1977 PORSCHE 911 RSR RecreationView vehicle description
Due to feedback we received from showing this car at the NEC Classic Car Show, the vendor has committed to completing the NOVA import tax declaration to then allow the new owner to road-register it here in the UK. We will clarify exactly when this is done, but please bid on the assumption and commitment that the NOVA is complete.
The Porsche 911 first broke cover in 1963, morphing over the years from the svelte, elfin Audrey Hepburn of the sportscar world into the current swollen-hipped, muscular Serena Williams-esque ballistic bruiser beloved of city traders, nouveau riche entrepreneurs, and mid-life crisis divorcees.
While the early cars were slow and fragile – and the later cars very fast and almost indestructible – many enthusiasts think the 3.0-litre and 3.2-litre 911 from the late seventies and eighties is the purest evocation and the one that best balances classic looks with decent performance and better-than-average reliability – and a well fettled 911 is a very quick and reliable car indeed.
And you can forget the car’s Widow Maker reputation because while the flat-six, air-cooled (actually oil-cooled, but who’s quibbling?) aluminium engine might hang ponderously behind the rear axle line, the handling is surprisingly benign - as long as you don’t do anything really silly, obviously…
Or, perhaps best of all, the 911’s simplicity and popularity make it the ideal choice for the discerning enthusiast looking to commission or build a bespoke racing machine. While the likes of Singer create artisan road cars for the wealthy - and the billionaire collector market buy genuine RSRs - the working Porsche enthusiast starts with a standard 911 and then painstakingly crafts it into his own image over a period of years.
Which is exactly what has happened with this wonderfully detailed recreation.
Originally a left-hand-drive, American-market Porsche 911 built in 1977 and sold in the same year, it had been modified and raced ‘Stateside before finding its way over here.
Not that those early years really count for much because the car was stripped to a bare shell here in dear old blighty before being meticulously prepared and painted ahead of being assembled and rebuilt with a carefully chosen selection of the finest components money can buy.
You see, the vendor owns his own bodyshop and is a Silverstone instructor to boot, so few folk are better placed to create their own Porsche 911 evocation. As you might have been able to predict given his background, the result looks sensational. With an all-up weight of just 970kgs and a 3.6-litre twin-spark ‘964’ engine hanging out back, performance is sparkling too.
And it handles; with RSR-spec coilover suspension, 930 Turbo brakes (as per the RSR), a Quaife limited-slip differential, and a bespoke exhaust system it handles as well as goes and sounds as good as it looks.
Now being offered for auction with an estimate that is a mere fraction of the cost of building one of your own, we’ll be displaying it on our stand at this year’s NEC Classic Car Show in Birmingham from 8-10 November.
On the Outside
The bodyshell has been prepared and assembled with exactly the sort of care you might reasonably expect of a Silverstone racing instructor who happens to own his own bodyshop.
So, you will find millimeter-perfect shutlines, beautifully straight panels, and the sort of attention to detail that leaves OCD folk like us grinning from ear to ear. It really is marvelously well assembled and a tribute to his determination to get it looking as good as is humanly possible.
It’s the same story with the paintwork. Originally Ice Green Metallic, not only is the quality of the fresh green coachwork utterly perfect but the stripes you see, which form such an important part of this iconic ‘Vaillant’ livery, are painted on too. Based on that used on the Porsche 911 Carrera RSR from 1975 Le Mans 24-Hour and elsewhere, only the lettering is vinyl stickers; everything else is painted.
It is utterly glorious and well worth the trek to us here near Abingdon to see it in the flesh. Or, if that sounds like a bit of a faff, then it will take centre-stage on our stand at this year’s NEC Classic Car Show, so you’ll be able to see it there too.
And if you coming to Birmingham then you really should take the time to come and see it in person and admire the single wiper blade (less weight?!), electrical cut-out switch, quick release Demon Tweeks historic bonnet and boot pins, RSR-spec front oil cooler, twin exhaust pipes, sliding Perspex front windows, faired-in door mirrors, and the largest whale tail we’ve ever seen.
But even that huge rear spoiler is dwarfed by those staggeringly wide rear wheelarches, necessary, of course, to cover those massive Dunlop magnesium split-rim wheels – and with new 335/35xR15 racing Michelin TB tyres at the rear on 14-inch rims and 295/40xR15 on 12-inch rims at the front, there’s an awful lot of surface area to cover.
If we are being ultra-picky then the new owner might want to replace the rear screen rubber as the existing one is starting to perish. But that that is the extent of our pickiness goes to the very heart of just how good this car is.
On the Inside
If retro-modded cars like the Singer Porsche 911 are all about decadence, then this RSR evocation is all about brutal efficiency. So, you won’t find quilted leather, Alcantara heated seats, or swathes of unicorn foreskins harvested by virgins by the light of a blood moon.
What you’ll find here is much, much more interesting if, like us, you count Walter Röhrl as only one (small) step down from The Almighty.
Out went the car’s original ‘Cork’ leatherette with pinstripe velour inlays interior and in came a genuine Porsche Momo steering wheel fitted to a quick-release hub. A painted dashboard. OMP brake and clutch pedals. A footrest for the driver. RSR-style door trims. Fabric door pulls. A manually operated Safety Devices fire suppression system. An electrical cut-off switch. A push-button starter button. An adjustable brake bias control.
And there’s more.
Black Alcantara covers the top of the dashboard to cut reflections, and a fully welded roll cage ensures that the integrity of the cockpit will be retained no matter how much talent you run out of.
Speaking of which, a TRS harness restrains the driver, who is kept snugly in place by a Cobra Evolution S high-back racing bucket seat.
The details extend to the front boot, which is home to a beautifully labelled fusebox, lightweight battery, and a quick-fill, long-range fuel tank.
Whilst this car may not be equipped yet to WIN at Le Mans Classic, the vendor is very familiar with classic car racing, having prepared and raced at Spa 6 hours and more, he has therefore put some thought into this Porsche rather than just completing a raid on Halfords.
The underside is like new, as you would expect, utterly solid and gives the odd glimpse of braided lines, remote damper reservoirs, and the sort of other goodies that a top-flight racing machine carries. The specification under there includes an adjustable front anti-roll bar plus RSR-spec coilover suspension in place of the standard torsion bar set-up. It’s Bilstein 61/60 too, so you can imagine how well it handles and grips.
The brake discs and calipers are from the Porsche 930 Turbo, as per the original RSR. The exhaust has a Borla silencer and manifolds but the exhaust system itself has been custom-fabricated in order for it to exit in the same place as that of a genuine RSR. You see? It’s the little details that make this car, the sort of faithful quirks that only the cognoscenti will notice.
The engine is a standard modern 3.6-litre twin-spark unit from a 964, which was rebuilt prior to it being installed. It has been fitted with a hi-torque starter motor and a lightened flywheel but is otherwise stock; the owner estimates that it develops in the region of 250-260bhp but we can see that the winning bidder might like to source something more period authentic if they intend to race it in one of the numerous historic classes for which it is eligible.
The gearbox is a Type 915 that has been fitted with a Quaife limited-slip differential. The top man here has test driven it (of course he has…) and pronounced that it drives “bloody well” and “just as it should”. Reluctant as we are to praise him in black-and-white, he’s no mean racer himself, so if he’s impressed then it must be a good ‘un.
Problems are pretty much limited to some overspray on the underseal, so you might like to set aside a day to touch it up if that sort of thing bothers you.
The 911 importantly comes with a Letter of Origin from Porsche Cars GB proving its 1977 vintage plus a variety of bits of paper and old invoices. The owner is a doer and a driver rather than a collector and a hoarder, so while the paperwork might be a bit sparse in places, rest assured that the car is running beautifully and looking stunning.
If you’d like to inspect the car prior to placing a bid – something we would encourage – then please contact us to arrange an appointment or see us at the NEC.
What We Think
We suppose that you could run a car like this in fast road spec but to do so would be a waste; this is a track-focused car that could be eligible for a number of historic motor racing events – or could even just be the fanciest trackday car at almost any circuit you care to name.
Because the attention to detail is staggering and while it doesn’t set out to fool anyone into thinking it is a genuine RSR, as an evocation we find it a hugely appealing proposition. The livery is so evocative of the 1970s works and customer Porsche RSRs, up there with Martini and Jagermeister, who wouldn’t want that on their race car.
Useful, too. At a time when the price of the real thing has soared beyond the point at which even the wealthiest gentleman racer would think twice about racing one in anger, this beautifully crafted racing car is neither too precious nor too rare to be driven hard and fast against its contemporaries. And given his day job, it would be competitive too as he knows a thing or two about setting ‘em up…
Not that it will be cheap, but then value can be measured in many different ways and a car of this quality will always find a ready audience when the time comes to let it go, so the overall cost of ownership might be more reasonable than you think.
We think it will sell for between £55,000 and £85,000 at which price point it represents great value, especially when you start to tot up what it would cost you to commission one to this standard…
Viewing is always encouraged, and this car can either be seen here at The Market HQ in Steventon or at this year’s NEC Classic Car Show in Birmingham; to arrange an appointment please use the ‘Contact Seller’ button at the top of the listing. Feel free to ask any questions or make observations in the comments section below, or try our ‘Frequently Asked Questions’.
If needed, please remember we have a network of trusted suppliers we work with regularly and can recommend: Classic & Sportscar Finance for purchase-financing, Thames Valley Car Storage for storing your car, AnyVan for transporting it, and Footman James for classic car insurance.
BORING, but IMPORTANT: Please note that whilst we at The Market always aim to offer the most descriptive and transparent auction listings of any auction, we cannot claim they are perfect analyses of any of the vehicles we have for sale. While we use our trade experience to assess every car that comes through our hands (and between us we have bought hundreds of classic cars over the years for our personal use…) we are fallible, and our assessment of a car may contrast with that you might form yourself.
This is why we offer a far greater opportunity for bidders to view, or arrange a professional inspection on their behalf of, each vehicle prior to bidding than any traditional car auction, and we will never stop encouraging bidders to take advantage of this by coming to see it in person.
That said, we do take a good look at the vehicles delivered to our premises for sale, but this only results in our unbiased personal observations, not those of a qualified inspector or other professional, or those formed as a result of a long test drive.
Additionally, please note that most of the videos on our site have been recorded using simple cameras which often result in 'average' sound quality; in particular, engines and exhausts notes can sound a little different to how they are in reality.
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