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Auktionsarchiv: Los-Nr. 648•

The Ex-Porsche Cars Northwest, 1967 Kent 300 Trans-Am Under 2-Liter Class Winning 1967 Porsche 911S Sport Kit II Chassis no. 307828S

Exceptional Motorcars and Automobilia
12.08.2010 - 13.08.2010
Schätzpreis
0 $
Zuschlagspreis:
210.500 $
Auktionsarchiv: Los-Nr. 648•

The Ex-Porsche Cars Northwest, 1967 Kent 300 Trans-Am Under 2-Liter Class Winning 1967 Porsche 911S Sport Kit II Chassis no. 307828S

Exceptional Motorcars and Automobilia
12.08.2010 - 13.08.2010
Schätzpreis
0 $
Zuschlagspreis:
210.500 $
Beschreibung:

When Porsche introduced the 911 series, it knew it had to enter the new six-cylinder model in competition. The factory’s efforts, however, were largely confined to Europe. It was left to privateer teams to campaign the 911 in the US. In spite of handily winning the 1966 SCCA D production National Championship at Riverside with a 911S, Porsche found it was still swimming upstream among American enthusiasts, especially skeptical 356 owners. With the new 1967 model 911S priced at $7000, US sales were lackluster. Along with other US Porsche sales executives, the late Terry Bucholtz, then General Manager of Porsche Cars Northwest in Beaverton, Oregon, travelled to Stuttgart to examine the new model. Bucholtz later wrote that he wanted to convince Porsche to produce a handful of lightweight 911S coupes that would compete in SCCA racing around the country and thus improve Porsche’s image – and hopefully boost sales. Since Porsche was already campaigning its lightweight 911R prototypes at home, it was not a difficult decision for company management. Porsche’s racing department went to work developing a list of special competition-oriented parts that could be homologated in the 911 series. This list became known colloquially as the “Sports Purposes” catalog, and the items therein could legally be installed in 911s raced in SCCA’s tough C Production class, where the six-cylinder model had been placed after its too-easy title chase the year before. Thus the “Rally Kit Option 9552” and several “Tuning Packages” came into being. Included in the Rally kits were Recaro racing seats, a bolt-in rollover bar, skid plates, deletion of most of the interior trim including the rear jump seats, a smaller-diameter steering wheel, a dead pedal for the driver’s left foot, a 100-liter fuel tank with through-the-hood filler, plastic side and rear windows, Koni adjustable shock absorbers, larger swaybars, aluminum 906 brake calipers with competition pads, specially-prepared cylinder heads, carefully matched manifolds, a lightweight flywheel and racing clutch, stronger transmission internals including a 904 mainshaft, a broad range of gears and rear-axle ratios, and a limited-slip differential. The Tuning Kits provided carburetion and exhaust parts that boosted the two-liter engine’s output from the standard 911S’s 160 hp to well above 180. Only the fact that these few special 911Ss were built with standard-gauge sheet-metal and a few standard trim pieces differed them from the factory’s featherweight 911R racers. This light ivory coupe, chassis number ‘307828S’, arrived at Porsche Cars Northwest on April 12, 1967, fitted with engine #961685 and transmission #2001. A letter from Porsche dated 8 March 1989 and signed Jurgen Barth confirms these details, listing ‘rally equipment’, ‘sport kit II’, and ‘limited slip differential’ as options fitted at the factory. Upon delivery, Bucholtz sat down with his service manager, Tom Dawkins, and a local driver, Gary Wright, who had been racing very successfully with a PCNW-backed 356, and laid out plans for the upcoming season. Their goal was to enter as many SCCA production races in the Pacific Northwest as they could, and if possible, take a crack at the new Trans-American Championship, where the 911 was allowed to compete as a ‘sedan’ due to a loophole in the series rules. ‘828S’ was stripped to its bare tub and readied for SCCA competition. A key step was replacing the car’s original 4.5” x 15” wheels with 7-inch-wide American Racing magnesium alloy rims. Wright made the car a winner right out of the box, and drove ‘828S’ to the SCCA Pacific Northwest C Production season championship, qualifying for a spot in the National Runoffs at Daytona that November. Dawkins also shared driving duties, taking the wheel in SCCA Regional contests. Before Daytona, however, came the west coast swing of the Trans-Am series. Strangely, only the 130 hp base model 911 was allowed to compete in the Trans-Am, so Bucholtz engaged in a b

Auktionsarchiv: Los-Nr. 648•
Auktion:
Datum:
12.08.2010 - 13.08.2010
Auktionshaus:
Bonhams London
Carmel, Quail Lodge Quail Lodge's West Field 7000 Valley Greens Drive (at Rancho San Carlos Rd) Carmel CA 93923 Tel: +1 415 391 4000 Fax : +1 415 391 4040 motors.us@bonhams.com
Beschreibung:

When Porsche introduced the 911 series, it knew it had to enter the new six-cylinder model in competition. The factory’s efforts, however, were largely confined to Europe. It was left to privateer teams to campaign the 911 in the US. In spite of handily winning the 1966 SCCA D production National Championship at Riverside with a 911S, Porsche found it was still swimming upstream among American enthusiasts, especially skeptical 356 owners. With the new 1967 model 911S priced at $7000, US sales were lackluster. Along with other US Porsche sales executives, the late Terry Bucholtz, then General Manager of Porsche Cars Northwest in Beaverton, Oregon, travelled to Stuttgart to examine the new model. Bucholtz later wrote that he wanted to convince Porsche to produce a handful of lightweight 911S coupes that would compete in SCCA racing around the country and thus improve Porsche’s image – and hopefully boost sales. Since Porsche was already campaigning its lightweight 911R prototypes at home, it was not a difficult decision for company management. Porsche’s racing department went to work developing a list of special competition-oriented parts that could be homologated in the 911 series. This list became known colloquially as the “Sports Purposes” catalog, and the items therein could legally be installed in 911s raced in SCCA’s tough C Production class, where the six-cylinder model had been placed after its too-easy title chase the year before. Thus the “Rally Kit Option 9552” and several “Tuning Packages” came into being. Included in the Rally kits were Recaro racing seats, a bolt-in rollover bar, skid plates, deletion of most of the interior trim including the rear jump seats, a smaller-diameter steering wheel, a dead pedal for the driver’s left foot, a 100-liter fuel tank with through-the-hood filler, plastic side and rear windows, Koni adjustable shock absorbers, larger swaybars, aluminum 906 brake calipers with competition pads, specially-prepared cylinder heads, carefully matched manifolds, a lightweight flywheel and racing clutch, stronger transmission internals including a 904 mainshaft, a broad range of gears and rear-axle ratios, and a limited-slip differential. The Tuning Kits provided carburetion and exhaust parts that boosted the two-liter engine’s output from the standard 911S’s 160 hp to well above 180. Only the fact that these few special 911Ss were built with standard-gauge sheet-metal and a few standard trim pieces differed them from the factory’s featherweight 911R racers. This light ivory coupe, chassis number ‘307828S’, arrived at Porsche Cars Northwest on April 12, 1967, fitted with engine #961685 and transmission #2001. A letter from Porsche dated 8 March 1989 and signed Jurgen Barth confirms these details, listing ‘rally equipment’, ‘sport kit II’, and ‘limited slip differential’ as options fitted at the factory. Upon delivery, Bucholtz sat down with his service manager, Tom Dawkins, and a local driver, Gary Wright, who had been racing very successfully with a PCNW-backed 356, and laid out plans for the upcoming season. Their goal was to enter as many SCCA production races in the Pacific Northwest as they could, and if possible, take a crack at the new Trans-American Championship, where the 911 was allowed to compete as a ‘sedan’ due to a loophole in the series rules. ‘828S’ was stripped to its bare tub and readied for SCCA competition. A key step was replacing the car’s original 4.5” x 15” wheels with 7-inch-wide American Racing magnesium alloy rims. Wright made the car a winner right out of the box, and drove ‘828S’ to the SCCA Pacific Northwest C Production season championship, qualifying for a spot in the National Runoffs at Daytona that November. Dawkins also shared driving duties, taking the wheel in SCCA Regional contests. Before Daytona, however, came the west coast swing of the Trans-Am series. Strangely, only the 130 hp base model 911 was allowed to compete in the Trans-Am, so Bucholtz engaged in a b

Auktionsarchiv: Los-Nr. 648•
Auktion:
Datum:
12.08.2010 - 13.08.2010
Auktionshaus:
Bonhams London
Carmel, Quail Lodge Quail Lodge's West Field 7000 Valley Greens Drive (at Rancho San Carlos Rd) Carmel CA 93923 Tel: +1 415 391 4000 Fax : +1 415 391 4040 motors.us@bonhams.com
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