1972 Porsche

One of two 2.8 RSR prototypes

Equipped with one of 4 works engines

1973 Targa Florio 6th place

Used by the Martini Racing Team

The first 911 RSR of all time

Detailed history file

FIA papers

The Porsche 911 Carrera 2.8 RSR

It is considered one of the most important racing cars of the early seventies and a milestone in the development of the 911 into one of the most successful racing platforms of all time. Introduced in 1973, the RSR was based on the Carrera RS 2.7, which in turn was born out of the need to create a vehicle homologated for motorsport. This was Porsche's response to the FIA Group 4 regulations in force at the time. Following the great success of the 2.7 RS, Porsche developed a further refined version for professional use on the racetrack, resulting in the Carrera 2.8 RSR. Its aim was to maximise performance with the lowest possible weight and maximum reliability. The RSR received numerous technical and aerodynamic modifications compared to the RS. Under the bonnet was an air-cooled six-cylinder boxer engine with a displacement of 2,808 cc, which was equipped with a mechanical injection system from Bosch and new twin ignitions. This technology enabled an output of around 308 hp at 8,000 revolutions per minute. These were impressive figures for a car that weighed just over a tonne. A dry sump lubrication system ensured optimum lubrication under extreme racing conditions. The revised crankcase and lighter pistons contributed to a high level of stability. The chassis was significantly revised compared to the production model. Porsche used harder torsion bars, Bilstein shock absorbers and adjustable stabilisers. Wider axles and the installation of spacers allowed a significantly wider track width, which noticeably improved grip. The RSR was mounted on wide magnesium rims in Fuchs design with central locks, which were fitted with special slick tyres. The brake system came from the 917, Porsche's legendary Le Mans prototype, and guaranteed exceptional deceleration values.

Externally, the 2.8 RSR was immediately recognisable by its heavily flared fenders and the characteristic ducktail rear spoiler, which had already been introduced on the RS 2.7, but provided additional downforce on the RSR in an even larger version. Front spoiler, lightweight windscreens and components made of aluminium rounded off the consistent lightweight construction concept. The weight of the vehicle was around 960 kilograms. This was a decisive factor for its enormous agility. In the interior, everything was focussed on functionality and weight saving. The RSR had no insulating materials, no carpets and no comfort features. A roll cage, bucket seats, racing harnesses and a panelled dashboard characterised the image. The instrumentation remained typically Porsche and clearly focussed on the driver. The 2.8 RSR celebrated its debut in 1973 at the 24 Hours of Daytona, where it immediately took overall victory. A spectacular success for a vehicle that was still in the development phase. The RSR also proved to be virtually unbeatable at the Targa Florio, 12 Hours of Sebring and numerous European endurance races. In customer hands, it achieved countless class victories and overall successes worldwide, laying the foundation for a whole series of racing 911 models. Just under 50 examples of the 2.8 RSR were built in 1973, making it one of the rarest and most sought-after variants of the classic 911. Its mixture of purist technology, uncompromising lightweight construction and race-ready reliability made it one of the most legendary Porsche racing cars ever. To this day, the Carrera 2.8 RSR symbolises the combination of road car and racing machine. It is a car that embodies the DNA of Porsche motorsport like no other.

About the vehicle offered here:

This is the only prototype of the 2.8 RSR and bears the chassis number 9113600002. According to the Porsche certificate, its history began as an ordinary 911 S in March 1972 with the intended use ‘Porsche AG's own vehicle, test vehicle’. In the same year, it was finally converted into an RSR prototype and used for tests and homologation. The vehicle, painted red at the time, made an appearance at the 1,000 km of Zeltweg on 25 June 1972. In this race, drivers Waldegrad and Steckkönig achieved 10th place. A short time later, the car was sold to the Martini Racing Team, which was led by the famous ‘Count Rossi’. The vehicle received its first registration there on 1 January 1973 with the German registration number ‘LEO-ZA 60’ and was painted silver. The RSR was also given the legendary Martini stripes. After an endurance test at Paul Ricard, the vehicle was presented to the public in Paris on 5 March 1973. In historical pictures, the vehicle is placed on a stage behind Gregorio Rossi di Montelera next to 917-053. For the press conference, the car wore the starting number 3, which is currently on this RSR.

The Martini Racing Team entered 0002 with several RSRs at the Targa Florio on 13 May 1973. After the total loss of chassis 0974 with starting number 107, this number was used for the race on chassis 0002, with which Pucci and Steckkönig ultimately finished sixth overall. The sister car, chassis 0588 with the number 8, won the race. There are many historical pictures of this race. Martini then sold the vehicle to tyre manufacturer Dunlop, who used the prototype again for development, this time for tyres. After a year in Dunlop's hands, they sold the vehicle without the engine via Peter Gregg to the American Dave White, who subsequently had a new engine installed. The new engine, which is still installed in the vehicle today, is one of only four short-stroke factory engines ever built. The engine was previously used in 1973 in chassis 0307 at the 24 Hours of Daytona, as well as the 6 Hours of Vallelunga with chassis 0588. In 1975, the racing driver sold the RSR to Edgar Ramirez, who lived in Costa Rica. He used the vehicle for the following 10 years for races in Central and South America until he sold it to racing driver Diego Febles in 1985. The new owner ran a ‘racing hire car’ business, for which he used the prototype.

Another 10 years later, in the mid-90s, the 911 was converted for use on public roads. The vehicle remained in this form until 2012, when Dave White, who had already owned the vehicle in the 1970s, bought it again and decided to restore the only prototype to its original form. After Dave White passed away in 2015, John Starkey sold the car to the last private owner in France. He registered the vehicle in September 2018 and presented the car at the Saint Tropez ‘Paradis Porsche’ event in October 2021. An appraisal by Jean Pierre Cornu followed in 2022 and finally an FIA Historic Technical Passport in 2023. In 2025, the car was purchased by our company. Our sales staff will be happy to answer any detailed questions you may have at any time. Please note that vehicle viewings are only possible by prior appointment.