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patrick911

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About patrick911

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    Prototype

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  • Location:
    Melbourne
  • Ride/s
    1973 911 2.4T, 1976 911 2.7S

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  1. Hi all, I recently bought a so-called RSR seat from GTS classics in the US for my 1973 Martini RSR replica project. The seat (in the picture it's the one on the right) is great, but doesn't have a headrest by default. There's guides in the back for it, and I ordered a headrest to go with it. Unfortunately though, the chaps at GTS weren't sure if I was going to fit the headrest (I know, why would i order one...the mind boggles!?) so they didn't make the holes in the fabric and fit the grommets. I'm obviously quite disappointed with this, but sending a seat back to the US is a lot of effort & $$ so I'm wondering who could fix this here locally? Where - around Melbourne - could i go to have this fixed? All recommendations welcome. thanks, Patrick
  2. For those who are interested and have a bit of time here's an overview of the journey to date; 335 pictures from when I started the project in 2015.
  3. I spent more time sanding the shell on Saturday, and i brought in a few parts to do some fitting. As we're working with a G-series shell, the original seat brackets were removed and Jason is now fixing the correct F-series ones in place. I brought in the Lollipop (on its brackets) to see if the holes would line up....and they did! A few pictures to show what further modifications have been done, mainly fixing the rear seat space back in place - after the trailing arm extensions were welded in last month - , including adding the new brake-line brackets in a slightly different position, making the spring plate reinforcement, welding in the footrest and adding two brackets for the washer (oil reservoir overrun) bottle in the rear right engine bay corner. We initially tried to deform the bottle to make it fit, but it looks just dodgy, so we will (as the factory did back in the day) have to cut a corner out of the reinforcement bracket to make room for the plastic bottle. Few new details to fix surfaced, and yes, I know this is getting a bit sad now The glove compartment on the RSRs has no lid, but the G-series has a different top left corner/lock mechanism than the F-series, so that needs to be fixed, as well as plugging the cigarette lighter hole. Its very anal I know, but once you set out to do it as correct as possible, you can't stop halfway. That's my excuse anyway... The rear flares require a bit more hammering to make them smooth (the edges have now been rolled by the way) and Jason insists on making the spring plate reinforcement look a bit neater. I love the current battered look, but understand he's got a reputation to keep and wants the car to look as nice as possible. Pictures:
  4. So this is pretty much the state the car is in right now. The car is back at the workshop and I've spent two days sanding the epoxy layer carefully.... and have only finished the underside. I'm planning to go there tomorrow to start with the interior, but seeing the amount of curves, I'm sure i may need a few days more to complete. Jason has completed a few other jobs that were needed. The RSRs in 1973 had shortened trailing arms, and I managed to score a brand new set a few years back. These arms are connected via extension brackets that go onto the rear crossbar. However, to weld this properly on all sides, the metal of the rear seats need to be cut out temporarily. We also added reinforcements around the 'spring plate mounting point' after we noticed pictures of RSRs 0328, 0782 and 0588 (R6) that showed it had those reinforcements there. Other little things fixed where the footrest and creation of the F-series seat brackets. Whilst all of this is happening, I am constantly on the look for those hard to get parts and have managed to score a few nice pieces over the last year. A fellow 'Typ901' member changed his approach and his viper green ST replica (you may have seen it displayed at Porsche Melbourne at the recent celebration) is now fitted with a carburetted system, so he was selling his MFI injection pump. All the work on that one was already done by Mark Jung in the US, plus it is fitted with a cold-start mechanism, so event hough hugely expensive, I think i still made a great deal. Having said that, it will have to be re-cammed for a 2.8 as it is now set for a 2.5 ST. Last week I finally received the seats that go into the RSR from GTS classic in the US. It took Stefan 6 months to make them, and then he takes the risk of shipping them both in a clothing carton with only a plastic sheet around them and a few foam pieces in the box; There's a few scratches on the plastic back of the RSR seat, but this could have gone horribly wrong - think cuts in the fabric. They do look awesome, especially when dry-fitted with the (replica) REPA 3-point harness for show.
  5. I mentioned before that there was some discussion amongst the experts if RSRs had metal flares or not, and 'HOT-911' (RSR 911.360.0784) was found to be delivered from the factory with grp front fenders. Then again, the ones that are on now may be put on that car later as their shape is completely different from any of the other RSRs I've seen. Really interested to see if anyone here has more info on the history of that car. After all of the underside protection was removed, we sanded the car a bit more to reduce the media-blasting effort. in the mean time we had another look at the list of stuff to do to the body, and found there were quite a few extra jobs we initially overlooked. for example, the RSR had oil lines on the left side as well for a serpentine cooler for the transmission oil. that means the brackets welded on the right hand side needed to be copied on the left. Small jobs like that take a lot of time though... Once the car was media blasted, it was covered in an epoxy primer and returned to the workshop where I needed to sand the car in preparation for its paintjob. I was surprised there were still bits of underside protection and seam sealer left, as the media blasting obviously had not removed them. The good news, no other rusty bits turned up, so that was a big win. A few pictures of the shell in epoxy:
  6. With the car on the rotisserie, I could remove the underside protection from the car, again using a variety of scrapers and a torch. Although its a tedious job, I was glad that i could do this myself, seeing that all of the metal work was done by someone else. I think I spent another 4 full days getting this stuff off; it really helps you appreciate how many curves there are in an old Porsche body Guess it also explains why the body was not rusted... In the mean time Jason positioned the changed panel for the pedal cluster, welded the brackets for the roll bar in place, added the 'battery blanking' plates, fixed the bracket for the twin coils and fixed more holes that shouldn't be there on either an F-series model or RSR. The RSR has a different pedal box, with dual cylinders to balance the brake bias between front and rear (part: TwinSpark Racing, the Netherlands) and has slightly different dimensions. Once the underside was clear, the 'belly pan dimples' were welded shut. I'm not sure how the factory left those, but in my view the unfinished welds looks pretty much to what I expect the guys did back in the day. It was a racing car, so no need to sand those to make it look good.
  7. After cutting away the pipes that guide the cables operating the front and rear hood mechanisms (the RSR had the rubber tie-downs), Jason created various brackets to mount the GRP parts to the body and allow for the new metal indicator housings to be fitted. We then also pre-fitted the rear flares and took measurements from a real RSR to compare if the positioning was correct. Since extending the flares was done manually at the factory, I don't think there's any two cars that are exactly identical when it comes to these flares, but i think these have come out really nice. The only thing to do is to roll the edges to prevent tire damage. Rear shock reinforcements were welded in (parts from ST-classics in NZ), as well as the front strut tower braces (same), but most of Feb was spent on getting the panel fit right. Note: we since had to change the right rear shock reinforcement because we found there's not sufficient space for the plastic overflow oil catch tank. Although the overall look of the grp parts was good, fitment is still a pain and requires a lot of adjusting/fixing. The rear bumper is still incorrect and requires modification; the ones i bought from Mike Tankard have the long bumperettes instead of the short horns that allow for the exhausts underneath. Next on the 'to-do-list' were the fitting of the (Bosch) cut-off switch, which the RSR has one inside (on the speaker grille) and one just in front of the windshield, and on the other side, the pull for the fire-extinguisher (Aase). And with the F-series front panels fitted and the oil cooler duct in place, the central oil cooler could be dry-fitted. I had looked for ages for the original Behr oilcooler, but even if I could find (and afford) one, I wasn't comfortable with fitting a 40+ year old cooler. There's various alternatives available nowadays, but I went for the one PATRICK Motorsports sell (Setrab), as it comes closest to the dimensions of the original. CSF are selling one as well that looks awesome and is beautifully finished and lightweight, but even though they claim it is as per original dimensions, they're simply not. It's too wide. Other small things done were the tunnel reinforcement (Aase), the harness mounts on the parcel shelf (ST-classic) and reinforcing the panels for the front swaybar. (Carpoint, Germany)
  8. @LeeM completely forgot about that; Yes, the Bend as well. that were 2 fun laps!
  9. The metalwork at 'Chequered Flag' started with fixing some of the G-series specific holes in the dash and for the airconditioning. At the rear, the G-series specific centre piece was removed and the holes in the panel that holds those stickers was filled too. Only later did we remove that square on the left that is G-series specific, thanks to someone on the earlyS forum that obviously spotted that. Other items removed where the baggage loops in the parcel tray and the G-series specific seat mounts. As you may have noticed from the pictures, I was very lucky with this donor car. Apart from one of the elephant ears, that looked like it was hit by a shotgun, and a little surface rust on the parcel tray, this car was totally fine rust-wise. I don't know much of the history of this car, other than that is was delivered in Japan, but clearly it has led a cherished life, and has been garaged mostly. I ordered the front and rear RSR bumpers, the hood and the front RSR fenders in GRP from Mike Tankard, who people advised me was 'the go-to guy her in Victoria. The rear (metal) flares were ordered a year or two ago from Aase in the US, so those could now be fitted too. As said before, I'm not sure about the correctness of the front flares in glassfibre for my particular car as it was at the Targa in '73, but there's sufficient evidence that most of these cars over the racing season had metal panels replaced by glass, in order to reduce the weight further. So I'm keeping in that tradition of what racers would have done back in the day. Next was the removal of the G-series bumper mounts (painful, as all spotwelded) and cutting the front wheel arch pieces, to replace them with the correct F-series ones. We also replaced the front latch panel with a F-series one, only to cut the lower half off right away to allow for the central oil cooler duct.
  10. Hey, I thought HOT-911 was light blue? Isn't that the one that has the gills in the front fenders? Only RSR that i know that is right hand drive (although not as delivered from the factory). Have you got more pictures?
  11. Hi everyone, I started a thread elsewhere before properly introducing myself. My name is Patrick, I'm 47 and originally from the Netherlands. My goal was to own a Porsche before I turned 30 and i just missed it by 2 years... I bought a light yellow 1973 Porsche 911 2.4T in The Netherlands and decided to ship it over a few years back, when it became clear that our 2 year expatriate adventure was going to last a little bit longer. The car was delivered in Italy to its first owner, and is fairly original. I have fitted the timing chain modification and replaced the comfort seats with BF Torino Rallye ST seats that really brighten up the interior and do wonders for the driving enjoyment. I drive it a lot and hard, but since it's an almost 50 year old car, I do try to keep out of the rain when possible. I have driven it on the LeMans track (Le Mans classic 2006), on Zandvoort, Nurburgring, Eastern Creek and on the Philip Island track, so the Nurburgring badge on the back I feel is warranted. Looking forward to join you on a drive one of these days!
  12. The first thing to do regarding the bodywork was to change the G-series (impact bumper) car into an F-series. Second will be to make all the modifications required to change it into an RSR (flares, reinforcements, etc). and finally, add things to either make it roadworthy (VICroads requirements, like retractable seatbelts) and factory RSR specific changes. Using other projects, Porsche forums, period pictures and the books on the subject ("from R-to-RSR" by Starkey and "Carrera RS" by Konradsheim), as well as using Jason's extensive knowledge on these cars, we made a list of all the things that needed to happen. There's a few assumptions though, as these cars changed throughout the season. So even if the book list that a modification was made in June 1973, which is after the targa Florio held in May, the race cars were often used to experiment so they may have had these changes earlier. Case in point is the so-called Lollipop seat. It is common knowledge these were used from the 1974 season onward, and a lot of 935s have them fitted, but R6 had one of these already fitted during the Targa Florio to test. Similarly, I thought the RSR did not have any of the battery boxes, yet I've seen RSRs with the right one still in place... Then there's the widened flares. Every builder that aims to replicate correctly states that they need to be steel. During the 1973 season though, in a continuous battle to lower the weight of these cars, it is proven that more and more parts of the car (front flares, doors, ducktail) were changed to GRP. So I'm not trying to use this as an excuse for why things may be 'incorrect' or different, I'm just trying to explain it's not always black & white. I'm hoping that by posting this on various places I can add to the knowledge on these cars and make the right choices. R6, chassisnumber 0588 is very likely to have been one of the first series RSs that used the thinner steel for the body. The factory kept using these parts until they ran out, so also here I haven't been able to find a clear date or chassis number cut off. But I'm obviously going to keep the 'normal' steel for my body, so there's the first real difference already. this is the list of the changes we set out to make, including the reason why, but the list has grown since, as we found more and more things whilst going through old period or restoration pictures.
  13. ...after all that effort he went thru, it turned out that particular livery, as copied from the museum car, was completely wrong. The car displayed in the old museum with #8 turned out to be the car that came 3rd at the Targa, running with a red roof and the number #9 on the sides. They did rectify that recently. @moderators: Did i start this thread in the wrong location? If so, please move to the correct spot. Still finding my way around the site.
  14. Last post of the day. I bought a dolly from a local club member here in Melbourne and managed to get the car on it so I could remove the engine with a friend. Having the car on the dolly also helps in reaching the underside, but removing the underside-protection that way was still too hard - I wanted to leave job for when the car would be on a rotisserie. I already bought various parts left and right over the last 5 years, whilst studying the subject and I did a couple of TAFE welding classes. I admire the work Jeff (Home built by Jeff) has done on his RSR replica, and really wish I could do the same, but I recognized pretty quickly that my welding skills were pretty bad. Therefore I decided i would need a workshop to do all the body-work. Based on some recommendations and seeing first-hand some of the cars Jason (Caroll) has completed, I decided on 'Chequered Flag Restorations' in Bayswater. Not only has he completed the Chesterfield car, he has also worked on one or two real RSRs which came in real handy. So last January it finally happened; after I sanded to topcoat off the chassis and finished removing all the sealer & schutz (except from the underside), the car was collected and transported to Chequered Flag in bayswater. Now the fun part starts...

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