Hasta la vista... Baby Find all posts View Profile Close dwa911]

FENDERS

Both fenders were rusted through where they attached to the main chassis and under the turn signal housings… Both would need either replacing or a lot of work…

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LIDS

Both the rear engine cover and front lid had dents and some damage and would require a bit of massaging to make right…

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TRUNK

The inner trunk area was OK, but had surface corrosion, and the front section near the slam panel would need to be replaced…

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EXTERIOR

The exterior sills and under the glass had suffered corrosion as well…

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INTERIOR

The interior sections hadn’t escaped either… But the sunroof section was looking solid…

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UNDERSIDE

Fortunately, the floors and the structure were solid…

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READY FOR NEXT PHASE

1235 needed quite a bit of work to make right… It had proved prudent to “bite the bullet” and strip her down and remediate all the corrosion now…

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NEXT STEPS:

The questions were… what do we do… restoration with some engine, suspension and brake upgrades… or go full on into the RSR project… 1235 was waiting patiently...

[haul it´s easy on a triumph Find all posts View Profile Close haul]

the advantage of KTL…the shell can now sit and wait..

[dwa911]

Exactly! Although 1235 wouldn't have to wait long...

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THE BODYMAN:

1235 was off to have the metal work done… While 1235 looked straight and solid, we would put her on a Celette bench to ensure everything lined up, and get ready for the panel repair and replacement… And, with very minor persuasion, 1235 bolted up just right…

[soterik HTH....! Find all posts View Profile Close soterik]

I'm looking at the facility it's in from pics on 7/9... wow. I just sold the 67S swt but that won't buy me what I want/need here in Seattle these days to get my cars/parts closer to me.

Ok, I'll look at the car... lots of work, but it will look great when finished!

KTF
Eric

[dwa911 Hasta la vista... Baby Find all posts View Profile Close dwa911]

HAHA... Thanks Eric!!

It is a great facility... And it's only about 35 minutes from Amsterdam and Zandvoort... Old nice brick building in a mostly residential neighbourhood... Makes it nice for all the Singer customers (they are the distributor for Netherlands, Belgium and Luxembourg)... The Oak Green DLS was at my house / garage last Thursday, while they were taking it back to the Netherlands from Goodwood for the owner - more on that later... I wasn't a big fan of Singers TBH... I saw a few a their facility... I could see some cool things... I just didn't see the ultimate value, though I could understand why others would...

But the DLS is something completely different... It blew my mind... I could sit and stare at some of the detail for hours (I did)... And days (I couldn't because they had to catch the tunnel train to get back to the Netherlands)... And never get tired of it... If they would have put it in my garage, I would have closed and locked it, and they would have never seen it again... Or me...

Oh yeah... back to my car...

[dwa911 Hasta la vista... Baby Find all posts View Profile Close dwa911]

DECISIONS, DECISIONS…

With 1235 looking pretty straight and solid, but needing work on most panels, I made the decision to go forward with the original plan of a 2.8 RSR body style build with a 3.0 liter MFI twin plug engine as raced in 1973…

The goal would be the same as per the initial plan… 1235 would be a road car – optimised for that – and would also see quite a bit of circuit use…

So, we would build 1235 with a few trade-offs, and with being able to obtain a FIA HTP passport in mind (so it could be done with minimal changes)… There would certainly be trade-offs that would necessitate compromising for sure, but that would be our “north star”…

That meant 1235 would get Bilstein shocks, springs and RSR suspension mods (not more modern adjustable shocks like KW, Ohlins, or Moton and Elehpant Racings GT3 suspension), RSR replica brake callipers and system (not turbo), Fuchs 9 x 15 and 11 x 15s, retain the sunroof (it could be blanked later if it was decided to race), get light undercoat to protect the chassis (that would stay and is a trade-off that would impact ultimate competitiveness), incorporate electric AC, retain heat if possible, and have a full interior (all of those could easily be removed), a 3.0 liter RSR MFI engine with DC60 or DC65 cams vs full on RSR sprint cams, a compromise flywheel and clutch vs full RSR race spec, and a 915 gearbox modified for double duty with upgraded cooling…

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PARTS and MORE PARTS!

The Differs guys started ordering parts… We started with RSR body parts and all the parts needed to mock up the RSR flares – suspension, brakes, wheels, and tires…

The body parts – fiberglass bumpers, ducktail and steel RSR flares – came from EB Motorsport

Most suspension parts came from Elephant Racing

The RSR short trailing arms, shocks, springs, brake callipers, discs and SCRS pedal cluster (SCRS vs RS to keep the master cylinders inside the body) were from a TwinSpark / Differs supplier

The wheels were Braid for now – good enough for the street and occasional circuit use (will probably buy new Fuchs 9 x 15 and 11 x 15 when available or EB motorsport replicas)

The tires were Michelin TB 15 (for everyday and wet circuit use) and TB 5 (for dry circuit use)

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TRANSFORMATION BEGINS:

The body shop started getting on with the repair of some panels, others were ordered, and the crucial RSR trailing arm mounts were welded in, as well as a 964 rear cross brace (964.501.075.00) to give the right clearance and alignment for the coil-over shocks and springs (we decided to use the 964 part as it was designed for coil-overs vs the 1973 part)…